tion to its upper tributaries, it would appear to be obligatory in the interests of navigation that this Florence bridge be abated, or be modified to the extent of the removal and reconstruction of at least three of its piers. The new piers should be placed parallel with the current of the river, and the distance between them, owing to the velocity of the cur rent, should not be less than 150 feet in the clear, the middle pier of the three to carry a turning bridge. Information has reached me informally that commercial interests in that region will soon demand a bridge adapted to heavier traffic, and pending such construction, or positive action looking thereto, I urgently press the necessity of an official declaration of the obstructive character of the present bridge to "free and safe navigation." In this connection, reference is respectfully made to my letter of December 16, 1886, to the President et al. of the East Tennessee, Virginia and Georgia Railway Company, and the reply thereto, dated January 8, 1887. (Appendixes A and B.) (b) The bridge of the Memphis and Charleston Railway at Decatur, Ala., is also an obstruction to the present and prospective commerce of the river. It consists of 12 spans of about 154 feet average available length; it has the narrowest draw-534 feet-of any bridge crossing the Tennessee or Cumberland rivers. It is readily seen that with an increased commerce, and increased size of steamboats plying upon the river, that the draw-span should be enlarged to not less than 150 feet in the clear. In this connection see Appendixes A and B. (c) The bridge of the Nashville, Chattanooga and Saint Louis Railway Company at Bridgeport, Ala., is an obstruction now and will be more so in the future. It has five spans of an average length of about 140 feet; a draw of ouly 653 feet in width, and it is of faulty construction, so as to present a constant peril to life and property even to the small craft that now have to pass it. As in the case of the Decatur bridge, and for the same reasons, the draw should be enlarged to a width of not less than 150 feet in the clear, to provide even the present commerce with "free and safe navigation." In this connection reference is made to my letter of December 27, 1886, to the president et al. of the Nashville, Chattanooga and Saint Louis Railway Company, and the reply thereto, dated January 19, 1887. (See Appendixes C and D.) (d) The bridge at Johnsonville, Tenn. (Nashville, Chattanooga and Saint Louis Railway), is of nine spans, each of about 164 feet average length, having a draw of 97 feet width (estimated). This bridge is rendered a serious obstruction by reason of its faulty construction. The river is undermining its draw-piers, and to partially prevent this damage the company has deposited large masses of stone in the waterway, thus narrowing the channel and causing the formation of constantly enlarging sand-bars below the bridge. Navigation reasonably demands that this obstructive riprap be removed. The piers, in my judgment, should be rebuilt, and the draw widened to not less than 150 feet in the clear, the interests of commerce and the safety of life and property afloat requiring it. On December 27, 1886, I addressed a letter to the Evansville, Paducah and Tennessee River Packet Company, asking for information pertaining to the present condition, &c., of this bridge. (See Appendix E.) The reply thereto forms Appendix F. In Appendix C inquiry was also made of the Nashville, Chattanooga and Saint Louis Railway Company, but no mention was made of this bridge in their reply. (Appendix D.) (e) The bridge of the Chesapeake, Ohio and Southwestern Company, at Gilbertsville, Ky., operated by the Newport News and Mississippi Valley Company, is a very serious obstruction to "free and safe naviga. tion." It has nine spans of about 150 feet average width, anl a draw of only 100 feet width. It is not built at right angles to the current; the upper rest-pier is actually in the channel used by boats, and the lower rest-pier has fallen in. The present and prospective commerce demands that the piers should be rebuilt, and a draw of not less than 150 feet in the clear should, in my opinion, be constructed so as to amply provide for safely navigating the Lower Tennessee River. In this connection I respectfully refer to my letter to the Newport News and Mississippi Valley Company, dated January 7, 1887, and the reply thereto, dated January 12, 1887. (Appendixes G and H.) Also to the statement of the Evansville, Paducah and Tennessee River Packet Company in reference to this bridge. (Appendix F.) 2. The Hiawassee River is spanned at Charleston, Tenn., by a bridge of the East Tennessee, Virginia and Georgia Railway; it has no draw; has three spans of 120 feet width; its height above low water is about 36 feet. There has been no serious complaint of this bridge to my knowledge, but the fact remains that when the river is at a good boating stage only the smallest class of steamboats can pass under it. A draw will become a necessity when the commerce of the river is still further developed by the improvements begun and projected above Charleston. (See Appendixes A and B.) 3. The bridges herein described are undoubtedly obstructions in fact, though they may not be obstructions in law, having been erected under State legislative authority, Congress having been silent in the matter; but in the interests of the commerce and navigation of the present and of the near future it is respectfully submitted that the modifications herein suggested, or such as will be productive of like results, should be adopted and enforced by the declarative action of Congress assenting thereto. 4. The log-booms formed in the Upper Cumberland have been heretofore complained of by raftsmen, but these "structures" are not deemed of sufficient importance to need official abatement at present; at least no complaints of any recent date have been received. Very respectfully, your obedient servant, J. W. BARLOW, Lieut. Col. of Engineers. APPENDIX A. LETTER OF LIEUTENANT-COLONEL J. W. BARLOW, CORPS OF ENGINEERS, TO THE EAST TENNESSEE, VIRGINIA AND GEORGIA RAILWAY COMPANY. ENGINEER OFFICE, UNITED STATES ARMY, Chattanooga, Tenn., December 16, 1886. GENTLEMEN: In view of the recent national legislation bearing upon the subject of bridge and other structures that do or will interfere with free and safe navigation" I have respectfully to call your attention to certain bridges under your control that do interfere with such navigation. (1) The bridge over the Tennessee River at Florence, Ala., upon the Memphis and Charleston Division of your system, is, in my opinion the worst of the obstructions upon that river, and, as a matter of fact, presents a serious barrier to navigation as carried on even now in boats that ply in the Tennessee below Florence and above Decatur, and in view of the near completion of the Mussel Shoals Canal and the conequent increase of commerce, calling into use upon the Tennessee a larger class of Steamboats, this bridge will then form an absolute barrier to navigation. It is well known to your honorable body that this Florence bridge has no draw, is very low, of narrow spans, and its piers located without regard to the direction of the current, which is very strong, and is structurally slender and weak. In fact, of the bridges that cross the Tennessee and Cumberland rivers and their tributaries it has the shortest available span (100 feet) and the least height above the high-water surface, having at that stage only 13 feet and above the low-water surface it has about 334 feet. (2) The bridge at Decatur, Ala., crossing the same river, is also a serious obstruction, having a very narrow draw-534 feet-the narrowest draw in any bridge crossing the Tennessee or Cumberland rivers, and which will, in all probability, be prolific of loss and damage to the craft seeking to pass through its piers. (3) The bridge over the Hiawassee River at Charleston, Tenn., has no draw, has short spans, and only 36 feet above the low-water surface. "Free and safe navigation" cannot be had for steamboats under these conditions when the river is at a good boating stage. In view of these facts it is readily seen that the Florence bridge should be provided with a draw-span of suitable dimensions (I suggest 150 feet) or be abated, and that the Decatur bridge should be modified to the extent of constructing a draw of sufficient dimensions to render the passage of boats safe and without unusual risk to life and property, and that a draw in the Charleston bridge is desirable, though the amount of commerce may not at present make it imperative. It is respectfully desired that your company will favor me with an early reply, embodying its views upon this matter, with such suggestions as may be deemed pertinent thereto, and if any action has been taken, or is likely to be taken in the near future, having in view the modification or abatement of either of said bridges, that I may be officially informed of said facts, so that I may be enabled to give them careful consideration, and to submit "all information attainable" with my report to the War Department upon this subject of obstructions in the navigable waters of the engineer district in my charge. In this connection please read the following copy of "orders": "HEADQUARTERS CORPS OF ENGINEERS, "UNITED STATES ARMY, "Washington, D. C., November 30, 1886. "GENERAL ORDERS, "The attention of officers of the Corps of Engineers is invited to the following provision contained in section 4 of 'An act making appropriations for the construction, repair, and preservation of certain public works on rivers and harbors, and for other purposes,' approved August 5, 1886: "SEC. 4. The Secretary of War shall * any bridges, causeways, or structures now erected or in process of erection do or will interfere with free and safe navigation.' report to Congress whether "Officers and agents will prepare and submit to this office, as soon as practicable, full and detailed reports covering all facts within their knowledge and all information attainable by them, that the Chief of Engineers may present to the Secretary of War the data necessary to enable him to comply with the above-quoted provision of the river and harbor act of August 5, 1886. "By command of Brigadier General Duane: "JOHN M. WILSON, "Lieut. Col. of Engineers, Colonel U. S. Army." I am, gentlemen, very respectfully, your obedient servant, J. W. BARLOW, In charge of Improvements of Tennessee and Cumberland rivers, &c. The PRESIDENT, DIRECTORS, ET AL., Of the East Tennessee, Virginia and Georgia Railway Company. APPENDIX B. LETTER OF THE VICE-PRESIDENT OF THE EAST TENNESSEE, VIRGINIA AND GEORGIA RAILROAD COMPANY TO LIEUTENANT-COLONEL J. W. BARLOW, CORPS OF ENGINEERS. EAST TENNESSEE, VIRGINIA and Georgia RAILROAD COMPANY, Knoxville, Tenn., January 8, 1887. DEAR SIR: The president of this company has referred to me your communication under date of the 16th ultimo, calling attention to the fact that certain bridges on the Memphis and Charleston and East Tennessee, Virginia and Georgia railroads interfere with navigation. Absence has prevented an earlier reply. The East Tennessee, Virginia and Georgia Railway Company operates the Memphis and Charleston Railroad as lessee, and expenditures for the reconstruction of bridges can only be made by authority of the Memphis and Charleston Railroad Company. The president of that company, with whom I have conferred on the subject, advises me that the question of putting a draw into the Florence Bridge was up for consideration some years ago, and his company then took the position that in view of the fact that Florence had been declared by statute the head of navigation at the time the company's bridge over the Tennessee River at that point was constructed, any changes necessary on account of the extension of navigation should be made at the expense of the Government out of the fund appropriated for the improvement. Whether or not this position is tenable I do not pretend to say; the matter has been referred to the legal department of the company for advice. Upon diligent inquiry I have learned that so far the bridge over the Tennessee River at Decatur has not proved any obstruction to navigation. Whether the completion of the river improvements will make such changes as will necessitate the substitution of a wider draw-bridge remains to be seen. In regard to the East Tennessee, Virginia and Georgia Railway Company's bridge over the Hiawassee River I will say that the commerce above that bridge is so very small, and not likely to increase in the near future, that the consideration of the question of putting a draw in that bridge can, in my opinion, be deferred. Yours, very respectfully, Licut. Col. J. W. Barlow. APPENDIX C. HENRY FINK, Vice-President. LETTER OF LIEUTENANT COLONEL J. W. BARLOW, CORPS OF ENGINEERS, TO THE NASHVILLE, CHATTANOOGA AND SAINT LOUIS RAILWAY COMPANY. ENGINEER OFFICE, U. S. ARMY, Chattanooga, Tenn., December 27, 1886. GENTLEMEN: In view of the recent national legislation bearing upon the subject of bridges and other structures that "do, or will, interfere with free and safe navigation," I have to respectfully call your attention to certain bridges under your control that do interfere with such navigation. (1) The bridge over the Tennessee River at Bridgeport, Ala., is now, in my opinion, a serious obstruction, and in view of the near completion of the Mussel Shoals Canal and the consequent increase of commerce, calling into use upon the Tennessee River a larger class of steamboats, this bridge will then form an obstacle demanding modiification. This bridge, as your honorable body well knows, is of short spans and narrow draw (654 feet), and forming by its faulty construction a constant peril to life and property seeking to pass through it. (2) The bridge at Johnsonville, Tenn., over the same river, is also a very serious obstruction, and in consequence of faulty construction, causing the undermining of the draw-piers, to remedy which your company has deposited masses of stone, thus narrowing and obstructing still further the already too narrow channel. In view of these facts, it is readily seen that the Bridgeport Bridge should at least be modified to the extent of enlarging the draw to suitable dimensions (I suggest 160 feet), and that the Johnsonville Bridge should have its draw-piers rebuilt, and the draw widened. It is respectfully desired that your company will favor me with an early reply, embodying its views upon this matter, with such suggesions as may be deemed pertinent thereto, and if any action has been taken or is likely to be taken in the near future, having in view any modification of either of said bridges, that I may be officially informed of said facts, so that I may be enabled to give them careful consideration, and to submit "all information attainable" with my report to the War Department upon this subject of obstructions in the navigable waters of the engineer district in my charge. In this connection, please read the following "Orders:" [Here follows a copy of General Order No.7, which may be found in Appendix A.] I am, gentlemen, very respectfully, your obedient servant, # J. W. BARLOW, PRESIDENT, DIRECTORS, ET AL., APPENDIX D. LETTER OF THE PRESIDENT OF THE NASHVILLE, CHATTANOOGA AND SAINT LOUIS RAILWAY TO LIEUTENANT-COLONEL J. W. BARLOW, CORPS OF ENGINEERS. NASHVILLE, CHATTANOOGA AND SAINT LOUIS RAILWAY, DEAR SIR: Referring to yours of December 27, with reference to our bridges over the Tennessee River at Bridgeport and Johnsonville, would respectfully state that I am at a loss what answer to give in regard to this matter. The Bridgeport Bridge was constructed in 1850, under an act of the Alabama leg. islature. It has not interfered with the navigation of the river for a period of thirtyfive years, and should it in the future do so, owing to a larger class of boats that may be placed upon the river after the completion of the improvements at Mussel Shoals, whether the requisite changes should be made by this company, by the Government, or by both jointly I am unable to say. LETTER OF LIEUTENANT-COLONEL J. W. BARLOW, CORPS OF ENGINEERS, TO THE SUPERINTENdent of the EVANSVILLE, PADUCAH AND TENNESSEE RIVER PACKET COMPANY. ENGINEER OFFICE, U. S. ARMY, Chattanooga, Tenn., December 27, 1886. DEAR SIR: In October 1884, you kindly furnished my predecessor, Maj. W. R. King, a statement showing the condition of the bridges over the Tennessee River at Gilbertsville (Chesapeake, Ohio, and Southwestern Railway), and at Johnsonville (North Carolina and Saint Louis Railway), in regard to their obstructing the channel and imperiling the lives and property of those navigating and commercially using the Tennessee River. Not having been able in the few months that I have had charge of the improving of the Tennessee River, to personally inspect the bridges and the Lower Tennessee River generally, I ask you to be kind enough to furnish me a statement of the present relation that each of these bridges bears to commerce and navigation. As your boats are constantly plying upon the river, there is no person, I think, who can give me more trustworthy information than yourself. An early reply is very necessary, as I am required to report on the matter to the War Department without delay. Very respectfully, your obedient servant, JAMES MONTGOMERY, Esq., J. W. BARLOW, Lieut. Col. of Engineers. Superintendent Evansville, Paducah and Tennessee River Packet Company. |