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.
Vibration.
An amusing incident occurred in connection with the building of the "Campania." On her engine trial she vibrated excessively, even dangerously, breaking some stanchions and deck plating. It was decided to ask Lord Kelvin, then Sir William Thomson, to investigate the cause of the vibration, and I was deputed to attend him upon the necessary trials on the Clyde. After several days' trials Sir William announced that the vibration would all disappear if the ship was loaded down. Three thousand tons of coal were put on board, and a large party of guests were invited for the trial trip. It was arranged that the ship should upon this trip start at a slow speed, at which there was no vibration, and when the guests were seated at lunch the directors were to quietly come on deck and the ship be put at full speed. This was no sooner done than she began to shake from stem to stern so violently that the whole of the guests streamed on deck enquiring what was the matter, and the speed of the ship had to be reduced. The vibration was afterwards cured by following the suggestion of our old Scotch engineer and altering the pitch of the screws, so that their revolutions did not synchronise with the vibratory period of the ship.
Some few years after this event I was invited to dine one Sunday evening at Balliol College, Oxford. After dinner I was taken into an adjoining room to wine by the president, Professor Cairns, well known as a great philosophical thinker and writer. On passing out of the dining hall a friend whispered to me, "I am sorry for you; the president never utters a word to his guest." We sat at a small table vis-à-vis. I tried to draw the president into conversation on several subjects, but failed lamentably. Eventually I asked him if he knew Lord Kelvin. He at once said he was an old friend; whereupon I told him the story of my experience on the "Campania." He became quite excited and interested. On my leaving the room my friend, who was a don on the classical side, again came up to me, and asked what we had been talking about. I answered "Vibration." He replied, "What is that? I never saw the president so interested and so excited before."