The Brooklyn Daily Eagle from Brooklyn, New York • Page 1

BROOKLYN, THURSDAY. MAY 24. 1883. THREE CENTS, VOL. 44.

NO. 143. powered at any timo to take tho bridgo by payment to the corporation of tho cost and 33K por cent, additional, provided tho bridgo be mado freo. An additional provision was made that tho Btructuro Bhould havo an elevation of at least 130 foot above high tide in tho middle of tho rivor, and that it should in no respect provo an obstruction to navigation. In conclusion, tho law authorized tho cities of Now York and Brooklyn, or either of them, to subscribo to the capital stock of said company such amounts as two thirds of their Common Councils respectively should dotermino, to issue bonds in payment of theso subscriptions, and to provide for the payment of interost.

It was subsequently determined that tho City of Now York might subscribe $1,500,000 of tho total capital tho City of Brooklyn $3,000,000, and $500,000 to bo paid by the private stockholders. EARLY STRUGGLES OF THE BRIDGE. It was the dosiro of the Brooklyn projeefora of tho bridgo to keep tho work as far as possiblo out of politics, and with this object iu view it was provided that tho Directors should bo chosen by tho vote of tho private stockholders. In order, however, that tho municipalities should be represented in tho Board of Directors, an act was passed by tho Legislature in providing that Now York City should have as ropresentatis'cs tho Mayor, Controller and President of the Board of Alderman, and that Brooklyn should bo roprcieuted by tho Commissioners of the Sinking Fund. Power was also given tho company by this act to occupy the land water at either shore the extent of 230 feet.

The provision cf the bill Riving the election of directors to tha stockholder wai criticised to smm oxtcnt at tho timo. The projectors of the bridgcdccmcd it a judicious measuro for tlio reason that tlio chances of securing intelligent and enterprising m.y.i by this means was better than if tho entire Board were chosen through political Theystillbelioveth.it they pui sucd tho wi. cit courso in thia matter. Neverlhele.ss it was impossible to inaugurate a public work of tin's magnitude to Iho utter exclusion of political influences. Even the necessary him.

Tho chief engineer was assisted to carriage, re marking as ho went what a folly." He was quickly driven to his residence on tho Heights and a surgeon was summoned. The surgeon found that the toes of tho right foot woro terribly crushed. It was at ono decided that amputation was nocensary, Mr. Roebliug rejected tho suggestion of an anrcsthotio and personally directed the operations of tho surgeon. Nearly all of his toes wero taken off at tho joints, but he milntainsoi lus composure throughout and endeavored to sooth tho apprehensions of his family and friends.

During Ms subsequent illness ho preserved lutact tho use of his mental faculties, exhibiting indomitable will power. Eight days elapsed before fears were entertained of A fatal result. Then tho patient coniplahied of a chiR, aiid it was soon discovered that lockjaw had set in, Hs lived eight days longer, and toward tho close suffered the most excruciating agonies, but without complaint, aud steadily insisted upon directing tho method of Ids 'leatiueut. Even after tho muscular contraction precluded tho possibility of utterance he wrote with a pencil directions for his attendants. Ho died of lockjaw just sixteen days after receiving his injuries.

The drat)) of Chief Engineer Roubling was a great loss to the enterprise, and for a short lime thero was a hall in the work. In looking round for somo ono to tako his placo tho Directors unanimously and without limitation fixed upon his sou, Colonel Washington A. Roebliug, his first assistant. Colonel Roebling was regarded as a most competent engineer, having had a wide anil varied expeiieuco in the military, civil and mechanical bianchi of his profession. He was thoroughly conversant with the plans and Intentions of his father, and it is improbable that any one else could have been found wiio would havo eo veadiiyaai adequately filled tha phuo ol tho lamented chiol ezv.

gineer. TnE ENTERPRISE MARCniN'G ONWARD. The directors of the pivjeot, of whom ex. perienci'd in mechanical mutters, camo to tho ccnclu siou, when bmincss waj resumed, that they needed some ono of experience to supervise and take chargo of to tell what tho bridgo is and how it was built, and to describe tho men who conceived and carried out the project. From tho data of tho oarliost discussion of the possibilities of bridging the river down to this timo, tho advance of tho work in its various stages has been carefully and accurately notod in those columns and it is needless to add that tho Eaolb has bolievod in tho project throughout and championed it in the faoo of assaults of almost every description.

A collatiouof tho facts boaring upon tho subject could not fail to bo of absorbing inlorest to day and will provo of value in after years. Such a narrative must entertain all who And ploasuro in rovorting to tho past history of the city. And yet, in following tlio dotails of tho story it hardly appears surprising when tho extraordinary expansion of Drooklyn is remembered. It seems but yesterday that tho only mode of crossing tho river was by the primitlvo skiffs, and that woodland and uncultivated meadow Btretchod closely to tho water's edge. Even a Brooklyuito of tho last century would opsp his eyes in blank astonishment at tho advancos mado within a score of years, for many citizens still well preserved Tcadiiy recall tlio timo when tho sito of tho City Hall was environed with corn fields, and tho tiuklo of tho cow bell was heard whero now flourish tho crowded marts of local trado when anciuut stages rumbled in tedious movement to ihe scattered Long Maud settlements; when the horse car, now trembling before tho advent of ray.id transit, was an unknown luxury when hardly a single chanty relieved tlio bleak do solation of Coney Isliud beach, a irt tho sug.s'ssiion of a bridgo in mid air across the East liiver would havo been regarded as an impossibility.

With tho urban circle compactly occupied by enduring structures, and stately edifices, lifting their lofty facades on every thoroughfare with tho lido of increasing population overrunning tho wonderful figure of with rapid transit almost upon us and tho subiU'bsBpringing into renewed life with Prospect Tar' blooming in its Bylvan loveliness, and Riilgewood water pouring in crystal abundance into every household; with the Island beaches blossoming in tho oponing of tho Summer's prosperity and tho magnificent boulevards and numerous railway lines wooing excursionists to tho ocean side the transformation from the early days suggests the employment of tho magician's wand and to tho oldest inhabitant a rovival upon an exaggerated scalo of Rip Van Winkle's amazement. Undoubtedly tho river spau will at onco bo utilized to a vast oxtont, but tho uses to which it may be put in years to come and tho Influences which it will exert upon tho development of Brooklyn and Long Island, upon tho railway and steamship traffic of the country and upon the future of tho great Metropolis are hardly recognized in tho excitement of tho mo. mcnt. In more ways than havo yet been thought of the bridge will provo a boon to tho metropolitan pop A River View of the Bridge Looking Towards the Has at Hamilton Ferry in 1801 four boats, tho Whitehall, Hamilton, Union and America, In 1882 three boats, tho Now York, Baltic and Republic, in 1863, and the iron Pulton ferrybouso in New York tho oatno year tho South and Hamilton ferrybouso, Now York, in 1804 iatlon, elevating Brooklyn to tho third place in th rank of the communities of tho Western World gave an enormous impetus to the discussion. The interest of tho public was heightened with evory passing yoar.

All tho ferries could do fell Bhort of tho people's expectations. Thoy began to fcol that modern ingenuity ought to furnish an adversary ample to copo with tho perils arising from rain, wind and fog and other dang of tho swift and variable currents of tho East Rivor. Few there were who failed to note tho risk run by the ferry craft as tho mammoth Sound steamboats swept round tho improvement of the Fulton ferry houso and tho South ferry house in 18uV5. Several of tho ferryboats woro In tho Government servico during the war. In J86S two of those boats, tho Clinton and Somerset, wore purchased from the Government and aro now running on Wall street Forry.

The Monticello and Columbia wcro built in 1807, tho Mineola in 1868 and tho Winona in 1869. Tho first iron Boats edjupon tho ferries worn tho Fulton ana rarragut, which werocc3i8tTiicfca in 1871. Theso boats cost $82,000 each. Thoy wero built with watertight compartments and contained all the improvements yet introduced into modern steam ferryboat building. It is still a question in the minds of tho directors and engineers of tho company whether tho iron or wooden boats offer tho greater advantages.

Iu 1871 tho Btructuro on tho Brooklyn sido of Fulton Feny, tho finest owned by tho company, was erected at a cost of $138,000. In addition to the accommodations for passengers it contains tho offices of tho corporation. Tho buildings at tho foot of Main street, Brooklyn, wero built in 1874. The latest addition to tho buildings is that juBt completed at tho foot of Wall street, ono of tho most ornato of tho entire number. Within tho ten years ending with 1871 tho company constructed twenty now boats at an aggregate cost of $962,000, and eight buildings requiring an additional expenditure of $395,000.

JVcw York and Brooklyn Ferry. CUCII persons as are inclined to compound, agreeable to law, in the Steam Ferry Boat, Barges, or common Horse Boats, will be pleased to apply to the subscribers, who are authorized to settle the same. GEORGE HICKS, Brooklyn, JOHN PINTARD, 52 Wall st. Commutation for a single person not transferable, for 12 months, $10 00 Do. do.

8 months, 6 67 May 3, 1814 6m. Slenmbont Nnssnuy 181 t. RECENT EVENTS. The recont history of tho East Rivor ferries ia almoBt too well known to require extended mention hero. The inauguration of the bridgo project led tho management to recoguizo that tho days of the river boats woro numbered so far as a monopoly of tho traffic was conceraais and they fully appreciate ths effect that the great highway will havo upotrtEetrJorluues.

Persons familiar with tho ferries of world freely admit that tho ser yjcoofjhe Union Ferry Company, tho accommodations iftjijrJSfsengoru and tho moderate rates of fare placo theso forries upon a piano supori jr to any similar lines of travol. When one conBidors tho difficulties of navigation on tho East River, the dangers arising from fogt ico and tho swiftly passing craft that traverse tho streams it can easily bo realized that the company has been endowed both with singular good fortune and excellent management. Of course, a corporation of suoh vast importance aud ample rosourocs was compelled to encounter persistent aud forciblo opposition, legislative and otherwiso, but tho shrewdness of Its management and tho fact that its conductors are so thoroughly familiar with public questions and so completely Identified with tho fortunes of the city has enabled them to triumph ovor antagonism that would provo fatal to a less skillfully conducted enterprise. Tho reader cannot fail to notice with interest tho pictures herewith presented in those cohimns, showing the first steamboat operated on tho Fulton Ferry and tho Fulton, the most recently constructed of tho Union Ferry Company's fieot. The rcprcsontatiou of tho craft from tho metropolis.

The ajitation assumed formidable proportions, and at tiVbs there wore oven threats of violence, becauso tho igcrs of tho ferries did not heed tho continued wrnplalnts that went np from indiggant tinctly mado, end An issue was OlS tho right of tho unex pired term of iho Ferry lease was sold to "tfith 'the boats and a committee of fixtures of tho corr dee paid for the lease was $100,000. The com: made tho purchase com prised Messrs. John bat, Jonathan Trotwood, James S. Clark, Beth Low. B.

Pierrepont, W. J. Cor neli, Henry Young, Churl' Tfnvt. Wmr Hicks. John UCll, iAumj 1 Van Antwerp, Georgo Ha), Charles Hallock, Joseph S.

Allen, William Hull, 8. Itf Motor, John S. Doughty, John Frost, Edward G. MJlor, E. D.

Hulbort, John N. Smith, S. B. WhitlocJ, ACsiin Melvln, Loseo Van Nos trand. D.

Anderson! Jr. aid Lemuel Green. Evon this arrangement, howover, ditj not give entire satisfaction. After renewed agitation (a union of tho Fulton and South Ferries was effect' under a single leaso granieu for five years in May, 183J at an annual rental of $12, 000. Tha lessees organized under tho namo of tho New York and Brooklyn Union Forry Company, with a capital of $183,000.

At this time tho rato for foot passengers was 4 cents. It wgWeduced on May 6, 1842, to 3 cents, and on February li 1844, to 2 cents. A marked improvement was soon apparent upon the ferries under tho new management. The more adequate accommodations, coupled with the jrtduction of fare, in a largo measuro soothed tho dfcWisfied publio, and brought tho lines of East River trjuiBlt into much better odor. Tho newlessees in 1840 bigan the construction of a sin glo hull boat called tho sjtiffolk, and in 1843aBimilar boat named the Union was begun.

The lease terminated in 1844, and when the minagement came to settle up thoy found that despite their exortions tho Btook was worth only 75 cents on it dollar. THE UNION TSBJVy. COMPANY. Undeterred by tho reVdrses of tho past and with a confidence in tho futurij sustained by the increasing growth of population, Messrs. Jacob Leroy and Henry E.

Pierrepont obtalnod a leaso of the ferries until lan. Tho lease was granted without restrictions as to rates of ferrlain or dividends. Under their auspices was organized tlio Brooklyn Union Ferry Company. N. B.

Morso was ixado president, Mr. Pierrepont vice president, with a of Managers composed of citizens equally well known. Tho now management marked its accession with rapid and effective improvements. New ferry landES were provided and additional boats of tko best pattern attainable wero constructed and placed upon the routes. Fulton Ferry contiuued to hold its awn as tho great line of intercommunication, but at tha Bame timo a marked advance was observable in tho fortunes of 8outh Ferry.

Tho Long Island Railroad tlun terminated at the foot of Atlantic avenue, and the trafflo ovor it together with tho largo number of vr aides crossing to and from Greenwood Cemetery mide an enlargement of tho South Ferry facilities in perative. Accordingly new slip was acquired at tho of Whitehall street. New York. Soon af forward tue Hamilton Ferry was established. Up to thiB timo th seats in tho cabins of the boats wero unsunnlied with arms, and the rough and ready passengers on Borne of ttj'j ferries evinced a disposition to make couches of them: Contention arose and it be camo necessary to 33 extra deckhands to prevent quarrels.

Finally 5 epont suggested tho intro ductiouof an arm ng the seats, ana iniswas found to be effectual. tho population of Brook lyn had increased to 138 The business of tho for ries became so great that managers wero enabled to reduce the fare for eingh engers first to two cents and then to ono. At thi Smfiiation tho leaso in 1851, notwithstanding thi reduction dt faro and tho amounts expended for Ji provements, tho stock of the company was quoted abO' par. Under tho terms of tho lease and in accordance tho appraisement mado by the Now York authorities, the effects of tho company belonged to tho stockholders. Against tho protest of tho managers tho holders of the stock dissolved the as sociation and appointed a committee to wind up the company's business and pay the capital and surplus to themselves, Nothing daunted, Messrs.

LeRoy and Pierrepont in 1851, after Bivrraounttag many obstacles and engaging in prolonged legal controversies, secured a leaso lor ten years. By tho torms of tids lca30 it was agreed that all surplus at the expiration of tho term, after paying eigne per cent, dividend and the stock at par, should be paid over to tho Brooklyn City Hospital. Under this arrangement Bttll greater improvements wero made in tho fern boats, among tbora tho introduction ol Bteam heating apparatus, gas and better ventilation. Two new boats were also added. The Bccond year under the new lease was marked by a strike of tho pilots on all the fer ries.

It occurred without previous warning at 12 o'clock. The management, refusing to accedo to the demands of their employes, continued to run tho boats with the aid of deckhands, gatekeepers and tho pilots of the river Bteamers. Tho Btriko was a complete fail uro and urovcd disastrous to the pilots, few of whom wero reinstated iu tho employ of tho company. NEW FEBHK3 ESTABLISHED. Meanwhile new ferries Siad been established from Wall Btrect, New York, to Montague street, Brooklyn, and from Roosevelt street, New Y'ork, to Bridgo street, this citv.

The former was viuder tho direction of I C. Havemever and Samuel J. Tilden and the latter of Jacob Sharpo aud his associates. Subsequently Mr Cyrus P. Smith withdrew from tho directorate ot the Union Ferry Company and leased tho Catharine and Gouvcrucur ferries.

On tho four lines just referred to the fare for passengers was two cents, and they wero unable to compete with the Union Ferry Company, which vt the rate at one cent. Tho comparative fail ure of the new lines evontuated in l8o i in tnc consoli dation of all the lines, and all the ferries wero run at one cent ferriage. They wero represented in the stock as follows Fulton, South and Himilton forries Catharine, Bridge and Gouvernour street Roosevelt street Montacue street ns.UUU Total 8776.200 The consolidation was mado the occasion of great public rejoicing. Soon afterward the Union Ferry Company was incorporated Tith a capital of $800,000 and the right reserved to iucreaso it to $1,000,000. At this time tho company owned twenty two Bteam ferryboats.

The late Cyrus P. Smith was mado managing director of the company and remained at its head until his death. It was announcsiwhen tho united charter went iuto operation that tho faro eu the seven ferries would be one cent, with tho usual rates of commutation. The financial result wa3 far from satisfactory. Tho BUrplns of tho company was wiped out and serious injury was done to its capital.

The loe of capital tho first year was An Increase in the rato for foot passengers, from whom eighty per cent, of th3 income was derived, becamo unavoiiablo, and on August 10, 1854, the rato was raised to two cents, although tho price of tickets was ono and out half cents. Later commutation was abolished, tho nvtes for passengers were inain 30L Brooklyn and New York by 0'd THE MIGHTY STRBCTBBS COMPLETED The Story of its Origin and Erection. EARLY DISCUSSIONS ABOUT BRIDGING THE RIVER. The History of the Ferries Primitive Means of Grossing the Stream The First Steamboat Mode of Transit Before the Bridge was Built. THE WORK OF CONSTRUCTION INAUGURATED.

Preliminary Legislation Tlte Formation of the New York Bridge Company How the Money was Raised Political and Mechanical Obstacles Orercome. The Enterprise Under Control of the Municipal Authorities. THE BUILDING OF THE BRIDGE, The labors of the Engineers Working on the Foundations Below the River Bed Fires and Blow Outs The Towers and Anchorages How the Cables were Spun A Detailed Description of the Bridge. THE PIONEERS OF THE WORK. The Rocblinrrs and What They Bid En glneer John A.

Itoebling's Early Plans for Spanning tho River A Martyr to Duty Colonel Washington A. Rocb ling as Chief Engineer His Ser tIccs for Fifteen Years The Assistant Engineers and the Tasks They Accomplished. THE TRUSTEES AND DIRECTORS. Citizens and Officials who Took Charge of the Business of the Bridge The Career of William C. Kingsley Ills Relations to the Project Picturesque Incidents in tho Life of Bridge Magician Stranahan Biographies of tho Men Conspicuously Identified with the Management.

THE COST OP THE BRIDGE. Fifteen Millions Expended Upon It. Tiie Amounts Furnished hy the Two Cities Bridge Bonds. The Kates ol Toll. MEN WHO DIED IN THE HARD.

Tho Long Mortality List A Score of Lives Lost on the Work The Breaking of the Strand and the Caisson Disease. THE RAILWAY SYSTEM. How the Oars are to be Operated by the Endless Wire Rope. SUSPENSION BRIDGES OF THE PAST. A Talk with Colonel Adams The Celebrated River Spans of Europe and America.

THE FINISHIHG WORK Ofl THE BRIDGE. A Detailed Account of the Greatest Engineering I'oat the Century. Proudly uprenring its mighty towers, securo In the integrity of its massive cables, spanning with tlio graceful arch of its splendid superstructure tlio perilous txh.1i of the swiftly Hewing river, the great bridge, which lain the future tu veld together tho two cities, stand. to day a completed monument to human ingenuity, mechanical and engineering skill. Sentinel liko It watches at tho eastern gateway of tho continont, formidable in its gigantic proportions, picturesquo in tho sweep of its symmetrical trusses, significant in tho ptirposo of It3 design and erection, tlio greatest work wrought by tho band of man the limit of tho (illicitly vanishing century.

With its completion are realised tho hopes of millions ef people, the fruition of fourteen years of faithful and persistent toil, and tho fulfillment of tho audacious and Ingenious plans of its projectors. Its oponing to publio nso marks an enormous stride in tlio march of American progress, adequately supplies the most pressing wants of tho Metropolis and its sister city, and unfolds a prospect for tho utnro dazzling in Us brilliant possibilities. An enduring reminder of past endeavor, a finished avenue, of popular convenience iu the present and a majestic bow of promise for the advancing years, the structure may well be contemplated with pride and aatisfacUon by tho people of New York and Brooklyn. The solution by its success of tho suspension bridgo problem in its entirety ia a companion star in the galaxy Bf our national achievements to the wonderful utilization of steam and tho phenomenal development of lloctricity. It will forever rank with such stupendous works as tho Mount Cenis Tunnel, the Atlantic Cable aud tho Union Pacific Railway, and taken altogether will rurpass anything in the nature of bridgo construction likely to be witnessed by men now living.

At this timo, when resplendent decorations, stately processions, the booming of cannon, tho strains of martial music, tho eloquonco of fervid oratory and tho welling acclamations of assembled thousands betoken the long anticipated hour of its completion too Eagle deems it fitting, with the extension of its cougratulo Mow, to review the story ol this liiBtorio undertaking, the work, 'i'hey used upon William C. Kingsley a .1) ipr sc tho man above all others to inteniVeiit. Being largely iv at the time Mr. Kingsley 'i, though tho Directors wer; i his own figure for a snlur; nient that his ttmo was i "ii tractor than any salary tl: r. was agreed that ho sho receiving in compensation a upon the cost of tho work.

Ho consented to dovuu, uls entire timo to tho project during tho building and placing of the caissons wliich were to form tho founds rif sittBs tiTTuS Vlver up to" threoTceT above high water mark. In conjunction with the chief engineer aud associates he assumed the supervision of future operations, carrying the work forward to tho satisfaction of the Directors, the engineers and tho community. Upon tba completion of the foundations to the point fixed in disagreement Mr. Kingsley retired from nctlvo ecrviee superintendent, although he remained in tho directerats to the close and gave his aid and counsel in tho subne quent operations. Upon tlio death of (ho Hon.

Henry C. Murphy, president of tho Board in 1882, Mr. Kingsley, ns vice president, assumed the duties of prcsllfai, and has since boon at tho head of tho Board of Trustees. A rUBLIO WORK. Although tho work was of such unexampled prepon.

ions and surrounded by so many dinieulties, its progress, to the impatient thousands who longed for its completion, seemed exasperating! slow. Tho developments of rascality among llio members of tlio Tweed Ring andtlsefr connection with the project gayo rlso to suspic'iia, accusations and aspersions. Tho adversaries of thft fio terprise lent a sharp political twist to their oppoaSSca, and for month after mouth tho controversy raged through both cities until tho eaiilnmis of observant citizens fairly throbbed with tlio uproar. Chang) in the original plins, the natural obstacles to bo overcome, the delay i ceasioned by political and other conujtfc. lions, and the enormous prices charged for land foe tha approaches Inere.

Mcdtho cost of tho structure Jr beyond tho figure fixed at the outset. Complaints vers heard on every sido backed by a strong suntmssccia favor of having the enterprise taken in liand aB a public work by the cities of New York and Brooklyn, rtwt Directors wero disposed take a view of tho matter fan. orable to removing the management from private ccairol, and their conclusion in this regard was doubliriss reached tho more readily owing to tho necessity for raising money to carry on operations. Accordlxglr, under legislation obtained in 1874' and 1875, ths Jtar York Bridgo Company was dissolved and the mixags ment and supervision of tho work dovolvod Trustees of the New York and Brooklyn Bridge. Iho Board of Trustees was arranged to couslst of twiaty members, eight to bo appointed by tho Mayor audi Controller and President of tho Board of Aldernwo of tho City of New York, and eight to bo appointed by tha Mayor, Controller and Auditor of tho City of Dck lyn.

The Mayors and Controllers of both cities er mado cx offtcio members of tho board. Tho tenon af office of the Trustees were fixed at two years, inf this arrangement of tho power of control has slnostBsn maintained. Tho Trustees chosen were aa follower In 1875 For Brooklyn Mayor John W. Ulster, Controller S. Powell, William C.

Kingsley, HessyO. Murphy, Thomas Carroll, William Marshall, Hewy W. Slocum, Isaac Van Anden, William B. Leonard, Icxua) S. T.

Strauahau. For New York Mayor WllUtts EC, Wickhaui, Controller Andrew II. Green, IwrenoeTuT nure, James McLean, James M. Motley, AbramS, I lit, Charles J. Cauda, Lloyd Aspinwall, Juhll EUry, Francis B.

Thurbor. In 1377 For Brooklyn Mayor Fredo dcr, Controller William Burrell, Heu Thomas Kinsella, William C. Kingsley, cum, James K. T. Stranahan, Thomas B.

Leonard, William Marshall. For No' Smith Ely, Controller John Kelly, cock, Samuel Hall, John G. Davis, Wil Arthur Lcary, Charles H. Haswcll, and John T. Agnew.

Iu 1870 For Brooklyn Mayor Ji troller William O. Stiinmelz, JaineB William Taylor, William C. Kingsley, A. W. Bora.

phreys, Henry W. Slocum, Alfred C. llarneB, TOlhua Marshal), Henry C. Murphy. New York May Edward Cooper, Controller John Kelly, Johu T.

'xnew, John G. Davis, James M. Motley, Herman Uhl, Sober B. Roosevelt, Isaac Newton, J. Adriauco Buah, Esutua W.

Smith. In 1831 For Brooklyn, Mayor James Howeii, Controller I.udwig Sender, Henry O. Murphy, WiffiijitJ. Kingsley, Henry W. Slucusii, James H.

T. Alfred C. Barnes, Alden S. Swan, Olto Wills, VSliaia Marshall. For New York Mayor William R.

Ortca, Controller Allan Campbell, John T. Agnow, hii 8, Davis, Thomas CI. Clarke, Charles MaeDouald, 1. Adriauco Hush, Robert 11. Roosevelt, Erastus V.

SmilH, Henry Clausen. The Board as at present constituted consists ths gentlemen namnl under the of aitbi a few exceptions. Mayor Low succeeded Mayor Ectwef who iu turn returned to the Hoard to fill tho VKWicy c. by tin' decease of tho lion. Henry C.

Murphy. Controller liriuki rholV bvuvecded Controller Sillier. From (lie formation of 'he New Ym Company up to the lime of his ileal Mr. Murphy was prwiums of tho Boards of Directors and Trustees, with t5a exception of two years which ho passed in Europe During his absence abroad Mr. Jeremiah P.

was president. Iu Controller Auditor Ammcrman cun a majority of tfaip board they were largely iice.d by pjftlsaa considerations in naming the Trustees. They (licenced Mr. Murphy from the directorate. Tho ex Seiiatm felt the slight keenly, thero was considerable public CTltl cisiu of the action of tho appointing power and da for Mr.

Murphy's reappointment. The Battel was finally settled when General Benjamin F. tmcy, who had been appointed a Trustee, deelined to i.x cpt, and Mr. Murphy was returned to tho place ia th Board left vacant by tlio General's declination. Almost from the outset the bridgo management was dragged into politics.

Politicians desirous cf izuldm partisan capital, candidates ambitious of clevauoa to) public office and the irrepressible lionlo of plica erafc. ers left uuembraeed no opportunity to rail at tin projectors and conductors of Die enterprise. FrauJL was charged aud failure was prophesied until the pwpls wero uneasy. Complications in tho polities oi lu iaUXO were utilized to retard the progress of tho wott B. cause of factional differences tho appropriations from New York City were held back.

Investigation foffoijW investigation. Inquiries were iustilu' I i miltee of Fifty, tho Committee of Common Councils of Now York aii committees ol uio siaio legislature. significant of thoso investigations wi. Messrs. Abrain S.

Hewitt, Frederick A. Demas Barnes. Iu their report and Kchri elcr united in their approval of the conduct of tlio bridgo managei i Barnes dissented. No better tribute ci the ability anil integrity of llio maiasi fact that they emerged from the whirlv.ii. investigation and detraction with clean hauds.

TilE Ill'ILUIXU OK THE lJKlBUE. Tlio Hcclinnical Side tlio jnghqr Acliievement OiffHiiUica of Lajl the Foundations Work ill fii Cats ons Bvlow tlio Kiver I'iren tUBi 'Blow Out," Erection of tho 'taveeza mill Siintiiiiw Enormous Cable The Construction of Of Approaclics A Metalled Description aft tlio Structure. Tho most intcroKtinc feature of the bridga history is, beyond question, tho mechanical eideol the i. i ...1 (miJ great worK. xo minus nv uv.wkuj.Mw than thoso of Its projected the obstacles In MM WW would havo been deemed Nothtoi comparable with it ill su pciision bridge countrucUoa was ever before undertaken and, as it stands complel to ilav.

it exhibits to the pivpln of tho continent ani visitors to our shores an architectural aud cngincciini triumph unrivaled in the world. To trace step by te; tho labors which have wrought out this maguificea' result will ever form an entertaining occupation for who ioico in tho progress of tho human raco tho victories of mankind over Inanimate matter. In tho years to come, when the cities abaQ havo expanded far beyond then present limits ai tho river spau proves a greater benefit than it is eves esteemed at present, tho men of the future will lOOi back In grateful recognition of tho toil and acliievi ments of thoso who. by their physical exertions, possible tho accomplishment of this gigantic entorprtsal Dniino tho years which have elapsiii since ino Boundincs wero made iu 18(17 down to tho present thoi sands of earnest hands havo been exerted in furtherani of tho Drolect valuable lives have been offered up Its progress, and millions upon millions of treasure ha1 tho Terord of exDouditurc, but In all that hi been douo nothing is moro striking than tho assldn! ingenuity and application of tho engineers, the mi its and tho laborers ougaged upon tho structure. LAYING TUE FOUNDATIONS.

Prom tho outset tho engineers wore Ann In that as soon as tho foundations of the tos. legislation could not bo obtained without a struggle and tho invocation of a.ri.t:iico frjsn men ih. prominent in tho affairs of tho State. Tho Tammany combination in New York City was at the time in the zt'uith of its power. No suggestion of tho development awhich afterward startled tho Metropolis had been made, aud it was believed the country over that tho official subse quently disgraced and driven from ofhec were in a fair way to rise to oven a higher plauo of eminence in politi cal and official affairs.

In placating this mighty influ ence, Senator Murphy's wonderful capacity was tested to the utmost, and it was only after the most determined oudeavors that he succeeded in passing tho bill. Meanwhile operations wcro begun in tho direction su'bTcrimionV determined to apply to tho cities for aid. Application was mado to Brooklyn through tho Common Council for $3,000,000. After many months tho incorporators wero successful and later, in 1W, the City of Now York subscribed tho required, aud tho stockholders mado up tho additional $500,000. TUE ORICIIKAL SUIiSCWBERS.

The shares, as has been siioira, irero fixrtl at $100 each. The list of tho original subscribers, as reveaiou by tho ancient minute book still itt the possession of tho Trustees, ia vory interesting. It is as follows 1 1 n. Ol Subscribers. snares.

Mayor, Aldcrmon aud Commonalty of tils City of now vorK The City of Brooklyn Jlonry u. aiiirpny Injun Van Anden ion 2(K1 r.o 2IKI 50 2(1 2IW) 11)0 rr.i) nun UK) Ml l.wio Ml 50 60 William Marshall Seymour Hustod Snmuol McLean Arthur w. Ifonson Martin KathSleiscli Alexander Medio William M. Tweed I'etur H. Hugh Smith Hunrv W.

SW.m J. S. T. Sliaimlian r.renvillo T. Jenks KiiiK sley A Kenney John II.

I'ruiiiico William Hunter, Jr John W. Lewis Total sri. 1,1,0 After tho subscriptions were all made several ot the Bubsci lbers withdrew or failed to make good their promises, whereupon Mr. Kingsley took up their stock and advanced tho amount necessary to cover their de ficiencies. In fact, he aud tho firm ho represented took In all over $300,000 of the entire $503,000 BUbscnbed by tho Now York Bridgo Company.

THE CHIEF KSGIXKER. The company having been incorporated and the cap ital necessary to make a practical in ginning asRuren, the managers came to the point where It was necessary to appoint a chief engineer to complete tlio plans and build tho bridge. Among thoso earliest suggested for tho position was Colonel Julius W. Adams, who was re garded aa a brilliant and talented member of his profession. Ho was strongly pressed for tho placo by incor porators and outsiders.

Objection was however, that ho had never built a largo Btructuro ol this kiwi and it was deemed advisable to secure, if possible, tho services of somo one experienced in tho construction of great suspension bridges, particularly as the public were beginning to doubt tho possibility of building tho bridgo in consequeiico of tho natural and mechanical difhcultics to bo overcome. It was known to somo of tho incorporators that John A. Roebliug, then residing in Trenton, had had largo experience in worlts ot the character of that proposed to bo built. He had made suspension bridges a specialty in his profession and tho spanB across tho Alleghany and Monongahela rivers at Pittsburg, tho International Railway suspension Bridco at Niagara, and what ma then considered tho greatest structure of tho kind ill tho world the Sus pension Bridgo at Cincinnati wero monuments to his skill and genius. Tho management determined, if possiblo, to secure his aid.

Mr. Kingsley visited him at Trenton several times aud, after prolonged urging gained his consent to assum tho duties of matiJiiig tho great undertaking. Ho wua cm, ployed as chief engineer of tho work at a salary of a year. Mr. Roebliug was a native of Prussia, emigrated to this country upon tlio completion of his education, and at onco mounted to tho top rung of tho professional ladder.

When ho camo to Brooklyn ho was over CO years of age, but ho was in excellent health, rugged and with his intellectual faculties at their best. He had as far back as IST6 given cotiMdcrati to the question of an East Rivor Bridge and prepared a plan for the construction of one opposite Iilackwell's Island. After his engagement tho company at onco opened offices at tho corner of Fulton and Front KtveetH, assistant'! wero employed and tho work of construction was at once begun. Colonel Washington A. Roebliug, son of tho chief, was mado first assistant engineer.

The additional assistants appointed, all of whom continued on the work to the completion, wero C. C. Martin, Colonel William 11. Paine, F. W.

Colliugwoud, George W. McXully, Samuel R. Probasco aud William llildenbi anil. For nearly a year thiB corps of keen and efficient men wore engaged in preparing plans. AID FROM CONGRESS.

Tho preliminaries having been completed the Incor porators were confronted with the fact that the River being a navigable arm of the sea it was necessary to obtain Congressional legislation. In December, lfKM, a hill was introduced in the Houso or Hoprc. by iho Hon. William II. Robertson, Hull tho Westchester District, granting the permission niv ossary for the erection of the structure.

The measure was referred to Ihe House Committee on Commerce and Navigation, who handed it over to General Rawlins, then Secretary of War, for examination and report. It next passed to General Alexander A. Humphreys, Chief Engineer of tho Army. General Humphreys appointed a spcrial commission to luako the. neccseary examination of the Biic and plans, coinpri.

ing Major General Horatio G. Wright, General John Newton and Major King, who was then engaged on tho Government works at Willard's Point. Tho engineers ontered upon their work at once. Altera thorough review of tho plans at tho company's office, ih roncliKleil to e.xa'niiio tho principal suspension bridges throughout the United States. Mr.

Kucbling by this time had substantially completed his plans. The incorporators, after examining them, and having full confidence in his judgment, experience and ability to construct the work, believed it advisable in view ot tbo uncertainty or opposition of tlio public to call in a board of consulting engineers. Opinions were accordingly obtained from Horatio G. Allen, of New Yi.rk, who brought from England and ran iu this country tho first locomotive operated on tho Western Hemisphere, and who i3 still living Alfred W. Craven, the engineer of the Croton Aqueduct II.

B. Latiobo, builder and chief Engineer of tho Baltimore and Ohio Railroad Chiol engineer Steele, of the Reading Railroad James P. Klrkwood, W. J. MacAlpine, John J.

Serrell and Colonel Julius W. Adams. For four or five mouths they passed nearly all their time in studying the plans prepared by Colonel Roebliug, and at tho conclusion of their labors they reported favorably upon them in every respect. When the Journey of observation was mado by tho War Department engineers in tho Spring of 1809, thoy wcro accompanied by Messrs. John A.

Roebliug, Kingsley, McCue, Slocnin, Lewis, Kinsolla. Carey and Probasco. They visited Pittsburg, Cincinnati, Niagara and other places, and mado a thorough cxauiinnlioa of tlio bridges at all Hu so important points. A little later the Government Commission presented their report. They approved and indorsed all of Mr.

Roebling's plans, with tho single exception that tho height of tho central spau above the middle of the river be 133 feet instead of 130 feet, as proposed in tho original drawings. Thin report gained the approval of tho Secretary of War, and soon afterward tbo Bridge bill passed both Houses of Congress and received tho approval of President Grant. BEOINNINO TnE WORK. Tlio way was now prepared for tho beginning of actual work, and the projectors proceeded to business. In tho Summer of I860 the company was formally organized, with tho election of the following Hoard of Di rectors, tho first chosen unaor tno Act oi tavi Henry C.

Murphy. J. 8. T. Stranahan.

Henry W. Slocum. John W. Lewis. Seymour Husted.

Denias Barnes. Isaac Van Andcn. J. H. Front ice.

Alexander McCue. William M. Tweed. Polcr I). Swee.i) K.

U. Connolly. Qrenvlllo T. Jouka. Hugh Smilh.

William Hunter, Jr. TOE DEATH OF COLONEL ItOKBLINO. Everything now seemed propitious for the rapid nd vanco of the great work. Tho managers wero nopcim, tbo engineers and their subordinates wero bending to their tasks with renewed energy, and tho public wero watching operations with a lively interest But rloud wxs to come across tho sky iu tho shape of an un expected and distressing calamity which resulted in the death of John A. Roebling, tho projector of tho Btructuro.

One morning In Juue, 18C9, Mr. Roebling, In romnanv with Colonel Faino and his other engineering associates, was engaged in running a lino across tho East River, making tho first survey of tho sito for the Brooklyn foundation. Colonel Palno crossed to the New York Bide aud made the necessary signals whilo, the rrhief KuMneer stood on tho Brooklyn side. Just as tho operations wero approaching completion Mr. Roebling was standing on the rack of one of tho ferry slips taking a final observation.

At tho moment a ferryboat hn ullii and bnmied heavily against tho tim bers, pressing them back to the point whero tho chief engineer was standing. His foot was caugm th rack. Colonel Paine, who was on the boat, noticed that his chief started suddenly, aud i.ii,, no mitcrv an expression of agouy over spread his countenance The first person to reach the i m.n was his son. Colonel asuiug ton A. ItoeblliiB.

and Colonel Paina quickly followed tho erry from half an hour beforo sunrise to half an hour after sunset to furnish additional barges as might become necessary, and on or beforo May 1, 1819, to pro vido another ferryboat similar to the first. When the second steamboat was introduced tho trips were to bo mado half hourly. Tho corporation in return agreed to apply to tho Legislature for an increase In the rates of ferriage. In tho event of tho Ferry bill failing to pass lessees wcro to receivo four cents for each passenger tho steamboat, tho rato of faro on tho barges to remain at two cents. Tho bill BUbsequontly'passed, containing a reduction of faro for vehicles, a provision or commutation for $10 per annum for foot passengers, together with one prohibiting tho anchorago of vessels the river whero they would intorfere with tho operation of tho boats.

Tho company formed by Messrs. Fulton and Cutting was called the Now York and Brooklyn Steamboat Ferry Association. Tho capital fixed at $68,000, divided into sixty Bharcs, at $1,133, each. THE NASSAU AND THE OUTTINO. The new line began operations under what was regarded as most favorable auspices.

The first steamboat christened tho Nassau, llor initial trip was mado May 11, 1814. Tho headway varied from ilvo to twelvo minutes, according to tide and weather. In first day's trip Mr. Lowis, chief engineer tho Fulton Works, was caught in tho machinery of the now boat and killed. Tho business on the second Sunday was oven mora satisfactory than tho first, and on this day tho Nassau mado 40 trips, tho timo for crossing varying from four to eight Island, l(J8fl.

minutes. Tho Nassau, in these days of iron hulls and improved mechanism would certainly bo regarded as a very peculiar craft. Sho was a doublo boat with two hulls, Bido by side, tho wheel between them, the machinery on dock in a small engine house, and a passen cabin in one of tho hullo. This ancient boat is still afloat, tho hull being used to sustain a mariner's chapel a Now York dock. It was found that dangor aroso from tho violenco with which tho boat struck tho wharf, aud to guard against this a projecting frame, supported two weights and chainB was introduced, aud this in turn was superseded by bridges on floats Bimllar to those now in use.

Tho first pilot of tho Nassau was Peter Coffee. He was appointed by Mr. Fulton and served tho company for fifty years. Ho died only six years ago in tho 09th year of his age. While tho Nassau was in operation tho horse ferry boats wero also used on tho Fulton Ferry.

These wcro peculiar craft indeed. The first horso boats wero single endors and wero compelled to turn around In crossing tho river. Subsequently doublo endors wero used. theso boats had two hulls, about 20 foet apart and covered over by a single deck. Between theso mills were placed tho paddlo wheels working upon the shafting propelled by horses.

By an invention of Mr. John G. Murphy, fatherof ei Sonator Henry O. Murphy, tho managers of these boats wero enabled to reverse their machinery without changing the position of tho horsos. Tho steamboat was very popular with tho public.

Owiug to its success there was Boon a very marked deslro in both cities for the addition of tho Bccond steamboat, in accordance with the Hoiiflc, 1710. terms of tho contract by tho lesseos with the city New Y'ork. Objection was made by tho lessees on tho ground of additional expense, aud boats run by horso power wore substituted. In 1813 Robert Fulton died. Mr.

Cutting, who had lived in New York, removed to Brooklyn and died at his residence on the Heights In 1821. The winter of 1821 22 was ono of tho most severo in tho history of tho country. Tho ferrle3 were obstructed by enormous quantities of floating ico. Great cakes became jammed between the doublo hulls and travel was practically suspended. Brooklyn had grown rapidly, and an uproar aroso in wliich tho ferry man agement was roundly assailed.

Who can tell but it was here that the original idea of tho East River Bridge was first bom In 1827 a steamboat similar to tho Nassau, and called tho William Cuttiug, was put on the forry, but eveu this did not satisfy tho public, who wcro eagerly seeking moro extended accommodations. In 1833 Messrs. David Leavitt and Silas Butler secured a controlling interest iu the stock of tho company aud sought to meet the anticipations of the peoplo by ad ding two now steamboats, tho Relief and tho Olive Branch. Unlike their predecessors these boats had sin gle hulls and sido wheels. Subsequently agitation in tho southern part of Brooklyn led to the establishment of tho South Ferry.

Tlio Bridge ns A LONG STEP FOBWA3TD. Bnt the great communities flanking the swiftly flowing current of the East River wero growing restive under the continued inadequacy of the primitive barge and steam ferryboats. In 1834 Brooklyn was incorporated as a city. Tho urban limits were extending with what at the time was regarded as marvelous rapidity. Tho complotion of tho Long Island Railroad gave to the South Ferry an unanticipated importance.

The population was four times what it had been when the lease was given to Fulton Ferry in 1814." It does not seem surprising that under thoso circumstances the cititena grew anxious for increased facilities for crossins to and couutcnanco In tho lower bay tho aborigines had established a Una of canoes with such accessories as tho times could afford 7 True, they were without steam, shekels and other modern improvements, and it is evon doubtful if they over Bold commutation tickets, but it is reasonable to eupposo that thero woro travelers among them and that they did not all profer to swim, providing they could avoid it. But coming out from tho of aboriginal tradition and speculation, wo find records ample to tell us what tho white man did after ho onco got his hand placed firmly upon tho helm. It appears from tho colonial records that thero was a ferry across tho East River as early as 1G12. A point that will strike Brooklyn peoplo as ono of peculiar Interest is that from the beginning down to tho present tho landing on thi3 sido was at tho place where tho present Fulton Ferry houso stands. In Now York tho ferry terminated at what is now known aa Peck Blip.

New York City gained tho title to the ferry franchises under ancient charters grauted by tho British Crown, which rights havo been confirmed by subsequent colonial legislation aud by tho acts of the Legislature of tho State of Now York. Governor Dongan's charter, dated April 20, 1680, informs ns that tho city Iuu "established ono ferry from Baid city to Long Island for tho accommodation and convenience of passongers." Tho next step, under tho Cornbury charter of 1708 had a fino flavor of monopoly about it. This charter was based upon a po titlon of tho New York City Fathers, representing that tho income of said city from the ferry was greatly diminished by divers persons transporting themselves and others to and from tho Island of Nassau (Long Island) First Ferry to Long over the East River without landing at the ferry place, and prayed for a confirmation of tho grant for tho "old ferry," and "also of the vacant and unappropriated land between high and low water mark on the Long Island side fronting tho City of New York, from tho Wallabout to Red Hook," with powor to establish and maintain ono or moro ferries. It was deemed considerate by tho trainers of this charter that people wero permitted to transport thoir own goods in their own boats to and from their own dwellings and plantations. Then camo tho Montgomery charter of 1730 and the State legislative ouactment of 1801, confirming the rights of Now York City.

Upon the Brooklyn eldo vigorous opposition was mado to tho absolute control of the ferries by Now York, "out without avail, and the Metropolitans havo managed to maintain their grip to this day. Under all tho charters heretofore alluded to tho lan ding from rowboata waB made during tho calm weather at tho south side of Fulton Btroot near Furman street, and In stormy weather at tho north Bido of tho pier known as the Corporation Dock and Stairs. In Now York the landing was removed about 1700 from Peck slip to Fly Markot Blip, the present foot of Maiden lano. Additional landings wero subsequently established at Coentlca slip in New York and at Livingston's wharf, foot of Joralemon Blreet, Brooklyn. Tho boats provided by tho lease of 1789 were each required to bo worked by two experienced watermen, furnished with four oars and two boat hooks, aud to bear tho names of tho owners and proper numbers.

Thoso who ran tho boats were required to pay tho city for each two boats from tho Fly Market slip $17.50 a month and Brooklyn from Peck slip $7.50 per month. Bails woro used on Bomeof the boats, but whether propelled by oars or sails the boatmen experienced great difficulty in operating them, particularly in stormy weather. THE ADVENT OF STEAM. Tho steady growth of New Y'ork and the spread of Brooklyn impressed upon tho public the necessity of moro adequate means of crossing tho river than tho row and sail boats. Improved facilities camo from an unexpected quarter, nono other than the steamboat, thercto foro a stranger to the waters around Manhattan Island.

Tho advent of tho Fultonian masterpiece, the Clermont, was followed iu 1812 by tho establishment of a ferry between New York City and Faulus Hook, now known as Jersey City. With the assistance of his patron, Robert R. Livingston, Fulton had obtained in 1808 a thirty year's legislative grant giving himself and his friend exclusive right to uso steamboats for navigation on all the waters of Now York. Holding this valuable right, Fulton and Livingston in 1812 offored to tho authorities of New York to establish a steamboat ferry from Fly Market slip to Brooklyn. Tho proposition was accepted with the understanding that tho New York lauding should bo at Burling slip, and this vas again changed so that tho metropolitan terminus was Beckman Blip, now known as tho foot oi uuon sircci, Now York.

Fair Btrect was extended from the river to Broadway and given tho name of Fulton street in honor of the great inventor. From this point may properly be dated tho origin of Fulton Ferry, the lino which last year transported upward of 22,000,000 of passengers. Robert Fulton and William Cutting, his brother in law, leased the new ferry for 25 years from May 1, 1814 to May 1839 at an annual rental of $4,000 per annum for the first 18 years aud $4,500 per annum for tho last seven years. In theso days tho requirements of lease seem very Bimplo. Messrs.

Fulton and Cutting were required to put on tho ferry ono steamboat similar to that running to Paul us Hook; to run onco an hour from each Bide of the by to was 33 was on the in gor at by a All Kerry of the Battery and dashed across their course, or the iin I JJ'P JlSf't" i nfpV. 'Then. too. B3 Uleil lion uuno tho Ico blockades, whereby thousands of peoplo woro detained from business for days, aud many hundreds kept for hours in midrlver wero remembered, and thero came, to cap tho climax, tho suggestion of increased jeopardy when two of tho pilots dropped dead at their wheels while they were steering their overcrowded vessels from shore to shore. Tho hour had come for ono more spin of the great metropolitan world down tho ringing grooves of change Tho air was full of suggestions, many of them tho wild utterances of cranks, others tho Bincero theories of uninformed but well meaning citizens.

As far back as 1830 General Swift en estimablo Brooklynlto of tho olden time, proposed the construction of a dyko across the river, upon which was to be laid out a boulevard wedding togethor tho two cities. This idea nover took practical Bhape, although it was advanced many years later In a modified form by a celebrated engineer in this city. COLONEL ADAMS' PLAN. Among tho intelbgent aud practical meu who had In mind the idea of solving tho problem, was Colonel Julius W. Adams, of this city, for many years recognized as ono of the most accomplished members of tho profession of civil engineering, lie had held tho matter in contemplation ever since 1855, when ho was engaged upon tho bridgo of tho Lexington and Danville Railroad Company over tho Kentucky River, near tho mouth of Dix River.

Colonel Adams never lost eight of tho importance of the matter, and upon his return to Brooklyn followed it up with characteristic zeal. After tho conclusion of tho war ho renewed his attentions to tho subject, and finally in 18G5 ho succeeded in maturing a plan which ho bclioved was practicable. His idea was to build a suspension bridgo from Fulton Ferry on tho Brooklyn Bido to a point near Chatham square on tlio New York side. Tho intention was to have tho main body of tho bridgo built of two olliptic tubes, placed Bido by side and supported by ribbons of Bteel. Thero woro to bo three platforms for travelers, and it ia claimed by its projector that tho capacity would havo been greater than that of tho present structure.

Colonel Adams communicated his plan to Mr. William C. Kingsley, who was largely engaged in tho contracting business in this city. Mr. Kingsley entered heartily into tho spirit of the enterprise, and carefully oxamiued tho diagrams submitted by tho engineer.

Ho spent several montli3 iu a thorough and exhaustive examination of the entiro question, Btudled tho needs of tho two cities, and finally becamo thoroughly impressed with tho practicability and feasibility of tho Bchemo. Iu connection with tho project ho consulted with Bome of tho eminent and public spirited citizons of Brooklyn, among them tho Hon. James 8. T. Stranahan, lion.

Henry C. Murphy, Judge Alexander McCue, tho lato Isaac Van Andcn, Seymour L. Husted and Thoma3 KiuBclla. Tbo moro theso gentlemen talked and thought about tho matter tho deeper interest they felt in it. Mr.

Kingsley in particular continued undisturbed in tho belief that the timo for bridg ing tho river had come, and ho persisted in this view until tho enterprise was carried) beyond tho region of remote speculation into tho clear ntmosphcro of intelligently directed and practical effort. Tho Hon. Henry O. Murphy at tho timo represented Kings County in tho State Sonate, whero ho wielded a vast infiueuco and was regarded as ono of tho leaders of his party in tho Stato. Upon tbo baaiB of Colonel Adams' plans a bill was prepared providing for tho construction of a bridge across the East River.

Copies of tho original drawings woro taken to Albany and exhibited in tlio Sonate and Assembly Chamber. Tho project received Senator Murphy's nnflagging Biipport, and through Mb endeavors and tho enorgctic aud untiring aid of its projectors, it becamo a law, THE ORIGINAL ACT. The act Incorporating the New York Bridgo Company was passed by tho Legislature on April 16, 1867. It named as incorporators tho following citizenB of New l'ork and Brooklyn John T. Hoffman, Edward Rugglea, Samuel Booth, Alexander McCuo, Martin Kalbflcifich, Charles A.

Towusond, Charles E. Bill, T. Bailey Myers William A. Fowler, Andrew If. Green, William C.

Rushinore, Alfred W. Craven, T. B. Cornell, Isaac Van Anden, Alfred M. Wood.

William Marshall, John W. Coombs, John H. Prentice, John P. Atkinson, Simeon B. Chittenden, Smith Ely, Grcnvillo T.

JonkB, Henry E. Pierropont, John Roach, Henry Q. Stcbbins, O. Mitchell, Seymour L. Husted, William W.

W. Wood, Edmund W. Corllcs, Ethelbert S. Mills, Arthur W. Benson, John W.

Hayward, P. P. Dickinson, J. Carson Brevoort, Samuel McLean, William Hunter, Edmund Driggs, John Morton. By this act power was given theso incorporators and their associates to acquire real estate for the sito of tho bridgc and approaches; to borrow money up to tho limit of the capital, and to establish laws and ordinances for tho government of the Btructuro upon its completion.

Tho capital stock was fixed at $5,000,000, In Bharcs of $100 each, and the directors were given power to increase the capital with tho conBent of the stockholders. It was further provided that tho incorporators already named Bhould constitute the first board of directors, holding their places until Juno 1, 1868, and that after that tho Board should have not less than thirteen nor more than twenty ono members. Tho officers wero to consist of a president, secretary and treasurer. The cities Ol New York and Brooklyn, or either of them, wero em ulation. The seasons of discomfort and peril from ice and Winter storm on tho forries aro relegated to tho field of unpleasant memory tho dangers of collison aro removed tho voxations and delays caused by fog and wind aro overcome, and the peoplo aro as safo in crossing the turbid waters of tho river as they are upon any city street.

Ilesido all this thero is tho opportunity opened up to tho overcrowded population of tho Me tropolis to securo within easy reach of thoir places of business occupation tho comfortable homes, tho educational advantages and tho many benefits which Brooklyn offers to all dwellers within its boundaries. In tho narrativo herewith prosontcd aro given an cxhanstivo sketch of the early days on tho East River, and tho foundation and conduct of pur ferry system from the establishment of the first forry a summary of tho discussion and agitation which led up to tho inauguration of tho bridge enterprise, togothor with tho story of tho New York llridge Company and tho record of the Hoard of Trustees a coniploto history of tho method of constructing tho bridge and a description of tho Btructuro itself an explanation of tho mode of rapid transit employed in the transportation of passengers; a statement of the financial condition of tho enterprise and tho rates of toll to bo charged detailed biographies of tho engineers who planned and carried out tho work and tho chief figures connected with the busiuoss sido of the undertaking sketches of directors, trustees and officials who havo been identified with the administration of the great trust a list of tho casualties on tho work and of tho men who lost their lives in its progress an account of tho moro celebrated suspousiou bridges of tho world an iiitorview with Colonel Adams, one of the earlier projectors of a river span, and a variety of other matters relative to tho bridgo. To render this history more complete, tho Eagle publishes a series of original illustrations especially prepared for this issuo representing in picturesquo form the salient points of tho accompanying narrativo and tho chief features of the mighty Btructuro. There are also presented tho portraits of the past and prcsont offlcera of the Board of Trustees, of the cliicf engi. neors, of tho assistant engineers, and of tho city officials who were associated in tho supervision of tho bridgo.

Of the principal illustrations referring to tho forries tho first shows tho landingplaco of the earliest regular ferry of which wo havo any account situated at the foot of Fulton street. This little picture iu itself is suggestivo of tho straits to which tho dwellers on cither shore were condrnmed when tho ferryman himself divided his timo between the propulsion of his frail bark and the cultivation of the soil. Next on the list of Illustrations ia tho first ferry houso leased with other buildings from William Morris. This house stood on the north sido of tho road opposite tho prcseut Elizabeth street, and about ono hundred feet from what was then tho shore line. It was upon this site that tho lessees erected a rier and ferry stairs aud inclosed a cattle yard.

Tho first steamboat used upon tho East River ferries, the Nassau, is depicted in nido form in the accompanying cut which, with the. advertisement attached, appeared in tho Lowj Island Star in 1814. A description of this clumBy and peculiar craft will lo found in tlieso columns. In comparison with thia boat is a sketch of tho iron steamboat Fulton, tho most recently constructed of tho Union Ferry Company's licet, and probably tho most complete ferryboat nflu.it. She ia shown with tho bridge in the background.

Four views are given of tho bridge, all of which aro engraved from photographs taken specially for the E.ioi.e. Tho first of these pictures, that at tho head of this page, represents tho main span as seen from Corlear'a Hook looking down tho river toward Governor's Island. This view shows tho superstructure, towers, tho cables and suspenders, with an outline of the adjacent docks and shipping on tho Urooklyn and Sew York sides. The second view of tho bridgo was photographed from the roof of Dr. Squibbs' chemical laboratory in llio rear of tho Eagi.vs office.

It shows the structure with largo portion ol tlio land span on this side, both towers, tho building at the foot of Fulton street, the Fulton Ferry houseB aud tho offices of tho Union Ferry Company. The third view gives a representation of tho Eagle office, with tho Brooklyn tower in the distance Tho illustration of tho Brooklyn approach, as seen from the terminus at Sands street, furnishes an excellent idea of tho massivencss and strength of the structure, and exhibits the railroad depot whero the opening ceremonies took place as it was ci.tering upon the final stages of ils construction. In order that every one may become fami liar with tho personal appearance of tho men most ac tivo in bridge matters there aro also presented herewith twenty nine portraits, Including those of the chief engineers aud their associates and assistants tho officials of tho New York Bridgo Company and tho members of the Board of Trustees of the New York and Brooklyn Bridge, tho Brooklyn Mayors who havo been in tho Board since its organization, the Mayor of Now York City, tlio Rev. Dr. Sforrs, tho orator of tho day on tho part of Brooklyn, aud others associated in various ways with the great enterprise.

Most of thoso whose photo graphs appear are still conspicuous amid tho activities of life, and Borne havo gone tho way of all tho earth. While thoso who remain are eminent enough to need no extended eulogy or biographical reference, tho bridge itself is an all sufficient monument for thoso who havo gono over to the majority. A GLANCE INTO THE PAST. Early Days on tlio East Kivcr Tho first Ferry llobcrt Fulton's Triumph. Tlio Introduction of Steam The ttise ami Wonderful Progress of llic Union Ferry Company How tlio KlillUms Were Transported Before the Uridprc Was Built.

Whoever renils the stoiy of tho great bridge cannot fall to find replete with interest tho history of the earlier methods of crossing the East River. An omission of the record of tho ferries would bo liko a play without the overture. Glancing over tho past in the light of the present it would almost seem that tho question of transit across tho river had been agitated from the timo that Hudson's merry men let go the anchor of the Half Moon in tlio harbor. Tho primitive means of crossing in the early days the old horso ferry, with its indications of future growth the introduction of steam as a motive power, under tho watchful cyo of the patient and successful Fulton tho development of the lines of tho Union Ferry Company to their existing position, and tho controversies that from tho outset have encompassed nearly every advance step, all go to make up a most entertaining narrative. That the ferries now in operation have for so many years furnished tho public with facilities for going from shore to Bhore, and this, too, in view of tho enormous growth of tho cities, is clear evidenco of tho intelligence and care which havo marked their management Indeed, even with tho splendid opportunity of crossing afforded by tho completion of the bridge, it is doubtful if a largo percentage of citizens in Brooklyn could look with any sort of composure upon their abolition.

Evou if tho river were spanned by a dozen enduring structures it is altogether unlikely that for years to come tho use of ferryboats would bo entirely dispensed with. IN THE MISTY PAST. Notwithstanding tho claims of historians and anti quarians, it is doubtful if the first ferry over tho river has ever received consideration. For who snail aeny that loiui before the polo faoo flashed tho IhzUt of his Stcninbont Fulton Now Knnufng. first referred to was published at tho timo as an advertisement of tho route.

Tho illustration of tho Fulton is from au original sketch ot tho vessel mado by Mr. Franklin Bassford, of this city. INAUGURATION OF THE GREAT PROJECT. Early Discussions About a Bridge Colonel Adams' Plnu Xlio New Tforlt Bridgo Company and Its Work Tho Original Incorporators and Subscribers to the stock Congressional and State Legislation Political and Mechanical Obstacles Tho Death ol Colonel Bocbling The Enterprise Placed Under Control of the Two Cilies. Opinions differ regarding tho authorship of the first suggestion of a bridge over tho East River.

Men who aro still young can readily recall tho years of agitation which marked the popular demand for some more adequate means of transit than those provided by the ferries. The improvements in the boats and other additions to tho service failed to silence the clamor of tho public. Sumptuous cabins, Bayly painted wood work, modem machinery and picturesque buildings provided by the ferry companies wero deemed poor compensation for the delays incurred, the discomforts endured and the dangers braved. In the mornings on their way to business, returning from their toil at night and in tho seclusion of tho home circle, the people ol Brooklyn, in one way or another, for years discussed the city's great need. The phenomenal growth ol popu Seen From tho Brooklyn Side, Xncludlnff the Fulton Ferry House, talned at two coals and free passes were withdrawn.

Notwithstanding these modifications it was not until 1859 that tho company was able to aocumlato surplus earnings. Upon the of the lease of the Gou verneur ferry in 1857 it was discontinued. During the period of the leaso to 1861 numerous attacks, legislative and otherwise wero made upon the oom pany, but they were, all successfully resisted. The lease of tho Union Fery Company was renewed In 1801 and extended for ten years. During' this decade re markablo strides 'wore made.

The list of improvemenU included the addition of throe new boats, the Peconio, Boslyn and I860: Dew ferry buildings wero secured the remainder of the work would 1)0 ao.1 roinnlUhcd with comparative ease. The only etemenil Continued on FourtU Paao Si.