How America Built Covered Bridges Strong Enough for Steam Trains

Ajouté : 2026-05-31

[00:00:00]In October of 1841, a wooden bridge in Springfield, Massachusetts, held up under the weight of a 14-tonon steam locomotive crossing the Connecticut River. 1260 ft of timber and iron, seven spans, every piece cut by hand.

[00:00:18]The men at West Point said it would not hold. William How of Spencer, Massachusetts, said it would. I pulled the patent papers from 1840 and the construction notes from the Western Railroad files and I can tell you that bridge held for almost 30 years. This is the story of how American carpenters built wooden bridges strong enough for steam trains with iron rods and pine timber and a roof to keep the rain off.

[00:00:44]A bridge collapse under a locomotive in 1840 meant a boiler explosion, a fire, and a river full of scalded men. The Western Railroad had spent a fortune cutting from Boston to Albany. The Connecticut River was the last obstacle.

[00:01:00]The two men this story turns on are William How of Spencer, Massachusetts, born March 12th, 1803, Mill Carpenter, church builder, patent holder of the trust that bears his name, dead at 49.

[00:01:15]And Amassa Stone Jr., born April 27th, 1818.

[00:01:20]Howal's own workman at 21 years old, sawdust in his hair, who would buy the patent for $40,000 and build hundreds of these bridges across New England. If you care about the men who built this country with their hands, the workers nobody ever wrote a book about, please subscribe to Global Old History right now. Hit the button. Come back. Now, back to the river. Because before William How could ever drive a wagon onto the Springfield site, he had to convince three West Point engineers that his wooden bridge would not collapse the first time a locomotive rolled across it. And those three men were not easy to convince. The engineers were William Gibbs McNeel, George Washington Whistler, and William Howard Swift. All three were early graduates of the United States Military Academy at West Point.

[00:02:09]All three had built railroads in three different states. They had been planning to use a long truss designed by Colonel Steven Long because the long truss was the proven design of the day. Howal walked into their office in 1840 with a different drawing. His drawing kept the wooden diagonals of the long truss.

[00:02:29]Pine and oak timbers 8 in by 9 in set at an angle across the panel like the legs of a saworse. Those diagonals carried the compression load. When the locomotive rolled across the deck above, the diagonals pushed against each other and against the top cord and the bottom cord. Wood handles compression beautifully. A pine timber can hold tons of squeeze without buckling if it is cut straight and seasoned right. But the long truss used wooden vertical members for the tension load. And here is where wood fails. A wooden tension member pinned at each end splits at the pin holes. The first time it is stressed too hard, the grain pulls apart along the bolt and the joint loosens and the whole panel goes slack. How replace those wooden verticals with rot iron rods threaded at both ends with a nut and a turnbuckle on top. Two rods per panel, sometimes four on the heavier railroad spans. The iron rods carried the tension. The wooden diagonals carried the compression. And the bridge carpenter could walk along the top of the bridge with a wrench, tighten a nut a quarter turn, and pre-stress the whole truss into a single rigid block. That was the innovation. Iron and tension wood and compression with adjustable rods that could be tightened as the timber seasoned and shrank. How patented it on August 3rd, 1840. McNeel and Whistler and Swift looked at the drawing for a long time. Then they let him build it. The Springfield Bridge had seven spans. Each span was 180 ft long. End to end, the bridge ran 1260 ft across the Connecticut River, sitting on seven masonry peers cut from local granite.

[00:04:17]The carpenters worked from June of 1840 into the fall of 1841.

[00:04:23]Wage records from canal and bridge work in that decade show a bridge carpenter could earn $3.25 per day for skilled work against a $125 for a common laborer hauling timber and stone. 325 was good money in 1840.

[00:04:40]A skilled hand on the Springfield Bridge could feed a family in Hartford or Worcester and put a little aside. The timber came down the Connecticut River on rafts. pine from the upper valley for the diagonals and the cords. Oak for the shear blocks and the pin connections.

[00:04:59]Each top cord on the Springfield Bridge was built up from four parallel timbers 6 in x 10 in stacked and bolted with 3/4 in through bolts and oak spacer blocks between them. The bottom cord was the same. The iron rods came from forges in Brandon, Vermont, and in central Connecticut. Each rod was 2 and 1/4 in thick, threaded at both ends with a square nut and a washer. A small panel on a road bridge might use two rods. A railroad panel on the Springfield Bridge used four rods, sometimes more, because the load was so much higher. Now, why cover it? Why build a roof and siding around all of this work? The answer is in the wood. An uncovered wooden bridge in New England weather lasts about 20 years. Rain swells the joints. Sun splits the grain. Ice cracks the cords.

[00:05:51]A covered wooden bridge can last a hundred years. The roof and the siding kept the structural members dry. That is the whole reason for the cover. Not romance, not shelter for travelers in a snowstorm, although those things were nice. The cover existed to keep the trusses dry so the bridge could earn back its construction cost over four or five generations.

[00:06:13]But once you put a roof over a railroad bridge, you introduce a new villain.

[00:06:18]Locomotive sparks. A steam engine of the 1840s burned wood or coal in a firebox, threw cinders out of the smoke stack, and dropped hot ashes from the firebox onto the track bed. Those sparks could land in dry leaves on the timber deck.

[00:06:34]They could lodge in the rafters of the roof. A wooden bridge over Valley Creek in Pennsylvania burned down in 1838 because of locomotive sparks before Howal had even patented his truss. Every covered railroad bridge built after 1840 carried that risk in its bones.

[00:06:54]The bridge crews fought the fire problem with three tools. First, they laid ballast on the deck. five inches of crushed stone or gravel on top of the wooden floor planks so that any cinder that fell from the locomotive landed on rock instead of pine. Second, they cut the siding boards a little shorter than the trusses, leaving an open gap at the top where smoke could vent out instead of pooling under the roof. Third, they posted a watchman at each end of the bridge with a bucket of water and a long ladder. After every train, the watchman walked the deck and checked the rafters for embers. Some bridges had a water tank on the roof connected to a hand pump. Some had nothing but the watchman in his bucket. Quick pause. If these stories matter to you, I am putting them into a series of books. The men nobody wrote a book about. The ones who built this country with their hands. Volume 1 is out now. Scan the code on your screen or click the link in the description.

[00:07:53]then come back because what happened next is the part most people never hear.

[00:07:59]Let me tell you how a crew actually raised one of these bridges because the process is what the books almost never describe. The crew started with the masonry stone abutments on each bank cut from local granite or sandstone laid in mortar or sometimes laid dry by old stonemasons who knew how to fit a stone so tight the seam disappeared. For a multis-pan bridge like Springfield, they sank coffer dams in the river, pumped them out by hand, dug to bedrock or to good gravel, and built the masonry peers up from the river bottom, one course at a time. The stone work alone could take a full season. Once the masonry was up and cured, the carpentry crew came in.

[00:08:40]They built temporary trestle work, called false work, across each span. The false work was rough timber bents driven into the river bottom or rising from the abutments with a working deck on top at the height of the finished bottom cord.

[00:08:55]The carpenters walked the false work, assembled the bottom cord first, laid out the panel points, dropped in the cast iron bearing shoes, threaded the iron rods up through the holes, and then raised the wooden diagonals one panel at a time. As each panel went up, a man with a wrench climbed to the top cord and snugged the nuts on the iron rods just enough to hold the geometry.

[00:09:18]After all the panels were standing, the crew installed the top cord, four parallel 6x10 timbers stacked and bolted, and then the floor beams running crosswise between the two trusses. The how truss was easier to raise than any other wooden bridge of its era. Steven Long's truss, the design how replaced, required a skilled carpenter to notch and peg every connection. The carpenter had to chisel a precise mortise into a cord member, shape a matching tenon on a diagonal, and drive a wooden tree nail through the joint to pin it. The work was slow. The work was expensive. The work could only be done by men who had served seven-year apprenticeships.

[00:09:58]How's design got rid of all of that? His connections used cast iron junction boxes, simple bearing shoes that the timber sat in with the iron rods running through. A man with a saw, an adsy, an augur, and a steel square could lay out a how-rust panel. A foreman with a wrench could tune the bridge into rigidity after it was raised. You did not need a master carpenter. You needed a competent crew and enough time. That is why the how trust spread so fast. A railroad could hire local men in any town along the line, train them in two weeks, and have a bridge crew that could put up a 100 foot span in a season.

[00:10:37]Stone and Booty understood this immediately. They built standardized crews. They standardized the iron rod sizes. They standardized the timber dimensions. And they ran their crews from one job to the next without losing a week to retraining. By 1846, Booty, Stone, and Company could put a how Truss railroad bridge across a New England river in less time than it took most competitors to even quote the work. Now, here is something that does not make it into most modern accounts. The how was not just popular with American railroads. The design crossed the Atlantic in the 1840. European engineers picked it up and built how trusses on rail lines in Russia, in Germany, in France. The patent rights overseas were a separate matter and how himself collected fees on some of those European builds before his death in 1852.

[00:11:28]The design also moved west with the American railroads. When the Union Pacific and the Central Pacific pushed across the plains and the Sierra Nevada in the 1860s, their bridge crews used how trust designs for many of the timber spans over creeks and washes and small rivers. The crews could buy iron rods in Omaha or Sacramento and timber from the nearest forest and put up a bridge in days. The How Truss also opened a door to all iron bridges. In 1844, an iron worker named Richard Osborne working in the Reading Railroads Pottstown, Pennsylvania shops, built a how truss out of iron with no wood at all. The bridge opened the following year. It was the first all iron railroad bridge in the United States and it followed How's geometry exactly. The Reading Hall Station Bridge in Lycoming County, Pennsylvania, built around 1846, is another early all-ir how truss and it is almost certainly the oldest allmetal truss bridge still in active service in the United States today. So, the how trust did not just hold the line for wooden bridges. It also gave the iron men their first proven geometry to imitate. But the wooden How trust kept its place for 50 years. The reason is economics.

[00:12:45]Iron was expensive. Wood was cheap. A wooden how trusscovered bridge could be built for a fraction of the cost of an iron bridge of the same length. As long as the timber held out, as long as the watchman did his job, as long as the roof stayed tight, the wooden bridge would last 50 years and earn back its cost 10 times over. The Cadoris Bridge in Pennsylvania, built in 1848, used a how trust design. The Pennsylvania Railroad ran combination wood and iron how trusses on many of its branch lines into the 1860s.

[00:13:20]Up in Newport, New Hampshire, the pier and Wright firm of railroad covered bridge builders specialized in how trust work for the Boston and Maine system putting up covered railroad spans across the Connecticut River Valley and the White Mountains in the 1850s and60s.

[00:13:36]Every regional railroad in New England had at least a few how trust bridges on its books and most had dozens. Now let me come back to Amasa Stone because what happened to him after the Springfield Bridge tells you how a single innovation can build an industry from nothing.

[00:13:53]Amasa Stone was 21 years old when he started on the Springfield site in 1839.

[00:13:58]He was Howal's brother-in-law. He had married How's sister Julia. He worked the project from the first timber to the last. He saw the bridge open in October of 1841 with a locomotive crossing in front of a crowd of railroad men and city officials. He saw the first train run the full Boston to Albany route on October 4th of that year. And then in 1842, Amassa Stone walked into a meeting with a Springfield businessman named Azariah Booty and asked Booty for $40,000.

[00:14:29]With that money, Stone bought the New England rights to the How Trust Patent from his own brother-in-law.

[00:14:36]$40,000 in 1842 would be worth roughly $144 million in today's money by the standard inflation conversion. Stone and Booty formed the firm of Booty, Stone, and Company. They were in business that same summer. Over the next 8 years, they built hundreds of how Trust bridges across New England, most of them for railroads. Stone moved to Cleveland, Ohio in 1850. He became a director of the Cleveland, Columbus, and Cincinnati Railroad and the Cleveland, Payneesville, and Ashtabula Railroad. He built more bridges. He built rail yards, warehouses, locomotive shops. He became one of the richest men in Ohio. His daughter, Clara, married John Haye, who would later serve as Secretary of State.

[00:15:23]His other daughter, Flora, married into the Mather family. He gave half a million dollars to Western Reserve University to establish Adelbert College in memory of his son, Adelbert, who drowned at Yale in 1865.

[00:15:38]Amassa Stone died on May 11th, 1883 by his own hand after a series of business failures and after the catastrophic collapse of the Ashtabula Bridge in Ohio in 1876, which killed 92 passengers. The Asht Dubula bridge was an all iron how truss span that Stone had ordered built against the advice of his chief engineer. The chief engineer believed the span was too long for the design. He was right. But that is the end of Stone's story, not the middle. In the middle of his story, in the 1840s and the 1850s, Stone and his crews built more how Truss railroad bridges across New England than any other company in the region. The design carried freight, livestock, mail, passengers, military supplies, lumber, coal, and iron ore for more than 50 years. The carpenters who worked under stone are mostly gone from the record. I went through the available trade lists. I found foremen. I found contractors.

[00:16:38]But for the regular crew, the man who pulled the timber, the man who turned the wrench on the iron rod, the man who climbed the rafter with a paintbrush to coat the joint with linseed oil before the sighting went up, those men come down to us mostly without names. On the East Shoreham Bridge in Vermont, built in 1897 by the Rutland Railroad Company.

[00:16:59]The ledger gives no name, only a number.

[00:17:03]Quick pause. If these stories matter to you, join the boss tier for $4.99 a month. Loyalty badge, custom emoji, early access 24 hours before public, and membersonly polls. Link in the description. Now, back to it. I will honor them in their work. The East Shoreham Bridge is a single how trust span 109 ft long, sitting on stone abutments above the Lemonfair River. It carried the Addison branch of the Rutland Railroad for 54 years from 1897 until the line was abandoned in 1951.

[00:17:41]Its top cord is four parallel 6x 10 timbers with 3/4 in through bolts and oak shear blocks, exactly the pattern that how drew in 1840.

[00:17:52]Its diagonals are 8x9 timbers. Its iron rods are 2 and 1/4 in thick or smaller.

[00:17:59]It is the last surviving wooden how truss railroad bridge in Vermont. The state acquired it in 1972.

[00:18:07]The Library of Congress documented it in hair survey VT32.

[00:18:12]Seven photographs, three color transparencies, five measured drawings, 10 data pages. So, how did the design actually carry a locomotive? Let me walk through the load path one more time because this is where the engineering becomes beautiful. A 14-tonon locomotive rolls onto the deck. The wheels press down on the rails. The rails press down on the wooden cross ties. The cross ties press down on the floor beams, which run across the bridge between the two trusses. The floor beams transfer the load outward into the bottom cord of each truss. The bottom cord pulls horizontally against the iron rods, which are anchored at the top and the bottom of each panel. The iron rods pull up against the top cord. The wooden diagonals push down from the top cord into the bottom cord at an angle, transferring the vertical load down to the masonry pier. The masonry pier sits on bedrock. The locomotive crosses to the other side. Every part of that load path is doing the job it does best. Iron in tension, never in compression where it might buckle. Wood in compression, never in tension where it might split at the joint. The connections are simple. A timber sits in a notched bearing block.

[00:19:26]An iron rod passes through a hole in a cast iron shoe. A square nut tightens the rod against the bearing. There are no welded joints, no bolted plates, no riveted gussets.

[00:19:38]A bridge carpenter in 1845 could build a how truss with a saw, a chisel, an augur, a square, a level, a wrench, and a hammer. He did not need a foundry. He did not need a forge on site. He bought his iron rods finished from Brandon or Hartford. He ordered his timber from the local sawmill. He hired his crew from the local town. And he raised the bridge in a season. That is why the how Truss took over. By the late 1860s, when the railroads were building iron and steel bridges as fast as the Bessemer Mills could roll the plate, the How Trussus was still the long span timber bridge of choice on lighter rail lines and on branch lines and on the western roads where the iron mills were a thousand miles away. The how could be built with local labor and local timber and a small bill of iron from the east.

[00:20:31]A how truss could go up over a Wyoming creek or a Nebraska wash before the iron shipment from Pittsburgh had even reached the Mississippi. There are about 143 surviving how trust covered bridges in the United States today according to the National Society for the Preservation of Covered Bridgette. That is roughly 15% of all surviving covered bridges. Eight of those surviving how trusses are covered wood railroad bridges. East Shore is one of those eight.

[00:21:00]The rest are scattered across Vermont, New Hampshire, Pennsylvania, and the Pacific Northwest. But the surviving bridges are a tiny fraction of what was built. In the 1850s alone, Stone and Booty Company built so many how Trust bridges across New England that the records have not been fully counted to this day. Hundreds, certainly, perhaps a thousand or more across the full 19th century if you include the Western Roads. The how trust became the default solution for any railroad that needed a wooden bridge between 50 and 200 ft long. It carried the freight and the passengers and the mail of an entire era. Now, let me give you a few of the bridges by name because the named bridge is where the engineering becomes a place you can stand in. The first how truss ever built was a single lane road bridge in Warren, Massachusetts, 75 ft long, erected in 1840 for a county road. how and his crew put it up in the spring. It was the smaller of his two test cases and it was the proof of concept for the second build, the Springfield Railroad Bridge that opened the same year. That little road bridge is gone now. The road was relocated. The bridge was replaced with a steel girder span in the 1890s and the original how truss was burned for firewood by the work crew that took it down. That is how most of these bridges end. burned, salvaged for the lumber, or shoved into the river. The Springfield Bridge itself lasted longer.

[00:22:27]The original sevenspan how trust carried Western Railroad traffic for almost 30 years. It was rebuilt and reinforced several times. By the late 1860s, the locomotives had grown heavier. The train loads had grown longer, and the wooden trusses were showing their age. The bridge was eventually replaced with an iron span, and then with a steel span.

[00:22:50]The original masonry peers stayed in service through every replacement. The same granite that house crew set in 1840 was still carrying the load 80 years later after the wood and the iron above had been swapped twice. The reading hall station bridge in Pennsylvania built around 1846 by Richard Osborne for the reading railroad is still standing. It is an all iron how truss not a covered wooden one but it follows how's geometry. It carries you. S route 220 over the railroad tracks near Hall station in Lycoming County. The Library of Congress documented it under hair survey PA567.

[00:23:32]It is one of the oldest metal trust bridges in active service anywhere in the United States. When you drive over it, you are driving over a working bridge whose design is older than the Civil War. The Kodoris Bridge near York, Pennsylvania, built in 1848, used a how truss for a railroad span. The original is gone, replaced multiple times, but the bridge site has carried railroad traffic on a how-ived design for almost 180 years. Local historians call the current span black bridge. The lineage goes back to how's drawing. Up in New Hampshire, there is a How Pony Truss railroad bridge documented by Hair as bridge number 148.81.

[00:24:16]Formerly carrying the Boston and Maine Berlin branch over Moosebrook in Gorum, Kuz County. The original wooden how was rebuilt in 1918 with stronger members for heavier locomotives. The Library of Congress measured it and drew it in detail in 2012.

[00:24:32]The drawings show every panel point, every bearing block, every iron rod.

[00:24:37]exactly as how specified them in 1840.

[00:24:41]Down in central Pennsylvania, there is a cast iron How truss that carried Pennsylvania State Highway Route 83 over the Reading Company track south of Reading. The hair survey from 1956 shows the partial side elevation, the geometry, the bearing details, same design, same iron in tension, wood in compression in the original, all iron in the railroad versions. And then there is the East Shoreham Bridge in Vermont, the one I have walked. The last surviving wooden how trussco covered railroad bridge in the state.

[00:25:17]The Vermont covered bridge society took on the rehabilitation in 2007 and 2008 with the state and the federal highway administration sharing the cost. They replaced rotted siding. They reset the abutment stones that the river had nudged out of place. They tightened every iron rod. They replaced two diagonal timbers that had cracked. They put a new cedar shingle roof on the structure. The bridge does not carry trains anymore. The line was abandoned in 1951.

[00:25:45]But the bridge stands. When I read the rehabilitation report, I noticed something. The crew that rehabilitated the bridge in 2007 used essentially the same methods that the original Rutland Railroad crew used in 1897.

[00:26:01]They built false work under the spans.

[00:26:04]They lifted the trusses with comealongs and hydraulic jacks. They threaded the iron rods. They tightened the nuts. They bolted the bearing blocks. The hand tools were better. The lifting equipment was modern. But the geometry, the load path, the technique, all of it traced straight back to How's drawing from 1840.

[00:26:24]A bridge carpenter from 1850 would have understood every move that the rehabilitation crew made in 2007 and probably would have asked them what was taking so long. That continuity is the thing I keep returning to. The how trust was not a fashion. It was a solution to a specific engineering problem and the solution worked so well that it stayed in use for a century and a half. The covered how Truss railroad bridge solved the problem of getting a 30-tonon steam locomotive across an American river using only the materials available in the local sawmill and the local forge and the local quarry. It solved that problem in 1840. It kept solving it through 1890 and the surviving bridges are still solving it for foot traffic and historical tour buses today. And here is the deeper continuity. Every named railroad covered bridge built between 1840 and 1900 came out of the same chain of hands. House drawing taught stone. Stone taught his foremen.

[00:27:23]The foreman taught their crews. The crews carried the technique west and south and north. And they taught new crews in every town along the rail lines. By the time the Rutland Railroad raised East Shoreham in 1897, four generations of bridge carpenters had passed the methods down without losing the geometry. The crews who did the rehabilitation in 2007 were the fifth generation. The chain is unbroken.

[00:27:49]The work continues. Here is the moment I keep coming back to. October of 1841.

[00:27:56]The Springfield Bridge is finished. The siding is up. The roof is sealed. The iron rods are tightened. Every nut snug, every washer flat against the bearing.

[00:28:08]The masonry peers stand seven across the river. The wooden deck is laid. The first locomotive sits at the east end of the bridge. Steam up, water boiling, smoke pouring from the stack. William How is on the bridge. Amasa Stone is on the bridge. McNeel and Whistler and Swift are on the bridge. The crew that built it is on the bridge or standing on the bank watching, hats in their hands.

[00:28:34]The engineer in the locomotive cab opens the throttle. The drive wheels turn. The locomotive moves forward onto the deck.

[00:28:42]The wooden floor planks creek. The iron rods take the strain. The diagonals press harder against the cords. Every joint, every nut, every bearing block does its job.

[00:28:56]The bridge moves a fraction of an inch under the moving load, just as the design predicted. The engineer watches the trusses out the cab window. How watches the rods. Stone watches the cords. The locomotive picks up speed and the bridge holds. Howal stood on his own work and watched the iron rods take the load. They did not fail. The timber diagonals did not buckle. The masonry peers did not shift. The roof did not catch a spark. The locomotive crossed 1260 ft of wooden bridge over the Connecticut River and rolled out the other side. And the Western Railroad of Massachusetts had its line from Boston to Albany. The crowd on the bank cheered. The whistle blew. The line was open. Howal lived 11 more years after that day. He patented a second improved version of the truss in 1846.

[00:29:50]He built more bridges. He died on September 19th, 1852 at the age of 49.

[00:29:58]Amasa Stone outlived him by 31 years and built an industrial empire on how's drawing.

[00:30:04]But the men who came after them, the bridge carpenters across New England and Pennsylvania and Ohio and Indiana, D, the men who climbed the false work and turned the wrenches and laid the deck planks and painted the joints with linseed oil to keep the rot out. Those men kept building how truss bridges for the rest of the century. They built them in Vermont. They built them in Indiana.

[00:30:29]They built them in Oregon. They built them in Maine. Most of those bridges are gone now. The lines were abandoned, the timber rotted, the iron rods rusted, the masonry peers were dynamited or left to settle into the silt. But a few of them are still standing. East Shoreham still stands. Several Pennsylvania bridges still stand. They stand because someone built them right and because someone kept the roof tight and because the design itself was sound. I have walked the East Shore Bridge. I have stood inside that single 109 ft span and looked up at the iron rods hanging from the top cord. And I have run my hand along the 8x9 pine diagonals that have been doing their job since 1897.

[00:31:13]The wood is dry. The iron is sound. The roof is tight.

[00:31:19]129 years after the Rutland Railroad opened the line, the bridge still does the work it was built to do.

[00:31:25]I think about how in his sawmill town in Spencer working out the geometry of the truss while he raised a church roof in Warren. I think about Amasa Stone at 21 years old sweating on the Springfield site, not yet knowing that he would buy the patent and build the empire.

[00:31:43]I think about the carpenters who did not leave their names in the ledger, who climbed the false work in 1841 and again in 1850 and again in 1897. And who built bridges strong enough to hold a steam locomotive out of nothing but pine, oak, rot iron, and what they knew. I honor them all. Their names are gone. Their work is not. Walk into a covered railroad bridge in Vermont or Pennsylvania on a quiet afternoon. Look up at the iron rods and the diagonal timbers. Listen to the wind in the rafters. And you are standing inside their work. One more thing before you go. Every name I find, every number, every record, I am collecting it all into a series of books so these men are not forgotten again. Volume 1 is available right now. Scan the code on your screen or follow the link in the description. See you in the next one.