"To your left is the marina where several senior cabinet officials keep luxury
feet in length; the Presidential yacht is over 200 feet in length, and can
remain submerged for up to 3 weeks."
-- Garrison Keillor
_Other Industries._--Ayrshire is the principal mining county in Scotland and has the second largest coalfield. There is a heavy annual output also of iron ore, pig iron and fire-clay. The chief coal districts are Ayr, Dalmellington, Patna, Maybole, Drongan, Irvine, Coylton, Stevenston, Beith, Kilwinning, [v.03 p.0076] Dalry, Kilbirnie, Dreghorn, Kilmarnock, Galston, Hurlford, Muirkirk, Cumnock and New Cumnock. Ironstone occurs chiefly at Patna, Coylton, Dalry, Kilbirnie, Dreghorn and Cumnock, and there are blast furnaces at most of these towns. A valuable whetstone is quarried at Bridge of Stair on the Ayr--the Water-of-Ayr stone. The leading manufactures are important. At Catrine are cotton factories and bleachfields, and at Ayr and Kilmarnock extensive engineering works, and carpet, blanket and woollens, boot and shoe factories. Cotton, woollens, and other fabrics and hosiery are also manufactured at Dalry, Kilbirnie, Kilmaurs, Beith and Stewarton. An extensive trade in chemicals is carried on at Irvine. Near Stevenston works have been erected in the sandhills for the making of dynamite and other explosives. There are large lace curtain factories at Galston, Newmilns and Darvel, and at Beith cabinet-making is a considerable industry. Shipbuilding is conducted at Troon, Ayr, Irvine and Fairlie, which is famous for its yachts. The leading ports are Ardrossan, Ayr, Girvan, Irvine and Troon. Fishing is carried on in the harbours and creeks, which are divided between the fishery districts of Greenock and Ballantrae. Entry: AYRSHIRE
MAST (1) (O. Eng. _maest_; a common Teutonic word, cognate with Lat. _malus_; from the medieval latinized form _mastus_ comes Fr. _mât_), in nautical language, the name of the spar, or straight piece of timber, or combination of spars, on which are hung the yards and sails of a vessel of any size. It has been ingeniously supposed that man himself was the first mast. He discovered by standing up in his prehistoric "dugout," or canoe, that the wind blowing on him would carry his craft along. But the origin of the mast, like that of the ship, is lost in times anterior to all record. The earliest form of mast which prevailed till the close of the middle ages, and is still in use for small vessels, was and is a single spar made of some tough and elastic wood; the conifers supply the best timber for the purpose. In sketching the history of the development of the mast, we must distinguish between the increase in the number erected, and the improvements made in the mast itself. The earliest ships had only one, carrying a single sail. So little is known of the rigging of classical ships that nothing can be affirmed of them with absolute confidence. The Norse vessels carried one mast placed in the middle. The number gradually increased till it reached four or five. All were at first upright, but the mast which stood nearest the bow was by degrees lowered forward till it became the bow-sprit of modern times, and lost the name of mast. The next from the bows became the foremast--called in Mediterranean sea language _mizzana_, in French _misaine_. Then came the main-mast--in French _grand mât_; and then the mizen--in French, which follows the Mediterranean usage, the _artimon_, i.e. "next the rudder," _timon_. A small mast was sometimes erected in the very end of the ship, and called in English a "bonaventure mizen." It had a close resemblance to the jigger of yawl-rigged yachts. By the close of the 16th century it had become the established rule that a ship proper had three masts--fore, main and mizen. The third takes its name not as the other two do, from its place, but from the lateen sail originally hoisted on it (see RIGGING), which was placed fore and aft in the middle (Italian, _mizzo_) of the ship, and did not lie across like the courses and topsails. With the development of very large sailing clippers in the middle of the 19th century a return was made to the practice of carrying more than three masts. Ships and barques are built with four or five. Some of the large schooners employed in the American coast trade have six or seven, and some steamers have had as many. Entry: MAST
AUXILIARY (from Lat. _auxilium_, help), that which gives aid or support; the term is used in grammar of a verb which completes the tense, mood or voice of another verb; in engineering, _e.g._ of the low steam power used to supplement the sail-power in sailing ships, still occasionally used in yachts, sealers or whalers; and in military use, of foreign or allied troops, more properly of any troops not permanently maintained under arms. In the British army the term "Auxiliary Forces" was employed formerly to include the Militia, the Imperial Yeomanry and the Volunteers. Entry: AUXILIARY
During the same year in which De Torres sailed through the strait destined to make him famous, a little Dutch vessel called the "Duyfken," or "Dove," set sail from Bantam, in Java, on a voyage of discovery. This ship entered the Gulf of Carpentaria, and sailed south as far as Cape Keerweer, or Turn-again. Here some of the crew landed, but, being attacked by natives, made no attempt to explore the country. In 1616 Dirk Hartog discovered the island bearing his name. In 1622 the "Leeuwin," or "Lioness," made some discoveries on the south-west coast; and during the following year the yachts "Pera" and "Arnheim" explored the shores of the Gulf of Carpentaria. Arnheim Land, a portion of the Northern Territory, still appears on many maps as a memento of this voyage. Among other early Dutch discoverers were Edel; Pool, in 1629, in the Gulf of Carpentaria; Nuyts, in the "Guide Zeepaard," along the southern coast, which he called, after himself, Nuyts Land; De Witt; and Pelsaert, in the "Batavia." Pelsaert was wrecked on Houtman's Abrolhos; his crew mutinied, and he and his party suffered greatly from want of water. The record of his voyage is interesting from the fact that he was the first to carry back to Europe an authentic account of the western coast of Australia, which he described in any but favourable terms. It is to Dutch navigators in the early portion of the 17th century that we owe the first really authentic accounts of the western coast and adjacent islands, and in many instances the names given by these mariners to prominent physical features are still retained. By 1665 the Dutch possessed rough charts of almost the whole of the western littoral, while to the mainland itself they had given the name of New Holland. Of the Dutch discoverers, Pelsaert was the only one who made any detailed observations of the character of the country inland, and it may here be remarked that his journal contains the first notice and description of the kangaroo that has come down to us. Entry: 1
The manufactures are unimportant, except those carried on at Portsmouth and Gosport in connexion with the royal navy. Southampton is one of the principal ports in the kingdom. In many of the towns there are breweries and tanneries, and paper is manufactured at several places. Fancy pottery and terra-cotta are made at Fareham and Bishop's Waltham; and Ringwood is celebrated for its knitted gloves. At most of the coast towns fishing is carried on, and there are oyster beds at Hayling Island. Cowes in the Isle of Wight is the station of the Royal Yacht Squadron, and has building yards for yachts and large vessels. The principal seaside resorts besides those in the Isle of Wight are Bournemouth, Milford, Lee-on-the-Solent, Southsea and South Hayling. Aldershot is the principal military training centre in the British Isles. Entry: HAMPSHIRE
xii. _Every vessel of war of a belligerent party may claim the return of the wounded, sick or shipwrecked who are on board military hospital-ships, hospital-ships of aid societies or of private individuals, merchant ships, yachts or other craft, whatever be the nationality of these vessels._ Entry: GENEVA
BEAULIEU, a village in the French department of Alpes-Maritimes. Pop. (1906) 1460. It is about 4 m. by rail E. of Nice (1¼ m. from Villefranche), and on the main line between Marseilles and Mentone; it is also connected with Nice and Mentone by an electric tramway. Of late years it has become a much frequented winter resort, and many handsome villas (among them that built by the 3rd marquess of Salisbury) have been constructed in the neighbourhood. The harbour has been extended and adapted for the reception of yachts. (W. A. B. C.) Entry: BEAULIEU
_Turning in a Dead-Eye end up_ (fig. 35).--The shroud is measured round the dead-eye and marked where a throat-seizing is hove on; the dead-eye is then forced into its place, or it may be put in first. The end beyond _a_ is taken up taut and secured with a round seizing; higher still the end is secured by another seizing. As it is important that the lay should always be kept in the rope as much as possible, these eyes should be formed conformably, either right-handed or left-handed. It is easily seen which way a rope would naturally kink by putting a little extra twist into it. A shroud whose dead-eye is turned in end up will bear a fairer strain, but is more dependent on the seizings; the under turns of the throat are the first to break and the others the first to slip. With the cutter-stay fashion the standing part of the shroud gives way under the nip of the eye. A rope will afford the greatest resistance to strain when secured round large thimbles with a straight end and a sufficient number of flat or racking seizings. To splice shrouds round dead-eyes is objectionable on account of opening the strands and admitting water, thus hastening decay. In small vessels, especially yachts, it is admissible on the score of neatness; in that case a round seizing is placed between the dead-eye and the splice. The dead-eyes should be in diameter 1½ times the circumference of a hemp shroud and thrice that of wire; the lanyard should be half the nominal size of hemp and the same size as wire: thus, hemp-shroud 12 in., wire 6 in., dead-eye 18 in., lanyard 6 in. Entry: KNOT
A modern ice-yacht is made of a single-piece backbone the entire length of the boat, and a runner-plank upon which it rests at right angles, the two forming a kite-shaped frame. The best woods for these pieces are basswood, butternut and pine. They are cut from the log in such a way that the heart of the timber expands, giving the planks a permanent curve, which, in the finished boat, is turned upward. The two forward runners, usually made of soft cast iron and about 2 ft. 7 in. long and 2½ in. high, are set into oak frames a little over 5 ft. long and 5 in. high. The runners have a cutting edge of 90%, though a V-shaped edge is often preferred for racing. The rudder is a runner about 3 ft. 7 in. long, worked by a tiller, sometimes made very long, 7½ ft. not being uncommon. This enables the helmsman to lie in the box at full length and steer with his feet, leaving his hands free to tend the sheet. Masts and spars are generally made hollow for racing-yachts and the rigging is pliable steel wire. The sails are of 10-oz. duck for a boat carrying 400 sq. ft. of canvas. They have very high peaks, short hoists and long booms. The mainsail and jib rig is general, but a double-masted lateen rig has been found advantageous. The foremost ice-yacht builder of America is G. E. Buckhout of Poughkeepsie. Entry: A
BUTE, or BUTESHIRE, an insular county in the S.W. of Scotland, consisting of the islands of Bute, from which the county takes its name, Inchmarnock, Great Cumbrae, Little Cumbrae, Arran, Holy Island and Pladda, all lying in the Firth of Clyde, between Ayrshire on the E. and Argyllshire on the W. and N. The area of the county is 140,307 acres, or rather more than 219 sq. m. Pop. (1891) 18,404; (1901) 18,787 (or 86 to the sq. m.). In 1901 the number of persons who spoke Gaelic alone was 20, of those speaking Gaelic and English 2764. Before the Reform Bill of 1832, Buteshire, alternately with Caithness-shire, sent one member to parliament--Rothesay at the same time sharing a representative with Ayr, Campbeltown, Inveraray and Irvine. Rothesay was then merged in the county, which since then has had a member to itself. Buteshire and Renfrewshire form one sheriffdom, with a sheriff-substitute resident in Rothesay who also sits periodically at Brodick and Millport. The circuit courts are held at Inveraray. The county is under school-board jurisdiction, and there is a secondary school at Rothesay. The county council subsidizes technical education in agriculture at Glasgow and Kilmarnock. The staple crops are oats and potatoes, and cattle, sheep and horses are reared. Seed-growing is an extensive industry, and the fisheries are considerable. The Rothesay fishery district includes all the creeks in Buteshire and a few in Argyll and Dumbarton shires, the Cumbraes being grouped with the Greenock district. The herring fishery begins in June, and white fishing is followed at one or other point all the year round. During the season many of the fishermen are employed on the Clyde yachts, Rothesay being a prominent yachting centre. The exports comprise agricultural produce and fish, trade being actively carried on between the county ports of Rothesay, Millport, Brodick and Lamlash and the mainland ports of Glasgow, Greenock, Gourock, Ardrossan and Wemyss Bay, with all of which there is regular steamer communication throughout the year. Entry: BUTE
Shipbuilding has made very important progress, and there are at present in Hamburg eleven large shipbuilding yards, employing nearly 10,000 hands. Of these, however, only three are of any great extent, and one, where the largest class of ocean-going steamers and of war vessels for the German navy are built, employs about 5000 persons. There are also two yards for the building of pleasure yachts and rowing-boats (in both which branches of sport Hamburg takes a leading place in Germany). Art industries, particularly those which appeal to the luxurious taste of the inhabitants in fitting their houses, such as wall-papers and furniture, and those which are included in the equipment of ocean-going steamers, have of late years made rapid strides and are among the best productions of this character of any German city. Entry: HAMBURG
In 1790 ice-yachting was in vogue on the Hudson river, its headquarters being at Poughkeepsie, New York. The type was a square box on three runners, the two forward ones being nailed to the box and the third acting as a rudder operated by a tiller. The sail was a flatheaded sprit. This primitive style generally obtained until 1853, when triangular frames with "boxes" for the crew aft and jib and mainsail rig were introduced. A heavy, hard-riding type soon developed, with short gaffs, low sails, large jibs and booms extending far over the stern. It was over-canvassed and the mast was stepped directly over the runner-plank, bringing the centre of sail-balance so far aft that the boats were apt to run away, and the over-canvassing frequently caused the windward runner to swing up into the air to a dangerous height. The largest and fastest example of this type, which prevailed until 1879, was Commodore J. A. Roosevelt's first "Icicle," which measured 69 ft. over all and carried 1070 sq. ft. of canvas. In 1879 Mr H. Relyea built the "Robert Scott," which had a single backbone and wire guy-ropes, and it became the model for all Hudson river ice-yachts. Masts were now stepped farther forward, jibs were shortened, booms cut down, and the centre of sail-balance was brought more inboard and higher up, causing the centres of effort and resistance to come more in harmony. The shallow steering-box became elliptical. In 1881 occurred the first race for the American Challenge Pennant, which represents the championship of the Hudson river, the clubs competing including the Hudson river, North Shrewsbury, Orange lake, Newburgh and Carthage Ice-Yacht Clubs. The races are usually sailed five times round a triangle of which each leg measures one mile, at least two of the legs being to windward. Ice-yachts are divided into four classes, carrying respectively 600 sq. ft. of canvas or more, between 450 and 600, between 300 and 450, and less than 300 sq. ft. Ice-yachting is very popular on the Great Lakes, both in the United States and Canada, the Kingston (Ontario) Club having a fleet of over 25 sail. Other important centres of the sport are Lakes Minnetonka and White Bear in Minnesota, Lakes Winnebago and Pepin in Wisconsin, Bar Harbor lake in Maine, the St Lawrence river, Quinte Bay and Lake Champlain. Entry: ICE
vi. [Neutral merchantmen, yachts or vessels, having, or taking on board, sick, wounded or shipwrecked of the belligerents, cannot be captured for so doing, but they are liable to capture for any violation of neutrality they may have committed.] Entry: GENEVA
_Whipping and Pointing._--The end of every working rope should at least be whipped to prevent it fagging out; in ships of war and yachts they are invariably pointed. Whipping is done by placing the end of a piece of twine or knittle-stuff on a rope about an inch from the end, taking three or four turns taut over it (working towards the end); the twine is then laid on the rope again lengthways contrary to the first, leaving a slack bight of twine; and taut turns are repeatedly passed round the rope, over the first end and over the bight, till there are in all six to ten turns; then haul the bight taut through between the turns and cut it close. To point a rope, place a good whipping a few inches from the end, according to size; open out the end entirely; select all the outer yarns and twist them into knittles either singly or two or three together; scrape down and taper the central part, marling it firmly. Turn every alternate knittle and secure the remainder down by a turn of twine or a smooth yarn hitched close up, which acts as the weft in weaving. The knittles are then reversed and another turn of the weft taken, and this is continued till far enough to look well. At the last turn the ends of the knittles which are laid back are led forward over and under the weft and hauled through tightly, making it present a circle of small bights, level with which the core is cut off smoothly. Hawsers and large ropes have a becket formed in their ends during the process of pointing. A piece of 1 to 1½ in. rope about 1½ to 2 ft. long is spliced into the core by each end while it is open: from four to seven yarns (equal to a strand) are taken at a time and twisted up; open the ends of the becket only sufficient to marry them close in; turn in the twisted yarns between the strands (as splicing) three times, and stop it above and below. Both ends are treated alike; when the pointing is completed a loop a few inches in length will protrude from the end of the rope, which is very useful for reeving it. A hauling line or reeving line should only be rove through the becket as a fair lead. _Grafting_ is very similar to pointing, and frequently done the whole length of a rope, as a side-rope. Pieces of white line more than double the length of the rope, sufficient in number to encircle it, are made up in hanks called foxes; the centre of each is made fast by twine and the weaving process continued as in pointing. Block-strops are sometimes so covered; but, as it causes decay, a small wove mat which can be taken off occasionally is preferable. Entry: KNOT
The Babcock & Wilcox marine boiler (fig. 17) is much used in the American and British navies, and it has also been used in several yachts and merchant steamers. It consists of a horizontal cylindrical steam-chest placed transversely over a group of elements, beneath which is the fire, the whole being enclosed in an iron casing lined with firebrick. Each element consists of a front and back header connected by numerous water-tubes which have a considerable inclination to facilitate the circulation. The upper ends of the front headers are situated immediately under the steam-chest and are connected to it by short nipples; by a similar means they are connected at the bottom to a pipe of square section which extends across the width of the boiler. Additional connexions are made by nearly vertical tubes between this cross-pipe and the bottom of the steam-chest. The back headers are each connected at their upper ends by means of two long horizontal tubes with the steam-chest, the bottom ends of the headers being closed. The headers are made of wrought steel, and except the outer pairs, which are flat on the outer portions, they are sinuous on both sides, the sinuosities fitting into one another. The tubes are of two sizes, the two lower rows and the return tubes between the back headers and steam-chest being 3-15/16 in. outside diameter, and the remaining tubes 1-13/16 in. The small tubes are arranged in groups of two or four to nearly all of the sinuosities of the headers, the purpose of this arrangement being to give opportunities for the furnace gases to become well mixed together, and to ensure their contact with the heating surfaces. Access for securing the tubes in the headers is provided by a hole formed on the other side of the header opposite each of the tubes, where they are grouped in fours, and by one larger hole opposite each group of two tubes. The larger holes are oval, and are closed by fittings similar to those used in the land boiler (fig. 18). The smaller holes are conical, with the larger diameter on the inside, and are closed by special conical fittings: the conical portion and bolt are one forging, and the nut is close-ended. In case of the breakage of the bolt, the fitting would be retained in place by the steam-pressure. A set of firebrick baffles is placed so as to cover rather more than half of the spaces between the upper of the two bottom rows of large tubes, and another set of baffles covers about two-thirds of the spaces between the upper small tubes. Vertical baffles are also built between the smaller tubes, as shown in the longitudinal section. These baffles compel the products of combustion to circulate among the tubes in the direction shown by the arrows. Experience has shown that this arrangement gives a better evaporative efficiency than where the furnace gases are allowed to pass unbaffled straight up between the tubes. The boilers are usually fitted in pairs placed back to back, and one side of each is always made accessible. On this side the casing is provided with numerous small doors, through any of which a steam jet can be inserted for the purpose of sweeping the tubes. Entry: A
HOWTH [pronounced _Hoth_], a seaside town of Co. Dublin, Ireland, on the rocky hill of Howth, which forms the northern horn of Dublin Bay, 9 m. N.E. by N. of Dublin by the Great Northern railway. Pop. (1901) 1166. It is frequented by the residents of the capital as a watering-place. The artificial harbour was formed (1807-1832) between the mainland and the picturesque island of Ireland's Eye, and preceded Kingstown as the station for the mail-packets from Great Britain, but was found after its construction to be liable to silt, and is now chiefly used by fishing-boats and yachts. The collegiate church, standing picturesquely on a cliff above the sea, was founded about 1235, and has a monastic building attached to it. The embattled castle contains the two-handed sword of Sir Almeric Tristram, the Anglo-Norman conqueror of the hill of Howth, and a portrait of Dean Swift holding one of the Drapier letters, with Wood, the coiner against whom he directed these attacks, prostrate before him. The view of Dublin Bay from the hill of Howth is of great beauty. Howth is connected with the capital by electric tramway, besides the railway, and another tramway encircles the hill. Entry: HOWTH
An ice-yacht about 40 ft. in length will carry 6 or 7 passengers or crew, who are distributed in such a manner as to preserve the balance of the boat. In a good breeze the crew lie out on the windward side of the runner-plank to balance the boat and reduce the pressure on the leeward runner. A course of 20 m. with many turns has been sailed on the Hudson in less than 48 minutes, the record for a measured mile with flying start being at the rate of about 72 m. an hour. In a high wind, however, ice-yachts often move at the rate of 85 and even 90 m. an hour. Entry: A
FAIRHAVEN, a township in Bristol county, Massachusetts, U.S.A., on New Bedford Harbor, opposite New Bedford. Pop. (1890) 2919; (1900) 3567 (599 being foreign-born); (1905, state census) 4235; (1910) 5122. Area, about 13 sq. m. Fairhaven is served by the New York, New Haven & Hartford railway and by electric railway to Mattapoisett and Marion, and is connected with New Bedford by two bridges, by electric railway, and by the New York, New Haven & Hartford ferry line. The principal village is Fairhaven; others are Oxford, Naskatucket and Sconticut Neck. As a summer resort Fairhaven is widely known. Among the principal buildings are the following, presented to the township by Henry H. Rogers (1840-1909), a native of Fairhaven and a large stockholder and long vice-president of the Standard Oil Co.; the town hall, a memorial of Mrs Rogers, the Rogers public schools; the Millicent public library (17,500 vols. in 1908), a memorial to his daughter; and a fine granite memorial church (Unitarian) with parish house, a memorial to his mother; and there is also a public park, of 13 acres, the gift of Mr Rogers. From 1830 to 1857 the inhabitants of Fairhaven were chiefly engaged in whaling, and the fishing interests are still important. Among manufactures are tacks, nails, iron goods, loom-cranks, glass, yachts and boats, and shoes. Entry: FAIRHAVEN