David B. Steinman
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David Bernard Steinman (June 11, 1886[1] - August 21, 1960) was an American engineer. He was the designer of the Mackinac Bridge and many other notable bridges, and a published author. He grew up in New York City's lower Manhattan, and lived with the ambition of making his mark on the Brooklyn Bridge that he lived under. In 1909 he received a Master of Arts from Columbia University and a Doctorate in 1911.
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| "A bridge is a poem stretched across a river, a symphony of stone and steel" -- a line from his poem[2] Brooklyn Bridge - Nightfall[3] |
David Steinman built bridges in the United States, Thailand, England, Italy, Haiti, Puerto Rico, Canada, Korea, and Iraq. He had a literary bent, and was a published author with several books, articles in advancement of his craft, and even had children's books and poetry to his credit.
[edit] Early life
Steinman was the child of immigrant workers. Little is known of his family and early childhood other than that he had 6 siblings. There is some controversy about where and when he was born. Some sources[4] have him born in Khomsk, Brest, Belarus in 1886, and emigrating to the United States with his family in 1890. However other sources, including Ratigan,[5] and Steinman himself[6] have him born in New York in 1887.
In any case, regardless of where he was actually born, he grew up in New York City, New York, and was raised in the shadows of the Brooklyn Bridge. The Williamsburg Bridge was constructed as he grew up. The late Nineteenth and early Twentieth centuries were a time of significant bridge construction in the area, and he later said this is where he got his first interest in bridges.
Because his family had little money, he worked to put himself through both the City College of New York, graduating Summa Cum Laude in 1906 and then Columbia University, where he completed 3 additional degrees culminating in a PhD in Civil Engineering. His PhD thesis was on a steel truss arch design for the Henry Hudson Bridge. While he was attending Columbia he did fellowships as well as taught nighttime classes at the City College and Stuyvesant Evening High School. He accepted a teaching position at the University of Idaho in Moscow, Idaho (1910-1914) but longed to return to New York.
[edit] Start at bridge building
After contacting Gustav Lindenthal about working on the Hell Gate Bridge, he returned to New York City to become a special assistant to Lindenthal, along with Othmar Ammann of Switzerland, another young bridge builder. It was said this experience of working together led to their 40 year professional rivalry. Pay was typical for the era, 200-225 USD/month. Lindethal gave his proteges advice about engineering such as, “Steinman, bridge engineering is easy. It is the financial engineering that is hard” (Petroski 327). While working with Lindenthal, Steinman also worked on the Sciotoville Bridge, a crossing of the Ohio River. After this work Steinman sought other employment, working as assistant engineer on the Rondout Creek Bridge, and as an assistant engineer for the New York Central Railroad.
[edit] Robinson & Steinman
In May of 1920, Holton D. Robinson (b. 1863, Massena, NY, d. 1945, engineer of the Williamsburg Bridge) contacted Steinman and requested that they join forces to create a design for the Florianópolis Bridge (or Hercilio Luz Bridge, 1926) in Florianópolis, Brazil. After getting advice from Charles Fowler, Steinman agreed and they formed the firm of Robinson & Steinman in 1921, a partnership that lasted until the 1940s. They did not win the contract immediately but continued to collaborate on it and other projects. The early 1920s were considered a tough time for bridge construction, so Steinman tried to design his bridges to be economically pleasing rather than artistic, without sacrificing the structural integrity of the bridge. For example, Robinson and Steinman changed the original plans for the Florianopolis bridge, using eyebar chains as the upper chord of the stiffening truss instead of the conventional wire-cable. The new design produced a very stiff bridge with much less material than the original plan. Other bridge engineers would also have to take this new economical design into account when competing with Steinman. Steinman was well regarded in the profession and had a reputation for good presentations and for being politically astute.
The 1920s and 1930s were a relatively busy period for Steinman. His firm was involved in many significant projects including the Hercilio Luz Bridge (or Florianópolis Bridge, 1926), the Carquinez Strait Bridge (1927, at the time the second largest cantilever bridge in the US), the Mount Hope Bridge and Grand Mère Suspension Bridge (both 1929), the St. John's Bridge and Waldo-Hancock Bridge (both 1931), the Sky Ride (1933 passenger transporter bridge at the Chicago Century of Progress exposition), the Henry Hudson Bridge (1936, particularly gratifying as this bridge realised his PhD thesis proposal), the Wellesley and Hill Islands Bridge, Wellesley Island Suspension Bridge and Georgina Island Bridge (all 1938) and Deer Isle Bridge and the Sullivan-Hutsonville Bridge (both 1939) (many of these are part of the Thousand Islands Bridge System).
In addition to the many bridges that Steinman designed, he was consulted on several projects that his firm did not win. Perhaps the most famous of these bridges is "Galloping Gertie", the Tacoma Narrows Bridge. Steinman consulted extensively with the boosters of the bridge during the 1920's, but his design was not selected. He wrote of his frustration with the design that was chosen, and predicted a failure. The failure did occur and he wrote that it had a profound impact on his design principles; he became even more conservative. It is said that he designed the Mackinac Bridge considered by many to be his most significant work, to withstand winds of 365 mph.
During this period Steinman became president of the American Association of Engineers and campaigned for more stringent educational and ethical standards within the profession. He also founded the National Society of Professional Engineers in 1934 serving as its first president. By the mid 1930s Steinman had a professional reputation as one of the pre-eminent bridge engineers of the US, especially for long span suspension bridges, but his bridges were eclipsed in the public eye by his old rival Ammann's George Washington Bridge (1931) and by Joseph Strauss's Golden Gate Bridge (1937) among others. His plans for a NYC cross harbor bridge (the "Liberty Bridge") came to naught with the 1940 collapse of Tacoma Narrows which cast all long suspension span proposals in doubt.
[edit] Postwar work
Steinman and his firm were also in charge of the major rehabilitation of the Brooklyn Bridge commencing 1948. Structurae.de has an image (from Petrovsky's text) of Steinman jauntily perched in mid air in the cables of the bridge, perhaps one of the best known images of him extant.
But there were still long span suspension bridges to be built. Steinman was responsible for the Kingston-Rhinecliff Bridge (1957). More importantly, development and planning of the Mackinac Bridge had been contemplated for some time, and Steinman was appointed to the board of engineers based on Michigan State Legislature legislation of 1950, stating "the board of engineers retained by the Mackinac Bridge Authority was to be selected and nominated by the Dean of Engineering at the University of Michigan", and was soon the spokesman for the board. But his health was failing and he suffered heart attacks in 1952, the same year the legistlature approved funding. He was nevertheless heavily involved in all aspects of the construction of the bridge from start to finish.
Although he proposed a grandiose 1524 meter center span crossing of the Sicilian Straits of Messina, the "Mighty Mac", completed in 1957, and at the time the longest suspended span between anchors, was his last major achievement. Steinman died in 1960.
The Steinman engineering firm is now part of the Parsons Transportation Group (company site) as of 1988.
[edit] Notes
- ^ most probable date
- ^ as cited here: poem
- ^ chosen by the ASCE as his tag line on their flash presentation of his entry in the 50 most notable civil engineers of the US.
- ^ For example, his biography at Structurae
- ^ Ratigan, W. (1959). "Highways Over Broad Waters." Grand Rapids: Wm. B. Eerdmans Publishing. ASIN B0007IY0OC, page 11; "a boy born under the shadow of the Brooklyn Bridge"
- ^ The back flap biography of Steinman's children's book, "Famous Bridges of the World" also references NYC
[edit] Further reading
- Petroski, H. (1995). "Engineers of Dreams." New York: Random House. ISBN 0-679-76021-0
- Rubin, L. (1958). "Mighty Mac." Detroit: Wayne State University Press. ASIN B00072JSRW
- Ratigan, W. (1959). "Highways Over Broad Waters." Grand Rapids: Wm. B. Eerdmans Publishing. ASIN B0007IY0OC
[edit] Books and articles by Steinman
Not an exhaustive list, as Steinman was a prolific author. Many of these books do not have ISBNs since they predate the ISBN system.
- Steinman, David B. A Practical Treatise on Suspension Bridges (2nd edition), John Wiley & Sons, New York (USA) , 1929.
- Steinman, D. "Waldo-Hancock Bridge", in "Engineering News Record", 17 March 1932 .
- Steinman, D. (1945). "The Builders of the Bridge: The Story of John Roebling and His Son" New York: Harcourt Brace. ISBN 0-405-04724-X (second edition 1950)
- Steinman, D. Le pont sur le détroit de Messine pour relier la Sicile à l'Italie, in "Travaux", November 1954, n. 241 .
- Steinman, David B. Multiple-Span Suspension Bridge to Replace Rhine Arches at Düsseldorf, in "Engineering News Record", 27 June 1946, n. 26 .
- Steinman, D. (1957). "Miracle Bridge At Mackinac." Grand Rapids: Wm. B. Eerdmans Publishing. ASIN B0007DXCV4
[edit] External links
- article at Structurae.de on David Bernard Steinman (accessed 15 March 2005 and again 29 January 2006)
- Bio at American Society of Civil Engineers site
