Excerpt
Wendel Bollman’s name survives today solely in association with the Bollman truss, and even in this respect is known only to a few older civil and railroad engineers. The Bollman system of trussing, along with those of Whipple and Fink, may be said to have introduced the great age of the metal bridge, and thus, directly, the modern period of civil engineering.
Bollman’s bridge truss, of which the first example was built in 1850, has the very significant distinction of being the first bridging system in the world employing iron in all of its principal structural members that was used consistently on a railroad.
The importance of the transition from wood to iron as a structural and bridge building material is generally recognized, but it may be well to mention certain aspects of this change.
The tradition of masonry bridge construction never attained the great strength in this country which it held in Europe, despite a number of notable exceptions. There were several reasons for this. From the very beginning of colonization, capital was scarce, a condition that prevailed until well into the 19th century and which prohibited the use of masonry because of the extremely high costs of labor and transport. An even more important economic consideration was the rapidity with which it was necessary to extend the construction of railways during their pioneer years. Unlike the early English and European railways, which invariably traversed areas of dense population and industrial activity, and were thus assured of a significant financial return almost from the moment that the first rail was down, the Baltimore and Ohio and its contemporaries were launched upon an entirely different commercial prospect. Their principal business consisted not so much in along-the-line transactions as in haulage between principal terminals separated by great and largely desolate expanses. This meant that income was severely limited until the line was virtually complete from end to end, and it meant that commencement of return upon the initial investment was entirely dependent upon the speed of survey, graduation, tunneling, and bridging.
Figure 2.—Model of B. H. Latrobe’s truss, built in 1838, over the Patapsco River at Elysville (now Daniels), Maryland. (Photo courtesy of Baltimore and Ohio Railroad.)
The need for speed, the general attenuation of capital, and the simple fact that all the early railroads traversed thickly forested areas rendered wood the most logical material for bridge and other construction, both temporary and permanent.
The use of wood as a bridge material did not, of course, originate with the railroads, or, for that matter, in this country. The heavily wooded European countries—Switzerland in particular—had a strong tradition of bridge construction in timber from the Renaissance on, and naturally a certain amount of this technique found its way to the New World with the colonials and immigrants.
America’s highway system was meager until about the time the railroad age itself was beginning. However, by 1812 there were, along the eastern seaboard, a number of fine timber bridges of truly remarkable structural sophistication and workmanship.
It was just previous to the advent of the railroads that the erection of highway bridges in this country began to pass from an art to a science. And an art it had been in the hands of the group of skilled but unschooled master carpenters and masons who built largely from an intuitive sense of proportion, stress, and the general “fitness of things.” It passed into an exact science under the guidance of a small number of men trained at first in the scientific and technical schools of Europe, and, after about 1820, in the few institutions then established in America that offered technical instruction....