[1] Since the above was written, the _Aurania_ and the _Oregon_ have resumed their services on the Atlantic, the results in the case of the latter vessel being extraordinarily successful. On Saturday, the 5th April, she arrived at Queenstown, having left New York on Saturday, the 29th March, making the trip in 7 days, 2 hours, 18 minutes, her daily runs being:—45, 407, 396, 400, 302, 410, 384, 412, and 60; total, 2816 knots. Leaving Queenstown on Sunday, the 13th April, she arrived at New York on Saturday, the 19th April, in the unprecedentedly short period of 6 days, 9 hours, 22 minutes. [2] While these sheets were passing through the press, the _America_ was tried unofficially on the Clyde, and attained a speed of 17 knots, with about 6,500 indicated horse-power. On her passage from the Clyde to the Mersey she maintained, it is stated, 18¼ knots over the whole distance. [3] This list with those which follow other chapters, have been compiled at considerable trouble in the hope that they may be of use to technical readers in directing them at once to accurate and detailed information. In this connection also, the excellent work by Mr A. S. Seaton, “Manual of Marine Engineering,” and that by Mr W. H. White, “Manual of Naval Architecture,” may be referred to with every satisfaction. [4] For full and excellent treatment of this subject, see the paper on “Causes of Unseaworthiness in Merchant Steamers,” by Mr Benjamin Martell, Chief Surveyor to Lloyd’s Register, with the ensuing discussion: Trans. Inst., N.A., vol. xxi., 1880. Several of the causes above named it is doubtless the province of the scientific shipbuilder, and the duty of the shipowner, to obviate by furnishing the captain and officers—especially in the case of entirely new vessels—with particulars and data of the vessel’s technical character, such as are now left to be found out by slow and sometimes bitter experience. Of these it may be sufficient to instance:—Stability, steadiness, trim, carrying capability, and steaming powers. Mr William Denny, of Dumbarton, has recently publicly declared his firm’s intention of supplying such particulars to the vessels built by them. It is to be hoped this worthy example may be extensively followed. [5] In this, as in other matters dealt with, the full appreciation of which involves careful technical study, readers are referred to the papers enumerated at the end of chapter, as well as to the “Manuals” already referred to in this work.