New-York tribune., 1867-09-11

Line -
River span center 100 1880 LAB
Length Q, New, SPpoaon from the ter 9 1qs 2
Leugts Of approach on Brooklyn side... 1881 1904 L"o
T,t,l le,gtb ................. 5862 500 5B4
Elevation Of New-YorE terminus above high
Ke soa Of Brooklyn .,raaas above high
tale % 90 70
The Park line recommends itself as the true line OF the
bridge of the location Of its New York telm
nus opposite the Registrars Office in the Park. This
point will collect and accommodate more trayei than
sm-square Although the length OF this line eN
cceds Chathamsquare line, and s central span Will
also he 30 feet greater yet its favorable location
will far outweigh these and much weghtier consdera
For the next fifty years To come the City Han
Park will remain the great focus OF travel from Wheh
speedy communications will ramify IN all directions It's
grade is an important pont IN It's favor III also 50
happens that much less valuable property VII De Ooeu
pied this line than on any other Indeed u is
circumstance that the Park ne in distance OF LOO
feet from the terminus OF the anchorage Ohy hiee nau
able buildings will have to he appraised, ana theSe are
near Frankn-squaIe Should tne PnHlhg IN oI ene
go hand in hand, ~ is proposed win the impONeic% %
Of the ground underneath then, indeed TINS WOrk VII
greatly beautfy and improve this part OF the CITY, Weh
appears to need IT more than any other 10 improve e
entrance to the bridge, u may De lounua e tLo
Iaafs Zeitr6 which will increase the number OF vau
able buildings from three TO five The clear eeVauoh OF
less than 1870 feet high tide propose 10 consume ohy
six feet below the floor Of the bridge for tung IN or
der 10 make the grade easy possible This enables
Ine 10 keep the the Park hne down 10 344 eU
per On the ChathamSqart me the ascent Wou ue
this route. The difference In cost OF the two Ies is III
favor OF the Chatbamsquare route, but this difference
amouns 10 less than one-half million OF dollars estimat
ing property and all have come 10 the conclusion tat'
when i'm the comparison of the two lines the future reye-
nues of the two bridges are taken INTO account the
greater value of the Park line viii be rendered so con-
spicuOuS that selection can be subject 10 no doubt
have therefore confined detail abors to the Park line
rs route which will most favor the interests ot
the community a. well of the Bridge Company. The
Park line commences opposite the heSlsTH1riS Hri
office on Chathams then crosses S SortR Forn M
square Cherry, Water Front and South thence TO the
end OF the ola Pier No. 20, broken down. the line
continues in straight course across the rNe ana the
passes the Brooklyn shore nearly through the center
of the spare slip Of the Fulton Ferry Company thence
passing Water, Dock and Front part of James
St. near Garrison will be occupied by the Brooklyn an
chOrage. Leaving the anchorage the ilne continues 10
pass over James and then crossing York and Masts,
obIquely defects toward Fuon after crossing Pros
pect near lis intersection with Fulton terminates finally
in the block which bounded by Fulton Prospect Sands
and Washington. The exact location OF TINS terminus
should determined before final surveys nave been
made and the line has beeen actually Traced oh the
cround Between the eTmin the whole length OF the
bridge was stated at feet though this may vary after
of ths whole length 34sO feet will be suspended in
three openings The central span will cross the river
pier line per line without impeding the navlsa-
tou single span of exactly 1900 feet from center
to centre Of tower From each tower toward the land
side spans will be supported by the land cables $40
feet long EACH measuring nom the center 1l te lower
the face the anchOr-wal From the anchoIWa on the
Nowlork side distance remains OF lS5' & 9e' 10 Cnat
hau-st, opposite the Registrar once. lhe ulsllCe
from the anehOrwall TO the Brooklyn terminus measures
s3T feet The greater length of the bridge, therefore,
forms suspension bridge proper for pTtol nucI
standing of the subject those portions between me an
chor-was and the termini shall call approaches These
approaches will be supported by iron girders and ruSses
and these will at short intervals upon small piers or
Of buildings which will crossed and occupied. These
pillars will form parts of walls needed for the division OF
fe occupied ground dwellings or offices. In
every such the bridge.foor Will be constructed
h,n of bouses and Stores underneath The streets
will crossed by iron girders at such elevations as 10
leave them unobstructed. This can be accomplished
even in the crossing of North wilia-st in NewYork;
that on this side necessity Will arise 10 the Nacauoh
of any one street In the crossing OF FranAl,Squale
both girders and trusses will be empdoyed FROM me
sehor%aSS % nS Therefore needs no support Tie ec.
vation will high that the roofs OF the buildings un
age will be sinches above high tide ascending to-
the river at the rate OF feet inches IN each 100
wide. This width is divided in five spaces marked
by OF iron trusses The two outside spaces
Is feet wide the clear between the chords and 10 feet
inches between the posts, and form roadways
for all kinds Of common travel. Iron tram
ways are laid down. 10 inches wide. FOR the
wheels 10 the arrangement as on the Cin-
cnnat bridge, leaving width OF feet st inches in the
clear for horses TO walk The remaining feet
sidewalk for pedestrians All vehicles and passen
VINO 20 by the roadways will take the nght-hand
track. winch arrangement will prevent crOwdlng aud
confusion The next two spaces are lS feet vide each
and are TO be provided with steel rails Tor the running Of
two trains OF cars back and forward alter
naeV These trains Will be attached to an endless wire
located the Brooklyn SIDE underneath the floor These
tracks. therefore, Will be treated exactly like
feotly well understood. propose effective running
likely preferred But this speed in the center Of the
bridge may be increased to thirty and forty miles
wcllbut cars, moving straight line, and over
perfect track. this motion viii be scarcely
gradual and win be entirely under the control of the
engineer Allowing for the discharge OF train one min
ute. and for it's filing another minute, Including the
consumed IN stopping and starting the tram there re-
main three minutes TO run over mile Of the bridge
A speed OF miles is sometimes maintained some Of
tho heaviest coal inclnes in coal regions, rising
in ten and with loads OF several hundred ts of coal in
one single tram propelled by the wire ropes OF "a inches
diameter The number Of may he increased 10
Hing and III feet wide outside with capacity TO seat 100
persons comfortably. Each is to be divided cross
into eight couPes or sections Zach section Will
have seats fronting each other and each seat will
adn six to eight persons allow IN this estimate u to
3 each section about 100 for
car Ich section has two opposite doors one FOR coming
in. the other Tor going out These doors are TO be
each other by light bars, that the eight
operation by the conductors Two conductors VIII 90
with each train and attend to the opening and closing Of
doors. The different being all attached 10 the
wire rope their relative position VIII be hXed and
the of doors each train may be opened and closed
car will be supplied with such wndlass. so that the
number of cars may be either increased diminished
the trains leave or enter the depot Each car has cppo
site DOORS those which point forward the center OF the
for entering the opposite ones for going
out on the arrival of train the inside passengers step
out through the outside doors upon independent side
walk of ten feet wide, which leads out of the depot
either the right left of the central walk, without in
tererng WITH hs G dSrG hS reason o;
to 100 feet Tor length OF SoV Ieet ,ho e at each
roadways securely fenced off, 1t proposed 10 build the
substantial but light entirely OF iron and steel
Another system OF running suggests itself which
may be termed the circulating system. In place Of
cprocstng motion Of the two trains the wire rope Kept
running around in one direction only aud each car
gly as il fills with passengers, is to be attached 10 the
rope and started On its arrival at the opposite end this
car is detached discharged aud run the other
track and in its conveys load back again. Thus
tho cars viii be kept moving sngy IN circular route,
always crossing at the ends from track 10 another
AT frst sight this system TO recommend itself
the best of the two But there will be practical diff
cnties to overcome which only be done experiment
tally large scale. think can make this system
work successfully but at present prefer the other as
perfectly established and involving no new aud un
tried features. The wire ropes are supported on
small rollers every Is feet. They 10 be
driven by steam engines located on the Brook
Iyn aide These engines will he double, cranks
80 ,,ght nnnscate ofp and hoers