This year is the bicentenary of the founding of the Institution of Civil Engineers in 1818. It is also 100 years since Sir John Wolfe Barry died. Next year we will celebrate 125 years since he completed Tower Bridge in 1894.
Wolfe Barry was President of the ‘Civils’ and in this role keen to ensure that young civil engineers were given the right training to design and build bridges. At that time architects were less involved in the design process for bridges but this was changing.
Was Sir John qualified to design and build Tower Bridge?
Yes, in terms of producing the right physical structure and having the general engineering skills needed to start and finish the project successfully. His drawing skills were also good, no doubt boosted by the family specialism in architecture. However, the original designs for the bridge were not his. They belonged to Sir Horace Jones, the Corporation of London’s architect. Wolfe Barry was consulted by Jones on the engineering practicalities and provided evidence to Parliament on these, which may well have been a deciding factor in getting construction approval. Jones died soon after building began, but was succeeded by his architectural assistant George Stevenson.
John Wolfe Barry’s business partner Henry Brunel was also involved in the design and build process for Tower Bridge. His father IK Brunel had designed and part-built Clifton Suspension Bridge until the money ran out and was also responsible for the aesthetically pleasing railway bridge across the Thames at Maidenhead.
So my question to Twitterati (see @behroutcomes) which became the title of this post was designed to explore the early relationship between architects and engineers in bridge-building. Names that have come up include Vitruvius, Appollodorus, Li Chun and Palladio. Let’s see who else appears …
I’m reading a biography of the 19th Century Scottish engineer William Fairbairn. It has been very well researched with hundreds of references to primary and secondary materials. Personally, I find it a fascinating read, but I could imagine it doesn’t appeal to many. Too technical and detailed they might say.
That’s where the challenge comes along to those who would like to spread the lessons from historical biography. These are case studies of significant individuals who have clearly made a difference to an area, a sector, a technology, a community, a nation, a world etc.
As Roma Agrawal has shown with her book BUILT, people are interested in stories about other people. This allows us to entice them in the direction of more scientific and technical issues which have traditionally scared them away.
Even though William Fairbairn didn’t have a proper education, he learned by doing and by reading voraciously in his little spare time. He was driven by a bigger purpose than making money for himself and his family. He wanted to change society for the better. This is surely a reason for knowing a little more about him and his personal and physical achievements.
This is my final post on the topic of engineering versus architecture on this website. Previous ones are here and here, respectively. It’s a theme I’m very interested in so will probably explore elsewhere.
I’ve just finished Andrew Saint’s book ‘Architect and Engineer: a study in sibling rivalry’. I won’t go into detail as it is well reviewed elsewhere on WordPress. Suffice to say that is a comprehensive academic analysis of the intertwined history of the two professions.
It refers to Sir Charles Barry’s major project on the New Palace of Westminster as a pivotal moment in the 19th Century. This is because it brought together key individuals (including the highly talented Augustus Pugin) with new materials to create a unique building, at a time when the traditional roles of architects and engineers were being tested by rapid technological change initiated by the First Industrial Revolution in Britain. Iron making had expanded from a village craft to a large scale manufacturing industry. The new textile mills which had proven to be the drivers of industrial growth were being built with iron to protect them from collapse during a fire, the scourge of timber-framed construction. This transferred across to other buildings and Charles Barry was an early adopter amongst British architects.
The Houses of Parliament still contain a large amount of iron behind the traditional wood and stone interiors and exteriors. Most of this is located in the floors and roof spaces, but a significant amount was to be found in the Victoria Tower until it was refurbished in the 1950s and 1960s. Given the sheer size and height of the tower, let alone its significance to the reigning monarch, Charles Barry was clearly keen to ensure that it stayed upright! For all these reasons he sought regular advice from a contracted engineer during construction.
It would seem that ground-breaking projects such as the New Palace of Westminster have forced architects and engineers to work closely together. As mentioned elsewhere on this website, Charles Barry’s sons Edward and Charles, both architects, worked closely with their brother John Wolfe, a consulting civil engineer. Their shared admiration for their father no doubt helped to minimise any sibling rivalries (literally).
Nowadays architects still appear to get most of the credit for the inspiring design side of novel structures. This epitomises the ongoing cultural divide between desk-bound ‘creatives’ and those who get their hands dirty actually building things.
Would Pugin were still here with us to give his views!
I often use the term ‘built environment’ to encompass a knowledge and skills sector that covers civil and structural engineering, architecture, construction, building services, surveying and other related disciplines.
This is an important sector for the world economy because without it we wouldn’t have much of the infrastructure we rely on in a civilised culture. It may also help us build the platform for expansion of humanity off the planet, an increasingly important issue given the ongoing risks to us of global warming, population increase and religious/cultural intolerance. These all mirror previous reasons for exodus if we look back at mass migrations of the past.
But ‘BUILT’ is also the title of Roma Agrawal’s first book which is reaching out to broad audiences with stories about building structures. For example, she describes the biological origins of bridge-building by looking at the amazing Darwin’s bark spider which can shoot 25 meter silk lines across rivers. Roma posits that perhaps one day humans will be able to do the same on a much larger scale with innovative new materials.
So the BUILT environment is a play on words.
It tries to capture the fact that we need to create a wide community of interest in the value of designing and making structures, particularly in those largely Western countries where this basic skill set has been superseded by the ability to argue a highly technical legal case before a judge, or undertake intricate surgery to keep bodies functioning longer than they might naturally be designed to do.
This is not to undermine those professions, but perhaps to re-balance things back to where they used to be in ages gone by. Hence the Year of Engineering in the UK this year and the associated longer term ‘This is Engineering’ campaign. Not to forget the Institution of Civil Engineering’s 200th Anniversary in 2018 which includes celebrating 200 great global civil engineering related accomplishments during the course of the year. One of those added to the list is the foundation of the British Standards Institution (BSI) in 1901 by Sir John Wolfe Barry, more about which can be read on this website.
The Victorians were huge achievers on a global scale.
Amongst the many contributors to this process were civil engineers such as Telford, Brunel, Hawkshaw, Fowler, Baker and Wolfe Barry.
I attended a wonderful book launch this week for Roma Agrawal’s new book BUILT during which she kindly signed my copy. The occasion was hosted at the Brunel Museum in Rotherhithe on the site of the first traffic tunnel under a navigable waterway, the River Thames. The civil engineers responsible were Marc and Isambard Brunel, father and son. As I’ve posted elsewhere on this site, Isambard’s son Henry became a close business partner of John Wolfe Barry.
The final chapter of Roma’s book is called ‘Dream’. Everyone dreams, literally, but not so many actually achieve them in real life. Roma managed to write her book which started as a spreadsheet and she’d previously designed key structural parts of the Shard, an architect’s dream come true.
Young people ever since Victorian times (and before) have wanted to fulfil their dreams. Civil and structural engineering is one very visible way of doing this – not just a small, invisible component of a household object, but a big, visible, in-your-face statement of how conceptual design can change the world physically for the better.
Where there was no hospital there now is one to treat the sick, where no bridge now one stands to cross a river.
Communities can flourish and in turn have an influence on their environment, gradually ensuring that it reflects shared ideals and aspirations, including beauty, sustainability and using an ethical approach.
John Wolfe Barry would have been happy with such an outcome.
Monday 22 January 2018 marks exactly 100 years since the death of Sir John Wolfe Barry, the man who built Tower Bridge, London. He died peacefully at his home in Chelsea at the venerable age of 81.
His lifetime is commemorated on this website, the culmination of a project that started many years ago. It is also commemorated on a window in Westminster Abbey, below which lies the tomb of his famous father the architect of the Houses of Parliament.
At the time of his death Sir John had achieved many things in addition to building Tower Bridge between 1886 and 1894. He had been President of the Institution of Civil Engineers in the 1890s, a famous organisation celebrating its bicentenary this year. He was credited with founding the Engineering Standards Committee at the turn of the 20th Century, which eventually became the British Standards Institution, home of the Kitemark. He was pivotal in helping to establish the National Physical Laboratory at around the same time.
Less well-known about him was the fact that he chaired the Board of the telegraph companies which were eventually to become Cable & Wireless. His close business partner for many decades was Henry Brunel, younger son of Isambard K Brunel. Sir John took over the lease of the Brunels’ house in Westminster, London and made it his own family home before he moved on to Chelsea.
Finally, Sir John’s civil engineering consultancy eventually became part of the same company which helped build the Burj Khalifa in Dubai, at the time of writing the world’s tallest building.
Roma Agrawal is publishing her book ‘Built: the Hidden Stories Behind our Structures’ on 8 February.
I’m fortunate to know Roma and we share common interests in opening up (structural) engineering to a wider base, particularly getting more females into a profession traditionally dominated by men.
One of the stories Roma writes about in her book is on the Quebec Bridge in Canada. It’s a bridge I don’t know too well so I decided to find out more using my favourite search tool, Google of course! This brought up the Wikipedia reference used in the above hyperlink. If you want to delve further you can connect to other steel cantilever bridges around the world including the Connel (Ferry) Bridge by Sir John Wolfe Barry, and the most famous example of all, the Forth Railway Bridge built by John Fowler and Benjamin Baker (a close friend and business partner of Wolfe Barry).
But what is so special about the Quebec Bridge?
It is a world record holder as the longest spanning cantilever bridge ever built – this was to prove the downfall of the first version of the bridge which collapsed during construction on 29 August 1907 with the loss of many lives. Roma will tell you more in her book.
Famous bridges aren’t the only structures to have stories behind them. The building you live in may have more than one stor(e)y. Perhaps not as exciting or indeed tragic as the Quebec Bridge …