Roebling report necessity of bridge

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Roebling report necessity of bridge - TUESDAY BYQIfUfC, 8EP"1, 10. Ifeta paper Ium...
TUESDAY BYQIfUfC, 8EP"1, 10. Ifeta paper Ium the Largest Otrallo rrar Brnlac papor publiahe - Cnd 8ate, ItajvalaeMM ArtMOnff He - Alam is trioretoro apparent . THE EAST BITES BRIDGE. tVe devote a yerj considerable portion of our apace to - day to the report of Mr. Roeb - ling, the engineer of the proposed bridge across the East River designed to secure to these two great centres of population ample and uninterrupted communication. The report will attract great interest, for it may be accepted as the first practical step towards the realization of one of the most remarkable enterprises of our time, and as inaugurating a new era in the history of Brooklyn. Mr. Kocbling discuses very fully, and in a manner which cannot fail to make his report interesting, the various questions which are likely to arise in connection with the prospects of the undertaking. It will be seen from the report that there are but three points in New York available as a terminus for the bridge. It has been determined ; upon that the location on the Brooklyn side shall be in the vicinity of Fulton street, where the bridge will tap the various car routes which converge at the Fulton ferry. The reader will not be far wrong in assuming that the terminus of the bridge on this sido will be in the vicinity of the point at which Prospect, Main and Sands run into Fulton. Ot the three routes proposed from Brooklyn, the first would terminate opposite the City Park ; the second at Ghatham square, and the third at the point at which New Canal street intersects the Bowery, Of these three routes that terminating at Chatham square would be six hundred and Bixty - two feet shortest, while the span or arch of the bridge would be one hundred and twenty feet shortest. Mr. Roebling discusses at length the merits of these rival points. The adoption of the Bowery and Canal line would necessitats a change in the charter ; it would be the most destructive of valuable property, and hence would be most costly, and might be expected to meet with public opposition in case a change in the law was required. Hence the Bowery and Canal street line is dismissed trom consideration. Though the Chatham Square line is so much shorter than the Park route, it, too, is discarded, and the preference is given to tho City Park on the ground that it is the best possible location. " For the next fifty years to come," says Mr. Roebling, " tie Cit' Hall Park will remain the "great focus of travel, trom which speedy "communications will ramify in all directions. "Its easier grade is an important point in its "favor. It also happens that much less valuable property will be occupied on this line "than any other." It is noted as a singular and fortunato circumstance, that not more than five costly buildings at most will stand in the way of this route, while it will run for the most part through one of the least desirable portions of the city. As it is designed to erect tasteful stores, etc., in connection with the Bridge, it will be the means of beautifying and improving a section of New York that sadly needs a change. The reader will therefore bear in niina that Mr. Roebling's estimates are based on the approval of the route connecting the two cities at these two points: the junction of Prospect, Main and Fulton streets, Brooklyn, and the City Park, New York the longest route named, but still, for the reasons given, all things considered, the cheapest. The whole length of the bridge will he a little over a mile and one - eighth ; and the span will be sixteen hundred feet, from pier to pier on each side of the river. From the river side it will extend into New York 1337 feet, and into Brooklyn 837. The bridge ia designed to be iron, or of iron and steel. It will be one hundred and sixty fect above high water mark, and will not in any way interrupt navigation. The street over which the bridge will run, will be covered by iron girders, at such an elevation as to leave them unobstructed. The bridge itself will be about one hundred feet wide, and will be marked by five divisions, each adapted for different kinds of travel. Accommodation will be provided for two railroad tracks, on which the cars will run in reverse directions. These cars will be propelled by steam, by a stationary engine, located on this side of the river. The engineer throws out a hint that an endless chain of cars, perpetually in motion, may be practical, but as this involves novel experiments, lie prefers at present to adhere to the well tried means of locomotion by steam stationary power always, however, under the control of the conductors on the ears. Distinct spaces for vehicles, horses, and pedestrians, it will he seen, are also provided. The steam cars, it is believed, can be propelled at an average rate of nearly thirty miles per hour, so that a passenger mav he transferred from the business heart of New York city to the terminus of car routes running to every direction of Brooklyn in about two minutes. By the present method of conveyances, it will take at a close estimate eighteen minutes to go over tiie same space. Not less than half a million of people could be passed across the bridge in a single day, assuming that the rate of travel was uniform. Taking into account that the travel is greater at certain times than at others, it is still believed that the bridge can furnish transportation for forty millions of people per annum, and this is the number that now travel across the various ferries of the Dnion Ferry Company. Mr. Roebling does not believe that there will be, necessarily, any rivalry between the bridge and the ferry companies. Of the patronage of persons living along tiie river front of both cities, the ferry companies will have a monopoly. Besides, there must be a limit to ' the capacity of the steam ferries. They have now nearly, if not quite, readied it. Every day the harbor is becoming more and more crowded. By putting on more boats there would be an increase of the obstructions and an incrcaEc of the dangers of such travel, while it Is doubtful if any better accommodation would be afforded. The bridge, as Mr. Roebling holds, will create a business for itself. Mr. Roebling, we think, lays too much stress on the patronage of strangers and sight - seers, attracted by curiosity. He cannot say too much of the ever increasing necessity of the vast hive of human beings who will, before the century closes, require homes within easy reach of what is destined to be the greatest commercial ciiy in the world so located that it must be the olllcc, the warehouse, the workshop, rather than tho homes of those who transact its business. One source of income is not mentioned by Mr. Roebling, but it is certain to be important. Carmen, express companies, hackmeu, coach proprietors, and other callings in which horses are employed, will find the accommodation which New York even now denies them, on the outskirts of our city. A stream of thousands of vehicles, employed in New York, going over to that city in the morning and returning to Brooklyn at night; will 'be one of the curious features of Brooklyn life to the future. But if the City Hall, Now r ??, bC .brouKut within two minutes comfortable nde of Brooklyn - by a means , ' ,ne close of the run - tury be crowded into the city 0f New York - then reeved almost exclusively for bushTess purposes - and looking to Brooklyn nSv for the rest, the quiet, the comforts of Tomn Mr. Roebling discusses in his reports seven questions. The people of Brooklyn and New York are mainly interested in three of them la a bridge necessary ? Can it be built ? Will it pay? In the bridge necessary V We have nearly reached the accommodation the ferries can furnish on the mam routes of travel. The po pulation of Brooklyn has increased four - fold within fifteen years. If we provide for the infireasej the i overflow of the population f New York will insure us equal rnwth with the next fifteen years. New York h eaua1'7 interested with ourselves in doing this. For if room is cant and refits high in New York, all things else being equal, those who cap follow their business in other cities will: do so. If tho ferry companies cannot more than accommo - date the travel of our present population, how would it be if three times the number pressed upon them? Relianco solely on ferry accommodation may limit the growth of Brooklyn, but it cannot even help the ferry companies. Again, if we desire to furnish homes for 'business and laboring men, we must give them uninterrupted communication with New York at all times. Last winter on several days, and for hours each day, ferry travel was interrupted for hours. We assert, without fear of contradiction, that it would be better for Brooklyn to - sacrifice an amount equal to the whole cost of the bridge rather than have it established as a fact that, in winter tune, no resident of Brooklyn could count on getting to New York to his business. If we assure New York business men that the difficulty will be removed within a few years they will bear with the inconvenience. If we fail to do so, they will not: We fail if we cease to push forward the bridge project, without a moment's delay. Is it practicable to bridge the East River ? Scientific men demonstrate that it is. On this point no doubt has been raised. The discussion in Mr. Roblinc's reDort will be read with interest. Ho makes his position clear to every mind capable of understanding the simplest sum in arithmetic Of course sa vast a scheme is not free from difficulties. The foundations of the piers, singularly enough, present the chief difficulty, and probably the little sea - worm is the most formidable enemy against which we shall have to contend, The chief danger to the structure would seem to be from wind storms. A break or fall from weight of travel is not possible. Boreas, it is conceivable, might seize the bridge in his embrace and rudely hurl it from its place. The gale that would do so is not likely to find many on the bridge, but against this danger the Engineer assures us they can guard. The men who have established steam ferries across the Atlantic, who have brought two worlds into instant communication by telegraph, and who have spanned the Niagara with a bridge as safe as that which crosses the brook on a country road , may well ask us to place confidence in them - Who will dare to doubt them, in view of tho evidence of their power, on land, on the sea Will the bridge pay ? Its cost is estimated at between six and seven millions. The interest on this amount at ten per cent, would be, say $700,000. The gross income of the Union Ferry Company is equal to that amount. By the time the bridge can be constructed, who will say that the passenger traffic of the bridge will not equal this ? If we put the cost of conveyance at three cents instead of two, the income from the bridge would pay for its cost in about seven years; at four cents in less than five. We do not dwell on several sources ot income referred to by Mr. Roebling, because we believe many of his speculations are fanciful. He argues, for instance, that vaults might be made for the safe - keeping of securities under the land approaches to the brigde, to which, under proper management, a third of all forms of paper security in the country might iu time be attracted. The very presence of so much and so many forms of representative wealth in one place, would be itself a danger which would not be offset by any buildings, however safe against fire, or however securely guarded against ordinary burglars. But the project will pay. As an investment it will receive encouiage - nient from capitalists everywhere. Brooklyn herself can afford to build. Nothing is more certain than that she cannot afford not to. We refer our readers to Mr. Roebling's report with great pleasure. The Result in KXatno. Maine has responded nobly to the call of California upon her sister States. The Radicals have lost in a single year in the extreme State of the East nearly 19,000 votes. The dominant party, which claims to monopolize tho patriotism of the country, and which, by virtue of its ascendancy, has dared to break down Republican government m eleven States of the Union, crawls into power by a majority so small that a change ot three per cent, in the aggregate vote would have reversed it. The patience of the people has been sorely tried. It has ceased to be a virtue. As it is, it is not by any means certain but that the Democrats have carried the Legislature. At all events they have secured power sufficient to hold Maine to the old Constitutional landmarks. One more dash and Maine will regain the proud position she held so long, as being the most reliable Conservative State of the Union. For nearly fifty years the political from the State was in the hands of tho Democrats. They were years of peace, fraternal rivalry between the States, and abounding prosperity. After a trial of many experiments Maine shows that she is preparing to range herself in her old position. The recent manifestation of change in public sentiment, has already tempered the arrogant faction of the Republican party, who would not listen even to their associates so long as they thought they could count on being backed up by numbers. The impeachment scheme is dead, if Pennsylvania and Ohio do their duty, and the country will thereby be saved from a new succession of dangerous experiments. The Dem ocrats must prepare to meet the high position they are about to regain. Let them take a noble revenge upon their opponents; not by silencing their presses or imprisoning their leaders; notbycallmgontheirsonstoim peril their lives to undo what politicians have done; by adding to the burthens of taxation, or to the army of office - holders; or by creating gigantic bank schemes through which their adherents may be rewarded. We will give them a cheaper, a safer, a better and a more liberal government than they gave us and this is a revenge worth living for. The Local Bevenue Frauds. For the proper understanding of the case in which Mr. Callicott and his deputy, Mr. Allen, occupy so prominent .a ngure, it is perhaps ecessary to condence the facts which the reporters have spread abroad. It is nrettv irencrally known that attached to each distillery there is a bonded ware house, known as warehouse "A." In this no whiskey except that owned by the distiller can be placed. The general bonded ware house is known technically as warehouse "B." In the warehouse of the distillery owned, or formerly owned, by Mr. John Wil son, in Flushing avenue, were placed four hundred barrels of whiskey upon which tin? dutv would amount to $42,000. Two hundred barrels of this whiskey were re moved under bonds, for transfer, as was claimed, to the Third District of Massachusetts. The bonds are taken as seenrity that the removal is bona fide, and that the duty will he naid in the District to which the whiskv is transferred. It is claimed that the bonds given in this instance are bogus, and the names signed to them are of persons utter ly unknown, it in existence at all. It was the Collector's business to see that the government wns nrotected bv substantial bondsmen. If this be not done, suspicion of collusion and fraud not unnaturally falls upon the Collector. This was the case as against Collector Callicott in this instance. There remained still two hundred and odd barrels of whiskey in Wilson's disttllery. These were also removed. The vigilent Dis trict - Attorney, Mr. Tracy, thought it his duty to inquire: where? He was informed, as we understand it, by Mr. Callicott that they, were transferred under an order from Washington from the special to a general warehouse in other words, from warehouse A to warehouse B. Mr. Tracey asked it seems, to be permitted to see the order. Callicott said it was not then in his possession, but was in the hands of one Augustus Dayton, who had been "ffuuueu store - keeper at Wilson's distillery by Mr. Callicott. In this way the District week. Attorney was put off for finally b oolriil in hp pcnninen to cxammn . i , , . . . - I uounu v w of course, have nUaverl ,:; - tn "" - "gton the requis toe bonded warehouses m Mr. CalUcotfs . District.

Clipped from
  1. The Brooklyn Daily Eagle,
  2. 10 Sep 1867, Tue,
  3. Page 2

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  • Roebling report necessity of bridge

    nyctours – 02 Feb 2016

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