The Osceola times., 1883-06-16
HISTORY OF THE STRUC-
TURE--HOW AND BY
WHOM BUILT,
A Triumph OF Science and Marvel of
Engineering skill Figures In Relation
to the Cost and the Strength Of the
Structure.
pRoGREss OF THE WORK.

1865 Mr.. Kingsley natured a bridge
project in his mind, settled its terminal,
hired an engineer to draw plan and
make estimates, paid him out Of his own
pocket, and then called his moneyed
friends about him. When Organized an
deavor is TO be condemned we call he
organization ring" when it is tobe
commended we call it combination.
Whichever it was, there was then form
ed, at the instigation Of Mr.. Kingsley, an
organization of which he was the head
centre, which secured Legislation il
Albany, moulded public opinion through
the press and interested the general
government, in Washington in what was
deemed by many, and especially by the
old fogy, first citizen" element in Brook
lyn, dangerous and hazardous expert
ment of no possible practical use.
CHARTERED.
Two years after the first suggestion
had been put before the public a charter
was granted by the legislature with a
flexible capital of 100000, $3,00o,OOo of
which was to be subscribed by Brooklyn,
81 100000 by New York and S50O,0OO by
private parties. Among the private SUBJ
scribers were Messrs. Kingsley, Murphy,
Isaac Van Anden, John T. Hoffman, s.
b. Chittenden, Smith Ely, Jr., Samuel
Booth, Henry G.. Stebbins, Martin kalb-
ileisch, S. $. Hustled, Andrew IL. Green
and John II. Prentice. Several men at
that time prominent in municipal mat
tiers and then in favor with the great
body of voters, were also interested, but
they subsequently withdrew from the
enterprise, as also from the country. All
the capital was subscribed for, and the
subscribers of the 100000 elected the
trustee who served until the act of 1875,
when the bridge was made public work
and this money was of course paid back.
The mayors of New York and Brooklyn
then named the trustees, and have done
50 ever since. The engineer, John A.
Roebling, was engaged in May, 1867, and
having Mr.. Kingsloys personal procure
ment for his guide, devoted his entire
time in preparation of surveys, plans and
estimates until September, when he pre-
sented his report. He thought the
bridge proper could be built for 81 ,000,-
600, that the land for approaches and SO
on would cost about S3,S00000, and that
THE POPULAR PROCESSION
from shore to shore could begin TO move
across in about five years. The fact is
the bridge has cost, with land and so on
about Sl5,0O0,000. and it is now not far
from sixteen years since he handed his
document in. Mr.. Kingsley was the
master-mild and soul of the enterprise
then as now, and after Mr.. Roeblings re.
port was submitted he suggested that Q
I board of most eminent engineers should
be convened for Che purpose of CRITICS
ing the plan. Accordingly HoratiC
Allen, w. J. McAlpine, J. 7. Kirdwood
Julius W. Adams, II. b. Latrobe, Chic
Engineer Steele, J. J. Serrill and A. W
Craven were invited to give their opin
ion on the report. They did so, and
unanimously approved it. In 1869 con
gress passed an act declaring the bridge
when completed, to be lawful structure
and post-road for the conveyance of the
mails of the United States, provided that
the bridge did not obstruct, impair ol
injuriously modify the navigation of the
river, but making it an essential that
the secretary of war should first approve
the plan. This the secretary of war did
in June 1869,
SOME FACTS AND FIGURES.
The weight of the central span i,
6,740 tons, and the estimated weight OF
crowded bridge, carts, people and all
is 1880 tons. These supporting cables
must therefore be capable of holding ur
| S,l20 tons, and il is calculated that the
lengthwise pull in the cables becomes
about 1900 tons and their extreme
strength $4,000 tons. As the structure
now presents itself there are five paral-
lei avenues about Is feet wide. The
outer two, 10 feet wide. are devoted 10
vehicles. and the central road, l5l feet
wide, is reserved for pedestrians. The
view, but never mind the view, that will
speak for itself, and loudly. On either
side of this elevated footpath is an ave-
nue. for the use of surface cars, one line
going TO Brooklyn, the other coming to
New York. II is intended to keep the
ear continually on the 90 by means of a
continuous chain, and once on the pas
sengers viii not be able TO get off Meth
er will they be permitted TO get on at
any point save the termini Of the road.
MORE FIGURES.
Now that the great work is done. in
teres; may be felt ~ a tabulated state
ment OF the weight of the suspended
structure and its transient loda, as fol-
lows:
WEIGHT OF SUSPENDED STRUCTURE.
Tons.
R-ts cen snohomgcs, l6O feet............... GEO
in SIan 80 ieet................... ......8 $50
Msin n ,Grr.e by cables, ll7 f., t......g $40
Ntig carr ed by tri.ss. 2i> ~ ........... 5io
WEIGHT ~ sUErEsnEEs.
q I
Nain 'piu $50
FplI by 56
WEIGHT % CAnLE,.
BtwHen aneh0 go
Y pan .............-.l 6l
MafnrfNn EA tuIsts .sl