late King of Uganda, whereas his son and successor, Myanga, was avowedly hostile. This war between the two powerful neighboring kingdoms in the south interrupted Emin's communications with Zanzibar, and cut off the shortest route by which a relief expedition could reach him from the Congo. When it seemed certain that Stanley's purpose of succoring Emin Pasha had miscarried, Major Barttelot, his lieutenant, who had remained in charge of the supplies in camp at Yambuga, on the Aruwimi, in May, 1888, set out in search of his chief at the head of 100 Soudanese soldiers that were left by Stanley, and 640 Zanzibari and Manyema bearers that Tippoo Tib raised for him. The latter proved unruly, and Barttelot employed harsh means to reduce them to obedience, but before he had gone far the Manyema bearers mutinied against his severe punishments, and assassinated the leader. The second in command, J. S. Jameson, returned to organize another expedition, but was stricken with a fatal fever. After the failure of these expeditions, Dr. Carl Peters and other persons interested in German colonial enterprises in East Africa obtained subscriptions of 1,000,000 marks for an expedition to rescue Emin Pasha, who is a German by birth, and was known as Dr. Schnitzer before he received his title in the Egyptian service, under the conduct of Dr. Peters, Lieut. Wissmann, and Herr Junker. The object of the enterprise was more plainly political than was that of the disastrous English expeditions. The route chosen runs for 1,500 kilometres, or more than three quarters of the distance, through territory over which Germany claims jurisdiction. From Mutansige, where the German possessions end, to Wadelai, the distance in a straight line is only 400 kilometres. The plan was to establish permanent stations along the route. The expedition was delayed by the troubles that occurred in the German possessions (see ZANZIBAR).

EMIN PASHA. The close of the year 1888 leaves the fate of Emin Pasha and of his rescuer, Henry M. Stanley, involved in mystery, while during its course but few, and for the most part unauthentic, tidings have been received from either. That the expedition was successful in arriving at its point of destination is proved by the official report received on December 23, from the Congo Free State, of the return of Stanley to Aruwimi river, in company with Emin, in August of the present year; but when the meeting took place, and whether the presence of one or both on the Congo in that month conflicts with the assertion of Osman Digma at Suakin, December 14, that Emin Pasha with a white traveler, who had been sent to his rescue, surrendered to the troops of the Khalifa on October 11, is matter of conjecture. The strongest proof of the latter story is the accompanying copy of a letter, recognized by Gen. Grenfell as the one written by himself for the Khedive of Egypt, which was forwarded to

Emin by Stanley; but whether the letter was taken from Emin himself or from Stanley, or was captured from some runner, it is impossible to determine.

Stanley (see "Annual Cyclopædia " for 1887, page 250) left Bolombo, May 11, 1887. It is known that he encountered great hardships in arriving at this point, 892 miles from the Atlantic. Scarcity of provisions, difficulties of obtaining transportation, and obstructions on the route, rendered it, in his own words, "a period of great anxiety; and whether we shall be able to tide over, without breach of order, I know not." After he passed Bolombo the conditions improved, the natives were more friendly, and sufficient rations were obtained. On June 18 the mouth of the Aruwimi river was reached, and a camp established, which Stanley left on the 23d with an advance-guard, and instructions that the porters promised by Tippoo Tib should follow with stores. A note was received from him, July 2, which is thus far the last direct communication, and all knowledge of his movements and whereabouts has since been derived from rumor alone. Explorers have been almost unanimous in opinion as to his safety. Stories have been afloat of a mysterious white pasha carrying all before him in the Bahrel Ghazel district, supposed to be Stanley, or, perhaps, Emin; and Arabs arriving at Kinshassa at one time said that Stanley had been wounded in a fight with natives, and that half of his escort had deserted. The first intelligence of import was received from couriers from Tabora, reaching Zanzibar on Nov. 1, 1888. Their tidings were a year old, but they reported that at the close of November, 1887, detachments of Arabs trading from Tabora in the regions between Lakes Albert Nyanza and Muta Nzige encountered the rear-guard of Stanley's expedition at a point west of the Albert Nyanza, and southeast of Sanga. Stanley himself was not seen, being two days in advance, but tales of hardships endured on the way were told by this party of thirty. There had been fighting with the natives for provisions, one of the white men of the party had died, forty had been drowned in crossing a great river, and Stanley with others had been ill with fever. This had delayed the march, already slow, three weeks. The total force, deducting all losses, was estimated by the Arabs at 250, but they were believed to be able to accomplish the journey. The northeasterly direction of the line of march had been abandoned to avoid the swamps, and Stanley was then proceeding north, intending to strike afterward to the east toward Wadelai, distant, it was estimated, a journey of forty or fifty days.

The reports of combats with the natives are substantiated by accounts from reconnoitring parties from the Aruwimi camp, who passed quantities of bones, supposed to be those of victims fallen in battles between the expedition and native tribes, and also by dispatches from Emin, dated at the beginning of 1888. Emin

was at that time in difficult straits, owing to the non-arrival of the promised stores, and had received reports of Stanley, stripped of men and supplies, hemmed in between the Maboda country and the Albert Nyanza, as also of his change of march in an unknown direction, owing to conflicts with 'the Matongora and Mino tribes. Advices from Emin, bearing date September and November, 1887, gave no tidings whatever of Stanley, though he himself headed in November a reconnoitring party to find him. In a letter to Dr. Felkin, published in the "Scotchman" of April 11, which bore date Sept. 3, 1887, in allusion to the Congo route, Emin said: "I know the almost impassable swamps, the number of rivers with floating vegetation, from personal observation, and I know well enough the difficulties which a traveler will have to surmount in marching from the Congo here." And yet this route through unexplored territory was deemed safer by the explorer than the more direct one through hostile Uganda.

Whether, as was asserted by Mr. Jameson, second to Maj. Barttelot in command, Tippoo Tib awaited news of the arrival of the advanceguard before sending carriers, or it arose from remissness in fulfilling his contract, a whole year was consumed in collecting the porters, who finally did not reach the appointed number. The severity of Maj. Barttelot had been severely commented on; officers and men were alike dissatisfied. Tippoo, it is said, vainly remonstrated against his treatment of the men. On June 10 he left the camp with a force of 22 Soudanese, 110 Zanzibaris, and 430 Manyemas, under command of a native Arab chief, Muni Somai. His intention, expressed in a letter to Mr. Mackinnon, was to follow Stanley, and, if possible, to find him, and, failing this, to reach Emin Pasha; and, if further search by them both were deemed futile, to place his forces at Emin's disposal. On July 19 he was assassinated by the Manyema force, who deserted, and on return to camp, Maj. Jameson proceeded to Stanley Falls, to organize another expedition. But his death at Bangala, August 17, put an end to all hopes of the kind. Capt. Van Gèle, a Belgian officer of the Congo, denies that Tippoo Tib was accessory to the death of Barttelot, and that chief, who was absent on an exploring party with Lieut. Baert, Belgian resident at Stanley Falls, south of Kassongo, expressed great regret, declaring he would have given half his fortune to avert the catastrophe, and repeated that he had warned Maj. Barttelot. These details are all that so far has been learned of the relief expedition. Maj. Bonny is in command of the Aruwimi camp, and it is said he was lately reached by a rumor that Stanley was proceeding at the back of the great oil rivers, under the British flag, and that the natives were friendly.

As regards Emin and his companion, Casati, who was left in November, 1886, with a detachment of soldiers at Unyoro, letters to Capt.

Camperio from the latter, of date Sept. 1 and 24, 1887, say that he had been taken prisoner by King Traxiore, whom he finally persuaded to become friendly to Emin, and who eventually charged him with a mission to negotiate an alliance. Emin's position in the beginning of April was reported hazardous. Two native messengers, who had been delayed by capture by Ugarda tribes, said, on August 1, at Zanzibar, that a summons to surrender had been received from the Mahdi at Khartoum, threatening attack, as also a letter from Sufton Bey (which Emin considered a forgery), urging assent to the surrender, in order to avert a massacre of Europeans at Khartoum and Wadelai. Outposts confirmed reports of the Mahdi's advance, alleging appearance of armed vessels at the confluence of the Nile and Sobat, and Emin had decided to advance with the bulk of his troops by the left bank of the Nile, and endeavor to surprise the Mahdi, compensating for lack of provisions by the rapidity of his attack. He was sorely troubled by the non-arrival of Stanley. Provisions were scarce, and the troops beginning to become discouraged. There have been reports of the arrival of Stanley at Wadelai early in January and of the concerted action of him and Emin, but these are denied.

In reply to a request of Gen. Grenfell for news of Stanley, Osman Digma furnished at Suakin the news received in a letter from the Khalifa Abdulla, of the surrender of Emin and a white traveler in chains by the officers and troops of the former to Oman Saleh, commanding a steamer expedition to the equator, which reached Lado on October 11. Oman Saleh found a quantity of feathers and ivory. He reported that a white traveler sent to Emin, named Stanley, brought orders from the Khedive to accompany him, offering the remainder of the force the option of going to Cairo or remaining. They refused to enter Turkish service, and welcomed Oman. Another traveler had visited Emin and was gone, but he was making search for him. In proof of the capture, Osman Digma sent Snider cartridges, alleged to have been taken from Emin, and Dr. Junker says that Emin was provided with Snider arms. But the date on these was twenty years old, and the weight of evidence lies with the letter of the Khedive, the existence of which, being a state secret, is with difficulty explained, and renders it impossible to regard the whole as a strategem to secure the surrender of Suakin in exchange for the lives of the white prisoners. If Stanley returned alone to Bongala, as is said in advices of December 21, leaving Emin in possession of plentiful stores of ivory, with numerous oxen, and in health but for a slight affection of the eyes, he may have escaped the fate of Emin, should the latter prove indeed a captive.

A second expedition for the relief of Emin has been for some time under discussion at Berlin, to be commanded by Lieut. Wissman, and it is expected to set out in February, 1889.

The delay is partly due to the impossibility of obtaining the passage of the East African bill by the Reichstag before that date. The expedition is advocated by the German Government as assisting the antislavery operations in Africa.

A letter written by Mr. Stanley reached Brussels on January 16. It was dated at Boma of Bonalya Muretia, August 17, and was addressed to Tippoo Tib. He says: "I reached here this morning with 130 Wangwana, 3 soldiers, and 66 natives belonging to Emin Pasha. It is now eighty-two days since I left Emin Pasha on the Nyanza. I only lost three men all the way. Two were drowned, and the other decamped. I found the white men who were looking for Emin Pasha quite well. The other white man, Cassati, is also well. Emin Pasha has ivory in abundance, thousands of cattle and sheep, goats and fowls, and food of all kinds. I found him a very good and kind man. He gave all our white and black men numbers of things. His liberality could not be excelled. His soldiers blessed our black men for their kindness in coming so far to show them the way. Many of them were ready to follow me out of the country, but I asked them to stay quiet a few months, that I might return and fetch the other men and goods left at Yambunga. If you go with me it is well; I leave it to you. I will stay here ten days, and will then proceed slowly. I will move hence to Big Island, two hours' march from here above this place. There there are plenty of houses, and plenty of food for the men. Whatever you have to say to me, my ears will be open with a good heart as it has always been toward you. Therefore if you come, come quickly, for on the eleventh morning from this I shall move on. All my white men are well, but I left them all behind except my servant William, who is with me."

ENGINEERING. Bridge over Harlem River. The insignificant estuary that separates Manhattan Island from the mainland promises to become in itself a compendium of bridge architecture. It is already crossed by numerous structures representing nearly all the types of bridge-building, from solid masonry to finest steel. The latest addition, as shown in Fig. 1, is a good specimen of modern engineering. It crosses the river at 181st Street.

The banks at this point are quite high and precipitous, those on the island or west shore rising directly from the water, while those on

FIG. 1.-NEW BRIDGE OVER HARLEM RIVER.

the mainland are now separated from the water by flats on which are wharves, railway tracks, etc. The new bridge is for a highway. The structure is combined masonry, steel, and wrought-iron, carrying foot and road-ways. The approaches are each 660 feet long, and the remaining 1,060 feet—the bridge proper consists of two steel arches and a central stone pier. The carriage-way is 50 feet wide, with a 15-foot side-walk on either hand. The carriage-way is laid with granite blocks, and is 151 feet above the river. The intrados of the arch is 133 feet above the river.

One of the most interesting engineering features of the structure is the bearing of the arch ribs, as illustrated in Fig. 2. At the end of each rib the top and bottom chords converge, and a second bearing or bed is formed, which receives the projecting surface of the pin, a free space being left between the skew back bearing and terminal of the rib. Thus a sort of hingejoint is formed that secures a true thrust undisturbed by varying load or by changes of temperature. As the rib can oscillate freely in such a

FIG. 2.-PIVOT-BEARING AND SKEWBACK, HARLEM BRIDGE.

bearing, no destructive strain is possible. Each rib thus ends, constructionally speaking, in a sort of point. As a concession to the public the general lines of the rib are carried out as shown in outline, but these outlined parts do none of the work. It is rather a pity that these superfluous plates were added. They detract from the character of the structure, and the public should be educated up to such devices. With an extreme range of temperature, a rise and fall of the crown of the arch through a space of three inches may occur, and many times this amount is provided for by the pivotal bearing. Each arch consists of six ribs thus constructed and supported. They are spaced laterally 14 feet from center to center. Their rise is 90 feet. They are connected by bracing that

has two distinct functions, namely, wind bracing, in the line of upper and lower flanges or chords of the ribs; and sway bracing, which extends from rib to rib at each junction of the voussoirs or panels. From the upper surfaces of the arch rise vertical columns, upon which rest the cross floor-beams. These columns are 15 feet from center to center, and they determine the varying length of the rib panels, already alluded to, as each column starts from the termination of a joint between the voussoirs. The two main arches, one spanning the river, the other the railroads, streets, and low ground on the east bank, are identical in construction. They contain about 7,500 tons of iron and steel.

The skewbacks, pins, and bearings are of forged steel. The arch-ribs are of steel. Both open-hearth and Bessemer steel are used, but the tests call for an ultimate tensile strength of 62,000 to 70,000 pounds to the square inch, an elastic limit of not less than 32,000 pounds, with a minimum elongation of 18 per cent. The bracing, vertical posts, and floor-beams are of wrought-iron. Most of the riveting is done by machine, air riveters being used for work in situ. Before being riveted together, all abutting surfaces were painted. Rivets of seven-eighths-inch diameter are used throughout. William R. Hutton is the chief-engineer, with Theodore Cooper as assistant.

Pontoon Bridge at Nebraska City. - Pontoon bridges are generally used for temporary purposes, but there are some notable exceptions. At Nebraska City the Missouri river has two arms, and the main branch has a very swift current, often bearing large quantities of driftwood. The lesser arm is crossed by a permanent crib-work, 1,050 feet long. The pontoon section is 1,074 feet long. A central span of 528 feet is closed by two swinging sections, which form a V-shaped junction, with the angle pointing down stream. When it is desired to open the draw, the fasts at the apex are cast off, and the two halves at once swing apart, the current doing all the work. The operation of closing is also aided by the current, and the whole, it is said, can be effected by one man. The floats are constructed so that the ordinary "flood trash" of the river is carried under them by the force of the current. The constructing engineer was Colonel S. N. Stewart, of Philadelphia, and the success of the bridge has been such that others are already proposed for the great Western rivers. The cost of the structure was $18,000, and it was built in a surprisingly short time.

Just above the pontoon is a second bridge, built for the use of the railroads. This also is a recently completed structure. It was built by the Union Bridge Works, and is of steel throughout. The caissons were sunk in December, 1887, and January and February, 1888. The first piece of metal was put in position February 13, and on June 8 the last piece was in place. The through spans are 400 feet, the

deck span 325 feet long. The entire length of the bridge is 1,128 feet, and its weight is 1,489 tons. The stone piers are 85 feet high, and are 18 by 46 feet at the base.

The Arthur Kill Bridge.-The history of this bridge involves some interesting problems in law as well as in mechanics. Arthur, or more properly Anthur (that is "farther ") Kill is a tidal river separating Staten Island, N. Y., from New Jersey. It is, therefore, an interstate bridge, and the sanction of the General Government had to be secured for its erection. The Secretary of War held the plans under consideration for nine months, and finally approved them without modification. Then followed an injunction procured by the State of New Jersey, which checked the work for six months longer, and was finally disposed of by Justice Bradley, of the United States Circuit Court, who decided against the injunction, holding that Congress had the right to regulate interstate commerce even though the States themselves were opposed to its action.

The great importance of securing railroad communication with the mainland is obvious at a glance, since the shores of Staten Island are admirably adapted for purposes of commerce. Five or ten miles of additional wharfage will be opened on New York harbor, and the facilities of shipment will thus be very largely increased. The bridge was authorized by act of Congress of 16 June, 1886, and two years were allowed for its completion. On 13 June, 1888, the great draw was pronounced in working order. The bridge is owned by an independent organization, the Staten Island Rapid Transit Company, and is open to the use of all railroads on payment of the regular tolls. This removes it from the suspicion of monopoly, since it is practically a public highway. The Kills at this point are about 600 feet wide for navigable purposes, and the entire length of the bridge, exclusive of approaches, is 800 feet. It consists of two shorespans of 150 feet each, covered by fixed trusses, and two draw-spans of 206 and 204 feet each in the clear. The draw-bridge is the largest now in existence, the total length being 500 feet, but it can be opened or closed in about two minutes. The lower chords of the drawtrusses are 30 feet above mean high water. The iron work was pushed with great rapidity, and under apprehensions at times of delay on account of strikes. In four weeks the drawspan was put together. Two weeks more were required for the adjustment of the machinery. The draw contains 656 tons, and each of the approaches contains 85 tons of metal. The total cost of the bridge was $450,000. The iron work was supplied by the Kingston Bridge Company, and Charles Ackenheil was the superintending engineer. In modern engineering works, especially where they are pushed forward with rapidity, there is often a culpable carelessness. The Arthur Kill bridge was completed without any fatal accident.

Bridge at Benares, India.—An important link in the Indian system of railroads was finished and opened for traffic early in February. The structure is named for Lord Dufferin, Viceroy of India, who took part in the opening ceremonies. The bridge was constructed for the Oudh and Rohilcund Railway Company, under the superintendence of H. B. Hedersedt, chief engineer, and F. T. G. Walton, executive engineer. The river Ganges at this point is more than 3,000 feet wide, and the total length of the bridge is 3,568 feet. The work has been more than eight years under construction. The shifting sand-bed and the rapid current, with great fluctuations in the depth of water, have presented obstacles to rapid work. The main stream is crossed by seven spans of iron girders of 356 feet, each supported on brick piers. But less than half the brick work of these great piers is visible, no less than 120 feet of the masonry being below water, and 82 feet representing foundations carried into the sandy bed of the river, which here, in the rainy season, has a depth of 92 feet, with a velocity of 20 feet a second. The total cost of the bridge, not including the approaches, was about $3,000,000. Since 1881 Mr. Walton has had the personal superintendence of the work, and his services were recognized by the Empress, who created him a Commander of the Indian Empire. The city of Benares is one of the most important, historically and commercially, in India, and is regarded as sacred by the Hindus. The opening of direct railroad communication with the sea-coast will vastly increase its commercial facilities, and will no doubt radically change its character before many years.

Foot-Bridge, River Ouse.―The city of Bedford, England, lies on the north side of the river Ouse, about forty-five miles from its mouth. The corporation of the city acquired land on the south side of the stream for a public recreation-ground, and it became necessary to span the river with a foot-bridge of such construction that it would not obstruct the view, for public gardens already existed on the north side of the stream. It was deemed necessary also to insist upon a clear waterway of fifteen feet in mid-channel. There was practically no place for abutments. The conditions were met by means of the double arch shown in the illustration, the upper one consisting of two arched ribs by which the lower arch bearing the footway is supported. The clear span is 100 feet, and the footway is 7 feet wide. The arched ribs each consist of four angles 4 inches by 3 inches by inch, braced together by angle irons 3 inches by 3 inches by inch and 2 inches by 24 inches by inch, and flat bars 3 inches by inch, and 2 inches by