1192 REPORT—1885. 
bridge-building firms adopts by preference a particular type design, and the works 
are laid out to produce bridges of this kind. It is an old adage that practice 
makes perfect, and by adhering to one type, and not vaguely wandering over the 
whole field of design, details are perfected and a really good bridge is the result. 
Engineers in America therefore need only specify the span of their bridge, and 
the rolling load to be provided for, with certain limiting stresses, and they can 
make sure of obtaining a number of tenders from different makers of bridges, 
varying somewhat in design, but complying with all the requirements. With us, 
on the other hand, it is too often the privilege of a pupil to try his ’prentice hand 
on the design for a bridge, and it is no wonder, therefore, that many curious bits of 
detail meet the eye of an observant foreigner inspecting our railways. 
The magnificent steel wire rope suspension bridge of 1,600 feet span built by 
Roebling across the East River at New York well marks the advanced state of 
mechanical science in America as regards bridge building. It is worthy of note 
that, at the second meeting of the British Association, held so long back as 1832, 
there was a paper on suspension bridges, and the author entreated the attention 
of the scientific world, and particularly of civil engineers, to the serious considera- 
tion of the question: How far ought iron to be hereafter used for suspension 
bridges, since a steel bridge of equal strength and superior durability could be built 
at much less cost ? ‘I earnestly call upon the ironmasters of the United Kingdom,’ 
said he, ‘to lose no time in endeavouring to solve this question.’ In this, as in 
many other engineering matters, Americans have given us a lead. America is, 
indeed, the paradise of mechanics. When the British Association was inaugurated, 
years ago, there was, I believe, no intention to have a section for the discussion of 
mechanical science. Possibly it may have been considered too mean a branch. 
Even the usually generous Shakespeare speaks contemptuously of ‘ mechanic slaves, 
with greasy aprons, rules, and hammers;’ and our old friend Dr. Johnson’s definition 
of ‘mechanical’ is ‘ mean, servile.’ We have lived down this feeling of contempt, 
and the world admits that the ‘greasy apron’ is as honourable a badge as the 
priest’s cassock or the warrior’s coat of mail, and has played as important a part in 
the great work of civilising humanity and turning bloodthirsty savages into law- 
abiding citizens. 
As I have had occasion to refer to Canada and America in the course of my 
remarks, I cannot refrain from expressing the high appreciation which I am sure 
every member of this Section entertains of the cordiality and warmth of our recep- 
tion on the other side of the Atlantic last year. Such incidents make us forget 
that differences have ever existed between the two countries. I was amused the 
other day, on reading in Dr. Doran’s ‘ Annals of the Stage’ that, in the year 1777, 
the theatrical company from Edinburgh was captured on its voyage to Aberdeen 
by an American privateer, and taken off heaven knows where, for it did not turn 
up again. This, you will say, was a long time ago; but, if you glance through the 
speeches of our present gracious Sovereign, you will find one in which her Majesty 
speaks with ‘deep concern’ of insurrection in Lower Canada, and of hostile incur- 
sions into Upper Canada by certain ‘lawless inhabitants’ of the United States of 
North America. 
This is strange reading, after our last year’s experience. Gentlemen, I may not 
have carried you with me in some things I have said, but I think you will all agree 
with me in this: that the statesmen who should suffer any slight difference of 
Opinion to develop into a serious breach between ourselves and our brethren in 
Canada and cousins in America would, to quote the words of Burke, ‘far from 
being qualified to be directors of the great movements of this empire, be not fit 
even to turn a wheel in the machine.’ 
The following Papers were read :— 
1. The New Tay Viaduct. By Crawrorp Baruow, B.A., M.Inst.0.B. 
See Reports, p. 883. 
a 
