Early Surveys

Monongahela Navigation Company

Construction of Early Locks and Dams

Federal Government Involvement

Construction of Locks 7, 8 and 9

Acquisition of the Monongahela Navigation Company

Extension of the Slackwater System to the Headwaters of the Monongahela River

Improvements of Locks and Dams of the Monongahela Navigation Company

Activity During World War II

INTRODUCTION

In the late 1700s and early 1800s, the Monongahela River was navigable by steamboats only during high stages of the river and for a distance of about 56 miles upstream from Pittsburgh to Brownsville, Pa.  Above Brownsville, the river could only be used by light draft boats and rafts. The modifications to the river during this period consisted of dams constructed to aid various mill activities. These dams also produced narrow channels and impoundments, which coincidentally provided some aid to river navigation. In 1824, Congress authorized the President to improve steamboat navigation along the Ohio River (Public Law 139, May 24, 1824). This authority was subsequently extended in 1832 to include the Monongahela River. These works have significantly affected the river's use, and have therefore also affected the area's development and economy.

EARLY SURVEYS

In 1828, a survey of the river was made by Edward F. Gay, an engineer employed by the Commonwealth of Pennsylvania. This survey was authorized by a commonwealth act providing for the examination of the Monongahela, Allegheny and Ohio rivers, particularly regarding the improvement of their navigability by the construction of locks and dams or canals. In his report to the legislature, Mr. Gay recommended that a series of locks and dams be constructed on the Monongahela River, ranging in height from 7 to 12 feet, which would provide a navigable channel from Pittsburgh to the Virginia (now West Virginia) state line.

A second survey was authorized in 1832 following the passage of a resolution introduced in the U.S. Congress by Representative Andrew Steward of Fayette, Pennsylvania. The resolution set forth as a goal, the improvement of steamboat navigation on the Monongahela River from Pittsburgh to the Cumberland Road at Brownsville, Pennsylvania. The object of the proposed improvement was to provide an outlet for emigrant travel and traffic moving west of the national road at Brownsville. The survey was performed by Dr. William E. Howard, a government civil engineer. He submitted reports to Congress in 1833 and again in 1834. Both recommended that a series of locks and dams be built, with a maximum lift height of 4 1/2 feet, except for Dam No. 1 which was to have a 6-foot lift. Congress, like the Commonwealth of Pennsylvania earlier took no action at this time to provide funds for any such work to be accomplished.

MONONGAHELA NAVIGATION COMPANY

    When Congress failed to act, proponents for improvement of navigation on the Monongahela River again centered their efforts on the Pennsylvania Legislature. This time they were more successful, as the State Assembly approved an act on March 31, 1836, which provided for the incorporation of the Monongahela Navigation Company. The company was authorized to improve the river from Pittsburgh to the Virginia (now West Virginia) state line with a system of locks and dams. The lift at each dam was limited to a maximum height of 4 1/2 feet and the locks were to be of sufficient width and length to allow safe and easy passage for steamboats and other crafts. During a subsequent survey by the company, it was determined that 17 dams would be required to comply with this restriction and the company requested that greater lifts be approved. In June 1839, the legislature revised their earlier action by authorizing maximum lifts of 8 feet between pools. By the act of February 9, 1848, the company was authorized to increase the lifts to whatever height the river banks would allow. It was finally determined that seven dams would be sufficient to extend navigation to the state line.

Construction of Early Locks and Dams

   In the latter part of 1838, the Monongahela Navigation Company awarded contracts for the construction of Locks and Dams Nos. 1 and 2. Lock and Dam No. 1 was located at Pittsburgh, a mile above the Smithfield Street Bridge. Lock and Dam No. 2 was located at Braddock's Upper Ripple, above the mouth of Turtle Creek and about 10 miles above Lock No. 1. The locks subsequently constructed had chambers 50 feet wide by 190 feet long between quoin posts.  This provided 158 feet of usable length unobstructed by gate operating mechanisms. In 1841, the major construction of these locks and dams was completed and they were opened for navigation. In the meantime, contracts were awarded for Locks and Dams Nos. 3 and 4. Lock and Dam No. 3 was sited a short distance below Watson's Run, 2 miles above Elizabeth and 14 miles above Dam No. 2. Lock and Dam No. 4 was placed 2 miles below Belle vErnon, 15 miles above Dam No. 3 and 15 1/2 miles below Brownsville. These installations had chambers equal in size to the first two locks on the river, and were finally completed in 1844.

     With the completion of Lock and Dam No. 4, slackwater navigation was possible between Pittsburgh and Brownsville. The depth of navigable water in this section of the river was 6 feet, although in periods of drought the depth was reduced to 4 feet.

     The advantages of perennial navigation on the river prompted a rapid growth in traffic. In response to this growth and the demands of coal companies along the river second lock chambers were added to Locks and Dams Nos. 1 and 2. These new chambers were 56 feet in width by 250 feet in length between gates, having usable lengths of 216 feet. They were completed in 1848 and 1854, respectively.

    The completion of the first four locks and dams left the Monongahela Navigation Company substantially in debt. In consideration for the company's losses, the extension of the slackwater system was postponed for a time. However, by the state act of January 25, 1854, the Navigation Company was required to put Locks and Dams Nos. 5 and 6 under contract in 1855 and complete the slackwater system to the state line before December 1, 1857. The three new locks and dams proposed to accomplished the task were: Lock and Dam No. 5, located at Denbo, which was about 2 miles above Brownsville; Lock and Dam No. 6, located at Rice's Landing, about 10 miles above Lock No. 5; and Lock and Dam No. 7, located near the mouth of Jacobs Creek.  The first two of these installations were completed in 1856, and they extended the slackwater system to New Geneva, Pennsylvania. These locks were the same size as the small chambers at Locks and Dams Nos. 1, 2, 3 and 4 (50 feet by 190 feet with a usable length of 158 feet).

     The completion requirements of the slackwater system established by the previous state act were later relaxed by the state act of April 8, 1857. This act permitted the Navigation Company to delay the construction of Lock and Dam No. 7, which would extend navigation on the Monongahela River to the state line. Since any navigation improvement project on the Monongahela River in West Virginia would be useless without the completion of the slackwater system in Pennsylvania, the company was required to finish construction of Lock and Dam No. 7 at a time compatible with the completion of navigation improvements on the river between the state line and Morgantown, West Virginia. Hence, no further work was accomplished until after the Civil War, when the federal government again became involved with Monongahela River navigation in the construction of Locks and Dams No.s 8 and 9.

FEDERAL GOVERNMENT INVOLVEMENT IN NAVIGATION ON THE MONONGAHELA RIVER

    Congress directed the Secretary of War to make a survey of the Monongahela River from New Geneva, Pennsylvania, to Morgantown, West Virginia, as part of the River and Harbor Act approved March 3, 1871. The survey was performed by Charles Reichspfonn, E.A. Chase and J.F. Wilson, civil engineers, in August of that year.  The subsequent report of the Chief of Engineers was presented to Congress in 1872 by the Secretary of War. The report recommended that three new locks and dams be constructed, each with a lift of 10 1/2 feet and that a 6-foot channel depth be developed over the entire length. The 6-foot depth was based upon the experience of the Monongahela Navigation Company with the larger boats which were then coming into use. (The original intention of the company was to have 4 feet of water on the lower miter gate sills of their locks when the river was "dead-low". They had found by experience that this was not enough to secure such navigation as was demanded by the boats that used the improvements and the company then adopted the rule of providing 6 feet.)

     The new locks and dams were recommended to be located as follows: Lock and Dam No. 7, below Jacob's Creek in Pennsylvania (about 84 miles from Pittsburgh); Lock and Dam No. 8, about 1/4 mile above Crow's Ferry in Pennsylvania (about 89 miles from Pittsburgh); and Lock and Dam No. 9, at Collin's Ripple in West Virginia (about 97 miles from Pittsburgh). Lock and Dam No. 7 was originally proposed near Jacob's Creek by the Navigation Company but was never constructed due to the state act of April 8, 1857, as previously cited.

    The plan proposed by W.E. Merrill also recommended that the Monongahela Navigation Company build Locks and Dams Nos. 7 and 8 with the recommended 10 1/2 foot lifts, and have the federal government reimburse them for costs in excess of their original obligation. However, the Navigation Company did not agree with the proposed plan and stated that they preferred to build one lock and dam with a lift of 16 feet. This structure would provide a 4-foot navigation channel, and would, they believed, fulfill their obligation. After a review of this position, the U.S. engineer-in-charge recommended that the federal government construct Lock and Dam No. 8 and that the Navigation Company be required to relinquish control of navigation on that section of the river above the last authorized lock and dam in Pennsylvania (Lock and Dam No. 7). Apparently the company accepted these terms because the government finally did build Lock and Dam No. 8 and subsequently controlled navigation above this section.

Construction of Locks and Dams No. 7, 8 and 9

     In accordance with the survey of the Monongahela River and the recommendations of the Chief of Engineers, Congress approved the beginning of federal involvement with passage of the River and Harbor Act of June 10, 1872. This act appropriated the sum of $25,000 toward the improvement of the river in accordance with the plan for Locks and Dams Nos. 7, 8 and 9 described below. In 1873, a progress report submitted to Congress by the Chief of Engineers and the Secretary of War recommended that Lock and Dam No. 9 be relocated to Hoard's Rocks, which is 3 1/2 miles below Collins Ripple and just within the state of West Virginia (about 94 miles above Pittsburgh). This site was selected because of an excellent foundation of bedrock extending entirely across the river. Foundation material at Collins Ripple was reportedly unsuitable for the project. Along with this relocation, the lift at this lock was increased by 1 foot, to 11 1/2 feet. The size of the lock was to be 50 feet wide by 200 feet long and the usable length was to be approximately 160 feet. The report requested that $66,000 be made available for construction of the lock and dam. On March 3, 1879, Congress appropriated additional funds for the completion of Dam No. 9. These funds were needed due to unforeseen problems that arose during construction, as summarized in House Ex. Document No. 65, 45th Congress, 3rd Session. The dam was finally completed in 1879.

     Although research for this report failed to find specify reference to acceptance of the recommendation that the federal government undertake the task of building Lock and Dam No. 8, subsequent Annual Reports of the chief of Engineers describe the 14 miles of the river above Dam No. 8 as being under direct government control. Hence, on June 14, 1880, Congress appropriated $25,000 for Lock and Dam No. 8 on the Monongahela River near Laurel Run. This lock and dam was to be constructed at the mouth of Dunkards Creek in Pennsylvania, about 2 miles below the mouth of the Cheat River. In 1881, Congress appropriated an additional $25,000 for this lock and dam with the stipulation that the money could not be spent until the Monongahela Navigation Company had undertaken construction of Lock and Dam No. 7 at Jacob's Creek and had given the Secretary of War assurance of their ability and purpose to complete that project. After these assurances had been given, work began on Lock and Dam No. 8. Congress appropriated additional funds for the project as follows: August 2, 1882 -- $25,000; July 5, 1884 -- $45,000; August 5, 1886 -- $90,000; and August 11, 1888 -- $35,000. In 1889, Lock and Dam 8 was completed and opened for traffic. Its chamber was approximately the same size as the one at Lock No. 9 (50 feet by 200 feet with a usable length of about 160 feet).

     During the construction of Lock and Dam No. 8, the Monongahela Navigation Company constructed Lock and Dam No. 7. It was opened for operation in 1883 and was the same size as the small lock at Dams Nos. 1 and 2 (50 feet by 190 feet with a usable length of 158 feet). Due to increased traffic on the river, the company also opened a second lock at Dam No. 3 in 1884. This lock was larger than any previously built, being 56 feet wide by 277 feet long. Two years later, in 1886, a second lock at Dam No. 4 was opened, with these same larger dimension.

     With the completion of these locks and dams, slackwater navigation was possible from Pittsburgh, Pennsylvania ,to Morgantown, West Virginia, a distance of approximately 100 miles. Lock and Dams Nos. 1 through 7 were built and operated by the Monongahela Navigation Company. Locks and Dams Nos. 8 and 9 were built and operated under the supervision of the U.S. Army Corps of Engineers. In the Annual Report of the Chief of Engineers for 1899, prepared after the government had acquired the property of the Navigation Company, it was reported that the controlling depth on the sills, at normal pool surface, varied for the several locks from 4 to 6.7 feet.

    A subsequent modification to Lock No. 5, made by the Monongahela Navigation Company prior to the acquisition of its property by the federal government was an approximate 6-foot extension of the lock to enable coal boats to pass. This was the maximum possible without lengthening the lock walls.

ACQUISITION OF THE MONONGAHELA NAVIGATION COMPANY

    The River and Harbor Act of July 5, 1884, established that no tolls or operating charges should be levied or collected from any vessel passing through any public work owned by the United States and built for the improvement of navigation. Realizing the impact of this act and the advantages of free navigation on the Monongahela River, coal operators and dealers in the area pressed the federal government to purchase the locks and dams belonging to the Monongahela Navigation Company. As a consequence, Congress authorized the Secretary of War to ascertain the value and commercial importance of the works and property of the company, and to report these findings to Congress at the next session.  The reports were presented in January 1887 to the 2nd Session of the 49th Congress and are contained in House Ex. Document No. 112. They stated that the company did not wish to sell or transfer its works and property to the government and concluded that the only apparent methods by which the government could obtain control of the Lower Monongahela River were:

• by condemnation in the interest of the general public; or

• by acceptance or purchase of the works from the commonwealth of Pennsylvania, after the commonwealth had properly gained control of the company.

     After reviewing the recommendations of the Chief of Engineers and the findings of the Board of Engineers, Congress, by an act dated August 11, 1888, authorized and directed the Secretary of War to negotiate for and purchase Lock and Dam No. 7 for a sum not to exceed $161,733.13. In the event that the company was unwilling to sell the lock and dam for this amount, the Secretary of War was further authorized to institute condemnation proceedings. Because the company did not agree to such a sale, condemnation proceedings were begun. Every step was fought in the courts and years were consumed in litigation. On June 3, 1896, Congress authorized the Secretary of War to institute condemnation proceedings on all properties and appurtenances of the company. Finally, in 1897, the Supreme Court of the United States affirmed the government's right to acquire the property. The primary principle determining the outcome of the decision was that the acquisition was for the common good of the general public. The amount awarded to the company for their property was $3,761,615.46.  As a result of this judgment, all of the river's navigation facilities became federal property and free navigation was possible from Pittsburgh to Morgantown. 

EXTENSION OF THE SLACKWATER SYSTEM TO THE HEADWATERS OF THE MONONGAHELA RIVER

     During the time that Lock and Dam No. 9 was under construction, Congress, as part of the Appropriation Act of March 3, 1875, directed the Secretary of War to survey the Upper Monongahela River from Morgantown to Fairmont, West Virginia. In January of the following year, the Secretary of War submitted to Congress the report of the Chief of Engineers on this survey. It recommended that six additional locks and dams be constructed to extend the slackwater system to Fairmont, West Virginia, which is near the headwaters of the river. Preliminary locations of these six locks and dams, as listed House Ex. Document No. 91, 44th Congress, 1st Session, are included in Table 2, together with their respective lifts:

Proposed Locks and Dams on the Monongahela River from Morgantown to Fairmont

Dam No.	Location	Approx. River Mile From Pittsburgh (Rounded)	Lift Height (Feet)
10	Morgantown	102	13
11	Round Bottom	108	10
12	Jimmy's Ripple	110	11
13	Trippett's Ripple	112	10
14	Lowesville	117	10
15	Holtz's Mill	125	10

     The total of the lifts associated with these locks and dams is greater than is necessary to meet the navigational needs to Fairmont and provide a continuous 6-foot depth. However, with this extra lift the upper pools could be extended a long distance up the West Fork River; thus largely increasing the coal area that can use this means of transportation. It was later stated in the Annual Report of the Chief of Engineers for 1922 that these locks and dams were designed to maintain a 7-foot navigable depth.

     During the efforts of the Secretary of War to acquire the property of the Monongahela Navigation Company, work was begun on the improvements of the Upper Monongahela River in West Virginia. Congress, in an act approved on July 13, 1892, authorized $25,000 to begin work on Lock and Dam No. 10. The Corps of Engineers then performed a study to determine the most favorable site for the facility. On August 18, 1894, Congress appropriated $20,000 for improving navigation on the river in accordance with the above plan. Finally on June 3, 1896, the Secretary of War was authorized to award contracts for the six upper river locks and dams at a sum not-to-exceed $1.2 million. Also authorized was the expenditure of $30,000 for these improvements of the river, of which $10,000 was to be used for location studies and the purchase of structure sites.

    Over the next few years, a detailed survey of the Upper Monongahela River was performed and borings were made to determine suitable locations for the new locks and dams. The selected sites were listed in the Annual Report of the Chief of Engineers for 1897 as follows:

Dam No. 10 -- at Morgantown   (103 miles from Pittsburgh)

Dam No. 11 -- at Morgan's Mill  (105.3 miles from Pittsburgh)

Dam No. 12 -- at Jimmy's Ripple (110-111 miles from Pittsburgh)

Dam No. 13 -- at Trippett's Ripple (112-113 miles from Pittsburgh)

Dam No. 14 -- at Rivesville  (not located)

Dam No. 15 -- one mile above Rivesville  (not located)

     A general project report for these improvements was prepared and the work advertised for bid. According to the project report, as prepared by Major R. L. Hoxie, Corps of Engineers, the locks and dams were to be made of concrete; the useful capacity of the lock chambers were to be 56 feet by 177 feet by 7 feet deep over the lower sills at pool levels, and 8 feet over the upper sills. Later the usable length was changed to 182 feet. A contract was awarded for the construction of the six locks and dams in 1897, but the contractor failed to furnish satisfactory bonds and the work was subsequently readvertised. A new contract was awarded in December 1897 and the contractor began work on Lock and Dam No. 10 the following spring. It was specified that all of the locks and dams were to be completed within 4 years after the notice to proceed. Near the end of 1900, the contract was terminated for failure of the contractor to prosecute the work faithfully and diligently. By that time work had been started only on Lock and Dam No. 10 and Lock No. 11 and it was apparent that the schedule could not be met.

    The locks and dams were re-advertised in 1901, and a new contract was awarded. This also proved a failure, and the work again was re-advertised a fourth time. In 1901, work started once more on Locks and Dams Nos. 10 and 11, and also on Locks and Dams Nos. 12, 13 and 15. Construction on Lock and Dam No. 14 began the following year. All of the structures were completed by fiscal year 1904 and were assigned to the "Operating and Care of Canals" Division of the Corps of Engineers from the Existing Project Division in January 1904. The size and location of these new locks and dams as reported by the chief of Engineers in 1907, are shown below:

Location and Size of Locks Nos. 10 - 15 Monongahela River 1907

Lock No.	Distance from Mouth (miles)	Number of Chambers	Year Built	Width (Feet)	Usable Length (Feet)	Lift at Low Water (Feet)
10	102.60	1	1897-1903	56	182	10.67
11	104.95	1	1901-1903	56	182	10.67
12	109.85	1	1901-1903	56	182	10.67
13	111.80	1	1901-1903	56	182	10.67
14	115.50	1	1901-1903	56	182	10.67
15	124.10	1	1901-1903	56	182	10.67

     With the completion of these projects, slackwater navigation was extended 28 miles up the Monongahela River from Morgantown to 4 miles above Fairmont. The reported minimum navigable depth was 7 feet. The total length of navigable water was then 131 miles from the mouth of the Monongahela River at Pittsburgh.

Improvements to Locks and Dams of the Monongahela Navigation Company

     After the acquisition by the federal government of the property of the Monongahela Navigation Company in 1897, the Corps of Engineers undertook their operation and maintenance. Traffic increased significantly along the river due in part of free passage through the locks as provided by the provisions of the River and Harbor Act of July 5, 1884. Because of this heavier traffic, improvements to the old locks and dams became a necessity. The first of these improvements was authorized on March 3, 1899, when Congress approved work on Lock No. 6 and Locks No. 3.   Work at Locks No. 3 was completed during fiscal year 1901, and construction work at Lock No. 6 was completed during fiscal year 1902.

     In February 1902, a report was submitted to Congress concerning the condition of Locks and Dam No. 2. It recommended that the locks and dam be replaced due to its deteriorating condition. On June 13, 1902, Congress authorized the replacement structure construction in accordance with an unpublished February 1902 report submitted by the engineer-in-charge. The cost of the work was not to exceed $655,961. In August 1902, a preliminary survey was conducted to determine the site for th new Locks and Dam No. 2. The new locks and dam were proposed to be built on a site 3,200 feet downriver from the abutment of the old dam. A contract for the work was awarded April 7, 1904. The new structure was to be built with two chambers, each 56 feet wide by 360 feet available length. In 1905, the land lock was opened for operation and in the following year, the river lock was completed. Also in 1906, the dam, which incorporated a movable crest, was finished and improved navigation on the river by raising the pool an additional 3 feet. The old locks and dam were removed at this same time. An additional $43,000 was appropriated by Congress on June 25, 1910, and was used to extend the upstream guide wall of 1910, and was used to extend the upstream guide wall of the new Locks No. 2 a distance of 590 feet and to extend the middle wall downstream a distance of 50 feet.

     The deteriorating conditions and the inadequate capacity which prompted recommendations for the reconstruction of Locks and Dam No. 3, were reported to Congress in December 1903 and were documented in House Document 209, 58th congress, 2nd Session. The necessary land for reconstruction was purchased and a contract for construction was awarded in 1905. Two lock chambers, each 56 feet wide and 360 feet long, were built. The river chamber was completed and opened for navigation in May 1907. The land chamber was opened in October of that same year. The dam was constructed by hired labor engaged by the Corps of Engineers and was completed in 1908. It incorporated a 3-foot movable crest. The remaining work of raising the upper miter sills was not completed until 1918.

     The next major improvement of the Monongahela River navigation facilities, was the reconstruction of Lock and Dam No. 5.  Congress authorized on March 2, 1907, $756,042 for its reconstruction. A contract for construction of the dual locks was subsequently awarded; the facility was to have two chambers, each 56 feet wide and 360 feet long. The river lock was completed and put into operation in December 1909; the land lock was then completed and began operation in July 1910. The dam was built with hired labor and was also completed in 1910. It was constructed of concrete and had a movable crest. The remaining work to raise the upper sills of the locks was not finally completed until fiscal year 1920.

     On March 3, 1909, Congress approved Public Law 317, which authorized the Secretary of War to approve construction or reconstruction of public works for the  purpose of preserving and continuing the use and navigation of such works without interruption.

     Under these provisions, the Secretary of War authorized the partial reconstruction of Locks and Dam No. 1. A special allotment of $329,045 for this work was approved on April 20, 1909. The reconstruction work authorized for Locks and Dam No. 1 included the rebuilding of the river lock chamber which had been in service for 69 years, a new power plant and the placing of a concrete top on the old crib dam. Construction of the new lock chamber, made of concrete with usable dimensions of 56 feet by 360 feet, was commenced by hired labor in May 1909 and finished in June 1910. From an additional allocation of funds, construction of a new land lock chamber with the same dimensions as the river one was begun during the same year. Work on this new land chamber was finished in June 1912, at which time it was placed in operation. The work of placing a new concrete top on the dam was completed in September 1912 and all work associated with this project was finished in 1915. the total allotment of the reconstruction was $434,045.

     A careful examination of Locks and Dam No. 4 in 1912 revealed that it had reached a condition of extreme danger to operations because of failing walls and other defects which threatened its complete collapse. An allotment of $290,000 was made for this work. The locks were to be rebuilt so as to conform with the dimensions of newly constructed Locks Nos. 1, 2, 3 and 5. Two chambers, each 56 feet wide by 360 feet long, were provided. The reconstruction work was commenced by hired labor in 1913. Due to construction delays and various problems, the river chamber was not completed until July 1915, and work was then commenced on the land chamber. The new land chamber was placed in operation in November 1917.

    In the 1921 Chief of Engineers Annual Report stated that an 8-foot depth on sills was adopted as standard for the reconstruction of Locks and Dams Nos. 1 through 5.

Activity During World War II (1937-1946)

    In 1938, the Emsworth dams, near the headwaters of the Ohio River, were reconstructed to raise the upper pool by 7 feet, which extended into both the Allegheny and Monongahela rivers. The pool thus created eliminated the need for Locks and Dam No. 1 on the Monongahela River. Subsequently, this structure was demolished and removed by hired labor.  A total of 13 locks and dams remained on the Monongahela River at the time of the U.S. entry into World War II.

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