The Cunard Company.
I was elected a member of the board of directors of the Cunard Company in 1888, and found the work of looking after a great and progressive steamship company to be extremely interesting. For two years I was the deputy-chairman. I resigned this position as it required almost continual attendance at the Cunard offices, which I could not, with all my other engagements, possibly give.
To have been identified with the most forward policy in the shipping world has always been a source of great pride and pleasure to me.
A few years after I joined the board we built the "Lucania" and "Campania," steamers of 13,000 tons and 27,000 horse-power with a speed of 22 knots. They were in size and in speed a long way ahead of any steamer afloat, and created very general and great interest.
At the Jubilee naval review in 1897, held in the Solent, a small steamer made her appearance. She was little more than a big launch, and was called the "Turbinia"; she was propelled by a steam turbine and attained an extraordinary speed. We little thought when we saw this boat rushing about at a great speed that she would create a revolution in the mode of using steam for high-speed vessels.
In 1905 the Germans placed in the Atlantic trade several vessels which steamed 23 and 23½ knots, which secured for them the blue riband of the Atlantic. About the same time the White Star fleet and other Atlantic lines were bought by an American combine, and it appeared as if the whole Atlantic trade was destined to pass into the hands of the Germans and Americans. The country was much excited at the prospect, and pressure was brought upon the Government to assist the Cunard Company, and thus to preserve to the country the "premier" line of Atlantic steamers. The Government offered to lend the Cunard Company the money necessary to build two steamers of 24½ knots speed, and to grant to them a subsidy of £150,000 per annum. These terms being accepted the Cunard Company had then to determine the style both of boat and engines which would best fulfil the conditions of the contract.
Engines indicating 60,000 and 70,000 horse-power were considered necessary for a vessel to attain the guaranteed speed, and this power with reciprocating engines would involve shafting of dangerous size; hence it was decided to appoint a committee of experts to make enquiry as to the working of the "Parsons'" turbines in some channel steamers which were already fitted with this new form of engine. After a prolonged consideration the committee reported in favour of turbine engines. Meantime, experimental models of hull forms had been made and tested in the tanks belonging to the Government, to ascertain the lines which would give the necessary displacement, and be the most easily propelled. It was eventually decided to build ships of 780 feet in length by 86 feet beam, having a gross register of 34,000 tons, with turbine engines indicating 70,000 horse-power.
The order for one of these ships, the "Lusitania," was placed on the Clyde with Messrs. John Brown and Co., for the other, the "Mauretania," with Messrs. Swan, Hunter and Co., at Newcastle.
The planning of the cabins and the furnishing and decorating of these steamers gave us much thought, as we were anxious they should be a distinct advance on anything yet produced. These ships have fully realised all our expectations, the "Mauretania" having completed four round trips across the Atlantic at an average speed of over 25 knots. On one voyage she averaged over 26 knots on a consumption of 1,000 tons of coal per day, and on another voyage she made an average speed out and home of 25.75 knots.
The "Britannia," the first ship of the Cunard Company, built in 1840, was only 1,139 tons, with a speed of 8½ knots.