might have been expected, a large amount | and Steel," containing full details of the Another, and in some respects very at the earlier period, when the Annual now regulated by theoretical investigations as well as by experience at sea. To those persons specially interested in From 1866 to 1877 no atempt was made modern yacht designing and management to summarize the important additions we can safely commend the two excellent which were made to experimental and books produced by Mr. Dixon Kemp, theoretical knowledge during that time. entitled "Yacht Designing" and "Yacht In the interval Mr. Reed published a very and Boat Sailing." In these books will valuable treatise on "Shipbuilding in Iron | be found a large amount of valuable in Mr. Froude commenced his labors by a discussion of the phenomena of wavemotion and the oscillation of ships in a seaway. His first paper read before the Institution of Naval Architects in 1861 marked a new departure in this department of the science of naval architecture. Many eminent writers had attempted to formation, well arranged and carefully analyzed, relating to yachts of all classes, their forms, qualities, and relative perform ances. Mr. Kemp may be congratulated on having done so much to encourage among yachtsmen a spirit of inquiry into the principles which govern the design and behavior of our pleasure fleet. In concluding this review of the prog-frame a theory to represent the rolling of ress of naval architecture during the ships at sea, but had failed. Mr. Froude present century, it is but proper to draw proposed a method of investigation which particular attention to the labors of two from the nature of the case could not be eminent men, whose loss the profession exact, although it more nearly represented has had to mourn in recent years. The facts than any preceding method had late Professor Rankine and the late Mr. done. For nearly twenty years Mr. W. Froude have done more original work Froude steadily pursued the inquiry, addduring the last twenty years than any ing one mathematical investigation to other investigators at home or abroad; another, carrying out numerous experiand the leading position which this country has taken since 1860 in developing the theory of naval architecture is chiefly due to the ability and industry of these two men, neither of whom was by profession a naval architect. Rankine and Froude were civil engineers, and had both been actively engaged in professional work for many years before they took up the special study of naval architecture. Froude was drawn in this direction by his intimacy with Mr. Brunel, who was busy with many other things when the "Great Eastern was in progress, and was glad to have the assistance of so capable a mathematician, as Froude in the consideration of the difficult problems incidental to her design. Rankine would appear to have been specially interested in shipping after he became professor of civil engineering at Glasgow University; and the close neighborhood of the shipyards on the Clyde could scarcely fail to produce this result. Moreover, Rankine was a man who rejoiced in being of service to any one who sought help or advice; and some of the leading Clyde builders were not slow to avail themselves of his help when questions of a novel or difficult character had to be considered. Widely differing in their modes of thought and expression, Froude and Rankine mutually influenced and helped each other. Of the two, Rankine probably had the greater power in mathematical investigation; but Froude was at least as original as Rankine, and was possessed of an almost intuitive perception of principles. More than once a method of inquiry originating with one of these men was carried further by the other; and difficulties that might have proved insurmountable to either working alone, were by their combined action removed or overcome. ments, and making voyages for the purpose of studying the behavior of ships. At first, authorities in the science of naval architecture, like Moseley and Dr. Woolley, regarded the new theory with some suspicion; Rankine, on the contrary, warmly supported it and helped to answer various objections urged against the hypothesis on which it was based. Gradually the new theory won its way, and it is now generally accepted. Broadly speaking, it may be said that whereas earlier investigations gave to the naval architect the power of making estimates of the buoyancy and stability of ships floating in smooth water, they gave up as altogether hopeless the attempt to predict the behavior of ships at sea, or to determine the causes which produce heavy rolling. On the other hand, thanks to Mr. Froude, the designer of a ship now knows what precautions to take in order to promote steadiness and good behavior. Mr. Froude aimed at nothing less than being able to predict with close approximation to truth the heaviest rolling that any ship could be made to perform. His method included the conduct of a series of experiments with a carefully prepared model of a ship; and the inference therefrom, by means of mathematical formulæ, of her probable behavior at sea. In the case of the "Inflexible" this process was actually adopted and the details can be found in Parliamentary papers. It is but right to add that Mr. Froude was assured of the accuracy of his procedure by the comparison of its results with the observed behavior of actual ships. He was no mere theorist, riding a hobby to death; but a painstaking experimentalist and patient observer, with the greatest reverence for facts. Any one who had the honor of his friendship will know that any theory of his, however cherished, would have been abandoned at once if found to be opposed to facts. No one was more persistent in the endeavor to obtain from sailors accurate and trust worthy observations of ocean waves and the rolling of ships; and his recommendations did much towards inducing the Admiralty to establish the regulations now in force for making such observations. For the last ten years of his life Mr. Froude was, indeed, intimately associated with the royal navy, giving his valuable services without other reward than the grateful recognition of their value by successive Boards of Admiralty, who placed at his disposal the means of making many experiments that would otherwise have been beyond his power. Such a man is rarely found, and could be ill spared. The beneficial effect of his labors on the designs of our ships of war are generally acknowledged, and most fully by the professional officers of the Admiralty who were directly aided by Mr. Froude in the performance of their difficult and responsible duties. While Froude was the leader in the inquiries mentioned above, Rankine, for many years, took the foremost place in investigations relating to the resistance and propulsion of ships. To Rankine is due the accepted mechanical theory of the action of propellers; and the steamline theory of resistance, although indicated by Poncelet and others, was put into a complete and general form by Rankine. His investigations into the dynamical theory of heat also did much to assist the progress of marine engineers in the device of improved types of machinery. In all his work Rankine aimed at making theoretical investigations influence practice; and although he was not personally engaged in naval architecture, his influence among private shipbuilders was considerable, causing them to appreciate the value of scientific methods. This was especially true of the Clyde shipbuilders, who, from the first, have taken a leading part in the development of steamship construction. Not a few of Rankine's investigations were made for the purpose of assisting his friends; and many opportunities of experiment and observation were afforded him by those who had benefited by his advice. Rankine had to carry on the heavy routine duties of his professorship in Glasgow University, and consequently could give only fragments of his leisure time to the prosecution of his various original invesVOL. XXXIII, 1714 LIVING AGE. tigations. Under these circumstances it is surprising that he accomplished so much; but one great result of his work was the attraction of Mr. Froude, who had more leisure, to the more careful study of the resistance and propulsion of ships. Accepting Rankine's steam-line theory of resistance, Mr. Froude based upon it an experimental method of ascertaining, from models, the resistance of full-sized ships. This method was first described in a report to the British Association (1866) made by a committee appointed to consider the behavior of ships. All the other members of this committee, including Rankine, favored the proposal to experiment with ships, regarding model experiments with suspicion. Froude, on the contrary, maintained that with proper care, and using models of reasonably large dimensions, it would be possible to predict the resistance of ships. His opinion has since been verified; and for many years before his death he presided over an experimental establishment at Torquay, which the Admiralty largely aided, and where a considerable amount of valuable work was done, although much remained incomplete when he died. Purely mathematical investigation utterly failed in the endeavor to predict what would be the resistance experienced by a ship of given form moving at a given speed. Froude, by a happy grafting of experiment upon mathematical reasoning, solved the difficulty, and showed how greater precision might be given to the designing of steamships. Had he been spared, still further progress would have been made in this direction; and it must be hoped that the Admiralty will continue to give their support to a system which has already rendered such notable economies possible in the engine-power of ships of the royal navy. Instead of building a ship and putting in the machinery, only to find, on trial, that other forms and proportions would have been preferable, a series of inexpensive models can be tested, and the best form selected from amongst them before a ship is built. An illustration of the advantages of the new system may be of interest. About five years ago a new class of gunboats was designed for the royal navy; and the choice lay between two very dissimilar forms, the length and draught of water being the same in both. By means of model experiments one of these, which at a cursory glance would appear likely to encounter the greater resistance, was shown to require only two-thirds the en gine-power required by the other form to movement that has placed this country at attain the same speed. On the twelve the head of the maritime nations in both vessels of the class, the saving on the the science and the practice of shipbuildfirst cost of the engines must have ex-ing. Throughout the shipyards of Great ceeded ten thousand pounds; while the Britain there is a great and growing reless powerful engines will be less costly spect for scientific procedure. Men who in coal-consumption during the whole have had no special opportunities for period of service of the gunboats. These acquiring professional knowledge, are giveconomies are the result of an experiment ing their sons every advantage in educaprobably costing less than a hundred tion. Old jealousies and misunderstandpounds. Moreover, with this experimen- ings are fast disappearing, although they tal method, it is possible to advance with are by no means extinct as yet. Practical some assurance on the construction of shipbuilders are not so ready to despise new types of ships, or to attempt the the work of the naval architect. Sailors, attainment of unrivalled speeds. In the who formerly had a hearty contempt for design of the "Iris" and "Mercury," for so-called "theorists," now take a considexample, which are the most rapid sea- erable interest in naval architecture, and, going steamers yet built, the Admiralty in many cases, conduct valuable observaconstructors availed themselves of Mr. tions of wave-motion and the behavior of Froude's assistance, and the results justi- ships. The progress already made is fied their confidence in the accuracy of great; and there is reason to hope that his method. So great has been the gain, even greater progress will be possible that similar experimental works have when the original investigator, the trained been established in France, Italy, and naval architect, the practical shipbuilder, Holland. In the design of the elliptical and the experienced seaman all heartily "Popoffka" yacht, recently built on the co-operate. Clyde for the emperor of Russia, model experiments have been had recourse to; and in any other novel undertaking this is the only safe course to pursue in the present state of knowledge. Mr. Froude died at the Cape of Good Hope in 1879, having proceeded thither for the purpose of regaining health if possible. Before leaving England he had commenced a further series of investigations into the causes influencing the efficient action of screw propellers. This inquiry is unfortunately left incomplete, but we trust it may be finished by others who were acquainted with the proposed line of work. Of the two great departments of naval science with which Mr. Froude's name will always be associated, that which relates to the resistance and propulsion of ships is undoubtedly the one of which the results are most generally useful, not merely as affecting the royal navy but also the mercantile marine. The value of Mr. Froude's labors was becoming more and more widely recognized when they were terminated by his death. Seventy years ago, as we have seen, the science of naval architecture had no home in England: forty years ago it had no official recognition, and was but little studied by the great majority of British shipbuilders. Twenty years only have passed since the scattered adherents of scientific method formed themselves into a professional association, and initiated a From All The Year Round. VISITED ON THE CHILDREN. CHAPTER VII. MRS. DYSART'S CONFESSION. It was almost the hottest day of that exceptionally hot July. Even the little Mole, dwindled down into a miserable streamlet, seemed to simmer in its too spacious bed, and hot, unhealthy exhalations hung like a mist over the watermeadows adjoining it. Dorking, sweltering in its steaming valley, Epsom, baking on its dusty plain, were alike unbearable. Even the greenness of Chadleigh End was choked under clouds of dust, and the heath where Gareth had met Sybil lay scorching in the noonday sun, bare and baked, with little eddies of peaty dust blown up now and again by the hot air to settle down afresh on the brown and blossomless clumps of gorse, so lately all a glory of green and gold, and the thorny, purple-flowered tangle of blackberry bushes. There was a man crossing the heath now. Not Gareth; it was a week or more since he had left the village, and this man, though strong and well-built, had neither the handsome Londoner's height nor elegance of dress. In fact, he was decidedly careless, if not shabby, in his attire; and 6 it required a second glance at the dusty, | busy with all the kindly little preparations efforts to rise above it had certainly not been wholly triumphant; for happening to lift his eyes at that moment, and see a young lady coming straight to meet him, he started, colored up to his brow, and had half turned as if to escape before he had time to recollect himself. It was cowardice; but the cowardice, perhaps, had its excuse; for in the tall, slim figure, the elastic walk, and delicate refinement of face and head of the approaching woman he recognized features only too familiar to him; and, next to Sybil Dysart herself, there was no one whom at that moment he cared less to encounter than the younger sister with whom her image and presence were so intimately bound up. But Lionel Ashleigh had never been a dandy in his palmiest times, and now, in the early days of his return home and reassumption of those duties which the first shock of Sybil's desertion had tempted him to fling aside, he thought less of his dress or appearance than ever. It was not for long that he had abandoned his parish and people. To lay down the work and obligations to which he had pledged himself, and for the discharge of which he was paid, would have seemed to him alike cowardly and dishonest; and when Mr. Beale sent him a kindly hint that Gareth was no longer at Chadleigh End, he made up his mind to return at once to the village, as to the To poor Jenny, however, the meeting care of which his conscience was already was one of equal, if not greater, misery. pricking him. The message reached him Shame for her sister's offence so overin one of the most northern hamlets in filled her soul with a sense of keen perNorway, and within four days of its re-sonal humiliation, that so far from wishing ceipt he was back in Surrey; but though in coming back to his post he had determined to shirk none of the duties pertaining to it, nor allow a sentimental sorrow to hamper his powers of usefulness, he had not so far conquered himself as to be able to face the society which he well knew was buzzing with the news of his rejection. Notes of friendship, of sympathy, of invitation, covered his table when he first sat down to it; but the first were merely glanced through and thrown into the fire with a shiver of pain, while the latter were answered by the briefest of refusals. He would not even go to Dilworth, and as yet his parents had seen nothing of him; but fortunately they were kind and sensible people, and rarely constituted enough to feel with and understand this avoidance in place of resenting it. "Let the boy alone a bit,” said the rector to his wife. "He's been hard hit and is very sore; but as soon as he's got over it a little he'll come back to us;" and Lion was already sufficiently recovered to be grateful for the consideration shown him. Indeed, he was thinking of it now as he trudged along under the fierce blue sky and scorching sun-rays to visit a sick navvy who lived on the other side of the heath, and blaming himself for his pusillanimity in still shrinking from the sight of those who, when last he saw them, were to obtrude herself on Lionel's notice she would have been only too grateful to be able to pass him by without being seen; and as his eyes met hers, and he saw the deep, embarrassed flush dying her usually pale cheeks, the wistful, quickly averted glance, and unmistakable air of trouble and timidity pervading her whole bearing, the generous nature of the man triumphed over any latent anger or pettiness; and he not only stopped, but put out his hand to greet her with more than usual kindliness for the momentary hesitation. Jenny, however, could not answer as readily. In truth, she had not thought that he would speak to her at all. Why should he, when he had received such vile treatment at her sister's hands? and yet, when she did venture to look up, the change which the last few weeks had worked in the familiar brotherly face, and the deep lines which had grown about the brow and mouth, wrought such hot pity and indignation in her as even overswept shame, and not only brimmed her eyes with tears, but brought her other hand to join its fellow in his friendly clasp. It was a little thing, after all, to give him two hands instead of one when so much had been taken from him; and what would they avail him? They were only hers; not Sybil's. "You are not looking well, Jenny," said Lion good-naturedly; though, with a man's natural repugnance to pity, the uncon |