Simple as these improvements were, and apparently obvious as the mechanical principles on which they were based now seem, the opposition for years offered to them by practical master-mechanics and railroad men would have been ludicrous had it not been exasperating. There was hardly a railroad in the country whose officers did not insist that their method of construction was exceptional, it was true, but far better than Miller's. It was maintained that the slack couplings were necessary in order to enable the locomotives to start the trains,--that a train made up without the slack, on Miller's plan, could not be set in motion, and that if it was set in motion it must twist apart at every sharp curve etc. The ingenuity displayed in thus inventing theoretical objections to the appliance far exceeded that required for inventing it, and indeed no one who has not had official experience of it can at all realize the objecting capacity of the typical practical mechanic whose conceit as a rule is measured by his ignorance, while his stupidity is unequalled save by his obstinacy. Even when Miller's invention for one reason or another was not adopted, the principles upon which that invention was founded,--the principles of tension, cohesion and direct resistance,--at last forced their way into general acceptance. The long-urged objection that the thing was practically impossible was slowly abandoned in face of the awkward but undeniable fact that it was done every day, and many times a day. Consequently, as the result of much patient arguing, duly emphasized by the regular recurrence of disaster, it is not too much to assert that for weight, resisting power, perfection of construction and equipment and the protection they afford to travellers, the standard American passenger coach is now far in advance of any other. As to comfort, convenience, taste in ornamentation, etc., these are so much matters of habit and education that it is unnecessary to discuss them. They do not affect the question of safety.