Yachting, Vol. 1

Great length was taken in proportion to beam, as length means capacity for speed, and beam in those days was doubly taxed. Draft was untaxed, and was used boldly to obtain stability and weatherly qualities; but while such proportions would have been impossible with the ordinary form of forefoot and sternpost, as the boat would have been clogged up with wet surface, this was got over by cutting all deadwood clean away both forward and aft, in such daring fashion as was not attempted until 'Thistle' was built, years afterward and I should not have essayed such a form of profile in her had not 'Jullanar's' success given me a precedent. Add to these features the fact that every line in the vessel was easy and fair, and the only wonder is that the famous yawl was not even more phenomenally successful than she was.

'Jullanar'[3] 126 tons, yawl

To my mind the genius, daring, and originality of mind of Mr. Bentall were even more fully displayed in the design of the unsuccessful 'Evolution' than of the successful 'Jullanar.'

The 'Evolution,' as her name implied, was the logical outcome of the then tonnage rule, and of the laws of resistance rediscovered, or at least popularised, by Froude. It seems self-evident now that with a belief in these laws only one type of boat could be the result; but Mr. Froude alone had the courage of his opinions, and built the extraordinary 10-tonner which, if it did nothing else, scared the authorities into changing the tonnage rule. 'Evolution' was by far the longest of the 10-tonners, her dimensions being 51 ft. × 6 ft. 6 in.—indeed about the same water-line length as the twenties. To get moderate wet surface the ends were cut away; but as 'Jullanar' already represented the utmost that could be done in that direction, while preserving a fair line of keel, this was cast aside in 'Evolution,' and the profile was that of a true 'fin' boat. More than this, it was found after a trial sail or two that she was very deficient in stability when the lead slab forming the keel was recast in the form of a bulb on the bottom of the plate, the completed design simply forming one of our modern bulb fin keels, but of course, owing to the 94 rule, with vastly less beam. 'Evolution' was not a success because of her insufficient stability, but with the meagre data in possession of the designer as to the stability of boats of this class, it would have been marvellous had the difficulty been overcome in a first trial. To those able to see the beauties in a design, it matters less whether the ultimate outcome has been successful or not, and while to 'the general' nothing succeeds like success, a few have a kindly sympathy and hearty admiration for those who have laboured, that we may enjoy the increase. Many of the best and kindest thoughts and brightest ideas never reach fruition in this world, and so in the mechanical arts there is often more genius displayed in a failure than in a success, with this difference, that a mechanical idea seldom dies, but, 'blossoming in the dust' of one brain, is plucked and worn by another. 'Evolution' lay dead for fifteen years. She has had a striking resurrection on both sides of the Atlantic.

But beam was now steadily increasing, as untaxed dimensions are apt to do, while extreme draught also increased, and these two giving ample stability, displacement was more and more cut down. Length still had to be got somehow, but length ran up wet surface, and in the 'classes' for every foot of length a considerable amount of sail-area had to be given, making, as it were, a direct and indirect tax thereon. With an ordinary form of profile, the longer yachts would have been clogged up with wet surface; so profiles first imitated 'Jullanar' and then 'Evolution,' while displacement was cut down to a minimum, to give an easily driven form, and stability got in another way, by lengthening the righting lever of the ballast, by giving immense draft of water, and in the smaller classes concentrating this ballast in the form of a bulb, as in the altered 'Evolution.' With the shallow body, overhang has of course increased, the flat section carrying out naturally into overhangs forward and aft, which almost double the water-line length of the boat on deck. That such a type of boat sails fast for a given sail-area and water-line length is beyond dispute, but this exhausts almost all that can be said in its favour. For ½-raters, 1-raters, and 2½-raters, the type is perhaps suitable enough, as these are only used as day boats, and extended cruising was never contemplated in them. But from 5-up to 40-rating the type is nothing like so good as that of the boats built prior to 1890. Expensive to build, expensive to handle, without head-room, or indeed room of any kind inside, they would thrash themselves to pieces in any sea but for the admirable manner in which they have been put together. A season, or at most two, sees the end of their success as racers; then they must be broken up, or sold for a mere song, as they are quite useless for cruising. So strongly was this felt by the various yacht-builders and designers, that in the autumn of 1891 they, in response to the invitation of the Yacht Racing Association, addressed a joint circular to that body, and, with I think exceptional abnegation of what looked to be their more immediate interests, pointed out the undesirability of the present type of yacht, in the following letter:—

The Yacht Racing Association, however, thought it undesirable to limit form in any way, and beyond the adoption of the proposed method of measuring the fore triangle, and marking the L.W.L., the rule remained unaltered.

1893 therefore saw new boats in the classes, fast, it is true, in fresh breezes, but undesirable from anything but a racing point of view. In the unclassed vessels above 40-rating things were not quite so bad, as with a practically unlimited sail-area a fair amount of body was required to carry it. Besides, men who did not mind spending two or three thousand on a 'machine' hesitated before putting down ten or twelve. In America, however, where money is spent like water when the national honour is at stake, 85-foot machines were built on the off chance of their being successes; but it is gratifying alike to American and British yachtsmen that the Cup should have been defended by such a wholesome type of vessel as 'Vigilant' undoubtedly is.

CHAPTER V

SLIDING KEELS AND CENTREBOARDS
By R. T. Pritchett[5]

Centreboards have been so prominently before the yachting world of late that, endeavouring carefully to avoid the argumentative phases of the question, it may be well to notice certain points of their history which may be generally unknown. Centreboards are essentially American in general adoption. Their origin was the natural outcome of the shallow coasts and sand-banks of New York Bay and the New Jersey coast, where wild fowl flock, and the fowler finds happy hunting grounds. Sportsmen originally sank boxes in the marshes; in the course of time these developed in length, and became 'scows' or floating blinds; then the corners forward were rounded off, to facilitate their being hauled up on a beach or bank. This mobility led to their passing into deeper water, the scows were developing into boats, and then came the practical germ of centreboards. To give stability to the box, a hand board was dropped through a well slot, as the simplest way of achieving the object, until they reached land or some other marsh. The board was not hinged or pivoted in any way, and when no longer required was pulled up and laid on the floor of the craft, ready for any emergency. These boards were first known as 'dagger boards,' and as they were likely to touch the sand unexpectedly, they were rounded off at the bottom, curving aft, so that notice was given, and before the hull touched the ground the boat could be put about into deeper water. This was the early form of American centreboard. On this side of the Atlantic, it is to be noted, our forefathers were not so prejudiced against their introduction as many are inclined to assume. In 1774 A.D. Lord Percy had a boat built in Boston, New England, with one long centreboard, and sent over here in order that he might try the new system in this country. In 1789 a boat was built at Deptford with three centreboards or sliding keels.

The Admiralty soon after this proceeded to make a bold experiment, and built a 60-ton brig, the 'Lady Nelson,' with three sliding keels, designed to perform a voyage of discovery to New South Wales. She was built in 1797, and began her expedition of 1800-1-2 under the command of Lieutenant James Grant, R.N., when she first sailed round Tasmania, at the same time as the 'Flinders's' voyage to Australia. A full account was published in 1803. The whole report was favourable to the keels, and H.M. sloop 'Cynthia' was built. Private individuals also made experiments, and some cargo boats at Teignmouth were fitted with them for river-work. About this time a very prominent personage in the yachting world was the Commodore of the Cumberland Sailing Society in the Thames. Commodore Taylor had a yacht built with five sliding keels, the illustration here given being his from a photograph of the model now in possession of Mr. Richard Taylor, his grandson. The original lines of this vessel have been presented to the Royal Thames Yacht Club, together with the pennants and ensigns flown by the Commodore during his period of office, and are now carefully preserved in the Club House in Albemarle Street; the cups are still retained in the family, by Messrs. Robert and Richard Taylor. Early in the present century the sliding keels were pivoted (1809) here in England, by Captain Shuldham, R.N.

'Dora,' 10-tonner, by Mr. G. L. Watson, was a success with a centreboard. In 1892 'Queen Mab,' 40-rater, designed also by Watson, had a centreboard, and at first sailed with it in the Thames; but after Dover it was not used. Still 'Queen Mab' became the 'Queen of the 40-raters' for the year 1892.

Recent yacht-building in America offers some interesting data. Mr. Edward Burgess, a very successful designer, planned a keel boat, 'Gossoon,' which was a great success in 1890, and many was the close tussle between her and Fife of Fairlie's 'Minerva,' built in 1888. After the death of Edward Burgess, 'Nat' Herreshoff produced a keel boat, 'the Gloriana,' with new ideas of form and bow, and she acquitted herself well (1891). In 1892 he followed on with the 'Wasp,' keel boat, and in 1893 two cup defenders were designed and built by Messrs. Herreshoffs of Rhode Island, the 'Vigilant,' centreboard, and 'Colonia,' keel boat. The 'Vigilant' was victorious in the best races, and afterwards won the race for the America Cup; nevertheless 'Colonia,' the keel boat, was the designer's favourite.

The battle of centreboard v. keel will doubtless be continued. Among the cup defenders, General Paine, one of the most scientific and earnest yachtsmen in America, decided to throw aside all conventionality, and to have advanced science carried out in a real racing machine 'up to date.' Full details are not obtainable, but they are understood to be: Canoe hull, canoe bow, hull drawing 5 feet. Fin keel of 12 feet with bulb, through both of which drops centreboard; a small centreboard forward like Commodore Stevens's 'Black Maria' sloop, and the rudder slung on a small fin. It is a matter of general regret that the gear of the boat gave way during the trials. The aluminium blocks were not strong enough, and the jaws of the gaff were carried away. General Paine may, however, be expected to try again.

The general feeling on this side among the very best authorities on the subject is certainly that a keel racing cutter can be designed and built to compete with any centreboard vessel, and the victory of 'Vigilant' in the late races has not yet convinced that excellent sportsman and practical yachtsman the owner of 'Valkyrie' that nothing but a centreboard can win the America Cup. One thing must be remembered: it is neither centreboard nor keel per se that makes a perfect racer; it is the happy combination and balance of quantities that get the much-coveted 'gun' at the finish.

It is curious that in the very early days of sliding keels a patent for a design should have been taken out, not by a practical sailor or naval architect, but by a London coach-builder. In 1785, Lionel Luken, who followed that trade, wrote a pamphlet upon the 'invention, principle, and construction of insubmergible boats'; such boats were to be protected by bands of cork round the gunwales, to be made buoyant by using air compartments, especially at bow and stern, and 'to be ballasted with or by an iron keel.' Apparently after much trouble Luken found an opportunity of testing his idea, and the first iron-keel boat at Bamborough Head saved lives from shipwreck.

The decadence of schooner racing was primarily due to the more extensive use of steam; wealthy men preferred steam yachts, in which they had better accommodation and could move with certainty from port to port, to sailing yachts, in which the accommodation was less spacious and the powers of locomotion were dependent on the winds and tides. But to the true lover of the world of waters the pleasures of steaming do not bear comparison with the pleasures of sailing.

Another reason for schooners going out of fashion was no doubt due to the improvement of the speed of the cutters and yawls. Formerly schooners could compete with success in races open to all rigs, for though their powers of turning to windward were inferior to those of the single-stickers, their reaching powers, with the wind free, were generally superior, so that in mixed races they had always a fair chance of carrying off the prize. No schooner has yet been produced which could compete successfully with the cutters of the present day, even with the benefit of the large allowance of two-fifths of her tonnage made under the rules of the Yacht Racing Association for difference of rig. The last schooner of note which appeared under racing colours—the 'Amphitrite'—brought out in tiptop condition by her owner, with an able skipper in command, though she had some success, was not on a par with the best of the racing cutters of her day. Again, the building of large yachts for racing purposes has declined for some years past, owing to the great increase in the expense both of building and maintaining them, and because yachting men found that as much, if not more, pleasure was to be obtained in racing small vessels, in the handling of which they could take a large share, than in larger vessels which, as a rule, were sailed wholly by their skippers.

Under all these circumstances, it is not surprising that schooner racing should, for the present, have passed away; though it is by no means impossible that it may hereafter be revived, especially if further experience shall show that the very large cutters which have been brought out this year, with sail-areas of over 10,000 square feet—about a quarter of an acre—are too large for the sometimes turbulent winds and waters round our coasts.

In the early times of schooner racing the yachts were, as a rule, vessels of comparatively large tonnage, with raking masts, standing bowsprits, and jibbooms; and the old salts had then a conviction on their minds that sails with a good belly in them were the right thing. In 1851 the American schooner yacht 'America' appeared in our waters. As compared with our yachts she was remarkable for two things. She had a much longer and finer bow than was usually given by our designers, 'a cod's head and mackerel's tail' being the principle which in those days appears to have been accepted; and, secondly, her sails were made to stand much flatter than ours, so much so that it was remarked that when by the wind close-hauled her sails were barely visible if seen edge on.

One peculiarity in the 'America's' sails was that the foot of the mainsail, instead of being fixed to the boom only at the tack and clue, its two ends, was laced to the boom along its whole length, which tended to make the sail stand flatter. This improvement was quickly adopted by our schooners, but it was many a day before it was taken to by the cutters, the impression being that cutters would not sail with laced mainsails, and that a certain amount of curve in the foot was necessary 'to let the wind out.' Now, however, cutters as well as schooners have laced mainsails, with appreciable improvement in their weatherly qualities.

The Royal Yacht Squadron arranged a race without time allowances round the Isle of Wight for a 100l. cup, the 'America' being one of the competitors, which included both cutters and schooners. The 'America' quickly showed her superiority over our schooners, being more weatherly and going more smoothly through the water, and she won the cup, but would not have done so if the conditions of the race had been enforced, as she did not go round the Nab Light, thus gaining a considerable advantage; but she was treated generously and not disqualified. She would also probably have been beaten by the cutters 'Alarm,' 'Arrow,' and 'Volante' if the two first had not been put out of the race by the 'Arrow' running aground in Sandown Bay, the 'Alarm' going to her assistance, and the 'Volante' by the carrying away of her bowsprit in a collision with the 'Freak.' All these cutters were well known to be much faster than the 'Aurora,' which came in only eight minutes after the 'America.'

The cup thus won by the 'America' was presented by her owners to the New York Yacht Club as a perpetual Challenge Cup to be sailed for by yachts of all nations, and is known as the 'America Cup.' It has since been competed for by several English yachts, the 'Cambria' and 'Livonia' schooners, the 'Genesta,' 'Galatea,' and 'Thistle' cutters, and lastly—up to the time of writing—by the cutter 'Valkyrie,' owned by Lord Dunraven. The conditions under which the cup is held, however, appear to unduly favour the holders, and do not commend themselves to yachtsmen on this side of the Atlantic.

We were not slow to learn and take advantage of the lessons taught us by the 'America.' In the following year the 'Alarm' cutter, 193 tons, owned by the veteran yachtsman Mr. Joseph Weld, of Lulworth Castle, was lengthened, given a longer bow, and converted into a schooner of 248 tons; and for some years, with Jack Nicholls at the helm, was the fastest schooner in the fleet.

In 1855 the 'Wildfire,' of 59 tons, owned by Sir Percy Shelley, was brought out as a schooner with a running bowsprit and head-sails like those of a cutter, in substitution for the usual standing bowsprit and jibboom of a schooner. She was the first racing schooner so rigged. The alteration of the head-sails greatly improved her weatherly qualities, and she was raced with success by Captain John Herbert against both cutters and schooners.

No further material improvement was made in the schooner rig until 1860, when Camper and Nicholson, of Gosport, built the 'Aline,' 216 tons, for Mr. Charles Thellusson. Up to this time it had been usual to give the masts of schooners a considerable rake aft with the idea that it made their sails more lifting, but the 'Aline' came out with masts nearly upright like the masts of a cutter and quickly dispelled the illusion. She also, like the 'Wildfire,' had a running bowsprit. In the hands of her able and experienced owner the 'Aline' proved a great success, and, with variations in model, was the type on which all the best schooners which followed her were based. Although several other schooners were built to beat her, notably the 'Evadne,' 206 tons, by the same builders, for Mr. John Richardson in 1862, she remained up to 1865 the most successful schooner afloat. In that year two new schooners, which were destined afterwards to make their mark in the yacht-racing world and to wrest some of the laurels from the 'Aline,' made their début in the Royal Yacht Squadron race for Her Majesty's Cup at Cowes: the 'Egeria,' 153 tons, built by Wanhill, of Poole, for Mr. John Mulholland (now Lord Dunleath), and the 'Pantomime,' 151 tons, built by Michael Ratsey of Cowes for Lieut.-Colonel Markham. The 'Witchcraft,' 240 tons, built by White of Cowes for Mr. Thomas Broadwood, also came out this year, and with the 'Alarm,' which had passed into the hands of Mr. George Duppa, again commissioned, and a fleet of racing schooners made up of such vessels as 'Aline,' 216 tons; 'Evadne,' 184; 'Titania,' 184; 'Albertine,' 153; 'Galatea,' 143; 'Viking,' 140; 'Gloriana,' 133; 'Circe,' 123; 'Fleur-de-Lys,' 90; 'Iolanthe,' 75; 'Intrigue,' 72; 'Madcap,' 70; 'Fiery Cross,' 51, and 'Reverie,' 43, it probably would not be wrong to date the approach to the zenith of schooner racing from this period.

The races this year were chiefly of the mixed order, that is to say, races which included yachts of all rigs, schooners, cutters and yawls. The principal schooner race of the season was that for the Queen's Cup at Cowes, for which the entries were the 'Aline,' 216 tons; 'Aquiline,' 55; 'Albertine,' 156; 'Egeria,' 153; 'Galatea,' 143; 'Pantomime,' 151; 'Titania,' 184; and 'Viking,' 142. There was a strong north-westerly wind, which gave them a reach to the eastward, and a close haul with some turning to windward when going west, over the usual Queen's Cup course, round the Nab Lightship and a mark-boat off Lymington. The 'Egeria' proved a very smart vessel on all points of sailing, coming in neck and neck with the 'Aline,' and winning the Cup in her maiden race. Two days afterwards, she again beat all the schooners in a race round the Isle of Wight.

In the following year the racing season opened early, with a memorable contest from the Nore to Dover, under the auspices of the Royal Thames Yacht Club. There was a large entry—six schooners, nine cutters, the 'New Moon,' lugger, 209, and the 'Xantha,' yawl, 135—seventeen in all. The schooners were 'Evadne,' 206; 'Blue Bell,' 170; 'Egeria,' 153; 'Gloriana,' 140; 'Iolanthe,' 83; and 'Fleur-de-Lys,' 82. The 'Blue Bell' was a new vessel built by Camper and Nicholson for Mr. Edwards. Among the cutters was the 'Lulworth,' 80, formerly owned by Mr. Weld, but then recently purchased by Mr. George Duppa. The other cutters ranged from 65 tons to 40, and included many of the cracks of the day. A hard E.S.E. wind was blowing, which, with a lee-going tide, kicked up such a sea as is not often seen in the Thames channels. Those who sailed in the race will remember it. The 'Xantha' snugly canvassed though with a jib-headed topsail aloft, went away from all the other vessels in the beat to windward, but the 'Sphinx' and 'Christabel,' though much smaller, sailed remarkably well against the heavy head sea. The 'Lulworth,' from which much had been expected, proved too tender for so strong a wind, and when off the Prince's Lightship was put out of the race by starting her chain-plates, with considerable risk of her mast going over the side. The race between the schooners was a good one, but the new vessel, 'Blue Bell,' did not come up to expectation. The 'Egeria' was soon in front of all but 'Gloriana,' and eventually passed her just before they reached the North Sandhead Lightship. When it was rounded sheets were eased off, the troubles ended, and it was an easy reach along the edge of the Goodwin Sands, in which the power and weight of the schooners quickly began to appear by their overhauling the smaller cutters, the 'Egeria' being carried by the send of a heavy sea past the leading cutter, the 'Christabel,' not more than a few hundred yards from the winning line. 'Xantha' finished 20 min. before any other vessel, 'Egeria' being second, thus establishing her reputation as one of the fastest of the schooners. Only seven out of the seventeen were timed, several having either come to grief or given up. Fortunately the tide was sufficiently high to let the yachts into dock. 'Egeria' got pooped by a heavy sea when running in under small canvas, luckily without any unpleasant consequences beyond a ducking for all in the after part of the ship.

'Blue Bell' raced again in the schooner match of the Royal Thames Yacht Club, and was beaten by the 'Gloriana' and 'Circe.' But in the R.Y.S. race round the Isle of Wight she was successful against both 'Egeria' and 'Pantomime.' A little later, however, she raced against, and was beaten by, the 'Aline' at Ryde.

It was not until 1868 that anything noteworthy occurred in schooner racing. In that year the 'Cambria,' 188 tons, was added to the schooner fleet. She was built by Michael Ratsey of Cowes for Mr. James Ashbury, and was destined to obtain some celebrity, not only in our own waters, but also from winning the race across the Atlantic with the 'Dauntless,' American schooner, belonging to Mr. Gordon Bennett, and from being the first to challenge and compete, though unsuccessfully, for the 'America Cup.' She made her first appearance in the matches of the Royal Thames, New Thames, and Royal London Yacht Clubs, but was beaten by both 'Egeria' and 'Gloriana.' The contests between the 'Cambria' and the 'Egeria' during the time the former was owned by Mr. Ashbury were frequent, and keenly contested. They met in most of the principal races, with varying results, but on striking a balance the 'Egeria' appears to have been the victor. Mr. Charles Thellusson sold the celebrated 'Aline' to Sir Richard Sutton, and brought out the 'Guinevere,' 308 tons, which was built for him by Camper and Nicholson of Gosport. There was good racing in the Solent among the schooners, in which 'Guinevere,' 'Aline,' 'Cambria,' 'Egeria,' and 'Pantomime' took part. 'Cambria' proved herself to be a fast and powerful vessel, especially in strong winds, and sailed about level with the 'Aline.' 'Egeria' also sailed well, but there was little opportunity of estimating the qualities of 'Guinevere,' as she was only entered for one race. Two of the races were across the Channel, one from Ryde to Cherbourg, the other back to Ryde. The latter was not completed until long after dark, and the night will be remembered as one of the dirtiest in which a race was ever sailed; a hard, squally wind, intense darkness, and blinding rain made the sailing anything but agreeable. 'Cambria' won, beating the 'Aline' by 7 min., but it was not until after their arrival that they were aware they had been in the darkness such close competitors.

A challenge was given this year by Mr. Baldwin, of New York, on behalf of the American schooner 'Sappho,' 310 tons, which was promptly taken up by the schooners 'Aline,' 215 tons, and 'Cambria,' 188 tons, and the cutters 'Oimara,' 165 tons, and 'Condor,' 129 tons, and a race was arranged round the Isle of Wight under the direction of the Royal Yacht Squadron. It took place in August, after the Cowes week. The yachts were started to the eastward at 10 a.m. before a light north-westerly breeze. In the run and reach to the Bembridge Ledge Buoy all the English vessels were ahead of the 'Sappho' except the 'Oimara.' Just after rounding the buoy 'Sappho' carried away her martingale, and a little further on the 'Oimara' carried away her big topsail-yard. It was now a beat to St. Catherine's against tide, and 'Oimara' soon passed 'Sappho.' At 1 hr. 15 mins., when 'Sappho' was going about under Ventnor cliffs, she carried away her jibboom, which destroyed any winning chance she might otherwise have had. After rounding St. Catherine's the yachts were all able to lay their course for the Needles, which were rounded in the following order:—'Oimara,' 'Condor,' 'Cambria,' 'Aline,' and 'Sappho.' In the run back to Cowes against an ebb tide the two schooners got ahead of the cutters, the order of arrival being 'Cambria,' 6 hrs. 17 mins. 50 secs.; then the 'Aline,' 'Oimara,' and 'Condor,' the last being 7 mins. behind the leader. The 'Sappho' did not get in until nearly an hour and a half after the leader. The breaking of the 'Sappho's' jibboom was unfortunate, but before the accident it was made tolerably clear that in a light wind the English vessels had the heels of her, both with the wind free and sailing close hauled.

In 1869 Count E. Batthyany brought out the 'Flying Cloud,' 75 tons, which in his hands proved to be one of the fastest of the smaller class of schooners. The old 'Alarm' was also again in commission, and with such a fleet of schooners as 'Guinevere,' 308; 'Alarm,' 243; 'Witchcraft,' 221; 'Aline,' 216; 'Pleiad,' 205; 'Cambria,' 188; 'Egeria,' 156; 'Pantomime,' 151; 'Siesta,' 127; 'Gloriana,' 133; 'Flying Cloud,' 75; 'Amy,' 72; and others, the racing could not fail to be keen and interesting.

One race deserves special notice, because an American schooner, the 'Dauntless,' 336 tons, the property of Mr. Gordon Bennett, was one of the competitors. The Emperor Napoleon, desirous of encouraging aquatic sports, gave two prizes to be sailed for by yachts of all nations from Cherbourg round the Nab Lightship and back, a distance of 130 miles. A third prize, open to French yachts only, was also given. The entries were: 'Dauntless,' 336, Mr. Gordon Bennett; 'Guinevere,' 308, Mr. Charles Thellusson; 'Shark,' 204, the Duke of Rutland; 'Egeria,' 156, Mr. J. Mulholland; 'Mystère,' 118, Count de Sesmaisons; 'Diane,' 98, Mons. Bescoit Champy. Bar accidents, the race for the first two prizes lay between the 'Dauntless,' 'Guinevere,' and 'Egeria.' The yachts were started at 2 p.m. on August 16. The weather was fine and bright, with a northerly 7-knot breeze, which enabled them to lay their course close hauled for the Nab. Every stitch of canvas that would draw was set, the 'Dauntless' putting up a jib-topsail of a size which made those carried by the other yachts pale into insignificance. The jib-topsail having been long known as the 'topmast breaker,' it was felt that if there came a puff the 'Dauntless' would have a good chance of losing hers, and this soon afterwards happened, topmast, jib-topsail, and gaff-topsail all going over the side. The wreck, however, was very smartly cleared away, and a jury-foretopmast rigged with a small gaff-topsail upon it. A large balloon jib was also set, as well as a larger main-topmast staysail. The 'Dauntless' had edged a good bit up to windward, and she was right in doing so, for when the Isle of Wight was sighted about 7 o'clock it was broad on the weather bows of 'Guinevere' and 'Egeria.' The position of the yachts at this time was, 'Guinevere' leading by about 1½ mile, 'Egeria' second, with 'Dauntless' on her weather quarter and a little astern; the others from two to three miles behind. The 'Egeria,' having to luff, did not go so fast through the water, and the 'Dauntless,' closing up upon her, the two yachts rapidly approached each other, and then occurred one of the most interesting incidents of the race. The 'Dauntless' tried to pass the 'Egeria' to windward, but the latter luffed to prevent her doing so, and it became a neck-and-neck race between them. In a short time it was evident that 'Egeria' was sailing a little closer to the wind, and slowly drawing ahead of her powerful rival; and in the course of an hour she was well clear, and had the 'Dauntless' under her lee, dropping astern fast. The sea was smooth, which was no doubt much in favour of the smaller vessel. The 'Guinevere,' sailing splendidly, considerably increased her lead during this little by-play, and was rapidly nearing the Nab Lightship, which she ultimately rounded without a tack, thus gaining a considerable advantage, especially as she carried the last of the ebb tide until she was clear of the island. The 'Egeria' and 'Dauntless' were not so fortunate; the wind fell lighter and headed them, so that they had to make several tacks before they could round, and all but the 'Guinevere' met the flood tide against them after rounding the Nab. The times taken by a French steamer were as follows: 'Guinevere,' 10 hrs. 17 mins.; 'Egeria,' 11 hrs. 12 mins.; 'Dauntless,' 11 hrs. 22 mins.; 'Diane,' 11 hrs. 57 mins.; 'Mystère,' 12 hrs. 40 mins.

After rounding, sheets were eased well off to the port side, but about 2 a.m. the wind came out from the north-east, and a gybe had to be made, and square-sails and square-topsails were set. When morning broke 'Guinevere' was out of sight of the other yachts; 'Dauntless' and 'Egeria' nearly abeam, the former about a mile and a half further to the eastward, 'Diane' and 'Mystère' a long way astern. 'Dauntless' and 'Egeria' had apparently run very evenly all through the night, and continued to do so to the end. The times of arrival at Cherbourg were: 'Guinevere,' 7 hrs. 1 min.; 'Egeria,' 9 hrs. 43 mins.; 'Dauntless,' 9 hrs. 53 mins.; 'Diane,' 10 hrs. 42 mins.; 'Mystère,' 10 hrs. 52 mins. 'Guinevere' won the Emperor's Cup, a beautiful work of art; the 'Egeria' the second prize and gold medal; and the 'Diane' the prize for French yachts.

Those who had seen the 'Dauntless' in dock at Cowes were impressed with the idea that, from her small body, she would run and reach fast, but that she would not go to windward with our schooners. It was a surprise, therefore, that in the run back from the Nab she did not outpace the 'Egeria,' a vessel of so much smaller tonnage. The loss of the fore-topmast of the 'Dauntless' was to be regretted, but probably it did not affect the issue of the race, and as these two were never much more than a mile apart, and there was an average 7-knot breeze, the race was a fair test of their respective merits in smooth water.

The successes of the 'Egeria' led to her being classed as a sort of standard or test vessel, and, taken all round, she was probably the fastest schooner we had, although in strong winds she was often overpowered by her larger rivals. Year after year vessels were built to beat her, but, kept up as she was in the best racing condition and well sailed by her skipper, John Woods, she proved, even to the end of her racing days, no easy nut to crack.

A memorable race from the Nore to Dover at the beginning of the season of 1870 showed how good she was even in heavy weather. It was the Channel Match of the Royal Thames Yacht Club, a mixed race with fifteen entries, embracing some of the best vessels of the day, and including the schooners 'Cambria,' 188 tons; 'Pleiad,' 187 tons; 'Gwendolin,' 171; 'Egeria,' 152; 'Gloriana,' 133; and 'Flying Cloud,' 75. The 'Gwendolin' was a new and very handsome vessel, built by Camper and Nicholson for Major Ewing, her characteristic being considerably greater depth than any of her predecessors. The Nore to Dover course is one in which strong winds and heavy short seas may occasionally be looked for; and those who are in the habit of crossing the Channel know what a sea in it can be like. On this occasion there was a strong westerly to south-westerly wind, so that it was running and reaching to the North Sandhead Light, and from there a dead beat along the outside edge of the Goodwin Sands against a very heavy head sea. All were diving their bowsprits deeply into the seas, and taking in green water over their bows. The 'Pleiad' split the foot of her staysail and lowered it to reef; while this was being done she was struck by a sea, and two men were carried overboard. By great good luck one of them was washed on board again near the counter and saved, but the other poor fellow was never seen afterwards, although the 'Pleiad' remained about the spot for upwards of an hour. It was supposed that he was struck by one of the staysail sheet blocks and went to the bottom at once. The 'Cambria' was overdone with canvas, but was unable to reef, owing to something having gone wrong with her peak-halliard blocks. The 'Egeria,' which had wisely started with a reefed mainsail, also reefed her foresail and staysail, and went faster for it, riding over the waves in a style which astonished some old salts who were sailing in her. 'Cambria' passed 'Egeria' in Dover Bay, but could not save her time. Seven only out of the fifteen starters crossed the winning line, in the following order: 'Cambria,' 'Oimara,' 'Egeria,' 'Julia,' 'Rose of Devon,' 'Gwendolin,' and 'Fiona.'

'Egeria' won the first prize, taking her time from the 'Cambria,' and 'Julia' the second prize, taking her time from 'Oimara.'

The sea was exceptionally heavy off the South Foreland, and the casualties were numerous, seven bowsprits having been either broken short off or sprung, including those of 'Oimara,' 'Egeria,' 'Rose of Devon,' and 'Fiona.' 'Egeria,' when staying to go off round the mark-boat, was met by a very big comber which reared her nearly on end, and it was doubtful for some seconds whether she would pay off or miss stays with some risk of being carried against the pier-head. All agreed that the day had been one of the heaviest in their experience.

Two of the American schooners, the 'Dauntless' and 'Sappho,' were in our waters during the early part of the season, and in order to do honour to them, and to give them an opportunity of testing their speed against some of the fastest of our English schooners, as well as to encourage friendly competition between English and American yachts, H.R.H. the Prince of Wales liberally offered a cup to be sailed for by English and American schooners of 100 tons and upwards, on terms and conditions to be arranged by the Royal Yacht Squadron. The Sailing Committee of the Squadron decided that it should be a Challenge Cup, not to become the property of any yacht-owner unless won by him three times, though not necessarily with the same vessel. The course was to be from Cowes round the Shambles Lightship off Portland, and thence round the south side of the Isle of Wight and the Nab Lightship, back to Cowes, about 120 miles. The first race was fixed for June 22, but as it did not suit the convenience of the owners of either the 'Sappho' or 'Dauntless' to remain for it, the race was postponed until the Cowes week, and was sailed on August 5. 'Guinevere,' 295 tons; 'Shark,' 201; 'Pleiad,' 185; 'Gwendolin,' 182; and 'Egeria,' 152, were entered. They were started at 4 o'clock in the afternoon in a nice topsail breeze with the wind W.S.W., which made the race a dead beat all the way to the Shambles. There was some pretty turning to windward down to the Needles; but, as the chronicler of the day remarked, the race soon resolved itself into contests between 'Guinevere' and 'Egeria,' and between 'Pleiad' and 'Gwendolin'; 'Shark,' which had not adopted the running bowsprit, being left far astern. 'Guinevere' passed the Needles first, with 'Egeria' close in her wake, 'Gwendolin' and 'Pleiad' being about 10 min. behind in the order named. Outside the Needles there was a jump of a sea, and the two leaders drew still further away from their competitors. The night was fine, with a clear sky, and so far the breeze held true and strong. The Shambles Lightship was rounded by the 'Guinevere' at 11.20, with 'Egeria' close up to her, then 'Pleiad,' 'Gwendolin,' and 'Shark.' After this it was a run of forty miles to St. Catherine's Point, and as the tide had just turned to the eastward a speedy passage home was anticipated. But oh, the glorious uncertainties of yachting! The wind fell, and 'Guinevere' did not pass St. Catherine's until 6 o'clock the next morning, about three-quarters of a mile ahead of 'Egeria,' and from four to five miles ahead of 'Pleiad' and 'Gwendolin.' Off St. Catherine's they met the ebb tide, and as the wind was light and dead aft the progress to the Nab was slow. With varying luck in wooing the gentle breezes, these two rounded the Nab Lightship together about half-past 10 o'clock; 'Pleiad' and 'Gwendolin,' bringing up a much stronger breeze, were rapidly overhauling them. After rounding, it became a close haul, and 'Guinevere' and 'Egeria' still had the wind very light while the others were rejoicing in a breeze, and at the Noman the 'Pleiad' was not more than a mile astern. This state of things, trying to the patience of the leaders, exhilarating and enjoyable to the others, continued until they were off Ryde, when, welcome sight! a breeze from the southward was seen curling the surface of the water. All hands were immediately at work trimming the sails for the new wind, which carried the yachts past Osborne and through Cowes Roads at a spanking pace; the stately 'Guinevere' leading, the beautiful 'Egeria' closely following her, and the fine schooners 'Pleiad' and 'Gwendolin' coming in soon after them. The official timing was 'Guinevere,' 1 hr. 17 mins. 1 sec.; 'Egeria,' 1 hr. 20 mins. 20 secs.; 'Pleiad,' 1 hr. 26 mins. 34 secs.; 'Gwendolin,' 1 hr. 35 mins. 24 secs. 'Egeria' was thus by time the first winner of the Prince of Wales Challenge Cup. It was a curious coincidence in so long a race that 'Guinevere' and 'Egeria' rounded all the principal points—Needles, Shambles, Nab, and winning flag-boat—almost together. The schooners continued well to hold their own against the cutters and yawls in the regattas of the season.

The records of this year would be incomplete without some account of the races of the 'Cambria' with the American schooner yachts.

After much correspondence a series of three races were arranged to take place in May between the 'Cambria' and the 'Sappho,' then owned by Mr. Douglas, without time allowance. The first race was to be a beat of sixty miles to windward, and it was sailed on May 10. The yachts were towed out to the Nab, and as the wind, a light breeze, was then south-east, they were instructed to sail sixty miles to windward on that course, which would bring them to a point in mid-channel about twenty-eight miles south of Beachy Head. They were started at 8.30, and when round the Owers worked eastward, not very far off the Sussex shore, 'Sappho' quickly showing herself to be the faster vessel. Off Brighton she was about two miles ahead of her opponent, and when they tacked to the southward off Newhaven, she had considerably increased her lead. As they stood off, the wind freshened and went round to the west of south, and with eased sheets they were able to fetch the terminal point where the steamer ought to have been; but, by an unfortunate mistake, it was not in position. The 'Sappho' covered the point about 6.30 p.m., full five miles ahead of the 'Cambria,' and won the race, having, it was computed, sailed about 89 miles in the ten hours.

The second race was on May 14. It was agreed by the umpires and referee, with the consent of the owners, that the course, on this occasion, should be to a fixed point, provided one could be obtained not more than two points off the direction from which the wind was blowing, so as to give a beat to windward. The morning broke with a strong W.S.W. wind, and every prospect of its increasing to a gale, as it had done the previous day. The yachts had two reefs in their mainsails, and other sails snugged down to correspond. Here was 'Cambria's' chance, a strong wind and heavy sea; but unfortunately when the signal to start was made she refused to go, on the ground that the fixed point decided on Cherbourg breakwater—was more than two points off the direction of the wind. The umpires and referee were, however, of opinion that Cherbourg breakwater, when fixed upon, complied with the conditions, and, moreover, that it would have been impossible in such weather to bring up a steamer out at sea, so after notice to Mr. Ashbury the 'Sappho' was allowed to sail over the course, and the second race was given in her favour.

The third race was sailed over a triangular course, from the Nab round a steamer about eight miles off St. Catherine's, thence eastwardly to another steamer and home to the Nab, about sixty miles in all. It was a beat along the island shore to the first mark, and in the short turnings with a light wind the 'Cambria' got rather the better of her rival, but the 'Sappho' by good handling managed to round the steamer a few minutes ahead of her. They then had the wind free, but it died away almost entirely; the 'Sappho,' however, managed to scrape round the second steamer, and completed the race about 9 o'clock in the evening, thus winning all the three races. The 'Cambria,' a long way astern, signalled to the steamer to come and tow her in. The 'Sappho' had been altered in various ways since she sailed the match round the island in 1868, and was obviously a very much improved vessel, the 'Cambria' being no match for her except in short turnings to windward.

On July 4 the 'Cambria' and the 'Dauntless' started for a race across the Atlantic to New York. The 'Cambria' took the northern passage, going as far north as latitude 55°; the 'Dauntless' a more southerly and a straighter course. The 'Cambria' passed the Sandy Hook Lightship a few hours before the 'Dauntless,' and won the race, an account of which, with a chart of the courses sailed, will be found in the 'Field' of August 13 and 27, 1870. The 'Dauntless' unfortunately lost two men, who were swept off the jibboom when endeavouring to take in the flying jib, and this delayed her for some hours. Such a race was obviously but a poor test of the relative speed of the two yachts, as throughout they were sailing under different conditions, and it was curious under these circumstances that they should have reached their destination so nearly together.