ri.YDK 



COACHING 



307 



is second in si/.e only to the Great Eastern. In 

 !*!_' Henry Bell (q.v.) launched on the Clyde the 

 firat hoat in Europe successfully propelled by 

 steam ; and since then the river H -li ip|>m- and 

 shipbuilding (the latter dating from about 1718) 

 have both grown enormously, 404, 383 tons having 

 been launched from the Clyde yards in 1883. The 

 I- 1 KIII, which some make begin at Glasgow (the 

 highest point of the tide), and some not until 

 Gourock, extends 12 miles westward and 52 south- 

 ward, and broadens from 1 mile at Dumbarton 

 to 1} at Dunoon, and 37 at Ailsa Craig. It sends 

 off the Gareloch, Loch Long, Holy Loch, and the 

 Kyles of Bute ; contains the islands of Bute, Arran, 

 and the two Cumbraes ; is bordered along its 

 ancient sea-margin with an almost continuous 

 fringe of seaports and watering-places (Greenock, 

 Rothesay, Ayr, &c.); and, like the last 14 miles 

 of the river, is one of the world's chief commercial 

 waterways. See the reports of Smeaton (1755), 

 Rennie ('1799), Hawkshaw (1876), and Deas (1881- 

 87 ) ; Dorothy Wordsworth's Tour in Scotland 

 (1874); W. J. Millar's The Clyde from its Source 

 to the Sea ( 1888) ; and Pollock s Dictionary of the 

 Clyde (1888). For the 'Clydesdales,' or famous 

 Lanarkshire horses, see HORSE. 

 Clyde* LORD. See CAMPBELL (SiR COLIN). 



Clyster (Gr., from kluzo, ' I wash put'), called 

 also enema, a medicine administered in the liquid 

 form by the rectum, or lower end of the intestine. 

 It is used either for the purpose of procuring evacu- 

 ation of the bowels, or or conveying stimulants 

 ( brandy, wine, &c. ), other medicines, or nourishing 

 substances into the system. A nourishing clyster, 

 in order to be effective, must be specially prepared 

 or digested by means of pepsin, pancreatin, or some 

 such agent ; for the rectum, though it has the 

 power of absorbing food already digested, is not 

 capable of performing the functions of digestion. 

 A nourishing or medicinal clyster must be adminis- 

 tered in as small bulk as possible ; no more than 

 a wine-glassful should be introduced at one time, 

 or it will probably be rejected. For the purpose 

 of procuring evacuation, on the other hand, as large 

 a quantity should be introduced as possible ; simple 

 warm or cold water may be employed, or in special 

 cases, various cathartics may be used in addition, 

 such as colocynth, aloes, castor-oil, or turpentine 

 made into an emulsion with yolk of egg ; and 

 sometimes carminatives, to expel air. The intro- 

 duction of a teaspoonful of glycerine is often very 

 effectual in procuring an action of the bowels when 

 other methods fail. Medicinal clysters should only 

 be used under medical superintendence. An in- 

 jecting syringe, with a flexible tube and a double- 

 action valve, is usually employed for the adminis- 

 tration of remedies in this way. 



Clyfcemnes'tra, in Homeric legend, the wife 

 of Agamemnon. See AGAMEMNON, vEsCHYLUS. 



(nidus, or GNIDOS, the chief of the cities of 

 the Doric league in Asia Minor, stood on the pro- 

 montory of Triopion (now Cape Krio), in Caria, 

 and, with its two harbours, was long a wealthy 

 and flourishing port. Here, in 394 B.C., a gn-.-it 

 sea-fight took place between the Athenians under 

 Conon, and the Spartans under Pisander, in which 

 the former were victorious. The city was a princi- 

 pal seat of the worship of Aphrodite, who was 

 therefore sometimes called the Cnidian goddess. 

 One of its many temples contained the famous 

 statue in Parian marble of the naked Aphrodite 

 by Praxiteles. Excavations were made on the 

 site in 1857-58, and many of the marbles then 

 recovered are in the I'.rit i-h M HSIMIIH. 



Coach-building. See CARRIAGE. 

 Coach Dog* Sue DALMATIAN DOG. 



Coaching. One of the most remarkable cir- 

 cumstances in connection with this subject U the 

 comparatively short period in which it- history is 

 comprised. It might very reasonably have been 

 thought that the exigencies of commerce, no less 

 than those of private requirements, would, even 

 in tin; earliest times, have demanded a system of 

 communication as speedy as possible, and that 

 some steps would have been taken to secure the 

 desired end. Such, however, scarcely appears to 

 have been the case ; and merchants and squires 

 contented themselves with whatever facilities for 

 travel were afforded by the stage-wagon, a cum- 

 brous vehicle drawn at a walk by six, eight, or 

 more horses. Passing over all earlier attempts to 

 organise road traffic, we may come to the year 

 1659, when the first stage-coach that from Coven- 

 try was started. Its pace was probably not faster 

 than that of the Oxford coach, which went from 

 London to Oxford in two days, at about 3 miles an 

 hour, or that of the vehicles which occupied two 

 days and a half in compassing the distance between 

 London and Dover. In 1700 a week was required 

 to go from London to York ; and two days from 

 London to Salisbury. The first mail-coach was not 

 put on the road until 1784, when Mr John Palmer, 

 manager of the Bath theatre, and M.P. for Bath, 

 overcame strenuous opposition, and induced Mr Pitt 

 to supersede Allen's system of postboys, whose 

 contract rate of speed was 5 miles an hour, by his 

 ( Palmer's) plan of carrying the mails by mail-coach. 

 The first experiment was made on the 8th of August 

 1784, on which day Mr Palmer entered government 

 service as comptroller-general of the Post-office. 

 A coach left London at 8 A.M. and reached Bristol 

 at eleven at night. The other coach left Bristol at 

 four in the afternoon, arriving in London at eight 

 the next morning, the up journey thus taking six- 

 teen hours, or two hours longer than the down 

 journey. The scheme appears to have worked so 

 well from the beginning, that the municipal 

 authorities of the more important towns soon 

 petitioned for the adoption of Mr Palmer's plan 

 in their districts, and in nearly every instance the 

 request was complied with. It was part of the 

 new scheme that the mails should be timed at each 

 stage, so that they might all reach London at 

 about the same hour ; and that the outgoing mail- 

 coaches should start at the same time from the 

 General Post-office. At the outset the regulation 

 pace was 6 miles an hour ; but in course of time 

 this was increased until the coaches were rated at 

 10 miles per hour. 



This acceleration, however, was due to causes 

 other than the judgment and enterprise of Mr 

 Palmer, the skill of coachmen and coach-buildere, 

 and the employment of better horses. At the 

 period above mentioned the bad state of the roads 

 precluded quick travelling, and although we find 

 that roads were the subjects of legislation as early 

 as 1346, it was not till the days of Macadam and 

 Telford that road-travelling was, so to speak, revo- 

 lutionised. The former returned to Ayrshire from 

 America in the year 1783, and after studying road- 

 making as a science while one of the road commis- 

 sioners in Scotland, came south to Bristol in 1816, 

 became surveyor in that district, and was con- 

 sulted as to the making of other roads in all parts 

 of England. As soon as Macadam's plans were 

 carriedinto effect, good roads took the place of bad 

 ones ; quick travelling commenced, and paved the 

 way for the palmy days of coaching, until, in 1836, 

 there were fifty-four mail-coaches in England, 

 thirty in Ireland, and ten in Scotland. Meantime 

 the stage-coaches had grown in number, travelled 

 at a high rate of speed, and necessitated the 

 employment of a vast amount of capital. Among 

 the best- known London proprietors were Chaplin, 



