The Great Bridge (97 page)
*
Eads had completed the east abutment of his bridge in early April of 1871, with his caisson an incredible 136 feet below the Mississippi. Eads too was having trouble with advancing expenses, with construction costing about double his original estimate, but in October 1871, before work had even begun inside the New York caisson, Eads had written that all the most formidable difficulties had now been surmounted.
Eads had completed the east abutment of his bridge in early April of 1871, with his caisson an incredible 136 feet below the Mississippi. Eads too was having trouble with advancing expenses, with construction costing about double his original estimate, but in October 1871, before work had even begun inside the New York caisson, Eads had written that all the most formidable difficulties had now been surmounted.
*
The anchorages were in fact built entirely of limestone, with the exception of the corners, front arches, and the cornice. There was also about 650 cubic yards of granite placed directly over the anchor plates.
The anchorages were in fact built entirely of limestone, with the exception of the corners, front arches, and the cornice. There was also about 650 cubic yards of granite placed directly over the anchor plates.
*
In 1877 a group of architects would be called in as consultants on Hildenbrand’s plans. The best known of them was George B. Post, who was then designing a lofty new Queen Anne-style home for the Long Island Historical Society, at Pierrepont and Clinton Streets, and who would later do the New York Stock Exchange (1903).
In 1877 a group of architects would be called in as consultants on Hildenbrand’s plans. The best known of them was George B. Post, who was then designing a lofty new Queen Anne-style home for the Long Island Historical Society, at Pierrepont and Clinton Streets, and who would later do the New York Stock Exchange (1903).
*
Years later, at Quebec, a huge bridge partly designed by Cooper, by then an engineer of national prominence, would collapse during construction, killing seventy-five men. On hearing the news Roebling would write scathingly of engineers who design bridges but do not give the actual construction their personal attention. “It is one thing to sit in your office and split hairs,” he would write, “but a different thing to get out and command men and meet the realities of great construction.” Ironically, Roebling was unaware, it seems, that Cooper had not been at Quebec because of his health.
Years later, at Quebec, a huge bridge partly designed by Cooper, by then an engineer of national prominence, would collapse during construction, killing seventy-five men. On hearing the news Roebling would write scathingly of engineers who design bridges but do not give the actual construction their personal attention. “It is one thing to sit in your office and split hairs,” he would write, “but a different thing to get out and command men and meet the realities of great construction.” Ironically, Roebling was unaware, it seems, that Cooper had not been at Quebec because of his health.
*
Prior to this time, cables were made of “bright” wire, which was oiled, greased, or painted for protection against the elements.
Prior to this time, cables were made of “bright” wire, which was oiled, greased, or painted for protection against the elements.
*
At least one photographer had already been to the top of the Brooklyn tower, J. H. Beals, who earlier in the year had made the first great panoramic photograph of lower Manhattan, from the Battery to Rutgers Street, by taking five different views that he later spliced together into one panorama more than seven feet long.
At least one photographer had already been to the top of the Brooklyn tower, J. H. Beals, who earlier in the year had made the first great panoramic photograph of lower Manhattan, from the Battery to Rutgers Street, by taking five different views that he later spliced together into one panorama more than seven feet long.
*
Crucible steel, steel made in comparatively small quantities in crucibles, or casts, was considered the finest-grade steel and was used principally for tools. Bessemer steel, made in a “converter” according to a process developed by the Englishman Henry Bessemer twenty years earlier, was the least expensive steel on the market, the kind used in the greatest quantity in the 1870’s and for rails chiefly. Between the two, crucible steel was thought to be markedly superior but the quality control of Bessemer steel had, in fact, been perfected to a remarkable degree by Carnegie and others. It could be produced in far greater quantity and was without question a perfectly respectable product.
Crucible steel, steel made in comparatively small quantities in crucibles, or casts, was considered the finest-grade steel and was used principally for tools. Bessemer steel, made in a “converter” according to a process developed by the Englishman Henry Bessemer twenty years earlier, was the least expensive steel on the market, the kind used in the greatest quantity in the 1870’s and for rails chiefly. Between the two, crucible steel was thought to be markedly superior but the quality control of Bessemer steel had, in fact, been perfected to a remarkable degree by Carnegie and others. It could be produced in far greater quantity and was without question a perfectly respectable product.
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The Ashtabula disaster was only the worst of hundreds of bridge failures of the time. Something like forty bridges a year fell in the 1870’s—or about one out of every four built. In the 1880’s some two hundred more fell. Highway bridge failures were the most common, but the railroad bridge failures received the greatest publicity and cost the most lives.
The Ashtabula disaster was only the worst of hundreds of bridge failures of the time. Something like forty bridges a year fell in the 1870’s—or about one out of every four built. In the 1880’s some two hundred more fell. Highway bridge failures were the most common, but the railroad bridge failures received the greatest publicity and cost the most lives.
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One of these firsthand accounts of crossing the footbridge was an entire fabrication, Farrington said later, but he never indicated which one it was. The day the reporter appeared at the bridge, Farrington had told him it was too windy for an inexperienced man to go out. Immensely relieved the reporter had returned to his paper, only to be told by the editor that he was to get the story wind or no wind. So he had retired to a quiet place, sat down, and drawn on his imagination.
One of these firsthand accounts of crossing the footbridge was an entire fabrication, Farrington said later, but he never indicated which one it was. The day the reporter appeared at the bridge, Farrington had told him it was too windy for an inexperienced man to go out. Immensely relieved the reporter had returned to his paper, only to be told by the editor that he was to get the story wind or no wind. So he had retired to a quiet place, sat down, and drawn on his imagination.
*
There was so much talk about her, in fact, that at the next alumni gathering, a year later, a Brooklyn engineer named Rossiter W. Raymond, who was not an RPI graduate, but was widely known as an afterdinner speaker, was asked to come and give a special toast. (Raymond had such a grandiloquent platform manner that he would one day be invited to succeed Beecher at Plymouth Church, an invitation he declined.) “Gentlemen, I know that the name of a woman should not be lightly spoken in a public place,” he said to his hushed audience, “…but I believe you will acquit me any lack of delicacy or of reverence when I utter what lies at this moment half articulate upon all your lips, the name of Mrs. Washington Roebling.”
There was so much talk about her, in fact, that at the next alumni gathering, a year later, a Brooklyn engineer named Rossiter W. Raymond, who was not an RPI graduate, but was widely known as an afterdinner speaker, was asked to come and give a special toast. (Raymond had such a grandiloquent platform manner that he would one day be invited to succeed Beecher at Plymouth Church, an invitation he declined.) “Gentlemen, I know that the name of a woman should not be lightly spoken in a public place,” he said to his hushed audience, “…but I believe you will acquit me any lack of delicacy or of reverence when I utter what lies at this moment half articulate upon all your lips, the name of Mrs. Washington Roebling.”
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The East River bridge was to be larger in every way. The river span of the Cincinnati Bridge was 1,057 feet, or 543 feet less than what Roebling had projected for the East River. The over-all length of the Cincinnati Bridge, 2,252 feet, was less than half the length, and its width, 36 feet, was also less than half that of the new bridge Roebling had planned.
The East River bridge was to be larger in every way. The river span of the Cincinnati Bridge was 1,057 feet, or 543 feet less than what Roebling had projected for the East River. The over-all length of the Cincinnati Bridge, 2,252 feet, was less than half the length, and its width, 36 feet, was also less than half that of the new bridge Roebling had planned.
*
There is no official figure for the number of men killed building the bridge. The Bridge Company compiled no list, kept no precise records on the subject, which is characteristic of the age. In a booklet made up from his Cooper Union talks and published after the bridge was built, Farrington says between thirty and forty men died in the work, which is especially interesting if it is remembered that Emily Roebling may have done Farrington’s writing for him. The Chief Engineer and William Kingsley, however, both said twenty had died and from the deaths reported in the papers and mentioned here and there in the minutes of Bridge Company meetings that seems to be a realistic figure.
There is no official figure for the number of men killed building the bridge. The Bridge Company compiled no list, kept no precise records on the subject, which is characteristic of the age. In a booklet made up from his Cooper Union talks and published after the bridge was built, Farrington says between thirty and forty men died in the work, which is especially interesting if it is remembered that Emily Roebling may have done Farrington’s writing for him. The Chief Engineer and William Kingsley, however, both said twenty had died and from the deaths reported in the papers and mentioned here and there in the minutes of Bridge Company meetings that seems to be a realistic figure.
*
Apart from any interest he had in the lighting contract, Thomas Edison was enormously fascinated by the bridge and spent hours watching its progress. He also took some extraordinary movies, among the earliest he made, of the final weeks of construction.
Apart from any interest he had in the lighting contract, Thomas Edison was enormously fascinated by the bridge and spent hours watching its progress. He also took some extraordinary movies, among the earliest he made, of the final weeks of construction.
*
Joseph Pennell, Joseph Stella, John Marin, Childe Hassam, Georgia O’Keeffe, O. Louis Guglielmi, Raoul Dufy, Ludwig Bemelmans, Lyonel Feininger, Albert Gleizes, and Max Weber are some of the artists who have taken the bridge as their subject. Several, such as Marin and Stella, have gone back to it many times. Stella’s powerful abstraction
The Bridge
(1918) is probably the best known of all the paintings.
Joseph Pennell, Joseph Stella, John Marin, Childe Hassam, Georgia O’Keeffe, O. Louis Guglielmi, Raoul Dufy, Ludwig Bemelmans, Lyonel Feininger, Albert Gleizes, and Max Weber are some of the artists who have taken the bridge as their subject. Several, such as Marin and Stella, have gone back to it many times. Stella’s powerful abstraction
The Bridge
(1918) is probably the best known of all the paintings.
*
The first subway, between Bowling Green, in Manhattan, and Joralemon Street, was completed in 1908; and the Brooklyn-Battery Tunnel, opened in 1950, is one of the longest underwater tunnels in the world.
The first subway, between Bowling Green, in Manhattan, and Joralemon Street, was completed in 1908; and the Brooklyn-Battery Tunnel, opened in 1950, is one of the longest underwater tunnels in the world.
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With careful editing and numerous annotations she managed to turn a rather dry, colorless diary kept by a Putnam County preacher into an engaging chronicle. She also included an additional chapter on the Warren family. Titled
The Journal of the Reverend Silas Constant,
it was published in 1903.
With careful editing and numerous annotations she managed to turn a rather dry, colorless diary kept by a Putnam County preacher into an engaging chronicle. She also included an additional chapter on the Warren family. Titled
The Journal of the Reverend Silas Constant,
it was published in 1903.
*
All figures are based on the bridge as it was when completed in 1883.
All figures are based on the bridge as it was when completed in 1883.
*
The most famous latter-day example of this same phenomenon was the collapse of the Tacoma Narrows Bridge, over Puget Sound, in the state of Washington. On November 7, 1940, in a high wind, “Galloping Gertie,” as the bridge became known, began heaving up and down so violently that it soon shook itself to pieces. The bridge lacked “aerodynamic stability” the experts concluded, for the simple reason that the necessary stiffness preached by Roebling had been overlooked by the designer. Eyewitness accounts of the disaster are strikingly reminiscent of the one from the Wheeling
Intelligencer,
written nearly ninety years before.
The most famous latter-day example of this same phenomenon was the collapse of the Tacoma Narrows Bridge, over Puget Sound, in the state of Washington. On November 7, 1940, in a high wind, “Galloping Gertie,” as the bridge became known, began heaving up and down so violently that it soon shook itself to pieces. The bridge lacked “aerodynamic stability” the experts concluded, for the simple reason that the necessary stiffness preached by Roebling had been overlooked by the designer. Eyewitness accounts of the disaster are strikingly reminiscent of the one from the Wheeling
Intelligencer,
written nearly ninety years before.
*
The full title of the translated work, published in 1867, was as follows:
A Journal of a Voyage to New York and a Tour in Several of the American Colonies, in 1679—80. By Jasper Dankers and Peter Sluyter, of Wiewerd, in Friesland.
Murphy’s other translations include:
The Representation of New Netherland
(1849), from the Dutch of Adriaen van der Donck, and
Voyages from Holland to America
(1853), from the Dutch of D. P. deVries. He also wrote
Henry Hudson in Holland
(1859) and
Voyage of Verrazzano
(1875), in which he took the mistaken view that Verrazzano’s claims of discovery were unfounded.
The full title of the translated work, published in 1867, was as follows:
A Journal of a Voyage to New York and a Tour in Several of the American Colonies, in 1679—80. By Jasper Dankers and Peter Sluyter, of Wiewerd, in Friesland.
Murphy’s other translations include:
The Representation of New Netherland
(1849), from the Dutch of Adriaen van der Donck, and
Voyages from Holland to America
(1853), from the Dutch of D. P. deVries. He also wrote
Henry Hudson in Holland
(1859) and
Voyage of Verrazzano
(1875), in which he took the mistaken view that Verrazzano’s claims of discovery were unfounded.
*
In his
Autobiography,
Carnegie would tell the story of a personable mechanic named Piper who was sent by the Keystone company to help on the St. Louis bridge. “At first he was so delighted with having received the largest contract that had yet been let, that he was all graciousness to Captain Eads. It was not even ‘Captain’ at first, but ‘Colonel Eads, how do you do? Delighted to see you.’” But presently feelings between them became a little complicated. “We noticed the greeting became less cordial.” Colonel Eads became Captain Eads, then Mr. Eads. “Before the troubles were over, the ‘Colonel’ had fallen to ‘Jim Eads’ and to tell the truth, long before the work was out of the shops, ‘Jim’ was now and then preceded with a big ‘D’.”
In his
Autobiography,
Carnegie would tell the story of a personable mechanic named Piper who was sent by the Keystone company to help on the St. Louis bridge. “At first he was so delighted with having received the largest contract that had yet been let, that he was all graciousness to Captain Eads. It was not even ‘Captain’ at first, but ‘Colonel Eads, how do you do? Delighted to see you.’” But presently feelings between them became a little complicated. “We noticed the greeting became less cordial.” Colonel Eads became Captain Eads, then Mr. Eads. “Before the troubles were over, the ‘Colonel’ had fallen to ‘Jim Eads’ and to tell the truth, long before the work was out of the shops, ‘Jim’ was now and then preceded with a big ‘D’.”
*
It was about this same time, during construction of the Big Bend Tunnel, in West Virginia, that a Negro railroad worker named John Henry drove just such steel drills faster, it was said, than any man, for which he would be immortalized in what has been called America’s greatest ballad. Henry supposedly met his death competing with a steam drill about 1870. No such steam drills were used in the bridge caissons.
It was about this same time, during construction of the Big Bend Tunnel, in West Virginia, that a Negro railroad worker named John Henry drove just such steel drills faster, it was said, than any man, for which he would be immortalized in what has been called America’s greatest ballad. Henry supposedly met his death competing with a steam drill about 1870. No such steam drills were used in the bridge caissons.
*
Copeland, unlike O’Rourke, had not been acting alone, but was a spy for Sheriff Jimmy O’Brien, a political enemy of Tweed’s, who got Copeland a job in Connolly’s office and intended to use the material to blackmail Tweed. Tweed offered O’Brien $20,000 to keep him quiet and promised more. O’Brien, who wanted $350,000, took the money, then took Copeland’s “research” to the
Times.
Copeland, unlike O’Rourke, had not been acting alone, but was a spy for Sheriff Jimmy O’Brien, a political enemy of Tweed’s, who got Copeland a job in Connolly’s office and intended to use the material to blackmail Tweed. Tweed offered O’Brien $20,000 to keep him quiet and promised more. O’Brien, who wanted $350,000, took the money, then took Copeland’s “research” to the
Times.
*
Claflin was Tennessee Claflin—sometimes spelled Tennie C.—Mrs. Woodhull’s younger sister and the consort to old Commodore Vanderbilt.
Claflin was Tennessee Claflin—sometimes spelled Tennie C.—Mrs. Woodhull’s younger sister and the consort to old Commodore Vanderbilt.
*
Harris thought the caisson was made of iron. He describes the work chambers as small, when in fact they were quite large, and his figures for the wages paid, the hours kept, the time spent in the lock, etc., do not jibe with the records.
Harris thought the caisson was made of iron. He describes the work chambers as small, when in fact they were quite large, and his figures for the wages paid, the hours kept, the time spent in the lock, etc., do not jibe with the records.
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