Pete Hamill - Piecework

There was a long time in my life when I didn’t see much of The Bridge, except from the roof or the back window. The reason was simple: Trolleys were replaced by automobiles, and nobody I knew in our neighborhood owned a car. But then when I was sixteen, I got a job in the Brooklyn Navy Yard as a sheet-metal worker, and at lunchtime we would wander out along the cobblestone streets beside the dry docks, and from there we could look up at The Bridge. “Now the cats that built that,” a black welder named Fred Thompson said to me one day, “they knew what they were doin’.”

They certainly did. As I grew older, I came increasingly to see The Bridge as a monument to craft. It was New York’s supreme example of the Well-Made Thing. All around us in the sixties, the standards of craft eroded. As aestheticians proclaimed the virtues of the spontaneous, or exalted the bold gesture, or condemned form as an artistic strait jacket, I would cross The Bridge and wonder what they could mean. More than twenty men were killed in the construction of this thing, and others were ruined for life by accidents and disease suffered in its service. To those men, carelessness meant death, not simply for themselves, but for the human beings who would use what they were making. So they had no choice: They had to make it to last. And in doing so, in caring about detail and function and strength, they saw craft triumph into art.

They needed all the craft they possessed, and some that they didn’t: Many of the techniques they used were made up along the way. The undertaking was more formidable than any job of engineering ever before attempted in North America. The span over the water is 1,595 feet 6 inches long, and it is 85 feet wide. Each of the four main cables is 3,578 feet 6 inches long and contains 5,434 wires. The cables are capable of supporting 24,621,780 pounds each, and in the years since construction they have carried trolley cars, subway trains, and hundreds of thousands of automobiles with no strain.

Such a structure was not made simply to be looked at; The Bridge was made to be used. Before it could be anything else, it had to fulfill its primary function: the easing of travel for thousands of people across a river. But inevitably that journey became for some people a heavier rite of passage. If you grew up in Brooklyn, The Bridge could be a symbol of escape; sooner or later, the time arrived when some people had to make the crossing in a decisive way. At the other end was the dream of art, or music, or the theater. Many of us were drawn to law schools or the Police Academy or the vast treasures of the university libraries; some simply fled to freedom from the smothering safety of a family. I remember going over The Bridge to Whitehall Street to be sworn into the navy, three of us squandering our last civilian dollars on a cab. I made the fatal mistake of looking back, and carried The Bridge with me all through boot camp. Others enlisted in the armies of business and camped for life in the skyscrapers to the left of The Bridge. A few fled wives or lovers, the church or the Mob.

Few of us knew the history of the building of The Bridge, that saga that began with John Roebling’s letter to the New York Tribune in 1857 (suggesting “a wire suspension bridge crossing the East River by one single span at such an elevation as will not impede the navigation”) and ended with fireworks, giddy editorials, and an opening-day parade of politicians, bankers, civic leaders, and thieves, led by President Chester Alan Arthur.

No moviemaker, novelist, or comic-book artist could have invented John and Washington Roebling, father and son, the dreamer and the engineer. The father came from Germany, where he had been a friend of Hegel’s, and attempted various Utopian schemes before becoming a manufacturer of steel wire and the man who dreamed the dream of The Bridge. He was dead by 1869, felled by tetanus after his foot was crushed by a ferry while he surveyed the site of the towers. The son took over, and, despite a crippling bout with caisson disease, Washington Roebling soldiered on, commanding his brilliant engineering staff and an army of more than a thousand workers from his house at no Columbia Heights, checking the progress of the construction with a telescope.

The story was rife with treachery and cynicism, peopled by rogues like William Marcy Tweed, the blue-eyed, 300-pound “Boss,” sitting in the corrupt splendor of Tammany Hall, holding up construction until someone arrived from Brooklyn with $60,000 in a carpetbag, to be spread among the members of the Board of Aldermen. More typical was Abram Hewitt, a dapper little congressman whose act was so slick it conned even Henry Adams. Acting as a spokesman for civic purity, he manipulated a ruling that forbade the Roebling-family firm to manufacture wire for use in the four main cables of The Bridge. Enter a bigamist and thief named J. Lloyd Haig, who got a large part of the wire business, secretly kicking back money to Hewitt. Eventually Haig was caught providing defective wire for The Bridge.

Above all there were the workingmen and their supervisors, of whom E. F. Farrington, the master mechanic, was the most extraordinary. The workers labored in the horrors of the caissons, far beneath the river, chopping away at mud and rock to provide a solid base for each of the towers; former seamen climbed high among the cables, wrapping them by hand, stringing them with great skill. They were paid $2.25 a day, raised, after a four-day strike, to $2.75. Farrington went everywhere they went, and in 1876, when the first steel rope described its lovely arc from one tower to the other, he became the first man to make the crossing. He was almost 60, and showed up for the momentous day in a linen suit and a straw hat, and when he went out over the river on a boatswain’s chair, all the tugboats in the harbor began to blow their foghorns, and a crowd of 10,000 spectators cheered in amazement, and Farrington took off his hat and waved. By the time he descended into Brooklyn at the end of his historic trip, church bells were ringing and factory whistles screaming in what the Times the next day called “a perfect pandemonium.” That was some America. Those were some men.

Growing up with The Bridge, we never knew this history. David McCullough’s splendid narrative The Great Bridge wasn’t published until 1972. But we knew how important the story had been, because there were still some old-timers around who talked about the “1898 Mistake,” the decision to join Brooklyn to Manhattan as part of Greater New York. That decision had its origins in politics, of course; the old-timers blamed the upstate Republicans, who hoped that Republican Brooklyn joined to Democratic Manhattan would lead to the permanent submersion of Tammany. But Brooklyn, which was an independent city, with its own mayor and government, was so infuriated at the upstate Republicans that it turned almost immediately Democratic and has stayed that way ever since. There was a quality of the fable to all of this, of course, a tale of a lost Arcadia in Brooklyn. But clearly the decision to join the five boroughs into one city was sealed from the day of the opening of The Bridge.

Since we had no true history of The Bridge (in those days in Brooklyn we were taught more about the Tigris and the Euphrates than we were about the city in which we lived), we were forced to see its utility and art. The use of the structure was obvious; it allowed us to cross the city’s most turbulent river, often full of whirlpools and double currents.

But it was also beautiful. That was the thing. And it was beautiful without history, the way a master’s painting of some forgotten duke or king is beautiful quite apart from the facts of the subject’s fame. It seemed baffling and strange that each succeeding New York bridge was uglier or less human than the first. As a young reporter, running around the city to fires and murders, I crossed all of the bridges, large and small; with the possible exception of the George Washington, they were uniformly ugly and graceless, bridges made not for people but for their cars. Only The Bridge seemed made by humans for humans. It was no accident that one day in the late fifties someone began to notice a lone black man out on The Bridge, playing the most aching blues on a saxophone. The man had been a star and then had gone away to find some new thing to make music about. His name was Sonny Rollins. Today I can’t ever cross The Bridge without thinking about him, all alone, accompanied only by the sound of the wind striking the great cabled harp, playing for the gulls and himself. Washington Roebling, who was also an accomplished musician, would have loved that.