This is a good way to keep the brain functioning, and also we can learn a lot - like we did with Terry’s answer
on the previous question posed.

1: Name the first Cunarder to have two funnels. Built in Greenock.

2: Name the first Twin-screw Cunarder. Built in Glasgow.

3: Name the first Cunarder with turbines and triple screws. Built in Clydebank.

4: Name the last Cunarders to have sails (two sisters). Built in Glasgow

Scottylass

1852 ARABIA 2,402 tons gross was the first Cunarder with two funnels to be operated by the company, although the earlier 1851 ARABIA c2,400 tons gross was the first two funnel liner to be owned by the company. However, she did not sail for Cunard.
In April 1850 the US-owned Collins Line started operations on the North Atlantic in direct competition with Cunard. Under the leadership of the formidable Shipowner Edward Knight Collins, the line had managed to obtain a huge subsidy from the US Congress and proceeded to build four of the largest, 2,860 tons, most modern and most luxurious, wooden, paddlewheel steamships in existence. For the first time Cunard faced credible opposition.
Cunard reacted by speeding their Liverpool to New York steamers, by omitting the stop at Halifax, Nova Scotia and carrying ‘second cabin’ passengers as well as cabin passengers for the first time. Cunard was rewarded by the British Government granting the company a new 12-year postal contract, albeit at a reduced subsidy.
In order to meet the new contract and compete with the Collins Line two 2,400 ton, wooden, paddle steamers were ordered from the Greenock shipyard of Robert Steele & Son. The first was launched 24 December 1851 as the ARABIA but before she was completed Cunard sold her to the Royal Mail Steam Packet Company for service to Central and South America. She was renamed LA PLATA by her new owners and she replaced the burnt-out AMAZON in their service.
The second vessel, which it was intended to name PERSIA, was launched on 21st June 1852. However she took her sister’s name ARABIA and thus became the first two stacker to be owned and operated by Cunard. The new vessel went some way to meeting the challenge. She was Cunard’s first to be fitted with steam heating. A feature which the Collin’s liners lacked. The main saloon was abaft the main mast and was fitted with a stained glass cupola to give extra height. A comfortable Smoking Room, two libraries and children’s nursery were also provided for cabin class passengers.
She had accommodation for 180 cabin passengers (She was not fitted for second cabin passengers), but an extra twenty passengers could sleep on settees in the saloon or on cot-beds in the cabins. (A common occurrence on ships of the period.) Her wooden hull was flat bottomed with rounded bilges. She was constructed with closely-spaced oak frames that were diagonally tied with iron cross braces. All fastenings below the water line were of copper and she was completely copper bottomed. Her outer planking was sheathed with hair felt, that was covered with Rock Elm planking on to which the copper sheathing was fixed.
Her figurehead was of an Arab chieftain and she had two funnels, located forward and abaft the paddle wheel boxes. She had two masts, being rigged as a brig without a mizzen mast. She was 309 feet overall and 41 feet 1 inch in beam. Although the width across the paddle boxes increased to 66 feet 6 inches. Her maximum draught (draft) was 19 feet.
At the time they were built, the engines of ARABIA and her sister, were the largest fitted to a British ship. They were so big in fact, that they had to be installed as the hull was being built, as it would have been impossible later on. Two single cylinder side-lever engines of 938 Nominal Horse Power or 3,250 ihp were installed, each had a stroke of 108 inches and a diameter of 103 inches. The engines were built by Robert Napier & Co of Glasgow.
Steam at a pressure of 18 ponds per square inch was provided by four fire-tube box boilers, each with six furnace grates. Two boilers were paired to each funnel but because the fire grates faced each other the firemen found them difficult to work as they were forever getting in each other’s way.
The paddle wheels were 35 feet 6 inches in diameter and each was fitted with 28 blades 10 feet 6 inches wide by three feet two and half inches deep. The wheels revolved at 15 rpm in a normal sea and 17 rpm was possible in a calm sea. At full speed the nine feet piston stroke of the engines took two seconds to traverse so that one piston cycle of 4 seconds equalled one paddle revolution.
The ARABIA was far from being a successful ship. Her coal consumption was 120 tons a day compared with the earlier ASIA’S 76 tons. The extra consumption only gave ARABIA one knot more speed and twenty more passengers than her fleetmate. The bunkers held 1,400 tons of coal and at the start of each Atlantic crossing ARABIA’S paddle wheels were so deep that the paddle axles were only two feet above the water line. When she reached New York she had gained five feet more freeboard.
Another problem was that her fine lines forward caused her to lack of sufficient buoyancy to lift her bow in rough weather. This made ARABIA a very wet ship and also meant that she lost headway easily thus causing her average voyage speeds to be below her designed speed. Another problem was the excessive vibration caused in the wooden hull by her powerful engines.

1852 ARABIA 2,402 tons gross made her maiden voyage from Liverpool to New York on 29th December 1852. The voyage was not a total success because Captain C. H. Judkins had to put in to Halifax, Nova Scotia to replenish his coal stocks due to adverse winds.
In January 1854 ARABIA was briefly transferred to the Liverpool – Halifax – Boston service. But later that year she became a troop transport in the Crimean War. During this service she carried a total of 289 officers, 5,074 men and 803 horses. In 1858 she collided with Cunard’s EUROPA off Cape Race and both vessels were damaged. In 1864 she was sold. Her new owners stripped out her engines and converted her to sail.
The ARABIA was the last of the wooden Cunarders and is usual considered to be one of the least successful. Yet on her maiden return crossing from New York to Liverpool to took only 10 days 3 hours and 30 minutes to get home, which was the third fastest eastward crossing at that time. Ever later she recorded crossing times only three hours slower than the fastest Collins passages. In reality the ship was out of date before she went into service, as were Collin’s ships. Inman’s CITY OF GLASGOW, built of iron and with screw propulsion was already showing the way to the future.

The first twin screw Cunarders were the 1893 CAMPANIA 12,950 tons gross and her sister the 1893 LUCANIA 12,952 tons gross. Both vessels were built by Fairfield Shipbuilding Company of Glasgow.

1905 Carmania 19,524 grt was Cunard’s first triple screw steam turbine powered liner.

1884 UMBRIA 8,128 gross tons and 1885 ETRURIA 8,120 gross tons were the last Cunarders to be built with provision for auxiliary sail.

Spot on with both comments:-
nobody being interested
and all your answers are correct.

Thank you for your very informed replies.

You certainly know your stuff about the Cunarders and I would imagine any ship.

Regards

Thank You Both!!!