THE CLUBS AT KINGSTOWN, DUBLIN Co.
Kingstown Harbour, so admirably adapted for sailing, has long been a favourite spot with yachtsmen. Formerly Kingstown was a small creek called Dunleary, but King George IV. embarked there on September 3, 1821, and promised a grant for a new harbour, which was finished in 1859 at a cost of 825,000l. This harbour encloses a clear sheet of water 250 acres in extent, of depth from 15 ft. to 27 ft. at low water, with a rise of 8 ft. or 9 ft. It affords good holding ground and shelter from all winds, and, being a harbour of refuge, there are no harbour fees. As a yachting station, in addition to being a safe anchorage, it has the advantage of enabling a yacht to get in or out to the open sea in a few minutes at any tide. The East Pier is a mile long, and forms one of the most perfect marine promenades in the world. Yachting took root here when the St. George's Yacht Club was established in 1838, though perhaps it should more strictly be dated from 1845 as it was in the latter year it obtained its Admiralty warrant. It has now become Royal, with Her Majesty the Queen as Patroness; Lord Dunleath (formerly John Mulholland, Esq.,) Vice-Commodore. A remarkably fine class of yachts is brought together in this club, and when the regatta is held Kingstown Harbour presents one of the finest aquatic spectacles in the world, embracing yachts and sailing boats of all classes. The 'Mermaids' and the 'Water Wags,' which give annually great sport in the Bay, are described in a following chapter. The Royal Irish Club has its club-house in a fine and convenient situation; established as it was in 1846, there will soon be two yachting jubilee regattas in Dublin Bay. July is the month when aquatic revelry is in full swing. Many is the hard race sailed from the harbour round The Kish, and many the spar carried away when the high-spirited Corinthians have been cracking on. The Royal Ulster meets at Bangor, Co. Down, having the Marquis of Dufferin as Commodore; Lord Dunleath as Vice-Commodore; Captain Sharman-Crawford, of 'Red Lancer' fame, as Rear-Commodore.
'ERYCINA'
96 tons (F. B. Jameson. Esq., R. St. George's Yacht Club). Built by Fife, 1881.
ROYAL ST GEORGE'S YACHT CLUB, DUBLIN BAY.
ROYAL ALFRED YACHT CLUB
By G. L. Blake
No sporting society in the whole of the three kingdoms has done more to encourage seamanship than that which has its station in Dublin Bay, and has been known for so many years past as the Royal Alfred Yacht Club. Worked on a basis somewhat different from that of most clubs, whose object is the encouragement of amateur sailing, this community sprang into being on March 19, 1857, at a meeting held in Gilbert's Hotel, Westland Row, Dublin, under the chairmanship of that fine practical yachtsman the late Mr. William Cooper, so well known to all patrons of the sport by his valuable works on the pastime he loved so well, written under the pseudonym 'Vanderdecken.'
| 'OIMARA' 169 tons | 'FLYING COULD' 75 tons | 'IONA' 63 tons | 'FIONA' 78 tons | 'ARETHUSA' 58 tons | 'FLAG BOAT' | 'PANTOMINE' 142 tons | 'GWENDOLINE' 197 tons | 'GARRION' |
Royal Irish Yacht Club Cup, Kingstown, July 24, 1873
(from a picture by Admiral Beechy).
'Smartness' might have been the motto of the newly launched club, for within a few weeks of the above date the Irish Model Yacht Club—thus it was christened while yet on the ways—had taken on board all the essentials necessary for a lengthened and prosperous voyage. Acker's signals were its code, and words of wisdom in the form of club rules had been duly got out and printed. A captain of the fleet, secretary, and treasurer, backed up by a very able committee of thirteen, constituted the 'powers that be'; and under their auspices, on May 21, the yachts of the club made their début in company in Ireland's Bay of Naples.
It was during the following year that one of those rules was framed which proved for so many years such a notable club feature. It ran as follows: 'Every Saturday shall be a Fleet day unless there be notice to the contrary, and all yachts on the station, under a fine of 5s., shall be bound to join the fleet at a given hour, unless a satisfactory reason for the yacht's absence be given to the Sailing Committee. No yacht is to join unless the owner, or a member of a Yacht Club, be on board.' Of course this regulation has had to be rescinded in order to allow of club matches taking place, and the cruises in company have become less frequent; but it is impossible to estimate the value to seamanship of fleet sailing, because there is no method by which the sailor can more readily attain to the complete command of his vessel, and make her answer to his bidding. Sailing as he will be on such occasions in company with yachts of various sizes, sail-carrying power and speed, the yachtsman who can keep station will have learnt not only to have a confidence in himself and his vessel, but also how to vary her degrees of sailing from the reeling off of knots to an up and down log line.
In 1859 the club was practically reorganised. A new book of amended rules and regulations was printed, and a book of signals produced and compiled by Mr. Jas. A. Lyle, who had been appointed honorary secretary. Among these new rules was this very useful and simple one: 'Each owner is to lodge with the secretary a duplicate of his racing flag, and this flag is to be carried on board the Commodore's yacht of the day, to facilitate signalling and avoidance of mistakes.'
Towards the end of the season Lord Otho Fitzgerald, who had up to this time acted as captain of the fleet, gave up the office, and till it was eventually done away with, a Challenge Cup was instituted, open to all yachts of 15 tons (the largest size among the racing fleet) and under, to be sailed for annually. It was ruled that in future the holder of this cup should fill the office of captain of the fleet for the ensuing year.
So far the club matches had been few and somewhat irregular. Three classes had been formed, consisting of yachts of 10 and not exceeding 15 tons, of 6 and not over 10, and of others under 6 tons. This year, however, was started the annual series of racing matches, which have for over thirty years been so popular with the racing fraternity of St. George's Channel and the Clyde; and each season's programme has only undergone such alterations as have been necessitated by the increased tonnage of the competing yachts, or as may further racing according to the fashionable sizes of the yachts of the period. About this date, too, it was found necessary to obviate the difficulty which was being felt with regard to manning and sailing yachts, owing to the number of large yachts, which already flew the club burgee; the original rule, that permitted members only to be employed, was therefore stretched, in order to admit of any member of a Royal Yacht Club, who had paid his subscription, or any gentleman amateur not a seafaring man, being entered as a racing hand.
In 1864 the club advanced another step safely, and emerging from its chrysalis stage of a model yacht club, butterflied it in public as the Prince Alfred Yacht Club, keeping the same objects in view as hitherto, viz., the encouragement of match sailing and the acquisition of practical knowledge amongst its members of how to steer and handle their own vessels, especially while sailing. Commodores were appointed in place of a captain of the fleet, to carry on the more extended duties of the club; and Messrs. Putland, Scovell, and Bolton, whose names are household words throughout the yachting world, were the first officers to hold the appointments. No fewer than five classes had now to be created to take in the racing fleet; the class for yachts of 40 tons and over included all the big ones, that for 7 tons and under was open to the small fry.
Two years later (1866) the Duke of Edinburgh identified himself more closely than heretofore with the club that bore his name, by becoming its patron, and presenting a cup to be sailed for; and it was during this season that prizes were instituted, in the shape of gold pins bearing the club burgee, to especially encourage the art of helmsmanship. 1866 is also worthy of being remembered as having witnessed the introduction of the annual Kingstown and Holyhead matches, with which, since that time, the racing programme of the season has nearly always started.
The standing rule which specially distinguishes this club is that all money received shall go towards racing expenses and prize funds. The consequence follows that, limited though the club is to 300 members (there were 200 in 1864), it is able to provide good prizes for all classes, and can show more sport for its money than many another richer club which is hampered with a house. The proof of the pudding is in the eating, and the success of this homeless club, as many have called it, should read a really useful lesson to the committees of all young yachting or other sporting communities, not to be too anxious about bricks and mortar or entering on the responsibilities of housekeeping.
In 1868 another new feature, which at once became popular and is so to the present day, was started by Mr. G. B. Thompson. This was a series of matches to be held each year for yachts manned by amateurs only; and it is in some of these races, which have taken place during the past quarter of a century, that the capabilities of the members have prominently appeared as first-class able seamen. This season, however, will always be remembered for the race that was sailed on June 1 by the 2nd class yachts—viz. those over 25 and under 40 tons, in which the 3rd class yachts were allowed to enter at 26 tons. The 'Xema,' 35; 'Vampire,' 20 (rated at 26); 'Echo,' yawl, 37; 'Secret,' 31; 'Kilmeny,' 30; 'Wavecrest,' yawl, 35; and 'Amberwitch,' yawl, 52 tons, started. Three paid hands were allowed to each yacht. The course lay from Kingstown Harbour, round the North Bar buoy, Kish Lightship, and the Hauling buoy in Kingstown Harbour—twice round, to start from moorings. Though the weather was anything but satisfactory, all the morning had been fine, and there had been scarcely any wind, so that light muslin, in the shape of large topsails, balloon foresails, and big No. 1 jibs, was donned by all the competitors, at all events for the reach out to the Bar buoy. The old 'Bat' was the first to get away, but she was soon overhauled by the 'Echo,' the rest following in line abreast. As the day grew on, the wind, from being shifty and all over the place, gradually settled down from the eastward, and the 'Wavecrest' being the first to feel the true wind, she very naturally made use of it, and went through her vessels as if they had been at anchor. She was not allowed, however, to have the game all to herself for many moments, as the 'Amberwitch' and 'Xema' were soon on her track, while the 'Kilmeny' and 'Vampire' indulged in a luffing match, and almost allowed the 'Secret' and 'Echo,' which were doing rearguard, to overtake them.
The buoy was rounded in the order given above, and as the wind had been increasing rapidly the crews were now called on to show their smartness in handing in the wind persuaders and substituting second jibs and working foresails for the close-haul out to the Kish. Those who know what the face of the waters is like off the Kish Bank when a hard easterly wind has set in will have some idea of the kind of business that was being transacted on this occasion, on the outward journey. Soon it became evident that topsails were altogether out of place, and those who had shifted ballooners for small square-headers had to take them in again and house their topmasts. The 'Xema' alone held on, though it could easily be seen that her topsail was not helping her at all. She had quite trouble enough too, as it turned out, without having useless top-hamper aloft, for her weather bowsprit shrouds began to show such signs of distress that it became necessary for her to hand in her head-sail and set a small jib. The 'Amberwitch' was heeling and toeing it to such an extent that, by sagging away to leeward, it became quite clear she was by no means having things her own way. The 'Xema,' on the other hand, notwithstanding her sail-plan, coming up under the 'Kilmeny's' lee, was forereaching well on her, when a further trouble overtook her in the parting of the main outhaul, and the traveller coming in as far as the reef battens—there were no outhaul horses in 1868—left the mainsail in a bag, a misfortune which was at once taken advantage of by the 'Kilmeny,' who promptly gave her the go-by.
The 'Vampire' had quite as much as she liked with the broken sea she had to drive through, but it would have rejoiced the heart of the late Mr. Dan Hatcher, her builder, had he seen the way in which his little vessel stepped it out to windward and held her own with her larger sisters. The Kish was passed by the 'Kilmeny' as leader of the van, and she was followed by the 'Xema,' 'Amberwitch,' 'Echo,' and little 'Bat' in the order named. Now that they had rounded the lightship topmasts were sent on end again by all, with the exception of the 'Echo,' whose crosstrees had come to grief; square-headers were once more seen aloft, and sheets were checked well off for the run to the harbour. On nearing the piers the wind lightened as quickly as it had got up; it left the leading yachts almost becalmed, and only just able to gybe round the mark.
Starting away again for the second round, the 'Xema' made use of the lack of wind to set up her headgear and secure her bowsprit shroud, but she had barely set things to rights before the wind came on with double vigour. It was a reach this time out to the Kish, and weight naturally telling, 'Kilmeny' was outpaced by the 'Xema,' which led round the lightship, followed closely by the 'Amberwitch,' 'Kilmeny,' 'Echo,' and 'Vampire,' with 'Wavecrest' to bring up the rear. The 'Secret' had got into difficulties about a mile from the lightship by her bowsprit snapping off close at the gammon iron, and with the sea that was running its crew had their work cut out for them in clearing the wreckage and sending out a jury spar. With the rest of the fleet it was a case once more of up topmasts and topsails for the run home, and a most exciting race was being sailed by the 'Xema' and 'Amberwitch' for the first place (the latter had to allow 'Xema' 2 mins. 12 secs., as she was a 51-ton yawl), when the wind, drawing off the shore as before on nearing their destination, brought it to an end. The sheets had accordingly to be hardened in, and a board to be made into Scotsman's Bay to get the benefit of the young flood, which was running in shore. A couple of short tacks now brought the 'Xema' clear out on the weather of the 'Amberwitch' and 'Kilmeny,' so that, gaining inch by inch, she managed to win at last. Nothing could have exceeded the smart manner in which the shifting of sails and the work aloft was carried out on board all the yachts.
In 1869, the honorary secretary, Mr. Lyle, to whom the Club will ever be indebted for the care and interest he has shown in furthering its welfare, gave a tankard as a prize for a one-handed race, the conditions of which were: 'Only one man, and he a member of the Club, shall be on board, and all others must leave before any canvas is set or station taken.' Flying starts had not yet come into fashion, and therefore buoys had to be picked up. No fewer than ten yachts started for this race, five of which were over 10, and three over 5 tons. The 'Queen,' 15 tons, was the winner, but the season will be best known by the introduction of the celebrated Champion Cups, which have ever since shared the honours with the Corinthian matches in the Club programmes. To secure the necessary funds for providing these luxuries, members were permitted to commute their annual subscriptions by the payment down of 10l. By this means the greater portion of the handsome pieces of plate, for which so many flyers of their day have competed, were obtained.
The Duke of Edinburgh, who, as already remarked, had been patron, assumed in 1871 the duties of commodore, a post he is still holding; the club had become Royal in the previous winter. The limit in the number of members was increased from 200 to 300, and the club burgee also underwent a change. Up to this date the club had sailed under no fewer than four different burgees. The original flag consisted of a red anchor on a blue field, but this only enjoyed a short life, as the anchor was changed into an Irish crown before the first season was over. In 1859, the flag appeared with a white ground, a blue cross with four points at the intersection of the cross forming the design, and in 1861 the field was changed again from white to red, with the new device of a yellow foul anchor. Now for the last time the device was altered from the ordinary foul anchor to that of a foul patent Trotman under an Imperial crown. The patent improved anchor represents the club's leading position as a Corinthian yacht racing society.
Besides five champion cups of the several values of 120l., 60l., 35l., 25l., and 15l., one in fact for each class, the Duke of Edinburgh presented a 50l. cup. A gale of wind sprang up during the race for this prize, which was won by Mr. George Putland in the 'Enid.' She was the only one of all the yachts that crossed the line—flying starts were instituted this year—to finish the course, and it was the rounding of the Kish Lightship in this race by the 'Enid' that Admiral Beechy took as the subject of one of his most celebrated sea pictures. The 'Egeria,' schooner, was disabled very early in the race by the carrying away of the iron strop round her boom.
During the season of 1872 the club was presented with the first of the three Queen's Cups of which it has been a recipient. Matches during the summer alternated each Saturday with cruises in fleet under one of the club officers, with regard to which one great point should be noticed, viz., that it has been the custom to sail only one match as a rule on each of the racing Saturdays. There are many other clubs which would do well to follow this example, as it is not infrequently next to impossible with some clubs for outport members and yacht-owners, when wishing to join in Corinthian matches, to obtain competent hands.
1872 was the last year in which single-handed racing received club support. A single-handed match had been sailed each season since their inauguration by Mr. Lyle, Mr. Alec Richardson winning twice (in 1870 and 1871) in the 'Naiad,' 10-tonner; but the sad loss of Mr. O'Connell, one of the most popular and sporting members of the club, together with his yacht, and the narrow escape from foundering of another, emphasised the advisability to stop such races for the future. The race in which this disaster occurred took place on June 1. The day was a peculiar one. A double-handed match had been sailed during the fore- and early afternoon, when a nice S.E. breeze favoured the competitors, which had one and all carried large topsails aloft. This race was finished, however, in a heavy downpour of rain, and was won by the Vice-Commodore, Mr. George Thompson, in the 'Madcap,' 20 tons. After the race was over the rain came down in such torrents that there was some hesitation about allowing the single-handed match to start, though there was no appearance of any heavy weather setting in. This fact, and there being no sea to speak of, settled the question, and accordingly the 'Petrel,' 10 tons, Mr. W. G. Jamieson; 'Mocassin,' 10, Mr. Corrigan; 'Madcap,' 20, the Vice-Commodore; 'Torment,' 5, Mr. Miller; and 'Peri,' 5 tons, Mr. O'Connell, most of them with reefed mainsails, made a start at 3 hrs. 5 mins. in the order named. The weather soon afterwards became very thick, and nothing was seen of the yachts till 6 hrs. 34 mins., when the 'Petrel' was discovered making for home. A number of yachts were out all the afternoon, and some of them on coming into harbour had passed the word that things were not going on as sweetly as they might outside. The wind had shifted to the S.W., and a considerable sea was running, increased or rather broken by the flood-tide. The 'Mocassin,' who had given up, corroborated the statement that was flying about, and soon after the 'Heroine,' 60-ton cutter, arrived with her topmast gone, followed by the 'Whirlwind' yawl, with the loss of her gig washed away from her davits.
The danger was now clearly apparent, and a tug was immediately sent out to look for the yachts, as it was feared the small ones would be unable to beat up against the sea and make their port. The 'Pleione,' schooner, had fortunately fallen in with the 'Madcap,' and put a hand on board her just in the nick of time, for she had shipped a heavy cargo of water below owing to her fore hatch having been washed overboard, and her head-sheets had gone. The 'Torment' ran for Howth, whence she was helped back to her moorings by a friendly tug, which was sent later on to her assistance. The 'Pleione,' however, reported that the unfortunate 'Peri' had been pooped, and that she had immediately foundered, taking with her her plucky crew. The schooner had sailed on and about the spot for some time, hoping against hope to recover some memento of the catastrophe to carry back to Kingstown, and the tug was also employed in cruising round the locality, but to no purpose, as nothing was seen after she went down of either the 'Peri' or her owner. Though it is now more than ten years since this sorrowful occurrence, the name of Mr. D. O'Connell, beloved by all who knew him as a keen sportsman and a most genial friend, still remains green in the memory of Irish yachtsmen.
Useful as the single-handed matches were for bringing out a display of seamanship, confidence and independence, it was as well under the circumstances that at this time they should end; but it seems a pity that the two-handed matches should have received their death-blow as well. The extra hand means all the difference between danger and safety.
Of the work carried out by the club perhaps the programme for 1874 gives as fair a sample as it is possible to choose, taking one year with another. The list of matches was as follows:—
Nos. 1 and 2. Matches to and from Douglas, Isle of Man.
No. 3. Match for yachts not exceeding 7 tons. No. 5 Champion Cup, with 7l. added.
No. 4. Match for yachts not exceeding 20 tons. Corinthian Race. 25l. Helmsman 5l., with tankards for the crew.
No. 5. For yachts not exceeding 25 tons. No. 3 Champion Cup; with 25l. added.
No. 6. Open to all yachts. Corinthian Race, 50l. Helmsman 5l., and tankards for crew.
No. 7. For all yachts not exceeding 7 tons; 15l. given by Mr. Macartney.
No. 8. Match open to all yachts. No. 1 Champion Cup, 50l. added; two helmsmen's prizes of 4l. each.
No. 9. For all yachts not exceeding 15 tons; 1st prize 15l., 2nd prize 10l., given by Mr. Fulton. Helmsman 5l.
No. 10. For all yachts not exceeding 40 tons. 2nd Champion Cup, with 35l. added.
No. 11. For all yachts not exceeding 15 tons. 4th Champion Cup, with 15l. added.
One more race, which was promoted this year, must not be forgotten, as it would prove a very advantageous item in all yacht-club programmes, viz. a swimming match in clothes. The conditions were as follows: 'Each member must wear woollen socks, a pair of slippers, shoes or boots, woollen or canvas trousers, a flannel shirt, with a guernsey or yachting jacket; the distance to be covered 200 yards.'
In the Corinthian matches it may be noticed that the club not only gives the customary helmsman's prize, and that a good one, but each member of the winning crew receives a tankard with the yacht's complement or the club burgee engraved on it, a principle again worthy of adoption by all Corinthian yacht clubs in races where no paid hands are permitted.
At this period the club had the fine total of 163 yachts to a list of fewer than 300 members; and to show how admirably everything was carried on to the furtherance of sport, prizes were given to the amount of 364l. out of an income of 521l., the club expenditure being more than covered by 78l. These statistics are of interest as showing what can be done by a club when not fettered by club premises.
The entry in the season of 1875 for the No. 1 Champion Cup is worthy of a notice here, since no fewer than seven of the large cracks of the year put in an appearance—'Fiona,' 75 tons; 'Cuckoo,' 92; 'Neva,' 62; 'Speranza,' yawl, 85; 'Latona,' yawl, 165; 'Egeria,' schooner, 147; and 'Gwendolin,' schooner, 197 tons; and as an example of a R.A.Y.C. Corinthian match, that which took place on July 17, 1876, for 'Twenty Tonners' will long be remembered, not so much for its record of spar-breaking, as for the seamanlike way in which difficulties were overcome. The description of the race is here given almost in the words of an account for which the writer is indebted to Mr. James Drury, who was himself an active witness on the occasion. The weather was far from favourable owing to a strong gale during the previous night having raised a nasty tumbling sea on the banks, while the wind, though moderate in the early part of the afternoon, at times blew in fierce squalls, rendering it necessary to reduce canvas at awkward moments.
The entries were:—
| 'Hinda' | 18 | tons | Mr. G. B. Thompson. |
| 'Sheilah' | 20 | " | Mr. Pascoe French. |
| 'Challenge' | 20 | " | Mr. Fred Thompson. |
| 'Sunshine' | 20 | " | Mr. D. MacIvor. |
Prizes: Owner, 25l.; helmsman, 5l.; crew, tankards. Course No. 3 (24 miles), no paid hands allowed. Though the number of competitors was smaller than usual, the quality was extremely good, all four being well known as about the best of their class. A nice southerly breeze was blowing, making it an easy reach to the South Bar buoy, and the tide was just beginning to flow to the northward. The 'Hinda' was the first away, steered by her owner, followed close astern by the 'Sunshine,' which had won so many prizes in 1874, with Mr. Henry Dudgeon at her helm. 'Sheilah' was third, with the late Mr. Pascoe French as pilot, and last, though only some 45 seconds behind the leader, came the 'Challenge,' with a crew who had come over from Liverpool in her or by steamer, and comprised the cream of the Mersey and Cheshire yacht clubs, among them Mr. Richardson, her designer, who now handled the lines. The 'Hinda' and 'Sunshine' each carried a crew of eight hands all told, while the 'Sheilah' and 'Challenge' had a complement each of ten hands, including the helmsman.
All the yachts had whole lower canvas and jibheaded topsails set, except the 'Sheilah,' who had a small square header aloft, and 'Sunshine,' who had prudently reefed her mainsail and foresail, although they still looked big enough for a 30 even thus reduced. The 'Sheilah' soon showed her speed off the wind, as, going through 'Sunshine's' lee like a dart, she led the fleet and placed herself some 50 seconds ahead of any other by the time she had made the first turning point, where it was 'gybe ho,' and she increased this lead to 2¼ minutes at the Rosebeg, the others having played at luffing and thus impeded each other.
Sheets were now hardened in for a close haul to the North and South Burford buoys, and 'Sheilah' soon found her topsail too much for her in the jumpy sea; but unfortunately it had been set with the tack to leeward, and was not therefore handy for shifting, while, worse than this, her big No. 1 jib was pulling her head off, and with a single sheet only it was more than her foremast hands could manage to get it properly aft. The 'Challenge' held a beautiful wind, and getting clear of the other two, weathered fast on 'Sheilah,' though she did not headreach on her. Mr. French, wishing to shift his topsail, went about on the port tack before he could weather the South Burford, but meeting the 'Challenge' on the starboard tack, and fearing he would not be able to clear her, stayed under her lee, with the effect of being dead covered for four or five minutes, when the first bitter puff that came clear of the after leach of 'Challenge's' mainsail whipped 'Sheilah's' topmast over her side. She was immediately hove about, and her crew set to work to clear away the wreck, Messrs. Drury and Dunne running aloft and casting off the topsail lacing; but before they could get the sail down or the rigging secured, it was found necessary to go about again in order to pass the mark on the proper hand, and four or five minutes banging about of the wreck to leeward laced everything up into such a horrible state of confusion that it took the crew all they knew to get the topsail below, the broken mast on deck, and the rigging secured.
The 'Challenge' in the meantime, capitally sailed and handled, crept away steadily, and the 'Hinda' drew up on the 'Sheilah,' while the 'Sunshine' still kept the rear, not seeming to like the rough water. At 2 hrs. 27 mins. 35 secs. the 'Challenge' stayed round the buoy in Kingstown Harbour, followed by the 'Sheilah' 2 hrs. 33 mins. 10 secs., having her tricolour flag flying from her crosstree. The 'Hinda' rounded at 2 hrs. 34 mins. 55 secs., and the 'Sunshine' at 2 hrs. 37 mins. 30 secs. The wind was now much more westerly, and the squalls stronger. The 'Sheilah' set her balloon foresail for the reach out, in hopes of lessening the distance between her and the leader, and certainly gained a little. After the gybe Mr. French determined to shift his jib, especially as the starboard whisker had begun to buckle, and for this purpose gybed back and ran in under Howth—a great loss of time, for when the boom came over again the 'Hinda' was ahead.
The 'Sunshine,' after reaching Rosebeg, carried away her mast bodily, some 17 ft. from the deck, and the whole top-hamper fell overboard, leaving her helpless, and in anything but a pleasant predicament with so heavy a sea running, and the rocks of Howth under her lee. However, several yachts and a tug went off to her assistance, and after drifting round the Bailey, the tug got hold of her and brought her back, a sad wreck, to Kingstown Harbour. Meanwhile the squalls were becoming sharper, and the sea heavier and more broken, threatening destruction to bowsprits and bobstays, as the little vessels wallowed in the trough. The 'Sheilah,' showing her power, drew up abreast and close to the 'Hinda' between the Burfords, and all hands were admiring the way she was carrying her canvas, having her jib-topsail still aloft, and going like a bird, when crash! away went her mast, just under the hounds, leaving her quite as helpless as the 'Sunshine,' but in clearer and more open water. No one was hurt, and the 'Sheilah' at once triced up her tack, lowered her foresail, and hove to alongside her disabled consort in order to give help if required. Her crew employed themselves, while waiting, in hauling down a reef. This 'Challenge' perceived, and having matters quite safe, she at once followed suit, and made all snug for the thrash home of four miles; a happy matter for her, as her mast was badly sprung and might have gone at any moment. By the time the reefs were down, the 'Whirlwind,' 77-ton yawl, belonging to Mr. J. Townsend, had hastened to the assistance of her disabled little sister, and sending a warp to her, took her in tow. The 'Challenge,' on resuming her course, was well ahead, and eventually the race ended by her rounding the flagships at 4 hrs. 37 mins. 10 secs., winning the prize for her owner, the helmsman's prize for Mr. Alec Richardson, and tankards for her crew, who deserved them well for their pluck in coming from Liverpool and for the way they sailed and handled their vessel. In addition to other damages, it was discovered on reaching the Harbour that the 'Sheilah's' mast, with the rigging and all, had settled down 2 inches, having badly torn the wood of the mast, while 'Challenge's' mast was also reported 'queer' aloft.
The No. 1 Corinthian Match, which took place in 1879, would also give subject for much interesting reading and reflection did space permit, for smarter seamanship or a more exciting finish could not have been seen anywhere, not even in the bonny Clyde. It is only right to say that the members of this little club spare no energy or pains in order to become efficient racing yachtsmen; and to go out on a dirty afternoon to practise under difficulties shifting sail, reefing down, sending up and housing topmast, reefing in bowsprit and seamanship in general, is one of the means that have been before now employed to bring about the state of perfection which is exhibited by its leading hands, and for which the club is and always has been so famous.
At the beginning of the eighties the courses underwent some slight alterations, and as these hold good at the present day it may be found useful information if they are given here.
No. 1 Course.—From outside Kingstown Harbour to the South Bar buoy, thence to Rosebeg Bank buoy, the Kish Lightship, to a flagship moored off the East Pier End; three times round—48 miles.
No. 2 Course.—The same as No. 1; only twice round—32 miles.
No. 3 Course.—Kingstown Harbour to South Bar buoy, thence to Rosebeg Bank buoy, North Burford buoy, South Burford buoy, to flagship moored off the East Pier End; twice round—24 miles.
No. 4 Course.—Same as No. 3, only once round, thence to South Bar buoy and the flagship off the Pier—16 miles.
No. 5 Course.—Kingstown to South Bar buoy, thence to a flagboat moored two miles S.E. half-E., and to the flagship; twice round—4 miles.
Of the various new classes that have sprung up within the last ten years, perhaps that in which the 3-tonners 'Rival,' 'Duchess,' 'Senta,' 'Currytush,' and 'Mimmie' are chiefly prominent has given about the most sport. Of these little ships, the 'Currytush,' one of the late Mr. Payton's greatest successes, could not only show her tail to the flyers of her class wherever she presented herself, but she gave the Solent 30-ft. class a good dressing in a thrash to windward against a nasty head sea and in a hard blow. The small class for yachts of seven or six tons and under has always been a great favourite in Dublin Bay, but for two or three years a regular 5-ton class held sway, and the season of 1885 witnessed its dying kick in the coming together of the 'Shona,' 'Luath,' 'Delvin,' and 'Doris.' The 'Luath' and 'Doris' were new this season. The 18-ft. and 25-ft. open-boat classes, however, both have run these very fine in public favour, especially the latter. The rule of measurement adopted, and the conditions of sailing, are as follows:—
The extreme draft is not to exceed one-sixth of the load-water-line.
The counter, if any, is not to exceed one-sixth of load-water-line, nor is the rabbit, where it intersects the afterside of the sternpost, to come nearer the surface of the water than 4 in.
The overhang of the bow, if any, is not to exceed one-sixth of the load-water-line. Any excess of overhang beyond these limits must be added to the length of the load-water-line, and the result taken for class and time-allowance.
The whole overhang of any counter, whose rabbit, where it crosses the afterside of the sternpost, is less than 4 in. above the surface of the water, must be added to the length of the load-water-line, and the result taken as the length for class and time-allowance.
The crew, including helmsman, is not to exceed one man for every 7 ft. or fraction of 7 ft. One of these may be a paid hand.
Centreboard boats are allowed to compete, but the plates are never to be lowered beyond the limit of one-sixth of their load-water-line and must be kept down at a fixed draught during the whole race. (If the latter part of this rule has been altered, it is only lately that the alteration has been made.)
The Royal Alfred Yacht Club is still houseless, and keeps to its original purpose of devoting all its available funds to the encouragement of match-sailing. It has lost within the last few years the valuable assistance of its late secretary, Mr. James A. Lyle, who might almost be said to have fathered the club from its earliest infancy; but with a foundation so ably laid, a working team of thoroughly practical seamen to officer and steady the helm (and to whom I am greatly indebted for the help given me in compiling this paper), the members have every reason to be proud of the position their association holds as a representative racing yacht club.
"GRAPHIC CRUISERS" OF DUBLIN BAY
Notes by the Hon. Skipper
A lovely night, a gentle breeze, a glassy, heaving ebb, all sail set, the boat coaxingly pulling at her moorings, her port and starboard eyes bright and glistening, her punts (choked with artists' sketchings, gear, and a gun-case or two) safe at the davits; her deck rather littered with Gladstones and canvas bags; a murmuring sound from below, accompanied by a light clatter of coffee cups: on deck are only 'Billy' (our cook), 'Jack,' the 'boy' (general fag and washer-up), and the 'skipper' (one of the party selected by ballot for the cruise).
The buoy is overboard, 'Jack' hauls the stays'l to windward, Billy lowers the chain silently through the hawse, the 'Iris' gently glides from among the surrounding boats, and is off for a week or two, heavily laden with an artistic, musical, medical, legal, and other 'crew' seeking relaxation, and a recovery from that dyspepsia which sooner or later overtakes every hard worker in this so-called temperate climate.
Outward bound.
In this boat the passengers are converted into 'crew'; all must work, all obey the lawful commands of the skipper for the time being, though perchance he may not be the best sailor; and although some of the members are crack yachtsmen, all loyally avoid offering nautical advice unasked. Each is allotted some particular duty. One is medical officer, another is second in command, and the most onerous task is that accepted by the 'steward.' He is generously assisted by the advice of such of the crew as have had experience, and has 'Billy' and 'the boy' to carry out his behests; neither of the latter appearing much on deck, for the boat is worked in easy watches by the 'crew.'
It would almost appear that some insidious apology should prelude a description of such a homely and slow craft as that selected for this occasion; but, as she fills a space in the different classes of yachts, and has proved an unspeakable comfort for the purposes intended, these, and the means adopted, may have an interest for many who enjoy quiet pursuits. The crew was a typical one. There were several artists, several ardent naturalists, and a photographer (a lawyer, who could prove to demonstration that a photographer might also be an artist), and all practised music.
The cruise was limited to Dublin Bay and a few harbours north and south.
Some of the most beautiful spots, from an artist's point of view, cannot be reached in a deep boat, and so our draught was limited to less than 3 ft. 6 in., a condition complied with by the 'Iris.' She is 60 ft. long over all, with a beam of 12 ft. 6 in., diagonally built of mahogany, with a metal keel, as well as internal ballast cast to fit her. Her mid-transverse section shows a rather barrelled bottom, but her form forward and aft is such that she rolls very little; and, for this reason, and also from the fact that her saloon table is not far from the plane of her centre of rolling motion, the swinging apparatus of the dining-table has been removed, and it is now a satisfactory fixture.
As it was intended to frequent shallow waters and dry harbours like Howth, Lambay, Rush, Skerries, Wicklow, &c., provision had to be made for taking the ground comfortably. It is not possible to do this with 'legs.' There is always a doubt on the mind of the responsible officer as to which side she is likely to cant, and whilst on one side of the boat there may be good hard sandy ground, on the other may be a patch of soft mud, into which the leg may gently subside if she unfortunately happen to cant in that direction. Again, the time when the tide will leave her may be some hours hence, and a weary waiting ensues, perhaps after a stiff passage, when all hands long to 'turn in.' Of course, when you have a paid crew, they do the waiting; but a paid crew in this cruise would in great measure defeat the main object of the expedition.
Section of 'Iris.'
To obviate the necessity for 'legs,' a simple and efficient substitute is shown in the transverse section. Two deep bilge pieces 10 feet long are bolted to broad stringers above the timbers, and extend fore and aft some 5 feet longer than the bilge pieces, thus distributing the strain over a large portion of the boat. They are wide at the skin, and taper downwards. The bolts are inserted diagonally, and the bilge pieces are shod with keel bands; they are modelled on the outsides, but the inner faces are flat and almost parallel, being further apart aft than forward by one inch, for reasons that need not here be mentioned. Such a contrivance helps to improve the leeway of so shallow a boat, although not proportionately to the area immersed. It is objectionable on grounds set forth by Kemp and others, as offering a larger surface for friction than is the coefficient for the lateral gain; but it is a great comfort when you have to take the ground and wish to have dinner with ease of mind (a necessity with a dyspeptic), and a joyful exchange for the sloppy, and lumbering, and inconvenient and unsteady 'legs.'
Section of 'Iris,' showing permanent legs.
The boat is 'ketch' rigged—probably the safest of all rigs, and certainly the simplest and least laborious to be worked by few hands; indeed, this boat has been worked to windward in a narrow tideway, single-handed, over and over again. This comfortable rig was determined upon after many experiments. The boat was originally schooner-rigged, with sails by Lapthorn; but she would not wear, at least quickly enough for safety, in narrow waters and crooked channels, especially in strong winds. This difficulty in 'wearing' is common to many good-sized boats. Quite recently I saw a revenue cutter charging away towards a bank with several hands at the tiller, and the main sheet eased off without affecting her mad career until the officer scandalised her mainsail; then she slowly yielded the point, and just cleared the bank by tearing up the sand and mud, leaving a yellow track behind her. Again, during the recent racing season, the pilot-boat (about sixty tons) started from Kingstown Harbour for her cruising ground. The old pilot at the helm sucked his pipe with confident air as she slipped; you could almost imagine his saying, 'This old boat and I are old chums; I know her. See how, with one finger on the tiller, I make her gracefully fall off to avoid that group of yachts ahead!' Suddenly the smile disappears; the pipe is chucked from his mouth. She won't fall off! she is charging bang into the yachts! The old man's legs are toughened out, and both hands grasp the tiller, as a shout from the man forward, who is hauling the jib to windward, calls the attention of the other pilots aboard, and one who grasps the situation rushes to the peak-halliards and scandalises the mainsail; then she tears away showing her copper as she fills, while skippers around fire a volley of muttered blanks at the 'old tub' as she makes for the harbour's mouth.
But with the ketch-rig the helmsman of the 'Iris,' by manipulating the mizzen-sheet, threads her in safety to or from the wind along a shallow tortuous gut left by the fallen tide. Remember she is 60 ft. by 12 ft. 6 in., and with a draught of less than 3 ft. 6 in. Her ability to take the ground upright is a source of gratification to the artistic members of her crew; neither flowing nor ebbing tide, nor a shift of wind, makes it necessary to alter the positions of the sketching-seats, easels are a convenience that may be comfortably indulged in, and then the operations of the steward are not disturbed. But there is another great advantage in being able to take the ground in this manner when you have to stop in harbours that are nearly half dry at low water—an advantage having a large element of safety, and best illustrated by a case in point, an incident in our recent cruise.
We had spent the night on the beach at Ireland's Eye, an island north of Howth, rich in geological, archæological, and botanic interest. On one side a shingle and a silver strand, a ruined abbey, and a charming view. On the other, wild and romantic cliffs, thousands of sea birds, a smuggler's cave, a seal cave, and a very remarkable profile rock. Here in the summer you may see a Lord Justice picnicking with his family, a Bankruptcy Judge, a gallant and skilful yachtsman, prowling after rabbits, a Churchill gazing at profile rock and smoking like a furnace, an Academician describing the hermit's cell, a citizen from Dublin dining with his friends, an excursion of the Dublin Sketching Club working in platoons, and, should lovely harmony startle the night air, perhaps some members of an opera company have come down by the last train after the performance to breathe the fresh air and sleep aboard the 'Iris.'
The Bailey, Dublin Bay.
Well, as I said, we spent the night at Ireland's Eye, and in the morning found the barometer dropping rapidly far away at the harbour on the mainland. The coastguards had hoisted the one point downwards, indicating a gale from the south'ard. We were in perfect shelter, but as we had arranged to help the Tennis Club Entertainment that afternoon by playing some stringed instruments, we hoisted sail and made for Howth Harbour, coming to anchor in nice time to escape the preliminary bursts of the truthfully predicted 'blow.' The wind blew off shore, and so there was no send or swell in the harbour. We were free to anchor in very shallow water, careless whether we were left high and dry or not, and herein lay our safety, not from wind nor wave, but from vessels rushing for shelter into the small and crowded portion of the harbour where the water is deep, and also from craft dragging.
Last year, during a gale off shore, eleven boats of different sizes, one an iron steamer, dragged into a corner of the harbour and crunched one another into matchwood. There was no 'sea,' only a disordered and irregular 'chop.' The 'Iris,' drawing only a few feet of water and anchored within an inch or two of the bottom, could not be approached by any dragging or sailing boat of greater draught; long before reaching her they would be fast aground.
'Graphic' artists at work during the gale of October 5, 1892.
In the evening, after our labours for our friends ashore had been satisfactorily completed, we pulled aboard fairly dry, and in a few moments were seated at dinner, the boat perfectly upright and immovable, with about 2 ft. 6 in. of water around us. The lamps gave a rich glow of colour and glitter to our table, all the more comfortable from the contrast with the sudden cold without and the howling and moaning of the gale. After coffee we lounged on deck, well wrapped up, to enjoy a cigar and observe the storm. The lighthouse lamps burned brilliantly, and the anchor lights of the craft in harbour flickered and struggled for a feeble existence, their movements showing that over there at any rate there was rolling and uneasiness. Here, our steadiness was enjoyable, as was also our dry deck, due to our bulwarks of over 2 ft. high. Suddenly above the breakwater appeared a black pyramid, growing bigger every moment; then another, then many. They were fishing-vessels beating for the harbour for shelter, but they slowly disappeared one by one; they had gone about on the other tack; we might shortly expect them in. Soon there struggled in the narrow mouth the shadow of a close-reefed trawler of sixty tons or so. Why does she stop? Is she on the rocks at the light? No, she has missed stays; there is not room to do more than drift astern, and she disappears in the darkness. And in less than half an hour she will try again, for the harbour has a difficult entrance. A few minutes afterwards there rushes in a more fortunate vessel; then comes another, and another—each in turn makes straight for us, but we smoke quietly; we know they cannot approach. Still they are near enough to enable us to hear, above the fighting winds, the shrill cries of the men to 'Let draw,' or 'Hold on, Pat,' the rattling of blocks, the vicious flap of the canvas and shock of the heavy boom as each vessel goes about, and soon the rattling of cables as anchors are dropped, followed by such silence as the gale permits, while the men seek some rest after a heavy battle with nature. In the meantime the occupants of the other boats at anchor have had serious moments; dangerously near came some of the fishing vessels, and even when anchors had been let go anxious eyes blinkingly peered against the salt, blinding wind to see if the trawlers' anchors held, and that the boats were not drifting down upon them with inevitable result. Skippers also watched their own holding gear with some concern; for if one of these crafts dragged, she would be broken up against the breakwater, and should she be fortunate enough to ground she would be down at the ebb, but, especially if she were a racer, she would not rise again with the next flow. Here we leave them and go below to our comparatively calm and safe berths, knowing that even should it calm down by morning we shall see tired and worn faces around us, and that we, thanks to our substitute for 'legs,' shall have slept in ease and peace, and awakened refreshed in body and in mind.
In order to get headroom there is 'trunk' 'rise' on the deck, as shown on the cross-section drawing, 18 in. high (in one place higher) and some 40 ft. long, leaving a conveniently wide gangway on the deck at either side; this rise has a number of dead lights at the sides, as well as skylights above; and during its infancy the boat was severely criticised. She was called the 'Tramcar,' and had other more opprobrious compliments paid her. As to her speed, there were sundry allusions to crabs and their propensities for walking backwards. It was therefore excusable, taking into account the windage due to the superstructures and high bulwarks, and to the general form of the boat and also to the bilge pieces, if we had very humble notions as to the speed of the 'Iris'; and although we all believed in 'the craft you sail in,' it was with some amazement that we found her unexpectedly fast in reaching, and therefore fast with the wind aft. This particularly struck us one morning when we saw a fine racing-cruiser rounding the Bailey. The wind was fresh and free; someone said, 'Here comes Charlie. Watch how he will swoop past us in his triumph.' But Charlie didn't triumph, neither did he swoop; we watched carefully until we saw that Charlie was going astern!—a fact that surprised us as much as it did Charlie.
Her Majesty's Mails.
Again, many said that a boat with such a high freeboard and so little draught would not claw off a lee-shore in a bad sea; but as she was designed for artist's work chiefly in local waters, where there is protection every four or five miles, it was not intended that she should be submitted to heavy weather. We always had a lurking suspicion that she would not do very well in a seaway, but here we were again agreeably surprised; for, seizing a favourable opportunity, we brought her round the nose of Howth (as nasty a spot as anyone could wish in dirty weather), and there we put her through her facings, with the result that we found her an able vessel, safe to stay even when much knocked about, and when we purposely allowed her to make a stern board, with the aid of the mizzen, we could put her head in which direction we chose. Several steamers passed us during the trials, and these were shipping tons of water, while we did not take a cupful. Around the boat, six inches below the covering board, is a very wide 'rubbing-piece,' a ribband of 'thumb' moulding, whose form will be understood by reference to the cross-section drawing. This projects some inches from the side of the boat, and the effect of this small bead in throwing off seas is most remarkable. Often have we watched green lumps of water lapping up her sides with a rush that threatened to bring them over the bulwarks in the next instant, especially at her bows, but on reaching this 'stroke' the whole mass seemed diverted outward, and to drop back into the sea. True it is that action and reaction are equal and opposite, and the momentum of the wave must have been communicated to the boat in some way (likely to be detrimental to her speed and affecting her leeway), but we were unable to realise practically any injurious effect to at all balance the pleasure of a dry boat. Such, indeed, is the general success of the boat as a quiet, safe cruiser, that it is intended to have a new one designed by some crack authority with better lines, built of steel, with the important existing features adhered to, but doubtless with much improvement in the speed. As to the rigging, the stays'l carries a boom and the sheet travels on a 'horse,' the jibsheets run aft, and the mizzen-sheet is made fast to a cleat on the under side of the mizzen-boom; thus the helmsman can put her about single-handed if he please. In smooth water he puts the helm down, and, when she fills on the other tack, shifts the jib. In a short sea, if she is likely to lose way in stays, he puts the helm down, slips a loop over it, then hauls on the mizzen-sheet till the sail is fore and aft, when she goes about with certainty. He then shifts jib; he does not take the sheet from the cleat, but simply hauls on the fall; consequently the sail does not require adjustment when the vessel fills. In smooth water, such as the Broads or Windermere, or the Liffey Estuary, no particular tactics are needed in going about, but in the frequently troubled water of Dublin Bay these matters are noteworthy when we remember that she is 60 feet long, has a beam of 12 ft. 6 in., and draws only 3 ft. 6 in. of water.
Storm without, calm within.
Kingstown, Dublin Bay.
Report of the Hon. Medical Officer
In one of the steamers of which I had medical charge it was a common saying that all that was medicinally required by the crew and passengers was a weekly dose of 'one pint of sulphur wash and 2 oz. bilge nails,' and that teeth might be drawn by the 'key of the kelson.' No such drastic treatment should be required on a yachting cruise, but a few medicines and surgical appliances should always be on board, and the sanitary condition of the boat should be rigorously and minutely inspected, not only before starting, but daily during the cruise, be it long or short. To begin with, before stores or passengers come aboard I have the carpet or other covering taken up and some of the flooring lifted along the entire length of the boat, and I carefully see that no fragments of food, animal or vegetable, have accidentally got about the ballast, that no pieces of paper, however small, nor sawdust, nor shavings, nor 'matter out of its proper place' of any kind whatever, is left below the flooring. I personally see that the limbers are cleared, and that a copious flush of water redolent of calcium chloride or 'Sanitas' is poured in forward and pumped out of the well aft. Next, I inspect the sail lockers, and if there be any musty smell, I have the sails, &c., removed on deck and hung up to thoroughly dry; in the meantime the locker beams and ceiling are washed over with a solution of chloride of lime and thoroughly aired. The steward's store lockers and cooking utensils are carefully examined, a solution of potassic permanganate being freely used; the mattresses are turned over and searched for the slightest mouldiness, and, if any be detected, are sent ashore to be taken asunder and stoved; the lockers under the berths are aired, and the Indian matting with which the bunks are lined taken down and examined, and, should there be any mustiness, which will surely be the case if it has not been kept dry, I condemn it and get fresh—fortunately it is a cheap material. The w.c.'s are of the underline type and consequently require rigorous examination, as that kind is subject to leakage, and they should always be provided with simple means for tightening up the joints, and so devised that all the strains due to pumping, &c., are self-contained. There should also be an automatic supply of a strong solution of permanganate of potash every time the w.c. pump is used. Besides this, however, I always make the boy pour in a pint of strong permanganate solution night and morning, and with a good air-draught, secured by having the door made so that there are several inches above and below between it and its frame, I have never had the slightest reason to doubt the efficiency of the apparatus as a sanitary appliance. Earth-closets are a delusion; you cannot get earth, nor even sand, when on a cruise, and there are other serious objections. Carpets should be examined for mould in the interstices of the material, and should any be detected, however slight, the carpets should be taken ashore—they cannot be properly treated in a small boat. In short, fungoid life of any kind must be stamped out, and it is to be observed that yachts of every kind, and especially small ones, are peculiarly subject to this kind of parasite, for it frequently happens that boats are not inhabited, or only partially so, for some weeks, or even months. Without fires in the cabins, or other means adopted to withstand the moist air inseparable from the conditions, then it is that the microscopic fungoid plants flourish.
Anon, fires are lighted, the air becomes dried, people move about, currents of air sweep through the cabins, and the spores, invisible to the naked eye, are wafted in myriads about the saloon, sleeping-cabins, and galley, until they come to rest on some moist place, there to propagate again if not checked. Fortunately, when the moist place happens to be the mucous membrane of our nostrils, the spores betray their presence, for the motion produced by the impact due to such shape and weight and composition produce the sensations which we term 'a musty smell.' I have frequently noticed objectionable odours of this class about many fine yachts, and most small ones, but they are never absent from short-voyage cross-Channel steamers; these almost invariably reek with them to such an extent that often strong, good sailors feel ill before the vessel leaves the wharf.
With such precautions as I have outlined, almost any boat may be made 'sweet.'
Accidents of a serious nature involving surgical aid seldom occur in yachts; and if the cruise be a short one, a couple of needles, a scalpel, a forceps for extracting splinters, a stronger one for fish-hooks, a thermometer, and a long strip, two inches wide, of india-rubber sticking-plaster rolled up in an air-tight tin-box, will enable one to meet any case likely to arise. And for medicine I carry a mild aperient, magnesia cit., in bottles with air-tight covers, a supply of compound zymine (a most valuable ferment), and Burroughs's pocket-case. Phosphates I administer by selecting the food of the person under treatment. And I see that there is an abundant supply of fruits on board. Often I have noticed individuals in a yachting party come aboard for a cruise of a few weeks, all life and gaiety, and next day be quite depressed by the reaction from the excitement and novelty of the change. Such a person requires a little immediate treatment, or several days may elapse before he or she will be fit to enjoy the pleasures of the situation. It is necessary that there should be agreeable amusements to occupy the minds of the party, when lamps are lighted and all assembled in the saloon; and the function of providing these in some measure falls within the doctor's duty.
The food should be carefully considered by the medical officer. When a party of very young men embark on a yachting excursion they seldom pay much attention to the quality of this necessary fuel; quantity appears to be with them the important consideration. But when the party consists mainly of men who have already embarked upon the responsibilities of life, men whose brain power is severely taxed, the cuisine must be such that, although they be not persons who 'live to eat,' they can regard the table as an additional attraction to the company surrounding it.
One of the most important elements towards the smooth working of the whole party is the presence of a lady, wife or mother or daughter of a member; her advent has a humanizing influence on the male members, however diverging their temperaments may be. If she be an artist or a musician (every lady should be a musician in its best sense) and does not object to smoking—if she be an artist she won't—in a properly ventilated, not draughty, cabin, her presence will be still more appreciated; and whether she be ashore or afloat, the fact that a gentlewoman is a member of the party helps to give a peaceful restful glamour to the whole cruise. These remarks are intended to apply chiefly to small vessels. In large steamers, Transatlantic or others, the duties of the medical officer are rather directed to restoring people when they have become ill. On a yachting cruise his great aim should be to keep people well.
Notes by the Hon. Steward
When I first accepted this post I felt rather inclined to resign at once, for when the party came on board I was saluted with what were intended to be facetious orders. It was nothing but, 'Steward! take care of this ammunition.' 'Steward! let me have some soap and hot water; get my bag down from deck and let me have a brandy and soda, and, look here! be quick about it, like a good fellow.' But having often benefited by the efforts of predecessors, I endured the good-natured badinage, which died off after the first day. My first duty was to see that the cooking appliances, cutlery, and table furniture were in good serviceable condition; and I found that 'Billy' had the entire service present on parade. The stove was a cast-iron one, a 'Fortress,' Smith & Wellstood, of Glasgow. It is a remarkable success. Though perhaps a little large for a small boat, as a great piece of the trunk deck was removable in fine weather, and the galley was otherwise well ventilated in cold, the heat was never objected to—at any rate 'Billy' never mentioned it. Catering for a cruise lasting a day or two, however large the party, does not call for any special remark, as it is easily done; but a cruise of more than four or five days in a yacht of limited accommodation involves some forethought as regards a menu offering a sufficient and agreeable variety. If you can calculate on making harbour periodically, arrangements may be made to have provisions sent from town to the railway station, to be called for. But in that case you are tied to call, and this fixity of programme is objected to by 'Graphics.' It follows that the provisions for the whole cruise must be carried. Now, as regards meats, flies are great enemies to the satisfactory hanging of meat in a boat. It is surprising the number one comes across on a coasting trip. I have often met three or four bees or wasps far away from shore, and big bluebottles turn up in the galley, unexpected and unwelcome guests. One of these is sufficient to make several joints of meat very objectionable in forty-eight hours. A perfect corrective for this state of things is a CO2 box—that is, a box like a refrigerator, fairly air-tight, and with a communication from a small steel cylinder of compressed carbonic-acid gas; this gas is in a liquid state, and a little is allowed to expand into the box occasionally. So long as there is carbonic-acid gas in the box, the lamb, or mutton, or beef, or other food, will not be troubled with insect life, larvæ or otherwise. If it be desired to cool the contents of the box, a good gush of the liquid gas is admitted. As it expands into the gaseous state it absorbs heat, and a temperature of -20º C. has thus been produced. The carbonic acid used is a by-product, hitherto wasted, from the fermenting tuns of breweries. It is now collected and pumped into steel cylinders. I am informed that before long it will be sold for 1d. per pound liquid: at present the price is 3d. in Dublin. In practice we do not use so low a temperature as that above mentioned, which would blister some hands, and leaves a hoar frost over the contents of the box. We simply fill the box with gas at ordinary temperature, taking advantage only of its antiseptic properties. We have kept lobsters under a little pressure for six months. At the end of that time they had not parted with the delicate flavour of fresh lobster, and were totally unlike the tinned lobster one buys, which, with nearly all the tinned meats I know of, will keep you from starvation, and that is all that can be said in their behalf. The prolonged high temperature to which they must be subjected in order to kill the bacillic spores practically destroys the best qualities of the natural juices. Some of the tinned vegetables are good and nutritious. Apples, French peas, French beans, pineapples, sweet corn, potatoes, pears, peaches, and tomatoes, arranged in order of merit as I have found them, are invaluable in a boat; but before using them examine the tins inside, especially those containing acid fruits. If the tins display a beautiful crystalline pattern inside, the contents should be dropped into cold water and rinsed for a few minutes before using. In any case the peas and beans and apples should invariably be rinsed in an abundant supply of cold water, and the fluid contents of the tins thrown away. It often surprises me that the makers of tins for 'canning' purposes do not invariably use those that are enamelled or 'glazed' inside; then there would be no fear of metallic oxides. At present, for what reason I will not state positively, the soups sold in tins do not agree with people. The flavours and the different kinds certainly afford variety enough, and would be unspeakably convenient aboard; but any experimenter, who has not a stomach like an ostrich, will find that if he uses these for a few days he will be ill. I make the statement without qualification. You cannot make any kind of soup in an ordinary way that will keep in bottle. The 'extracts of meat' do not contain any nourishing property; in fact, if you take any two animals, human or otherwise, feed one on water only, and the other on 'extracts of meat' only, the latter will be sure to die first (proven). As a consequence of all this we find it desirable to make our soups aboard, and for that purpose carry meats, &c., in the carbonic-acid box I have described.
Ringsend, Dublin.
Monkstown, Dublin Bay.
But the 'extracts of meat' are of great use in making rich and delicious gravies. They may not be very economical, but that cannot be perfectly studied in a boat, and it is possible to dress up the not too stewed contents of the stewpot, after the soup has been poured off, with a few capers, a little salt, a suspicion of pepper, and a thickened gravy made of 'extract of beef,' just thick enough to make a coating around each piece of meat—call it 'stewed beef,' or a more elaborate name if you like—and you will find that not only will none of it be left, but also no one will suspect it to be the remains of the soup at table a quarter of an hour before. The fish we have had meantime, it goes without saying, considering we are in Dublin Bay, is abundant and delicious. I do not know why Dublin Bay herrings should have such a delicate and inimitable flavour. The fish are much smaller than the Scotch herrings and are beautifully marked, and require only a drop or two of Harvey's sauce (Lazenby's) to bring out the proper flavour—they are of course grilled.
Ireland's Eye.
With the small stores I have found it economical and convenient to set aside portions for each day. Thus, if the cruise is to be for ten days, I wrap up ten portions of cheese, for example, in air-tight paper, and there is not a moment's loss of time when cheese is required for dinner. Butter for each day is similarly kept in jars; that which is over after each day is not wasted. Bread is kept in glazed earthen crocks with covers; salt in glazed earthenware jars; tea and coffee in bottles with air-tight screw covers; everything that can be put into an air-tight case is so protected, and each case has a particular fitting in a particular locker, so that no time is lost looking for it, no room is wasted, and if the boat gives a lurch or two nothing falls about nor is spilled.
In a coasting cruise you can always send a boat ashore for plenty of fresh vegetables; but, except fish, eggs, and crustacea, you cannot get any other good provisions at any provincial place of call.
'Billy,' our cook, had been to sea on a coaster, where he filled a similar berth. His ideas of the perfection of cooking took the direction of 'plum duff,' of course taking especial care that most of the plums were at one end, the end the skipper would be sure to select. We had no 'plum duff' in the 'Iris,' but Billy's training was of such use that little instruction was needed to enable him to make a very respectable orange pudding, and to deftly and lightly make a paste suitable as a cover for any baked dish. In utilising food that is always at hand in a cruising boat, as crabs, scollops, oysters, &c., few can excel a sailor cook after he has been carefully shown how to dress them; and to this end it is necessary that the hon. steward should be able to perform each operation himself. It is not sufficient to have a cookery book aboard; as a general rule some little petty detail is omitted, it may be a quantity, or a matter of modus operandi, which perplexes the operator at the critical moment and makes the dish a solemn doubt. On the other hand, if the hon. steward selects such recipes as he thinks will be useful from some good cookery books, and practically tests them ashore, he will be able to find out the weak points and amend them, and will have the gratification to know that the crew is not doing violence to itself by tasting his dishes in commiseration for his feelings. In small craft it too often, indeed nearly always, happens, that the feeding department is very crudely dealt with, and the material aliment itself is adequately described by the half-raw, half-boiled, stale, tough, naked generic term of 'grub.'
'WATER WAGS' AND 'MERMAIDS' OF DUBLIN BAY
By Thomas B. Middleton
Kingstown is the headquarters of the Royal Alfred Yacht Club, the Royal Irish Yacht Club, the Royal St. George Yacht Club, and several minor sailing clubs, including the Water Wags.
The pleasantest part of a coast to reside on is, perhaps, that which has a sandy beach shelving gently down into deep water. Along such a beach in fine weather boating, bathing, and fishing are easy and enjoyable occupations; the wavelets ripple, making soft music with the pebbles, and the little skiff lies half in the water waiting to be stepped into and pushed off. But such halcyon weather cannot always be counted on in this climate. The waves are not always ripples; they quickly turn first to breakers and then to a heavy surf, that surges up to the highest water mark if the weather becomes at all broken or the wind comes in from the sea, and consequently the boatman must be prepared to deal with such a change when it occurs, and overcome the many difficulties then presented.
MERMAIDS OF DUBLIN BAY SAILING CLUB.
WATER-WAG DUBLIN BAY.
All matches sailed under Rules of the
WATER-WAG Club
First, the boat cannot be left anchored in the open, as she will surely be lost or damaged in a gale. She must therefore be able 'to take the ground handsomely'; that is, she cannot have a deep keel, for her bottom must be broad and flat; and, secondly, she cannot have any weight of ballast in her, as it would fatally strain her when she stranded, and make her too heavy to draw out of the reach of the waves. Now, a boat with no keel and no ballast makes, as everyone knows, a bad sailor; in fact, she will only run dead before the wind like a duck's feather on the water: so a little keel of 3 in. or 4 in. is generally used, and the boat ballasted with sandbags filled on the beach, or stones, which are emptied or thrown overboard before landing again. This plan has the objections of being very laborious and making the boat very heavy to launch. If she ships two or three seas in the operation she becomes hopelessly submerged, and the advantages gained are very slight, as such a boat will scarcely sail closer to the wind than a broad reach—even then making considerable leeway and being very slow and uncertain in stays.
It was to improve on this state of affairs on the beach of this description that is to be found at Shankill, in the county of Dublin, that the 'Water Wag' was evolved from a Norwegian pram, into which a boiler-plate was fitted for a centreboard as an experiment. This novel craft was called the 'Cemiostama.' She was built in the year 1878, and was a great success; she sailed like a witch, carried a large sail with ease without any ballast save the iron-plate, worked well to windward without making any leeway, spun round like a top when the tiller was put down, and when the boiler-plate was raised she ran in on the surf, floated in a few inches of water, and eventually sat on the strand on her flat bottom. The plate (which weighed nearly 1 cwt.) was then lifted out of her, and she became as light to haul up as an ordinary shore skiff.
It was accordingly decided to build seven or eight centreboard double-ended 13-ft. punts with great beam (4 ft. 10 in.), full lines, and a flat floor. The 13 ft. was chosen as the best size that two persons could haul up without help, a larger boat being too heavy for two, and consequently liable to damage by being left in the surf while help was being obtained; and the round stern was to divide the surf when the forepart stranded, and prevent it jumping into the boat as it does in the case of a square stern.
In order that these boats might have an occasional race between themselves, to preserve the type and to save the expense of outbuilding and the trouble of handicapping and time allowance, it was further arranged that all the boats should be built on the same lines, and the canvas limited to a cruising amount. This was accordingly done, and they proved themselves to be such good seaboats, and so generally useful for two or three amateurs to amuse themselves along the shore in, that 'The Water Wag Association' was started in 1887, to further develope and preserve the principles of the class. Though it was started by boys, several older Wags joined, and as the boat was never designed for speed, the racing was not originally intended to be hard-down serious sport, but more a sort of friendly sail round a course in boats all alike, and that consequently should be all together; but of course skill in working would bring one to the front and make her harder to catch. Hence the rollicking title 'Water Wag,' and the institution of a king and queen, bishops, knights, and rooks, to manage the affairs of the club, their chief duties being to get up as much fun and as many jolly water excursions as possible.
The first two or three seasons saw this idea carried out with great success; but gradually the racing grew more keen and serious, until it eventually became the sole object for which the boats assembled, so much so that it is now nothing but racing from early in April till late in September. The Water Wags' own races are held round Kingstown Harbour (the head quarters having migrated there when the generation which formed the Shankill Corinthian Sailing Club grew up and disintegrated over the world); others are got up for them by the Dublin Bay Sailing Club in Scotchman's Bay, outside the harbour, and there are races at the local regattas at Kingstown, Dalkey Bray, Greystones, Wicklow, Clontarf, Howth, and Malahide; so that since the class was started they have had nearly 300 competitions.
They have greatly increased in numbers, and have become quite a local type of small boats in Kingstown, as they work in and out through the yachts and shipping, and are very handy to take four or five persons in to listen to the bands from the water.
They are not confined to Kingstown Harbour, however, as they have sent representatives to the River Plate, Hong Kong, the Persian Gulf, Australia, and many foreign ports. Their principle has been largely adopted in the B division of the Dublin Bay Sailing Club, which consists of 18-ft. boats, called 'Mermaids,' which are practically large Water Wags, being entirely open, with 6-feet beam, fitted with centreboard and carrying no ballast. These have a limited racing sail-area of 180 feet, but they are not further confined as to shape, and some have the rounded stern and some the square. They are very fast, lively boats, requiring a crew of three or four nimble hands, principally to be employed in shifting ballast, and they give a great deal of sport, as many as twelve or fourteen starting in a race every Saturday afternoon.
The 'Water Wag' costs complete between 15l. and 20l., a silk racing lug from Lapthorn and Ratsey alone coming to 2l. 15s. McAllister, of Dumbarton, built most of them; but Atkinson, of Bullock, Co. Dublin, and Doyle, of Kingstown, have built many more.
In handling, the skipper—especially if he is a tiro at the art—must be very careful, as 75 sq. ft. of canvas, and a 13-ft. mast in a 13-ft. boat, without ballast, require attention and caution if there are any puffs knocking round; so that the mainsheet must never be made fast, no matter how fine and calm the weather is; the halliards should also run very free, and the oars should always be carried, in case it becomes judicious to lower the sail in a squall. But a little practice will enable the skipper to sail his boat without danger during weather that any small open boat can be out in; and it is really marvellous what weather and seas the Water Wags have gone through.
Sailing out of sight of help in any small open boat is to be deprecated, and no exception to this rule is to be made with Water Wags, as they unquestionably run a risk of filling in unskilful hands; but, in that event, the absence of ballast is an advantage, for they do not go to the bottom as a ballasted boat will, but will actually support their crew if no attempt is made to climb up on them.
A lug of 60 sq. ft. is ample to begin with; and for most days when not racing, and for single-handed sailing, a reef should be taken in, or two kegs of water-ballast carried, unless on a very fine day.
The following sailing regulations are carefully enforced during racing:—
Only the boats of members shall compete in the races, and as it is one of the fundamental principles of the Water Wags that the boats shall be similar in every respect save sail-plan, it shall be in the power of the officer of the day to disqualify any boat that, in his opinion, is trying to gain an unfair advantage by infringing the above principle.
Each boat shall not carry more than three or less than two persons during a race, all of whom shall be amateurs, and shall be steered by either a member or a lady. And no money shall be awarded to a boat for a walk-over, but she may fly a flag therefor. Each boat shall carry on all proceedings of the Water Wags, all her platforms, floorings, thwarts, and stern sheets, also a pair of oars not less than 9 ft. long, with spurs or rowlocks for same; also, either one solid cork ring-shaped life-buoy, not less than 30 in. in external diameter, and capable of floating for three hours 21 lbs. of iron suspended therefrom, or two smaller ones of the same material and shape, which shall each float for the same time 14 lbs. of iron; or they may substitute a cork life-belt that will float 10 lbs. for three hours for each of the small life-buoys, providing each life-belt is worn the entire time the boat is afloat. Before taking a prize the owner of the boat shall declare to the party awarding it that the spirit of this rule has been carried out. And it shall also be the duty of every other competitor to protest against a boat without a life-buoy. The life-buoys shall rest unattached to anything in the boat, with nothing over or resting on them, so that they will immediately float out in the event of a capsize.
All persons on board who cannot swim 100 yards are requested to wear life-jackets.
The following are the limitations of a 'Water Wag' 13-footer:
Length over all, 13 ft.; beam, 4 ft. 10 in.; depth and lines, that of model A.
Centreboard to be of iron and pivoted at forward end of casing. Length shall not exceed 4 ft. When hauled up flush with top of casing, no portion shall project below keel. Immersed surface below keel shall not exceed 2½ sq. ft. Thickness at any point shall not exceed 3/8 of an inch.
Keel outside garboard strake, inclusive of thickness of keelband, if any, shall not exceed in depth 1½ in. Keelband of iron, brass, or copper, not to exceed in thickness ¼ in.
Stem and stern post.—Moulded depth of, to be clear of hood by not less than 2 in.
Kedge not to exceed 15 lbs. No metal cable allowed. No ballast of any description save water.
Mast not to exceed over all 13 ft., measured from top of keel to truck, and not to be stepped above keel more than 3 in.
Fore and aft sails not to exceed 75 sq. ft. in area.
Spinnaker not to exceed 60 sq. ft. in area, and is only to be used before the wind, and in no case as a jib.
A full-sized tracing of the builder's moulds can be obtained by sending 2s. to the Society for Employment of Women 21 Kildare Street, Dublin.
'King's Fisher,' 1776.
Commodore Thomas Taylor, of the Cumberland Fleet, 1780.
CHAPTER IV
THE THAMES CLUBS AND WINDERMERE
THE ROYAL THAMES YACHT CLUB
By Edward Walter Castle and Robert Castle
In the year 1775 was founded the 'Cumberland Fleet,' and as the Royal Thames Yacht Club is its lineal descendant, the latter may with all justice claim the title of the 'Mother of Yacht-racing,' at least in Great Britain.
The year 1770 was a most important epoch in Thames yachting, and we think the lines and drawing of our first cup-winning yacht should be given here. The 'King's Fisher,' as the sketch shows, was clinker built. Her owner, Commodore Thomas Taylor of the Cumberland Fleet, was so thoroughly the practical founder of yacht racing on the Thames that his statue should be placed on the Thames Embankment—with a bronze plaque of his yacht and the cups he won—and if times are too bad to go that length, a medallion portrait plaque could go on the Temple Embankment Arch, for the 'King's Fisher' was built close by. Her dimensions, as shown in her lines, were, length 20 ft., beam 7 ft.
The Cumberland Fleet, or, as it is often called, the Cumberland Sailing Society, was founded under the following circumstances.
The 'King's Fisher,' 1776,
midship section.
In the year of grace 1775 the first rowing regatta that was ever held in England took place upon the Thames—on June 23. Previously to this, however, a meeting of 'several very respectable gentlemen, proprietors of sailing vessels and pleasure boats on the river,'[4] held their annual meeting at Battersea, and resolved that on the regatta day they would draw up in a line opposite Ranelagh Gardens, so as not to be in the way of the competing rowing boats. On July 6 of the same year an advertisement appears in the 'Advertiser,' that his Royal Highness Henry Frederick, Duke of Cumberland (a brother of George III., and an admiral in the British Navy) was about to give a silver cup[5] to be sailed for on July 11. The advertisement is as follows:—
A Silver Cup, the gift of His Royal Highness the Duke of Cumberland, is to be sailed for on Tuesday, the 11th instant, from Westminster Bridge to Putney Bridge and back, by Pleasure Sailing Boats, from two to five tons burthen, and constantly lying above London Bridge. Any gentleman inclined to enter his Boat may be informed of particulars by applying to Mr. Roberts, Boat-builder, Lambeth, any time before Saturday Noon next.
Lines of the 'King's Fisher,' of the Cumberland Fleet, 1776.
Commodore Thomas Taylor's yacht.
Winner of Silver Cup, 1776.
On account of the weather, however, the race was postponed until July 13, when it came off with great success, and the 'Aurora,' owned by a Mr. Parkes, described as 'late of Ludgate Hill,' won the cup. The second boat in was named the 'Fly,' but who owned her the newspapers of the day forgot to mention. From 'the Morning Post'[6] we get the information that only those boats 'which were never let out to hire' would be allowed to enter, and also that 'the Gentlemen, about 18 or 20 in number, who sail for the prize have come to a resolution to be dressed in aquatic uniforms.' This seems to prove that the club had already been formed before the match, and was probably an outcome of the club at Battersea mentioned above. We also find from the old newspapers that the owners (who, by the way, were always styled 'captain') had to steer their respective vessels, and in the case of this first match were allowed two assistants; so it would seem that what nowadays are called 'Corinthian rules' were in the early period of yacht-racing a sine quâ non.
Button, 1776.
There were very solemn ceremonies attending all these early races. The Duke embarked on board his state barge from one of the stairs, and the royal standard was immediately hoisted at the bow. Another barge was in company with a band of music, and they then proceeded to the place of starting. The racing boats were anchored in line, with their sails furled; their places having beforehand been determined by lot. Each vessel, when racing, carried at her gaff a white flag with a red St. George's Cross upon it, and with one, two, three, or more blue balls, according to her position at starting. The captains were stationed in wherries, and on the arrival of the Duke's barge were by signal ordered on board their respective vessels. Then, on the firing of a gun, the race was started. Time allowance was an unknown quantity in those primitive days, and the boat which succeeded in passing the winning-post first claimed the cup. The victorious captain was then taken on board the commodore's barge, and with great ceremony introduced to his Royal Highness. In the meantime the Duke's butler had filled the cup with claret and handed it to his Royal Highness, who thereupon drank the health of the winner, and then presented him with the cup. The captain then drank to the Duke and Duchess, with three cheers; the whole ceremony having been performed amidst the strains of martial music, salvos of artillery, and the huzzas of the crowd upon the river and its banks. The fleet then proceeded up the stream to Smith's Tea Gardens, which lay where the gasworks now are, on the Surrey side of Vauxhall Bridge, and dined together. The Duke himself was very often present at these festive gatherings, and later on in the evening they all visited Vauxhall Gardens and made a night of it. The first commodore of the club was a Mr. Smith, who, we believe, was the proprietor of Smith's Tea Gardens, and he probably held the office until 1779. That year the commodore's broad pennant was changed from red to blue, and the club dined at the Royal Oak, Vauxhall, which seems to show a change of officers. Anyhow, the following year, 1780, Mr. Thomas Taylor was commodore, as is shown by the cup he won,[7] and he held that office until the year 1816, when he gave up yachting. The Cumberland Fleet had the white ensign, but without the St. George's Cross in the fly, and their burgee was a white one, with an equal armed red cross on it; i.e. the cross did not come out to the point of the flag. At the Royal Thames Club House they have several relics of the ancient fleet; there is the chairman's ivory gavel with the inscription 'Cumberland Fleet,' which is still used at every annual meeting; there are also (besides some curious prints and pictures) a cap of one of the rowers of the commodore's barge, and a club button, though it is not known whether it belonged to one of the rowers or to a member of the club. The Cumberland course originally was, as we have already shown, from Westminster Bridge to Putney and back, but in 1776 it was altered to Blackfriars Bridge, Putney, and back. Later on, the winning-post was at Smith's Tea Gardens, by that time called Cumberland Gardens.
The fleet evidently used to sail together and manœuvre as well as race, for in 1776, in honour of His Majesty's birthday, 'they went up the river with colours flying and music playing'; and in 1793 a set of signals were printed (a copy of which may be seen framed at the Royal Thames Club House) whereby the commodore could manœuvre the sailing boats like a fleet of men-o' war; indeed there is a print extant, dated 1778, wherein the fleet are being so manœuvred off Sheerness.
First 'Cumberland,' 1780,
midship section.
The first private match, under the auspices of the club, seems to have come off, between two of the sailing boats, on April 20, 1776, but no mention is made of their names. Some of the expressions used in the newspapers about the different matches are very curious; in one paper it is called 'Fluviatic and Fresh Water Frolics,' and in another 'Thamesian Pleasantry,' and again, 'Water-racing Galloways,' but the best of the lot is in the 'Morning Post'[8] of 1782, where the race is described as 'a Fluviatic Cavalcade.'
Lines of Commodore Taylor's yacht, first 'Cumberland,' of Cumberland Fleet (Thames), 1780.
Winner of Gold Cup, 1780.
The yachts belonging to the Cumberland Fleet did not confine themselves to river sailing, for in one of the papers of 1777 it is stated that the 'Hawke' had been cruising about the Channel, and had been chased into Calais by an American privateer. The Duke of Cumberland gave a silver cup each year, of the value of twenty guineas; but in 1781, when the seventh became due, a silver-gilt cup of the value of fifty guineas was presented to the club by His Royal Highness. This was to be sailed for by the boats that had won the former prizes, and the advertisement goes on to say, 'The members of the Society do hereby, with the permission of His Royal Highness, challenge and invite all gentlemen, proprietors of pleasure sailing boats, within the British dominions, to join with them in the contention.'[9] The first attempt at this race on June 25 failed for want of wind, and the match had to be re-sailed on July 9, when the cup was won by the 'Cumberland,' belonging to Commodore Taylor. This race, the first open match ever sailed, seems to have caused a good deal of excitement, and the river and its banks were densely crowded. The papers of the day speak of the many thousands present, of all sorts, 'from the peerless "Perdita" to the Princess "Ran."'[10]
For some unexplained reason, 1782 was the last year that the Duke gave a cup to the 'Fleet.'[11] He certainly remained its patron up to his death in 1790, but he ceased to take any personal interest in the affairs of the club. This cup was won by the 'Caroline,'[12] belonging to Captain Coffin, and seems to have had a curious history, as in 1886 it was discovered in a pawnshop at San Francisco, and, it is said, was bought and raced for by some yacht club in America. On August 10, 1782, the first below-bridge match of the Cumberland Fleet took place. It was between the 'Caroline,' Captain Coffin, and the 'Eagle,' Captain Grubb, for a wager of 40l.: the course being from Cuckolds Point to the Lower Hope, and back again. The 'Caroline' won easily.
Lines of Commodore Taylor's yacht, second 'Cumberland,' launched February 14, 1790.
The years 1783 to 1785 have no matches recorded against the club. On August 21, 1784, the commodore's boat the 'Cumberland' went badly ashore on the rocks off Margate.[13] She must, however, have been afterwards saved, as she was commodore's boat at the match of 1786. A new era opened to the 'Cumberland Fleet' in the year 1786.[14] Jonathan Tyars became proprietor of Vauxhall Gardens, and to celebrate the jubilee of the Gardens (which had been open just fifty years), and also the new management, he gave an annual silver cup and cover, to be sailed for by the Cumberland Fleet, and a wherry to be rowed for by the watermen on the Thames.
Yacht of Cumberland Fleet, 1781.
The one thing curious about this match is that the 'Prince of Wales' sailing boat was advertised for sale, and it goes on to say, 'which no doubt will have the best chance to win the Jubilee Silver Cup which will be sailed for on the 17th inst.' She won that cup!
The proprietors of Vauxhall Gardens continued giving an annual cup to the club until the year 1810, when the last prize offered by them was sailed for on August 6, and won by the 'St. George,' 7 tons, Captain James Gunston. The ceremonies attached to the giving of the Vauxhall Cup differed but slightly from those attending the Duke of Cumberland's prize. The race started, as before, from Blackfriars Bridge and sailed round a boat stationed near Putney Bridge and back past a boat moored off Vauxhall Stairs, next door to Cumberland Gardens.
The gardens in the evening were magnificently illuminated; a wonderful transparency of the sailing match was on show, and the former prize cups won by the club were arranged on pedestals in front of it. There are many incidents connected with the Cumberland Fleet during all these years. The 'Morning Chronicle'[15] says: 'There was an attempt of foul play against the "Prince of Wales," the winning vessel of 1786, by other boats getting in her way, but she got all clear by a liberal use of handspikes.' In 1787 the match on July 19 was ordered by the club to be re-sailed August 3, on account of some mistakes in the sailing directions made by the competing yachts; this was eventually won by the 'Nancy,' Captain Dore, but the 'Blue Dragon' was disqualified for booming out her jib.
There must have been some form of Admiralty warrant extant in those days, as we find that the members of the club are requested (in an advertisement) to meet at the Crown and Anchor Tavern in the Strand, and it goes on to say,[16] 'The gentlemen who enter their boats are to attend at the same time to draw lots for situation at starting; and are hereby informed that they are expected either to produce their licence from the Admiralty, or other proofs of being owners of the vessels they intend to sail.'
In 1791,[17] Commodore Taylor, with a party of friends, started in the 'Cumberland' for Bordeaux, but we have found no reference to his having arrived there. This year there was a dreadful accident at the race for the Vauxhall Cup, by the bursting of a cannon at Cumberland Gardens, at the moment that the 'Mercury,' Captain Astley, was winning; by this two persons lost their lives. This is also the first year in which a second prize was given, viz. a silver goblet. The year 1793 was kept as a septennial one, and a handsome silver-gilt cup was presented to be raced for; the club thereupon challenged the world.
Circular of Cumberland Fleet, 1775.
On July 27, 1793, the 'Cumberland,' Commodore Taylor, and the 'Eclipse,' Captain Astley, had a match for a turtle, which the commodore won, and the members of the Club had a turtle feast on the strength of it. In 1794 the proprietors of Vauxhall put a wonderful car upon the river, on the match day. It was drawn by tritons and was moved by invisible oars. It contained, besides bands of music, Father Thames attended by his river gods; and for several years this appeared, but with different devices.
A curious light is let in by the newspapers of 1795[18] on the way they managed matters when racing. The 'Mercury,' which was the leading boat, somehow got foul of the 'Vixen'; whereupon the captain of the 'Vixen' cut away the rigging of the 'Mercury' with a cutlass and fairly well dismantled her, another boat, the 'Mermaid,' winning the cup. We have failed entirely to find any sort of protest against such high-handed proceedings. There was another cup presented to the Club besides the Vauxhall one in 1796; it was given by the proprietor of Cumberland Gardens. A match for a wager of forty guineas took place on August 11, 1797,[19] between the 'Mercury' and the 'Providence,' from the Gun Wharf at Blackwall round the Nore Light and back; this was won easily by the 'Mercury,' which did the distance in 12 hrs. 5 mins., beating the 'Providence' by twenty miles.
The year 1800 was again kept as a septennial one, or, as the papers prefer to call it, a 'Jubilee,' and there is in existence a print of the 'Cumberland,' Captain Byrne, winning the cup. Mr. E. Smith, owner of the 'Atalanta,' which won the Vauxhall Cup in 1801, presented the same year a cup to be raced for, and it was won by the 'Mercury,' Captain Astley. Another septennial (or Jubilee) cup was given by the proprietors of Vauxhall Gardens in 1807, and this fell to the 'Bellissima,' owned by Captain Farebrother. This year the contractors for the State Lottery gave a cup to be raced for on the Thames, and all the boats entered for it belonged to the Cumberland Fleet. A new public Garden was started in 1809, called the Minor Vauxhall, and Mr. Sheppard, its proprietor, gave a silver cup to be sailed for on the river. The first two attempts failed to come off, but at the third and final one the 'St. George,' Captain Gunston, won the prize. The last cup given by the proprietors of Vauxhall Gardens, in 1810, was won by the 'St. George,' and the same year Mr. Sheppard (who had changed the name of his Gardens to 'The New Ranelagh') again gave a cup, which was won by the 'Sally,' belonging to Captain Hammond. The proprietor of the New Ranelagh Gardens also gave cups in the years 1811 and 1812, and although the club is not mentioned in connection with them, none but vessels belonging to the Cumberland Fleet were entered. On July 16, 1812, the club gave two cups, by subscription, to be raced for from Blackwall to Gravesend and back, which were won respectively by the 'Mercury' and the 'Vixen.' As the years roll on the newspapers get rather confused about the sailing matches, and the name of the old club very rarely occurs, although we have seen an account book where the subscription of one guinea is mentioned as having been paid to the secretary of the Cumberland Fleet, in the year 1818.
The years 1814, 1821, and 1822 have no sailing matches recorded against them, but these, with 1783 to 1785, are the only ones in which we have failed to find a race of some sort or other. After Commodore Taylor's retirement it is believed that Mr. Edward Nettlefold was elected in his place, but there is, great confusion on the subject, for in 1817 he is called commodore of the 'London Yacht Club,' which in another number of the same paper is called the 'New Cumberland Fleet.' Most probably there had been some dissensions among the members of the club, but whatever had happened, there is no getting over the fact that in the year 1823 the Cumberland Fleet had a below-bridge race, and that it was under the direction of Commodore Edward Nettlefold.
The year 1823 is a most important one in the history of the club. On July 17 there was a race for a silver cup in honour of the King's coronation,[20] and the newspapers[21] go on to say:—
The 'Favourite' steam packet, soon after ten o'clock, came down from the Tower. This boat was elegantly decorated, and was crowded with ladies. The gentlemen of the 'Old Cumberland Fleet' were on board, under the direction of their respected Commodore, Edward Nettlefold, Esquire, under whose direction the match took place.
The cup was won by the 'Venus,' belonging to Captain George Keen. In the 'Public Ledger' of July 17, 1823, is the following advertisement:—
HIS MAJESTY'S CORONATION
The Subscribers and Members of the Old Cumberland Fleet will dine together at the Ship Tavern, Water Lane, Tower Street, this day at four o'clock precisely to celebrate the coronation of His Most Gracious Majesty King George IV.; when the superb silver cup, sailed for in honour of that event, on Thursday last, from Blackwall to Coal House Point, below Gravesend and back, by gentlemen's pleasure vessels, will be presented to Captain George Keen, the winner of the prize; and to arrange the articles for the sailing match to take place on Wednesday afternoon, the 30th instant, and to start at three o'clock from Blackfriars Bridge, and sail to Putney and back to Cumberland Gardens, under the especial patronage of the proprietors of the Royal Gardens, Vauxhall.'
At this dinner the club must have decided to change their name, as appears from the following extract from a Vauxhall programme of July 30, 1823, announcing the match 'given by His Majesty's Coronation Sailing Society, entered into for celebrating annually the Coronation, and formed by new subscribers and members of the old Cumberland Fleet'; the last three words being printed right across the page in large type. They also changed their flag, adopting a white one with a crown in the upper corner next the staff, with the letters 'G.R. IV.' underneath, and the words 'Coronation Fleet' in the fly. This flag had a crimson border all round, with lettering of the same colour.
Officers' badge,
R.T.Y.C.
This match of July 30, 1823, is a very important one, as, owing to a dispute over the prize, the present Royal Thames Yacht Club was formed. The facts are as follows:—In the race the 'St. George,' Captain Brocklebank, came in first, and the 'Spitfire,' Captain Bettsworth, was the second boat. Captain Bettsworth, however, protested against the 'St. George' being given the prize, for the following reasons:—'That the "St. George" during the match was steered by two persons, which was contrary to the sailing articles signed by all the competitors previously to starting. The articles alluded to state that "the vessels must be sailed by their respective owners, or by any person they may think proper to appoint." The appellant states the breach of articles to have been committed between Blackfriars and Waterloo Bridges.'[22] On August 6 the Club met to consider the question at the Ship Tavern, Water Lane; and after Capt. Bettsworth had produced witnesses and the matter had been argued out, it was determined by ballot, and by a majority of one, that the race should be re-sailed on Monday, August 11. On August 7, however, a protest was sent to the commodore, signed by seven members of the club (none of whom, by the way, had a boat in the match), asking him to call another meeting of the society, to either confirm or rescind the vote on August 6, and mentioning the fact that Captain Brocklebank had not been present at the ballot. On August 8 another meeting was held, at the Ship Tavern, of the captains and owners of the pleasure boats that had been in the race of July 30; they resolved to send in a protest to Commodore Nettlefold, in which they stated 'that if such resolution be rescinded, we have unanimously determined never to enter any of our boats for any cup to be given on any future occasion by the "Coronation" Fleet,' as they considered the merits of the question had been fully and fairly discussed. This protest was signed by eight of the captains who sailed in the match. On August 9 a further meeting of the club was held, and the resolution of the 6th instant rescinded, in spite of the protest, the cup being handed over to Captain Brocklebank as the victor. On this decision the captains held another conference (probably on the evening of August 9), decided to form a new club, and to call a special meeting on the question. On August 14, 1823, at the White Horse Tavern, Friday Street, it was decided to form such new club, and to call it the 'Thames Yacht Club.' Most of the old members of the 'Cumberland' Fleet are supposed to have joined it. The 'Coronation' Fleet went on with varying fortunes until the year 1827, when it seems to have fallen into abeyance; but it was revived again in 1830 with a great flourish of trumpets, only to be absolutely dissolved on January 3, 1831, at a meeting of the club, held at the British Coffee House, Charing Cross; and that very same year their commodore, Lord Henry Cholmondeley, was racing as an ordinary member of the Thames Yacht Club. So that those members of the 'Coronation' Fleet who did not join in 1823 were finally absorbed in the Thames Yacht Club in 1831. Since that period the life of the club has flowed along pretty evenly, with a few ups and downs, like the noble river from which it takes its name. The first match of the Thames Yacht Club was held on September 9, 1823, for a cup valued at 25 guineas, when ten boats entered. They sailed the old course from Blackfriars Bridge, and finished at Cumberland Gardens; but in this case, for want of wind, the match had to be re-sailed on the 10th, when the cup was won by the 'Spitfire,' Mr. T. Bettsworth. The following year they had an above- and a below-bridge match, and this was regularly continued until 1840, after which the above-bridge match was given up. The 'Don Giovanni,' owned by Mr. J. M. Davey, won cups in 1824 and 1826; she was considered the crack boat of her day, and there is a song in existence which ends as follows:—
Now toast the Don Giovanni's crew, who bear the prize away,
And may they always sail as well as they have sail'd to-day!
Then fill each glass with sparkling wine, and bumpers let them be,
And drink to Captain Davey's health—his health with three times three:
For the cup is won, the match is done,
And settl'd is the rub;
Let mirth abound, and glee go round.
In this—the Thames Yacht Club.
In 1827 a 50-guinea cup was given to be raced for, from Blackwall to Gravesend and back, to celebrate the event of His Royal Highness the Duke of Clarence becoming patron of the Thames Yacht Club. This was won by the 'Lady Louisa,' belonging to Mr. T. Smith.
The following year there was a split off from the club, caused by their refusal to give prizes for very small boats, so the seceders formed the Clarence Yacht Club, which existed for several years. On August 28, 1830, two cups were given to be raced for below bridge, in honour of the Duke of Clarence coming to the throne as William IV. The yachts sailed in two classes, the first of which was won by the 'Matchless,' 19 tons, Mr. J. Hyatt; and the second by the 'Brilliant,' 8 tons, Mr. W. Bucknall. On October 7 of the same year, at a meeting of the club, it was resolved 'that the uniform button should be altered from T.Y.C. to R.T.Y.C.'; in other words, they had become the 'Royal Thames Yacht Club.' This year the fleet of the club consisted of forty-three vessels.
Lord Alfred Paget's 'Mystery' passing 'Blue Belle' May 23, 1843.
The burgee of the Thames Yacht Club was probably a red one, with the letters T.Y.C., as we find that on February 3, 1831, a red burgee was agreed to having the letters R.T.Y.C. under a crown. There were two cups given by the club, on September 15, 1831, to celebrate the coronation of their Majesties William IV. and his Queen. The first was won by the 'Lady Louisa,' and the second by the 'Water Witch.' In December 1834 a white burgee was adopted with a crown and the letters R.T.Y.C. in red; and on February 19, 1835, an Admiralty warrant was granted to the club authorising their vessels to carry a white ensign without a red cross, but with the union-jack in the upper corner, and bearing in the fly a crown over the letters R.T.Y.C. in red. William IV. died on June 20, 1837, and on July 27 of the same year Her Majesty Queen Victoria became patroness of the club. The following year special prizes were given in honour of the Queen's coronation, and there is in possession of the club a portrait of Commodore Harrison holding the cup in his hand. In 1840 a challenge cup of the value of 100 guineas was given, to be won twice consecutively by the same yacht, without reference to ownership. It was eventually secured by the 'Secret,' Mr. J. W. Smith, on June 8, 1847. The Admiralty took away the white ensign from the Royal Thames Yacht Club in 1842 (as well as from several other clubs that had the right of flying it), and only allowed the Royal Yacht Squadron to continue its use. In July of the same year, however, the Admiralty granted to the Royal Thames a blue ensign with a crown in the fly. On June 30, 1845, a cup of the value of 60l. was presented by Earl Fitzhardinge, and the yachts had to be manned, steered, and handled by members of the club only. The 'Belvidere,' 25 tons; the 'Prima Donna,' 25 tons; the 'Phantom,' 20 tons; and the 'Widgeon,' 24 tons, were entered, the cup being won by the 'Belvidere,' belonging to Vice-Commodore Lord Alfred Paget. In the year 1848 the Admiralty granted to the club a further warrant, dated July 24, giving them the plain 'blue ensign of Her Majesty's Fleet,' and of this they still enjoy the use. Time allowance first appears in the matches of the Royal Thames on June 29, 1849, in a race from Erith to the Nore and back, when half a minute per ton for difference of tonnage was allowed. July 8, 1851, the Queen for the first time gave a cup to be raced for by the club, the course being from Erith, round the Nore and back; it was won by the 'Cygnet,' 35 tons, owned by Mr. H. Lambton, M.P. The club established an annual schooner match, which was held regularly for several years, the first having been on June 1, 1853. In 1855 the club had 170 yachts in its fleet, but in 1861 they had reached to 241 vessels; at the present date they are some 350 strong. In 1862 the 'Marina,' on rounding the Nore lightship, ran into the club steamer, the 'Prince of Wales,' damaging herself considerably, and had to be towed back. As she was leading vessel at the time, and it was the fault of the steamer getting in the way, she received a special prize. On May 21, 1866, the first Nore to Dover race of the club took place, although they had one or two matches to Harwich and the Isle of Wight before that date. At the beginning of 1868 there was another split in the Royal Thames, and those who left established the 'New Thames Yacht Club,' which is still in existence. The same year the club was again honoured by the presentation of a Queen's Cup, which was raced for from Gravesend to the Mouse and back. In 1874 His Royal Highness the Prince of Wales became commodore, and for the first time in the history of the club a rear-commodore was elected, Mr. Thomas Brassey. Queen's Cups have also been given to the club in 1874, 1880, and 1885; but in the year 1887, on the occasion of Her Majesty's Jubilee, the club, to mark that event, gave a special prize of 1,000 guineas in an ocean match round Great Britain, the winning-post being at Dover. This was won by the 'Genesta,' belonging to Sir Richard Sutton, Bart.
START OF 25-TONNERS, ROYAL THAMES YACHT CLUB, FROM GREENWICH, 1848.
'Phantom,' 25 tons, R.T.Y.C., 1853.
'Cygnet,' 35 tons, built by Wanhill, 1846. Winner of Queen's Cup, R.Y.S., 1849; of Queen's Cup, R.T.Y.C., 1851.
Such, in bare outline, is a rough history of the oldest yacht racing club in existence. It is epitomised from a larger work on the same subject, which has been our labour of love for some years, and we hope that the book will be published to the world at some future time.
ROYAL CORINTHIAN YACHT CLUB, ERITH
By R. T. Pritchett
Perhaps one of the most sporting clubs on the Thames or elsewhere is the Royal Corinthian Yacht Club, which has its headquarters at Erith. This, the original Corinthian Club, was formed in May 1872; but several other clubs have since been started at various ports, and have copied the title with the affix of the place to which they belong.
During the first year some 200 members were enrolled, but the number rapidly increased, and the club has now close upon 500 members, and possesses a valuable freehold club-house standing in an acre of ground on the banks of the Thames at Erith. The house includes a large club-room, nearly 70 feet long, a committee room, and a bunk-room for the use of members wishing to sleep there. Underneath are extensive stores, with twenty large sail lockers, each capable of holding the gear of a 20-tonner. These are let to members at 30s. per annum. There is room in the grounds for any number of the smaller fry which are not too heavy to be hauled over the wall, and they have a good snug berth here for the winter.
The classification of the yachts for racing purposes does not extend to anything exceeding 20-rating, and for this size of vessel only one paid hand is allowed. The remainder of the crew, including the helmsman, must be members of the club.
In the first year or so of the club's existence the racing was mostly confined to the smaller classes, and the 5-ton 'Arrow,' at that time head of her class, was a frequent competitor. About this period the 'Adèle' and the 'Ada' were in the Thames. These gave way in turn to the 'Virago,' 6 tons, 'May,' 6 tons, and the 'Alouette' and 'Freda,' each 5 tons. The 10-ton 'Zephyr' then came up into the river, and had some hard tussles to save her time from the smaller vessels; and Major Lenon's 'L'Erie,' 10 tons, also competed occasionally with success. In the larger class 'Dudu,' 'Torch,' 'Ildegonda,' 'Surge,' 'Aveyron,' 'Sweetheart,' 'Dione,' and 'Nadejda,' gave some good racing, and one memorable day, when all the above but 'Ildegonda' and 'Torch' sailed a race in a gale of wind, in company with the yawl 'Dryad,' nearly every yacht in the race had some mishap to gear, 'Dryad' and 'Dione' being dismasted.
From 1875 to 1880 the racing was kept alive by the 10-ton class, the meeting of the 'Lily,' 'Florence,' 'Merle,' 'Mildred,' 'Chip,' 'Preciosa,' 'Juliet,' 'Elaine,' and 'Robinson' being looked forward to with eagerness by the amateur crews. 'Florence' was the pick of this bunch, but the arrival of the 'Maharanee,' and then of the celebrated 'Buttercup,' soon altered the state of affairs. 'Buttercup' swept the board for some time until Mr. W. Cory brought 'Ulidia' into the club, and she in turn scored off 'Buttercup.' This virtually closed the 10-ton racing in the Thames.
In 1881 some excitement was caused by the starting of the 3-ton class on the Thames, and as no paid hands were allowed in these little vessels, the Corinthians were in request in club matches. The 'Muriel' was brought over from Ireland by the Messrs. Fox, and had for competitors the 'Maramah,' 'Mascotte,' 'Naida,' 'Primrose,' 'Venilia,' and 'Snarley Yow,' of which the latter was probably the fastest. The excitement culminated in a race for a 50l. cup, subscribed for by several enthusiastic members, and sailed for under the auspices of the Corinthian Yachting Club on June 13, 1882, 'Muriel' winning the cup after a splendid finish with 'Snarley Yow.' The next year saw the advent of 'Chittywee,' who spread-eagled the old fleet, and was in turn knocked out by the redoubtable 'Currytush.' This killed the 3-ton class in the Thames, and for some time class racing was at a discount. The Corinthian Yacht Club, however, by arranging a system of handicaps and other races to suit the vessels belonging to the club, nearly always succeeded in getting good entries for its matches, an annual handicap race from Erith to Ramsgate, open to all yachts in the club, being still one of the most popular events of the season.
The 20-rating class has not been patronised for some time in the Thames, but 'Decima,' 'Fan Tan,' 'Dis,' and 'Corona' have had some good racing between 1890 and 1892 in the 10-rating matches. The entries in the numerous handicap matches have included the above four yachts and such vessels as 'Gardenia,' 'Neaira,' 'Terpsichore,' 'Norman,' 'Mimosa,' 'Wenonah,' 'Cyclone,' 'Ildegonda,' 'Œnanthe,' 'Nadejda,' 'Alpha Beta.'
Lines and midship section of the 'Dis,' 10-rater, built for A. D. Clarke, Esq., 1888. Designed by J. M. Soper.
In 1888 an attempt was made by the club to encourage a class of small cruising yachts by limiting the length and sail-area, and seven or eight were built from the designs of Messrs. G. L. Watson, Fife, Dixon Kemp, J. T. Howard, Douglas Stone, A. E. Payne, A. Watkins, and others. This class, known as the Thames 21-foot class, has since then furnished extremely close racing, and it is worthy of note that the first boat built, the 'Tottie,' designed by Mr. Watson, successfully held her own for five seasons. The season of 1892, however, showed that the 'Eva,' designed and built by Mr. Stone, of Erith, was quite as good as, if not better than, 'Tottie,' her new owner, Mr. Wyllie, sailing her in first-class form. Much of the 'Tottie's' success must be put down to her extremely skilful handling by the brothers Simpson, who rank among the best amateurs of the day. While the 21-foot class has undoubtedly been a most popular one in the Thames, it is unfortunately the fact that the original idea of encouraging a good useful cruising boat was not fulfilled, the ingenuity of the designers being too much for the few restrictions imposed. We believe that three of the original boats which were not so successful in racing are now being used as cruisers, but the faster or deep-keeled boats are hardly of the type that would be chosen for this purpose.
'DECIMA'
A. E. Payne, 1889.
The names of the 21-footers are 'Tottie,' 'Eva,' 'Diskos,' 'Haze,' 'Dorothy,' 'Fancy,' 'Mehalah,' 'Genie,' 'Magnolia,' 'Saivnara,' 'March Hare,' 'Narwhal,' 'Nyleptha,' and 'Macnab.'
'Tottie,' Royal Corinthian Yacht Club,
21-ft. class.
During the last two or three years prizes have been offered for 2½-raters, but the class has not as yet taken any hold on the Thames men, the only entries having been 'Camilla' and 'Cock-a-whoop.' This club now offers a challenge cup for 1-raters, viz. the cup won by the 3-ton 'Muriel,' and presented to the club by Captain H. C. Fox.
The Club received the Admiralty warrant to fly the Blue Ensign in 1884, and in 1893 Her Majesty the Queen was graciously pleased to command that the club should be called the Royal Corinthian Yacht Club.
The present officers of the club are: Robert Hewett, Esq., Commodore, and Rear-Commodore of Royal Thames, and of 'Buttercup' celebrity; J. Weston Clayton, Esq., Vice-Commodore; Frank C. Capel, Esq., Rear-Commodore; H. Neville Custance, Esq., Hon. Treasurer; and T. G. F. Winser, Esq., Secretary.
In order to extend the usefulness of the club to its members, the committee last year secured a club-room at Burnham on the Crouch, a most charming piece of water for small craft. With the greatly improved state of the Thames at Erith, however, it is probable that most of the yachts will come back to the headquarters of the club as of old. It is many years since fish were caught at Erith, but of late they have returned, and the Thames is now in as good condition as could be desired. This river and its estuary form a perfect cruising ground for the amateur yachtsman, and with a snug anchorage and comfortable quarters at the end of a cruise, such as the Royal Corinthian Yacht Club affords, he must be a glutton who is not satisfied.
The number of yachts belonging to the club is 220, ranging from 1 to 500 tons.