prohibiting the passage over bridges of more than one locomotive with any passenger train, while in itself little better than a legal recognition of bad bridge building, also served to divert public attention from the true lesson of the disaster. Another newspaper precaution, very favorably considered at the time, was the putting of one locomotive, where two had to be used, at the rear end of the train as a pusher, instead of both in front. This expedient might indeed obviate one cause of danger, but it would do so only by substituting for it another which has been the fruitful source of some of the worst railroad disasters on record.[10] [10] "The objectionable and dangerous practice also employed on some railways of assisting trains up inclines by means of pilot engines in the rear instead of in front, has led to several accidents in the past year and should be discontinued."--_General Report to the Board of Trade upon the Accidents on the Railways of Great Britain in 1878, p. 15._ CHAPTER XII. THE PROTECTION OF BRIDGES. Long, varied and terrible as the record of bridge disasters has become, there are, nevertheless, certain very simple and inexpensive precautions against them, which, altogether too frequently, corporations do not and will not take. At Ashtabula the bridge gave way. There was no derailment as there seems to have been at Tariffville. The sustaining power of a bridge is, of course, a question comparatively difficult of ascertainment. A fatal weakness in this respect may be discernable only to the eye of a trained expert. Derailment, however, either upon a bridge, or when approaching it, is in the vast majority of cases a danger perfectly easy to guard against. The precautions are simple and they are not expensive, yet, taking the railroads of the United States as a whole, it may well be questioned whether the bridges at which they have been taken do not constitute the exception rather than the rule. Not only is the average railroad superintendent accustomed to doing his work and running his road under a constant pressure to make both ends meet, which, as he well knows, causes his own daily bread to depend upon the economies he can effect; but, while he finds it hard work at best to provide for the multifarious outlays, long immunity from disaster breeds a species of recklessness even in the most cautious:--and yet the single mishap in a thousand must surely fall to the lot of some one. Many years ago the terrible results which must soon or late be expected wherever the consequences of a derailment on the approaches to a bridge are not securely guarded against, were illustrated by a disaster on the Great Western railroad of Canada, which combined many of the worst horrors of both the Norwalk and the New Hamburg tragedies; more recently the almost forgotten lesson was enforced again on the Vermont & Massachusetts road, upon the bridge over the Miller River, at Athol.