parabola, cannot be made more beautiful than the form which they naturally assume. Designers appreciate this and also realize that their distortion for the purpose of attempting to enhance the artistic effect often induces structural conditions that seriously increase the cost. In steel girder bridges the arrangement of the vertical web stiffeners naturally assumes a position in accordance with the demands of mathematical analysis. These proportional spacings cannot be improved from the artistic aspect. The point is that those things which comply with natural laws possess inherent beauty. Nature is never ugly. Pure engineering results in a skeleton structure, the parts
of which are so disposed and proportioned as to resist induced stresses. Some types of bridges cannot be other than skeletons but even so are susceptible to a measure of aesthetic treatment.
through steel bridge of long span, supporting several railroad tracks, is a structure of massive parts. It is, a skeleton and there is no reason for enclosing it to secure volume and mass. Its very size and sturdy parts possess dignity. It typifies stability, durability, work performed and service rendered. Its outline is determined by mechanical laws and its variation to produce an artistic outline should be undertaken in such a way that, it will not result in a disarrangement
with all its evils. To attach some ornamental architectural curlicues to such a structure is ridiculous; ornament would be lost. A footway railing, lamp posts or brackets are things of service and if highly ornamental would be out of place. Architecture is not ornamentation.
The arch and girder bridges are susceptible of architectural treatment because they possess volume which is enclosed and displaced space. Ancient aqueducts can be considered as bridges, being thoroughfares for water. In most instances they are treated as structural masonry. In some places they, unfortunately, have been encumbered with misplaced architectural details.
The long span arch bridge is a modern thing, made possible by the use of steel and reinforced concrete. The early masonry aqueducts and stone bridges were restricted to short spans. With permissible spans up to 400 feet, concrete bridges present possibilities of design that should be free from the limitations and precedents of old work. To apply architecture to bridge design, it is apparent that the precedents of building design must be used with caution and forms and details applicable to bridge treatment be used. In other words, architects must think and see in terms of bridges and not buildings. They must also think in terms of concrete when designing a concrete bridge. SOUTH PARK DRIVE, WASHINGTON MEMORIAL BRIDGE, WILMINGTON, DEL.
VANCE W. TORBERT, ARCHITECT—BENJAMIN H. DAVIS, ENGINEER
of which are so disposed and proportioned as to resist induced stresses. Some types of bridges cannot be other than skeletons but even so are susceptible to a measure of aesthetic treatment.
through steel bridge of long span, supporting several railroad tracks, is a structure of massive parts. It is, a skeleton and there is no reason for enclosing it to secure volume and mass. Its very size and sturdy parts possess dignity. It typifies stability, durability, work performed and service rendered. Its outline is determined by mechanical laws and its variation to produce an artistic outline should be undertaken in such a way that, it will not result in a disarrangement
with all its evils. To attach some ornamental architectural curlicues to such a structure is ridiculous; ornament would be lost. A footway railing, lamp posts or brackets are things of service and if highly ornamental would be out of place. Architecture is not ornamentation.
The arch and girder bridges are susceptible of architectural treatment because they possess volume which is enclosed and displaced space. Ancient aqueducts can be considered as bridges, being thoroughfares for water. In most instances they are treated as structural masonry. In some places they, unfortunately, have been encumbered with misplaced architectural details.
The long span arch bridge is a modern thing, made possible by the use of steel and reinforced concrete. The early masonry aqueducts and stone bridges were restricted to short spans. With permissible spans up to 400 feet, concrete bridges present possibilities of design that should be free from the limitations and precedents of old work. To apply architecture to bridge design, it is apparent that the precedents of building design must be used with caution and forms and details applicable to bridge treatment be used. In other words, architects must think and see in terms of bridges and not buildings. They must also think in terms of concrete when designing a concrete bridge. SOUTH PARK DRIVE, WASHINGTON MEMORIAL BRIDGE, WILMINGTON, DEL.
VANCE W. TORBERT, ARCHITECT—BENJAMIN H. DAVIS, ENGINEER