Part 6

The engines of the _Canopus_ are illustrated on page 49 by a drawing taken from a Paper read at the Institution of Civil Engineers, by Sir John Durston and Admiral H. J. Oram.[64] This was the first type of British battleship fitted with water-tube boilers. She was followed soon after by the _Prince of Wales_.[65]

The _Argyll_, which was built and engined by the Scotts, and the _Defence_, which is being built in one of the Royal Dockyards, and is having its machinery constructed by the Scotts, signalise progress in cruiser design. The hardening of armour, increasing its resistance, permits of a reduction in weight for a given measure of protection, so that it has been possible to effectively defend the modern cruiser, while at the same time giving an enormously increased gun-power and a speed far in excess of that possible ten years ago. The _Argyll_ is a vessel of 10,850 tons displacement, being 450 ft. long, 68 ft. 6 in. beam, and having a draught of 25 ft.; while the _Defence_ is a vessel of 14,600 tons displacement, having a length of 490 ft., a beam of 74 ft. 6 in., and a draught of 26 ft. In both ships the greater part of the broadside, from 5 ft. below the water-line to the upper deck, is armoured, and a very large proportion of the area thus clad has 6-in. hardened plates.

In the late 'nineties it was assumed that quick-firing artillery was best suited to the work of a cruiser, and thus the 6-in. gun was exclusively adopted. But since then Naval strategists have developed their ideas as to the function of armoured cruisers, and now anticipate their use in the line of battle; so that not only has the defensive quality been improved, but the offensive power has been materially increased. In the _Defence_, and the other ships of the class, the 6-in. gun has been entirely discarded in favour of an installation of 9.2-in. and 7.5-in. weapons. Owing to the perfection of the hydraulic and electric mountings, little has been forfeited in respect of rapidity of fire, while much has been gained in the striking energy at a given range of each projectile. Thus, while the 6-in. gun five years ago had an energy equal to penetrating 6 in. of wrought iron at 3000 yards' range, the 7.5-in. weapon now may perforate 6-3/4 in., and the 9.2-in. gun 9 in. of the hardest armour at corresponding range. The total weight of projectiles fired from the present-day cruiser in a minute is double, and the muzzle energy quadruple, the results attained by the cruisers designed at the close of the nineteenth century.[66]

The modern cruisers steam at 23 knots, the power of the machinery in the _Argyll_ being 21,000 indicated horse-power, and in the _Defence_ 27,000 indicated horse-power. The machinery of the _Argyll_, which is typical, consists of four sets of triple-expansion engines, arranged in separate watertight compartments. The diameters of the cylinders are: high-pressure, 41-1/2 in.; intermediate-pressure, 65-1/2 in.; and the two low-pressure, each 73-1/2 in., all having a stroke of 42 in. At full power, developed with 138 revolutions, the piston speed is 966 ft. per minute. The cylinders are fitted with liners, and are steam-jacketed; forged steel is used for the liners of the high- and intermediate-pressure cylinders, and cast-iron for those of the low-pressure cylinders. The cylinder covers and pistons are of cast steel, the latter being of conical form. The high- and intermediate-pressure cylinders have piston valves, and the low-pressure cylinders flat valves. The cylinders are supported at the front by eight forged-steel columns, and at the rear by four cast-iron columns formed with guide-faces, and one forged steel column. The crankshaft is in four pieces, the high- and intermediate-pressure parts being interchangeable with each other, and the two low-pressure parts with one another. The shafts are hollow, and three-bladed propellers of manganese bronze are fitted to each. The condensers are entirely separate, and independent air pumps are fitted.

The _Argyll_ had a combination of six cylindrical and sixteen water-tube boilers, but in the later ships, including the _Defence_, the boilers are entirely of the water-tube type. The working pressure of the boiler is 275 lb., reduced at the engines to 250 lb. The trials of the _Argyll_ were carried through most satisfactorily,[67] and the vessel, under the new Admiralty conditions, was completed for commission by the builders. The fact that this armoured cruiser was so completed at the builder's yard is of itself evidence of the capacity and efficiency of the plant.

FOOTNOTES:

[52] Charnock's "History of Marine Architecture," vol. iii., page 245.

[53] The "Greenock Telegraph," May 4th, 1849.

[54] Sir Nathaniel Barnaby's "Naval Development of the Century," page 140.

[55] Sennett and Oram's "Marine Steam Engine," page 3.

[56] Fincham's "History of Marine Construction," page 332.

[57] _Ibid._, page 344.

[58] Sir Nathaniel Barnaby's "Naval Development of the Nineteenth Century," page 113.

[59] Sennett and Oram's "Marine Steam Engine," page 10.

[60] "Proceedings of the Institution of Naval Architects," vol. xxx., page 278.

[61] "Proceedings of the Institution of Naval Architects," vol. xxx., page 287.

[62] "Encyclopædia Britannica" (1898 edition), vol. xi., page 288.

[63] "Engineering," vol. lxxix., page 577, May 5th, 1905.

[64] See "Proceedings of the Institution of Civil Engineers" (1899), vol. cxxxviii., part 3.

[65] "The Engineer," vol. xcviii., page 15.

[66] "Engineering," vol. lxxx., page 415.

[67] "Engineering," vol. lxxx., page 420.

Yachting and Yachts.

Yacht designers and builders, when votaries of the sport, produce much better results, and in this truism we have some explanation of the success of the Scotts in the long series of yachts built during the past century. There are a few misty memories and time-worn traditions to the effect that yachting of a kind was indulged in on the Clyde in the closing years of the eighteenth century; but there are no authentic records antecedent to the nineteenth century. From 1803 onwards the Scotts have been closely identified with the pastime, and with the production in the early years of sailing yachts; and, later, of steam craft.

The first notable Clyde racing yacht, of which there is any record, was launched by the Scotts in 1803, as already referred to on page 11 _ante_. She was a 45-1/2-ton cutter for Colonel Campbell, an Argyllshire soldier, and the launching ceremony, the honours of which were done by Lady Charlotte Campbell, was attended with military honours. For the twenty years immediately following the launch of this cutter, yachting made most pleasing progress, and in 1824 the Royal Northern Yacht Club was formed for the better organisation and encouragement of the pastime. The club had its origin in the North of Ireland, and had jurisdiction over that district, as well as over the West of Scotland up till 1838, when the Irish section was disbanded. The Royal Northern gave regattas throughout the season, at almost every suitable port, from Helensburgh on the Clyde to Oban. Amongst the leaders of the Clyde Division was John Scott, the second of the name, and a large number of the racing craft owned by the members were built by him. Indeed, one of the most experienced writers on Yachting in Scotland, Mr. J. D. Bell, says that "among the old yachting families of the West of Scotland, the Scotts and the Steeles filled the foremost place."

Among the best remembered of the yachts built by John Scott were the cutters _Hawk_ and _Hope_, constructed for himself, and the _Clarence_, built for his son-in-law, the late Robert Sinclair. The _Hawk_ was a boat of about 30 tons, the _Hope_ was rather smaller, and was used for cruising rather than for racing; and the _Clarence_ was about 18 tons.

The _Hawk_ was a successful racer, and secured many cherished prizes, but the _Clarence_ was her superior, and was the first of a long line of prize-winners which have brought renown to the Clyde. Indeed, in all she won over thirty challenge trophies, and in her best season never suffered defeat. Robert Sinclair, the owner, was himself a keen and accomplished yachtsman.

In the races held in 1833-34--most prominent years--John Scott, with the _Hawk_, won the Anglesey Cup at Dublin, and the Oban and Helensburgh Cups; while Robert Sinclair, with the _Clarence_, won the Ladies' Cup at Oban, the Kintyre Cup at Campbeltown, the Dublin, Adelaide, and Booth Cups at Dublin, the Stewart Cup at Greenock, the Largs Cup and the Dunoon Cup. These two yachts were indeed close rivals, although the principal honours rested with the _Clarence_. On one occasion, however, the _Hawk_ unexpectedly defeated the _Clarence_ in an important race at Dublin, and the owners were anxious to have the cup in Greenock as soon as possible for a special reason. Recognising that the _Clarence_ was really the faster boat, they handed over the trophy to her crew to take to the Clyde port; but the luck which enabled the _Hawk_ to win the cup stood by her on the passage home, and she made the port a considerable time before her rival.

The _Clarence_ became a pilot boat, and was unfortunately run down off Garroch Head, while the _Hawk_ was transferred to the fishing trade. In later years John Scott, C.B., had the laudable desire to secure as a relic the vessel his grandfather had owned, but the negotiations failed; and the boat is probably still at work among the islands of Scotland.

The Royal Northern Club's fleet in the 'thirties numbered about fifty, but there were no steam vessels on the list until 1855. Among the principal boats in the club were the Duke of Portland's ketch, the _Clown_, of 156 tons; the Duke of Buccleuch's cutter, the _Flower of Yarrow_, of 145 tons; Mr. John Scott's cutter, the _Lufra_, of 81 tons; Mr. Robert Meiklem's schooner, _Crusader_, of 126 tons; and Mr. Lewis Upton's cutter, _Briton_, of 91 tons. The membership was about one hundred and fifty, the aggregate tonnage of the fleet about 2000 tons, and its cost, at a fairly generous estimate, about £20,000.

What a contrast is suggested by a review of the fleet of yachts owned to-day by Clyde yachtsmen! There are now eight clubs in the Firth recognised by the Yacht Racing Association, and one of the largest of these--the Royal Clyde--alone has over a thousand members, with a fleet of over three hundred and seventy yachts, of a collective tonnage of 26,000 tons, and of a first cost of a million sterling. The club-house at Hunter's Quay, which cost about £20,000, is representative of the best of its kind. Many of the yachts--sailing and steam--are of considerable size, and have international repute for their excellence, either as racers, or as comfortable seaworthy cruisers.

The origin of the Royal Clyde Club in itself affords interesting suggestion of the development of the pastime on the Clyde. Owing to a rule enforced by the Royal Northern Club during the earlier period of its existence, boats smaller than 8 tons could not be enrolled; many enthusiastic owners of small craft were thus debarred from membership, and in 1856 they decided to form a new club. This, first named the Clyde Model Yacht Club, became, a year later, the Clyde Yacht Club; and, having grown immensely in influence, obtained, in 1872, Queen Victoria's sanction to the appellation of "Royal." To-day the Royal Clyde Yacht Club is one of the most important in the Kingdom.

John Scott (1752-1837) was long a prominent member of the Royal Northern Club. His son, Charles Cuningham Scott, was an original member, but did not take the same active part in the pastime, the claims of a quickly-developing industry being probably the reason. But the records of the family were again revived by his sons--John Scott, C.B., Robert Sinclair Scott, and Colin William Scott. They displayed a preference for steam craft, although the first-named owned several cutters, beginning with the _Zingara_; later several beautiful yachts, each successive ship being named the _Greta_, were built for him. The first of these, of 1876, and the last, of 1895, are illustrated on the Plate facing this page. He was elected Commodore of the Royal Clyde Club in 1895 in acknowledgment of his services to the club and to yachting generally, and he occupied the post until his death in 1904.

These were exciting times in Clyde yachting. It was then that Lord Dunraven and Sir Thomas Lipton made their gallant but unsuccessful efforts to recover the America cup with Clyde-built boats, while the performances of the _Britannia_, owned by the then Prince of Wales, now His Majesty the King, and of the _Meteor_, belonging to the German Emperor, gave a distinction to the sport which it had never enjoyed before.

The Mudhook Yacht Club was formed in 1873 by a few skilled yacht designers and yachtsmen, and included Robert Sinclair Scott, Colin William Scott, and James Reid. The membership was limited to forty, and the aim of the founders was to "encourage amateur yacht sailing." There were many inspirations connected with the founding of the club; there is a tradition that when a "Mudhooker" was being initiated, he was usually confronted with a coil of rope, a small marlinspike, a chart and dividers, a forecastle bucket and other implements; and, before the hand of fellowship was extended to him, he was exercised, with more or less of solemnity, as to their uses. From the foundation of the Club until his death in 1905, Robert Sinclair Scott was Admiral of the Club. For twenty-nine years from the same period his brother, Colin William Scott, acted as Honorary Secretary, and his great services were recognised on the club attaining its majority in 1894, by the presentation by the members of a set of old candelabra and fruit dishes. The present Honorary Secretary is R. L. Scott, son of John Scott, C.B.

Although, as we have said, the Scotts never owned racing yachts, they have built for themselves and for others a long succession of beautiful steam yachts, as recorded in the Table on page 69. In all, seven yachts have been built in succession for the Scotts themselves. Each was named the _Greta_, after a small stream which runs through the Halkshill Estate, excepting the last, which was called the _Grianaig_, the Gaelic for Greenock.

The last _Greta_ is exactly double the length of the first, while the yacht tonnage is practically eightfold. The successive steps are marked. The _Greta_ of 1876 was 76 ft. long, and of 53 tons, and she was at once purchased by a Kilmarnock lady, Miss Finnie. The vessel built for John Scott, C.B., in the following year was slightly larger, and she also was coveted and secured. In 1878 a still larger ship was built, and for many years this craft continued in the possession of its original owner, but in 1892 was displaced by a vessel of greater size, of 135 ft. 6 in. in length, and of 230 tons yacht displacement. Other vessels followed at periods of three years, and the _Greta_ of 1898 was 154 ft. long, and of 393 tons.

Many other notable vessels were constructed in the same period for other owners; and while it is not possible to refer to all of them, mention may be made of the _Tuscarora_, built in 1897, for William Clark, Esq., of Paisley. This vessel, which is illustrated on Plate XXIV., is 170 ft. long, and of 775 tons. She had a bridge and promenade deck 104 ft. long; and there were ten state-rooms and large saloons for the owner and his guests. Built for oversea cruising, she had a very complete installation of refrigerating machinery. The triple-expansion engines with which she was fitted developed 1030 horse-power when running at 150 revolutions, equal to a piston speed of 675 ft. per minute. Steam was supplied by a single-ended boiler.

A much larger vessel--indeed, the largest of the type constructed by the firm--was the _Margarita_, constructed for A. J. Drexel, Esq., of Philadelphia, to the designs of the late Mr. G. L. Watson, who did so much for the advance of the science of naval architecture as applied to sailing and steam yachts. This vessel is of 272 ft. in length, with a displacement of 2522 tons. For the owner and his guests there are thirteen large state-rooms, and the general saloons include dining, drawing, and smoking rooms, a boudoir, and a children's nursery. The yacht is equipped with all the accessories of the modern liner, including refrigerating appliances. It is propelled at a speed of over 17 knots by twin-screws, operated by two independent sets of triple-expansion, four-cylinder engines, balanced to obviate vibration.

TABLE VI.--GENERAL PARTICULARS OF PRINCIPAL STEAM YACHTS BUILT BY SCOTTS' SHIPBUILDING AND ENGINEERING COMPANY, LIMITED, GREENOCK.