CHAPTER VI
RECOLLECTIONS OF SCHOONER RACING
By Lt.-Col. Sir George Leach, K.C.B., Vice-President Y.R.A.
Schooner racing has unfortunately for the present become a thing of the past; but the prominent position it at one time occupied makes it desirable to refer to the subject in any publication relating to yacht racing, for the purpose of reviving recollections of the times when races between the 'two-stickers,' or in which they took part, were considered a leading feature of the regattas of all the principal yacht clubs.
The decadence of schooner racing was primarily due to the more extensive use of steam; wealthy men preferred steam yachts, in which they had better accommodation and could move with certainty from port to port, to sailing yachts, in which the accommodation was less spacious and the powers of locomotion were dependent on the winds and tides. But to the true lover of the world of waters the pleasures of steaming do not bear comparison with the pleasures of sailing.
Another reason for schooners going out of fashion was no doubt due to the improvement of the speed of the cutters and yawls. Formerly schooners could compete with success in races open to all rigs, for though their powers of turning to windward were inferior to those of the single-stickers, their reaching powers, with the wind free, were generally superior, so that in mixed races they had always a fair chance of carrying off the prize. No schooner has yet been produced which could compete successfully with the cutters of the present day, even with the benefit of the large allowance of two-fifths of her tonnage made under the rules of the Yacht Racing Association for difference of rig. The last schooner of note which appeared under racing colours—the 'Amphitrite'—brought out in tiptop condition by her owner, with an able skipper in command, though she had some success, was not on a par with the best of the racing cutters of her day. Again, the building of large yachts for racing purposes has declined for some years past, owing to the great increase in the expense both of building and maintaining them, and because yachting men found that as much, if not more, pleasure was to be obtained in racing small vessels, in the handling of which they could take a large share, than in larger vessels which, as a rule, were sailed wholly by their skippers.
Under all these circumstances, it is not surprising that schooner racing should, for the present, have passed away; though it is by no means impossible that it may hereafter be revived, especially if further experience shall show that the very large cutters which have been brought out this year, with sail-areas of over 10,000 square feet—about a quarter of an acre—are too large for the sometimes turbulent winds and waters round our coasts.
In the early times of schooner racing the yachts were, as a rule, vessels of comparatively large tonnage, with raking masts, standing bowsprits, and jibbooms; and the old salts had then a conviction on their minds that sails with a good belly in them were the right thing. In 1851 the American schooner yacht 'America' appeared in our waters. As compared with our yachts she was remarkable for two things. She had a much longer and finer bow than was usually given by our designers, 'a cod's head and mackerel's tail' being the principle which in those days appears to have been accepted; and, secondly, her sails were made to stand much flatter than ours, so much so that it was remarked that when by the wind close-hauled her sails were barely visible if seen edge on.
One peculiarity in the 'America's' sails was that the foot of the mainsail, instead of being fixed to the boom only at the tack and clue, its two ends, was laced to the boom along its whole length, which tended to make the sail stand flatter. This improvement was quickly adopted by our schooners, but it was many a day before it was taken to by the cutters, the impression being that cutters would not sail with laced mainsails, and that a certain amount of curve in the foot was necessary 'to let the wind out.' Now, however, cutters as well as schooners have laced mainsails, with appreciable improvement in their weatherly qualities.
The Royal Yacht Squadron arranged a race without time allowances round the Isle of Wight for a 100l. cup, the 'America' being one of the competitors, which included both cutters and schooners. The 'America' quickly showed her superiority over our schooners, being more weatherly and going more smoothly through the water, and she won the cup, but would not have done so if the conditions of the race had been enforced, as she did not go round the Nab Light, thus gaining a considerable advantage; but she was treated generously and not disqualified. She would also probably have been beaten by the cutters 'Alarm,' 'Arrow,' and 'Volante' if the two first had not been put out of the race by the 'Arrow' running aground in Sandown Bay, the 'Alarm' going to her assistance, and the 'Volante' by the carrying away of her bowsprit in a collision with the 'Freak.' All these cutters were well known to be much faster than the 'Aurora,' which came in only eight minutes after the 'America.'
The cup thus won by the 'America' was presented by her owners to the New York Yacht Club as a perpetual Challenge Cup to be sailed for by yachts of all nations, and is known as the 'America Cup.' It has since been competed for by several English yachts, the 'Cambria' and 'Livonia' schooners, the 'Genesta,' 'Galatea,' and 'Thistle' cutters, and lastly—up to the time of writing—by the cutter 'Valkyrie,' owned by Lord Dunraven. The conditions under which the cup is held, however, appear to unduly favour the holders, and do not commend themselves to yachtsmen on this side of the Atlantic.
We were not slow to learn and take advantage of the lessons taught us by the 'America.' In the following year the 'Alarm' cutter, 193 tons, owned by the veteran yachtsman Mr. Joseph Weld, of Lulworth Castle, was lengthened, given a longer bow, and converted into a schooner of 248 tons; and for some years, with Jack Nicholls at the helm, was the fastest schooner in the fleet.
In 1855 the 'Wildfire,' of 59 tons, owned by Sir Percy Shelley, was brought out as a schooner with a running bowsprit and head-sails like those of a cutter, in substitution for the usual standing bowsprit and jibboom of a schooner. She was the first racing schooner so rigged. The alteration of the head-sails greatly improved her weatherly qualities, and she was raced with success by Captain John Herbert against both cutters and schooners.
'Pantomime,' 1865 (formerly Colonel Markham's schooner). Designed and built by M. E. Ratsey, Cowes, Isle of Wight. Length for tonnage, 92 ft. 3 in.; breadth for tonnage 19 ft. 3 in.; tonnage T.M. 144.
No further material improvement was made in the schooner rig until 1860, when Camper and Nicholson, of Gosport, built the 'Aline,' 216 tons, for Mr. Charles Thellusson. Up to this time it had been usual to give the masts of schooners a considerable rake aft with the idea that it made their sails more lifting, but the 'Aline' came out with masts nearly upright like the masts of a cutter and quickly dispelled the illusion. She also, like the 'Wildfire,' had a running bowsprit. In the hands of her able and experienced owner the 'Aline' proved a great success, and, with variations in model, was the type on which all the best schooners which followed her were based. Although several other schooners were built to beat her, notably the 'Evadne,' 206 tons, by the same builders, for Mr. John Richardson in 1862, she remained up to 1865 the most successful schooner afloat. In that year two new schooners, which were destined afterwards to make their mark in the yacht-racing world and to wrest some of the laurels from the 'Aline,' made their début in the Royal Yacht Squadron race for Her Majesty's Cup at Cowes: the 'Egeria,' 153 tons, built by Wanhill, of Poole, for Mr. John Mulholland (now Lord Dunleath), and the 'Pantomime,' 151 tons, built by Michael Ratsey of Cowes for Lieut.-Colonel Markham. The 'Witchcraft,' 240 tons, built by White of Cowes for Mr. Thomas Broadwood, also came out this year, and with the 'Alarm,' which had passed into the hands of Mr. George Duppa, again commissioned, and a fleet of racing schooners made up of such vessels as 'Aline,' 216 tons; 'Evadne,' 184; 'Titania,' 184; 'Albertine,' 153; 'Galatea,' 143; 'Viking,' 140; 'Gloriana,' 133; 'Circe,' 123; 'Fleur-de-Lys,' 90; 'Iolanthe,' 75; 'Intrigue,' 72; 'Madcap,' 70; 'Fiery Cross,' 51, and 'Reverie,' 43, it probably would not be wrong to date the approach to the zenith of schooner racing from this period.
The races this year were chiefly of the mixed order, that is to say, races which included yachts of all rigs, schooners, cutters and yawls. The principal schooner race of the season was that for the Queen's Cup at Cowes, for which the entries were the 'Aline,' 216 tons; 'Aquiline,' 55; 'Albertine,' 156; 'Egeria,' 153; 'Galatea,' 143; 'Pantomime,' 151; 'Titania,' 184; and 'Viking,' 142. There was a strong north-westerly wind, which gave them a reach to the eastward, and a close haul with some turning to windward when going west, over the usual Queen's Cup course, round the Nab Lightship and a mark-boat off Lymington. The 'Egeria' proved a very smart vessel on all points of sailing, coming in neck and neck with the 'Aline,' and winning the Cup in her maiden race. Two days afterwards, she again beat all the schooners in a race round the Isle of Wight.
In the following year the racing season opened early, with a memorable contest from the Nore to Dover, under the auspices of the Royal Thames Yacht Club. There was a large entry—six schooners, nine cutters, the 'New Moon,' lugger, 209, and the 'Xantha,' yawl, 135—seventeen in all. The schooners were 'Evadne,' 206; 'Blue Bell,' 170; 'Egeria,' 153; 'Gloriana,' 140; 'Iolanthe,' 83; and 'Fleur-de-Lys,' 82. The 'Blue Bell' was a new vessel built by Camper and Nicholson for Mr. Edwards. Among the cutters was the 'Lulworth,' 80, formerly owned by Mr. Weld, but then recently purchased by Mr. George Duppa. The other cutters ranged from 65 tons to 40, and included many of the cracks of the day. A hard E.S.E. wind was blowing, which, with a lee-going tide, kicked up such a sea as is not often seen in the Thames channels. Those who sailed in the race will remember it. The 'Xantha' snugly canvassed though with a jib-headed topsail aloft, went away from all the other vessels in the beat to windward, but the 'Sphinx' and 'Christabel,' though much smaller, sailed remarkably well against the heavy head sea. The 'Lulworth,' from which much had been expected, proved too tender for so strong a wind, and when off the Prince's Lightship was put out of the race by starting her chain-plates, with considerable risk of her mast going over the side. The race between the schooners was a good one, but the new vessel, 'Blue Bell,' did not come up to expectation. The 'Egeria' was soon in front of all but 'Gloriana,' and eventually passed her just before they reached the North Sandhead Lightship. When it was rounded sheets were eased off, the troubles ended, and it was an easy reach along the edge of the Goodwin Sands, in which the power and weight of the schooners quickly began to appear by their overhauling the smaller cutters, the 'Egeria' being carried by the send of a heavy sea past the leading cutter, the 'Christabel,' not more than a few hundred yards from the winning line. 'Xantha' finished 20 min. before any other vessel, 'Egeria' being second, thus establishing her reputation as one of the fastest of the schooners. Only seven out of the seventeen were timed, several having either come to grief or given up. Fortunately the tide was sufficiently high to let the yachts into dock. 'Egeria' got pooped by a heavy sea when running in under small canvas, luckily without any unpleasant consequences beyond a ducking for all in the after part of the ship.
'EGERIA'
153 tons. J. Mulholland, Esq. (Lord Dunleath), 1865.
'Blue Bell' raced again in the schooner match of the Royal Thames Yacht Club, and was beaten by the 'Gloriana' and 'Circe.' But in the R.Y.S. race round the Isle of Wight she was successful against both 'Egeria' and 'Pantomime.' A little later, however, she raced against, and was beaten by, the 'Aline' at Ryde.
It was not until 1868 that anything noteworthy occurred in schooner racing. In that year the 'Cambria,' 188 tons, was added to the schooner fleet. She was built by Michael Ratsey of Cowes for Mr. James Ashbury, and was destined to obtain some celebrity, not only in our own waters, but also from winning the race across the Atlantic with the 'Dauntless,' American schooner, belonging to Mr. Gordon Bennett, and from being the first to challenge and compete, though unsuccessfully, for the 'America Cup.' She made her first appearance in the matches of the Royal Thames, New Thames, and Royal London Yacht Clubs, but was beaten by both 'Egeria' and 'Gloriana.' The contests between the 'Cambria' and the 'Egeria' during the time the former was owned by Mr. Ashbury were frequent, and keenly contested. They met in most of the principal races, with varying results, but on striking a balance the 'Egeria' appears to have been the victor. Mr. Charles Thellusson sold the celebrated 'Aline' to Sir Richard Sutton, and brought out the 'Guinevere,' 308 tons, which was built for him by Camper and Nicholson of Gosport. There was good racing in the Solent among the schooners, in which 'Guinevere,' 'Aline,' 'Cambria,' 'Egeria,' and 'Pantomime' took part. 'Cambria' proved herself to be a fast and powerful vessel, especially in strong winds, and sailed about level with the 'Aline.' 'Egeria' also sailed well, but there was little opportunity of estimating the qualities of 'Guinevere,' as she was only entered for one race. Two of the races were across the Channel, one from Ryde to Cherbourg, the other back to Ryde. The latter was not completed until long after dark, and the night will be remembered as one of the dirtiest in which a race was ever sailed; a hard, squally wind, intense darkness, and blinding rain made the sailing anything but agreeable. 'Cambria' won, beating the 'Aline' by 7 min., but it was not until after their arrival that they were aware they had been in the darkness such close competitors.
A challenge was given this year by Mr. Baldwin, of New York, on behalf of the American schooner 'Sappho,' 310 tons, which was promptly taken up by the schooners 'Aline,' 215 tons, and 'Cambria,' 188 tons, and the cutters 'Oimara,' 165 tons, and 'Condor,' 129 tons, and a race was arranged round the Isle of Wight under the direction of the Royal Yacht Squadron. It took place in August, after the Cowes week. The yachts were started to the eastward at 10 a.m. before a light north-westerly breeze. In the run and reach to the Bembridge Ledge Buoy all the English vessels were ahead of the 'Sappho' except the 'Oimara.' Just after rounding the buoy 'Sappho' carried away her martingale, and a little further on the 'Oimara' carried away her big topsail-yard. It was now a beat to St. Catherine's against tide, and 'Oimara' soon passed 'Sappho.' At 1 hr. 15 mins., when 'Sappho' was going about under Ventnor cliffs, she carried away her jibboom, which destroyed any winning chance she might otherwise have had. After rounding St. Catherine's the yachts were all able to lay their course for the Needles, which were rounded in the following order:—'Oimara,' 'Condor,' 'Cambria,' 'Aline,' and 'Sappho.' In the run back to Cowes against an ebb tide the two schooners got ahead of the cutters, the order of arrival being 'Cambria,' 6 hrs. 17 mins. 50 secs.; then the 'Aline,' 'Oimara,' and 'Condor,' the last being 7 mins. behind the leader. The 'Sappho' did not get in until nearly an hour and a half after the leader. The breaking of the 'Sappho's' jibboom was unfortunate, but before the accident it was made tolerably clear that in a light wind the English vessels had the heels of her, both with the wind free and sailing close hauled.
In 1869 Count E. Batthyany brought out the 'Flying Cloud,' 75 tons, which in his hands proved to be one of the fastest of the smaller class of schooners. The old 'Alarm' was also again in commission, and with such a fleet of schooners as 'Guinevere,' 308; 'Alarm,' 243; 'Witchcraft,' 221; 'Aline,' 216; 'Pleiad,' 205; 'Cambria,' 188; 'Egeria,' 156; 'Pantomime,' 151; 'Siesta,' 127; 'Gloriana,' 133; 'Flying Cloud,' 75; 'Amy,' 72; and others, the racing could not fail to be keen and interesting.
One race deserves special notice, because an American schooner, the 'Dauntless,' 336 tons, the property of Mr. Gordon Bennett, was one of the competitors. The Emperor Napoleon, desirous of encouraging aquatic sports, gave two prizes to be sailed for by yachts of all nations from Cherbourg round the Nab Lightship and back, a distance of 130 miles. A third prize, open to French yachts only, was also given. The entries were: 'Dauntless,' 336, Mr. Gordon Bennett; 'Guinevere,' 308, Mr. Charles Thellusson; 'Shark,' 204, the Duke of Rutland; 'Egeria,' 156, Mr. J. Mulholland; 'Mystère,' 118, Count de Sesmaisons; 'Diane,' 98, Mons. Bescoit Champy. Bar accidents, the race for the first two prizes lay between the 'Dauntless,' 'Guinevere,' and 'Egeria.' The yachts were started at 2 p.m. on August 16. The weather was fine and bright, with a northerly 7-knot breeze, which enabled them to lay their course close hauled for the Nab. Every stitch of canvas that would draw was set, the 'Dauntless' putting up a jib-topsail of a size which made those carried by the other yachts pale into insignificance. The jib-topsail having been long known as the 'topmast breaker,' it was felt that if there came a puff the 'Dauntless' would have a good chance of losing hers, and this soon afterwards happened, topmast, jib-topsail, and gaff-topsail all going over the side. The wreck, however, was very smartly cleared away, and a jury-foretopmast rigged with a small gaff-topsail upon it. A large balloon jib was also set, as well as a larger main-topmast staysail. The 'Dauntless' had edged a good bit up to windward, and she was right in doing so, for when the Isle of Wight was sighted about 7 o'clock it was broad on the weather bows of 'Guinevere' and 'Egeria.' The position of the yachts at this time was, 'Guinevere' leading by about 1½ mile, 'Egeria' second, with 'Dauntless' on her weather quarter and a little astern; the others from two to three miles behind. The 'Egeria,' having to luff, did not go so fast through the water, and the 'Dauntless,' closing up upon her, the two yachts rapidly approached each other, and then occurred one of the most interesting incidents of the race. The 'Dauntless' tried to pass the 'Egeria' to windward, but the latter luffed to prevent her doing so, and it became a neck-and-neck race between them. In a short time it was evident that 'Egeria' was sailing a little closer to the wind, and slowly drawing ahead of her powerful rival; and in the course of an hour she was well clear, and had the 'Dauntless' under her lee, dropping astern fast. The sea was smooth, which was no doubt much in favour of the smaller vessel. The 'Guinevere,' sailing splendidly, considerably increased her lead during this little by-play, and was rapidly nearing the Nab Lightship, which she ultimately rounded without a tack, thus gaining a considerable advantage, especially as she carried the last of the ebb tide until she was clear of the island. The 'Egeria' and 'Dauntless' were not so fortunate; the wind fell lighter and headed them, so that they had to make several tacks before they could round, and all but the 'Guinevere' met the flood tide against them after rounding the Nab. The times taken by a French steamer were as follows: 'Guinevere,' 10 hrs. 17 mins.; 'Egeria,' 11 hrs. 12 mins.; 'Dauntless,' 11 hrs. 22 mins.; 'Diane,' 11 hrs. 57 mins.; 'Mystère,' 12 hrs. 40 mins.
After rounding, sheets were eased well off to the port side, but about 2 a.m. the wind came out from the north-east, and a gybe had to be made, and square-sails and square-topsails were set. When morning broke 'Guinevere' was out of sight of the other yachts; 'Dauntless' and 'Egeria' nearly abeam, the former about a mile and a half further to the eastward, 'Diane' and 'Mystère' a long way astern. 'Dauntless' and 'Egeria' had apparently run very evenly all through the night, and continued to do so to the end. The times of arrival at Cherbourg were: 'Guinevere,' 7 hrs. 1 min.; 'Egeria,' 9 hrs. 43 mins.; 'Dauntless,' 9 hrs. 53 mins.; 'Diane,' 10 hrs. 42 mins.; 'Mystère,' 10 hrs. 52 mins. 'Guinevere' won the Emperor's Cup, a beautiful work of art; the 'Egeria' the second prize and gold medal; and the 'Diane' the prize for French yachts.
Those who had seen the 'Dauntless' in dock at Cowes were impressed with the idea that, from her small body, she would run and reach fast, but that she would not go to windward with our schooners. It was a surprise, therefore, that in the run back from the Nab she did not outpace the 'Egeria,' a vessel of so much smaller tonnage. The loss of the fore-topmast of the 'Dauntless' was to be regretted, but probably it did not affect the issue of the race, and as these two were never much more than a mile apart, and there was an average 7-knot breeze, the race was a fair test of their respective merits in smooth water.
The successes of the 'Egeria' led to her being classed as a sort of standard or test vessel, and, taken all round, she was probably the fastest schooner we had, although in strong winds she was often overpowered by her larger rivals. Year after year vessels were built to beat her, but, kept up as she was in the best racing condition and well sailed by her skipper, John Woods, she proved, even to the end of her racing days, no easy nut to crack.
A memorable race from the Nore to Dover at the beginning of the season of 1870 showed how good she was even in heavy weather. It was the Channel Match of the Royal Thames Yacht Club, a mixed race with fifteen entries, embracing some of the best vessels of the day, and including the schooners 'Cambria,' 188 tons; 'Pleiad,' 187 tons; 'Gwendolin,' 171; 'Egeria,' 152; 'Gloriana,' 133; and 'Flying Cloud,' 75. The 'Gwendolin' was a new and very handsome vessel, built by Camper and Nicholson for Major Ewing, her characteristic being considerably greater depth than any of her predecessors. The Nore to Dover course is one in which strong winds and heavy short seas may occasionally be looked for; and those who are in the habit of crossing the Channel know what a sea in it can be like. On this occasion there was a strong westerly to south-westerly wind, so that it was running and reaching to the North Sandhead Light, and from there a dead beat along the outside edge of the Goodwin Sands against a very heavy head sea. All were diving their bowsprits deeply into the seas, and taking in green water over their bows. The 'Pleiad' split the foot of her staysail and lowered it to reef; while this was being done she was struck by a sea, and two men were carried overboard. By great good luck one of them was washed on board again near the counter and saved, but the other poor fellow was never seen afterwards, although the 'Pleiad' remained about the spot for upwards of an hour. It was supposed that he was struck by one of the staysail sheet blocks and went to the bottom at once. The 'Cambria' was overdone with canvas, but was unable to reef, owing to something having gone wrong with her peak-halliard blocks. The 'Egeria,' which had wisely started with a reefed mainsail, also reefed her foresail and staysail, and went faster for it, riding over the waves in a style which astonished some old salts who were sailing in her. 'Cambria' passed 'Egeria' in Dover Bay, but could not save her time. Seven only out of the fifteen starters crossed the winning line, in the following order: 'Cambria,' 'Oimara,' 'Egeria,' 'Julia,' 'Rose of Devon,' 'Gwendolin,' and 'Fiona.'
'Egeria' won the first prize, taking her time from the 'Cambria,' and 'Julia' the second prize, taking her time from 'Oimara.'
The sea was exceptionally heavy off the South Foreland, and the casualties were numerous, seven bowsprits having been either broken short off or sprung, including those of 'Oimara,' 'Egeria,' 'Rose of Devon,' and 'Fiona.' 'Egeria,' when staying to go off round the mark-boat, was met by a very big comber which reared her nearly on end, and it was doubtful for some seconds whether she would pay off or miss stays with some risk of being carried against the pier-head. All agreed that the day had been one of the heaviest in their experience.
Two of the American schooners, the 'Dauntless' and 'Sappho,' were in our waters during the early part of the season, and in order to do honour to them, and to give them an opportunity of testing their speed against some of the fastest of our English schooners, as well as to encourage friendly competition between English and American yachts, H.R.H. the Prince of Wales liberally offered a cup to be sailed for by English and American schooners of 100 tons and upwards, on terms and conditions to be arranged by the Royal Yacht Squadron. The Sailing Committee of the Squadron decided that it should be a Challenge Cup, not to become the property of any yacht-owner unless won by him three times, though not necessarily with the same vessel. The course was to be from Cowes round the Shambles Lightship off Portland, and thence round the south side of the Isle of Wight and the Nab Lightship, back to Cowes, about 120 miles. The first race was fixed for June 22, but as it did not suit the convenience of the owners of either the 'Sappho' or 'Dauntless' to remain for it, the race was postponed until the Cowes week, and was sailed on August 5. 'Guinevere,' 295 tons; 'Shark,' 201; 'Pleiad,' 185; 'Gwendolin,' 182; and 'Egeria,' 152, were entered. They were started at 4 o'clock in the afternoon in a nice topsail breeze with the wind W.S.W., which made the race a dead beat all the way to the Shambles. There was some pretty turning to windward down to the Needles; but, as the chronicler of the day remarked, the race soon resolved itself into contests between 'Guinevere' and 'Egeria,' and between 'Pleiad' and 'Gwendolin'; 'Shark,' which had not adopted the running bowsprit, being left far astern. 'Guinevere' passed the Needles first, with 'Egeria' close in her wake, 'Gwendolin' and 'Pleiad' being about 10 min. behind in the order named. Outside the Needles there was a jump of a sea, and the two leaders drew still further away from their competitors. The night was fine, with a clear sky, and so far the breeze held true and strong. The Shambles Lightship was rounded by the 'Guinevere' at 11.20, with 'Egeria' close up to her, then 'Pleiad,' 'Gwendolin,' and 'Shark.' After this it was a run of forty miles to St. Catherine's Point, and as the tide had just turned to the eastward a speedy passage home was anticipated. But oh, the glorious uncertainties of yachting! The wind fell, and 'Guinevere' did not pass St. Catherine's until 6 o'clock the next morning, about three-quarters of a mile ahead of 'Egeria,' and from four to five miles ahead of 'Pleiad' and 'Gwendolin.' Off St. Catherine's they met the ebb tide, and as the wind was light and dead aft the progress to the Nab was slow. With varying luck in wooing the gentle breezes, these two rounded the Nab Lightship together about half-past 10 o'clock; 'Pleiad' and 'Gwendolin,' bringing up a much stronger breeze, were rapidly overhauling them. After rounding, it became a close haul, and 'Guinevere' and 'Egeria' still had the wind very light while the others were rejoicing in a breeze, and at the Noman the 'Pleiad' was not more than a mile astern. This state of things, trying to the patience of the leaders, exhilarating and enjoyable to the others, continued until they were off Ryde, when, welcome sight! a breeze from the southward was seen curling the surface of the water. All hands were immediately at work trimming the sails for the new wind, which carried the yachts past Osborne and through Cowes Roads at a spanking pace; the stately 'Guinevere' leading, the beautiful 'Egeria' closely following her, and the fine schooners 'Pleiad' and 'Gwendolin' coming in soon after them. The official timing was 'Guinevere,' 1 hr. 17 mins. 1 sec.; 'Egeria,' 1 hr. 20 mins. 20 secs.; 'Pleiad,' 1 hr. 26 mins. 34 secs.; 'Gwendolin,' 1 hr. 35 mins. 24 secs. 'Egeria' was thus by time the first winner of the Prince of Wales Challenge Cup. It was a curious coincidence in so long a race that 'Guinevere' and 'Egeria' rounded all the principal points—Needles, Shambles, Nab, and winning flag-boat—almost together. The schooners continued well to hold their own against the cutters and yawls in the regattas of the season.
The records of this year would be incomplete without some account of the races of the 'Cambria' with the American schooner yachts.
After much correspondence a series of three races were arranged to take place in May between the 'Cambria' and the 'Sappho,' then owned by Mr. Douglas, without time allowance. The first race was to be a beat of sixty miles to windward, and it was sailed on May 10. The yachts were towed out to the Nab, and as the wind, a light breeze, was then south-east, they were instructed to sail sixty miles to windward on that course, which would bring them to a point in mid-channel about twenty-eight miles south of Beachy Head. They were started at 8.30, and when round the Owers worked eastward, not very far off the Sussex shore, 'Sappho' quickly showing herself to be the faster vessel. Off Brighton she was about two miles ahead of her opponent, and when they tacked to the southward off Newhaven, she had considerably increased her lead. As they stood off, the wind freshened and went round to the west of south, and with eased sheets they were able to fetch the terminal point where the steamer ought to have been; but, by an unfortunate mistake, it was not in position. The 'Sappho' covered the point about 6.30 p.m., full five miles ahead of the 'Cambria,' and won the race, having, it was computed, sailed about 89 miles in the ten hours.
The second race was on May 14. It was agreed by the umpires and referee, with the consent of the owners, that the course, on this occasion, should be to a fixed point, provided one could be obtained not more than two points off the direction from which the wind was blowing, so as to give a beat to windward. The morning broke with a strong W.S.W. wind, and every prospect of its increasing to a gale, as it had done the previous day. The yachts had two reefs in their mainsails, and other sails snugged down to correspond. Here was 'Cambria's' chance, a strong wind and heavy sea; but unfortunately when the signal to start was made she refused to go, on the ground that the fixed point decided on Cherbourg breakwater—was more than two points off the direction of the wind. The umpires and referee were, however, of opinion that Cherbourg breakwater, when fixed upon, complied with the conditions, and, moreover, that it would have been impossible in such weather to bring up a steamer out at sea, so after notice to Mr. Ashbury the 'Sappho' was allowed to sail over the course, and the second race was given in her favour.
The third race was sailed over a triangular course, from the Nab round a steamer about eight miles off St. Catherine's, thence eastwardly to another steamer and home to the Nab, about sixty miles in all. It was a beat along the island shore to the first mark, and in the short turnings with a light wind the 'Cambria' got rather the better of her rival, but the 'Sappho' by good handling managed to round the steamer a few minutes ahead of her. They then had the wind free, but it died away almost entirely; the 'Sappho,' however, managed to scrape round the second steamer, and completed the race about 9 o'clock in the evening, thus winning all the three races. The 'Cambria,' a long way astern, signalled to the steamer to come and tow her in. The 'Sappho' had been altered in various ways since she sailed the match round the island in 1868, and was obviously a very much improved vessel, the 'Cambria' being no match for her except in short turnings to windward.
On July 4 the 'Cambria' and the 'Dauntless' started for a race across the Atlantic to New York. The 'Cambria' took the northern passage, going as far north as latitude 55°; the 'Dauntless' a more southerly and a straighter course. The 'Cambria' passed the Sandy Hook Lightship a few hours before the 'Dauntless,' and won the race, an account of which, with a chart of the courses sailed, will be found in the 'Field' of August 13 and 27, 1870. The 'Dauntless' unfortunately lost two men, who were swept off the jibboom when endeavouring to take in the flying jib, and this delayed her for some hours. Such a race was obviously but a poor test of the relative speed of the two yachts, as throughout they were sailing under different conditions, and it was curious under these circumstances that they should have reached their destination so nearly together.
Mr. Ashbury's 'Cambria,' 188 tons, beating 'Dauntless,' 321 tons, 1870 race.
The race for the America Cup, in which the 'Cambria' took part, was sailed on Monday, August 8, in New York harbour. She had seventeen competitors, all the best schooners of the New York Yacht Club, of sizes varying from 262 down to 83 tons, N.Y.Y.C. measurement; the 'Cambria' being rated at 227 tons. The course was through the Narrows, round Sandy Hook Lightship, and return. The race was not a satisfactory one, as in the narrow waters she was much hampered by other vessels, with one of which she came into collision, carrying away a fore-port shroud and fore-topmast backstay, and springing the port arm of her fore-crosstrees. Later on she also carried away her fore-topmast, losing all chance of even a good place. The race was won by the 'Magic,' a small schooner of 93 tons, the 'Cambria' being eighth, and the Cup therefore remained in the possession of the New York Yacht Club. Even if nothing had gone wrong with the 'Cambria,' pitted as she was against seventeen other vessels, her chance of winning the Cup would necessarily have been small.
In 1871 Mr. Ashbury, who was determined to have another try for the America Cup, brought out the 'Livonia' schooner, of 265 tons. She was built for him by Michael Ratsey of Cowes, with the express object of challenging for the Cup. She made her first appearance in the three Thames River matches, one of which she won, but was beaten in the other two by the 'Egeria,' and does not seem to have won again during the season. She, however, sailed a very close and interesting match with the 'Aline' for the Prince of Wales Cup, the 'Egeria,' the holder of the cup not competing, owing to a misunderstanding. The race was started under way at 1 p.m. on Friday, August 4. The wind was strong from the north-west, with an ebb tide, and smooth water inside the Needles. Each had whole lower sails set, but no topsails. 'Livonia' was a little to windward of the 'Aline,' and if the wind held it would be a beat all the way to the Shambles Lightship. Soon after the start both set jib-headed main-topsails, but 'Livonia,' obviously the more tender of the two, was rather overdone with canvas, and in the squalls had plenty of water in her lee scuppers. They passed out through the Needles passage together, 'Livonia' leading by about a cable's length. Outside there was more wind, with a good deal of sea, which did not seem to suit the 'Livonia,' for the 'Aline' slowly but steadily gained, and tried to pass her to windward, but this was denied. After a quarter of an hour's jockeying the 'Aline' suddenly eased her sheets a trifle, put her helm up, and shot through the other's lee. Off Darleston they took in topsails and housed topmasts. They had a roughish time of it in St. Alban's race, 'Aline' going the more easily through the seas.
The Shambles Light was weathered by 'Aline' at 6.18, and by 'Livonia' a minute afterwards. 'Gybe oh! Up topsails and square-sails,' was then the order of the day, and with the young flood tide in their favour they made quick tracks homewards. About seven o'clock the 'Aline' carried away her square-sail-yard, which might have seriously damaged her chance of winning, but fortunately for her the wind about the same time became so much more northerly that 'Livonia' had to take in her square-sail also. Off Darleston the wind backed to the old quarter N.W. by W., and 'Livonia' at once got up her square-sail again and gradually lessened the distance, previously about half a mile, between herself and the 'Aline.' They rounded St. Catherine's at ten o'clock, the 'Aline' being then about half a mile astern. When round, they came again upon even terms, as 'Livonia' had to luff and to lower her square-sail. The wind continued strong, and in the reach to the Nab they tore along at great speed. Nearing the Nab both prepared for the beat back to Cowes, and took in fore-topsails and main-topmast staysails; 'Aline' also took in her main topsail. 'Livonia' passed the Nab at 11 o'clock, 4 mins. ahead of the 'Aline,' when sheets were hauled taut in all round for the beat to windward. 'Aline' was rather the quicker in stays, and, as she kept gaining little, by little she was close up to 'Livonia' by the time they had reached the Stourbridge Shoal. 'Aline' continued to work the Island shore by short boards, but 'Livonia' made one or two longer tacks over to the north shore, and when they again neared each other off Osborne, 'Aline' just cleared her rival to windward, immediately went round, and planted herself on her opponent's weather-bow. This was fatal to 'Livonia's' chance, even of the honour of coming in first, for 'Aline' had her pinned and never let her go in the few more tacks which were made before they crossed the winning line, 'Aline' at 1.45 a.m., and 'Livonia' a minute and a half later. It was a remarkably closely contested and fast-sailed race, the wind being strong, and the tide favourable both ways. The time occupied was 12-¾ hrs., and the length of course was 120 miles; but as it was a beat all the way to the Shambles, and again from the Nab to Cowes, the distance actually sailed was considerably greater, and the average speed over the bottom could not have been less than 11 knots an hour, which was exceptionally fast. The performance of 'Livonia,' however, was disappointing, as it was considered that, being so much the larger vessel, and built expressly for speed, she ought in such a wind and sea to have easily given the 'Aline' a fair and square beating all round.
Her defeat by the 'Aline' led to the insertion of the following amusing couplet in 'Punch':—
Oh! 'Livonia,' I wouldn't own yer
Now I've seen the grand 'Aline.'
Though a more beamy vessel than the 'Aline,' she had comparatively small displacement, and did not carry her canvas so well. The result of the race did not augur favourably for her success in America, and there was little chance of her winning the America Cup unless she could be given more canvas, with an increased weight of ballast placed lower down to enable her to carry it.
Soon after the race for the Prince of Wales Cup, the 'Livonia' went to New York to compete for the cup, and had a very boisterous passage across the Atlantic, but proved a first-rate sea-boat, and arrived safely without material damage. Subsequently to the race by the 'Cambria' in 1870 against seventeen American schooners, the New York Yacht Club, owing to representations made by the surviving donor of the cup, had decided that, in accordance with the intention of the deed of gift, only one vessel should in future matches compete against the challenger; but they reserved the power to select the defender of the cup on the morning of the race, according to the state of the weather, a light-weather vessel for a light day, a more powerful vessel if the wind was strong. This was so manifestly giving an undue advantage to the holders of the cup that it was surprising such good sportsmen as the Americans should not have seen the one-sidedness of the reservation.
After some not very satisfactory correspondence with the New York Yacht Club, it was ultimately arranged that there should be five matches, the Club naming four yachts from which to select the defender of the cup in each match; namely, the 'Sappho' and 'Dauntless,' keel boats, and the 'Palmer' and 'Columbia,' centreboard schooners.
'Dauntless,' N.Y.Y.C, 268 tons, 1871
The first match was sailed on Monday, October 16, over what was known as the New York Yacht Club course, from the head of the Narrows round the S.W. Spit Buoy and Sandy Hook Lightship, and return, about 36 miles. The wind being very light from the N.W., the Club selected the 'Columbia,' a light-weather centreboarder, as 'Livonia's' opponent. The tide had just begun to ebb when the yachts were started at 10.40. There were not so many steamers or other vessels out as on the occasion when the 'Cambria' raced. It was a run nearly all the way to the Lightship, and in the light airs the 'Columbia,' drawing little water with her centreboard up, slipped away from the 'Livonia' and rounded the Lightship about 15 mins. ahead of her. There they came on a wind, and it was a beat as far as the Spit Buoy, about 8½ miles. 'Columbia' both weathered and fore-reached 'Livonia,' and at the Spit Buoy led by 29 mins. After rounding the buoy the wind became abeam and freshened for a short time, but died away again in the Narrows. The 'Columbia' completed and won the race about 5 o'clock, beating 'Livonia' by 25 mins.
The second race was on the following Wednesday, Oct. 18, and the 'Columbia' was again selected to defend the cup. There was a good breeze from the W.N.W., and the course was intended to be 20 miles to leeward from Sandy Hook Lightship, and return; but the Committee, contemplating a change of wind, decided to send the steamer, which was to mark the turning point, 20 miles E.N.E. instead of E.S.E., with the result that there was no beating to windward either going or returning. There was also a misunderstanding as to the way in which the turning mark was to be rounded. The point was not referred to in the sailing instructions, but as the usual practice in American waters was to leave the turning marks on the starboard hand, and this had been done in rounding Sandy Hook Lightship in the previous race, no doubt was felt on board the 'Livonia' that the same course was to be followed. The owner of the 'Columbia,' however, more wary, put the question to the Committee, and was informed in reply that he might round as he pleased; but this instruction was not given to the 'Livonia,' and in consequence 'Livonia' gybed, and 'Columbia' stayed round the steamer, the latter gaining thereby a considerable advantage. In the broad reach out the 'Livonia' gained a little and rounded the steamer nearly 2 mins. ahead of 'Columbia,' but from the fact that the former rounded to leeward, and the latter to windward, 'Columbia' quickly became the leading vessel. After rounding they were nearly close hauled, and in consequence felt the wind more, and all flying kites were taken in. On the way home they were struck by a squall, 'Columbia' had to lower her foresail, and 'Livonia' was a good deal pressed; but it soon passed over, and they were able to hold their reach without a tack back to the starting line, 'Columbia' arriving at 3 hrs. 7 mins., 3 mins. ahead of 'Livonia.' Mr. Ashbury protested against the race being given in favour of 'Columbia' on the ground that she had rounded the steamer on the wrong side, but the Committee disallowed the protest.
The third race was sailed on Friday, October 20, over the New York Yacht Club course. The wind was fresh from W.S.W., blowing pretty straight up the Narrows. The Committee had some difficulty in selecting their representative vessel. The 'Dauntless' had been named, but Mr. Gordon Bennett declined to sail owing to some mishap which had befallen her. The 'Palmer' and 'Sappho' were also disabled, and the 'Columbia' had started the hounds of her foremast; the Committee were therefore considering whether the 'Livonia' should be allowed a sail over alone, when Mr. Osgood, rather than that such should be the case, said he would again start the 'Columbia,' but it was not until half-past one that the vessels were ready and given the signal to go. At this time the wind was strong, and they were able to lay their course close hauled through the Narrows. The 'Livonia' rounded the S. W. Spit buoy 6 mins. before the 'Columbia,' and then stood away with freed sheets for the Lightship, which was tacked round at 3 hrs. 20 mins. 30 secs., about the same distance separating the two vessels. Coming back, something went wrong with 'Columbia's' steering-wheel, the clew of her main-topmast staysail, foresheet, and her fore-gaff topsail split, and shortly after she lowered her mainsail and gave up, the 'Livonia' finishing the race alone at 5 hrs. 18 mins., her first win.
The fourth match was against the 'Sappho,' 20 miles to windward from Sandy Hook Lightship, and return. The wind was fresh from S.S.E. The yachts were started at twelve o'clock, and 'Sappho' beat the 'Livonia' as easily as she had done the 'Cambria' in our waters in 1870, rounding the turning point 27 mins. ahead of her, and rather increasing her lead in the run home, eventually winning by over half an hour.
The fifth and last match was again against the 'Sappho,' over the inside course. There was a good topsail breeze from the S.W. which gave them a reach through the Narrows to the S.W. Spit Buoy, and a run from there to the Lightship. 'Livonia' got the start of the big vessel, and at one time was about half a mile ahead, but the 'Sappho' was not long in overhauling her, and rounded the Lightship 12 mins. ahead. In the beat back to the Spit Buoy, and in the reach from there home, the 'Sappho' continued to gain, and ended the race 26 mins. ahead of 'Livonia.' The result of the matches was, therefore, that the America Cup remained in the possession of the New York Yacht Club. This was the last occasion on which an English schooner competed for the cup, though there have since been several contests for it by English cutters.
There was another good race for the Prince of Wales's Cup the next year, 1872, in which the following yachts took part: the 'Livonia,' 265 tons; 'Aline,' 215; 'Gwendolin,' 179; and 'Egeria,' 152, schooners, and the 'Dauntless,' yawl, 162 tons. They were started at 2 o'clock, with a good topsail breeze from the W.S.W., and an ebb tide. The 'Gwendolin' had been altered and fined at both ends, and was much improved this year. She and 'Egeria' were first off, and they made a close race of it out to the Needles. There was a pretty little bit of sailing between them off Newtown; both were standing in to the Island shore, 'Gwendolin' to windward, 'Egeria' a little ahead. The latter hailed for water, and was so much more nimble in coming round, that she managed to get on 'Gwendolin's' weather before she had gathered way, and gave her such a complete blanketing as left her almost in irons. This left 'Egeria' the lead, and she was first to pass through the Needles, with the others not far astern. All but 'Aline' and 'Dauntless' held on towards Swanage; these two stood off from the land on the other tack, but lost a good deal by doing so, as the wind chopped round to the southward, enabling all to lay their course easily for the Shambles. 'Gwendolin' passed 'Egeria' off Darleston Head, and 'Livonia' did the same in the lumpy water off St. Alban's. As they neared the Shambles the wind went further round to S.S.E., and sheets were eased well off. 'Gwendolin' luffed round the Lightship at 6 hrs. 33 mins., closely followed by 'Livonia' at 6 hrs. 34 mins., 'Egeria' 6 hrs. 39 mins., 'Aline' 6 hrs. 42 mins., and 'Dauntless' 6 hrs. 47 mins. It then became a close haul for St. Catherine's, but as the breeze kept steadily increasing in strength and the ebb tide was pretty well done, the yachts travelled fast through the water. The 'Aline' collared the 'Egeria' before they reached the Needles, but all were surprised at the speed of the smaller ship in such a breeze and sea. The night closed in very dark, and the wind continued to freshen, backing round again when the yachts were crossing Scratchell's Bay to the west of south, which admitted of the sheets being eased considerably. Off St. Catherine's they were caught in a heavy squall, and 'Egeria' lost her main-topmast, and of course supposed that her chances of the race were gone; but she kept on, and as after rounding the point the wind became more aft, the wreckage was got in and secured. 'Livonia' in the run to the Nab had got a good lead of 'Gwendolin' and 'Aline,' but when within about two miles of the Nab she also came to grief like the 'Egeria,' her main-topmast going, and in its fall damaging the gaff. She hauled round the Nab at 11 hrs. 20 mins., and it was then a reach to Cowes with a beam wind so strong that she made very rapid progress, notwithstanding her crippled state. The night was so dark that the yachts could not see each other, but 'Gwendolin' was supposed to have passed 'Livonia' off Ryde. The times of arrival were: 'Gwendolin,' 12 hrs. 38 mins. 30 secs.; 'Livonia,' 12 hrs. 40 mins.; 'Aline,' 12 hrs. 42 mins.; 'Egeria,' 12 hrs. 50 mins.; and 'Dauntless,' 1 hr. 20 mins. In the morning it was reported that 'Gwendolin' had run down the mark-boat, and was thereby disqualified, and that as 'Egeria' had saved her time from 'Livonia' and 'Aline,' she was again the winner of the cup. Major Ewing, however, represented that, as the lesser of two evils, he had run down the mark-boat in order to avoid a gig which was bringing ladies and others out from the Squadron Ball to the American yacht 'Sappho.' The Squadron considered that under the circumstances the 'Gwendolin' ought not to be disqualified, and Major Ewing accordingly became the third holder of the cup.
The race was sailed in even a shorter time than that of the previous year; but this was to be expected, as the conditions were quite as favourable as to tide and strength of wind, with less turning to windward, so that the yachts had not to sail over so long a distance.
The 'Egeria' won the Queen's Cup at Cowes, but in the races of the Royal Victoria Yacht Club the schooners found a strong opponent in the 'Corisande,' yawl, 140 tons, built by Michael Ratsey of Cowes, for Mr. John Richardson, which beat them in the races both for the Commodore's and the Vice-Commodore's Cups. In those days it was the practice to class schooners and yawls together simply from the fact that both had two masts, and without reference to their relative sailing powers. In order to give the yawl as large a mainsail as possible, the mizen was placed at the extreme end of the counter, the yawl became in fact a cutter with a short boom, and like the cutter was superior to the schooner in going to windward and running, though not in reaching with the wind abeam.
In 1873 another yawl appeared which was also destined to prove a thorn in the side of the schooners, namely the 'Florinda,' 140 tons, built by Camper and Nicholson for Mr. Lessop. She was a very successful vessel, and a worthy rival of the 'Corisande,' and subsequently of Mr. Rowley's 'Latona,' 160 tons, and other fast yawls. These yawls took many prizes from the schooners in the schooner and yawl races, as well as in the mixed matches. The 'Kriemhilda' cutter, 105 tons, built by Michael Ratsey and brought out by Count Batthyany in the latter part of last season, also made her mark this year, beating the old 'Arrow.' She was the first material advance both in size and speed in the cutter class, and with the improved yawls made it hot work for the schooners in the mixed races.
'EGERIA'
153 tons. (F. Mulholland, Esq.) Built by Wanhill, 1865.
'OIMARA'
163 tons. 1867.
In the schooner racing the contests were very keen, but the most successful vessels were the 'Egeria,' 152, and 'Pantomime,' 140. The latter had passed into the hands of Mr. F. Starkey, and with Captain John Herbert at the helm was hard to beat.
The race this year round the Shambles for the Prince of Wales's Challenge Cup was practically a match between the 'Morna,' 257, and 'Egeria,' 152 tons. The 'Shark,' 201, was also entered, but had no chance. The 'Morna' was built in the early part of the year by Camper and Nicholson for Mr. W. Houldsworth, and was intended, as the Americans say, to 'lick creation,' but though a very fine vessel she did not turn out a success as a racer. They were started at 8 a.m. on August 9, the weather being all that could be desired for pleasant sailing, fine and bright with a nice topsail breeze from the westward. 'Egeria' kept ahead of the 'Morna' in the beat to the Needles, which she passed at 11 o'clock, with 'Morna' about a quarter of a mile astern. Outside the wind was fresher from the S.W., with a gentle swell. Here was a chance for the big vessel, but she did not improve her position, and when they cross-tacked off Darleston Head she was some two miles to the bad, with 'Shark' about a mile astern of her. As they progressed the wind fell lighter, and when within a short distance of the Shambles they were enveloped in a fog. Beating to windward in a fog was not an easy or a pleasant task; however, all managed without much difficulty to pick up the Lightship, which was rounded by 'Egeria' about 3.45, when she received the welcome news that she was the first vessel; 'Morna' rounded about a quarter of an hour, and 'Shark' half an hour, after. Shortly afterwards the fog lifted a little and the competitors were able to make out their respective positions, but it soon returned and they were again lost to sight. The wind being aft and very light, little progress was made, and at 10 o'clock, when about six miles from St. Catherine's, the tide again turned to the westward. It now became very doubtful whether the progress over the ground was ahead or astern, so the hand-lead was dropped to the bottom, and quickly showed that it was time to anchor, and kedges were accordingly let go. The full moon, bright and clear, had, as the sailors expressed it, squandered the fog; the night was beautifully fine and the sea smooth as glass. All quietly turned in to await events, leaving a trusty watch on deck. At 4 o'clock a.m. the tide began to flow and kedges were hauled in, but there was scarcely a breath of air, and drift, drift was all that could be done. However, about 8 o'clock a light breeze came out from the N.E., which 'Egeria,' being most to the eastward, was the first to feel, and so considerably increased her lead. The Nab was rounded by the 'Egeria' at a little past 9 a.m. and by the 'Morna' at 9.50, 'Shark' a long way astern. From the Nab to Cowes the wind continued very light and variable, with the sun scorchingly hot, but with a strong tide in their favour they reached and were timed at Cowes: 'Egeria,' 12 hrs. 3 mins. 30 secs., and 'Morna,' 1 hr., the former becoming for the second time the holder of the cup.
In 1874 three new schooners of heavy metal appeared upon the scene—the 'Cetonia,' 203 tons, built by Michael Ratsey for Mr. William Turner; the 'Corinne,' 162, by the same builder, for Mr. Nicholas Wood; and the 'Seabelle,' 142, built by John Harvey at Wivenhoe for Mr. Harry Taylor. They were all fast vessels, and with such a splendid fleet of schooners as 'Morna,' 257 tons; 'Modwena,' 223; 'Aline,' 215; 'Cetonia,' 203; 'Gwendolin,' 182; 'Corinne,' 162; 'Egeria,' 152; 'Pantomime,' 142; and 'Seabelle,' 142, besides others, schooner racing continued at its zenith. 'Guinevere' was not raced this year. It would be difficult to say with certainty which was the fastest vessel without a much more critical examination and record of their respective merits than it is the object of this chapter to give; but, on the whole, probably the 'Cetonia' would have been considered to have carried off the palm.
Challenge cups are not popular with English yachtsmen, and some satisfaction was felt when the 'Egeria' won the Prince of Wales's Challenge Cup for the third time, thus making it the absolute property of her owner, Mr. J. Mulholland, M.P. The race had an interest of its own, from the fact that for the first time an American yacht, the 'Enchantress,' 329 tons, the property of Mr. Lubat, competed for it. Mr. Fish, the well-known American yacht-builder, had been brought over to superintend the preparation of the yacht for the contest. The entries were 'Enchantress,' 'Egeria,' and 'Shark.' The Cowes week this year was characterised by blustering winds and rain. The 'Egeria' had sailed for the Town Cup on the Wednesday, and as the weather was bad, and she had got everything soaked, the race was postponed by consent from Thursday until Friday, the 7th, to give her a chance of drying her sails. The morning broke with a strong S.W. wind, and as 'Egeria's' skipper knew well what he was to expect in the Channel, he reefed mainsail and bowsprit, and housed topmasts. Although the 'Enchantress' had to allow the 'Egeria' a lot of time, being more than double her tonnage, it was felt on board the latter that, if the 'Enchantress' got round the Shambles first, she would in all probability reach clean away and save her time: therefore that 'Egeria's' chance was to beat her adversary in the turn to windward, and so if possible increase the time she would have to receive from the Shambles home. The race was to be started at 6 a.m., and 'Egeria' was early under way, prepared, with such a wind, which kept increasing every minute, for a hard fight. To the great satisfaction of those on board 'Egeria,' the 'Enchantress' was observed soon after coming down with a cloud of canvas over her. 'Hurrah!' was the word; 'something must go before long!'
'Egeria' gained five minutes at the start, and as in coming round after the first board on the Calshot shore her opponent got in irons, she gained full another five minutes. They had not made many tacks before the man who was looking out on 'Egeria's' lee side cried, 'There goes "Enchantress's" jibboom!' which made 'Egeria's' crew feel that, although the weather was getting more stormy and dull, their prospects had considerably brightened. Without her jibboom 'Enchantress' was no match for 'Egeria' in the beat to windward, and when the latter was well outside the Needles, and had passed the Shingles Buoy, 'Enchantress' had hardly reached Hurst Castle. Just before she got opposite Yarmouth, 'Egeria's' second jib was blown clean out of the bolt-rope. This will give some idea of the strength of the wind, which made the sea outside exceedingly heavy. 'Egeria' was standing in for Christchurch Bay with the view of smoothing the water, when she observed that the 'Enchantress' was put before the wind, and turned back for Cowes, having carried away her forestay. Her competitor being placed hors de combat, 'Egeria' was immediately put under snug canvas, and sailed easily until she rounded the Shambles Lightship at 4 o'clock. The run and reach home to Cowes round the Island were comparatively easy sailing, and she showed her blue light passing the Squadron Castle at 11 hrs. 50 mins., thus winning the cup for the third time.
'SEABELLE'
153 tons. (M. F. Taylor, Esq.) Built by Harvey, 1874.
A race was sailed at the beginning of the season of 1875 between the two schooners 'Egeria' and 'Seabelle,' in a stronger wind than had probably ever been experienced in a race on the Thames. It blew a gale from the S.W.; the ground tackle which had been put down in the Lower Hope for the yachts to start from would not hold them. 'Egeria' dropped her anchor, and 'Seabelle' got under canvas; the others all drifted, got up head-sails and sailed away, and the steamer carrying the Committee of the Royal London Yacht Club, which gave the prize, did not make its appearance. What was to be done? 'Seabelle' sailed close by the 'Egeria,' and asked Mr. Mulholland if he would start under way. The reply was, 'Yes, but stay round the Mouse instead of gybing.' 'Egeria' had previously got both her topmasts on deck, and all hands were at once at work getting up the sails, two reefs in the mainsail, reefed foresail, reefed staysail, and small jib. 'Seabelle' was also under reduced canvas, and had her fore-topmast on deck, main-topmast being only housed. The start was a very even and fair one. Soon afterwards the Club steamer was observed in the distance, but she had little chance of catching the racers before they reached the Mouse. They tore away before the wind without attempting to set any additional sail, and as they stayed round the Mouse got in sheets for the beat back, 'Egeria' with a lead of about 2 mins. 'Seabelle' was a trifle the quicker in rounding, but she could not prevent 'Egeria' getting on her weather, and it was a case of tack and tack for at least twenty tacks, 'Seabelle' doing all she knew by feints and otherwise to shake off her rival, and 'Egeria' doing her best to get sufficiently ahead to properly smother 'Seabelle,' which she eventually succeeded in doing, and then reached away from her, increasing her lead little by little every tack. Presently the wind southerned, and they were able to start sheets for a long reach to the Lower Hope, through which they had another beat, but were able to lay their course up Gravesend Reach, crossing the winning line, 'Egeria' at 5 hrs. 31 mins. 20 secs., and 'Seabelle' at 5 hrs. 37 mins. 52 secs. 'Egeria,' having to allow 'Seabelle' about five minutes, saved her time by a minute and a half, and won the 100l. prize, a very beautifully designed silver salver. The 'Egeria' had been altered and given more stability in the early part of the year, without which she might not have won in so strong a wind against so good and powerful a vessel as the 'Seabelle.'
In 1876 the 'Phantom,' 176 tons, was built for Mr. Arthur Wilkinson, from designs by Mr. Weymouth. She was a handsome, roomy vessel, and was entered for a few races in 1876 and 1877, but as a racer was not a success.
Mr. C. Thellusson also brought out the 'Boadicea,' 378 tons, this year. She was built by Camper and Nicholson, but was intended for a cruiser rather than a racer, though she raced occasionally. One of the races in which she sailed was the memorable one from Torquay round the Eddystone and return, when the weather was so tempestuous and the seas so steep and heavy, that even 'Boadicea' and 'Latona' were compelled to run for shelter under the Start headland, and it was some hours before they were able to continue the race. 'Boadicea' beat the 'Latona' by two hours. Their competitors, unable to face the weather, were disabled, or retired very soon after they got round the Start and fairly into the Channel.
The following year—1877—the 'Miranda,' 139 tons, was built by Harvey, of Wivenhoe, for Mr. G. E. Lampson, and with Lemon Cranfield in charge proved one of the fastest and most weatherly of the schooner fleet. Her specialities were that she had large displacement, with a fine run aft, a considerable weight of ballast in proportion to her tonnage, and the mainmast placed far forward, so as to increase the size of her mainsail, and make her as near an approach to a cutter as practicable. She was raced for several seasons, and frequently competed both in the schooner and mixed races, with varying results.
In 1879 the schooner 'Fiona,' 150 tons, was built for Mr. E. Boutcher, the owner of the famous cutter of the same name; and the following year the 'Waterwitch,' 160 tons, was commissioned by Mr. E. Baring, afterwards Lord Revelstoke. Both were by the same builders, Camper and Nicholson.
They did not race for long, but sufficiently to show that they were powerful and fast vessels, though they did not make any great reputation in the racing world.
Schooner racing began to decline in the early eighties, and indeed the building and racing of all large yachts rapidly fell off, for the reason given in the early part of this chapter. But a race took place in 1887 which is worthy of record.
Racing Flags
In commemoration of Her Majesty's Jubilee, the Royal Yacht Squadron gave large prizes to be raced for by schooners, cutters, and yawls. The match was open to all yachts above 30 tons, English and foreign, but no foreign yachts entered. The prizes were 500l. for the first vessel within her time allowance, 200l. for the second vessel of a different rig within her time, and 100l. for the winning vessel of the third rig. The course was from Cowes round the Nab Lightship, Cherbourg Breakwater, and the Eddystone Lighthouse, returning to Cowes round the south side of the Isle of Wight and the Nab Light, a distance of about 330 miles.
The entries were:—
| Schooners | ||
| Rating | Owner | |
| Enchantress | 281 | General Owen Williams |
| Aline | 149 | H.R.H. the Prince of Wales |
| Cetonia | 157 | Sir Edward Guinness |
| Egeria | 118 | Mr. John Mulholland |
| Cutters | ||
| Irex | 93 | Mr. John Jameson |
| Lorna | 90 | Mr. S. Hope Morley |
| Genesta | 88 | Sir Richard Sutton |
| Moina | 85 | Captain Bainbridge, R.N. |
| Sleuthhound | 54 | Lord Francis Cecil |
| Arethusa | 54 | Mr. Stuart Lane |
| Yawls | ||
| Atlantis | -— | Mr. L. M. Ames |
| Dauntless (ketch) | 108 | Mr. F. L. Popham |
| Anemone | 058 | Mr. E. Liddell |
| Viking | -— | Earl of Caledon |
The ratings are those of the yachts under the new length and sail-area rule of measurement, which is altogether different to the old tonnage rule.
The time allowances settled by the Royal Yacht Squadron were as follows:—
| h. | m. | s. | |
| Irex | 0 | 0 | 0 |
| Lorna | 0 | 4 | 57 |
| Genesta | 0 | 6 | 15 |
| Enchantress | 0 | 59 | 22 |
| Sleuthhound | 1 | 31 | 8 |
| Cetonia | 2 | 28 | 21 |
| Aline | 2 | 36 | 36 |
| Moina | 2 | 43 | 32 |
| Egeria | 3 | 13 | 50 |
| Arethusa | 4 | 15 | 10 |
| Dauntless | 5 | 29 | 21 |
| Viking | 5 | 43 | 6 |
| Anemone | 6 | 30 | 30 |
'Cetonia,' 203 tons (now belonging to Lord Iveagh; 1892).
Designed and built (1873) by M. E. Ratsey, Cowes, Isle of Wight.
The yachts were started at 10 o'clock on the morning of August 8 before a light W.S.W. breeze, making it a run to the Nab, which the cutters rounded about 2 hrs. after the start, some 10 mins. ahead of the schooners. The day being beautifully fine and the sea smooth, the sail across the Channel close hauled on the starboard tack was very enjoyable. The east end of Cherbourg Breakwater was rounded by the 'Irex' at 7.30, just at dinner-time, with 'Genesta' and 'Lorna' only a few minutes astern.
Then followed 'Egeria' at 7.50 with 'Cetonia' in close attendance, and 'Moina' and 'Aline' respectively 16 and 35 mins. behind. The 'Irex,' as soon as she passed the west end of the breakwater, stood away close hauled for the English coast, and the other cutters followed her lead; but 'Egeria' and 'Cetonia' tacked to the westward along the French coast with the view of getting an easier tide when working to the westward, and it was not until about 11 p.m. that they started off to cross the Channel. The yachts had a nice breeze all night, and in the morning 'Irex' struck the English coast somewhere to the west of Portland. 'Egeria' found herself about 1½ mile to windward and nearly abeam of 'Cetonia,' both heading a good deal further to the westward. Unfortunately 'Egeria' had to bear down upon 'Cetonia' to request Sir Edward Guinness to allow his steamer 'Ceto,' which was accompanying the race, to take one of the former's passengers, who had broken his arm by a fall, back to Cowes, which he very kindly did. This delayed 'Egeria' fully an hour, and more than lost her the advantage she had gained, but she picked it up again during the day. The weather throughout was fine and bright, but the wind very paltry. The yachts were widely scattered, and as there was a good deal of haze it was difficult to make each other out. 'Irex' did not get round the Eddystone until about 10 p.m., 'Egeria' and 'Cetonia' about 11.30, and the other two schooners some time afterwards.
The next day the wind continued light, but the 'Irex' being lucky with the wind, managed to save the tide round all the headlands, and reached Cowes at 3 hrs. 51 mins., nearly 8 hrs. before any other vessel. 'Egeria' and 'Cetonia' made an exceedingly close race of it the whole day, never being as much as a gunshot apart. The wind had headed them when off the Isle of Wight, and several tacks had to be made after they passed Dunnose. The 'Egeria,' when making her last board off on the port tack to round the Nab, found she could not quite weather 'Cetonia,' and had to bear away under her stern. 'Cetonia' was also obliged to tack, and when they again crossed was in the same predicament, which put 'Egeria' round the Nab a minute or two before her. The 'Aline,' which had not been seen by the others for some time, had stood more out to sea, got a better wind, and, to the surprise of the others, rounded the Nab only a short distance astern of them. The run to Cowes was an exciting one, as they were all very evenly matched, but 'Egeria' managed to keep the pride of place and crossed the winning line at 1.15 a.m., 1 min. ahead of the 'Cetonia' and 6 mins. ahead of the 'Aline.' The 'Enchantress' arrived about 2 hrs. later. It was a curious sight to see the three schooners come in so close together after so long a race, and the fact of 'Egeria' and 'Cetonia' rounding the three principal points, Cherbourg Breakwater, the Eddystone, and the Nab, almost together was also remarkable. 'Egeria' of course thought she had won the schooner prize, but to the surprise of her owner he was told that the 'Dauntless' ketch had been classed with the schooners, and that, as she arrived at 2 hrs. 56 mins. within her time, she had been awarded the prize for the schooner rig. It was pointed out to the Sailing Committee that no intimation had been given that the 'Dauntless' was to sail as a schooner, that the race was sailed under the rules of the Yacht Racing Association, and that a recent decision had been given by the Council of that Association, that ketches were to be classed as yawls; but the Sailing Committee adhered to their decision, and declined to refer the question to the Association.
The 'last of the schooners' was the 'Amphitrite,' 161 tons, by Camper and Nicholson, brought out in 1889 by Colonel Macgregor, but by that time schooner racing had practically ceased, and she only sailed in mixed races. Her performances in these, however, were so good that competent judges believed that, had schooner racing been in vogue, she would have been one of the fastest of the class.
It may probably be considered that on the whole the 'Egeria' was the most successful of the schooners. She made her début in 1865 in the race for the Queen's Cup at Cowes, beating the 'Aline,' the crack of the day, and her last race was sailed in 1889. She has had a longer career than any other schooner, won seven Queen's Cups at Cowes, and about 70 other cups and prizes, each of which has an interesting story of its own.
The writer sailed in many of the races described, and of these the accounts are chiefly from personal recollection; but he must not conclude without recognising the admirable descriptions of the races published in the 'Field,' which has done so much to encourage and improve yacht racing.
CHAPTER VII
THE RACING RULES AND THE RULES OF RATING
By 'Thalassa'
PART I. THE RACING RULES
We race yachts in home waters under the rules of the Yacht Racing Association.
For a long time yacht racing was conducted without any central authority or court of appeal, and the difficulties which arose in consequence enabled a few racing owners to start the Association ('For the promotion of the interests of yacht racing,'—General Rule 1) in the year 1875; since which it has gradually and surely increased its authority until, at the present time, it is acknowledged by clubs and owners alike as the ruler of the sport, owing much to the energy and ability of Mr. Dixon Kemp, the secretary of the Association, and to the solid work done by many of the older councillors, among whom should be specially mentioned the Marquis of Exeter, Sir George Lampson, Bart., Sir William Forwood, Sir George Leach, K.C.B., Major Frank Willan, Colonel Fitzroy Clayton, Major Percy Hewitt, Mr. E. R. Tatchell, Mr. F. Cox, Mr. A. Manning, and, last but not least, Captain J. W. Hughes, who, with Prince Batthyany Strattmann, took a most active part in starting the Association.
The qualification for the Association embraces 'the owners of racing yachts, and such other gentlemen interested in yacht racing as the Council may elect'; ... 'also the representatives appointed by recognised yacht clubs' (General Rule 2). It is astonishing to find, by an examination of the list of members, how few racing owners belong to the Association and how many old cruisers and steam-whistlers show their active interest in the sport of yacht racing by paying two guineas a year to support the court of appeal. We touch our caps to them for doing so—but pray them to allow the men actually engaged in the sport to settle the details as far as possible. Indeed, it would appear desirable that the Council should be mainly composed of racing owners, and that each class of racing yacht should be represented, say, by two councillors. Thus—two for racing cruisers of the 'Columbine' type, two for the large class of racers, two for each Y.R.A. class, and two for each of the 'Minima' classes (1 and ½-raters), or 18 in all. The other six members of the Council might with advantage be selected from the appointed representatives of the yacht clubs (General Rule 3).
At present the Council is practically a self-elected body, General Rule 4 stating that 'vacancies occurring between the annual meetings shall be filled by the Council.' Evidently the word 'shall' should be replaced by may.
Four councillors retire annually by rotation (General Rule 4), but are eligible for re-election, and changes seldom occur from this cause, except through compulsory retirement due to non-attendance for an entire year. Quite right; when you have a good man keep him if you can; but the self-election clause is wrong in principle, and quite unnecessary in a council beginning each year with 24 members.
General Rule 5 describes the procedure for electing councillors.
General Rules 6 and 7 refer to the Annual General and Special General Meetings, and No. 8 to the annual subscription—which is two guineas.
General Rule 9 should form part of the measurement rules. It refers to the payment of measurement fees, and their non-payment is mingled in a most curious manner with the non-payment of subscriptions to the Y.R.A., on which latter point there is a penalty in Rule 8. So far as measurement fees are concerned all owners should be on the same footing. The general rules are of course only binding on the members of the Association.
The Start.
General Rule 10, concerning the meetings of the Council, is vague, and might well have another rule, to be spoken of presently, incorporated with it.
General Rule 11 describes the duties of the Council which are tantamount to the objects of the Association, and might with advantage be mentioned in Rule 1. The measurement of yachts for racing and the issue of certificates of rating should be added to the rule, as now being duties which are governed by the Council.
General Rule 12 describes the procedure necessary for effecting any alterations in the rules (general or racing), a two-thirds majority of the Council, and, subsequently, of a general meeting, or of a general vote, being necessary for any amendment or addition to the rules. A member may, however, persevere in a proposal, although the Council report unfavourably upon it; in which case it is brought before a general meeting, or a general vote, and then requires a favourable majority of three-quarters to pass it into law.
This rule is perhaps too stringent in its conservative tendencies, a two-thirds majority being ample under any circumstances. When such a majority is obtained in face of the Council's opposition the case must be very strong. Nothing of the kind has ever occurred; but in 1891 certain alterations, recommended by the Council, failed to obtain the requisite two-thirds majority at the Annual General Meeting.
The Rules for the Guidance of the Council
have never been passed by a General Meeting, although some of them (like No. 7) are important. All of them should be incorporated with the General Rules. These unauthorised Rules are:—
No. 1, that the Council may be assembled by the president, or by a vice-president, or by a requisition of three councillors addressed to the secretary.
No. 2, that five shall be a quorum.
No. 3 refers to the chairman; and
No. 4 to the minute book of the proceedings.
No. 5, that a quorum of three may be assembled at any time and notice, to settle questions on the measurement of yachts.
No. 6 regulates the procedure on General Rule 4, last paragraph, the election of councillors.
No. 7 regulates the procedure on General Rule 2, first paragraph, the election of members of the Association.
The Racing Rules
There are thirty-two 'sailing rules' under which yacht racing in British waters is conducted. Many of these rules have nothing to do with 'sailing,' but refer to the measurements for rating, entries, sailing committees' work ashore, and cognate matters; the rules and paragraphs of rules connected with any one subject being dotted about in the most bewildering manner, and the whole forming a general hotch-potch, no great credit to the yachting Fathers.
The rules, being numerous and complex, must always be difficult to follow; but this difficulty is increased tenfold by unmethodical arrangement, and by the absence of any code whereby the law-making decisions of the Council can be discovered and kept in view by racing owners, by 'sailing' committees, and by the Council itself.
The rules have been examined and explained with much ability by Mr. Dixon Kemp, in his book on 'Yacht and Boat Sailing,' chapter viii. being devoted to the subject. Every racing owner should possess this book: it is, therefore, unnecessary to repeat the treatment of the rules therein contained. Nor is a criticism of the rules necessary, as this has been done by the present writer in a series of articles published in that excellent paper 'The Yachtsman,' on April 28, and May 5, 12, 19, and 26, 1892; which back numbers can be obtained for a few pence by applying to the publisher, 143 Strand, London. Moreover, a summary of the rules was given in the Almanac for the Solent Racing, published by King & Co., Southampton, in 1893, and will probably be repeated in succeeding years.
An attempt will therefore be made in these pages to treat the Racing Rules in a different manner, by an examination and description of the duties of each important actor in connection with a yacht race.
Duties of a Designer
The principal object and duty of a designer is to build yachts capable of winning prizes fairly. He must, therefore, study every peculiarity and custom of the sport, the average climate during the racing season, and, above all, he must study the rule of rating and measurement (Rule 3), to be examined at the end of this chapter. Other rules must not escape his attention; for instance, the designer of Mr. Carrol's yacht, when building in America for races in British waters, would note that by Rule 9 shifting keels may only be moved by manual power, and, consequently, that if any hydraulic appliance be used, anything in the nature of an accumulator would be contrary to the spirit of the rule, and would be matter for protest. The same remark applies to working and hoisting the sails (Rule 13).
A designer must note that, by Rule 15, yachts over 10-rating must be fitted below deck as yachts, including two wooden transverse bulkheads. Also that, by Rule 16, yachts of 30 to 90-rating must carry on deck a boat not less than 10 feet by 3½ feet, and yachts of 90-rating, or more, a boat not less than 12 feet by 3½ feet.
Designers must also consider Rule 33, which defines 'cruising trim'—especially Clause 2, which prohibits the placing of 'sails or other gear' 'in the main cabin' of yachts which race in this trim; and Clauses 3 and 4, concerning the anchors and chains, and boats.
Private Match
A yacht race can only be said to occur when the competitors have carefully prepared for it, and when it is under the direction of some competent nautical authority. In arranging a private match, it is therefore important to appoint both a race officer and a referee, the latter having the power to decide any dispute or to refer the same to the Y.R.A., should he think fit to do so.
Club and Open Matches
Private matches are less frequent than of yore, and modern racing is generally for prizes given by yacht clubs or by town regattas.
Duties of a Yacht Club
The object of a yacht club is usually defined somewhat as follows:—
R.S.Y.C.—The encouragement of yacht sailing in the Southampton Water and Solent.
R.P.C.Y.C.—To encourage amateur yacht racing in the Solent.
C.Y.C.—To encourage the racing of yachts in the small classes Y.R.A.
B.S.C.—To promote the interests of amateur boat-sailing.
The executives of such clubs should keep these objects in view by choosing flag officers who are keen sportsmen and patrons of yachting; by appointing sailing committees well versed in details; by raising funds for the prizes; and, generally, by constantly endeavouring to further the yachting interests of the club members.
Unfortunately the development of a yacht club only too frequently produces a dual government, the house being governed by a committee mainly consisting of habitués who are not yachtsmen, and the yachting by a sailing committee.
Duties of a Sailing Committee
The first duty of a sailing committee is to perfect itself. Each member should study, and be well acquainted with, the racing rules. The chairman should be a good business man, and well versed in the intricacies and dodges of yacht racing. If one of the flag officers fulfil these conditions, so much the better. The chairman should be elected by the committee, not by the club.
The committee should discover the amount of cash available for racing, the average cost of a regatta, and consequently the balance which can be devoted to prizes.
Other clubs whose regattas are held at the same period of the season should be addressed, and dates arranged to suit both clubs and owners.
The committee is then in a position to settle its programme, which should be done as early in the year as possible, in order that owners may prepare their yachts' programmes for the season. A summary of the club programme should then be published or advertised; and this should be strictly adhered to, if possible.
A clause is frequently inserted stating that the committee reserves the right to alter the programme; but it should be remembered that no change in the conditions of a race can be made after an entry has been received, because, by Rule 8, Y.R.A., the yacht is then 'entitled to a prize of not less than half the value of the first prize offered for competition,' if she 'sail over the course' under the conditions.
The advertisement may conveniently take the following form:
The Yacht Club will hold a Regatta on the day of 189 at .
Race I.—Fee Prizes £ , £ , £ , for yachts exceeding , and not exceeding R.
Race II.—Fee Prizes £ , £ , for yachts exceeding , and not exceeding R.
And so on.
Open to yachts owned by members of recognised yacht clubs.
Entries close at noon on the of 189 .
For full programme apply to the Club Secretary.
This summary is sufficient. It is better to insert a short notice twice than a long notice once.
The full programme should be drawn up with much care, and everything mentioned, thus avoiding numerous inquiries and much correspondence.
The programme should state the matters already mentioned in the summary, and, in addition, the time of start for each race; the method of starting; the course of each race; the starting line; the finishing line (Rule 17); time limit (if any) for finishing race or shortening course; the exact length of each course in sea miles and decimals, for time allowance (if any); and the regulations special to the club or town regatta (Rule 4. Also Rec. 6 of Appendix).
Some good sportsmen on the Solent hope soon to see a code of regulations universally adopted for the Solent classes, in which event it will only be necessary to state on the programme or the race card that the Y.R.A. rules and the Solent class regulations will be observed.
The regulations might deal with the following matters:—
The sailing-over rule; the conditions on which second or third prizes (if any) will be awarded; the payment of entrance fees; the certificate of rating (Rule 3); the declaration at entry (Rule 5); the declaration at end of race (Rule 10); the deposit (if any) on a protest (Rule 30); the owner; the helmsman; rig allowances (if any). (Rec. 1 of Appendix.)
The race card can only be drawn up at the last moment, after the entries have closed. It is similar to the programme, but contains the names of the yachts which have entered, their colours, their recall numerals, and sometimes the names of their owners (Rule 12). It also generally contains the names of the flag officers, and the names of the race officers for the day.
Duties of the Secretary
As the date of a regatta approaches, entries will be received, and the secretary should acquaint the sailing committee of any irregularity (Rule 5). He should also discover if the sailing committee wishes to 'refuse any entry.' An entry by telegram should finish thus: Written entry follows; and this should be made in strict accordance with Rule 5, Y.R.A. The entry (when filled in) and the declaration amount to nearly 150 words, which cost an owner 12s. 6d. if sent entirely by telegram. It was never intended that an entry by telegram should relieve an owner from making the declaration.
The secretary must see that the race cards are printed promptly as soon as the entries are closed, and one should be sent to each yacht in accordance with Rule 12, Y.R.A., which states that 'written or printed instructions as to the conditions of the race, the course to be sailed, marks, &c., shall be supplied at the time of entry, or as soon after as possible, to every yacht entered for a race.'
The secretary must see that recall numerals, 'white on a black ground, and the figures not less than 2 ft. 6 in. in height,' are placed conveniently for use by the race officers (Rule 12); also that the white peter, the blue peter (Rule 4), the commercial code flags B, C, D, F, and so on (Rule 17), and the means and trained labour for hoisting them promptly are similarly provided.
He must also have a care that the gun, or guns, and the ammunition are in good order and position, and properly manned, in order that Rules 4 and 17 may be complied with.
He must see that the two inner marks for the alignment of the starting line are correctly fixed, and that the outer mark is moored as nearly as practicable in the same alignment.
He must take measures for having the mark-boats (if any) correctly moored, in good time.
He should see that the race officers are provided with a chronograph, a book of the Y.R.A. rules, a race card, a chart showing the courses, a coloured diagram showing the racing colours of each competing yacht, and a description of each yacht giving any peculiarity by which she may be identified, such as the colour of the hull, the rig, the shape of the bow or stern, &c.
He should provide lanterns for use at the winning line in the event of a finish after sunset.
After the racing he should endeavour to obtain the declarations from the owners (or their representatives) on board the winning yachts (Rule 10).
During these stirring times a secretary must not rely on receiving any assistance; on the contrary, everyone expects help from him; and should anything go wrong his broad shoulders must carry the blame.
Yet there are some men who do all this and much more a dozen times in a season, and toil year by year 'for the good of the club,' and 'the fun of the thing,' as honorary secretaries.
The Duties of Race Officers
It is customary, and a good plan, for the sailing committee to appoint two race officers for each day of a regatta (Rule 1). If the services of a flag officer, or of an active member of the sailing committee, can be obtained, well and good; but anyone, whether a member of the club or not, may be appointed.
A race officer should be at his post at least half an hour before the first race begins (Rule 1). This gives him only fifteen minutes to see that things are 'shipshape' before flag B is hoisted (Rule 17). During this time he must decide whether the regatta or any race must be postponed on account of bad weather, in which case letter N is hoisted over the flag denoting the race or races so postponed (Rule 2). He should discover from the secretary that the marks are all correctly moored, the flags and guns ready, and everything in order. It is a great convenience to sailing masters to have a time gun fired half an hour before the start for the first race; but this should not be done unless it be mentioned on the race card. The race officer should time this gun to the fraction of a second, and start all the races in strict accordance therewith. The officer should also make himself acquainted with the racing colours (Rule 11), and, if possible, with any peculiarities in the appearance of the yachts which are about to compete, in order that they may be easily identified at the start. As the time for hoisting flag B (race 1) approaches, the officer should warn the man at the signal halliards, who will hoist the flag, furled, at the peak, and the instant the officer gives the time signal the flag should be 'broken out' by a sharp jerk on the halliard.
As the time for first gun approaches, the blue peter is hoisted similarly by another halliard, and is 'broken out' the instant the officer gives the time signal; the gun is fired simultaneously, and should it miss fire the blue peter is the signal. The 'preparative flag' is also lowered.
The yachts in the race are under the rules at first gun (Rule 17). The only apparent exception being that a paid hand may join or leave a yacht before the 'signal to start' (Rule 14), but not afterwards. N.B.—Corinthians may join or leave a yacht at any time during a race. The race officer should recall any yacht at the start which breaks any racing rule, such as being towed or propelled by any means other than her sails, after first gun (Rule 25).
The 'member of a recognised yacht club' (Rule 10) must be on board at first gun, and so with all the other racing rules.
One of the race officers must very carefully watch the alignment as the starting time (precisely five minutes after first gun) approaches, and the other officer should watch the chronograph and shout the word 'fire' at the fraction of a second. 'Should the gun miss fire the simultaneous lowering of the blue peter is the signal to start' (Rule 17). The officer attending to the starting line should carefully note whether 'any part of the hull, spars, or other equipment' (Rule 17) of any of the yachts 'be on or across the line before the signal to start is made.' If so, the recall numerals of such boats should be at once displayed, and kept displayed until they return and recross the line or give up the race (Rule 12). The second race is started in the same way, the preparative flag C being hoisted when the starting gun for the first race is fired.
Sometimes there is an interval of time between these actions; but there is no difficulty in starting races every fifteen minutes in strict accordance with the rules, if the officers know their duties and the signalmen are well trained.
The work of starting shows the necessity of appointing two race officers; and, subsequently, during the racing it enables at least one officer to be always on duty. The officers should watch the racing as much as possible, and should they see or learn that any yacht has broken any rule, they should disqualify her whether she be protested against or not (Rule 30).
'Should it be necessary during a race to shorten the course' (Rule 4), the officers will order 'the signal flag denoting the race' (or races) to be 'hoisted under the white peter; or, in case of fog or darkness, two guns' to be 'fired,' to show that the race is to finish with the round about to be completed, 'or at such mark as the sailing committee or officer of the day may appoint.' In practice, the sailing committee never interferes with the race officers.
Of course the time allowance, if any, is adjusted to the altered distance (Rule 4).
If there be more than one round in a course, each yacht should be timed at the end of each round; but there is no rule to this effect. The time at the end of a round or race is taken when any part of a yacht's hull or equipment first cuts the line. When the competing yachts pass the race officer, he should also notice whether any of them 'show an ensign conspicuously in the main rigging' (Rule 30), this being the preparative signal of a protest; and consequently, the race officers must be prepared to receive such protest 'within two hours of the arrival of the protesting yacht,' but they cannot decide it. This rests with the sailing committee.
Race officers must also be prepared to receive from a yacht, or yachts, a claim for a resailed race under the 'man overboard' rule (Rule 29), which states that competing yachts 'shall use their utmost endeavours to render assistance in case of a man falling overboard from a competing yacht; and if it should appear that any yacht was thereby prevented from winning the race, the committee shall have power to order it to be resailed between any yacht or yachts so prevented, and the actual winner.'
By the wording of the rule the race officers can only report the matter to the committee, and cannot settle it themselves. Nevertheless, they have the power to 'award the prizes' (Rule 1) in the absence of any such claim, or protest; but this is seldom done in practice, because owners rarely send their declaration (in accordance with Rule 10) to the secretary of the club until it is demanded. See Duties of Owners.
Practically, therefore, race officers can only declare the probable winners; and in some clubs, where the same yachts race frequently, this is done at the termination of the racing, by hoisting the colours of the apparent winners under the signal flags denoting their races.
Duties of Owners
The principal duty of a racing owner is to see that everything in connection with the racing of his yacht is done in a perfectly fair and honourable manner. An owner who breaks or infringes any racing rule flagrantly 'may be disqualified by the Council, for such time as the Council may think fit, from sailing his yacht in any race held under the rules of the Y.R.A.' (Rule 33).
When a yacht is officially measured, the owner should be on board, or have an experienced racing friend on board to represent him. He should note the position of the inside ballast, ship's stores, unbent sails, and other gear, entering same in his note-book. He should see that the crew is properly placed, viz. 'amidships' (Council's instructions to official measurer, March 1, 1883), as, by a resolution passed December 6, 1892, a yacht (Rule 3, December 1892) must now be marked by the owner, such marks being clear above the water surface in smooth water in 'racing trim,' which evidently means with crew and all weights (live or dead) carried in a race on board.
The taxable length will in future be officially measured to the 'outer edges' of said marks, a length somewhat greater than the yacht's L.W.L.
An owner should take the greatest care to see for himself that his yacht's taxable length is never increased, and that any alteration to her ballast trim, sanctioned by a recent addition to Rule 15, is never made after 9 p.m. of the day previous to a race.
As regards the sail-area, an owner should hand the sailmaker's certificate to the official measurer and give him every assistance in measuring the yacht's spars, &c.; and, subsequently, should any alteration be made to the sails or spars affecting the yacht's rating, the owner should at once inform the secretary Y.R.A. in writing, and return the certificate if required (Rule 3). In short, an owner is held responsible for the rating of his yacht being absolutely correct.
His next duty is to enter her properly for any race he may wish to compete in. 'Entries shall be made ... at least forty-eight hours previous to noon of the race day'—twenty-four hours being added for a Sunday. Clubs have asserted the right to close entries at a longer interval. Owners must therefore note these times for closing the entries, and act accordingly (Rule 5).
Post entries are not provided for in the Y.R.A. rules, and must therefore be considered irregular, whether sanctioned by the other competitors or not.
The long declaration given in the rule is a nuisance, and should be cut out, as there is no reason for mentioning one rule more than another on this declaration. So long, however, as the Y.R.A thinks it necessary, it must be enforced, and owners should help the clubs to do so by carrying it out. As before stated, an entry by telegram (sent off before the hour of closing entries) should be followed at once by this written declaration.
An owner should know that if a race be postponed or resailed all the yachts entered may start; but the entry is closed to other yachts (Rule 5).
ROYAL SOUTHAMPTON YACHT CLUB.
"BRAMBLES AND LEPE COURSE."
An owner must belong to some 'recognised yacht club' or his entry is void. A hired yacht cannot be entered for any race under Y.R.A. rules (Rule 6).
An owner cannot enter two yachts to compete for one prize, but he can enter one yacht for two simultaneous races (Rule 7).
An owner who has entered his yacht for a prize may sail over the course for half the value of the prize should no other competitor start (Rule 8), and should the race officer not postpone the race for bad weather (Rule 2).
The owner (or a member of a recognised yacht club, to represent him) must be on board during a race, and after the race he should sign a declaration that the yacht has been sailed in strict conformity with the Y.R.A. rules and with the conditions on the programme (Rule 10), and forward same to the race officer at once, or to the secretary if later.
An owner (or his representative) should see that his yacht is supplied in good time with the written or printed instructions for a race (Rule 12).
Should an owner (or his representative) decide to protest against a competitor, or otherwise (removal of a mark, for instance), the protest-flag should be displayed at the proper time, and the protest in writing lodged without delay. Certain time-limits are given in Rule 30.
An owner having flown a protest flag should continue the protest, as it is often unfair to other competitors to withdraw it. Moreover, it may be fairly argued that an owner who observes an infringement of the rules by a competitor, and does not protest as ordered in Rule 30, himself breaks the rules by such omission, and subjects himself to disqualification by the sailing committee. If there were more protests there would soon be far less necessity for them.
Duties of a Sailing Master
A skipper is responsible to the owner, his employer, for the correctness of the yacht's rating, as shown on her certificate; he must also see that she is properly prepared for each race, and properly raced; thus:—
He should not start unless the owner or a qualified representative is on board (Rule 10).
He should have the yacht's colours carried properly (Rule 11).
He should carefully study the written or printed instructions and follow them in every detail (Rule 12).
At the start he should look out for his recall numeral (Rule 12).
He should prevent any paid hand joining or leaving the yacht after the signal to start (Rule 14).
He should be careful to comply with the ballast rule, and see that the dead-weight is not altered after 9 p.m. of the day previous to a race (Rule 15).
He should see that boats and life-buoys are carried in accordance with Rule 16.
He should be specially careful not to infringe any sailing rule between the guns at the start (Rule 17).
If late at the start, he should know that the yacht is not disqualified (Council Y.R.A., 1881).
A good skipper will know Rules 18 to 29 by heart. By Rule 18:—
(a) A yacht going free keeps clear of a yacht close hauled.
(b) A yacht close hauled port keeps clear of a yacht close hauled starboard.
(c) When going free on opposite tacks the yacht with wind on port keeps clear.
(d) When going free on same tack the windward yacht keeps clear.
(e) A yacht with wind aft keeps clear of all others.
By (b) a yacht on port tack can be disqualified: first, if she strike or be struck by a yacht on starboard tack; secondly, if the latter luff, tack, or bear away to avoid being struck.
When yachts which overlap are rounding a mark or passing an obstruction, the outside yacht must give room to and keep clear of the inside yachts (Rules 19 and 20).
When yachts approach an obstruction close-hauled, and the leeward yacht cannot tack and clear the windward yacht, the helmsman of the former should 'hail for water' when required, and the two yachts must then tack together (Rule 22).
An overtaking yacht must keep clear of an overtaken yacht, which may luff, but must not bear away out of her course to obstruct the passage on her leeward side (Rule 21).
'A yacht running ashore or foul of a vessel or other obstruction may use her own anchors, boats, warps, &c., to get off,' but must take them on board again, and must receive no assistance except from the crew of a vessel fouled (Rule 23).
A yacht which touches a mark or competitor, or which wrongfully causes another yacht to do so, forfeits all claim to the prize (Rule 24).
A yacht must be propelled by her sails alone after first gun (except as stated in Rule 23). She may anchor, but not slip. She must not make fast to buoys, &c. She must not send an anchor out in a boat (except as stated in Rule 23). Any sounding must be done with lead and line alone (Rules 25, 26, and 27).
Yachts racing at night must carry lights by Board of Trade rules (Rule 28).
When accidents occur, competing yachts must help to save life (Rule 29).
A skipper should also remember that, 'should a flagrant breach of the racing rules be proved' against him, 'he may be disqualified by the Council,' for any stated period, 'from sailing in any race held under the Y.R.A. rules' (Rule 32).
Duties of the Official Measurer
An official measurer should be prepared to measure a yacht promptly at short notice. Consequently no person should accept the post whose time is much engaged in other business or pursuits.
The measurement of a racing-yacht's sails is left very much in the hands of the sailmakers. The only check usually applied is the measurement of the spars on which the sails are set. The secretary of the Y.R.A. is then able to check the accuracy of the sailmaker's measurements as recorded on a 'sailmaker's certificate,' which is guarded afterwards by the secretary, Y.R.A.
For instance, to check a cutter's mainsail, the boom and gaff are measured.
It would occupy too much space to describe the whole of the sail measurements, which are detailed on six or seven pages of the Y.R.A. book of rules—under Rule 3. Let it suffice to say that the actual area of each sail abaft a mast is found, and that the head-sail tax is obtained by the measurement of the fore-triangle; which will be done in 1894 as follows:—
'The perpendicular will be taken from the deck at the foreside of the mast to where the line of the luff of the foremost head-sail when extended cuts such perpendicular, and the base will be taken from foreside of mast to where the line of luff of foremost head-sail cuts the bowsprit, other spar, or hull' (General Meeting, Y.R.A., December 6, 1892).
The instructions to the measurer issued by direction of the Council on May 8, 1889, are, briefly, as follows:—
He must not measure a yacht in which he is interested as owner, designer, builder, or otherwise.
The taxable length must be obtained at slack water by measuring the L.O.A. on deck, and deducting the O.H. at stem and stern, found by hanging a lead-line from the bow and taffrail and measuring its distances from the outer edges of the owner's marks on the stem and stern. He must ascertain that the yacht is in correct racing trim, and the crew amidships (mid over-all length) when measuring these overhangs.
Sails, spinnaker gear, tackles, &c., may be put amidships at this time.
He should note and record the position of any movable ballast.
Each measurement should be taken twice, and recorded twice in the book, and a third time if there be material disagreement. The mean should be adopted. [This is wrong mathematically. The 'mean adopted' should be that of the observations which agree, the one with a 'material disagreement' being cancelled.]
By a new rule passed on December 6, 1892, 'owners are required to mark the rating length of their yachts at the bow and stern, which marks shall at all times be clear above the surface of the water when the yacht is lying in smooth water in her usual racing trim,' i.e. with crew amidships. See previous instructions.
The following matters connected with measurements are contained in Rule 3, and should be remembered:—
Notches cut away from the fair-line of the stem or stern post are not allowed for when the rating length is measured.
The segmental area bounded by the bent yard of a lug or other sail, and its chord, is included in the sail-area.
If the length of the spinnaker boom when shipped in its place square to the keel, and measured from its outer end to the fore-and-aft line of the mast, be greater than the base of the yacht's fore-triangle, it is substituted therefor in calculating the taxed area of head-sails.
The perpendicular for same triangle has already been referred to.
A measurer should send his measurements to the secretary, Y.R.A., by the first post in order that the owner may receive his yacht's certificate of rating as soon as possible.
At present the regulations on measurements are divided, some being placed in Rule 3, and some in the printed instructions to measurers. It would be far better to combine them into one appendix, which measurers, builders, designers, and owners alike could then refer to, and note precisely how matters should be arranged. Rule 3 should simply describe the rule for rating racing yachts and the Y.R.A. certificate of rating.
The remarks on the Y.R.A. rules end here, but the writer has been requested to include in this chapter a short examination of the various Rating Rules of different nationalities.