Connecticut western news., 1883-07-18

ANOTHER great work of civil engineer ing has been completed, viz "the Rondout bridge" on the New-York, West Shore and Buffalo railway. AL though this bridge was completed pre- vious to the Brooklyn bridge, it has not equally occupied the public's attention, nevertheless it Illustrates the obsticles that civil engineers encounter in locat- ing their lines of road and it demon strates that competent engineer over comes difficulties that seem unsur- mountable ta the--.-:---..-s
 -eIne Scientific American of July ' contains splendid picture of the bridge also drawings of its different parts and devotes considerable space in describing the bridge and details of its construction. We quote few impor- tant items concerning it,
 ssThe New York, West Shore and Buff falo railway crosses Rondout creek at an elevation of 150 feet above water,in or der to permit the passage of large schoon- CTS and barges. There is annually a large amount of coal, cement and flag stone that passes this point, and draw bridge, which the height of the present structure makes unnecessary, would have seriously interfered with the oper- ation of the road.
 The line of the road leaves the top of fho hill of &ho conao olavofio,, oS tho bridge, crosses the three spans, then a long viaduct, and thence through long tunnel in the opposite hill. The spans are of the following lengths, one of 163 feet, one of 241 feet, and one of 264 feet. They rest upon three iron piers of 15 by 30 feet section. The viaduct is 530 fl long, supported on piers, thus making total length of l, PA feet. The weight of iron entering into the construction is 1000 tons. The work of construction was begun Nov 8, 1882, and the first train crossed May 8, 1883. The total cost of the bridge was about 1850, 900.
 The iron work was designed and con- structed by Clark, Reeves & Go, ot Phmnixville, Pa, in accordance with specifications and detailed instructions of Col Walter Katie, chief engineer of : the North River Construction company, and E l. Corthell, chief engineer, and A Lucius,. engineer in charge of bridges of the New-York West Shore and Buffa- To railway. ---
 The bridge is 29 feet wide from cen ter to center of trusses, the viaduct be- ing the same from from center to center of column caps. The first span has g height of 32 feet and the other two $ height of 45 feet. It is pin connected wrought iron bridge, the iron having { minimum ultimate tensile strength ot 50, O,0O0 pounds per square inch of origi nal sectional area before fracture.
 The viaduct is composed of lattice girders supported upon six iron piers the distance between facing columns O. the piers being 50 fect in all excep that next the bridge, which is 60 feet Much trouble was experienced in ob taining suitable material upon whicl to build the piers, and in some instan ces excavations to the depth of 60 ant 80 feet had to be made before finding good foundation.
 The placing in position of 8 structur of this magnitude at so great neigh involves great care and much labor, an, it's rapid and successful completion makes it subject well worth studying
 About two-thirds of the total cost o erection was for the false work, engines blocks, tackle, and other appliances The total cost of erection was about r cents per pound. The cost was iron one-third to one-half cent per poun. greater than it would have been in sum mer, owing to last winter being an un usally indictment one. Much of tn time the ropes, stagings, etc, were GOV cred with ice.