Bollman resigned from the Baltimore and Ohio in 1858 to form, with John H. Tegmeyer and John Clark, two of his former B. & O. assistants, a bridge-building firm in Baltimore known as W. Bollman and Company. This was apparently the first organization in the United States to design, fabricate, and erect iron bridges and structures, pioneering in what 25 years later had become an immense industry. The firm had its foundation at least as early as 1855 when advertisements to supply designs and estimates for Bollman bridges appeared over Tegmeyer’s name in several railroad journals (see [fig. 12]).

Bollman’s separation from the B. & O. was not a complete one. The railroad continued its program of replacing timber bridges with Bollman trusses, and contracted with W. Bollman and Company for design and a certain amount of fabrication. There is some likelihood that eventually fabrication was entirely discontinued at Mount Clair, and all parts subsequently purchased from Bollman.

The firm prospered, erecting a number of major railroad bridges in Mexico, Cuba, and Chile. Operations ceased from 1861 to 1863 because of difficult wartime conditions in the border city of Baltimore. Following this, Bollman reentered business as sole proprietor of the Patapsco Bridge and Iron Works.

[Figure 17].—Chicago, Burlington and Quincy Railroad bridge over Quincy Bay (branch of the Mississippi River) at Quincy, Illinois. The pivot draw-span was formed of two Bollman deck trusses supported at their outer ends by hog chains. The bridge was built in 1867-1868 by the Detroit Bridge and Iron Co., Bollman licensee. (Clarke, Account of the Iron Railway Bridge … at Quincy, Illinois.)

The most noteworthy of Bollman’s works in this period was a series of spans at Harpers Ferry. The B. & O.’s timber bridge had been destroyed by Confederate forces in June 1861, and the crossing was thereafter made upon temporary trestlework. This was a constant source of trouble, with continuing interruptions of the connection from high water, washouts, and military actions. The annoyance and expense of this became so great that the company decided to risk an iron bridge at the crossing. In July and August 1862, two sections of Bollman truss, spans no. 4 and no. 5 were completed. As this occurred during the time when W. Bollman and Company was inoperative, the work was produced at Mount Clair to Bollman’s design and, undoubtedly, erected under his supervision. Five weeks later, on September 24, these and Bollman’s famous Winchester span of 1851 were blown up by the Confederates, and the line’s business was again placed at the mercy of trestling.

The spirit of the B. & O. administration indeed seems to have been unshakable when, in the face of such heartbreaking setbacks, it determined to again bridge the river with iron, even at the height of the hostilities. In November, span no. 5 was erected, and by April 1863 nos. 3, 4, and 6 also. These were the four straight spans in midriver between the “wide” (or “branch,” or “wye”) span and the span on the Maryland shore over the Chesapeake and Ohio Canal (see [fig. 13]). Although the wood floor system of these spans was burned for strategic reasons by U.S. troops later in 1863, they survived the war.

In 1868 the remaining trestlework was replaced with Bollman trusses. This magnificent structure served the railroad until 1894 when the right-of-way was realigned at Harpers Ferry. However, the half used by the common road remained in use until carried away by the disastrous flood in 1936. The piers may still be seen.

During the prewar years, Bollman evolved a structural development of most profound importance, which is usually associated with the Phoenix Iron Works and its founder, Samuel J. Reeves. In the erection of a high trestlework viaduct for the Havana Railroad, Bollman apparently became concerned with the tensile weakness of cast iron when applied in long, unsupported columns. Although a column is normally subjected to compressive stresses, when the slenderness ratio—that is, the length divided by the radius of gyration of the cross section—becomes great, a secondary bending stress may be produced. If this stress becomes great enough, the value of the tensile stress in one side of the column may actually exceed the principal compressive stress, and a net effect of tension result.