Orleans County monitor. [volume] (Barton, Vt.) 1872-1953, 1883-05-28
The Brooklyn Bridge.

j., the distinguished engineer, was
the only member of his profession in
this country who, thirty years ago,
had a thorough practical knowledge
of the suspension system of bridging.
He first became interested in the sub
ject of bridging the East River, ac-
cording to a member of his family,
in 1858. In the month of February
in that year he was detained with his
wife and son, Washington, then a
lad of fifteen years, On ferry-boat
in the East River for several hours,
while the boat drifted helplessly
about in the ice. He is said to have
resolved at that time to build a bridge
across the river. Not long afterWard
a letter from him discussing the feas-
ibility of the project was published.
The matter slumbered until 1865,
at which time Mr.. Roebling was en-
gagged in building the Covington and
Cincinnati Suspension bridge. In
that year Oliver R. Ingersoll, of
Brooklyn, addressed letter to Mr..
Roebling asking for an estimate of
the cost of suspension bridge across
the East River. According to testi-
mony given by MI. Ingersoll before
a committee of the legislature, he re-
ceived letter from Mr.. Roebling in
| 1866, offering to build a double sus-
pension bridge 200 feet high, with
one roadway for passengers and an
| other for cars, at cost of S4,000,-
| 900.
A company was formed consisting
of John T. Hoffman, Simeon B. Chit
tenden, John Roach, Henry E. Pier
repont, and many others some of
whom afterward attained distinction
as members of the Tweed Ring.
The cities of New York and Brooklyn
were authorized to subscribe to the
capital stock such amounts as two
thirds of their Common Councils, re-
spectively, should determine.
Under tina name of the New York
Bridge Company the work was prose-
| cuted until 1874, when a law was
passed by which the control of the
erection and completion of the bridge
was invested in the two cities. The
cost of the bridge was limited to
$8,000,000, one-third of which
amount was to be furnished by New
York and two-thirds by Brooklyn, it
being considered that the latter city
would derive so much greater benefit
from the completed structure. The
original estimate for the bridge was
S7,000,000. The total cost will be
about SIG, 100000.
AS soon as the New York Bridge
Company was formed under the act
of 1867, John A. Roebling was en-
ployed as chief engineer and his son,
Colonel Washington A. Roebling, as
assistant. The young man, who
served honorably in the war, had
been associated with his father in the
erection of the Cincinnati bridge.
When that was finished he went to
Europe to collect the latest scientific
information upon the subject of pneu-
matte foundations, for use in over
coming the difficulties of securing
foundations for the great piers of the
bridge. He returned to this country
in February, 1869, and selected his
present home on Columbia Heights
where he has lived the greater part
of the time fourteen for years. From
his window he can view the struc-
ture, which he has been unable per.
sonally to inspect since 1872, because
of a peculiar disease he contracted in
the prosecution of the work at that
time. His mind has not abated il
vigor, and he has full control oi
every part of his body, and car
walk about the house, but he is una
BILE to talk or listen save for short
time. When he exerts himself he
has a sudden attack of weakness
that prostrates him. He had beer
the chief engineer of the bridge since
the death of his father in 1869.
The elder Roebling drew the origi
nal plans and estimates, which wers
approved by General Newton at th'
head of Commission of Engineers
appointed by John A. Rawlins, Sec
retary of War, in 1869. After ;
Committee of the Chamber of Com
merce, consisting of Henry Worth
/ ington, Sinclair Tousey and Georg
Opdyke, had approved the plans
congress passed an act authorizing
the construction of the bridge. Th
elder Roebling made the initial sur
veys. While standing on a string
piece of the pier next to Fulton Fer
ry slip, in 1869, fixing a location fo
the Brooklyn tower, a ferry-boat il
entering the slip drove the fender
against the pier SO as to crush tn
engineers foot. He was firm be
lever in hydropathy, and on goin.
to bed he put his injured foot be
meath faucet of running cold water
and allowed it to remain there unit
j" over chilled. He died sixteen day
e later from locklaw. Not a stroke G
i work had then been done on th
bridge. The plans were most genel
al in character, the details not hay
ing been considered. They hav
: been matured by Mr.. Roebling's SO