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fender system on the western side of the draw through which she was navigating. When the LST 610 reached a point halfway between the bridges and was attempting to shape up to go through the righthand draw of the Beardstown Bridge, as there is a curve in the channel here, it was noted that the LST 610 was not responding to her helm and was not lining up to make a proper transit of the draw. Both rudders were put hard right and the starboard engine was backed full in an effort to swing the stern into the wind.

While in this position, the LST 610 drifted downstream. She struck, just forward of her starboard amidships section, the fender system on the right-hand side of the draw through which she was navigating. Due to the flood conditions, these pilings extended only 2 feet above the water instead of the 20 feet which would have been their height under normal water conditions. Under these circumstances the weight of the ship, with the strong current and force of the wind, carried the vessel over and broke three of the upper clusters in this fender system.

The pilot and the commanding officer had expected that, when the after part of the LST 610 drifted against the first cluster of piling, the piling would check the set of the LST 610 to the right and that the wind and current would swing her bow to the right so that the vessel, despite her previous set, would become properly lined up to make the transit of the draw without difficulty. This had occurred just previously at the railroad bridge. When it became apparent that the fender system would not hold up the after part of the vessel, an order was given to back full.

The type of engine on the LST 610 requires approximately 17 to 18 seconds to reverse. Before sternway could be gained, the vessel's port bow collided with the center of the open swing span, causing extensive damage.

The Navy Department recommends favorably on the bill as amended. It is the opinion of your committee from the evidence submitted that $75,000 is a reasonable amount for the replacement of this bridge. Therefore, your committee recommends favorable consideration to the proposed legislation, as amended.

Appended hereto is the report of the Navy Department, together with other pertinent information.

THE SECRETARY OF THE NAVY,
Washington, September 5, 1944.

Hon. DAN R. McGEHEE,

Chairman of the Committee on Claims,

House of Representatives.

MY DEAR MR. CHAIRMAN: The bill H. R. 4931, for the relief of the city of Beardstown, Ill., was referred by your committee to the Navy Department with request for report thereon.

The purpose of the bill H. R. 4931 is to authorize and direct the payment of the sum of $100,000 from the Treasury to the city of Beardstown, Ill. The bill states that such sum represents the actual cost to the city of repairing the municipally owned bridge across the Illinois River, which bridge was partially destroyed on April 30, 1944, when it was struck by United States Navy vessel LST 610.

Correspondence from the Honorable Sid Simpson, Member of Congress and author of the bill, indicates the purpose of the present bill is to reimburse the city only for physical damage to the bridge and that a subsequent bill will be introduced to reimburse the city for loss of revenue due to injury to the bridge.

The collision was investigated by the district Coast Guard officer, Ninth Naval District, at St. Louis. The statements contained in this letter are premised upon the information developed in that investigation. Further, the Bureau of Yards and Docks in the Navy Department arranged for the employment of an engineering firm to make a survey of the damage involved, the cost of the repair of the bridge or its restoration.

This bridge is owned by the city of Beardstown.

The span When the span

It crosses the Illinois River at Beardstown at mile 88.6 and is located 1,300 feet downriver below the Chicago, Burlington & Quincy Railroad Co. bridge. The Beardstown bridge handles vehicular traffic on U. S. Route 67 and Illinois Highway 100. The original bridge is said to have been constructed in 1888. All of its spans, except the swing span, which was damaged by the collision, are of wood. In 1898 all of these wooden spans were replaced at a cost of $26,911.60. The swing span was not replaced at this time. This bridge had been built prior to the legislation giving the War Department jurisdiction over structures in navigable waters. The center swing span is of iron construction with a wooden floor. is approximately 270 feet in length. It is manually operated. is open, this bridge affords on the right-hand side a navigable waterway of 125 feet in width and on the left-hand side a waterway of 127 feet in width. On the right-hand side, descending (west), as a protection, there is a fender line of several clusters of piling. Enclosure 1 is a general plan, showing the relationship of the highway bridge to the railroad bridge, the river, and the manner in which the LST 610 struck the span. The protection for the swing span, when in an open position, is a cluster of piling at each end. There was no piling or clusters which would protect the bridge at the point where the LST 610 struck the swing span. Enclosure 2 is a photograph of the bridge after the accident.

The LST 610 is a newly constructed naval craft which was being taken to tidewater and was proceeding from Seneca, Ill., down the Illinois River. She is a twin-screw vessel, 327 feet in length, 50 feet in beam, and is powered by two Diesel engines of 900 horsepower each. At the time of the collision the vessel was operated under reduced commission and was in charge of a ferry crew which was to take the vessel to New Orleans. The LST 610 drew 4 feet 7 inches forward and 9 feet 1 inch aft. The commanding officer of the ferry crew was Lt. (Jr. Gr.) R. L. Pearson, United States Navy The LST 610 had on board an experienced Illinois and Mississippi River pilot, Lt. L. E. Keplinger, United States Coast Guard Reserve. This pilot, who was conning the vessel, has previously made some 20 trips through the Beardstown bridge. In the opinion of the river pilots, this bridge is difficult to navigate:

The

At the time of the collision the Illinois River was in flood stage. The situation, resulting from the flood, was undoubtedly the cause of the collision here. river was 17 feet above its normal stage. The floor of the highway bridge was nearly awash. The tops of the fender system at the western edge of the right-hand draw, through which the LST 610 was proceeding, were only 2 feet above water. Under such circumstances the piling did not serve its customary purpose of fending off a vessel and permitting her to line up if such maneuver became necessary in order to go through the draw. The weather conditions at the time of the collision were: Partly cloudy, good visibility, with fresh easterly wind and strong occasional gusts from 25 to 30 miles an hour. The wind direction was such that it exerted its force directly on the port quarter of the LST 610, which had a tendency to push the vessel down river as well as toward the right-hand bank.

The collision came about in the following manner: The LST 610 went through the draw of the railroad bridge which is 1,300 feet upstream from the highway bridge. The vessel appeared to be handling in the usual manner. At this point in the channel, there is a very strong cross-current from the water coming out of Muscoten Bay which tended to set the LST 610 toward the right-hand, or descending, bank of the river. The result of this set would bring the LST 610 up against the fender system on the western side of the draw through which she was navigating. When the LST 610 reached a point halfway between the bridges and was attempting to shape up to go through the right-hand draw of the Beardstown bridge, as there is a curve in the channel here, it was noted that the LST 610 was not responding to her helm and was not lining up to make a proper transit of the draw. Both rudders were put hard right and the starboard engine was backed full in an effort to swing the stern into the wind. While in this position, the LST 610 drifted downstream. She struck, just forward of her starboard amidships section, the fender system on the right-hand side of the draw through

which she was navigating. Due to the flood conditions, these pilings extended only 2 feet above the water instead of the 20 feet which would have been their height under normal water conditions. Under these circumstances the weight of the ship with the strong current and force of the wind carried the vessel over and broke three of the upper clusters in this fender system.

The pilot and the commanding officer had expected that, when the after part of the LST 610 drifted against the first cluster of piling, the piling would check the set of the LST 610 to the right and that the wind and current would swing her bow to the right so that the vessel, despite her previous set, would become properly lined up to make the transit of the draw without difficulty. This had occurred just previously at the railroad bridge. When it became apparent that the fender system would not hold up the after part of the vessel, an order was given to back full.

The type of engine on the LST 610 requires approximately 17 to 18 seconds to reverse. Before sternway could be gained, the vessel's port bow collided with the center of the open swing span, causing extensive damage. The damage to the LST 610 consisted of minor damage to her superstructure.

After the contact it was noted that the stern of the ship had been stopped by the fourth cluster of pilings and that her bow swung to the right downstream. She then proceeded through the draw and anchored a short distance below the bridge.

The statement of the commanding officer of the LST 610 with respect to the collision is attached as enclosure 3. The statement of the pilot of the LST 610 with respect to the collision is attached as enclosure 4.

After the collision it became apparent that, with the bridge in its wrecked condition, there was grave danger of the collapse of the span and the blocking of the navigation of the river.

Under the date of June 1, 1944, the War Department, under statutory authorization, served notice of the proposed repair to the bridge in the following manner: "the city proposes to repair the bridge by restoring the swing span, to repair the damaged portion of the pivot pier protection, and to repair the damaged upstream protection to the right pier by replacing it with three pile clumps spaced 15 feet on centers."

After a hearing before an Army board, the War Department has approved a permit. The removed swing span will be restored in the same locality with certain other additional improvements, including improvements to the fender system. The permit referred to and the action of the War Department are attached hereto as enclosure 5.

As previously pointed out, the Bureau of Yards and Docks employed a consulting bridge engineer, Mr. I. F. Stern, to make a survey of the damage. He had reported that the value of the draw-span structure, based on present-day costs of reproduction, and taking depreciation into account, is $36,000. He further estimates that the cost of replacement of the draw span, including replacement of broken pile clusters and repairs to the fenders, is $50,000.

The Bureau of Yards and Docks, after reviewing all of the available data, is of the opinion that an amount of $60,000 to $65,000 would represent a fair value of the total replacement cost of the draw-bridge span. The Bureau stated that Mr. Stern's estimate is considered by the Bureau to represent the absolute minimum cost for this work. The letter containing the Bureau of Yards and Docks opinion, together with Mr. Stern's report, is attached hereto as enclosure 6. It has been noted that H. R. 4931 relates only to the physical damage to the bridge. It is thought desirable that any appropriation should be in full settlement of any claim which the city of Beardstown may have for loss of revenue, as well as damage to the bridge. Data with respect to the income of the bridge are attached as enclosure 7. It is accordingly recommended that H. R. 4931 be amended to provide reimbursement in the amount of $65,000, which_reimbursement shall be in full satisfaction of any and all claims of the city of Beardstown against the United States for injury to its bridge arising from the collision in question. Enclosure 8 is a copy of the proposed substitute bill.

If the bill H. R. 4931 is so amended, the Navy Department recommends in favor of its enactment.

The Navy Department has been advised by the Bureau of the Budget that there would be no objection to the submission of this recommendation.

Sincerely yours,

JAMES FORRESTAL.

Hon. SID SIMPSON,

BEARDSTOWN, ILL., August 31, 1944.

House Office Building, Washington, D. C.:

Five bids on bridge, lowest, $58,000 to replace as it was, providing contract let in 30 days; add $6,000 engineering fees; total, $64,000. Loss of revenue net before replacement can be made will be about $22,000. We will accept $75,000 for replacement cost and loss of revenue in full if funds are available within 30 days. Rush bill through in either form. This city is penalized every day by loss of trade because ferry is inadequate. You cannot possibly serve this community without

a bridge.

FRED I. CLINE, Mayor.

Engineering, superintendence, and incidentals, 15 per

Subject: Beardstown, Ill., highway toll bridge.

Commander T. A. BALDWIN,

CHICAGO, June 15, 1944.

(Civil Engineer Corps), United States Naval Reserve,

Great Lakes Naval Training Center, Great Lakes, Ill.

DEAR SIR: Mr. Erdal, of Hazlet & Erdal, engineers, Chicago, Ill., who have been retained by the city of Beardstown, Ill., to prepare application by city of Beardstown for proposed repairs to swing span and fenders across Illinois River at Beardstown, Ill., called at this office on June 11, 1944, and gave me the following estimate they had prepared for the proposed repairs:

Swing span:
Structural steel, 350,000 pounds at 12 cents-
Machinery and castings, 22,000 pounds at 60 cents.
Timber floor, 26.000 feet board measure at $150_-
Replacing cables (telegraph and transmission).

Removing existing machinery, racks, and center castings
and fixing top of center pier and rest piers..
New toll house..

Total.

$42, 000

13, 200

3, 900

2, 900

2, 300

1,000

65, 300

cent

9, 700

Removing and replacing fender protection:
Timber piles, 9,500 linear feet, at $1.70...

$75,000

Timber wales and struts, 45,000 feet board measure at

16, 150

$130___

5, 850

Total

Engineering, superintendence, and incidentals, 15 percent..

[blocks in formation]

Grand total....

100, 000

I am attaching hereto sheets No. 1 of 2 and No. 2 of 2, dated May 27, 1944, submitted with the application by the city of Beardstown.

They are figuring on raising the center pier and rest piers 2 to 3 feet and removing and replacing with new material the existing racks and rail treads and center casting, which are now in position on this pier, with new materials.

If the present grade line over the bridge is maintained, it will not be necessary to replace this material with new material, as it can be made serviceable at a very small expenditure.

Yours very truly. ·

I. F. STERN, Consulting Engineer ·

DATA REGARDING BEARDSTOWN HIGHWAY BRIDGE

A bridge at Beardstown was originally constructed in 1888, all the spans except the swing span being of wood. Previously, traffic across the river was a ferryboat. In 1898, all the wooden spans were replaced (the center span was not) at a cost of $26,911.60.

An extensive file on this subject is maintained by the Department of Public Works and Buildings of the State of Illinois, in the office of Mr. V. L. Glover, assistant chief highway engineer, and Mr. G. F. Burch, bridge engineer, Centennial Building, Springfield, Ill. It is believed that letters are contained therein, Indicating (1) that the bridge is of wrought-iron material rather than steel; and (2) that, on September 12, 1931, the bridge was carveyed and a safety load limit of 6 tons fixed Data regarding the valuation of the bridge are also contained in that file.

The bridge is owned by the city of Beardstown, which receives the revenue after operating costs and repairs are deducted. City taxes are unusually low because most of the city's expenses are met from that source. During the first year of its operation receipts totaled $5,296. Receipts for the past 5 years are as follows: 1939, $60,826.95.

1940, $63,400.50. 1941, $66,552.85.

1942, $49,024.50.

1943, $27,544.55 (closed 2 months account flood waters in Coal Creek drainage). It will be noted that, due to rationing and other travel restrictions, the earnings of the bridge have been materially reduced during wartime. The bridge has been fully paid for out of receipts.

Monthly income figures reflecting receipts for the first 4 months of 1944 and comparable periods in 1943 are as follows:

January 1944, $2,596; January 1943, $2,113; February 1944, $2,380, February 1943, $2,335; March 1944, $2,624; March 1943, $2,227; April 1944, $2,809: April 1943, $4,309.

BEARDSTOWN, ILL., May 1, 1944. From: Lt. (Jr. Gr.) R. L. Pearson, United States Navy, commanding officer, LST 610.

To: The District Coast Guard officer, St. Louis Ninth Naval District. Subject: Collision of LST 610 with Beardstown highway bridge at approximately 1650, April 30, 1944.

1. The LST 610 en route from Seneca, Ill., to New Orleans, La., entered the Beardstown bridges at approximately 1640. No trouble was experienced in passing through the Chicago, Burlington & Quincy railroad bridge. After clearing this bridge the ship proceeded at slow speed to the Beardstown highway bridge. The wind and current were both on the port beam and tended to force the ship broadside toward the right bank of the river. In an attempt to line the ship up properly to enter the bridge the starboard engine was backed full and was backing when contact was made with the upper sheer fence of the bridge. This sheer fence is of weak construction and the ship rode over the three clusters of piling that comprise the upper fence. The first contact between ship and sheer fence was approximately amidships on the starboard side of the ship. It is my opinion that had this upper sheer fence held, the turning moment of the starboard propeller backing 300 revolutions per minute and the contact at approximately the pivot point of the ship would have been sufficient to swing the head of the ship to starboard. This would have lined the ship up properly for entrance into the bridge.

2. Neither the pilot or myself was aware that there was danger of collision until the sheer fence carried away. After this fence had carried away it was impossible under the prevailing conditions to stop the bow of the ship from continuing its swing to port and coming in contact with the bridge.

3. The pilot, Lt. L. E. Keplinger, United States Coast Guard Reserve is a river pilot with years of experience in river work. I have worked with him on the river on several occasions and it is my opinion that he is an exceptionally fine ship handler and on all occasions uses caution and good judgment piloting ⚫ships

R. L. PEARSON,

Lieutenant (Junior Grade) United States Navy,
Commanding Officer, U. S. S. LST 610.

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