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.
The increasing number of trained engineers at first affected highway bridge construction not so much in the materials used but in the way they were assembled. In a bridge designed by a self-taught constructor, the cheapness of wood made it entirely feasible to proportion the members by enlarging them to the point where there could be no question as to their structural adequacy. The trained engineer, on the other hand, could design from the standpoint of determining the entire load and then proportioning each element according to the increment of stress upon it and to the unit capacity of the material.
By the time railroads had started expanding to the West there had been sufficient experience with the half dozen practical timber truss systems by then evolved, that there was little difficulty in translating them into bridges capable of supporting the initial light rail traffic.
In spite of its inherent shortcomings, wood was so adaptable that it met almost perfectly the needs of the railroads during the early decades of their intense expansion, and, in fact, still finds limited use in the Northwest.
Early Career
Wendel Bollman was born in Baltimore of German parents in 1814. His father was a baker, who in the same year had aided in the city’s defense against the British. Wendel’s education, until about the age of 11, was more or less conventionally gained in public and private schools in Baltimore. He then entered into informal apprenticeship, first to an apothecary in Sheperdstown, Virginia (now West Virginia), and then to one in Harpers Ferry. In 1826 or 1827 he became ill and returned to Baltimore for cure. From that time on his education was entirely self-acquired.
Figure 3.—Trussed beam.
It is of interest, in light of his later career, to note that on the Fourth of July 1828, he marched with other boys in a procession that was part of the Baltimore and Ohio Railroad’s cornerstone-laying ceremony. Shortly afterward, he apprenticed himself to a carpenter for a brief time, but when the work slacked off he obtained work with the B. & O. The right-of-way had been graded for about five miles by that time, but no rail was down. The boy was at first given manual work, but soon advanced to rodman and rapidly rose as he gained facility with the surveying apparatus. In the fall of 1829 he participated in laying the first track. As his mother was anxious that he continue his education in carpentry, he left the railroad in the spring of 1830 to again enter apprenticeship. He finished, became a journeyman, helped build a planter’s mansion in Natchez, and returned to Baltimore in 1837 to commence his own carpentry business. The next year, while building a house in Harpers Ferry, he was asked to rejoin the B. & O. to rebuild parts of its large timber bridge over the Potomac there, which had fallen victim to various defects after about a year’s use.
