. Electric railway journal . ments to the Long Island fills and viaducts, including the famous HellGate bridges, have largely contributed to make the con-struction so costly. At the meeting of the New York Railroad Club heldon March 15, 1918, E. R. Hill of Gibbs & Hill, the de-signers and builders of the overhead and telephone andtelegraph conduit system of this line, read a paperwhich contained much valuable information regardingthe New York Connecting Railroad. This paper wasabstracted in the issue of the Electric RailwayJournal for March 23, 1918, page 556. He stated that
. Electric railway journal . ments to the Long Island fills and viaducts, including the famous HellGate bridges, have largely contributed to make the con-struction so costly. At the meeting of the New York Railroad Club heldon March 15, 1918, E. R. Hill of Gibbs & Hill, the de-signers and builders of the overhead and telephone andtelegraph conduit system of this line, read a paperwhich contained much valuable information regardingthe New York Connecting Railroad. This paper wasabstracted in the issue of the Electric RailwayJournal for March 23, 1918, page 556. He stated thatthe length of two-track passenger line, from Port Mor-ris to Sunnyside Yard, which is now completely electri-fied, is 5 miles. The two-track freight line, from PortMorris to Bay Ridge, which is to be electrified later,is 20 miles long. The famous Hell Gate bridge has alength between abutments of 977 ft., and a length out-side the towers of 1150 ft. Its clear height above mean 1044 Electric Railway Journal Vol. 51, No. 22. CROSS CATENARY OR WIRE CROSS-SPAN CONSTRUCTION,WITH GUYED TUBULAR POLES (FUTURE SIGNALBRIDGE IN BACKGROUND) high water is 135 ft. Mr. Hill explained that thegradients involved in surmounting the Hell Gate bridge,and descending under the East and North Rivers im-posed much heavier requirements upon the locomotivesthan are imposed by the comparatively level New Havenline. It has been necessary to provide locomotives hav-ing a one-hour rating of 2550-hp., 50 per cent greaterthan the capacity of the present heavy New Havenlocomotives. To supply power to these locomotives very substantialoverhead construction has been erected. The nature ofthe line, with its numerous curves and viaducts, hasmade it necessary to design a number of special struc-tures for the support of the overhead. Provision forexpansion occurring in the viaduct trusses and girders,has also required careful consideration in the way in which many of the problems were solved isindicated in
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