The John A. Roebling Suspension Bridge, gracefully spanning the Ohio River between Covington, Kentucky, and Cincinnati, Ohio, is more than just a river crossing; it’s a testament to 19th-century engineering prowess and a symbol of regional pride. Opened on January 1, 1867, this magnificent structure immediately captured the world’s attention with its central span of 1,057 feet, making it the longest suspension bridge in existence at the time. Even before its completion, the bridge’s visionary designer, John A. Roebling, was already deeply immersed in planning his next ambitious project: the Brooklyn Bridge, a bridge that would further solidify his legacy in bridge engineering. While Roebling focused on his future endeavors in New York, the daily supervision of the Covington bridge fell to his son, Washington Roebling, starting in early 1865.
The story of the John A. Roebling Suspension Bridge began much earlier, with the initial charter granted to the Covington-Cincinnati Bridge Company by the Kentucky Legislature in 1846. However, the path to construction was far from smooth. Opposition arose, primarily from ferryboat operators and steamboat companies who feared competition. Adding to the complexities, the Ohio legislature was hesitant to grant its approval, fueled by concerns that the bridge could potentially aid the escape of enslaved African Americans seeking freedom.
Despite these challenges, the Bridge Company persevered and appointed John Roebling as the chief engineer, entrusting him with the design and construction of this groundbreaking project. Construction finally commenced in September 1856, with the initial phase focusing on laying the foundations for the Ohio tower. As both towers began to rise, progress was abruptly halted in 1858. A widespread financial downturn in 1857 led to a critical shortage of funds, leaving the project in limbo.
The bridge project languished, stalled by the Bridge Company’s struggles to attract investors and the looming shadow of the impending Civil War. As the nation edged closer to conflict, the partially built bridge became a silent witness to the growing unrest.
The outbreak of the Civil War in the spring of 1861 dramatically reshaped the bridge’s narrative. By September 1862, Confederate forces under General Kirby Smith invaded Kentucky, posing a direct threat to Cincinnati. In response, Union General Lew Wallace spearheaded the city’s defense, constructing fortifications across the hills of northern Kentucky. To facilitate the rapid movement of troops and supplies, a pontoon bridge, ingeniously crafted from coal barges, was hastily assembled across the Ohio River. Historical engravings from this period depict not only this temporary floating bridge but also the stark, unfinished towers of the suspension bridge, starkly jutting from the river – a poignant reminder of the project’s interrupted progress.
This Confederate threat served as a catalyst, reigniting interest and urgency in completing the bridge. Renewed investment flowed into the Bridge Company, and by the spring of 1863, both state legislatures amended their charters, agreeing to reduce the required clearance height of the bridge over the river. John Roebling returned to Covington, breathing new life into the stalled construction. Work on the towers resumed, accompanied by the commencement of excavation for the massive anchorages that would secure the bridge’s immense cables.
The project steadily advanced throughout 1864. In early 1865, Washington Roebling, having distinguished himself in the Union Army and recently married, joined his father as assistant chief engineer. His military engineering experience and fresh perspective proved invaluable to the accelerating project.
November 1865 marked a pivotal moment: the commencement of cable spinning. Wrought iron wire, imported from England for its superior strength and flexibility, was meticulously spun into the bridge’s massive cables. As John Roebling returned to the East Coast to focus on his Brooklyn project, Washington Roebling assumed full on-site responsibility for the Ohio River bridge. By June 1866, the cables were complete. The installation of hangers, beams, the wooden roadway, and diagonal stays proceeded smoothly, with minimal delays, bringing the bridge closer to realization.
Amos Shinkle, a steadfast supporter of the bridge project and a Board member since 1856, was elected President of the Bridge Company in March 1866. His unwavering commitment would continue until his death in 1892, guiding the bridge through its early years and beyond.
The John A. Roebling Suspension Bridge first opened to pedestrian traffic during the initial weekend of December 1866. Cannons at the Newport Barracks roared a 100-gun salute, heralding the momentous occasion. Reports from the time indicate an astonishing 46,000 people crossed on Saturday, followed by a staggering 120,000 on Sunday, eager to experience this marvel of engineering firsthand.
The formal opening ceremony took place on January 1, 1867. The accelerated opening date was prompted by an unexpected challenge: ice on the Ohio River had halted ferry operations, underscoring the immediate need for a reliable river crossing. While pedestrian traffic commenced, final touches, including painting the bridge in a distinctive “Spanish Brown,” continued under Washington Roebling’s direction until late June 1867. John Roebling reported the total cost of this groundbreaking achievement at $1.8 million.
Later in 1867, John Roebling’s visionary reputation led to his appointment as Chief Engineer of the New York Bridge Company, paving the way for the Brooklyn Bridge. He enlisted Wilhelm Hildenbrand, a skilled draftsman, to create detailed plans and promotional illustrations for the “East River” or “Brooklyn” bridge. Meanwhile, Washington Roebling embarked on a tour of European bridge projects, immersing himself in the latest construction techniques and innovations, preparing to further his father’s legacy.
Tragedy struck in June 1869. While surveying the Fulton Ferry slip in Brooklyn for the planned Brooklyn Bridge, John Roebling suffered a severe foot injury. Just twenty-four days later, at the age of 63, he succumbed to lockjaw (tetanus). In July, Washington Roebling, inheriting his father’s mantle of genius and determination, was appointed Chief Engineer of the Brooklyn Bridge, tasked with realizing his father’s grand vision.
Construction of the Brooklyn Bridge commenced in 1870. Despite being tragically afflicted with caisson disease in 1872, which left him partially paralyzed, Washington Roebling, with the unwavering support and crucial assistance of his wife Emily Warren Roebling, persevered. In 1883, the Brooklyn Bridge was completed, boasting a central span of 1,595 feet. It surpassed its predecessor in Cincinnati to become the world’s longest suspension bridge, a fitting tribute to the Roebling legacy.
The Ohio River, while integral to the bridge’s purpose, also presented recurring challenges. Record flooding in 1883 was surpassed the following year, with water levels reaching an unprecedented 71 feet. The Ohio approach to the John A. Roebling Suspension Bridge, then terminating at Front Street, became submerged. The resourceful bridge company provided skiffs to ferry pedestrians between the bridge and higher ground on Walnut Street, ensuring continued access.
In 1891, inspections revealed moisture problems in the southeast anchorage of the Covington-Cincinnati bridge. Local Civil Engineer Gustave Bouscaren was consulted and devised innovative reinforcing collars with friction clamps to restore the cables’ structural integrity, demonstrating the ongoing adaptation and maintenance required for such monumental structures.
As electric streetcars replaced horse-drawn carriages, concerns arose regarding the bridge’s load-bearing capacity. In 1894, six engineers were commissioned to assess the structure and propose solutions. Remarkably, all but Wilhelm Hildenbrand recommended replacing the suspension bridge with a non-suspension structure, deeming it inadequate for modern demands.
However, with Washington Roebling’s guidance and support, Hildenbrand secured the contract and embarked on a major reconstruction project in 1895. His ingenious plan involved adding two steel cables, necessitating four new anchor points, and removing the original turrets to accommodate additional saddles on the towers. Hildenbrand also installed a new steel truss and floor beam system, and widened the wooden roadway. The Ohio approach was extended to Second Street, further improving accessibility. This ambitious reconstruction was completed in 1899. Electric lighting was introduced on the bridge in 1901, illuminating this iconic structure for a new century.
The Ohio River’s unpredictable nature continued to test the bridge’s resilience. A flood in 1913 inundated the extended Ohio approach. A temporary wooden trestle was constructed to maintain traffic flow to Walnut Street. This event spurred the Bridge Company to develop plans for further approach extensions, acquiring additional land to reach Third Street. This extension was completed in 1918. Later modifications included streetcar ramps over Third Street, connecting to the Dixie Terminal, reflecting the evolving transportation needs of the region.
The Great Flood of 1937 witnessed the river cresting at a staggering 79.99 feet. In Covington, a sandbag, gravel, and timber causeway was constructed to maintain a vital connection from the bridge approach to Greenup Street. Remarkably, the John A. Roebling Suspension Bridge remained the only open highway river crossing between Steubenville, Ohio, and Cairo, Illinois – a distance spanning over 800 miles – serving as a lifeline during this devastating natural disaster.
In 1953, the Commonwealth of Kentucky purchased the bridge from the Bridge Company, ushering in a new era of public ownership. Kentucky initiated improvements, including the installation of a steel-grid deck to replace the aging wooden floor. Toll collection, a long-standing feature of the bridge, ceased in late 1963.
The bridge’s centennial anniversary was celebrated in the fall of 1966 with a ceremony at the Covington approach on Court Street, marking a century of service and historical significance.
In 1975, the John A. Roebling Suspension Bridge was rightfully recognized as a National Historic Landmark, cementing its place in American history. Ed Wimmer, Sr., a passionate advocate for small businesses, championed the bridge as an embodiment of the free enterprise system. Wimmer founded the Covington-Cincinnati Suspension Bridge Committee (CCSBC) and successfully lobbied the state to repaint the then-green bridge in red, white, and blue for the nation’s bicentennial. Ultimately, the decision was made to paint it blue, a color that would become synonymous with the bridge.
During the Bicentennial celebrations, the CCSBC secured permission to fly flags continuously from the poles atop the bridge towers. The Bennington Flag, with its thirteen stars and “76” emblem, proudly flies over the Kentucky tower, while the fifty-star American flag graces the Ohio tower. The appropriate state flags are flown beneath the American flags, a vibrant display of patriotism and local pride.
The American Society of Civil Engineers (ASCE) designated the bridge as a National Historic Civil Engineering Landmark in 1982, further acknowledging its engineering significance. In June of the following year, the Kentucky Transportation Cabinet officially renamed the structure the “John A. Roebling Bridge,” a formal tribute to its visionary designer.
In 1984, the CCSBC successfully raised funds to install decorative cable lighting, transforming the bridge into a stunning nighttime spectacle. This lighting system serves as a memorial to Julia Langsam, a former president of the CCSBC, whose tireless efforts made this vision a reality.
A “yoke” roadway system, connecting the bridge approach in Covington to Scott and Greenup Streets, was completed in 1991. This project included lowering Second Street to pass beneath the bridge approach, improving traffic flow and accessibility.
As the 20th century drew to a close, the Commonwealth of Kentucky undertook a comprehensive renovation of the John A. Roebling Suspension Bridge. Beyond essential structural repairs and upgraded roofing for the anchor houses, the renovation included the addition of modified replicas of the original turrets (saddle houses) atop the towers, restoring a key element of its historical aesthetic. The CCSBC’s suggestion to gold-leaf the turret finials was embraced, adding a touch of elegance. This extensive renovation project surpassed ten million dollars, underscoring the commitment to preserving this invaluable landmark.
A final phase of restoration, focused on cleaning and repainting the entire bridge, was funded and completed in 2010. This meticulous project, costing $16.24 million, involved taking all truss and cable components down to bare metal. A significant portion of the expense was dedicated to encapsulating the work area, preventing lead paint and other contaminants from polluting the air and river. The Kentucky Transportation Cabinet formulated a custom acrylic paint to achieve the desired hue, which is now officially known as “Roebling Blue,” forever linking the bridge to its visionary creator.
A 2007 annual inspection led to the implementation of an eleven-ton weight limit, necessary to ensure the bridge’s long-term preservation. Currently, the Southbank Shuttle vehicles are the heaviest vehicles permitted to cross, reflecting a focus on sustainable use.
The reconstruction of the Fort Washington Way segment of I-71 and the development of The Banks area have once again reshaped the Ohio approach to the bridge. The approach now commences at a traffic circle at the intersection with Ted Berry Way, reflecting the evolving urban landscape around this historic structure.
The CCSBC continues its dedicated efforts, raising funds to enhance the decorative lighting system further, ensuring the John A. Roebling Bridge remains a captivating symbol. Celebrating over 150 years of continuous service as a vital river crossing, the John A. Roebling Bridge stands as an iconic symbol not just of Cincinnati and Covington, but of the entire Tri-State Region, a testament to engineering ingenuity and enduring historical significance.
— Ralph G. Wolff 2004 (Last updated 2019)
