It does not appear that the requirements of law have been complied with, and it is suggested that the plans of the bridge be submitted without delay, and in submitting them, that the parties interested comply with the requirements of the rule of the Secretary of War of July 31, 1886, in reference to bridge plans requiring his approval. The attention of the parties interested should be invited to the provision of section 6 of the act approved February 22, 1883, Stat. at Large, vol. 22, page 423. JOHN G. PARKE, [Second indorsement.] Bvt. Maj. Gen., U S. A., WAR DEPARTMENT, September 7, 1886. The suggestions of the officer in charge of the office of the Chief of Engineers are concurred in, and he will take the necessary steps by correspondence with the proper authorities to place the ca e in condition to be submitted to the Secretary of War for final action. By order of the Acting Secretary of War. JAY STONE, Acting Chief Clerk. [Third indorsement.] OFFICE CHIEF OF ENGINEERS, U. S. ARMY, November 18, 1886. Respectfully referred to Major M. B. Adams, Corps of Engineers, for his information and for examination and report. The bridge referred to is authorized by an act of Congress approved June 20, 1884; copy with the papers. Major Adams will report whether the location and plan of the bridge is in strict conformity with the acts of Congress authorizing its construction. To be returned. By command of Brigadier-General Duane. JOHN G. PARKE, [Fourth indorsement.] OFFICE CHIEF OF ENGINEERS, U. S. ARMY, December 16, 1886. Respectfully returned to the Secretary of War through the Acting Judge-Advocate General, U. S. A., inviting attention to the accompanying report of Major M. B. Adams, Corps of Engineers, from which it will appear that the bridge in question is already built; that it affords the only highway communication from North Hero Island to the mainland, and gives ready passage between the island and the railroad station on the Vermont Central Railroad at East Alburgh. Major Adams considers the bridge as slight an obstruction to navigation as any bridge crossing the waters of Lake Champlain at any point; its draw gives a width of 78 feet, while that of the Lamoil Valley Extension Railroad Bridge is really only about 36 feet. Major Adams concludes his report as follows: Upon careful consideration of all these facts, I have the honor to recommend the approval of this bridge in both its plan and location, and would respectfully recommend as follows for its management and lighting: That the draw shaft be opened promptly by the proper authorities of the bridge upon the ordinary reasonable signal from any boat that may wish to effect a passage through it, and the bridge shall be lighted according to the usual prescribed rules made and provided by the Light House Board to govern in all such cases, both the operating of the draw and lighting of the bridge to be done at the expense of the bridge-owners. . In view of the above statements, and for the reasons more fully set forth in Major Adams's report, the plans and location of the Highway bridge across that part of the waters of Lake Champlain lying between the towns of North Hero and Alburgh, in the State of Vermont," as provided for by the act of June 20, 1884, are recommended for approval. J. C. DUANE, Brig. Gen., Chief of Engineers. [Fifth indorsement.] WAR DEPARTMENT, Approved as recommended by the Chief of Engineers. January 13, 1887. JOHN TWEEDALE, Chief Clerk. [Sixth indorsement. [ OFFICE CHIEF OF ENGINEERS, U. S. ARMY, January 22, 1887. Respectfully returned to Major M. B. Adams, Corps of Engineers, inviting attention to the foregoing indorsements (fourth and fifth), by which he will be guided. Major Adams will advise the bridge authorities acccordingly, and will see that the requirements of the War Department are fully complied with. After such record has been taken as may be required for the files of his office, Major Adams will return the papers, with report of his action thereon. By command of Brigadier General Duane. JOHN G. PARKE, Colonel of Engineers, [Seventh indorsement.] UNITED STATES ENGINEER OFFICE, Respectfully returned to the Chief of Engineers, U. S. A., having made the necessary records, and with the information that the bridge authorities have been notified of the approval of the plans and location of their bridge, and requested to inform me what rules govern the operating of the draw and lighting of the bridge at the present time. M. B. ADAMS, Major of Engineers. [Eighth indorsement.] OFFICE CHIEF OF ENGINEERS, Respectfully returned to Major M. B. Adams, Corps of Engineers, calling attention to fourth indorsement, and to the quotation from his report contained therein, which was approved by the Secretary of War. Major Adams will inform himself as to the rules which should govern the lighting of the bridge, and prescribe such regulations for the operating of the draw as the nature of the case would seem to require; and advise this office accordingly. To be returned. By command of Brigadier-General Duane. JOHN G. PARKE, [Ninth indorsement.] UNITED STATES ENGINEER OFFICE, Respectfully returned to the Chief of Engineers, U. S. Army, with a copy of a letter sent to the authorities of the North Hero Bridge, which is believed to convey them all needed regulations for the operating of its draw and the lighting of the bridge, as well as to meet your instructions in the premises. M. B. ADAMS, Major of Engineers. WW 5. BRIDGE OF THE KANSAS CITY, TOPEKA AND WESTERN RAILROAD COMPANY ACROSS THE MISSOURI RIVER AT SIBLEY, MISSOURI. AUTHORIZED BY ACT OF CONGRESS APPROVED JULY 3, 1884. [Britton & Gray, attorneys and counsellors at law.] WASHINGTON, D. C., March 18, 1887. SIR: By act of Congress approved July 3, 1884 (23 Stats., 67), the Kansas City, Topeka and Western Railroad Company is authorized to construct a bridge "over the Missouri River at or near Sibley, in the State of Missouri; " and by section 7 the plan and location thereof is made subject to your approval. Pursuant to this authority we file herewith: (1) The plans of said bridge as proposed to be constructed by said railroad company. (2) Certified copy of the articles of consolidation evidencing the creation and present existence of the Kansas City, Topeka and Western Railroad Company. (3) Certified extract from the record of the meeting of the board of directors of said railroad company accepting the act of Congress authorizing the construction of said bridge. (4) Certified transcript of the records of said railroad company showing the election of the present officers and directors thereof. (5) Letter from W. B. Strong, president of said company, showing appointment of A. A. Robinson, as chief engineer thereof. (6) Certificates, in triplicate, of said W. B. Strong, as president, and A. A. Robinson, chief engineer, of said company, as to the correctness of the plans of said bridge as herewith filed. Whereon we ask your immediate approval of said plan and location in accordance with the requirements of the act. Respectfully returned to the Secretary of War, through the Acting Judge-Advocate-General, U. S. Army. The within plan and location of the proposed bridge are in accordance with the provisions of "an act to authorize the construction of a bridge over the Missouri River at or near Sibley, in the State of Missouri," passed July 3, 1884, and there appears to be no objection to their approval by the Secretary of War. J. C. DUANE, Brig. Gen., Chief of Engineers. [Second indorsement.] WAR DEPARTMENT, JUDGE-ADVOCATE-GENERAL'S OFFICE, Washington, D. C., April 1, 1887. The evidence in this case, under the rule of July 31, 1886, being furnished by the company, the papers are returned to the Secretary of War, with draught of approval of plans, etc. G. NORMAN LIEBER, Acting Judge-Advocate-General. [Third indorsement.] WAR DEPARTMENT, April 14, 1887. Respectfully returned to the Chief of Engineers with the accompanying duplicate copy of the instrument, which has been approved by the Secretary of War, for file in the office of the Chief of Engineers. The original copy has been furnished to Messrs. Britton & Gray, the attorneys of the Kansas City, Topeka and Western Railroad Company. By order of the Secretary of War. 1 JOHN TWEEDALE, REPORT OF LIEUTENANT-COLONEL CHARLES R. SUTER, CORPS OF ENGINEERS, PRESIDENT OF THE MISSOURI RIVER COMMISSION. MISSOURI RIVER COMMISSION, OFFICE OF THE PRESIDENT, Saint Louis, Mo., March 25, 1887. SIR: In accordance with instructions conveyed by your letter of 21st instant, I have to report that the plans for the proposed bridge over the Missouri River at Sibley, Mo., have been carefully examined and found to comply with the requirements of the special act of Congress authorizing the construction of this bridge. The plans show a high bridge with three 400 foot spans over the water-way of the river. The height under floor beams, in this case the lowest portion of the superstructure, is given as 50 feet above the high water of 1844, which is 7 feet higher than 1881, about the highest flood since the former date. The bridge therefore will fully comply with all the requirements deemed advisable by the Missouri River Commission. Very respectfully, your obedient servant, CHAS. R. SUTER, The CHIEF OF ENGINEERS, U. S. A. W W 6. BRIDGE OF THE CHICAGO, SAINT LOUIS AND NEW ORLEANS RAILROAD OFFICE OF THE CHICAGO, SAINT LOUIS New York, March 26, 1887. SIR: I have the honor to transmit herewith papers, maps, and plans relating to the bridge over the Ohio River at East Cairo, Ky., which the Chicago, Saint Louis and New Orleans Railroad Company proposes to build under a charter granted to it by the State of Kentucky, and in accordance with the acts of Congress authorizing the construction of bridges over that river. These papers are more fully described in the minutes of the meeting of the Board of Directors of this company, held this day, of which a certified copy accompanies this application. The act of Congress granting lands to the States of Illinois, Mississippi, and Alabama required the railroads to build "to a point at or near the junction of the Ohio and Mississippi rivers." The site thus forced on this company presents engineering difficulties of such magnitude that we deemed it a necessity to obtain, if possible, some modification of the requirements of the general laws of Congress. This necessity was fully explained to a Board of United States Engineers, but although their report shows that they appreciated the disadvantages to the railroad company in constructing and operating a bridge such as the law requires, they were unwilling to recommend a modification of the law in this case. We have therefore decided to build exactly in accordance with the requirements of the law and of the Board of Engineers. Indeed, their requirements have been more than complied with, by providing two spans of 500 feet in the clear instead of one, and, in order to accommodate the steam-boats and tows going up-stream at high water, spans of great length and of the full height required for the channel-span have been continued from bank to bank, entirely across the river. It will require about two and a half years to build this bridge. Although the traffic now crossing the river at this point is constantly increasing both in volume and in value, it is seriously hindered by the delays incident to transfer by boat. |
