fied plans for the proposed bridge of the Memphis and Charleston Railroad across the Tennessee River near Chattanooga, Tenn. After further and careful consideration of the location, however, it has seemed to us that the length of span recommended by Colonel Barlow is somewhat greater than is necessary, and greater than would be economically employed to cover the space, besides making the bridge proper longer than would be needed from the contour of the ground. The plan, as herewith returned, shows 270 feet between piers, instead of 275 as recommended, thus making the total length of the bridge less, and at the same time, as we believe, reducing the cost per foot of the structure a trifle. It is our desire to conform to the wishes of the Department, but we have believed that the results desired by them are attained in this plan, and we would respectfully ask that the matter be considered. I have the honor also to transmit a certified copy of the act of incorporation of the Memphis and Charleston Railroad; a certified copy of the original minutes of the same company, showing the original organization, location of the first board of directors, etc.; also, a certified list of the officials of the same company; also certified copy of the resolution of the board of directors accepting the provisions of the act of Congress authorizing the proposed bridge. Respectfully referred to Lieut. Col. J. W. Barlow, Corps of Engineers, for examination and early report. All of the papers to be returned. By command of Brigadier-General Duane. JAS. C. POST, Major of Engineers. [Indorsement.] ENGINEER OFFICE, U. S. ARMY, Respectfully returned to the Chief of Engineers. Upon further consideration, I am of the opinion that the lengths of the fixed spans can be established at 270 feet, in the clear, without detriment to the interests of navigation. When consulting in March last with the engineer of the Memphis and Charleston Railroad Company having this bridge matter in charge, I deemed that 275 feet was desirable. It was then thought that the said engineer acquiesced in a span of 275 feet length, but as there is apparently some misunderstanding in reference thereto (the 275 feet having been understood by the engineer as "between pins" instead of between piers), and more particularly as the proposed bridge is to be constructed above Chattanooga, which city may be reasonably considered as the head of navigation of the Lower Tennessee River boats, I respectfully recommend for adoption the several distances as follows: Height of lowest part of superstructure above low water.. Clear width between piers of fixed spans, at 10 feet above low water. Feet. 70 160 270 as shown on the Government gauge at Chattanooga, and that no rip- With the concurrence of the general manager, Mr. C. H. Hudson, I have indicated on the blue prints the lines and distances above referred to. These distances do not accord exactly with the scale of the drawing, but should govern in the construction of the bridge. Having reference to my indorsement of March 10, the length of fixed span recommended should read 275 feet, and not 175 feet, as stated by clerical error. [Indorsement.] J. W. BARLOW, OFFICE CHIEF OF ENGINEERS, U. S. ARMY, June 20, 1888. Respectfully returned to the Secretary of War, through the Acting Judge-Advocate-General, U. S. Army, inviting attention to the accompanying report of Lieut. Col. J. W. Barlow, Corps of Engineers, dated the 13th instant, whose views and recommendations as given therein are concurred in by this office. It will appear that he recommends that the height of the lowest part of the superstructure of the bridge above low water be 70 feet; that the clear width of opening between piers on either side of the drawpier, at 10 feet above low water, be 160 feet, and that the clear width between piers of fixed spans, at 10 feet above low water, be 270 feet, and also that no riprap or other obstruction be placed about the bases of the piers. With the concurrence of General Manager Hudson, Colonel Barlow has indicated on the blue prints giving plan and location of the bridge the lines and distances above referred to, which, however, while not according exactly with the scale of the drawing, should govern in the construction of the bridge. The papers required by the rule of the War Department of July 31, 1886, are herewith. J. C. DUANE, Brig. Gen., Chief of Engineers. [Indorsement.] WAR DEPARTMENT, JUDGE-ADVOCATE-GENERAL'S OFFICE, Respectfully forwarded to the Secretary of War, with formal instrument (prepared in duplicate) for his approval. ENG 88-158 G. NORMAN LIEBER, Acting Judge-Advocate-General. LETTER OF THE WAR DEPARTMENT TO C. H. HUDSON, ESQ. WAR DEPARTMENT, Washington City, July 12, 1888. SIR: I have the honor to transmit herewith for retention by your company a copy of an instrument, duly executed by the Secretary of War, approving the plan and location of a proposed bridge over the Tennessee River at or near Chattanooga, Tenn., to be constructed by the Memphis and Charleston Railroad Company in accordance with the act of Congress approved February 28, 1887. Very respectfully, BRIDGE OF THE KANSAS CITY AND MEMPHIS RAILWAY AND BRIDGE COMPANY ACROSS THE MISSISSIPPI RIVER AT MEMPHIS, TENNESSEE, AUTHORIZED BY ACT OF CONGRESS OF APRIL 24, 1888. [Morison & Cothell, consulting and constructing engineers.] CHICAGO, May 5, 1888. SIR: In accordance with the request of Mr. Geo. H. Nettleton, president Kansas City and Memphis Railway and Bridge Company, we present in person, by the hands of our Mr. Corthell, for your approval, the maps, plans, and papers relating to a proposed bridge over the Mississippi River at Memphis, Tenn. These documents are as follows: (1) Articles of incorporation of the Kansas City and Memphis Railway and Bridge Company. (2) Copy of minutes of a meeting of incorporators and directors of the Kansas City and Memphis Railway and Bridge Company. (3) Extract from the minutes of a meeting of the incorporators and directors of the Kansas City and Memphis Railway and Bridge Company, showing the officers of said company. (4) Copy of proceedings of the board of directors of the Kansas City and Memphis Railway and Bridge Company, accepting the provisions of the act of Congress entitled An act to authorize the construction of a bridge across the Mississippi River at Memphis, Tennessee," approved April 24, 1888. (5) Kansas City and Memphis Railway and Bridge Company submitting to the honorable Secretary of War, map, designs, and papers as required by rule established by the honorable Secretary of War July 31, 1880. (6) Kansas City and Memphis Railway and Bridge Company authorizing Messrs. Morison & Corthell to present plans and papers to the honorable Secretary of War. (7) A map, in duplicate, of the river at the location of the proposed bridge, with soundings, current-lines, shore-lines, topography, etc., as required by the act of Congress. (8) A plan, elevation, and sections, in duplicate, of the proposed bridge, showing the clear width of spans and the clear height of the superstructure above high water, as required by the act of Congress. We desire to call your attention to the fact that the act of Congress requires three spans of certain minimum lengths. These three spans occupy the entire width of the river. The order of these three spans is also definitely determined as we understand it. We have therefore had no choice in making the arrangement and lengths of spans, but have conformed the plans submitted to the exact requirements of the act of Congress, no other design being admissible. As it will require considerable time to perfect the plans of the superstructure of this bridge, which will be one of the largest in some respects in the world, with peculiar and somewhat difficult conditions imposed by the act of Congress, we respectfully request the privilege of revising the superstructure design should further study show it to be necessary in order to comply with the requirements of economy and stability, it being understood, however, that the clear width and clear height as shown on the plans now submitted shall not in any case be changed. We present these plans at this early date as it is of great importance to commence the work of construction at once in order to take advan tage of the next season of low water in the river. It will require some little time to obtain the material for the foundations, and we wish to This we can not do have the orders for it given as soon as possible. until you have approved the plans now submitted. We therefore respectfully request that your approval be given as soon as practicable. We are, sir, yours, respectfully, ́ MORISON & CORTHELL, Per E. L. CORTHELL. Hon. WILLIAM C. ENDICOTT, Secretary of War. [First indorsement.] OFFICE CHIEF OF ENGINEERS, U. S. ARMY, May 9, 1888. Respectfully returned to the Secretary of War. The within plans appear to be, upon examination, in accordance with the requirements of "An act to authorize the construction of a bridge across the Mississippi River at Memphis, Tennessee," approved April 24, 1888, and with the view to further compliance with its provisions, it is recommended that they be referred for consideration of a Board of Engineers, to consist of the following named officers: Lieut. Col. W. E. Merrill, Maj. O. H. Ernst, Capt. D. C. Kingman, with Lieut. C. E. Gillette as recorder; the Board to meet at Memphis, Tenn., upon the call of the senior member, as soon as practicable, due notice being given through the public press of the time and place of the meeting. With the sanction of the Secretary the order convening the board will be issued from this office. J. C. DUANE, Brig. Gen., Chief of Engineers. May 10, 1888. The recommendation of the Chief of Engineers is approved. The Board will be instructed to require that all objections be presented in writing. By order of the Secretary of War. SAMUEL HODGKINS, Acting Chief Clerk. [Third indorsement.] WAR DEPARTMENT, A majority of the Board of Engineers reports that the main span of the bridge on the Memphis side of the river should be 1,000 feet in length; that the other two spans should be 600 feet in length, and the whole structure should be 75 feet above high water. Upon a careful examination of the evidence in this case, and the pe culiar methods of navigation by tows, it appears that the minimum width of 700 feet for the main span named in the act of Congress is more than ample and sufficient for all kinds of navigation on the river except the tows, which, of different lengths varying from 660 to 900 feet, pass down the main channel controlled by a single steam-boat. The usual length of these tows is 780 feet and the width 205 feet, and in one instance a tow of 1,032 feet in length is reported. When these tows are in line and under control they would have no difficulty in passing a bridge much less than 700 feet in width; but occasionally, under existing methods, they can not be thus controlled, and may float down side on or, in other words, lengthwise across the stream. In this condition guidance is impossible, and it is difficult to see how any practicable length of span could insure safety. The obvious provision against such an accident is to increase the controlling power and insure safe guidance from the start, or to reduce the length and size of the tows. It may also be observed that a tow, thus floating helplessly down at right angles to the current, would be a serious and dangerous obstruction to all other methods of river navigation. While the rights of navigation in navigable rivers are to be jealously guarded and protected, the right to cross such streams by bridges to transport freight and passengers can not be disregarded. There must in such cases be mutual concession and such adjustments in the methods of transportation on the stream and in the construction of bridges over it, that the privileges of both may be enjoyed and preserved. To require such extreme length of bridge on the one hand as would permit navigation by tows in the same manner as if there was no bridge, would be as unreasonable as to construct the bridge in such a manner as practically to destroy all transportation by tows. I am unable, therefore, to approve this report so far as the width of the main channel-span is concerned. It appears that the width of the river at the site selected and ap proved by the Board is 1,970 feet at low water. The width of the proposed piers is about 20 feet each. The minimum length of the main channel-span is fixed by law at 700 feet and the other two spans at 600 feet each, to which add 40 feet for the width of the two piers, we have 1,940 feet, or 30 feet less than the width of the river at low water. One span 730 feet long and two spans 600 feet long in the clear will make, with 40 feet for the width of two piers, a bridge 1,970 feet long. It is better to add the 30 feet to the main span, rather than divide it between the shorter spans. Plans may be submitted by the railway and bridge company giving a main channel-span on the Memphis side of the river 730 feet long in the clear at low water, and two other spans 600 feet long in the clear at low water, the end piers to be placed at low water on either shore, so that the three spans will cover the entire width of the river at low water. All the necessary aids to navigation in passing under the bridge can not now be determined, but the railway and bridge company |
