The sun. [volume] (New York [N.Y.]) 1833-1916, 1915-09-26
Map showing route of the
connecting railway over the
new bridge.

takes in conception and execution
would involve grave risks II possibly
4 narrowing disaster. As will be re-
called, eight years ago the i'll fated
Quebec Bridge over the st. Lawrence
collapsed during erection, and ninety
men were killed and $4,000. 900 worth
Of material dropped into the river.
Some exact and difficult mathemati-
cal calculations have been required In
order TO make certain of the stresses
in the members weighing thousands
Of tons and now overhanging the East
River like titanic brackets, and also to
be sure of these cumulative forces as
the sections grew to the point of union
in midstream. When joined the steel
arch will have to be able to support
not only its own vast weight Of 2s,0 OO
tons. but the added load of forty-eight
Of the heaviest locomotives on the
four tracks, Unquestionably the
bridge can be regarded as the biggest
and the strongest in the world, for
there is no other bridge In existence or
now proposed that is expected to bear
a burden Of this colossal character.
Gustav Lindenthal, the engineer,
who was also identified with the plan
ming and building Of the Pennsylvania
Terminal, has been the master mind
guiding the so-called Hell Gate Bridge
from its inception-the dominant fig
ure at every stage of this great work.
What do I think most distinctive
about the He'll Gate BRIDGE said
Mr.. Lindenthal m~editatively. We'll,
that's too hard TO answer offhand.
1~L- o,,-an a-1 tha anuinaar natnr-
ally look at such an undertaking from
totally different points OF view, tn"
average man considers the work as a
spectacle or as a means to an imme-
diate end. At best he grasps the
structure as a visible whole. lie
realizes but little II anything Of the
many difficulties overcome.
ITO me as an engineer, on the other
hand. the He'll Gate project Is all in
the days work, although il represents
a lifetime's experience in ~railroadinS
and in bridge construction. II stands
for the harmonizing of many con-
hictine problems. Some of these were
incident TO the varied character OF the
approaches: some OF them peculiar -
h great spar over the East River,
and others have been due to ounda
lions made difficult by reason or the
nature Of the supporting ground.
Finally | see in the New York Con-
Meeting Railroad, OF which the bridge
at He'll Gate is but a part, the com
pletion of a great artery OF trans
poytation-the last link in the rail-
ways running down the whole Allan
tic seaboard-maling 1t possible Tor
messengers from Boston and other
Eastern cities 70 go straight through
TO points south and west OF New YORK
without recourse to buses or rerrv-
boats.
AS most every one now knows, the
connecting railroad Is Intended TO
unite the Pennsylvania and the New
York, New Haven and Hartford rail-
WAYS, and to this end a route was
chosen which in the light OF existing
physical conditions would accomplish
this in the most practicable manner,
The line was 10 branch on from the
New Haven at 142d street, cross the
Bronx XIII, travel over ls.-
- again clear the water at Little
Hell Gate, and upon a steadily rising
grade mount the last section OF the
western viaduct approach on wards
Island in order to reach the necessary
height for the run far above the East
River. With the Long Island shore
ssined, then by q somewhat easier
GRADIENT and a sweeping detour
through q built up section Of the Bor-