The New York herald., 1873-12-18


Free Masons.
Fifty Carriages
containing Quests
After cOuntermarching through Main street the
procession proceeded to Reynolds Hill. on the
bank OF the Hudson, where the corner stone was
to be laid. The ceremony OF laying the stone was
conducted entirely with Masonic exercises, Grand
Master James W. Hustled. OF Westchester O6iciat-
ing. The same form was gone through with as on
the occasion OF laying the corner stone OF the new
State Capitol and the exercises were witnessed by
certainly 10000 people.
idea OF the Importance oil this BRIDGE IT is, perhaps,
well enough to write what It's connections Will be-
Will pass through Chicago and Omaha and very
close 70 Cleveland, Sandusky and Toledo, while
Cincinnati and st. Louis lie TO the south OF it. No
great Western cities lie north OF the line but
Detroit, Milwaukee and ST. Paul; and to reach
these BY RAIL- one must go around the south side OF
Lake Erie, which Is south OF the line. II a railroad
could be built due west from Poughkeepsie. there
fore, it would be the most direct route Tor the
stream oil travel east and west Every mile north
or south OF this city, Of the direct line east or
west. that u passenger his way West goes
before crossing the Hudson is just so much out OF
the way and adds accordingly to the length OF the
route, the time consumed IN the passage and the
expense OF carrying.
DISTANCE SAVED BY THE PoUGHKEEPsIE BRIDGE
There are now three great lines between New
York and the West-the Pennsylvania Central the
Erie, and the New York Central. The first two are
compelled TO transport passengers across the Hud-
son by ferry and must with our present engineer
ing facilities continue to DO 80. The third, the
ony arail route, has It's bridge at Albany rs miles
north OF the points aimed at, and every car that
runs over ii must not only that Is miles north
ward to purpose, but somewhere on its way
must and does turn southwark again Tor equal
distance. The same ls true of the roads termi-
mating at Jersey City. There is now allraii route
Tor coal from the mines OF Pennsylvania to the
East but the roundabout one by way OF Albany.
from so to l25 miles longer than tneroute through
Poughkeepse.
From Scranton, Pa, and the coal mines OF that
region, to that part OF Massachusetts centring
about Springfield and OF Connecticut, cenrrins
about Hartford, by the way OF Albany, present
railroad lnes the proximae distance is 3ls miles.
BY the way OF POughkeepsie, over the Connecticut
Western, and Pougnkeepsie and Eastern Railroads
on.the east, and roads projected and building on
the wesJ 1T will be 2l6 mles-a saving in favor OF
the Poughkeepsie Bridge route OF more than 100
miles in The 3lS, more than 80 per cent.
one y v u aa W s IoSe e
the cost and delays OF traussnipment Of freight and
ferrage OF passengers, Is, TO Hartford so miles and
This same important saving in distance not only
a.yects every part OF the country the line from
tlonateiy the whole OF New England and the West.
These iacts alone are sufficient proof OF the neces
through middle route aud with New England,
the headquarters OF manua cturing In this country,
using millions OF tons OF coal, !, becomes an imme.
date, imperative necessity. Poaghk eepsie is also
the only present and prospective
RAILROAD CENTRE
from the East to the West, between New York and
Albany. line drawn IRON Boston to the coal
fields not only passes through Poughkeepsie, but
the railroads already built or in progress are on
this line. 1t is the only point on the Hudson where
railroads on either side OF the river cOncenrat
ing, making direct railroad connections
The entire length OF the bridge will be about one
mile, OF which about haf-a tri1e less than $500
eet-is over the channel OF the river and the
east side. The height oil the bridge from the water
to the bottom chord OF the huge trusses Is 130
aS s me w o. ih
above high water mark will be nearly 200 feet.
There will be four piers in the channel, and one on
each side close to the bank, that the main bridge
Will consist OF five immense spans, each 500 leet
long. The land approaches will be made up Of
shorter spans according to the nature OF the
ground over which 1t passes.
Each pier on the land will be built OF solid gran
lite or euestoLe masonry the foundation being
laid on the bed rocA like that OF No. s. where the
corner stone was laid yesterday. These VIII ne s
or 10 in number and Will vary in height from 20 to
will be somewhat similar, but higher, and in all re-
spects more massive and substantial. The piers in
engineer and win be the most important and
costly part OF the whole structure. They must not
only extend lso feet above high water, but about
solid and immovable foundation; and it
is this work below the surface that taxes
In In' oden mes sneh piers we're nsua
built either by dumping IN stones, forming what is
called rip rap, or by driving piles and laying the
masonry upon them. But the weight OF modern
bridges Is too great ior such a foundation, and in
late years three special methods have been
secure basis on the rock. One Is by means of
Golfer dams, which built round the spot Sc
eeter IL vl .no .ne pep ana maze Wa W@'er gh, Inc
bottom dug away. This, however, is only feasible
when the depth OF water and mud Is comparatively
little A second method is by sinking calssons. or
great inverted boxes OF heavy timber. These
noated to the spot and sunk by laying
the masonry upon them till they rest on the
bottom. pressure OF air is kept up In them pY
powerful pumps sufficient to keep the water out,
and being open underneath men are employed
n n
cred as they progress. Wnen the foundation is
sufficiently solid, the interior is 1lled with con-
water and thus rendered imperishable furnishes
substantial and Interchangeable basis Tor the ma
sonry This method was the one adopted at the
East River bridge at the st. Louis bridge and at
many others OF the great bridges In this country
and Europe. 1t Is, however, exceedingly costly,
very slow, and the pressure OF air causes great
inconvenience 10 those who work In the cais-
sons, and below certain depth IL Is not probable
that human life could be sustained The third
method is comparatively new one, and will prob
ably be made use OF In this case. 1t is by the use
ol what are called pneumatic piles. These are
iron tubes. about three feet In diameter. made in
sections so as to be extended to any required
length. One OF them is lowered till it rests on the
the mud to prevent the water from working in
under II. That inside Is then pumped out, the
earth removed % either by machinery or BY sending
driving down continues till the pile rests on the
rock, when 1t is filed with concrete. Another
tin the area 's Of the lu bottom s aa0'1sr, OF shs
pier is covered. They are then boted together
and fastened by band passed around the whole,
alter which the space between is filled with con-
crete as well as the piles themselves rprap or
loose stone surrounds the whole, and gives 1t still
further STABILITY and nrmness.
These pneumatic piles viii extend 70 within
eight feet or the surface OF the water where the
masonry will begin. This Will be OF granite cut in
large blocks without seam, and laid In the most
careful manner. Each pier viii be pointed In the
direction OF the current each way so as to with
stand the action Of the ice, and will he furnished
with light az night, to enable boatmen to
avoid it,
The superstructure win be OF iron. the trusses
being formed after plan invented by Mr.. Linyille,
the chief engineer OF the BRIDGE and known as the
"Linvile truss" II Is peculiarly adapted to long
spans. having been used In the bridges across the
Ohio ana Mississippi, but these will be longer than
have ever before been built Mr.. Linyille. how.