King George V.), the late Duke of Fife, Lord Rosebery, the late Lord Colville of Culross, and all the great British and foreign railway officials of that day.

Thousands of spectators were assembled on both shores of the Firth of Forth to witness the passing of the Royal train over the bridge. There was little or no decoration. Anything in that way would have seemed too insignificant. As 'The Times' put it: "Fortunately no attempt was made to decorate the bridge itself with flimsy adornments. It was allowed to stand out in simple and impressive grandeur." Two trains passed slowly over-the second containing the Royal party, between eleven and twelve in the forenoon. At the luncheon which followed, the Prince of Wales delivered a speech, in the course of which he said these words: "The contractor was Mr Arrol, and the present Tay Bridge and the Bridge which I have inaugurated to-day will be lasting monuments of his skill, resources, and energy."

His Royal Highness announced, among other honours, that Her Majesty Queen Victoria had conferred that of knighthood on our hero, thenceforth Sir William Arrol, and it may be truly said that throughout the United Kingdom it was unanimously felt that no man had ever won his spurs more worthily. As says the Scripture: "Seest thou a man diligent in his business? he shall stand before kings."

G

98

CHAPTER V.

MORE ENGINEERING, MAINLY AFTER THE FORTH BRIDGE.

It seemed to me that in any biography of Sir William Arrol, even the most casual reader would expect some definite account, at least in outline, of his two masterpieces -the Tay Bridge, longest of the railway viaducts in Great Britain, and the Forth Bridge, the greatest cantilever work in the world. Hence the last two chapters. Both bridges were begun in 1882. The Tay Bridge was completed in 1887, and the Forth Bridge in 1890. Thus for five years the work was simultaneous. It must have occurred to the reader, as it often has to me in writing these two chapters,

that the enormous task of building at the same time two such structures was wellnigh over much for one mere mortal. Arrol's indomitable will, seconded by a constitution of iron, is the only explanation. He has described to me what was usually his weekly round of work during all the years of this period. He generally rose at five in the morning in order to be at his works in Glasgow by six. Here he would carefully examine what work for the two bridges was in hand, and consider any fresh requirements with a view to adopt or invent new plans or devices to meet them. Then off to the railway station, only stopping on the way to snatch a hasty breakfast at a restaurant kept by Miss Cranston. He had gone there occasionally for years, and she took him for a sailor, until a friend informed her who he was. Thus recruited, he now at 8.45 A.M. took the Edinburgh train for the day's work at the Forth Bridge. This was-first a meeting and consultation

with the heads of the various departments on what was in progress there. Next, the rest of the day and the Tuesday following were spent in arranging for some more important stage in the mighty undertaking, or inspecting, and if need were, personally directing the execution of some more difficult part of the work. Then off at six o'clock on Tuesday evening by rail (the day of motors was not yet) for Dundee and the Tay Bridge, arriving between ten and eleven at night. By six next morning he was at the bridge. Here were consultations and inspection or superintendence as on the day before at the Firth of Forth. All which over and done, behold him back to Glasgow that night, however late the hour, so that at six on Thursday morning this unwearied worker might again be at the Dalmarnock Works to renew his round, ending that day as on Monday at the Firth of Forth, and on Friday like Wednesday at the