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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 istrict 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,
Lieut. Col. of Engineers,
In charge of Improvements of Tennessee and Cumberland.

PRESIDENT, DIRECTORS, ET AL.,
Of the Nashville, Chattanooga and Saint Louis Railway.

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,
OFFICE OF PRESIDENT AND GENERAL MANAGER,
Nashville, Tenn., January 19, 1887.

DEAR SIR: Referring to yours of December 27, with reference to our bridges over he Tennessee River at Bridgeport and Johnsonville, would respectfully state that I im at a loss what answer to give in regard to this matter.

The Bridgeport Bridge was constructed in 1850, under an act of tho Alabama leg. slature. It has not interfered with the navigation of the river for a period of thirtyive 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.

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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.

APPENDIX F.

LETTER OF THE SUPERINTENDENT OF THE EVANSVILLE, PADUCAH AND TENNESSE RIVER PACKET COMPANY, TO LIEUTENANT-COLONEL J. W. BARLOW, CORPS OF E GINEERS.

EVANSVILLE, PADUCAH AND TENNESSEE RIVER PACKET COMPANY,

Evansville, Ind., January 3, 1887,

MY DEAR SIR: Yours 27th ultimo to Mr. James Montgomery, superintendent Eva ville, Paducah and Tennessee River Packet Company, concerning bridges on Tents see River, has been referred to me, as I have succeeded him in the office of supers tendent.

I cannot give you exact measurement, &c., but can give you a general idea of the bridges, based on an experience of eighteen years continuous service between Paduca Ky., and Florence, Ala.

The Chesapeake, Ohio and Southwestern Railroad Bridge, 20 miles above Paduca is considered very dangerous by all Tennessee River steamboatmen, and more esp cially in high water, as it is not constructed at right angles with the current of 2 river.

The upper rest-pier is almost exactly in the channel that a boat should run in or to keep straight with the current, which is very essential to safety. I herewith close you a drawing* that will give you a better idea of the situation than I can s scribe in a letter.

The Louisville and Nashville Railroad Bridge, 90 miles above Paducah, is not a that we desire in the way of construction, though it is so much better than the Ches peake, Ohio and Southwestern, and also the Johnsonville Bridge, that we have special complaint to make concerning it.

The Johnsonville Bridge, which is 110 miles above Paducah, is the most diffe one we have to contend with, and is considered dangerous to steamboats both ascet ing and descending when being navigated by the most skillful pilots, either in ds time or at night, on account of the short span and a large gravel-bar, which formed only a short distance below the bridge. I also inclose a drawing of t bridge and bar, which is not according to exact measurements, but it is in the

correct.

The bar spoken of is less than the length of a steamboat below the end of the dres when the draw is open for boats to pass. In consequence of this bar a pilot has begin to make a turn when descending while the boat is yet between the piers, in ascending the channel is so narrow and crooked it is impossible to get a straig run between the piers.

I have often noticed that a boat 34 feet wide with a coal-boat 20 feet wide in tor has barely room to pass through this bridge. Even then at a low stage of water boat will rub on one side and the barge on the other against the riprap which been thrown around the piers in order to support them. Some years ago Maj" Willard, who was then in charge of the work at Mussel Shoals, made a trip on one our boats, and, if I am not mistaken, made a sketch of the Johnsonville Bridge a the bar below it. If I am correct about this statement concerning Major Willard i think he could give you more accurate information than any one else.

There are three regular weekly boats running in the Lower Tennessee all the yea round, and a considerable portion of the time as many as six, in addition to tow bea that often make trips up the river for the purpose of bringing out barges loaded wit staves, lumber, pig-iron, tan-bark, and timber.

Some months ago we furnished your office, through Messrs. Fowler & Co., of Pad cah, with an approximate statement of the business done on the Tennessee River tween Paducah, Ky., and Florence, Ala. This statement, while it was not gotten from actual statistics owing to the fact that no records have been kept of the amou of towing, we consider it as near accurate as it could have been made, as it was pre pared by careful and experienced men who have been connected with the busines for many years. If you now have this statement it would give you some idea of the importance of the commerce on the Lower Tennessee. We feel a great interest these matters and will cheerfully give you all the information we can, and sta ready to render all the assistance in our power looking to the permanent improvemen of this important stream.

I shall endeavor to call on you soon if you so desire, in order that these matters ma be fully discussed.

Yours very truly,

Col. J. W. BARLOW,
Lieut. Col. of Engineers.

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APPENDIX G.

ETTER OF LIEUTENANT-COLONEL J. W. BARLOW, CORPS OF ENGINEERS, TO THE NEWPORT NEWS AND MISSISSIPPI VALLEY COMPANY.

ENGINEER OFFICE, U. S. ARMY,
Chattanooga, Tenn., January 7, 1887.

GENTLEMEN: In view of the recent national legislation bearing upon the subject I bridges and other structures that "do or will interfere with free and safe naviation," I have to respectfully call your attention to the draw-bridge crossing the ennessee River at Gilbertsville, Ky., forming a part of the western division of your stem, i. e. on the Chesapeake, Ohio and Southwestern Railway. This bridge forms very serious obstruction to navigation and should be remedied with as little delay possible.

Definite and well-sustained complaints have been made to my predecessor, Maj. 7. R. King, and more recently to myself, by those interested in the commerce and avigation of the Tennessee, extending over a period of several years, against that ridge to a degree that implies a necessity for its modification or abatement.

The obstruction chiefly consists in the fact that it is not constructed at right angles with the current of the river, and that its lower rest-pier has fallen in, and "the upper est-pier is almost exactly in the channel that a boat should run in order to keep traight with the current, which is essential to safety."

In view of these facts it is readily seen that the piers should be rebuilt, at the same me securing a draw-span of not less than 150 feet in the clear.

It is respectfully desired that your company will favor me with an early reply, emodying its views upon this matter, with such suggestions as may be deemed pertinent hereto, and if any action has been taken or is likely to be taken in the near future having n view any modification of said bridge, that I may be informed officially of that fact o that I may be enabled to give it careful consideration and to submit "all informaion attainable" with my report to the War Department upon this subject of obstrucions 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 Orders No.7, which may be found in Appendix 1.]

I am, gentlemen, very respectfully, your obedient servant,

J. W. BARLOW,
Lieut. Col. of Engineers,
In charge of Improvement of Tennessee and Cumberland rivers.

PRESIDENT, DIRECTORS, ET AL.,
Newport News and Mississippi Valley Company.

APPENDIX H.

LETTER OF THE PRESIDENT OF THE NEWPORT NEWS AND MISSISSIPPI VALLEY COMPANY TO LIEUTENANT-COLONEL J. W. BARLOW, CORPS OF ENGINEERS.

NEWPORT NEWS AND MISSISSIPPI VALLEY COMPANY,

New York, January 12, 1887.

DEAR SIR: I have to acknowledge receipt of your letter of the 7th instant, calling my attention to a provision in the Army regulations requiring you to report to the Secretary of War whether any bridges, causeways, or structures do, or will, interfere with the free and safe navigation, and pointing out that there is a liability to an obstruction to navigation in the railroad bridge piers at Gilbertsville, Ky.

This company has but recently taken charge of the division of road extending from Louisville to Memphis, and I am without specific information in regard to the condition of this bridge and the piers. I have requested General Echols, the vice-president, who is in immediate command, however, to cause an examination and report to be made to me as to the present dimensions and condition of that structure, so as to be able to comply with the reasonable requirements of the War Department as Boon as the seasons and elements favor. When I obtain the views of the resident engineer I may have some plans and suggestions to submit for consideration on the subject in a further communication.

Yours very respectfully,

J. W. BARLOW,

C. P. HUNTINGTON,

President.

Lieut. Col. of Engineers.

LETTER OF LIEUTENANT-COLONEL J. W. BARLOW, CORPS OF ENGI NEERS.

ENGINEER OFFICE, UNITED STATES ARMY,

Chattanooga, Tenn., February 19, 1887. SIR: I have the honor to transmit herewith correspondence receive: from C. P. Huntington, president of the Newport News and Mississipp Valley Company, dated New York, February 7, 1887, furnishing addi tional information pertaining to the bridge of the Chesapeake, Ohi and Southwestern Railway over the Tennessee River at Gilbertsville (Eddyville), Ky., and request that this communication may be filed a supplementary to my report of January 26, 1887, on bridges obstruct ing navigation.

The interests of commerce and navigation demand, in my judgment. that the two rest-piers be removed at once; therefore I respectful recommend their removal under the provisions of the act of July 5, 188 section 8, the cost being estimated as within the $15,000 annual limit This action will give temporary, but not full relief, for the necessity of securing a wider draw-span would still remain; the draw should i widened to not less than 150 feet in the clear, as previously recoL mended by me.

Very respectfully, your obedient servant,

The CHIEF OF ENGINEERS, U. S. A.

J. W. BARLOW, Lieut. Col. of Engineers.

LETTER OF THE PRESIDENT OF THE NEWPORT NEWS AND MISSISSIPPI VALLEY CON

PANY.

NEWPORT NEWS AND MISSISSIPPI VALLEY COMPANY,

New York, February 7, 1857.

DEAR SIR: Referring to your letter of the 7th ultimo, already acknowledged, I hate now to say, in further response thereto, that I have requested Vice-President Echo to give me a report upon the condition of the bridge across the Tennessee at Eddy ville, and have the pleasure to inclose copy of his report relative thereto.

It will be seen therefrom that the chief engineer does not regard the present eus dition of any of the piers as being an obstruction to navigation, but nevertheless upon an inspection and maturer judgment, the Secretary of War is of the contrary opinion, it will be practicable to remove the lower rest-pier.

Respectfully submitted,

J. W. BARLOW, Esq.,

Lieut. Col. of Engineers.

C. P. HUNTINGTON,

President.

LETTER OF THE VICE-PRESIDENT OF THE NEWPORT NEWS AND MISSISSIPPI VALLA

COMPANY.

NEWPORT NEWS AND MISSISSIPPI VALLEY COMPANY,
OFFICE OF THE THIRD VICE PRESIDENT,
Louisville, Ky., February 2, 1887.

MY DEAR SIR: On the 12th ultimo you wrote to me inclosing copy of a letter fro Mr. J. W. Barlow, lieutenant-colonel of Engineers, United States Army, in charg of improvement of the Tennessee and Cumberland rivers, calling your attention te what he thought was an obstruction of navigation by our bridge-piers in the Tennessee River.

I have referred the matter to our engineers, and they have returned to me a tra ng showing the location of the piers at our Tennessee River bridge, which tracing nclose to you herewith. They report that there are clear draw-spans on each side the round pier of 123 feet each, which is ample for larger boats than are run on the ennessee River.

The bridge-piers are placed so nearly parallel with the current, that there can be reasonable objection on that score. The rest-piers, however, being at right angles the line of the bridge, might be objected to as being in a measure in the way of tering the draw-spans with the current. The lower rest-pier has fallen down, and do not think it is in the way; but if it is, what is left of it can be removed. The per rest-pier is a very good thing to have, though not a necessity; and if the Govnment insists upon it, this pier can be taken down; and with these two piers out the way no reasonable objection can be found to this bridge by the river interests. My understanding is that this bridge was approved, at the time of its erection, by he Government, and I think that the cost of any change which they may now insist pon should be paid by the Government; but I really think when Colonel Barlow mes to look into the matter further he will be satisfied that no change is necessary. Yours, very truly,

JOHN ECHOLS, Third Vice-President.

REPORT OF MAJOR AMOS STICKNEY, CORPS OF ENGINEERS.

UNITED STATES ENGINEER OFFICE,
Louisville, Ky., February 8, 1887.

GENERAL: I have the honor to submit herewith the reports of my ssistant, Mr. O. L. Petitdidier, upon the bridges across the navigable >ortions of the Wabash River and White River, Indiana, and concur in is recommendations. Of the twenty-two bridges across the Wabash, all but three are more or less obstructions to the free and safe navigaion of the river at certain stages of the water. In the present condition of the navigation interests, however, these obstructions are not of so nuch importance as they might become after a thorough improvement of the river. On the White River two bridges are obstructions, and the one near Hazleton should certainly be changed, if the improvement of the river is to be continued, as it absolutely stops the passage of boats.t

There are no other known obstructions, caused by the erection of structures, in the district in my charge.

Very respectfully, your obedient servant,

The CHIEF Of Engineers, U. S. A.

AMOS STICKNEY,
Major of Engineers.

REPORT OF MR. O. L. PETITDIDIER, ASSISTANT ENGINEER.

LOUISVILLE, KY., February 8, 1887. MAJOR: I have the honor to submit my report on the examination of Wabash River bridges, made between January 12 and January 21, 1887.

The total number of bridges between Lafayette and the mouth of the river is 22, of which 8 have no draw and are total obstructions at the highest stages of river, except for very small boats; 11 are provided with a draw but no guiding-dikes, and are only partial obstructions; and 3 are provided with both draws and dikes, and are no obstructions.

* Omitted.

The two bridges on White River above referred to were reported to the Senate, and report printed in Senate Ex. Doc. No. 12, Forty-ninth Congress, first session, page 34.

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