TBANSACTIONS OF SECTION G. 663 



The Channel boat Albert Victor, now on the Folkestone station, is of the same 

 length as the Monster, namely 250 feet, %yhilst the beam of the former is but 29 

 feet, instead of what the critic of 1829 termed the ' extreme narrowness ' of 32 

 feet. 



The successive attempts at mitigating the discomforts of the Channel passage 

 by the swinging saloon and twin-steamers of Sir Henry Bessemer and Captain Dicey 

 have gradually prepared the way for what I believe will be the next and important 

 step of establishing C'hannel communication bj^ means of large floating stations, 

 or ferry-steamers, capable of traversing the narrow sea between England and 

 France in little more than an hour. Ten years ago I applied to Parliament for 

 powers to carry out this project, and obtained the unanimous sanction of a Committee 

 of the House of Commons. The Bill was, however, thrown out in the House of 

 Lords by the casting vote of the chairman. 



What was practicable at that time has now become comparatively easy, owing 

 to tlie introduction of steel into shipbuilding, and the improvements which have 

 been eilected in marine engines and mechanical appliances generally. 



Whether the over-sea or under-sea mode of crossing the Channel — the ferry or 

 the tunnel — is to be the adopted scheme, will soon be determined. It may be that 

 both will be carried out, and then at least all tastes will be met, and all anticipa- 

 tions respecting the resulting increase in traffic, both in goods and passengers, 

 between the two countries will be brought to the test of experience. However this 

 may be, I am very pleased to be able to announce that my friends Mr. Aber- 

 netby and Mr. Clarke Hawkshaw will read papers on the subject, the former on 

 the over-sea, and the latter on the under-sea plan, and I shall be disappointed if 

 the papers do not lead to an interesting and valuable discussion. 



In few departments of the engineer's work has .such progress been made as in 

 that of steam navigation. A\Tien in 1820 steamships were tirst used for conveying 

 merchandise as well as passengers, the tonnage of the whole of the steam traders 

 of this country, it is stated, amounted to but 505 tons. At the present time the 

 corresponding figure is 2^ million tons. Did time permit I woidd say more on the 

 subject, but I fear that in speaking at all upon steamships I have departed some- 

 what fi-om my avowed intention of keeping within the sphere of engineering, in 

 which I have chiefly worked. My apology must be that a discussion of railways 

 led me to a consideration of tunnels and bridges, and this naturally suggested a 

 reference to the rivers necessitating the construction of the said tunnels and 

 bridges. From river traffic to ocean traffic is but a step, and so I have been in- 

 sensibly led to touch upon the wonderful results achieved in recent times by naval 

 architects and mechanical engineers. 



I will not similarly err in troubling you with any remarks of mine npon the 

 no less wonderful results achieved by electricians. A description of the work done 

 by my friend Dr. Siemens during the past quarter of a century would in itself 

 constitute a concise history of electrical science. Remembering, however, the 

 warning of King Solomon, that ' He who praiseth his friend with a loud voice, it 

 shall be counted a curse to him,' I will refrain fi-om referring to Dr. Siemens, or to 

 my immediate predecessor in this chair, Sir W. G. Armstrongr, and conclude my 

 address at once with a sincere wish that the present session of the British 

 Association may prove not less interesting and productive of benefit to science than 

 have any of those which have preceded it. 



The following Papers were read : — 

 1. On the Forth Bridge. By B. Baker. — See Reports, p. 419. 



On the Treatment of Steel for the Construction of Ordnance, and other 

 purposes. By Sir William Armstrong, C.B., F.E.S. — See Reports, 

 p. 398. 



