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| The first bill introduced in the New York State Assembly by Rep. Ellis W. Bentley of Windham on January 26, 1930, sought to appropriate $450,000 to finance a new span across the Hudson at Catskill. It was vetoed by Governor Franklin Roosevelt on April 21, 1931, as the Governor felt it was not the purpose of the state to finance such construction, but rather state policy to build a bridge by selling authority bonds. The newly created Bridge Authority passed a resolution in 1932 to apply for $3,400,000 from the Reconstruction Finance Corporation in order to build the Catskill-Hudson Bridge. |
| The approved 13-span cantilever bridge design was to be 5,040 feet long, and 145 feet above the river to allow passage of freighters to and from Albany. The Frederick Snare Construction Corporation of New York City won the bid for construction of the new bridge. Despite the fact that the Bridge Authority was financing it, supervisory responsibility remained with the New York State Department of Public Works. |
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The western approach for the bridge was supposed to be built on land owned by Thomas Cole, an artist of the Hudson River School. The state was prepared to pay up to $15,000 for the land, or condemn it if necessary. Thomas Cole's heirs, though, felt the historic value of the land should bring a price of at least $100,000. The controversy dragged on, and the state decided to expedite construction by modifying its design plans, and moved the approach to the north of the Cole property. |
| Steel was brought to the bridge site by way of a temporary narrow-gauge railroad on the east, and barges and trucks on the west. Cranes were also used to haul steel to the decking level directly from the river when weather permitted. |
| There was one strike during construction, in September 1934. Men had been earning a dollar an hour for a maximum of 30 hours per week, as dictated by law. The settlement called for the continuation of the previous hourly wage, but extended the week to 40 hours. To get around the law, an emergency was declared: "steel beams hanging over the tracks of the New York Central Railroad." |  |
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By September, 1934, the administration building on the west end was nearly complete, and all 13 piers were in place. Seven of the individual sections of the span were constructed and plans were underway to start placing them from the west anchorage to pier 1 and pier 2. Two cranes moved back and forth, putting steel girders in place, followed by men who would bolt it and rivet it into place. |
| The natural boulder to which the bronze dedication tablet is affixed was provided by George W. Williams, a state road engineer. Today the boulder can be seen near the toll booths. |  |
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