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10-THE SEA COAST ECHO, TERCENTENNIAL EDITION, THURSDAY, AUGUST 19, 1999
Continued from previous page
purpose.
It is not a new taking of property for public use, but- a completing to that extent of the use of the first taking . . .
“The proprietary rights of landowners ... are greatly modified by the rights of the public, which is entitled to a free passage over the streets, and to the benefit of lights constructed and operated for that end.
“It is said the poles and wires ... are unsightly, and are a disfigurement of the property, and an especial injury in that it obstructs the open view of the sea,” the justices wrote. “Similar erections in all cities and towns present, though perhaps to a lesser degree, like inconvenience to the owners of palatial residences . . .”
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Old Number Five
The old Number Five engine speeds across the Bay Trestle at South Beach Boulevard. Photogra was taken in 1916.
The first trains come to Bai
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Plans for the 140-mile New Orleans and Mobile Division of the Louisville & Nashville Railroad were laid in the early 1850s.
The first surveyor of the route, Col. A.A. Dexter, died after completing plans for the first 120 miles, from Mobile to Chef Menteur. M&N.O. President C.J. McRae repaced him with Lewis Troost.
Troost recommended a route going southwest from Mobile to Pascagoula where the first marine obstacle was encountered: the split of the Pascagoula River into twin streams that enter the Gulf about three miles apart. Along the rail route, the area between the forks consisted of sea marsh terrain, requiring extensive fill work as well as drawbridges.
Fourteen miles west, the route faced the 6,500-foot wide Biloxi Bay, which would require a long trestle and drawspan. The next major Gulf inlet was two-mile wide St. Louis Bay, calling for drawbridge with trestle.
The new rail route crossed into Louisiana near the point where the Pearl River empties into the Gulf, then proceeded along the thin tongue of land that appears to separate Lake Pontchartrain from the Gulf. However, the area between the Pearl River and New Orleans, described as land, is really a 30-mile strip of saltwater marsh barely above sea level.
Before the final route was selected, Troost considered an inland alignment skirting the three major Gulf inlets in Mississippi. This route did not pass through the thriving coastal towns, and also it would have .SSflyjred, ,h£^yifir. .grades., and
more curvature than the coastal route. Although the chosen route went where the people were and had virtually no grades or curvature, Troost knew it was far more vulnerable to the nemeses of shipworm and storms.
While the original route was chosen under the aegis of the Mobile & New Orleans Railroad, construction of the line was undertaken by a new corporate entity, the New Orleans, Mobile & Chattanooga Railroad.
Ceremonial groundbreaking took place at Mobile in 1867, but constrruction did not begin until February 3, 1869, under the direction of Chief Engineer Henry Van Vleck. Among the original construction contracts were those for 400,000 crossties, 2.6 million cubic yards of earthwork, 4,500 feet of truss bridge and 25,000 feet of pile and trestle bridging. Also, there were four iron pivot bridges for Pascagoula River, Biloxi Bay, St. Louis Bay and Rigolets Pass.
By the end of 1869, more than 80 miles of track had been finished. The entire line from Mobile to New Orleans was completed in 20 months.
In April 1871, the M&NO’s name was changed to the New Orleans, Mobile and Texas Railway Co., reflecting plans to continue on to Houston.
Despite financial problems, the NOM&T did pioneer work in timber preservation. But the treated pilings driven into the bays of Biloxi and St. Louis were destroyed by shipworm within nine months. The railroad then sent J.W. Putnam to England to study the new creo-soting process. After his return in 1874, he rebuilt the .Gautier
plant for the treatment of t ber by forcing the oil ur pressure into heated w< Piles so treated lasted for ; eral decades.
By the 1900s, creosoting used to prevent any kind oi cay to crossties and teleph poles, as well as bridge i ports. (From “The Railroad Walks on Water — How the Reliable Reached Ca Street,” by J.C. Lachaussee J. Parker Lamb, reprinted 1 materials published by Hancock County Historical iety.)
^ ^ ^ ^ ^ ^ Hancock’s fii hospital on Main Stre
In 1927 a local circle of' national Order, Kings Da ers and Sons was form Hancock County.
The following year the started the first emergenc pital in the upper story home of Dr. D. H. Ward oi] Street.
Later, a larger house v nted and the hospital i until an even larger hoi Carroll Avenue was boug equipped.
Kings Daughters con to run the hospital tl 1957. In 1958 it reopei Hancock County Hospi nanced by about $300, Hill-Burton federal fun
The modern struct) Dunbar Avenue servi county until it was repli today’s Hancock Medic; ter on Drinkwater Roa
m