certain results are given and accepted long before actual trials are
made, form one of the most convincing proofs of the important part
which scientific methods play in modern shipbuilding. This is evident
in the case of ships embodying novel or hitherto untried features, and
more especially so in cases where shipbuilders, having no personal
practical experience or data, achieve such results. This was notably
illustrated in the case of the Fairfield Co. undertaking some five
years ago to build and engine a huge craft of most phenomenal form and
proportions, and to propel the vessel at a given speed under
conditions which appeared highly impracticable to many engaged in the
same profession. The contract was proceeded with, however, and the
Czar of Russia's wonderful yacht Livadia was the result, which
(however much she may have justified the professional strictures as to
form and proportions) entirely answered the designer's anticipations
as to speed. Equally remarkable and far more interesting instances are
the Inman liners City of Paris and City of New York, in whose design
there was sufficient novelty to warrant the degree of misgiving which
undoubtedly existed regarding the Messrs. Thomson's ability to attain
the speed required. In the case at least of the City of Paris, Messrs.
Thomson's intrepidity has been triumphantly justified. An instance
still more opposite to our present subject is found in the now
renowned Channel steamers Princess Henrietta and Princess Josephine,
built by Messrs. Denny, of Dumbarton, for the Belgian government. The
speed stipulated for in this case was 20½ knots, and although in one
or two previous Channel steamers, built by the Fairfield Co., a like
speed had been achieved, still the guaranteeing of this speed by
Messrs. Denny was remarkable, in so far as the firm had never
produced, or had to do with, any craft faster than 15 or 16 knots. The
attainment not only of the speed guaranteed, but of the better part of
a knot in excess of that speed, was triumphant testimony to the skill