Powered by a pair of Pamatrada steam turbines, the Royal Yacht Britannia sailed more than a million miles across the world throughout her magnificent 43-year history. Andy Moore tells the story of Britain’s last royal yacht, now a floating museum at Edinburgh’s Leith docks.

The original map outlined by the Damage Incident Control Board for the 1987 refit.

On 16 April 1953, an elegant single-funnel vessel stood at the top of the slipway at John Brown’s shipyard at Clydebank, Glasgow. Over 30,000 spectators braved heavy rain to hear a young Queen Elizabeth II proudly announce: “I name this ship Britannia. I wish success to her and all who sail in her.”
But this was no ordinary launch. This was the launch of a ship that was to evoke feelings of pride and romance in the hearts and minds of all who sailed in her.
Britannia was born. She steamed no fewer than 1,087,623 miles across the world throughout her epic and colourful 43-year history.
As the 83rd Royal Yacht, Britannia descended from a long-line of ships built for the monarchy since 1660 – but, by many people’s standards, she was to become one of the most famous.
The ship was built to replace the Victoria and Albert III during the reign of King George VI. However, the king passed away in 1952, leaving his daughter, Princess Elizabeth, and her family to lend a hand in the design of the yacht. Her keel was laid four months later.
For over four decades, the vessel sailed the Queen and her family on a multitude of state visits as far as New Zealand, Africa, the West Indies and Australia. When she was not traversing the globe, presidents and prime ministers would dine on board, while Privy Councils would be held and men knighted. Such is the iconic history of the yacht, her two sets of steam turbines powered her on 968 royal visits, calling at over 600 ports in 135 countries.
Along with her serene staterooms and decks, the ship fulfilled an equally serious role as a Royal Navy ship, being the last one in which sailors still slept in hammocks. Designed to represent the then king and country, she was also designed to serve as a hospital ship during wars. Although the yacht wasn’t used as a hospital ship, she fulfilled a vital role in January 1986, evacuating 1068 refugees from Aden in South Yemen.
Heroics apart, John Brown and Co was faced with the challenge of building Britannia to withstand the world’s most arduous high seas and climates. As the first Royal Yacht to be built with ocean-going capacity, her construction had to weather ferocious storms, searing tropical heat and freezing artic conditions. She also had to be light enough to cruise at 22.5 knots.
According to Derek Miller, the current head of security and maintenance for the ship, John Brown and Co signed the contract to build the yacht on 6 February 1952 after winning a tender submitted by six other shipbuilders. While Brown undertook the vessel’s construction, McInnes Gardner and Partners of Glasgow were appointed to oversee the decoration of the state apartments and the royal suites. One the most eye-catching aspects of the yacht was her single gold line painted around the 412ft hull, repainted every time she had a refit. The original estimate for building the new yacht came to £1,615,000, with the final amount rising to £2,098,000. Even by early 1950s standards, such an outlay did not cost the earth.

Full steam ahead…the gleaming clocks and dials are testament to meticulous maintenance.

But for a ship, which was affectionately described as a ‘floating palace’, it is perhaps easy to overlook her nautical engineering – not least the steam machinery, which powered her to the corners of the globe.
Now berthed as a ‘floating museum’ in Edinburgh’s Leith docks, Britannia retains the same steam machinery that, despite 43 years’ use, has never been opened, according to Derek.
Due to the urgency of building the ship, machinery selection was limited to a modern and reliable unit, which could be manufactured in a short-time scale. Steam powered machinery was also chosen over diesel in view of the fact the vessel had to have low noise and vibration levels. The last thing royalty needed when dining on-board with VIPs was to put up with monotonous rumbles and rattles. The design and type of engines had to adhere to the following requirements: be capable of running at full power in both tropical and artic conditions; good habitability in the machinery spaces, including tropical conditions; an ability to meet service standards for steaming under gas attack; precautions to allow for shock damage from underwater explosions (cast iron was eliminated from all machinery).

End of the On-line article.
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