The Indianapolis journal. [volume] (Indianapolis [Ind.]) 1867-1904, 1883-05-23
THE EAST RIVER BRIDGE.
History of the Construction of This
Highway Between Two Cities.
Early Discussion of the Subject-The Difh-
culties OvercOme-The Roeblings' Con-
nectiOn with the Enterprise.
New York Tribune.


The origin of suspension bridges is un e
known. One in China is said to date back q
900 years, and another in Thibet India, to
the year 65 A D. Humboldt found rudely
constructed suspension bridges in South
America. In Europe they are common, but
the system has been brought to the highest
degree of perfection in this country. The
application of the suspension system to
bridging the East river was the subject of
more or less discussion in this city and
Brooklyn for at least over half a century be-
fore the work was begun. In 1919 an engi-
neer by the name of Pope published an oc-
tavo volume on Bridge Architecture, in
which he advocated spanning the East river
by single arch. The matter, however, did
not attract much attention until it was Wig
orously advocated in the Tribune in 1S49
Numerous articles were printed on the SUBJ
ject one of which appeared in October, 1S49
and was as follows:
A BRIDGE TO BRooKLYN.-The great project
Of municipal Improvement now occupying pub
lie attention in this city and Brooklyn is the
building of splendid bridge connecting the
two shores of the East river and thus making
New York and Brooklyn emphaticaliy one. All
jealousy between New York and Brooklyn is pre-
posterous and absurd, and is never seriously
thought Of save by a few spectators whose IN
terests are concerned in keeping alive such feel
tngs. 1t ia in the inevitable course of events that
the seward point of New York Island should
constantly be Overrun with the pressure of bust
ness and population, and should he seeking ont
let's for the excess in every possible direction
The great natural remedy for this commercial
and populative plethora is RrOOklyn. = Fer
ries rapidly becoming unequal to the i'm
mense and swiftly -increasing Intercourse be-
tween counting-hOuse and nome to so many
tlOusau0R only
thought of is bridge built from some high pOin t
in New York to another in Brookyn-thus per
uniting vessels of every kind TO pass freely I'M
der at all times, and affOrding passage to a
steady stream of vehicles aud pedestrians. Such
bridge would become instantly an immense
and important thoroughfare, second scarcely to
Broadway itself.
In various other articles the project was
advocated. The position was taken that the
bridge should be free, and that, upon its
completion, the two cities should be united
in one municipality. On Oct. %, 1S49, it was
stated in the Tribune that the bridge should
be 100 feet wide, and ito make it easily ac-
cessibe it should start at a distance of some
$50 feet from the shore on the New York
side. 1t should be entirely free, as well for
carriages as for foot passengers" On Christ
mas night of 1849 gale caused the water in
the East river to become so low that ferry
boats went aground while crossing, and
travel was entirely stopped from P. M. to 9
A. NJ. Thousands of men, women and chill
dren remained about the ferry-houses all
night, waiting for the water to return so that
the boats could run again, and many a
Christmas entertainment was spoiled in con-
sequence. After that event there was re-
newed and vigorous discussion of the bridge
project, and estimates were made of its cost
One engineer, whose estimate was published
in the Tribune, thought that it could be built
for about the same cost as the High bridge
over the Harlem river. No practical steps
1865.
MR.. RoEBLING's INTEREST IN THE ENTERPRISE
John A. Roebling, of Trenton, N. j., the
distinguished engineer, was the only member
of his profession in this country who, thirty
years ago. had thorough practical knowl-
edge of the suspension system OF bridging
He first became interested in the subject of
bridging the East river, according to a mem
Der of his family, in 1853. In the month of
February in that year he was detained with
his wife and son, Washington, then lad of
fifteen years, on a ferryboat 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 feasibility of the
project was published.
The matter slumbered until 1865, at which
time Mr.. Roebling was engaged 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 sus-
pension bridge across the East river Accord
ing to testimony given by Mr. Ingersoll be-
fore a committee of the Legislature, he re-
ceived letter from Mr.. Roebling in 1866
offering to build double suspension bridge
200 feet high, with one roadway for passen-
gers and another for cars, at IA cost of 81 000 :
900. He interested Granville T. jerks in the
matter, and the plans and specifications were
procured. About the same time S. b. Chit
tenden caused to be published in local
magazine an article on a supposittous bridge
over the East river and this led Mr.. William
c. Kingsley, then rich contractor, to be-
come interested in the project. He also CON
suited with Engineer Roebling on the matter
Whether it was the plans procured by Mr.
Kingsley or those secured b. Mr. Ingersoll
that were sent to Henry c. Murphy, then a
State senator, and which caused him to take
action on the matter, is question now in
dispute. Mr. Ingersoll has testified that he
sent his plans along with the draft of a bill
to incorporate company of which Mr.. In
gersoll and friends should be members, to
build a bridge.
Mr.. Murphy introduced the bill in 1867,
but Mr. IngersolPs name was not among
shose iheulioheu III Ihe ACT Whlcn became
law in the same year, A company was
formed consisting of John T. Hoffman,
Simeon B. Chittenden, John Roach, Henry
F. Pierrepont, 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
ne two thirds, of their common councils, re-
spectively, should determine.
AS soon as the New York Bridge Comnanv
was formed under the act of 1867, John A.
Roebling was employed as chief engineer, and
his son, Colonel Washington A. Roebling as
assistant. The young man. who served hon
otably 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 infor-