The Wheeling daily intelligencer. [volume] (Wheeling, W. Va.) 1865-1903, 1888-02-01
A WoNpERFUL BRIDGE.
Something About Mr.. LlndOnthapS Plan
Bridge the Hudson.

The lNTRLLIdRNGRR recently spoke OF
Mr., G. LIndenthals Hoboken bridge plan.
His presence here and his connection
with the local Union railroad bridge pro-
ject gives special interest to the following
from the Now York Sun Of recent date:
OF all the plans to throw an iron highway
across the Hudson River that ia the most
stupendous which has been suggested by
the men who have selected for their points
OF anchorage Hoboken and spot on the
New York side between Fourteenth and
Twenty.eighth streets. II Is greatest In
engineering features because 1t involves
the solution Of problems which no engi-
neer has 90 far attempted to solve, and II
lie greatest in financial Aspects because the
total cost is placed at batWeen $37, 900, 600
and $50000,0O0. How vast this is one
may appreciate upon rejecting that the
great Brooklyn bridge cost only $l5O0O,-
600 including the purchase Of property.
The Brooklyn bridge towers are 276 feet
high above water. The Hoboksn bridge
towers will 90 down beneath the water
rs and $50 feet, and the rise above the
rivers level 500 feet, making them not
only higher by far than the uppermoBt
points Of the East River structure, but even
higher than the loftiest lstesple or monu-
mant now standing anywhere in the
world. The Brooklyn bridge from an
chorsge to anchorage Is 3,454 feet long
the lHoboken bridge between the same
points would be $3.50 feet.i The strands
used on the Brooklyn bridge are IL inches
in diameter; those of.the proposed struc.
!ure would be As inches. The Brooklyn
bridge carries only two railroad tracks be-
aides the pedestrian and horse ways; the
contemplated marvel Ia designed for six
railroad tracks: at first, with room for
four more upon the demand, besides
wagon and pedestrian ways. Should the
plan ever be carried into effect the bridge
would be the bridge Of the world, for 1t
would be longer, higher and larger for
traffic than any other bridge now existing
or proposed.
This scheme was first formally presented
to the public at meeting OF the Ameri-
can Society Of OWL Engineers some three
weeks ago by Gustav LindenthRl, an en-
Hineer who has studied the North River
bridge problem for long time, and has
made surveys, goundinRs, and complete
examinations. The Engineering NewS,
commenting upon the paper which MIR.
Lindenthal read before the society, thus
refers to the thought OF impoaaibility
which is apt to rise in the mind Of almost
any layman:
The grandeur Of the project Is almost
appalling, creating at first sight natural
feeling that tbs chance Tor its construction
must be small. But this Is an age OF great
enterprises and Of superintendent capital
for anything which 1t can be shown will
''pay," either directly or indirectly. We
think there is abundant reason to believe
that such a bridge ss that proposed would
pay even now, while the engineering
difficulties are certainly less formidable
for the resources Of to-day than were those
which confronted the st. Louis, East
River, and many other bridges when their
construction was begun.
As to the probability OF this bridge
being safe investment for superabundant
capital the figures presented by Mr.. Lin
denthal afford an emphatic affirmative au-
Bwer. His estimates are that the bridge
itself will cost $l5 600 600, and the proper
ty which must be purchased So. 100000.
On this total cost the interest at 8 per cent
would be 81, $4,000. There are ten exist
ing railroads to use the bridge for both
local and through traffic. For the first
year tho whole passenger movement is es.
timated at 22.00000O, or an average Of
10000 day. The toll proposed Is ten
cents for each person on an average, the
greater charge being for through and the
less for suburban travel. This would ai-
ford an income Of $2,200,000. From mail,
express, freight, pedestrian and wagon
charges an addition Of 20 per cent is
counted, which 1t is considered will be
sufficient for maintenance, expenses and
interest charges.
The length Of the middle span is 1850
feet from the centre Of each tower. This
alone Is great attempt to surpass what
SO far has been attempted, for the largest
single span ever planned up to this day ia
that over the Forth in Scotland, which il
l 800 feet. The length Of the end spans
Is 1900 feet each, making total length,
including tho anchorsges, Of $500 feet.
From the undersde OF the paasageways
the distance in the clear TO the surface Of
the middle OF the river will be 145 feet at
80 degrees Fahrenheit. The riee and fall
OF the floor will be four feet; in other
words, the height will be eight feet more
in January than in August. The eleva.
ton Of the towers will be 400 feet to the
lower cable, and the total height above the
water will DO $50 feet. The depth OF their
foundation on the Jersey side will be rs
feet, and on the New York side $50 feet.
The masonry piers on which these towers
are to stand will be $40 feet long, $50 feet
wide, and will rise % feet above high wa
ter. The towers are Of wrought iron and
steel, with sixteen columns in each, or
eight under each arch support. The col.
umns are octagonal in shape, and taper
from seven feet in diameter at the bottom |
10 FIVE feet at the top. The shape Of the
towers is chosen for the sake Of |
impreesiVeneae, and largely |
IS the best form to Withstand tornsdoes |
striking the bridge. The disappearing |
stone anchorages at each end are each 2l0
feet high above the pRVsment-conaider
bly, more than Trinity's steeple-each 800 |
feet long and $50 feet wide at the base.
Each Is tunneled to accommodate six rail- |
road tracks. The superBtructure consists |
of two inverted braced arches OF steel wire
cables, supported on the metallic towers,
from which they descend to the anchor.
ages. The cables are fifty feet apart, and |
zach is four feet in diameter. The wires |
forming the cable are wrapped in steel |
envelope to protect them from rain and |