Year: 1875

| for more than the length of boat, so thai
| before passing through the opening she
could round to, make fast to the extension
of the pier, and then drop through gradual
| ~: This system is adopted at the Louisiana
bridge over the upper Mississippi for pass
ing the draw in windy weather. aud Il SINH
lar method is used at other bridges where
the draw is located near the shore. That
this use of ring-bolts has often been made
on the upper Mississippi and Missouri was a


fact well known to all persons navigating
those streams.


As practical illustration of the effect of
this bridge, we will state that during the
few weeks that have elapsed since the
arches were closed two terryboats have
work of the bridge. During this time navi
cation on the upper river has been pretty
much suspended by ice and low water, or
the number of casualties would probably
have been much greater


Mr.. Eads concludes by stating that he
alone was the bridge engineer, and there
fore he alone was authorized to speak for
the company on engineering matters. As
he was said to be in Europe when the board
met, it was manifestly impossible, to call
upon him for information, and therefore
the board called upon Colonel Flad, the
engineer. who has generally been under
stood to be responsible for the scientific
part of the work, and also upon Mr.. Katie,
who, as the engineer of the contractors for
the superstructure, was largely responsible
for that part of the work.


Colonel Flad was presented to the board
of engineers by Mr.. Taussig, chairman of
the executive committee of the bridge com.
pany, as the officer authorized to speek for
them on matters of engineering, and all the
drawings presented to the board we're
signed "James B. Eads, per Henry Flad."
1t the board misunderstood Colonel Flad,
they regret it, but they certainly can recol-
lect OF no other objection from him to their
proposed modification of the bridge than
the one alluded to in their report. y


The board think it due to themselves to
state that the review of Mr.. Eads has main
ly been based ON minor and comparatively
unimportant points. The main and essential
point that the board made was that this
bridge was decided obstruction to the
navigation which now exists on the Missis-
sippi river, and to prove this they cited
figures and dimensions. which have not
been contested, and which of themselves
prove the extent of the obstruction.


The ubstance of Mr.. Eads's reply is that
the tnAority OF river steamboats, must be
reb4ih conform to his bridge.


Ifa blcate Of this bridge were to be built
at Car6hdslet or Cairo. it would be generally
denounced in st. Louis as great outrage
upon her river commerce, and the board
can not see why the present bridge is not
as serious an obstruction to the commerce
OF all the cities and towns above st. Louis.


After this little steamboat interest was
allowed to wipe its eyes as best it could,
the bridge was not torn down, OR raised up
or disigured by a canal around it, with
drawbridge over it, nor was single jolly
wrinkle rubbed out Of the face of any
known railroad or bridge stockholder. Our
artist triumphed; his obstruction at St.
Louis stands intact to-day just as he plan
ned it; not one beautiful curve distorted by
the hand pf man, and until changes of tenn
perature rack it to pieces it will stand as a
monument to the memory of James B. Eads
and as convincing proof to the people of
New Orleans that its supposed designer can
succeed in any similar or dissimilar work
that he undertakes.


Let us thank the good chance that brings
him at last to the mouth of the Mississippi,
and thus assures us of positive result IN
the way Of improvement ~ there. Capt.
talists desirOus Of investing in the COM
merce of New Orleans please take notice.