proposition to fit such vessels with longitudinal bulkheads with great
fear. If a collision took place--such, for example, as that which sunk
the Oregon--water would get access to one side only of the ship, and
it was not at all improbable that if a sea was on, she would turn
right over. At all events, very serious risk would be involved.

Mr. W.H. White, Chief Constructor to the Admiralty, said the question
of twin screw propulsion was one of special interest to himself, and
had been so for many years. In 1878 he dealt with it as fully as he
then could on the basis of the Admiralty data, and he then ventured to
say everything in favor of twin screws that Mr. John had said in his
paper. If greater power than that now used in such a ship as the
Etruria, for example, were demanded, two screws must be used. Good as
are the results obtained with the Etruria, it was by no means certain
that still better might not be had. If she had been fitted with two
screws instead of one, very great advantage would be gained by the
greater submergence of the twin screws, as thus racing would be almost
wholly prevented.

Mr. Calvert urged that more attention should be devoted to studying
the relative values of different portions of the propeller.

The sitting was then suspended. In the afternoon, as we have already
stated, the members visited the steamship Germanic on the invitation
of Messrs. Ismay, Imrie & Co., subsequently proceeding to Messrs. Cope
Brothers' tobacco works, and thence to the exhibition, where the
dinner of the Institution took place in the evening.

On Friday morning no paper was read; some official business was
transacted, and this being done, the discussion on Mr. John's paper