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I. GENERAL REMARKS.

The right of States bordering on the Ohio river, to grant charters for theerection of bridges over that stream, has been repeatedly and unqualifiedlynegatived by those who are opposed to the erection of such structures. Theopponents rest their arguments upon the ground, that the free and uninterruptednavigation of this river is a national object, paramount to any individual or stateinterest. And this, as a general proposition, is to be admitted as correct.

On the other hand, it appears but justice that the states should be allowedthe right of forming communications across the river, accessible at all seasons,for the promotion of commerce and intercourse, provided such communicationsdo not impede the navigation.

The time is not very distant, when millions of people will crowd both shoresof the Ohio , and when the question of bridging will become highly importantto the landsman as well as to the riverman.

A bridge may obstruct the navigation of a river in a twofold manner, eitherby the piers or the low elevation of the arches and of the roadway. But can wenot decide upon certain limits, which will not only effectually guard the navi-gation against abuses in bridge-building, but at the same time admit the practi-cability of such structures in locations where they are really wanted ? No fearneed be entertained, that the right of bridging will be abused by every littlecommunity situated on the banks of the Ohio . In the first place, no bridge canbe erected without a charter, which will not be granted without previously dis-cussing the merits of the plan and enterprise. Secondly, the great expense ofworks, so constructed as not to interfere with the free navigation of the river,and which alone can be chartered by the states, will of itself be a sufficientcheck. No company will be willing to risk its capital in such a work withoutthe certainty of a fair return, which can only be expected in locations, wherethere is a vast intercourse, and therefore a necessity for a bridge.

The idea of bridging the large rivers of the West, could not be entertainedbefore the system of suspension bridges was fairly introduced. An attempt atthis mode of building in the United States was made about forty years ago,when a number of chain bridges were erected upon a rude and insufficient plan.Although these attempts failed, they clearly demonstrated the practicability ofthe system. That no further efforts were made to perfect the plan, was not somuch owing to the difficulty of construction, as to the great abundance of goodtimber in most parts of the country, which greatly facilitated the construction ofwooden bridges, and reduced their first cost.

The solution of the problem of crossing large and deep rivers with greatspans and at high elevations, was left to modern engineering. It has been fullysolved by the application of the principle of suspension. Numerous structuresof the kind have been reared in different parts of Europe , in the course of thiscentury.

The suspension bridge across the Menai strait, in Wales , built by the English government, under the direction of Mr. Telford, is still considered a great nationalmonument. This bridge is thrown across the strait in one principal span of560 feet wide from centre to centre of abutment, and at an elevation of 121 1-2feet above low water, the tide rising 21 1-2 feet. All classes of merchant vesselsand steamers sail under it. When the erection of this bridge was proposed, thequestion of its interference with the navigation was considered by the admiralty.No objections were made to the proposed span and elevation of floor. The