Bi-centennial history of Albany. History of the county of Albany, N. Y., from 1609 to 1886. With portraits, biographies and illustrations, Part 112

Author: Howell, George Rogers, 1833-1899; Tenney, Jonathan, 1817-1888
Publication date: 1886
Publisher: New York, W. W. Munsell & Co.
Number of Pages: 1452

USA > New York > Albany County > Albany > Bi-centennial history of Albany. History of the county of Albany, N. Y., from 1609 to 1886. With portraits, biographies and illustrations > Part 112

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Walter Winne.

493

ALBANY BRIDGES ACROSS THE HUDSON.

The first bridge over the Hudson in the vicinity of Albany was completed in December, 1804. It spanned the river at Waterford, and was 800 feet in length, 33 feet in its greatest hight, and 30 feet in width. At that time it was considered a model of architecture.

In January, 1814 the subject of building a bridge across the Hudson was largely agitated. It was bitterly opposed by Troy, whose citizens insisted that the construction of a bridge at Albany would obstruct the navigation of the river from their city.

The introduction of a bill into the Legislature providing for the construction of the bridge over the Hudson at Albany, led to a bitter fight in the Assembly. March 11, 1814, Mr. Harmanus Bleeck- er, from the special committee on this bridge, re- ported adversely to the project. Early in January, 1831, the matter was agitated again, without any particular result.

On February 4, 1835, a meeting was held at the Eagle Tavern to consider the project of a bridge across the Hudson, and a committee of thirty was appointed to draw up a petition. No decisive ac- tion was taken. On February 11, 1836, another meeting was held at the City Hall to consider the project of a bridge over the Hudson. Erastus Corning presided. Resolutions and memorials were of no avail in the Legislature. On March 11, 1836, the Assembly Committee reported adversely to the bridge project, causing great indignation among the citizens of Albany.

After this defeat, the question of a bridge did not rest. It was continually agitated in the local papers and otherwise until January 30, 1841, when another meeting of the citizens was held at the Young Men's Association rooms. The Mayor presided, and the meeting was addressed By General Samuel Stevens and Hon. John V. L. Pruyn.

A bill in the Legislature met the usual opposition from Troy and the ferry companies at Albany. On March 26, 1841, the Assembly Committee on the Albany bridge over the Hudson reported adversely. But at last the Hudson is spanned at Albany by three great bridges.

The Hudson River Bridge Company was incor- porated April 9, 1856, for the purpose of erecting and maintaining a bridge, for the purpose of rail- road travel and transportation, across the Hudson River from some proper point on the westerly side or shore of said river, in the City of Albany, to some proper point on the opposite side or shore of the said river, in the County of Rensselaer. The site was to be determined upon by the Commis- sioners, among whom was Moses H. Grinnell, of New York, Chairman; J. D. Monell, of Hudson; Palmer V. Kellogg, Utica; Jacob Gould, Rochester; James W. Wadsworth, Geneseo; Albert H. Tracy, Buffalo.

On the 2d of February, 1856, a remonstrance against passing an act authorizing the building of the bridge, signed by over four thousand citizens of Albany, was presented to the Legislature, notwith- standing which the above-described bill was passed.

The capital stock was $500,000. The bridge was to be constructed at an elevation of at least twenty-five feet above common tide water, so as to allow under it the free passage of canal-boats and barges without masts, with a draw of sufficient width to admit the free passage of the largest vessels navigating the river.

An act was passed April 28, 1868, relating to the Hudson River Bridge Company, directing the bridge erected to be demolished and a new one constructed by the same company. It directed that a bridge be constructed across the Hudson, at or near the foot of Exchange street, Albany, to some suitable point on the eastern bank of said river to be selected by the said Bridge Company. The act directs " the new bridge to be constructed, maintained, used, and enjoyed in all respects as provided by the act entitled, 'An Act Authorizing the Construction of a Bridge Across the Hudson at Albany,' passed April 9, 1856, except in so far as they are modified and amended by this act." The act provided, that as soon as the bridge was ready for trains and foot passengers, carriages, etc., to pass, the Bridge Company should demolish and en- tirely remove the other bridge, and that if the com- pany failed to demolish it entirely, the Common Council of the City of Albany or the City of Troy, should have a right to cause the bridge to be de- molished and removed at the expense of the Bridge Company.

It also provided, that before commencing the erection of the new bridge, the Hudson River Bridge Company, the New York Central Railroad Com- pany, the Hudson River Railroad Company, and the Boston and Albany Railroad Company, stock- holders in the Hudson River Bridge Company, "shall jointly and severally execute and deliver a bond to the Mayor, Aldermen, and Commonalty of the City of Troy, and the same Board of the City of Albany, in the penalty of at least $600, 000. Conditioned for the removal of the old bridge and the piers thereof, and to completely restore the navigation of the river at that point, within nine months after the crossing of the first train of cars over the new bridge."

By an act passed May 10, 1869, the Hudson River Bridge Company was authorized to build another bridge across the Hudson, at a hight not less than that of the previous ones, and upon a line to be selected by the said company, beginning on some point on the west side of the river between State street and Maiden lane, and from thence across the river. Said company was clothed with all the privileges and powers used or enjoyed by it in reference to the construction, maintenance, use, and enjoyed by the bridge described under the act authorizing the construction of a bridge across the Hudson at Albany, passed April 9, 1856, so far as they were applicable to the new bridge. The capi- tal stock of the company was increased to $2, 000, - 000. The Act of 1856 appears to be the founda- tion law of the bridges now crossing the river at Albany.

On April 18, 1872, the Legislature passed an act authorizing the construction of a bridge across the

494

HISTORY OF THE COUNTY OF ALBANY.

Hudson at Albany, and incorporating the Albany and Greenbush Bridge Company, for the purpose of erecting and maintaining a toll bridge; for travel and transportation across the Hudson River from some point on the westerly side at Albany to some point on the opposite side in Greenbush.

The site was determined by Commissioners Thomas W. Alcott, Charles Van Benthuysen, Vol- kert P. Douw, of Albany, James M. Ring, of Green- bush, Alexander Morris, J. T. Davis and John H. Pratt, of East Greenbush. The bridge was to be constructed at least twenty feet above common tide- water, and with a draw of one hundred feet in width.

On April 23, 1872, the Legislature passed an act authorizing the construction of a bridge across the Hudson at the City of Troy, incorporating the Troy and West Troy Bridge Company.

Acts to compel the maintenance of lights on swing-bridges across the river were passed by the Legislature, June 1, 1880.

The time when these three bridges were com- pleted, their equipments, and general description of them, is given in "Phelps' Hand-book of Al- bany," as follows:

" The first or upper bridge, now used exclusively for freight trains, was opened February 22, 1866, after thirty years of the most steadfast opposition, Troy taking the lead. It is doubtful, however, whether the bridges have really injured that city a dollar; but they certainly have had a depressing effect upon some kind of business in Albany, carting especially. Before the bridges were erected, all trains had to be unloaded in this city, and the work then involved was very great; but now freight goes through, without breaking bulk, from New York to San Francisco. The upper bridge is sup- ported by twenty-one stone piers. The bridge proper is 1,953 feet long, and with the trestle-work 4, 253 feet. Its cost, including necessary purchases of real estate, was $1, 100, 000.

"The middle bridge, also for railroads, is 1, 940 feet long, or, with approaches, 2,665 feet, that is, twenty-five feet over half a mile. The spans num- ber twenty-two. The draw weighs about 400 tons. Work of construction began in May, 1870, and the bridge was first used in 1872. The total cost of the two bridges was $2, 532,357.43, of which the Central Hudson paid $1, 173, 133.80; the Boston and Albany, $351,485; the rest by the companies who have had the earnings of the bridges.

"Over sixty men are employed upon them. The toll on both bridges for foot passengers is three cents; fifty tickets for one dollar.

" A third bridge across the river was begun in 1876, but for several years progressed very slowly, except in litigation, of which there was plenty. It was finally completed, and opened for teams and foot passengers January 24, 1882. It is at South Ferry street, below the steamboat landing. Its length, including approaches, is 1, 669 feet, twenty- nine feet above low-water mark. The draw, 400 feet long, weighs 1,500 tons, and is worked by a thirty horse-power engine. It is owned by the Albany and Greenbush Bridge Company. Tolls

are charged as follows: Foot passengers, two cents; double teams, fifteen cents; single teams, ten cents. It will eventually be used as a railroad bridge, the top being arranged with that in view."

SQUIRE WHIPPLE, C. E.

Is an Honorary Member of the American Society of Civil Engineers; inventor of the Whipple iron bridges; and the first to introduce and successfully practice the construction of iron truss bridges. He was born in Worcester County, Mass., September 16, 1804. His father, James Whipple, followed the occupation of farming for the most of his life; and, starting without inherited capital, by industry and prudent management, aided by a careful and energetic partner of his fortunes, he raised a nu- merous family in comfort and respectability. But of course it was necessary for the several members of the household to make themselves useful ac- cording to their strength and abilities, and Mr. Whipple, to the age of about twenty, spent his years mostly in farm labor on the homestead, with the exception of about five years, from 1812 to 1817, during which the family resided in the ad- joining county of Hampshire, Mass., the father having engaged in the erection and running of a small cotton factory in the early days of cotton manufacture in this country.

Here the boy, when not at school or at play, was occupied in labor, suited to his age and strength, about the factory. He was also brought in con- tact with the operations of the machine shop, which assisted in developing a natural taste for mechanical pursuits, which became conspicuous in his after life. But subsequent years, spent prin- cipally in farm labor in Osego County, whither the family removed in 1817- the interest in the fac- tory having been disposed of- afforded only such opportunity for mental improvement as could be derived from the common country school, and that only available for three or four months in the year. Still Mr. Whipple had made such advance- ment at the age of seventeen or eighteen as to pass the examination required for common school teaching, an occupation which he followed for a few winter terms, as a temporary means of acquir- ing funds to pay the expense of continuing his studies. From 1822 to 1828, he was enabled to spend a term or two, first at the academy at Hart- wick, Osego County, and subsequently at the academy at Fairfield, Herkimer County, as he could manage to raise the necessary means by his own exertions ; for he was unwilling to draw from the paternal resources, and in 1830 he graduated from Union College, having spent the senior year there.

At that time the profession of civil engineering in this country was in its early stage. But the Erie Canal had been constructed, and some few other public works of that class, and the country had got pretty well excited upon the subject of railroads. It seemed that the civil engineer was to be an important factor in the development upon this continent. In pursuance of the advice of

Aquise Whipple

495

SQUIRE WHIPPLE, C. E.

friends, as well as in accordance with his own in- clination, Mr. Whipple decided to turn his atten- tion to engineering, as a profession promising suc- cess. His first practical experience in the field was as a rod-man, and subsequently as a leveler upon the Baltimore and Ohio Railroad in 1830 and 1832. In 1833 he came near losing his life by a virulent attack of small-pox. From 1833 to 1836 he was engaged in surveys for fixing the boundaries of lands necessary for the use and maintenance of the Erie Canal, and in surveys and estimates for the Erie Canal enlargement, under the direction of the late Holmes Hutchinson, of Utica, as chief engineer. In 1836-37 he was em- ployed upon the eastern division of the New York and Erie Railroad as resident engineer, under the direction of the late Edwin F. Johnson of Middle- town, Conn., who was one of Mr. Whipple's most valued friends. The preceding, with five or six preliminary surveys and estimates (from 1837 to 1850) of railroad and canal routes in different sections of the country, constitutes most of his experience in general field engineering.

Like some other engineers, Mr. Whipple was not always successful in finding a demand for his services upon public works. In such times his taste and talent for mechanics induced him to turn his versatile hand to the manufacture of en- gineering field instruments. Included in such man- ufacture were twenty to thirty leveling instruments, and several transits and theodolites, all of which proved correct and satisfactory in use. About 1840 he designed a plan and constructed a model of a scale for weighing boats of three or four hundred tons upon the enlarged Erie Canal; and subsequently built, by contract, the first enlarged weigh-lock scale upon that work. The scale operated satisfactorily, and served as a model, as to general features, for three or four others after- wards built, one of which was by Mr. Whipple. They were probably the largest weighing machines ever constructed. In the same year, 1840, Mr. Whipple designed and constructed his first model iron bridge truss, or girder, for which he obtained letters patent, and subsequently built a large number of his patent iron arch truss bridges, of seventy to one hundred feet span, over the Erie Canal. This was the first decidedly successful attempt at the construction and use of iron truss bridges, and the result fully demonstrated the practical adaptability of iron as the principal ma- terial in bridge construction. Still the innovation was looked upon with doubt and suspicion, and no great progress was made in iron bridge build- ing in this country till after the year 1850, when some thirty iron bridges were in use, mostly upon the Erie Canal, and, with few exceptions, con- structed by Mr. Whipple.

In the meantime Mr. Whipple had built several short and unimportant iron railroad bridges for the New York and Erie Railroad, which were thoroughly tested and successfully used for several months under railroad traffic; but were subsequent- ly removed, in deference to a panic excited against iron railroad bridges by the breaking of a bridge

of a different construction, and of different pro- portions, upon the same road. The broken bridge was similar to one that had been examined by Mr. Whipple, and publicly announced to be of in- adequate proportions in important parts for a safe and reliable structure. Still its failure was the cause of serious hindrance to progress in the use of iron bridges for railroads.

In 1847 Mr. Whipple prepared and published a small elementary and practical work upon bridge building, in which were pointed out and illustrated the principles governing the construction of bridge trusses or girders, and also rules and formula for estimating the exact maximum strain upon each part or member of the truss in the various con- ditions of a given maximum load; thus enabling each part to be proportioned according to the work required of it, whereby the greatest possible econ- omy of material could be secured; whereas the practice in that respect had theretofore been essen- tially a matter of mere empiricism. Mr. Whipple's book also explained methods for accurately de- termining the relative economy of different com- binations and arrangements of the parts of the truss; and the plans he then recommended as the best, are those now almost universally adopted by the best builders, although strenuous effort has been made to discover or invent better combina- tions-sometimes by modifications of the same fundamental principles, and sometimes by the adoption of arrangements which Mr. Whipple had considered and discarded. Of the latter category is the truss known as the Bollman; and of the former, the so-called Warren girder, in which is dropped one set of diagonal members from the Whipple trapezoidal without verticals. This Mr. Whipple had previously done in the construc- tion of skeleton floor beams and short trusses of twenty to thirty feet, and again by restoring the members omitted in the Warren girder, as an improvement on the latter. Mr. Whipple claims no originality in the use of diagonal or oblique members between parallel chords, with or with- out verticals, which had long been a common practice. But the proportioning of parts accord- ing to accurate calculation of the strain upon each, and the adoption of the trapezoidal form of truss, by the use of a triangular panel at each end, are devices first employed by him; and in these consist, principally, the distinction between modern scien- tific bridge building and the empirical practice of former times.

In 1852-53, Mr. Whipple built a wrought and cast-iron bridge of 150 feet upon the then Albany Northern, now the Renssalaer and Saratoga Rail- road, which was in constant use for thirty years, and is believed to have been the oldest iron railroad bridge of considerable span in this country, if not in the world. Although probably the lightest iron railroad bridge of like span ever built, and containing sixty per cent. of cast-iron in the trusses, it was subjected to as severe a test load, perhaps, as ever has been applied to any iron bridge of like span and weight of truss. This bridge contained 75,000 pounds of iron (three-fifths cast-iron), ex-

496

HISTORY OF THE COUNTY OF ALBANY.

clusive of floor beams and track-stringers, which were of wood. Although bridges are now built of spans more than three times as great, the one here referred to was at that time regarded as an achieve- ment of no inconsiderable importance. Still iron bridge building made no marked progress for sev- eral years after the erection of the one in question. The last twenty-five years, however, have witnessed a remarkable revolution in this respect, insomuch that iron is now almost universally and exclusively employed in the construction of important bridges.

In 1872, Mr. Whipple published an enlargement of his work on bridge building, which has reached the third edition, although other valuable works upon the subject have lately been placed before the engineering profession. In 1872, letters patent were granted to Mr. Whipple for a lift draw-bridge, hav- ing a counterpoised floor suspended from an ele- vated stationary truss-bridge, and movable vertically by means of a system of sheaves, cables and shaft- ing, whereby the flooring can be raised to the truss-chords for the passage of boats in the water- way beneath, and lowered to near the water surface for the transit of land traffic. In 1873-74 the in- ventor built the first patent lift draw-bridge over the Erie Canal at Utica, which has been in satis- factory use during eleven seasons of canal naviga- tion. The movement is effected by a five hundred- pound weight, wound up about fifteen feet by one minute's work of one man, which in descending effects the required movement of the platform, up or down, in ten seconds. This invention is very useful and convenient in many localities which will not admit of the use of swing draw-bridges, and has been adopted in other places upon the Erie Canal, namely, in Rochester and Syracuse, with no profit to the inventor however, as the builders and users of his patent bridges have not had the fair- ness to voluntarily adjust his rights and claims, and he has forborne to prosecute.

In fine, the relation of Mr. Whipple to iron bridges may be fitly compared with that of Watt to the steam engine, Fulton to the steamboat, Morse to the electric telegraph and Bell to the speaking telephone, with the exception that, whereas most of these have derived great wealth from the results of their ingenuity and labors, Mr. Whipple has only secured a comfortable competence for declining years. Though he has sometimes felt himself treated with illiberality, he does not complain, as he has had no morbid hankering for costly display, and holds the opinion that enough should suffice, and that the fitting wages of labor should be gauged by the time of duration, together with the damage by wear and tear, mental and physical, sustained by the performer, and not by fortuitous conditions and straits, which may render a particular service of vital importance. to the beneficiary. But the limits of this sketch will not admit of elaboration upon questions of this character in this connection. As an evidence of the estimation in which Mr. Whipple's labors are held by his fellow-engineers, may be cited the fact of his being hailed among them as the "father of iron bridges," as well as the following extract from the annual address to the

American Society of Civil Engineers, published in the Transactions of the Society in June, 1880. Speaking of the progress in bridge construction, the address says: "While, however, our English breth- ren, thirty years ago, were building plate girders and tubes, our venerable honorary member, Squire Whipple, was studying the subject and, with char- acteristic modesty, laying down the principles of a science of bridge construction based upon deter- mining the action of the forces in skeleton struc- tures by rigid mathematical calculation. His book, . printed in 1847, contains nearly all that is vitally important connected with the theory of fixed spans, and his bridges stand to-day as monuments to his skill and as reminders to us of the debt we owe to that distinguished engineer."

In 1837 Mr. Whipple was married to Miss Anna Case, of Utica, a lady of refined tastes and excellent womanly qualities. Having resided in Utica, where much of his life labor was performed, from 1833 to 1850, he removed to Albany in the latter year, where he has since resided. The last few years have found him mostly engaged in such mechanical and scientific labors, studies and ex- periments, in a private way, as are congenial to his tastes. Though not without a keen relish for pleas- ant social intercourse, he has, through life, found a large share of his enjoyment in the exercise of his own faculties of thought and action; and his cabinet of models, instruments and apparatus for the illus- tration of different branches of physical and mechan- ical science, mostly made by himself, and largely of original design, has elicited expressions of ad- miration from many who have given it inspec- tion. Withal, Mr. Whipple has turned his hand to amateur printing, and has printed many short essays upon various subjects, mostly promulgating original thoughts characteristic of his idiocrasy, which is somewhat radical; for, in other directions, as well as in regard to his speciality of bridge building, his bent is to go down to fundamental facts, principles and evidences upon which to base his conclusions and practices.

DOCKS, WHARVES, AND BASIN OF ALBANY,

WITH MANY HISTORIC EVENTS AND REMINISCENCES OF OLDEN TIMES. BY GENERAL S. V. TALCOTT.

[This able paper was kindly prepared for us by General S. V. Talcott, a distinguished citizen, now venerable in years, who has held many posts of duty with advantage to his native city and State, and credit to himself. His knowl- edge of local history-of many of the events in which he has been an eye-witness-and his skillful use of facts, well estab- lished by public documents and the testimony of the men of his childhood days, make his reminiscences and other state- ments valuable. We are are sorry to be compelled to omit some of the legal and other documentary matter for want of space .- J. T.]

Professor Peter Kalm, a Swedish naturalist of distinction, from the University of Upsala, visited Albany in 1749. He says, in his report, that the "Hudson River at Albany is from twelve to twenty feet deep; that there is as yet no quay made for the landing of yachts, because the people feared it

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DOCKS, WHARVES AND BASIN OF ALBANY.

would be swept away in the spring; that the vessels come pretty near the shore and receive their car- goes from two canoes lashed together."

It appears from the records of the Common Council, that as early as 1727 the building of suit- able wharves for the accommodation of the vessels navigating the river was contemplated. On Octo- ber 24th an ordinance was passed "requiring the freeholders of the city who held lands or ground fronting on the east near or to the Hudson River, be directed to produce their titles to the same, in order that the Common Council may be better enabled to consider of finding out the proper ways and means for docking and regulating of streets on the east thereof, along the Hudson River, and that such titles be produced in Common Council at the City Hall on the 10th day of November next."

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Bi-centennial history of Albany. History of the county of Albany, N. Y., from 1609 to 1886. With portraits, biographies and illustrations, Part 112

Author: Howell, George Rogers, 1833-1899; Tenney, Jonathan, 1817-1888 Publication date: 1886 Publisher: New York, W. W. Munsell & Co. Number of Pages: 1452

Author: Howell, George Rogers, 1833-1899; Tenney, Jonathan, 1817-1888
Publication date: 1886
Publisher: New York, W. W. Munsell & Co.
Number of Pages: 1452