Daily globe. [volume] (St. Paul, Minn.) 1878-1884, 1882-01-16

/ Os~e>s~
$4,000 to $4O,OOO-Work of Construc-
tion Commenced and 10 be vigorously
Prosecuted.
Especial to the Globe.
La CROSSE, Jan. 15.-The morning Chromi-
Gle will publish the following from facts OBJ
tanned on the ground: When the report was
spread abroad yesterday morning that one
span of the great iron railway bridge, OF the
Chicago, Milwaukee & st. Paul company,
| which crosses the Mississippi river at this
point, had fallen under the weight of train,
people wre astounded and could hardly credit
the rumor. Although some railroad men
have shaken their heads ominously at the
long span, the citizens generally have had I'M.
plicit confidence in the structure which looks
so airy and gossamer like from distance, but
so firm and enduring on close view,
and more than one exclaimed, u
never expected to live long enough to see
anything happen to that bridge" The report
was quite true, however, as all might see by
going to the foot of Main street, from whence
the top could be easily discsrned.
CAUSE OF THE ACCIDENT.
The facts concerning the accident and the
cause leading up to it are as follows: On the
west side of the bridge the track branches,
the Southern Minnesota bearing little south
of west, while the River division makes
short curve to the north and on the curve
bridge. All railroad men know by
long experience that around the curve
and up the grade is hard pull for heavy
train, especially if the rails are slippery no
conductor is permitted to run his train upon
the bridge without orders, or his card as it Is
called, but occasionally, perhaps it would be
safe to say frequently, River division conduc-
tors east bound, do this in order to avoid stop
ping on the above named curve and grade.
with the consequent difficulty in again get
ting started. Another reason is that if they
stop at the proper place they must walk
the whole length of their trains
to reach the bridge switch station, where as,
If the train runs on the bridge, the caboOse
comes up opposite the station house. A few
moments after five o'clock yesterday morning
Conductor Ed Harrington, with train Of
north, and ran upon the bridge as above ex-
planned. Harrington knew that train was
due going west, but expected to get his ard
and get over the bridge first The Southern
Minnesota train, No. 10, in charge of Conduc
tor Walter Kingsley, had orders to cross the
bridge at $40. The morning was cold and
the open water under the draw threw of
CLOUDS OF STEAM
partially obscuring everything in the
vicinity. Thus the train standing on the
bridge headed east, and the one approaching
headed west, were not visible to each other.
The latter had speed of from four to Six
miles an hour, and as soon as the engineers o
each became aware of the presence OF tn.
other, the River division train commenced
backing, and the Southern Minnesota tralu re
versed and made every effort to check its speed.
They were not successful, however. The tw'
engines came together with force enough
to shatter their pilots somewhat, but moi
enough to break the headlights. The engines,
at the instant OF collision, were nearly on the
pier between the span, next the draw, nearest
its west end, The shock could not possibly
have been severe, but it was sufficient to breaI
down the second span from the east end, 164
feet in length, with five loaded cars standing
thereon, and allow the whole to
FALL INTO THE RIVER
below. The train broke at the third car
front the engine, leaving one ear hanging over
the gap, while the. ninth car.
overhanging the opposite side Of
either train left the track, and not nickel OF
damage was done to any car, except such as
went down with the span. These cars were
loaded as follows: Two with lumber belong
ing to the company, one with John Paul's
lumber, one with coal, and one with bolts
going to the Wells railroad shops. Thus it
will be seen that the ears lost were of rela-
lively triAing value. One car of merchandise
would have cost more than the whole of them,
and one car of humanity, would
have overspread the northwest with,
GREAT CLOUD OF GRIEF.
The cars and bridge went into the water
hole in the ice big enough to let them
through and no more, so that when the work
men clearing away aa they could ap
car stands on end against the west pier. The
iron car is deepest in the water and the three
lumber ears were enough above the ice to al
TO tow empty he ssarn E the cars hs are n SG
the span and all lie partly on their sides
with their roofs to the north, in which direc-
ton the top of the bridge also lies.
THE DAMAGE.
The question of damage to the bridge struc-
ture is one on which estimates range from
$12, 600 to 100000. The former figures are
given by the company's agent, Capt. Moulton.
We are inclined to believe $4,000 moderate
estimate, and 100000 wild one. The road
set about repairing the injury with its usual
energy. Division Superintendent Atkins
and other officers of the road tel
egraphed that they would arrive in the
city by the lilo train, and orders for
clearing up, rebuilding, ETC., were prompt and
decisive. AS many men as could work to ac-
vantage commenced unloading the cars. At
four o'clock in the afternoon load of fifty
foot piles arrived, and it was the understand
ing that driving was to commence at once
and continue through the night. The timbers
for the breasts are all formed, and it is quite
likely that a temporary track will allow she
passage of cars by tomorrow morning.
THE BRIDGE
was constructed by the American bridge COM
pany of Chicago. The first train crossed it
the latter part of November,
1866, but during the entire winter
following workmen were engaged
in putting in rods and strengthening it in vari-
GUS ways. There are three spans and the draw
The first and second spans from the east are
each 1874 feet in length, while the third is Is.
GUEssEs AT THE CAUSE.
Some critics say the draw is the best in the
world, but feel shaky about the spans. Each
span is separate from the other, and each bolt
ed to the pier at one end while the other rests
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