The steam yacht, has, however, found out the advantages of the turbine, and the first to be fitted thus was the _Emerald_, built on the Clyde in 1902 for Sir Christopher Furness. She has a Thames measurement of 797, and is propelled by three separate propellers, with their individual shafts actuated by three sets of turbine machinery. Her speed is about 16 knots on an exceptionally low coal consumption, and she showed her ability by crossing the Atlantic in the year following her birth. The recent adaptation of the Parsons turbine for moderate speeds, already discussed, will doubtless pave the way for a much more general adoption of this form of propulsion in the yacht. Otherwise speed in the steam yacht is a doubtful advantage, for with reciprocating engines there is demanded a greater amount of space which could be better used for extra cabin room. Water-ballast and bilge-keels are used to a large extent, and steel has long since proved its worth for the making of the hull as well as many other features of the ship. Now that the engines of a steam yacht have proved themselves to possess that reliability which was for a long time not conceded, the need for sails, except for steadying the ship, or, as already mentioned, for long ocean voyages, has disappeared. It is much more common to see a steam yacht given the rig as seen in the illustration on page 275, with stay-sails and try-sails, than the yards and gaff-sails of yesterday. Indeed, one might go so far as to assert that the retention of the two masts is based on appearance more than with a view to utility. [Illustration: A STEAM YACHT TO-DAY. _By permission of “The Yachting Monthly.”_] [Illustration: THE RUSSIAN IMPERIAL YACHT “LIVADIA.” _From the Model in the Victoria and Albert Museum._]