The Richmond palladium and sun-telegram. [volume] (Richmond, Ind.) 1907-1939, 1916-11-18
Harrington, Kansas Expert,
Advises Immediate Erec-
ton of Span at South
Ninth Street Site.
SUGGESTS CHANGED
CROSSING AT DORAN
Failure of c. & o. Officials
to Commit Themselves to
Definite Course, Causes
Uncertainty.

A slanting Main street bridge, the
immediate erection of South G
street bridge and the depression of
the c. & O. railroad tracks at North
D street to eliminate the dangerous
grade crossing at the east end of the
Doran bridge, are recommendation
made in the report of J. L. Harring-
ton. Kansas City bridge expert.
The report which has been sealed
since its receipt by Auditor Bowman
was opened and made public for the
first time at 10 o'clock this morning.
All factions of the recent bridge
controversy were represented in the
commissioners room when the rec
concentrations were read.
The report is made on the assump-
tion that the Chesapeake & Ohio rail-
road refuses to lower its tracks nine
feet at Main street. 1t was impossible
to get the general officials of the road
to commit themselves on the propoai-
ton.
Hold Executive Session
This afternoon, the county commits.
sioners went into an executive ses-
sion with Engineer Mueller to decide
whether they should call Immediately
for an emergency session of the coun-
ty council to pass on appropriations
for slanting Main street bridge and
for South G street bridge. From all
indications, the council will be called
in as soon as the law permits
Mr.. Harrington explained that al
though there are many benefits to be
gained from the erection of medium
ly high level bridge, the grades as
bridge were erected would be moth
ing to cause worry.
Quotation From Report
Throughout the country four per
cent. grade is considered thoroughly
satisfactory and low level bridge
would, in no case, involve more than
four per cent grade. The low level
bridge is not as attractive viewed
from the center of the city as high
level bridge. 1t appears unreasonable
to go down hill to point beneath the
C. & 0. railway crossing only to
climb up again to the opposite side
of the river. but | cannot see any
material advantage over this condi-
tion in going down hill from the GEN.
ter of the city to Third street, thence
up to point above the C. & 0. Rail-
way only to go down again to the
terminus on the west side of the
river. It is my judgment. therefore,
that the interests of the County and
City would, on the whole, be best
served by constructing a bridge nav
ing a continuous grade beginning
practically at the elevation 1922 on
the west side of the river shown on
the accompanying sketch, and termin-
ating at the present street level, sub
stantially at the west side of the pres
ent C. & o. overhead bridge This
structure provides grade of only
about 81 per cent. down, and the
present street grade nowhere quite
reaches per cent, and while the ap-
pearance of the structure Is marred
by this dip and by the intrusion of
the c. & o. Railway bridge it is
cheaper in first cost and its substan-
TALLY equivalent grades to those Of
fered by high level bridge warrant
the choice of the low level bridge"
TedO5 lue report.
Would Raise Elevation.
IF the Chesapeake and Ohio rail-
way refuses to lower it's bridge 8 feet,
as now seems probable, the elevation
of grade above the present c & o.
tracks would have to be raised feet
above that shown on the sketch and
the approach would have to be ex-
tended to the west side of Third street
if the approach grade be kept down to
4 per cent This would result in
grade of approximately Is per cent
up from the west side of the river to
point above the railway tracks;
thence down 4 per cent. grade to the
west side of Third street.
The advantages would be of value
to for team traffic but of little conse-
quence to motor cars or motor trucks,
it is explained.
Suggests Alternative.
In case the C. & o. railroad could
be lowered about nine feet, the floor
of the bridge could be constructed on
grade of ST per cent up, east bound.
to the railroad tracks, thence on a
three per cent. grade down to approx
mately one-hundred and four feet west
of the center line Of Third street, Mr..
Harrington explains.
Would Entail Expense.
"The building of the high structure
would entail an expense of from $751;
600 to 100000 whether the C. & o.
tracks are lowered or not, over and
above the cost of structure leading
under the C. & O. substantially on
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