Yachting, Vol. 1

The race for the America Cup, in which the 'Cambria' took part, was sailed on Monday, August 8, in New York harbour. She had seventeen competitors, all the best schooners of the New York Yacht Club, of sizes varying from 262 down to 83 tons, N.Y.Y.C. measurement; the 'Cambria' being rated at 227 tons. The course was through the Narrows, round Sandy Hook Lightship, and return. The race was not a satisfactory one, as in the narrow waters she was much hampered by other vessels, with one of which she came into collision, carrying away a fore-port shroud and fore-topmast backstay, and springing the port arm of her fore-crosstrees. Later on she also carried away her fore-topmast, losing all chance of even a good place. The race was won by the 'Magic,' a small schooner of 93 tons, the 'Cambria' being eighth, and the Cup therefore remained in the possession of the New York Yacht Club. Even if nothing had gone wrong with the 'Cambria,' pitted as she was against seventeen other vessels, her chance of winning the Cup would necessarily have been small.

In 1871 Mr. Ashbury, who was determined to have another try for the America Cup, brought out the 'Livonia' schooner, of 265 tons. She was built for him by Michael Ratsey of Cowes, with the express object of challenging for the Cup. She made her first appearance in the three Thames River matches, one of which she won, but was beaten in the other two by the 'Egeria,' and does not seem to have won again during the season. She, however, sailed a very close and interesting match with the 'Aline' for the Prince of Wales Cup, the 'Egeria,' the holder of the cup not competing, owing to a misunderstanding. The race was started under way at 1 p.m. on Friday, August 4. The wind was strong from the north-west, with an ebb tide, and smooth water inside the Needles. Each had whole lower sails set, but no topsails. 'Livonia' was a little to windward of the 'Aline,' and if the wind held it would be a beat all the way to the Shambles Lightship. Soon after the start both set jib-headed main-topsails, but 'Livonia,' obviously the more tender of the two, was rather overdone with canvas, and in the squalls had plenty of water in her lee scuppers. They passed out through the Needles passage together, 'Livonia' leading by about a cable's length. Outside there was more wind, with a good deal of sea, which did not seem to suit the 'Livonia,' for the 'Aline' slowly but steadily gained, and tried to pass her to windward, but this was denied. After a quarter of an hour's jockeying the 'Aline' suddenly eased her sheets a trifle, put her helm up, and shot through the other's lee. Off Darleston they took in topsails and housed topmasts. They had a roughish time of it in St. Alban's race, 'Aline' going the more easily through the seas.

The Shambles Light was weathered by 'Aline' at 6.18, and by 'Livonia' a minute afterwards. 'Gybe oh! Up topsails and square-sails,' was then the order of the day, and with the young flood tide in their favour they made quick tracks homewards. About seven o'clock the 'Aline' carried away her square-sail-yard, which might have seriously damaged her chance of winning, but fortunately for her the wind about the same time became so much more northerly that 'Livonia' had to take in her square-sail also. Off Darleston the wind backed to the old quarter N.W. by W., and 'Livonia' at once got up her square-sail again and gradually lessened the distance, previously about half a mile, between herself and the 'Aline.' They rounded St. Catherine's at ten o'clock, the 'Aline' being then about half a mile astern. When round, they came again upon even terms, as 'Livonia' had to luff and to lower her square-sail. The wind continued strong, and in the reach to the Nab they tore along at great speed. Nearing the Nab both prepared for the beat back to Cowes, and took in fore-topsails and main-topmast staysails; 'Aline' also took in her main topsail. 'Livonia' passed the Nab at 11 o'clock, 4 mins. ahead of the 'Aline,' when sheets were hauled taut in all round for the beat to windward. 'Aline' was rather the quicker in stays, and, as she kept gaining little, by little she was close up to 'Livonia' by the time they had reached the Stourbridge Shoal. 'Aline' continued to work the Island shore by short boards, but 'Livonia' made one or two longer tacks over to the north shore, and when they again neared each other off Osborne, 'Aline' just cleared her rival to windward, immediately went round, and planted herself on her opponent's weather-bow. This was fatal to 'Livonia's' chance, even of the honour of coming in first, for 'Aline' had her pinned and never let her go in the few more tacks which were made before they crossed the winning line, 'Aline' at 1.45 a.m., and 'Livonia' a minute and a half later. It was a remarkably closely contested and fast-sailed race, the wind being strong, and the tide favourable both ways. The time occupied was 12-¾ hrs., and the length of course was 120 miles; but as it was a beat all the way to the Shambles, and again from the Nab to Cowes, the distance actually sailed was considerably greater, and the average speed over the bottom could not have been less than 11 knots an hour, which was exceptionally fast. The performance of 'Livonia,' however, was disappointing, as it was considered that, being so much the larger vessel, and built expressly for speed, she ought in such a wind and sea to have easily given the 'Aline' a fair and square beating all round.

Her defeat by the 'Aline' led to the insertion of the following amusing couplet in 'Punch':—

Oh! 'Livonia,' I wouldn't own yer
Now I've seen the grand 'Aline.'

Though a more beamy vessel than the 'Aline,' she had comparatively small displacement, and did not carry her canvas so well. The result of the race did not augur favourably for her success in America, and there was little chance of her winning the America Cup unless she could be given more canvas, with an increased weight of ballast placed lower down to enable her to carry it.

Soon after the race for the Prince of Wales Cup, the 'Livonia' went to New York to compete for the cup, and had a very boisterous passage across the Atlantic, but proved a first-rate sea-boat, and arrived safely without material damage. Subsequently to the race by the 'Cambria' in 1870 against seventeen American schooners, the New York Yacht Club, owing to representations made by the surviving donor of the cup, had decided that, in accordance with the intention of the deed of gift, only one vessel should in future matches compete against the challenger; but they reserved the power to select the defender of the cup on the morning of the race, according to the state of the weather, a light-weather vessel for a light day, a more powerful vessel if the wind was strong. This was so manifestly giving an undue advantage to the holders of the cup that it was surprising such good sportsmen as the Americans should not have seen the one-sidedness of the reservation.

After some not very satisfactory correspondence with the New York Yacht Club, it was ultimately arranged that there should be five matches, the Club naming four yachts from which to select the defender of the cup in each match; namely, the 'Sappho' and 'Dauntless,' keel boats, and the 'Palmer' and 'Columbia,' centreboard schooners.

The first match was sailed on Monday, October 16, over what was known as the New York Yacht Club course, from the head of the Narrows round the S.W. Spit Buoy and Sandy Hook Lightship, and return, about 36 miles. The wind being very light from the N.W., the Club selected the 'Columbia,' a light-weather centreboarder, as 'Livonia's' opponent. The tide had just begun to ebb when the yachts were started at 10.40. There were not so many steamers or other vessels out as on the occasion when the 'Cambria' raced. It was a run nearly all the way to the Lightship, and in the light airs the 'Columbia,' drawing little water with her centreboard up, slipped away from the 'Livonia' and rounded the Lightship about 15 mins. ahead of her. There they came on a wind, and it was a beat as far as the Spit Buoy, about 8½ miles. 'Columbia' both weathered and fore-reached 'Livonia,' and at the Spit Buoy led by 29 mins. After rounding the buoy the wind became abeam and freshened for a short time, but died away again in the Narrows. The 'Columbia' completed and won the race about 5 o'clock, beating 'Livonia' by 25 mins.

The second race was on the following Wednesday, Oct. 18, and the 'Columbia' was again selected to defend the cup. There was a good breeze from the W.N.W., and the course was intended to be 20 miles to leeward from Sandy Hook Lightship, and return; but the Committee, contemplating a change of wind, decided to send the steamer, which was to mark the turning point, 20 miles E.N.E. instead of E.S.E., with the result that there was no beating to windward either going or returning. There was also a misunderstanding as to the way in which the turning mark was to be rounded. The point was not referred to in the sailing instructions, but as the usual practice in American waters was to leave the turning marks on the starboard hand, and this had been done in rounding Sandy Hook Lightship in the previous race, no doubt was felt on board the 'Livonia' that the same course was to be followed. The owner of the 'Columbia,' however, more wary, put the question to the Committee, and was informed in reply that he might round as he pleased; but this instruction was not given to the 'Livonia,' and in consequence 'Livonia' gybed, and 'Columbia' stayed round the steamer, the latter gaining thereby a considerable advantage. In the broad reach out the 'Livonia' gained a little and rounded the steamer nearly 2 mins. ahead of 'Columbia,' but from the fact that the former rounded to leeward, and the latter to windward, 'Columbia' quickly became the leading vessel. After rounding they were nearly close hauled, and in consequence felt the wind more, and all flying kites were taken in. On the way home they were struck by a squall, 'Columbia' had to lower her foresail, and 'Livonia' was a good deal pressed; but it soon passed over, and they were able to hold their reach without a tack back to the starting line, 'Columbia' arriving at 3 hrs. 7 mins., 3 mins. ahead of 'Livonia.' Mr. Ashbury protested against the race being given in favour of 'Columbia' on the ground that she had rounded the steamer on the wrong side, but the Committee disallowed the protest.

The third race was sailed on Friday, October 20, over the New York Yacht Club course. The wind was fresh from W.S.W., blowing pretty straight up the Narrows. The Committee had some difficulty in selecting their representative vessel. The 'Dauntless' had been named, but Mr. Gordon Bennett declined to sail owing to some mishap which had befallen her. The 'Palmer' and 'Sappho' were also disabled, and the 'Columbia' had started the hounds of her foremast; the Committee were therefore considering whether the 'Livonia' should be allowed a sail over alone, when Mr. Osgood, rather than that such should be the case, said he would again start the 'Columbia,' but it was not until half-past one that the vessels were ready and given the signal to go. At this time the wind was strong, and they were able to lay their course close hauled through the Narrows. The 'Livonia' rounded the S. W. Spit buoy 6 mins. before the 'Columbia,' and then stood away with freed sheets for the Lightship, which was tacked round at 3 hrs. 20 mins. 30 secs., about the same distance separating the two vessels. Coming back, something went wrong with 'Columbia's' steering-wheel, the clew of her main-topmast staysail, foresheet, and her fore-gaff topsail split, and shortly after she lowered her mainsail and gave up, the 'Livonia' finishing the race alone at 5 hrs. 18 mins., her first win.

The fourth match was against the 'Sappho,' 20 miles to windward from Sandy Hook Lightship, and return. The wind was fresh from S.S.E. The yachts were started at twelve o'clock, and 'Sappho' beat the 'Livonia' as easily as she had done the 'Cambria' in our waters in 1870, rounding the turning point 27 mins. ahead of her, and rather increasing her lead in the run home, eventually winning by over half an hour.

The fifth and last match was again against the 'Sappho,' over the inside course. There was a good topsail breeze from the S.W. which gave them a reach through the Narrows to the S.W. Spit Buoy, and a run from there to the Lightship. 'Livonia' got the start of the big vessel, and at one time was about half a mile ahead, but the 'Sappho' was not long in overhauling her, and rounded the Lightship 12 mins. ahead. In the beat back to the Spit Buoy, and in the reach from there home, the 'Sappho' continued to gain, and ended the race 26 mins. ahead of 'Livonia.' The result of the matches was, therefore, that the America Cup remained in the possession of the New York Yacht Club. This was the last occasion on which an English schooner competed for the cup, though there have since been several contests for it by English cutters.

There was another good race for the Prince of Wales's Cup the next year, 1872, in which the following yachts took part: the 'Livonia,' 265 tons; 'Aline,' 215; 'Gwendolin,' 179; and 'Egeria,' 152, schooners, and the 'Dauntless,' yawl, 162 tons. They were started at 2 o'clock, with a good topsail breeze from the W.S.W., and an ebb tide. The 'Gwendolin' had been altered and fined at both ends, and was much improved this year. She and 'Egeria' were first off, and they made a close race of it out to the Needles. There was a pretty little bit of sailing between them off Newtown; both were standing in to the Island shore, 'Gwendolin' to windward, 'Egeria' a little ahead. The latter hailed for water, and was so much more nimble in coming round, that she managed to get on 'Gwendolin's' weather before she had gathered way, and gave her such a complete blanketing as left her almost in irons. This left 'Egeria' the lead, and she was first to pass through the Needles, with the others not far astern. All but 'Aline' and 'Dauntless' held on towards Swanage; these two stood off from the land on the other tack, but lost a good deal by doing so, as the wind chopped round to the southward, enabling all to lay their course easily for the Shambles. 'Gwendolin' passed 'Egeria' off Darleston Head, and 'Livonia' did the same in the lumpy water off St. Alban's. As they neared the Shambles the wind went further round to S.S.E., and sheets were eased well off. 'Gwendolin' luffed round the Lightship at 6 hrs. 33 mins., closely followed by 'Livonia' at 6 hrs. 34 mins., 'Egeria' 6 hrs. 39 mins., 'Aline' 6 hrs. 42 mins., and 'Dauntless' 6 hrs. 47 mins. It then became a close haul for St. Catherine's, but as the breeze kept steadily increasing in strength and the ebb tide was pretty well done, the yachts travelled fast through the water. The 'Aline' collared the 'Egeria' before they reached the Needles, but all were surprised at the speed of the smaller ship in such a breeze and sea. The night closed in very dark, and the wind continued to freshen, backing round again when the yachts were crossing Scratchell's Bay to the west of south, which admitted of the sheets being eased considerably. Off St. Catherine's they were caught in a heavy squall, and 'Egeria' lost her main-topmast, and of course supposed that her chances of the race were gone; but she kept on, and as after rounding the point the wind became more aft, the wreckage was got in and secured. 'Livonia' in the run to the Nab had got a good lead of 'Gwendolin' and 'Aline,' but when within about two miles of the Nab she also came to grief like the 'Egeria,' her main-topmast going, and in its fall damaging the gaff. She hauled round the Nab at 11 hrs. 20 mins., and it was then a reach to Cowes with a beam wind so strong that she made very rapid progress, notwithstanding her crippled state. The night was so dark that the yachts could not see each other, but 'Gwendolin' was supposed to have passed 'Livonia' off Ryde. The times of arrival were: 'Gwendolin,' 12 hrs. 38 mins. 30 secs.; 'Livonia,' 12 hrs. 40 mins.; 'Aline,' 12 hrs. 42 mins.; 'Egeria,' 12 hrs. 50 mins.; and 'Dauntless,' 1 hr. 20 mins. In the morning it was reported that 'Gwendolin' had run down the mark-boat, and was thereby disqualified, and that as 'Egeria' had saved her time from 'Livonia' and 'Aline,' she was again the winner of the cup. Major Ewing, however, represented that, as the lesser of two evils, he had run down the mark-boat in order to avoid a gig which was bringing ladies and others out from the Squadron Ball to the American yacht 'Sappho.' The Squadron considered that under the circumstances the 'Gwendolin' ought not to be disqualified, and Major Ewing accordingly became the third holder of the cup.

The race was sailed in even a shorter time than that of the previous year; but this was to be expected, as the conditions were quite as favourable as to tide and strength of wind, with less turning to windward, so that the yachts had not to sail over so long a distance.

The 'Egeria' won the Queen's Cup at Cowes, but in the races of the Royal Victoria Yacht Club the schooners found a strong opponent in the 'Corisande,' yawl, 140 tons, built by Michael Ratsey of Cowes, for Mr. John Richardson, which beat them in the races both for the Commodore's and the Vice-Commodore's Cups. In those days it was the practice to class schooners and yawls together simply from the fact that both had two masts, and without reference to their relative sailing powers. In order to give the yawl as large a mainsail as possible, the mizen was placed at the extreme end of the counter, the yawl became in fact a cutter with a short boom, and like the cutter was superior to the schooner in going to windward and running, though not in reaching with the wind abeam.

In 1873 another yawl appeared which was also destined to prove a thorn in the side of the schooners, namely the 'Florinda,' 140 tons, built by Camper and Nicholson for Mr. Lessop. She was a very successful vessel, and a worthy rival of the 'Corisande,' and subsequently of Mr. Rowley's 'Latona,' 160 tons, and other fast yawls. These yawls took many prizes from the schooners in the schooner and yawl races, as well as in the mixed matches. The 'Kriemhilda' cutter, 105 tons, built by Michael Ratsey and brought out by Count Batthyany in the latter part of last season, also made her mark this year, beating the old 'Arrow.' She was the first material advance both in size and speed in the cutter class, and with the improved yawls made it hot work for the schooners in the mixed races.

The race this year round the Shambles for the Prince of Wales's Challenge Cup was practically a match between the 'Morna,' 257, and 'Egeria,' 152 tons. The 'Shark,' 201, was also entered, but had no chance. The 'Morna' was built in the early part of the year by Camper and Nicholson for Mr. W. Houldsworth, and was intended, as the Americans say, to 'lick creation,' but though a very fine vessel she did not turn out a success as a racer. They were started at 8 a.m. on August 9, the weather being all that could be desired for pleasant sailing, fine and bright with a nice topsail breeze from the westward. 'Egeria' kept ahead of the 'Morna' in the beat to the Needles, which she passed at 11 o'clock, with 'Morna' about a quarter of a mile astern. Outside the wind was fresher from the S.W., with a gentle swell. Here was a chance for the big vessel, but she did not improve her position, and when they cross-tacked off Darleston Head she was some two miles to the bad, with 'Shark' about a mile astern of her. As they progressed the wind fell lighter, and when within a short distance of the Shambles they were enveloped in a fog. Beating to windward in a fog was not an easy or a pleasant task; however, all managed without much difficulty to pick up the Lightship, which was rounded by 'Egeria' about 3.45, when she received the welcome news that she was the first vessel; 'Morna' rounded about a quarter of an hour, and 'Shark' half an hour, after. Shortly afterwards the fog lifted a little and the competitors were able to make out their respective positions, but it soon returned and they were again lost to sight. The wind being aft and very light, little progress was made, and at 10 o'clock, when about six miles from St. Catherine's, the tide again turned to the westward. It now became very doubtful whether the progress over the ground was ahead or astern, so the hand-lead was dropped to the bottom, and quickly showed that it was time to anchor, and kedges were accordingly let go. The full moon, bright and clear, had, as the sailors expressed it, squandered the fog; the night was beautifully fine and the sea smooth as glass. All quietly turned in to await events, leaving a trusty watch on deck. At 4 o'clock a.m. the tide began to flow and kedges were hauled in, but there was scarcely a breath of air, and drift, drift was all that could be done. However, about 8 o'clock a light breeze came out from the N.E., which 'Egeria,' being most to the eastward, was the first to feel, and so considerably increased her lead. The Nab was rounded by the 'Egeria' at a little past 9 a.m. and by the 'Morna' at 9.50, 'Shark' a long way astern. From the Nab to Cowes the wind continued very light and variable, with the sun scorchingly hot, but with a strong tide in their favour they reached and were timed at Cowes: 'Egeria,' 12 hrs. 3 mins. 30 secs., and 'Morna,' 1 hr., the former becoming for the second time the holder of the cup.

In 1874 three new schooners of heavy metal appeared upon the scene—the 'Cetonia,' 203 tons, built by Michael Ratsey for Mr. William Turner; the 'Corinne,' 162, by the same builder, for Mr. Nicholas Wood; and the 'Seabelle,' 142, built by John Harvey at Wivenhoe for Mr. Harry Taylor. They were all fast vessels, and with such a splendid fleet of schooners as 'Morna,' 257 tons; 'Modwena,' 223; 'Aline,' 215; 'Cetonia,' 203; 'Gwendolin,' 182; 'Corinne,' 162; 'Egeria,' 152; 'Pantomime,' 142; and 'Seabelle,' 142, besides others, schooner racing continued at its zenith. 'Guinevere' was not raced this year. It would be difficult to say with certainty which was the fastest vessel without a much more critical examination and record of their respective merits than it is the object of this chapter to give; but, on the whole, probably the 'Cetonia' would have been considered to have carried off the palm.

Challenge cups are not popular with English yachtsmen, and some satisfaction was felt when the 'Egeria' won the Prince of Wales's Challenge Cup for the third time, thus making it the absolute property of her owner, Mr. J. Mulholland, M.P. The race had an interest of its own, from the fact that for the first time an American yacht, the 'Enchantress,' 329 tons, the property of Mr. Lubat, competed for it. Mr. Fish, the well-known American yacht-builder, had been brought over to superintend the preparation of the yacht for the contest. The entries were 'Enchantress,' 'Egeria,' and 'Shark.' The Cowes week this year was characterised by blustering winds and rain. The 'Egeria' had sailed for the Town Cup on the Wednesday, and as the weather was bad, and she had got everything soaked, the race was postponed by consent from Thursday until Friday, the 7th, to give her a chance of drying her sails. The morning broke with a strong S.W. wind, and as 'Egeria's' skipper knew well what he was to expect in the Channel, he reefed mainsail and bowsprit, and housed topmasts. Although the 'Enchantress' had to allow the 'Egeria' a lot of time, being more than double her tonnage, it was felt on board the latter that, if the 'Enchantress' got round the Shambles first, she would in all probability reach clean away and save her time: therefore that 'Egeria's' chance was to beat her adversary in the turn to windward, and so if possible increase the time she would have to receive from the Shambles home. The race was to be started at 6 a.m., and 'Egeria' was early under way, prepared, with such a wind, which kept increasing every minute, for a hard fight. To the great satisfaction of those on board 'Egeria,' the 'Enchantress' was observed soon after coming down with a cloud of canvas over her. 'Hurrah!' was the word; 'something must go before long!'

'Egeria' gained five minutes at the start, and as in coming round after the first board on the Calshot shore her opponent got in irons, she gained full another five minutes. They had not made many tacks before the man who was looking out on 'Egeria's' lee side cried, 'There goes "Enchantress's" jibboom!' which made 'Egeria's' crew feel that, although the weather was getting more stormy and dull, their prospects had considerably brightened. Without her jibboom 'Enchantress' was no match for 'Egeria' in the beat to windward, and when the latter was well outside the Needles, and had passed the Shingles Buoy, 'Enchantress' had hardly reached Hurst Castle. Just before she got opposite Yarmouth, 'Egeria's' second jib was blown clean out of the bolt-rope. This will give some idea of the strength of the wind, which made the sea outside exceedingly heavy. 'Egeria' was standing in for Christchurch Bay with the view of smoothing the water, when she observed that the 'Enchantress' was put before the wind, and turned back for Cowes, having carried away her forestay. Her competitor being placed hors de combat, 'Egeria' was immediately put under snug canvas, and sailed easily until she rounded the Shambles Lightship at 4 o'clock. The run and reach home to Cowes round the Island were comparatively easy sailing, and she showed her blue light passing the Squadron Castle at 11 hrs. 50 mins., thus winning the cup for the third time.

A race was sailed at the beginning of the season of 1875 between the two schooners 'Egeria' and 'Seabelle,' in a stronger wind than had probably ever been experienced in a race on the Thames. It blew a gale from the S.W.; the ground tackle which had been put down in the Lower Hope for the yachts to start from would not hold them. 'Egeria' dropped her anchor, and 'Seabelle' got under canvas; the others all drifted, got up head-sails and sailed away, and the steamer carrying the Committee of the Royal London Yacht Club, which gave the prize, did not make its appearance. What was to be done? 'Seabelle' sailed close by the 'Egeria,' and asked Mr. Mulholland if he would start under way. The reply was, 'Yes, but stay round the Mouse instead of gybing.' 'Egeria' had previously got both her topmasts on deck, and all hands were at once at work getting up the sails, two reefs in the mainsail, reefed foresail, reefed staysail, and small jib. 'Seabelle' was also under reduced canvas, and had her fore-topmast on deck, main-topmast being only housed. The start was a very even and fair one. Soon afterwards the Club steamer was observed in the distance, but she had little chance of catching the racers before they reached the Mouse. They tore away before the wind without attempting to set any additional sail, and as they stayed round the Mouse got in sheets for the beat back, 'Egeria' with a lead of about 2 mins. 'Seabelle' was a trifle the quicker in rounding, but she could not prevent 'Egeria' getting on her weather, and it was a case of tack and tack for at least twenty tacks, 'Seabelle' doing all she knew by feints and otherwise to shake off her rival, and 'Egeria' doing her best to get sufficiently ahead to properly smother 'Seabelle,' which she eventually succeeded in doing, and then reached away from her, increasing her lead little by little every tack. Presently the wind southerned, and they were able to start sheets for a long reach to the Lower Hope, through which they had another beat, but were able to lay their course up Gravesend Reach, crossing the winning line, 'Egeria' at 5 hrs. 31 mins. 20 secs., and 'Seabelle' at 5 hrs. 37 mins. 52 secs. 'Egeria,' having to allow 'Seabelle' about five minutes, saved her time by a minute and a half, and won the 100l. prize, a very beautifully designed silver salver. The 'Egeria' had been altered and given more stability in the early part of the year, without which she might not have won in so strong a wind against so good and powerful a vessel as the 'Seabelle.'

In 1876 the 'Phantom,' 176 tons, was built for Mr. Arthur Wilkinson, from designs by Mr. Weymouth. She was a handsome, roomy vessel, and was entered for a few races in 1876 and 1877, but as a racer was not a success.

Mr. C. Thellusson also brought out the 'Boadicea,' 378 tons, this year. She was built by Camper and Nicholson, but was intended for a cruiser rather than a racer, though she raced occasionally. One of the races in which she sailed was the memorable one from Torquay round the Eddystone and return, when the weather was so tempestuous and the seas so steep and heavy, that even 'Boadicea' and 'Latona' were compelled to run for shelter under the Start headland, and it was some hours before they were able to continue the race. 'Boadicea' beat the 'Latona' by two hours. Their competitors, unable to face the weather, were disabled, or retired very soon after they got round the Start and fairly into the Channel.

The following year—1877—the 'Miranda,' 139 tons, was built by Harvey, of Wivenhoe, for Mr. G. E. Lampson, and with Lemon Cranfield in charge proved one of the fastest and most weatherly of the schooner fleet. Her specialities were that she had large displacement, with a fine run aft, a considerable weight of ballast in proportion to her tonnage, and the mainmast placed far forward, so as to increase the size of her mainsail, and make her as near an approach to a cutter as practicable. She was raced for several seasons, and frequently competed both in the schooner and mixed races, with varying results.

In 1879 the schooner 'Fiona,' 150 tons, was built for Mr. E. Boutcher, the owner of the famous cutter of the same name; and the following year the 'Waterwitch,' 160 tons, was commissioned by Mr. E. Baring, afterwards Lord Revelstoke. Both were by the same builders, Camper and Nicholson.

They did not race for long, but sufficiently to show that they were powerful and fast vessels, though they did not make any great reputation in the racing world.

Schooner racing began to decline in the early eighties, and indeed the building and racing of all large yachts rapidly fell off, for the reason given in the early part of this chapter. But a race took place in 1887 which is worthy of record.

In commemoration of Her Majesty's Jubilee, the Royal Yacht Squadron gave large prizes to be raced for by schooners, cutters, and yawls. The match was open to all yachts above 30 tons, English and foreign, but no foreign yachts entered. The prizes were 500l. for the first vessel within her time allowance, 200l. for the second vessel of a different rig within her time, and 100l. for the winning vessel of the third rig. The course was from Cowes round the Nab Lightship, Cherbourg Breakwater, and the Eddystone Lighthouse, returning to Cowes round the south side of the Isle of Wight and the Nab Light, a distance of about 330 miles.

The entries were:—

The ratings are those of the yachts under the new length and sail-area rule of measurement, which is altogether different to the old tonnage rule.

The time allowances settled by the Royal Yacht Squadron were as follows:—

Then followed 'Egeria' at 7.50 with 'Cetonia' in close attendance, and 'Moina' and 'Aline' respectively 16 and 35 mins. behind. The 'Irex,' as soon as she passed the west end of the breakwater, stood away close hauled for the English coast, and the other cutters followed her lead; but 'Egeria' and 'Cetonia' tacked to the westward along the French coast with the view of getting an easier tide when working to the westward, and it was not until about 11 p.m. that they started off to cross the Channel. The yachts had a nice breeze all night, and in the morning 'Irex' struck the English coast somewhere to the west of Portland. 'Egeria' found herself about 1½ mile to windward and nearly abeam of 'Cetonia,' both heading a good deal further to the westward. Unfortunately 'Egeria' had to bear down upon 'Cetonia' to request Sir Edward Guinness to allow his steamer 'Ceto,' which was accompanying the race, to take one of the former's passengers, who had broken his arm by a fall, back to Cowes, which he very kindly did. This delayed 'Egeria' fully an hour, and more than lost her the advantage she had gained, but she picked it up again during the day. The weather throughout was fine and bright, but the wind very paltry. The yachts were widely scattered, and as there was a good deal of haze it was difficult to make each other out. 'Irex' did not get round the Eddystone until about 10 p.m., 'Egeria' and 'Cetonia' about 11.30, and the other two schooners some time afterwards.

The next day the wind continued light, but the 'Irex' being lucky with the wind, managed to save the tide round all the headlands, and reached Cowes at 3 hrs. 51 mins., nearly 8 hrs. before any other vessel. 'Egeria' and 'Cetonia' made an exceedingly close race of it the whole day, never being as much as a gunshot apart. The wind had headed them when off the Isle of Wight, and several tacks had to be made after they passed Dunnose. The 'Egeria,' when making her last board off on the port tack to round the Nab, found she could not quite weather 'Cetonia,' and had to bear away under her stern. 'Cetonia' was also obliged to tack, and when they again crossed was in the same predicament, which put 'Egeria' round the Nab a minute or two before her. The 'Aline,' which had not been seen by the others for some time, had stood more out to sea, got a better wind, and, to the surprise of the others, rounded the Nab only a short distance astern of them. The run to Cowes was an exciting one, as they were all very evenly matched, but 'Egeria' managed to keep the pride of place and crossed the winning line at 1.15 a.m., 1 min. ahead of the 'Cetonia' and 6 mins. ahead of the 'Aline.' The 'Enchantress' arrived about 2 hrs. later. It was a curious sight to see the three schooners come in so close together after so long a race, and the fact of 'Egeria' and 'Cetonia' rounding the three principal points, Cherbourg Breakwater, the Eddystone, and the Nab, almost together was also remarkable. 'Egeria' of course thought she had won the schooner prize, but to the surprise of her owner he was told that the 'Dauntless' ketch had been classed with the schooners, and that, as she arrived at 2 hrs. 56 mins. within her time, she had been awarded the prize for the schooner rig. It was pointed out to the Sailing Committee that no intimation had been given that the 'Dauntless' was to sail as a schooner, that the race was sailed under the rules of the Yacht Racing Association, and that a recent decision had been given by the Council of that Association, that ketches were to be classed as yawls; but the Sailing Committee adhered to their decision, and declined to refer the question to the Association.

The 'last of the schooners' was the 'Amphitrite,' 161 tons, by Camper and Nicholson, brought out in 1889 by Colonel Macgregor, but by that time schooner racing had practically ceased, and she only sailed in mixed races. Her performances in these, however, were so good that competent judges believed that, had schooner racing been in vogue, she would have been one of the fastest of the class.

It may probably be considered that on the whole the 'Egeria' was the most successful of the schooners. She made her début in 1865 in the race for the Queen's Cup at Cowes, beating the 'Aline,' the crack of the day, and her last race was sailed in 1889. She has had a longer career than any other schooner, won seven Queen's Cups at Cowes, and about 70 other cups and prizes, each of which has an interesting story of its own.

The writer sailed in many of the races described, and of these the accounts are chiefly from personal recollection; but he must not conclude without recognising the admirable descriptions of the races published in the 'Field,' which has done so much to encourage and improve yacht racing.

CHAPTER VII

THE RACING RULES AND THE RULES OF RATING
By 'Thalassa'
PART I. THE RACING RULES

We race yachts in home waters under the rules of the Yacht Racing Association.

For a long time yacht racing was conducted without any central authority or court of appeal, and the difficulties which arose in consequence enabled a few racing owners to start the Association ('For the promotion of the interests of yacht racing,'—General Rule 1) in the year 1875; since which it has gradually and surely increased its authority until, at the present time, it is acknowledged by clubs and owners alike as the ruler of the sport, owing much to the energy and ability of Mr. Dixon Kemp, the secretary of the Association, and to the solid work done by many of the older councillors, among whom should be specially mentioned the Marquis of Exeter, Sir George Lampson, Bart., Sir William Forwood, Sir George Leach, K.C.B., Major Frank Willan, Colonel Fitzroy Clayton, Major Percy Hewitt, Mr. E. R. Tatchell, Mr. F. Cox, Mr. A. Manning, and, last but not least, Captain J. W. Hughes, who, with Prince Batthyany Strattmann, took a most active part in starting the Association.

The qualification for the Association embraces 'the owners of racing yachts, and such other gentlemen interested in yacht racing as the Council may elect'; ... 'also the representatives appointed by recognised yacht clubs' (General Rule 2). It is astonishing to find, by an examination of the list of members, how few racing owners belong to the Association and how many old cruisers and steam-whistlers show their active interest in the sport of yacht racing by paying two guineas a year to support the court of appeal. We touch our caps to them for doing so—but pray them to allow the men actually engaged in the sport to settle the details as far as possible. Indeed, it would appear desirable that the Council should be mainly composed of racing owners, and that each class of racing yacht should be represented, say, by two councillors. Thus—two for racing cruisers of the 'Columbine' type, two for the large class of racers, two for each Y.R.A. class, and two for each of the 'Minima' classes (1 and ½-raters), or 18 in all. The other six members of the Council might with advantage be selected from the appointed representatives of the yacht clubs (General Rule 3).

At present the Council is practically a self-elected body, General Rule 4 stating that 'vacancies occurring between the annual meetings shall be filled by the Council.' Evidently the word 'shall' should be replaced by may.

Four councillors retire annually by rotation (General Rule 4), but are eligible for re-election, and changes seldom occur from this cause, except through compulsory retirement due to non-attendance for an entire year. Quite right; when you have a good man keep him if you can; but the self-election clause is wrong in principle, and quite unnecessary in a council beginning each year with 24 members.

General Rule 5 describes the procedure for electing councillors.

General Rules 6 and 7 refer to the Annual General and Special General Meetings, and No. 8 to the annual subscription—which is two guineas.

General Rule 9 should form part of the measurement rules. It refers to the payment of measurement fees, and their non-payment is mingled in a most curious manner with the non-payment of subscriptions to the Y.R.A., on which latter point there is a penalty in Rule 8. So far as measurement fees are concerned all owners should be on the same footing. The general rules are of course only binding on the members of the Association.

General Rule 10, concerning the meetings of the Council, is vague, and might well have another rule, to be spoken of presently, incorporated with it.

General Rule 11 describes the duties of the Council which are tantamount to the objects of the Association, and might with advantage be mentioned in Rule 1. The measurement of yachts for racing and the issue of certificates of rating should be added to the rule, as now being duties which are governed by the Council.

General Rule 12 describes the procedure necessary for effecting any alterations in the rules (general or racing), a two-thirds majority of the Council, and, subsequently, of a general meeting, or of a general vote, being necessary for any amendment or addition to the rules. A member may, however, persevere in a proposal, although the Council report unfavourably upon it; in which case it is brought before a general meeting, or a general vote, and then requires a favourable majority of three-quarters to pass it into law.

This rule is perhaps too stringent in its conservative tendencies, a two-thirds majority being ample under any circumstances. When such a majority is obtained in face of the Council's opposition the case must be very strong. Nothing of the kind has ever occurred; but in 1891 certain alterations, recommended by the Council, failed to obtain the requisite two-thirds majority at the Annual General Meeting.

The Rules for the Guidance of the Council

have never been passed by a General Meeting, although some of them (like No. 7) are important. All of them should be incorporated with the General Rules. These unauthorised Rules are:—

No. 1, that the Council may be assembled by the president, or by a vice-president, or by a requisition of three councillors addressed to the secretary.

No. 2, that five shall be a quorum.

No. 3 refers to the chairman; and

No. 4 to the minute book of the proceedings.

No. 5, that a quorum of three may be assembled at any time and notice, to settle questions on the measurement of yachts.

No. 6 regulates the procedure on General Rule 4, last paragraph, the election of councillors.

No. 7 regulates the procedure on General Rule 2, first paragraph, the election of members of the Association.

The Racing Rules

There are thirty-two 'sailing rules' under which yacht racing in British waters is conducted. Many of these rules have nothing to do with 'sailing,' but refer to the measurements for rating, entries, sailing committees' work ashore, and cognate matters; the rules and paragraphs of rules connected with any one subject being dotted about in the most bewildering manner, and the whole forming a general hotch-potch, no great credit to the yachting Fathers.

The rules, being numerous and complex, must always be difficult to follow; but this difficulty is increased tenfold by unmethodical arrangement, and by the absence of any code whereby the law-making decisions of the Council can be discovered and kept in view by racing owners, by 'sailing' committees, and by the Council itself.

The rules have been examined and explained with much ability by Mr. Dixon Kemp, in his book on 'Yacht and Boat Sailing,' chapter viii. being devoted to the subject. Every racing owner should possess this book: it is, therefore, unnecessary to repeat the treatment of the rules therein contained. Nor is a criticism of the rules necessary, as this has been done by the present writer in a series of articles published in that excellent paper 'The Yachtsman,' on April 28, and May 5, 12, 19, and 26, 1892; which back numbers can be obtained for a few pence by applying to the publisher, 143 Strand, London. Moreover, a summary of the rules was given in the Almanac for the Solent Racing, published by King & Co., Southampton, in 1893, and will probably be repeated in succeeding years.

An attempt will therefore be made in these pages to treat the Racing Rules in a different manner, by an examination and description of the duties of each important actor in connection with a yacht race.

Duties of a Designer

The principal object and duty of a designer is to build yachts capable of winning prizes fairly. He must, therefore, study every peculiarity and custom of the sport, the average climate during the racing season, and, above all, he must study the rule of rating and measurement (Rule 3), to be examined at the end of this chapter. Other rules must not escape his attention; for instance, the designer of Mr. Carrol's yacht, when building in America for races in British waters, would note that by Rule 9 shifting keels may only be moved by manual power, and, consequently, that if any hydraulic appliance be used, anything in the nature of an accumulator would be contrary to the spirit of the rule, and would be matter for protest. The same remark applies to working and hoisting the sails (Rule 13).

A designer must note that, by Rule 15, yachts over 10-rating must be fitted below deck as yachts, including two wooden transverse bulkheads. Also that, by Rule 16, yachts of 30 to 90-rating must carry on deck a boat not less than 10 feet by 3½ feet, and yachts of 90-rating, or more, a boat not less than 12 feet by 3½ feet.

Designers must also consider Rule 33, which defines 'cruising trim'—especially Clause 2, which prohibits the placing of 'sails or other gear' 'in the main cabin' of yachts which race in this trim; and Clauses 3 and 4, concerning the anchors and chains, and boats.

Private Match

A yacht race can only be said to occur when the competitors have carefully prepared for it, and when it is under the direction of some competent nautical authority. In arranging a private match, it is therefore important to appoint both a race officer and a referee, the latter having the power to decide any dispute or to refer the same to the Y.R.A., should he think fit to do so.

Club and Open Matches

Private matches are less frequent than of yore, and modern racing is generally for prizes given by yacht clubs or by town regattas.

Duties of a Yacht Club

The object of a yacht club is usually defined somewhat as follows:—

R.S.Y.C.—The encouragement of yacht sailing in the Southampton Water and Solent.

R.P.C.Y.C.—To encourage amateur yacht racing in the Solent.

C.Y.C.—To encourage the racing of yachts in the small classes Y.R.A.

B.S.C.—To promote the interests of amateur boat-sailing.

The executives of such clubs should keep these objects in view by choosing flag officers who are keen sportsmen and patrons of yachting; by appointing sailing committees well versed in details; by raising funds for the prizes; and, generally, by constantly endeavouring to further the yachting interests of the club members.

Unfortunately the development of a yacht club only too frequently produces a dual government, the house being governed by a committee mainly consisting of habitués who are not yachtsmen, and the yachting by a sailing committee.

Duties of a Sailing Committee

The first duty of a sailing committee is to perfect itself. Each member should study, and be well acquainted with, the racing rules. The chairman should be a good business man, and well versed in the intricacies and dodges of yacht racing. If one of the flag officers fulfil these conditions, so much the better. The chairman should be elected by the committee, not by the club.

The committee should discover the amount of cash available for racing, the average cost of a regatta, and consequently the balance which can be devoted to prizes.

Other clubs whose regattas are held at the same period of the season should be addressed, and dates arranged to suit both clubs and owners.

The committee is then in a position to settle its programme, which should be done as early in the year as possible, in order that owners may prepare their yachts' programmes for the season. A summary of the club programme should then be published or advertised; and this should be strictly adhered to, if possible.

A clause is frequently inserted stating that the committee reserves the right to alter the programme; but it should be remembered that no change in the conditions of a race can be made after an entry has been received, because, by Rule 8, Y.R.A., the yacht is then 'entitled to a prize of not less than half the value of the first prize offered for competition,' if she 'sail over the course' under the conditions.

The advertisement may conveniently take the following form: