[Second indorsement.] WAR DEPARTMENT, May 26, 1888. Respectfully referred to the Acting Judge-Advocate-General to prepare the approval in duplicate, which will be drawn so as to annul the former authority granted April 28, 1888. Respectfully returned to the Secretary of War, with instrument (prepared in duplicate) for approval of plans of a bridge across the Tombigbee River, Mississippi, drawn so as to annul the authority granted April 28, 1888. G. NORMAN LIEBER, Acting Judge Advocate-General. LETTER OF JOHN W. JOHNSTON, PRESIDENT OF THE GEORGIA PACIFIC RAILWAY COMPANY. THE GEORGIA PACIFIC RAILWAY COMPANY, Birmingham, Ala., June 13, 1888. SIR: I beg to acknowledge your esteemed favor of June 4, inclosing an instrument, in duplicate, indicating approval by the Secretary of War of amended design and location for our Tombigbee River Bridge. I have executed these papers, and now return the same herewith to the Department for completion. I beg to add that the approved plans for the bridge over the Tombigbee, at Columbus, were returned to the Secretary of War for cancellation by registered letter dated May 31. Hoping to receive, at an early day, our copy of the perfected papers, as above, I have the honor to be, Very respectfully, your obedient servant, Hon. WILLIAM C. ENDICOTT, Secretary of War. JNO. W. JOHNSTON, President. LETTER OF THE SECRETARY OF WAR. WAR DEPARTMENT, Washington City, June 20, 1888. SIR: I have the honor to return one copy of an instrument indicating the approval by this Department of the plans and location of a proposed bridge, to be constructed by the Georgia Pacific Railway Company across the Tombigbee River at Waverly, Miss. Very respectfully, JOHN W. JOHNSTON, Esq., WILLIAM C. ENDICOTT, Birmingham, Ala. President Georgia Pacific Railway Company, W W 21. BRIDGE OF THE MEMPHIS AND CHARLESTON RAILROAD COMPANY ACROSS THE TENNESSEE RIVER AT CHATTANOOGA, TENNESSEE, AUTHORIZED BY ACT OF CONGRESS OF FEBRUARY 28, 1887. KNOXVILLE, TENN., January 30, 1888. SIR: Under an act of Congress, approved February 28, 1887, entitled "An act to authorize the construction of a bridge across the Tennessee River at or near Chattanooga, Tennessee," the Memphis and Charleston Railroad Company is authorized to construct and maintain a bridge and approaches thereto over the Tennessee River at or near Chattanooga, in Hamilton County, Tenn. In conformity to the requirements of section 4 of said act, I send you by Southern Express, for your examination and approval, a map of the river 1 mile above and below the proposed site, showing the location of the proposed bridge, course of the river, currents, contour lines, etc. Yours, respectfully, C. H. HUDSON, General Manager Memphis and Charleston Railroad. The Hon. SECRETARY OF WAR. [First indorsement.] OFFICE CHIEF OF ENGINEERS, Respectfully referred to Lieut. Col. J. W. Barlow, for examination and early report. By command of Brigadier-General Duane. [Second indorsement.] U. S. ARMY, February 4, 1888. Corps of Engineers, JAS. C. POST, Major of Engineers. ENGINEER OFFICE, U. S. ARMY, Respectfully returned to the Chief of Engineers. It is believed that the interests of navigation, taking into consideration the probable future commerce on the Tennessee River, require all draw-bridges to have a clear opening on each side of the pivot-pier of at least 160 feet, and as this length has been adopted for several other bridges now contemplated, I respectfully recommend that the same be required in this case, and that it be made the ruling length in all bridges hereafter built across this river. I would also recommend that the lowest part of the superstructure shall be not less than 70 feet above low water. This is the height the drawing indicates, though the figures are not stated. I also recommend that the length of the fixed spans be increased so as to give at least 175 feet clear space between piers at the ordinary stage of water, and that no riprap or other obstructions be allowed about the bases of piers. This latter modification, it is thought, will not materially increase the cost of the bridge, as the number of spans and piers will be reduced. It will be observed that no current observations, except at near low water, are shown on the map presented by the railroad company. The engineer of the company explains that during and since the taking of his observations the river has not reached a height which would cause any considerable variation in the direction of the currents from those shown. This is probably the fact, as the banks for some distance above and below the proposed site are nearly straight and parallel, and no deviations in the current are likely to occur until after the river leaves its banks. I would therefore suggest that the requirement of current observations at all stages be waived in this case. The location of the bridge is satisfactory, and also that of the piers if modified in accordance with the recommendations above stated. J. W. BARLOW, Lieut. Col. of Engineers. LETTER OF THE SECRETARY OF WAR TO MR. C. H. HUDSON, GENERAL MANAGER MEMPHIS AND CHARLESTON RAILROAD COMPANY. WAR DEPARTMENT, Washington City, March 19, 1888. SIR: I have the honor to acknowledge the receipt of your letter of the 30th of January last, inclosing, for examination and approval, a map showing the plan and location of the bridge which the Memphis and Charleston Railroad Company proposes to construct across the Tennessee River at or near Chattanooga, Tenn., under the authority conferred by the act of Congress approved February 28, 1887. In reply, I beg to invite attention to the inclosed report of the 15th instant on the subject, from the Acting Chief of Engineers, and to the accompanying copy of a report of the 10th instant from Lieut. Col. J. W. Barlow, Corps of Engineers, who recommends that a clear opening on each side of the pivot-pier of at least 160 feet be required in this case; that the lowest part of the superstructure be not less than 70 feet above low water, and that the length of the fixed spans be increased so as to give at least 175 feet clear space between piers at the ordinary stage of water, these recommendations being concurred in by the Acting Chief of Engineers. I beg to request, as suggested by the Acting Chief of Engineers, that the plans be modified so as to conform to the views of Colonel Barlow, and that they be submitted in duplicate. I also inclose a copy of Department rule of July 31, 1886, which is required to be observed when application is made for approval by the Secretary of War of plans for bridges. Very respectfully, your obedient servant, Mr. C. H. HUDSON, WILLIAM C. ENDICOTT, Secretary of War. General Manager Memphis and Charleston Railroad Company, Knoxville, Tenn. LETTER OF MR. C. H. HUDSON, GENERAL MANAGER MEMPHIS AND CHARLESTON RAILROAD COMPANY. EAST TENNESSEE, VIRGINIA AND GEORGIA RAILWAY Co., OFFICE OF GENERAL MANAGER, SIR: I have the honor to acknowledge the receipt of yours of March 19, and in response thereto I beg to submit herewith, in duplicate, modi 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: Feet. Height of lowest part of superstructure above low water.. Clear width of opening between piers on either side of draw-pier, at 10 feet above low water 70 Clear width between piers of fixed spans, at 10 feet above low water. 160 270 as shown on the Government gauge at Chattanooga, and that no riprap or other obstructions be placed about the bases of the piers. Upon the maps (blue prints) submitted the horizontal distances are given on the line of extreme high water of 1867; these should be on a line 10 feet above zero. 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, Lieut. Col. of Engineers. 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. G. NORMAN LIEBER, ENG 88-158 Acting Judge-Advocate-General. |