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True/False
Indicate whether the statement is true or false.

____ 1. Computer science focuses on a broad set of interrelated ideas.

____ 2. Informally, a computing agent is like a recipe.

____ 3. An algorithm describes a process that ends with a solution to a problem.

____ 4. Each individual instruction in an algorithm is well defined.

____ 5. An algorithm describes a process that may or may not halt after arriving at a solution to a problem.

____ 6. An algorithm solves a general class of problems.

____ 7. The algorithms that describe information processing can also be represented as information.

____ 8. When using a computer, human users primarily interact with the memory.

____ 9. Information is stored as patterns of bytes (1s and 0s).

____ 10. The part of a computer that is responsible for processing data is the central processing unit (CPU).

____ 11. Magnetic storage media, such as tapes and hard disks, allow bit patterns to be stored as patterns on a
magnetic field.

____ 12. A program stored in computer memory must be represented in binary digits, which is also known as ascii
code.

____ 13. The most important example of system software is a computer’s operating system.

____ 14. An important part of any operating system is its file system, which allows human users to organize their
data and programs in permanent storage.

____ 15. A programmer typically starts by writing high-level language statements in a text editor.

____ 16. Ancient mathematicians developed the first algorithms.

____ 17. In the 1930s, the mathematician Blaise Pascal explored the theoretical foundations and limits of
algorithms and computation.
____ 18. The first electronic digital computers, sometimes called mainframe computers, consisted of vacuum tubes,
wires, and plugs, and filled entire rooms.

____ 19. In the early 1940s, computer scientists realized that a symbolic notation could be used instead of machine
code, and the first assembly languages appeared.

____ 20. The development of the transistor in the early 1960s allowed computer engineers to build ever smaller,
faster, and less expensive computer hardware components.

____ 21. Moore’s Law states that the processing speed and storage capacity of hardware will increase and its cost
will decrease by approximately a factor of 3 every 18 months.

____ 22. In the 1960s, batch processing sometimes caused a programmer to wait days for results, including error
messages.

____ 23. In 1984, Apple Computer brought forth the Macintosh, the first successful mass-produced personal
computer with a graphical user interface.

____ 24. By the mid 1980s, the ARPANET had grown into what we now call the Internet, connecting computers
owned by large institutions, small organizations, and individuals all over the world.

____ 25. Steve Jobs wrote the first Web server and Web browser software.

____ 26. Guido van Rossum invented the Python programming language in the early 1990s.

____ 27. In Python, the programmer can force the output of a value by using the cout statement.

____ 28. When executing the print statement, Python first displays the value and then evaluates the expression.

____ 29. When writing Python programs, you should use a .pyt extension.

____ 30. The interpreter reads a Python expression or statement, also called the source code, and verifies that it is
well formed.

____ 31. If a Python expression is well formed, the interpreter translates it to an equivalent form in a low-level
language called byte code.

Multiple Choice
Identify the choice that best completes the statement or answers the question.

____ 32. The sequence of steps that describes a computational processes is called a(n) ____.
a. program c. pseudocode
b. computing agent d. algorithm
____ 33. An algorithm consists of a(n) ____ number of instructions.
a. finite c. predefined
b. infinite d. undefined
____ 34. The action described by the instruction in an algorithm can be performed effectively or be executed by a
____.
a. computer c. computing agent
b. processor d. program
____ 35. In the modern world of computers, information is also commonly referred to as ____.
a. data c. input
b. bits d. records
____ 36. In carrying out the instructions of any algorithm, the computing agent starts with some given information
(known as ____).
a. data c. input
b. variables d. output
____ 37. In carrying out the instructions of any algorithm, the computing agent transforms some given information
according to well-defined rules, and produces new information, known as ____.
a. data c. input
b. variables d. output
____ 38. ____ consists of the physical devices required to execute algorithms.
a. Firmware c. I/O
b. Hardware d. Processors
____ 39. ____ is the set of algorithms, represented as programs in particular programming languages.
a. Freeware c. Software
b. Shareware d. Dataset
____ 40. In a computer, the ____ devices include a keyboard, a mouse, and a microphone.
a. memory c. input
b. CPU d. output
____ 41. Computers can communicate with the external world through various ____ that connect them to networks
and to other devices such as handheld music players and digital cameras.
a. facilities c. racks
b. ports d. slots
____ 42. The primary memory of a computer is also sometimes called internal or ____.
a. read-only memory (ROM) c. flash memory
b. random access memory (RAM) d. associative memory
____ 43. The CPU, which is also sometimes called a ____, consists of electronic switches arranged to perform
simple logical, arithmetic, and control operations.
a. motherboard c. chip
b. computing agent d. processor
____ 44. Flash memory sticks are an example of ____ storage media.
a. semiconductor c. optical
b. magnetic d. primary
____ 45. Tapes and hard disks are an example of ____ storage media.
a. semiconductor c. optical
b. magnetic d. primary
____ 46. CDs and DVDs are an example of ____ storage media.
 a. semiconductor c. optical
b. magnetic d. primary
____ 47. A ____ takes a set of machine language instructions as input and loads them into the appropriate memory
locations.
a. compiler c. loader
b. linker d. interpreter
____ 48. A modern ____ organizes the monitor screen around the metaphor of a desktop, with windows containing
icons for folders, files, and applications.
a. GUI c. terminal-based interface
b. CLI d. applications software
____ 49. ____ programming languages resemble English and allow the author to express algorithms in a form that
other people can understand.
a. Assembly c. Low-level
b. Interpreted d. High-level
____ 50. Early in the nineteenth century, ____ designed and constructed a machine that automated the process of
weaving.
a. George Boole c. Herman Hollerith
b. Joseph Jacquard d. Charles Babbage
____ 51. ____ took the concept of a programmable computer a step further by designing a model of a machine that,
conceptually, bore a striking resemblance to a modern general-purpose computer.
a. George Boole c. Herman Hollerith
b. Joseph Jacquard d. Charles Babbage
____ 52. ____ developed a machine that automated data processing for the U.S. Census.
a. George Boole c. Herman Hollerith
b. Joseph Jacquard d. Charles Babbage
____ 53. ____ developed a system of logic which consisted of a pair of values, TRUE and FALSE, and a set of
three primitive operations on these values, AND, OR, and NOT.
a. George Boole c. Herman Hollerith
b. Joseph Jacquard d. Charles Babbage
____ 54. ____ was considered ideal for numerical and scientific applications.
a. COBOL c. LISP
b. Machine code d. FORTRAN
____ 55. In its early days, ____ was used primarily for laboratory experiments in an area of research known as
artificial intelligence.
a. COBOL c. LISP
b. Machine code d. FORTRAN
____ 56. In science or any other area of enquiry, a(n) ____ allows human beings to reduce complex ideas or entities
to simpler ones.
a. abstraction c. module
b. algorithm d. compiler
____ 57. In the early 1980s, a college dropout named Bill Gates and his partner Paul Allen built their own
operating system software, which they called ____.
a. LISP c. MS-DOS
 b. Windows d. Linux
____ 58. Python is a(n) ____ language.
a. functional c. interpreted
b. assembly d. compiled
____ 59. To quit the Python shell, you can either select the window’s close box or press the ____ key combination.
a. Control+C c. Control+Z
b. Control+D d. Control+X
____ 60. In Python, you can write a print statement that includes two or more expressions separated by ____.
a. periods c. colons
b. commas d. semicolons
____ 61. The Python interpreter rejects any statement that does not adhere to the grammar rules, or ____, of the
language.
a. code c. definition
b. library d. syntax
1
Answer Section

TRUE/FALSE

1. ANS: T PTS: 1 REF: 2

2. ANS: F PTS: 1 REF: 3
3. ANS: T PTS: 1 REF: 3
4. ANS: T PTS: 1 REF: 3
5. ANS: F PTS: 1 REF: 4
6. ANS: T PTS: 1 REF: 4
7. ANS: T PTS: 1 REF: 5
8. ANS: F PTS: 1 REF: 6
9. ANS: F PTS: 1 REF: 7
10. ANS: T PTS: 1 REF: 7
11. ANS: T PTS: 1 REF: 8
12. ANS: F PTS: 1 REF: 8
13. ANS: T PTS: 1 REF: 8
14. ANS: T PTS: 1 REF: 9
15. ANS: T PTS: 1 REF: 9
16. ANS: T PTS: 1 REF: 11
17. ANS: F PTS: 1 REF: 15
18. ANS: T PTS: 1 REF: 16
19. ANS: F PTS: 1 REF: 16
20. ANS: F PTS: 1 REF: 18
21. ANS: F PTS: 1 REF: 18
22. ANS: T PTS: 1 REF: 19
23. ANS: T PTS: 1 REF: 20
24. ANS: T PTS: 1 REF: 21
25. ANS: F PTS: 1 REF: 23
26. ANS: T PTS: 1 REF: 23
27. ANS: F PTS: 1 REF: 25
28. ANS: F PTS: 1 REF: 25
29. ANS: F PTS: 1 REF: 28
30. ANS: T PTS: 1 REF: 30
31. ANS: T PTS: 1 REF: 30

MULTIPLE CHOICE

32. ANS: D PTS: 1 REF: 3

33. ANS: A PTS: 1 REF: 3
34. ANS: C PTS: 1 REF: 3
35. ANS: A PTS: 1 REF: 4
36. ANS: C PTS: 1 REF: 5
37. ANS: D PTS: 1 REF: 5
38. ANS: B PTS: 1 REF: 6
39. ANS: C PTS: 1 REF: 6
40. ANS: C PTS: 1 REF: 6
41. ANS: B PTS: 1 REF: 6
42. ANS: B PTS: 1 REF: 7
43. ANS: D PTS: 1 REF: 7
44. ANS: A PTS: 1 REF: 8
45. ANS: B PTS: 1 REF: 8
46. ANS: C PTS: 1 REF: 8
47. ANS: C PTS: 1 REF: 8
48. ANS: A PTS: 1 REF: 9
49. ANS: D PTS: 1 REF: 9
50. ANS: B PTS: 1 REF: 14
51. ANS: D PTS: 1 REF: 14
52. ANS: C PTS: 1 REF: 14
53. ANS: A PTS: 1 REF: 14-15
54. ANS: D PTS: 1 REF: 17
55. ANS: C PTS: 1 REF: 17
56. ANS: A PTS: 1 REF: 18
57. ANS: C PTS: 1 REF: 21
58. ANS: C PTS: 1 REF: 23
59. ANS: B PTS: 1 REF: 25
60. ANS: B PTS: 1 REF: 25
61. ANS: D PTS: 1 REF: 30
Exploring the Variety of Random
Documents with Different Content
 CHAPTER VI
THE NAVIGATION OF THE OHIO
The neglect of the Ohio River by the United States government
cannot be better suggested than by comparing the expenditures on
that river with the appropriations for the great land thoroughfare—
the Cumberland Road. In thirty-two years (1806-1838) the
government spent $6,823,559.52 on the Cumberland Road. In
seventy-five years (1827-1902) $6,752,042.04 was appropriated for
the Ohio River and much of that was portioned out to the
Mississippi, Missouri, and Arkansas.
It is impossible to determine with absolute assurance when and
where the first prominent movement looking toward the
improvement of the Ohio River originated. With the burst of
population into the West came the realization that the great
waterway was a priceless possession.
It would be interesting to know in detail the actual condition of
the Ohio, say at the dawning of the eighteenth century. That it was
greatly clogged with sunken logs and protruding reefs and bars, of
course, goes without saying. Perhaps the average stage of water
was less than it is today; and yet the vast amount of water that
stood in the tangled forests and open swamps and meadows drained
off so slowly as to maintain a more uniform stage of water than is
true in our day of alternate flood and drought. If less water flowed in
the Ohio’s bed a century ago the volume was at least more uniform
than it is today.
As early as January 1817 a resolution was passed by the
Legislature of Ohio inviting the coöperation of Virginia, Pennsylvania,
Kentucky, and Indiana for the improvement of their great waterway.
Virginia, Pennsylvania, and Kentucky promptly responded, and in
1819 a preliminary examination was made by General Blackburn of
Virginia, General John Adair of Kentucky, General E. W. Tupper of
Ohio and Walter Lowrie, Esq. of Pennsylvania who made reports to
their several legislatures under the date of November 2, 1819. But
during the generation following, each of these commonwealths
became absorbed in internal improvements. Ohio, for instance,
between 1819 and 1844, built seven hundred and sixty-five miles of
canals costing nearly ten millions and almost as many miles of
turnpike at a cost of four millions. Ohio also built seventy miles of
railway, and in 1836 began to improve her most valuable river, the
Muskingum, for slackwater navigation. Thus there was reason
enough why Ohio could not undertake the improvement of the Ohio
River. Her sister states were equally engaged with internal affairs,
and though some steps were taken toward surveying the Ohio along
the shores of several states the matter was left, as should have been
the case, to the general Government.
This meant a long delay, but at last, in 1825, the great work was
undertaken; since 1836 there has been a continual struggle to
compel the Government to do its duty by the Ohio River and its
great commerce. In 1837 the Government commenced a system of
surveys and an improvement of the low-water channels by means of
riprap stone dams, arranged so as to prevent the spread of the
water by guiding and maintaining it in comparatively narrow
channels. The work was put under the direction of Captain Sanders
of the War Department. This system was continued at intervals until
1844, when, the appropriation being exhausted, the work suddenly
ceased, not to be resumed until 1866.
Something of the difficulties of the old engineers may be
estimated from the records left by them concerning the various
obstructions in the Ohio River. “Thirty years ago,” wrote an engineer
in 1866, “there were considerable tracts of woods abounding the
stream ... forming dangerous obstructions to navigation. Gradually,
since that period, the number of settlers along the river valley has
greatly increased, and the bottom lands ... have been cleared; so
that comparatively few trees remain that are liable to fall into the
stream. And the same is true of most of the principal tributaries. I
refer to this to show the probability that when the present snags and
logs are removed, a slight expenditure annually will keep the river
clear of this character of obstructions.” The snags and logs of
generations had been almost untouched by the government—“left to
the uncertain and unpaid-for attention of private individuals.” The
plan now (1866) to rid the valley entirely of these great impediments
to navigation marks a new era in the history of the Ohio. It was
found, upon examination, that in the six hundred odd miles between
Pittsburg and Louisville there were seventy-five separate points
where there were snags, forty-nine “logs and loggy places,” twenty-
eight wrecks and seventy-two “sunken boats &c.” Between Louisville
and Cairo there were some sixty additional obstructions of similar
nature—a total of two hundred and eighty-five obstruction points. A
schedule of these obstructions, between Pittsburg and Wheeling for
instance, will be found interesting. The asterisks refer to obstructions
in or near the channel at comparatively low water:

Distance
Snags, Wrecks,
from Remarks.
etc. etc.
Pittsburg.
In the right channel of
Brunot’s island
2½ Wreck.
below the point on
the left side.
Same side as last, half
3 Wreck.
mile below.
Left channel Brunot’s
Sunken
31 ⁄ 3 island, first below
barge.
point.
4 2 Sunken in main
wrecks.* channel near old
pork-house; one
 of them has lately
washed ashore.
In shore on left side in
way of good
landing; above
Hamilton’s house,
Sunken
9¾ on Neville island, a
barge.
large coal barge
has stranded just
below, but may be
gotten off.
Above Boyle’s landing;
first, on right side,
2 across channel, is
13
wrecks.* very dangerous;
second, in above,
left.
Near Shousetown, left
15 Wreck. side, close in
shore.
Opposite Sewickley, a
16 Snag. little below Boyle’s
landing.
Right shore below
Sunken Sewickley, in way
16½
barge. of boats at high
water.
Coal barge stranded,
Stranded
18½ Logtown bar,
barge.*
below Economy.
In channel of two
Sunken
19½ boats, Logtown
barge.*
creek.
Below foot of Crow
21 Snag.
island, right side.
 One-third mile above
232⁄3 Snag. Freedom, Penn.,
right side.
Close in shore at
24 Snag.
Freedom.
In main channel, very
24¼ Snag. large, below
landing.
Close in to right; not
Sunken
301⁄3 dangerous below
boat.
Raccoon creek.
Sunken In channel below last;
30¼
boat. dangerous.
Opposite Industry,
33½ Snag. below Safe Harbor
landing.
Sunken Left side below last.
332⁄3
boat.*
Left channel of Line
Sunken
41 Snag. island there is a
barge.
snag.
Wreck of steamer
Winchester, burnt,
left channel of
42½ Wreck.
Babb’s island, Va.,
shore; not much
in the way.
In channel foot of
Sunken
49¾ Baker’s island;
boat.*
dangerous.
Foot of Brown’s island;
63 Snag.
old.
Center of River, head
63¼ Snag.
of cable eddy.
 Left channel, pier
Wreck and Pittsburg and
67
cofferdam. Steubenville
railroad bridge.
Left side above
Sunken
67½ Steubenville;
barge.
dangerous.
Opposite Steubenville
Sunken
68 landing, center of
barge.
river.
Several in the vicinity
70¾ Snags.* of the Virginia and
Ohio cross creeks.
Sunken Two, right side, above
73¼
boats.* Wellsburg, Va.
Sunken Left, below block-
76
boats.* house run.
Right side, below last;
76½ Snag.
should come out.
Old, opposite brick
78¾ Wreck. house, close on
left shore.
Two, right of channel,
81½ Snags.
above Warren.
Old, right side, near
81¾ Snag.* white frame
house.
Ice Head of Pike island, at
83
breaker. coal shaft.
Edge of bar, not
Sunken dangerous,
84
barge.* opposite brick
house.
 Left and center, bottom
Logs,
87 of river, one mile
etc.
below Burlington.
Sunken ferry-boat,
Sunken
88 close in right side,
boat.
Martinsville.
Sunken At ship-yard, Wheeling,
89¼
barge.* dangerous.[75]

Captain Sanders, in the forties, had estimated that it cost about

fifteen dollars to remove each ordinary snag from the Ohio. In the
Mississippi the roots of snags could be thrown into the deep pools
where they would soon become buried in mud; but on the Ohio such
pools were not frequent and it was usually necessary to carry the
roots ashore and destroy them with gunpowder. Sanders reported
that up to September 1837 there had been three thousand three
hundred and three obstructions removed from the Ohio. In 1839
there had been about ten thousand removed; at which time the
work ceased. Some of the snags were six feet in diameter at the
butt and over one hundred feet in length. In a report in 1835, on
Mississippi improvement, Lieutenant Bowman stated: “It is a well-
established fact that snags do not move far from where they first fall
in, the weight of the earth attached to their roots serving as an
anchor. It is also well established that trees which once float seldom
form snags. Admitting this, it is sufficiently evident that if the banks
are once cleared, there can be no subsequent formation of snags.”
Second only to such obstructions was the “Falls of the Ohio,” the
one spot in all its course of nearly a thousand miles where
steamboat navigation was impossible until the construction of a
canal, which followed the route of the ancient portage path two and
one-half miles in length between the present sites of Louisville and
Shipping-port, Kentucky. In this distance the Ohio makes a fall of
about twenty-five feet caused by a ledge of rocks extending across
the river. Steamboating is impracticable here save only when the
river is at flood-tide.
 A company was incorporated by the legislature of Kentucky to cut
a canal around the falls in 1804, but nothing was done until January
12, 1825, when the Louisville and Portland Canal Company was
organized, with a capital of $600,000. The stock was taken by about
seventy persons, residing in Kentucky, Ohio, Missouri, New
Hampshire, Massachusetts, New York, Pennsylvania, and Maryland,
the United States holding 2,335 shares, and 1,665 issued to private
individuals. Many difficulties attended the construction of the work,
which was not completed until December 5, 1830. During the year
1831 406 steamboats, 46 keel-boats, and 357 flat-boats, measuring
76,323 tons, passed through the locks.[76]
The venture was highly successful from a financial point of view
thanks to outrageous tolls that were charged. A twenty-four
thousand dollar boat of three hundred tons running between
Cincinnati and St. Louis expended in tolls in the Louisville and
Portland Canal in five years a sum equal to her entire cost. “A boat
of one hundred and ninety tons, owned at Cincinnati, has been in
the habit of making her trips from this city to St. Louis and back, in
two weeks, and has passed the canal four times in one month. Her
toll, each trip, at $60 per ton, was $114, and her toll for one month
was $456, or at the rate of $5,472 per year, which is nearly half the
value of such a boat.”[77]
From 1831 to 1843, 13,756 steamboats passed through the Canal,
and 4,701 keeland flat-boats, with a total tonnage of two and a half
million tons, netting a toll of $1,227,625.20.[78] On the stock owned
by the United States a cash dividend (to 1843) of $258,378 was
earned—$23,378 more than the Government’s original investment.
Other stockholders fared equally well from this systematic highway
robbery. Such a drain on the public purse as was the Louisville-
Portland Canal in the “good old days” would not be countenanced a
moment today. The canal was rebuilt and enlarged in 1872, and in
1874 it passed into the control of the United States by the authority
of Congress.
 Following is a synopsis of the expenditures on account of the
canal previous to June 11, 1874, the date when the United States
assumed complete control and management:

“Expended by the canal company on original canal. $1,019,277.09

Expended by the canal company on subsequent
120,000.00
improvements and construction
Expended by the canal company for enlargement of
1,825,403.00
canal
Expended by the United States for enlargement of
1,463,200.00
canal, from appropriations
Expended by the United States from funds derived
150,000.00
from toll collections
——————
Total cost $4,577,880.09

Cost of the canal to the United States.

Original stock $ 233,500

Total appropriations for enlargement 1,463,200
Canal bonds paid 1,172,000
——————

Gross cost $2,868,700

Amount of dividends paid by the canal company to
257,778
the United States
——————

Net cost $2,610,922”[79]

The following table shows the traffic, in tons, of the canal since
1886:

1886 to 1901 Fiscal year Total for

Articles.
inclusive. 1902. 16 years.
Coal 22,365,240¾ 1,019,947½ 23,385,188¼
Salt 124,363¾ 5,760¼ 130,124
Oil 60,944¼ 1,211½ 62,155¾
Whiskey 21,442¼ 1,117 22,559¼
Tobacco 90,270½ 1,705 91,975½
Cotton 140,213 2,299½ 142,512½
Lumber 3,401,021 85,305½ 3,486,326½
Corn and wheat 151,621 5,933½ 157,554½
Iron: ore and
518,642½ 34,634½ 553,277
manufactured
Steel rails 685,182 183,016 868,198
Produce 84,396½ 4,864 89,260½
Hay and straw 198,523½ 6,224¼ 204,747¾
Flour 19,830½ 510½ 20,341
Stock 98,954 4,233¾ 103,187¾
Sugar and
125,746¾ 11,022½ 136,769¼
molasses
Staves and shingles 475,310¾ 34,405½ 509,716¼
Cement 40,568¾ 835¾ 41,404½
Miscellaneous 1,319,552 69,518½ 1,389,070½
———————
—————— ———————
Total 29,921,823¾ 1,472,545 31,394,368¾ [80]

Since 1825, when the first step toward improving the Ohio was
taken, the general plan has been to secure additional low-water
depths at islands and bars by the construction of low dams across
chutes, by building dikes where the river was wide and shallow, by
dredging and by the removal of rocks and snags. Various plans of
improvement were seriously mooted. Among these Charles Ellet’s
plan of supplying the Ohio with a regular flow of water by means of
reservoirs was strongly urged upon the Government about 1857.[81]
Near the same time Herman Haupt proposed a plan of improvement
by means of a system of longitudinal mounds and cross dams so
arranged as to make a canal on one side of the river some two
hundred feet wide, or a greater width, and reducing the grade to
nearly an average of six inches per mile between Pittsburg and
Louisville.[82] A few years later Alonzo Livermore secured a patent
for a combination of dams and peculiar open chutes through the
dams, arranged so as to retard the flow and lessen the velocity of
the water from higher to lower pools without interfering with the
free passage of the boats through the chutes; chutes were
substituted for locks.
In 1866 the condition of the river improvements and the great
change in the river trade—which loudly called for improved methods
—is tersely summed up by Engineer W. Milnor Roberts as follows:
“For the purpose intended, namely, the making of an improved
low-water navigation, looking to a depth not exceeding two and one-
half feet, the general plan designed, and in part executed, under the
superintendence of Captain Sanders, was judicious; and if all the
proposed dams had been finished in accordance with his plans there
would have been a better navigation, especially for low-water craft,
than there has been during the twenty-two years which have
elapsed since the works were left, many of them, in a partly finished
condition. Some of these wing dams, as might reasonably have been
anticipated, have, in the course of years, been gradually injured by
the action of floods, and in some cases portions of the stone have
been removed by persons without authority, for their own private
purposes. It is important to note the change which has taken place
in the coal trade, not only on account of its great and increasing
magnitude, but on account of the altered system upon which it is
conducted. Formerly, and at the time when the riprap dams were
constructed, the coal business was carried on by means of floating
coal barges, drawing at most four feet water, which were not
assisted in their descending navigation by steamers, and which
never returned, but were sold as lumber at their point of destination.
The increasing demand down the river for the Pittsburg coal, the
increase in the value of lumber, and the general systematizing of the
trade, all combine to revolutionize the mode of transportation. It is
now [1866] carried on by means of large barges, each containing
ten to twelve, some as high as sixteen thousand bushels of coal,
which are arranged in fleets, generally of ten or twelve barges,
towed by powerful steamers built and employed for that special
purpose. Enough of these barges are owned by the coal operators to
enable them to leave the loaded barges at their various points of
coal delivery, down the Ohio, or on the Mississippi and other rivers,
while they return to Pittsburg with a corresponding fleet of empty
barges, to be again loaded, ready for the next coal-boat freshet. As
these barges, when loaded draw from six feet to eight feet of water,
it is obvious that they can only descend when there is what is now
called a ‘coal-boat rise’ in the river—that is, a flood giving not less
than eight feet water in the channels.
“This coal shipment from Pittsburg, which in 1844 only amounted
to about 2,500,000 bushels per annum, now amounts to about
40,000,000 bushels per annum. I have, in the special report
mentioned, referred to the construction of railroads as having
affected the business which was formerly carried on the Ohio river
during the comparatively low water. The lower the water, the higher
the rates of freight and passenger travel, when there was no railroad
competition; but now, when the prices on the river during very low
water approach the railroad prices, the freight, whenever it can, will
of course take the railroad, on account of the saving of time and
greater certainty of delivery; and thousands of passengers always
prefer the railroad to the river. But in this connection it is proper to
note that since 1844 a large local business between various points
on the Ohio, both freight and passenger, has gradually sprung up
and become important, which scarcely had existence at that time.
The population along the river and in the counties in the several
States bordering upon it, and tributary to the river business, has
wonderfully increased. So that although a portion of the river
business has been attracted to the railroad, the business of
steamboats, as a whole, independently of the coal trade, has
become much greater than it was in 1844. Meanwhile the coal
business has more than kept pace with the increase of population
and wealth along the Ohio, in consequence of a steadily augmenting
demand for the Pittsburg coal on the Mississippi and other western
rivers.”[83]
The method of inland navigation by means of slackwater formed
by dams passable by locks was early proposed for the Ohio River
after the first experiment made of this method on the Green River,
Kentucky, in 1834-36 by Chief Engineer Roberts. The successful
operation of this system on the Monongahela and Muskingum Rivers
exerted a powerful influence in its favor, and for many years its
adoption on the Ohio was urged patiently though unsuccessfully. At
last the important matter was advocated with success, and in 1885
the first of a series of locks and movable dams was erected at Davis
Island, four and one-half miles below Pittsburg. The work now is
rapidly being completed, the plan being to give a minimum depth of
six feet of water in the Ohio by means of thirty-eight dams and locks
between Pittsburg and the mouth of the Great Miami, below
Cincinnati. This form of improvement will of course be extended in
time to the mouth of the Ohio.
From past experience with dams in the river, the cost of locks is
estimated as follows:
For an average lock of six hundred feet length and one hundred
and ten feet width, with navigable pass of six hundred feet length,
and with weirs of two hundred and forty feet available openings, all
arranged to provide six feet navigable depth in the shoalest parts of
the improved channels of the pools, with an average lift at each dam
of seven and two-tenths feet:

Lock, including cofferdam, excavations,

foundations, masonry, timber, and
ironwork of fixed and movable parts, $350,000
power plant, machinery, and
accessories
 Navigable pass; same items as above 150,000
Weirs, piers, abutments; same items as
170,000
above
Miscellaneous, including local surveys,
purchase of sites, embanking,
retaining, riprapping, and paving of
banks, lock employees’ houses,
storehouses, other buildings,
dredging of approaches to locks and
passes, dredging of shoals and 200,000
removal of obstructions in pools,
engineering work of location,
construction, and inspection, office
work of engineering and
disbursements, and other
contingencies
————
Total $870,000

But the extra width and height of lock esplanade filling, extra
length of weirs, and extra channel dredging, incident to the
individual locations of the dams, increase the above estimates to
final totals of from nine hundred and fifty thousand dollars to one
million, one hundred thousand dollars at the individual dams.
The expenditures of the Government on the Ohio River from 1827
to 1902 are as follows:

Act of
Appropriation. Remarks.
Congress.
March 3,
$30,000.00
1827,
March 3,
50,000.00
1835,
July 2,
20,000.00
1836,
March 3,
60,000.00
1837,
July 7,
50,000.00
1838,
June 11,
100,000.00
1844,
March 3,
6,479.25
1847,
August 30,
90,000.00
1852,
Allotment of money already
June 23, appropriated, for improving
172,000.00
1866, Mississippi, Missouri,
Arkansas, and Ohio Rivers.
Allotment for snag boats and
June 23,
80,000.00 apparatus for improving
1866,
western rivers.
March 2,
100,000.00
1867,
Allotment for repair,
July 25, preservation, extension,
85,000.00
1868, and completion of river and
harbor works.
July 11,
50,000.00
1870,
March 3,
50,000.00
1871,
June 10,
200,000.00
1872,
March 3,
200,000.00
1873,
June 23,
150,000.00
1874,
March 3,
300,000.00
1875,
August 14,
175,000.00
1876,
June 18,
300,000.00
1878,
June 18, Harbor of refuge at or near
50,000.00
1878, Cincinnati.
March 3,
250,000.00
1879,
June 14,
250,000.00
1880,
March 3,
350,000.00
1881,
March 21, Continuing work on Davis Island
100,000.00
1882, dam.
August 2,
350,000.00
1882,
August 2, Harbor of refuge near
16,000.00
1882, Cincinnati, Ohio.
July 5,
600,000.00
1884,
July 5, Same.
17,000.00
1884,
August 5,
375,000.00
1886,
August 11,
380,000.00
1888,
September
300,000.00
19, 1890,
Relief of Stubbs & Lackey.
January 19,
2,128.87 Treasury settlement No.
1891,
2593.
July 13,
360,000.00
1892,
August 18,
250,000.00
1894,
June 3,
250,000.00
1896,
Allotment for restoring levee
July 1,
15,000.00 and banks of Ohio River at
1898,
or near Shawneetown, Ill.
March 3,
375,000.00
1899,
Amount appropriated,
June 13, $400,000; $41,000 being
359,000.00
1902, for Falls of Ohio River, at
Louisville, Ky.
——————
Total, $6,565,608.12

Total of appropriations, 1827-1902, $6,565,608.12

Total of allotments, 1827-1898, 352,000.00
Received from sales, 1866-1893, 7,790.50
——————— $6,925,398.62
Appropriations not drawn, 1827,
5,023.47
1852,
Allotments not drawn, 1866, 1868, 43,134.60
Returned by Treasury settlements, 30.07
Amounts transferred to other
125,168.44
works,
——————— 173,356.58
———————
Total, $6,752,042.04 [84]
 FOOTNOTES:
[1] Transactions American Philosophical Society (new series),
vol. iv, pp. 369-370.

[2] Bonnécamps’s journal was accompanied by a MS. map

drawn by himself upon which were marked all the places
mentioned in his journal of this expedition (1749). This map was
preserved in the archives of the Department of the Marine with
his journal but disappeared between 1892 and 1894 and its
location today is unknown.

[3] Warren, Pennsylvania; O. H. Marshall’s “Céloron’s

Expedition,” Magazine of American History, vol. 2, no. 3, (March
1878).

[4] Jesuit Relations and Allied Documents, vol. lxix, p. 165.

[5] Historic Highways of America, vol. iii, pp. 71-72.

[6] Brokenstraw Creek.

[7] Céloron’s Journal in Darlington’s Fort Pitt, p. 17.

[8] Céloron’s Journal in Darlington’s Fort Pitt, pp. 18-19.

[9] Jesuit Relations and Allied Documents, vol. lxix, p. 165.

[10] Céloron’s Journal in Darlington’s Fort Pitt, p. 21.

[11] Jesuit Relations and Allied Documents, vol. lxix, p. 167.

[12] For a sketch of Indian occupation of the Allegheny Valley

see Historic Highways of America, vol. iii, pp. 59-62.

[13] Franklin, Pennsylvania.

[14] Céloron’s Journal in Darlington’s Fort Pitt, p. 24.

[15] Jesuit Relations and Allied Documents, vol. lxix, p. 169.

[16] Céloron’s Journal in Darlington’s Fort Pitt, p. 25.

 [17] Id., p. 25. Parkman places Attiqué on the site of
Kittanning, Pennsylvania (See Parkman’s Montcalm and Wolfe, vol.
i, p. 45). This view is supported by Lambing (Catholic Historical
Researches, January 1886, pp. 105-107, note 6).

[18] Céloron’s Journal in Darlington’s Fort Pitt, p. 26.

[19] This letter, dated August 6, with two others, all bearing the
signature of Céloron, has been preserved in the archives of the
State of Pennsylvania. For copy of translation see Rupp’s Early
History of Western Pennsylvania, p. 36.

[20] Queen Alliquippa.

[21] Céloron’s Journal in Darlington’s Fort Pitt, p. 27.

[22] Toner’s Journal of Colonel George Washington, 1754, pp.

157-158. In this article it was demanded that the English should
not return across the Alleghenies for one year.

[23] Shenango, in English accounts.

[24] O. H. Marshall’s 14 Céloron’s Expedition,’ Magazine of

American History, vol. 2, no. 3, (March 1878).

[25] Céloron’s Journal in Darlington’s Fort Pitt, p. 39.

[26] The location of the burial places of Céloron’s leaden plates

as given in Darlington’s Fort Pitt, which would naturally be
considered authoritative, are inexplicably contradictory.

[27] Céloron’s Journal in Darlington’s Fort Pitt, p. 40.

[28] Id., p. 40.

[29] Id., pp. 40, 41.

[30] St. Yotoc was probably a corruption of Scioto. Father

Bonnécamps calls it Sinhioto. It was near the present site of
Alexandria, Ohio, at the mouth of the Scioto River.

[31] Rivière Blanche was a name given by the French to several

streams which contained unusually clear waters. From distances
mentioned this was probably the Little Miami. Dunn (History of
Indiana, p. 65, note 1) thinks it was the present White Oak Creek.
 [32] Rivière à la Roche (Rocky River) was the present Great
Miami. It was called the “Rocky River” because of its numerous
rapids.

[33] Jesuit Relations and Allied Documents, vol. lxix, p. 183.

[34] Céloron’s Journal in Darlington’s Fort Pitt, p. 52.

[35] Historic Highways of America, vol. vi, ch. i.

[36] The St. Clair Papers, vol. ii, p. 1.

[37] Id., p. 3, note 1.

[38] Id., vol. ii, p. 4, note.

[39] Id., p. 5, note.

[40] Id., p. 5, note. Legally John Emerson had no rights

northwest of the Ohio River; but as an exponent of the American
idea he had a sort of justification; see Professor Frederick J.
Turner’s studies, American Historical Review, vol. 1, pp. 70-87,
251-268.

[41] The MS. Harmar Papers; St. Clair Papers, vol. ii, p. 7, note
1.

[42] The rights to certain lands on the upper Muskingum Valley,

where David Zeisberger had located the Moravian towns in 1773,
were vested in the Moravian Church. Gnadenhutten, Ohio, was,
technically, the first white settlement in Ohio after the French
locations along the Lakes. King’s Ohio, p. 119.

[43] Hinsdale’s Old Northwest (1888), pp. 290-292.

[44] Historic Highways of America, vol. viii.

[45] The Navigator (fifth edition), Pittsburg, 1806.

[46] “Planters are large bodies of trees firmly fixed by their

roots in the bottom of the river, in a perpendicular manner, and
appearing no more than about a foot above the surface of the
water in its middling state. So firmly are they rooted, that the
largest boat running against them, will not move them, but they
frequently injure the boat.
 “Sawyers, are likewise bodies of trees fixed less perpendicularly
in the river, and rather of a less size, yielding to the pressure of
the current, disappearing and appearing by turns above water,
similar to the motion of a saw-mill saw, from which they have
taken their name.
“Wooden-Islands, are places where by some cause or other,
large quantities of drift wood, has through time, been arrested
and matted together in different parts of the river.”

[47] Harris’s Tour (1805), p. 38.

[48] Harris’s Pittsburgh Business Directory for the year 1837,

pp. 178, 287.

[49] Id., p. 277.

[50] The American Pioneer, vol. ii, p. 271.

[51] Historic Highways of America, vol. i, p. 57.

[52] See note 55.

[53] Cassedy’s History of Louisville, pp. 64-67.

[54] American Pioneer, vol. ii, p. 63.

[55] Wisconsin Historical Collections, vol. iv, p. 183; xii, p. 400;

vii, p. 371.

[56] An itinerary of the route from New Orleans northward is

given in The Navigator (1817), p. 306. For a description of the
journey see American Pioneer, March, 1842.

[57] American Pioneer, vol. ii, pp. 163-164.

[58] Harris: Tour, pp. 30-31; cf. p. 139 where the author states
the historical succession of river craft as: canoe, pirogue, keel-
boat, barge, and ark.

[59] Interview with William DeForest published in the Cincinnati

Commercial Gazette, May, 1883.

[60] Dr. S. P. Hildreth’s Pioneer History, p. 205.

[61] Collins’s History of Kentucky, vol. ii, pp. 113-114.

 [62] Burner’s Notes, p. 400.

[63] Cassedy’s History of Louisville, p. 64.

[64] Butler’s Journal for October 9, 1785, The Olden Time, vol.
ii, p. 442. Cf. Wisconsin Historical Collections, vol. xi, p. 13, note.

[65] Harris’s Pittsburgh Business Directory (1837), pp. 276-277.

[66] Harris: Tour, p. 43.

[67] Id., pp. 52-53.

[68] Id., pp. 140-141.

[69] The Navigator (1811), p. 69.

[70] The Navigator, (1811), pp. 31-33.

[71] The authority for these and many of the following facts is
derived from a Memorial of the Citizens of Cincinnati to the
Congress of the United States Relative to the Navigation of the
Ohio and Mississippi Rivers, Cincinnati, 1844.

[72] Cassedy’s History of Louisville, pp. 62-63.

[73] Cassedy’s History of Louisville, pp. 78-79.

[74] Collins’s History of Kentucky, vol. ii. p. 147.

[75] Id., p. 251.

[76] House Reports 39th Congress, Second Session, Ex. Doc.

56, part 2, p. 323.

[77] Memorial of the Citizens of Cincinnati to the Congress of

the United States, 1844, p. 39.

[78] Id., p. 38.

[79] Annual Report of the Chief of Engineers, U. S. Army, 1902,

Appendix H. H., p. 1978.

[80] Id., p. 1980.

 [81] House Records, 41st Congress, Third Session, Ex. Doc. no.
72, p. 4.

[82] Id., p. 5.

[83] House Reports 39th Congress, Second Session, Ex. Doc.

56. Part II, p. 262.

[84] Report of the Chief of Engineers U. S. Army, 1902,

Appendix D. D., p. 1846.
 *** END OF THE PROJECT GUTENBERG EBOOK WATERWAYS OF
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