Yachting, Vol. 1

by Sir Edward Sullivan; Earl Thomas Brassey Brassey; R. T. Pritchett; C. E. Seth-Smith; Watson. G. L.

CHAPTER XI

BALTIC CRUISING
By E. F. Knight

A few English sailing yachts visit the Baltic every year, but that wind-swept sea can scarcely be termed one of the favourite cruising grounds of our pleasure fleet. This is not altogether strange; for the voyage is a long and rough one round the Skaw into the squally Cattegat; chilly gales and choppy seas in many summers form the rule rather than the exception among the Danish Islands, and the principal seaports of the inland sea are singularly dull and uninteresting.

Nevertheless—and the reader will soon understand that what I am about to say is in no wise inconsistent with my opening sentence—I am confident that the yachtsman who undertakes a summer's cruise on the Baltic in a small vessel will afterwards remember it as one of his very pleasantest experiences. This is a sea which is often coldly repelling to the cursory traveller, but it is strangely fascinating to him who takes the trouble to explore it, and the charm of it increases with further knowledge.

How interesting, to begin with, is the voyage out! For, with the small vessel I am speaking of, the yachtsman does not double the stormy Skaw, but sails in and out along all the winding coasts that were the cradle of our race, the lands of the Frisians, Saxons, Jutes, Angles, and Danes. Having waited for a slant in one of our Eastern ports—Harwich, for example—he crosses the North Sea to a Dutch harbour, follows the shores of the Zuider Zee, picks his way up the narrow channels that divide the sandy Frisian Islands from the mainland, enters the river Eider, and passes up the ship canal to Kiel.

And that port once reached, what possibilities of glorious cruising are before him! He has now left behind the discoloured waves of the North Sea, and his keel is cleaving water so limpid that every stone and weed is visible fathoms beneath. He can sail up narrow sounds between park-like glades and forests of pines and magnificent oaks and beeches; or up long winding fiords which take him beyond the coast belt of forest and pasture, and past the undulating corn lands, into the very heart of the Cimbrian peninsula, where the desolate moorlands of the Ahl, grand in their northern savagery, spread far on either side of the sinuous creek. There is the long Slie, a succession of lakes and narrows that leads to old Schleswig; there are the deep inlets of Flensborg, Apenrade, Veile, and many-islanded Liim; Ise Fiord, perhaps the fairest of all, with its promontories of noble forest; the lovely sounds of Svendborg and the Little Belt; and a score of other straits and lochs that make this in many respects the finest cruising ground in Europe. I do not know where else, when the sun shines out between the rain squalls, the sea appears so blue, the grass and the foliage seem so green and luxuriant, as in this land of Denmark. It is pleasant to sail, as one often does, suddenly out of the choppy windy open Baltic into the shelter of these narrows, where the great trees dip their branches into the smooth water, where one comes upon scene after scene of tender and restful beauty, and where the traveller knows, too, that whenever he may choose to land, at some trim village or opposite some snug old farmhouse, he is sure of a welcome from the kindly people. Then, if the yachtsman wishes for more open water, he can sail out of the fiord mouth and steer for one of the many delightful little islands that stud the Baltic. Remote many of them are, set in the middle of that treacherous sea, inhabited by a few primitive fishermen. The advent of a stranger is rare in the extreme. I spent two summers in these waters, and found that no British yacht had ever come before to most of the fiords and islets I explored.

For it happens that nearly all the charms I speak of are lost to him who sails these waters in a big vessel. It is a coasting voyage in a small craft I am advocating here. Of the fiords that penetrate the Cimbrian peninsula and the larger islands, only a few are available for a yacht of deep draught, and in order to visit some of the most beautiful of the inland waters one's vessel should not draw more than two feet. Again, though harbours that will admit coasters of even light tonnage are far apart on much of the iron-bound coast of the Baltic, there are to be found everywhere, at short intervals, little artificial havens that have been built for the accommodation of the craft of the herring fishermen; while the only shelter afforded by many of the islets consists of similar havens, frequented solely by the fishing and ferry boats. At the entrance of most of these miniature harbours there is a depth of about four feet of water at high tide.

Now bad weather springs up frequently and with wonderful suddenness in the Baltic, and a dangerous sea soon rises on those shallow waters. It is therefore of great advantage to have a boat of so light a draught as to be able to run for refuge into any of these little havens. Such a craft has nearly always a snug port not far under her lee while coasting here; whereas a larger craft can find no harbour for many leagues, and has to make the best she can of it on the open sea. The shallow boat is the safest for such a cruise, besides being the only one with which the most interesting inlets and islets can be visited. She must be small, but at the same time she must be as good a sea-boat as is possible for her size; for she is not likely to escape bad weather altogether on the Baltic.

Danske fishing-boat and anchor.

To some it may appear foolhardy to go so far on a small yacht like the one I am speaking of; but as a matter of fact it will be found that it is nearly always the cautious sailor and not the reckless one who succeeds in sailing his little vessel to distant shores. The imprudent and thoughtless man soon encounters such experiences, soon gets into such scrapes, on attempting a foreign cruise as will keep him for the future in the home waters he happens to know something about.

A voyage from England to the uttermost ends of the Baltic does not necessitate any really long runs for a yacht of small draught, and it is seldom that one need remain out at sea at night. It is well that it is so; for these are surely the most wind-vexed waters of Europe; violent north-westers rise in the most unexpected manner, and the stillest of summer mornings will as likely as not be succeeded by a howling wintry afternoon. It behoves the skipper of the small yacht to watch his weather very carefully in this treacherous region. Whenever a run of some distance is before him, from isle to isle, or along some portion of the coast where the havens of refuge are rare, he must patiently wait for a slant, and the advice of the aneroid in the cabin must be implicitly followed.

It is this last precaution that makes what otherwise would certainly be a dangerous cruise for a small craft an amusement less risky than are the majority of sports. It ought to be unnecessary to repeat such trite admonition as this; but in my experience it is the skipper of the small vessel who pays the least attention to his glass; and in all cases that have come under my notice when small yachts that have started to cross the North Sea or the Channel, or to make some other run of a dozen hours or so, have come to grief in any way in consequence of having encountered weather dangerously heavy for them, it is for the one reason that the skipper, possibly an excellent sailor in other respects, has neglected his aneroid. One may indeed make occasional runs in this blind fashion, trusting to the appearance of the sky alone, and yet no harm come of it; but on the sort of Baltic cruise I am describing there will, of course, be a number of such short runs; short, but quite long enough to make disaster a probability sooner or later if proper precautions be not taken, and it may be found that the pitcher has gone to the well once too often.

The life of the man who undertakes long coasting voyages in small craft depends more on his knowledge of the use of the barometer, and on his close observation of it, than it does on his good seamanship. A man I know had his dinghy carried away, and nearly lost his little yacht and his life, on a run from Ryde to Havre. The longshore wiseacres shook their heads when they heard of it, and spoke of the foolhardiness of sailing across Channel in so tiny a vessel. In this I maintain the wiseacres were wrong; the foolhardiness lay in the skipper's blinking at the heavens to windward and lee, and putting absolute faith in their deceptive appearance, while he entirely omitted to see what the glass was doing before he tripped his anchor. It is possible to practically insure for oneself fine weather, or at any rate the absence of dangerously bad weather, for a run of say a day and night, provided one have the patience to wait for it.

Roskilde from the Fiord.

I cannot recall an instance of having experienced really bad weather when my reading of the barometer had told me that it would be fine; but I have seen the weather-wisdom of many an old sea-dog at fault. In the Baltic the fishermen fail signally to read the signs of their own skies, as the following incident will show. I had sailed into a fishing-haven on Zeeland called Gillelie. I found a fête in progress which had detained the fishermen who would otherwise have sailed on that day to the distant island of Anholt for the autumn herring fishery. 'But we will all be off to-morrow,' said one to me. 'I do not think any of you will sail to-morrow or the day after; it will be blowing a gale of wind from the north-west,' I remarked, for my glass had been falling in most ominous fashion for some days. But my friends thought they knew better. 'You are a stranger here,' said they; 'we fishing-folk know the signs of the sky in our country. The wind is south-west, and it will remain fine. The barometer is not to be trusted in the Baltic.' Well, at midnight the wind had shifted to north-west, and was howling through the bending pines; by dawn the gale had burst upon us, for two days it blew a very hurricane, and there was much loss of life and shipping on the Cattegat. Had it not been for the fête the fishermen would have put to sea, and few would ever have been seen again. I converted the fishermen of Gillelie to a belief in the barometer, and I believe that they forthwith applied to the Danish Government for one of those glasses which it supplies to seaports for the public use.

Having given my reasons for recommending a small vessel of light draught for Baltic cruising, I will now explain what I consider that vessel should be like. I am about to preach rank heresy, but I should certainly act up to my preaching were I ever again to make preparations for a similar voyage.

The craft that last carried me about those seas was an old teak P. & O. lifeboat, 29 feet in length, which had been decked, rigged as a ketch, provided with six inches of false keel, and so converted into a yacht of three tons register. A boat something like this one appears to me to be the best adapted for the purpose in question—a boat with pointed stern and considerable sheer, such as my lifeboat was, and such, too, as are the herring fishing boats of the Cattegat. Her beam should be about one-quarter of her length, her draught should not exceed 2 ft. 6 in., and she should have less ballast by a good deal than is generally put into a boat of her tonnage; for she must be comfortable when in rough water, be light and lively, and leap over the steep seas of the Baltic instead of driving herself through them.

My old lifeboat was the best sea-boat of her size I have ever come across. Once I was caught with her in a north-wester in the Gulf of Heligoland, and had to run to Cuxhaven before a really heavy sea. That little boat acquitted herself in a way that astonished us; presenting as she did a sharp stern to the steep following seas, she showed no tendency to broach to, but steered with beautiful ease, rising like a duck to every roller. Why more of our little cruisers are not constructed with these lifeboat sterns I could never understand. Anyone who has run before a high breaking sea in both styles of craft will appreciate the enormous difference between the behaviour of the long-countered vessel and the one with the pointed stern. The latter is undoubtedly the boat for comfort and safety in a sea-way.

A Danske craft.

In such a boat as I am describing one could sail, single-handed, if one was so minded, to Finland or to the furthest depths of the Gulf of Bothnia, and run less risk than one would in most vessels four times her size.

We have now got a good sea-boat almost as safe as a lifeboat—but the next question is, how will she sail? A double-ended craft like the one I am speaking of will run or reach as well as anything of her size; but, being of such light draught, though she will turn to windward well enough, maybe, in smooth water, she will be a very slow boat, making scarcely any headway, but considerable leeway, when she encounters the tumbling waters of the Zuider Zee or Baltic on a breezy day. This, of course, must be remedied by some means; for we cannot always have fair winds and smooth waters. And now I am coming to my greatest heresy—I would not make a hole in the bottom of my boat and pass the orthodox centreboard through it; but I should sling on either side of her the heterodox leeboard.

In this country we are not accustomed to see leeboards on pleasure craft, and they are considered to be ugly. In Holland, where they also know something about small yachts, elegant polished oak brass-bound leeboards are invariably attached to the brightly polished little oaken vessel. One soon comes to consider a leeboard as an ornament. The appearance of a long double-ended boat is distinctly improved by these wing-like appendages. Finding that my lifeboat was so unsatisfactory on a wind, I got a Dutch shipwright at Harlingen to fit two shapely oaken leeboards upon her, which suited her well, for she herself was of polished teak. I remember that when her leeboards were once temporarily removed we felt quite ashamed of her, so lank and naked did she appear in our eyes. But the leeboards were still more useful than they were beautiful. When I put out with them into the choppy Zuider Zee I was astounded at the success of my plan. The vessel turned to windward as she had never done before, and I soon came to the conclusion that I had almost arrived at the ideal of a shallow-water cruiser.

Leeboards have many undoubted advantages over centreboards. To make a long hole through the bottom of a boat cannot but weaken her. The trunk of a centreboard is ever in the way in a small cabin. In rough water a centreboard must strain a boat more than a leeboard does. On a little vessel like the one in question the leeboards are not cumbersome, but can be readily unshipped and stowed on deck or below when there is a leading wind, or when one is hove-to in bad weather, or rolling about at anchor. And, most important of all, if the boat runs ashore, the leeboards will come gently up, whereas a centre-plate may become jammed, and so bend or break. A leeboard never refuses to be hauled up or dropped down.

A good craft for the Baltic.

In many of the shallow Baltic fiords one is apt to run ashore pretty frequently, and sometimes on rough ground that would subject a boat to severe strain unless the centreboard were pulled up very smartly. Again, some portions of these fiords in summer present the appearance of green fields, so thickly are they overgrown with weeds whose branches float on the surface of the brackish water. It is impossible to bring a centreboard boat into this tangle. The weeds gather round the plate, choke the trunk, and cannot be cleared in many cases until the boat has been hauled up on dry land. But leeboards can be lifted and cleared in a moment, and the boat provided with them can sail over meadows of aquatic growth that would effectually bar the approach of the orthodox yacht. To reach the inland brednings or 'broads' of the Baltic, far larger and as fair as those of Norfolk, one must often pass through these weedy passages, and this is not one of the least of my reasons for advocating the leeboard.

I should like to see leeboards more employed in this country. I remember as a small boy coming into possession of my first boat, some old ship's dinghy. I put sails in her, but, to my disgust, not a bit would she turn to windward. I tried to fix a false keel on her, but my appliances were few, and I was unsuccessful. Now, had I known of the simple expedient of the leeboard, limited as was my carpentering skill, I should have had no trouble in making my boat tack. The pleasure of sailing was thus denied to me for several years afterwards, and all through my ignorance of the leeboard. There must be plenty of boys at the present time in similar plight, in parts of the Far West for instance, where, as I discovered the other day, the very name of leeboard is unknown. In an hour or so anyone can convert almost anything that will float into something that will sail by means of leeboards; and this is a fact well worth knowing when one finds oneself in some wild corner of the earth and wishes to extemporise a sailing-craft. I have done something of the sort on more than one occasion. Once I was living by the shores of a lake in Florida. I started at short notice for a fortnight's cruise inside the keys that line the coast of the Gulf of Mexico above Tampa. Nothing else being procurable, I borrowed one of the canoes of the country, a flat-bottomed punt with no more lines than a horse-trough. I manufactured a sail, and one leeboard which I could throw over from one side to the other according to the tack I was on; and away I went with rod and gun down the shallow passes, up winding bayous and across broad lakes; a delightful little cruise; and my strange craft, to the astonishment of the crackers, sailed like a witch. It was the very coast for a leeboard; for the channels between the keys and the mainland are often very shallow—so shallow, indeed, that when the tempestuous north wind blew and the rising waves poured into my vessel, so that she would soon have filled and settled to the bottom, I was sometimes enabled to lighten her, and so save her, by stepping overboard; and then I would walk ahead of her, painter in hand, and tow her against wind and sea until the weather moderated—a manœuvre that can be recommended under such circumstances.

Towing head to wind.

To return to our little Baltic cruiser—I have only given the broad features of what I consider to be the most fitting craft. As for the details of rig, cabin arrangements, and so forth, each man knows best what he requires. But were I having such a boat made ready for myself, she should be built of oak. Her sides and leeboard should not be painted, but be varnished and kept brightly polished after the Dutch fashion—boiled oil and rosin is the mixture for the purpose. She should have a small well. There should be the usual hatch on the cabin-roof to slide back and facilitate entrance to the cabin; but, instead of the usual cabin-doors, I should have a water-tight bulkhead between the well and cabin, with only a small square opening at the top, which could be closed with a sliding shutter when necessary. The cabin would then be kept snug and dry.

It is, of course, the right thing for the skipper of a small vessel to run for a port when bad weather is coming on; but this cannot always be done, and it is by far the wiser policy to remain on the open sea and make the best of it than to rush blindly before the gale towards a harbour whose dangers and difficulties are unknown to one. I remember once being with some men who, because the sea was rather ugly, were very anxious to run into a most dangerous river mouth, to the almost certain perdition of our vessel. This was the suggestion of panic, but they called it prudence. Some small vessels, even though they be rather shallow, like the one I am speaking of, can claw off a lee shore in pretty heavy weather. Unless one have the misfortune to be embayed, there is generally one tack on which the boat can keep off the land—despite the leeway—well snugged down, with as little head-sail as possible on her, and forging slowly ahead all the time. But on such occasions there must be a good man at the tiller. Mr. ——, the most skilful sailor of small craft we have ever had, who used to knock about single-handed in all sorts of weather, and who, it will be remembered, at last died alone of heart-disease on his vessel in mid-channel—a fitting death for such a man—made it a rule to beat to sea instead of running for a port on the appearance of bad weather. He proved what can be done with a tiny yacht properly handled. But then he was a consummate seaman—so much so, indeed, that those who knew him affirm that no other man than he could have performed some of his exploits.

A little vessel may be blown away from the land, or have plenty of sea-room to leeward when the storm attacks her. Then it is not so difficult to know and to do the right thing. If the craft be such as I am imagining her to be, she should be able to ride out almost any weather with drogue out, and possibly a bit of trysail or mizzen set, sheeted well amidships. Every small yacht should be provided with one of these drogues or sea-anchors when a long cruise is to be undertaken. I have never seen one employed; but I was in the habit of carrying one, which consisted of an iron ring some 3 feet broad, to which was bent a stout canvas bag with a pointed end. A bridle was attached to the ring by which it could be made fast to a 20-fathom grass-rope. A very good drogue, which serves as a breakwater as well, can be extemporised with a spar. If one side of a small strong jib be bent on the spar, and a weight be attached to the lower corner of the jib, this ought to form a very efficient drag.

To sum up—for cruising on the charming inland waters of the Baltic, and for getting about from one part of that sea to another, the most fitting craft is, I believe, such a one as I have sketched out, sharp-sterned, with ample freeboard, with good sheer, of shallow draught, lightly ballasted, and provided with leeboards. With a boat constructed on these lines, a man who neglects not his aneroid should be able to make a very delightful voyage along the coasts of our Viking ancestors, and very much further from home, too, if he wishes it; while she would also be found a capital craft for sailing about the mouth of the Thames, the Norfolk Broads, and Dutch waters. But at Cowes they might stare at her with the eye of prejudice.

CHAPTER XII

FIVE-TONNERS AND FIVE-RATERS IN THE NORTH
By G. L. Blake

A few years ago a great sportsman, whose privilege it had been to take an active part in nearly every form of sport known to the British Isles, was asked which of them all he thought should be placed at the head of the list as being most conducive to make its follower manly, and at the same time least open to the criticism of those who are always inclined to find fault with their neighbours' methods of employing their spare time. There was some little hesitation before he gave an answer, but at length he expressed an opinion that yachting excelled all others. To enumerate a few of his reasons will not be out of place here.

The first and foremost was the utter absence of any possibility of cruelty, as calls could only be made on inanimate materials and the yachtsmen themselves. Then it was quite out of the question for a man to be a thorough yachtsman without courage and endurance being brought into play. Quickness of action, or the ability to think and act at the same time, was also a necessity in yachting, as it was in most other sports; but it was an absolute one here, because the elements were an unknown force, and sudden contingencies, not to be equalled in intensity or severity by any possible emergency ashore, had frequently to be faced. This quality—quickness of resource—was, of all others, the characteristic of the sailor.

Two more points were added, which certainly tend to place yachting, and yacht racing especially, in the fore rank of sports. The first was that yacht racing and cruising are carried on by those who enter upon them, not in any way as a business, but solely for the love of the sea. The prizes, such as they are, when bestowed in money are so small in comparison with the outlay and cost in building and sailing a racing crack, that in most of the recognised classes they only go a very little way towards lessening the general expenditure, whilst as for betting on the races, such a thing was rare in the extreme.

The last argument was that 'unfair sailing' was a thing almost, if not quite, unknown, and if there was an argument in favour of extra money for yachts' crews on racing days, it was that it helped to encourage all hands to do their utmost to make their vessels, let the look-out be ever so bad, come in and win.

To one desirous not only of enjoying the sport, but also of really understanding every detail connected with it, from splicing, knotting, sail-making, varnishing, painting, cleaning brasswork, setting, taking in, reefing or shifting sail, to steering a clean full-and-bye against a head-sea, or learning to make himself comfortable on the smallest possible fit-out, an old yachtsman's advice is, the smaller the boat chosen to begin with the better; and after a quarter of a century's experience of small yachts in all weathers, seas, and climates, he believes the vessel of about 30 feet in length, with a moderate beam and draught of water, is the smallest capable of keeping the sea with any degree of comfort and safety. There are no more suitable yachts of the size referred to than those built under the old Thames Rule of Measurement, or the late Rule of the Yacht Racing Association, to sail in the class for yachts of 5 tons and under. A restriction might be added to the exclusion of such yachts as were the extreme outcome of the rule; but as only three were built—one designed by Mr. G. L. Watson and the late Mr. Payton's two vessels, both of which were lost—there is no need for the limitation; and on looking back into the eighties it will be found that the 3-ton class in the South and the 3½-ton class in the North altogether monopolised the true plank-on-edge model entirely for themselves. Though the extreme types under the old rule were long, narrow, and deep, they were fine weatherly little sea-boats to the practised hand, but as a school for the tiro, except in racing, too heavily sparred and too narrow.

The main point in favour of the 5-ton yacht built under the old rule—for the 5-rater of to-day is almost as large as the former 10-tonner, and requires quite as many, if not more, hands to work her on a racing day with her present lugsail rig—is that she is easily worked with one good hand, can be raced with three, or easily with four; and those whose early practical yachting experience was gained as small yacht sailors and yacht-owners will agree in this, that their happiest hours were spent in the boat that required fewest paid hands, or when their ship was of such a size that they were able to put to sea single-handed, or perhaps in company with a friend who could make himself useful. There are many who will say that a 10-ton or even a 20-ton yacht is too small to stand out to sea in; but when a yacht is of such a size that she requires more hands than one to work her there will be little or nothing learned, whereas, if the yacht is just a little too much for one man to handle, the owner is bound to do his portion of work each day, and what he does not know will soon be taught him by his man, so that he may enjoy his fair share of rest and not have to be called up in the middle of his watch below. Besides, if the cost is a consideration, a 5-ton yacht can be built for just half the price of a 10-tonner, and the keeping it up is very much smaller in proportion.

It is not quite twenty years since the racing yachts of 5 tons were formed into a class, and prizes awarded them. The Clyde yachtsmen were the first to appreciate the value and capabilities of the little ships for affording good all-round sport, and the small expenditure entailed at that date in building them was a consideration in their favour. It has been a favourite class ever since.

In Dublin Bay small yacht racing is far from a novelty, but it is only within the last few years that boats have been built to the class adopted in the seventies, viz., for 'yachts of 6 tons and under,' time allowance having previously been used to bring the small fry together. At that time Liverpool had two pet classes, the 20-ton and 10-ton, and such small yachts as were located on the Sloyne entered in the latter class.

It was about the middle of the summer of 1873 that the writer's attention was first drawn to small racing yachts under 7 tons, and the way in which they could face almost all weathers. It had been, as it is at the present day, the custom to decry and run down racing yachts as unfit to be made into cruisers. 'The scantlings were light,' 'the framework was weak,' 'the plank, especially at the garboards and towards the run under the counter, may have been dubbed down to almost the thickness of brown paper.' This latter process was often resorted to some twenty-five years ago, so that ballast in the form of lead sheeting might be padded on to the keel and garboards. More than one large yacht at that period had been so treated that she was supposed to have not much more than half-an-inch planking at her two lowest strakes. 'I would not buy an old racing yacht if I were you.' Such were the comments and never-ceasing advice dinned into the ear; 'besides, they are fearfully wet in a sea-way, and most uncomfortable,' and, therefore, at that time the writer's vessel was a strong, able, high free-boarded schooner of 11 tons. In that year there could not have been a dozen yachts, taking our coasts round, which were being raced as 5-tonners, but there were classes made up of yachts of 7 tons and under, which took in some stray 3- and 4-tonners, and here and there a casual 5- or 6-tonner. One of the best of these 6-ton yachts (and this is including all the Scotch and South-country boats) was a little vessel built in 1871 for Mr. W. A. Tomlinson, by Mr. Dickenson, of Birkenhead, the well-known builder and designer of the principal pioneer Liverpool 10-tonners. Unfortunately her dimensions cannot be correctly stated, but she was about 32 feet between stem and sternpost on deck, some 6 ft. 6 in. in beam, and had a draught of 5 feet or a little more—that is, she was as nearly as possible the size of the 5-tonner of a five or six years' later date.

The occasion on which the 'Wyvern' came under the writer's special notice was one long to be remembered on account of the anxiety created among the little yacht's admirers at Kingstown, owing to the severity of the gale that blew after she had left that port for Liverpool. There had been a regatta in Dublin Bay, where, as is usual, all the small boats of the St. George's Channel had collected to do battle. The 'Wyvern' had come over from the Mersey, and having won, her owner (at that time Mr. Colin Napier, of Liverpool) had left her in the hands of his two men, that he might hurry back to his business by steamer. The men were ordered to make the best of their way to Birkenhead, as the yacht had been entered for a local regatta the same week.

They started early on a Wednesday, but unfortunately ran aground on the rocks at the end of the eastern breakwater on which the lighthouse is built. For the greater part of the day the boat was standing high and dry some feet above the low-water mark, but she sustained no damage, was floated off at the return of the tide, and left at once for her destination. The hour of her departure was about three or four o'clock in the afternoon. Three yachts left the harbour in company with her, bound for the same port, all three being at least 25-tonners.

As the barometer had been falling ever since the morning, and there was every indication of bad weather, the skipper in charge of the 'Wyvern' was repeatedly advised to postpone his start till the following day, or till a change in the weather should take place; but it was to no purpose, since he was very anxious to reach the Mersey as soon as possible.

DUBLIN, KINGSTOWN AND MERSEY
F. S. Weller.

Towards 6 p.m. the north-westerly breeze, which had been blowing since noon, increased considerably, so much so, that first one and then the other of the larger yachts gave up and turned tail before it might become too late, the last to say good-bye being the largest of the three. This yacht, a well-known hard-weather vessel of over 40 tons measurement, after trying to signal a last advice to the little 'Wyvern' to return, put her helm down (though she was well past the Kish Lightship), and made herself snug for the dusting she was in for on the journey back to Kingstown.

On shore, at both club-houses, the greatest alarm was being felt not only for the 'Wyvern's' safety, but also for the welfare of her three larger sisters, and the anxiety on the 'Wyvern's' account increased still more when her three companions put in their appearance again at their moorings. During the evening and through the night the wind increased to a whole gale, and the meteorological report next morning proved anything but pleasant reading, whilst among the old salts and those best acquainted with the capabilities of small yachts little hope was felt of ever seeing the 'Wyvern' again.

On the evening of the next day the writer left Kingstown for Liverpool in his yacht, and fell in with the Mersey 10-tonners making the best of their way down river. The nearest yacht hailed informed him that the 'Wyvern' had arrived all safe, and had made a very fast passage across to the Sloyne. A few days after, meeting the skipper, a full account of the trip was given, and there was no limit to the eulogies he had to bestow on the yacht. During the night the sea had increased the further they sailed from under the lee of the land, but for all that the only time any seas were shipped was when off Holyhead. Twice only had they to free the yacht of water, and on those occasions very little had gone into the cabin.

The 'Wyvern' was not a yacht of large displacement; she inclined, indeed, rather the other way. Those who have seen the 'Naiad' or 'Pastime' hauled up out of water (two of Dickenson's old crack 10-tonners which now frequent the South Coast ports) will have a better idea than any words can give of the 'Wyvern's' style of model and midship section. Built for length on deck, there was no necessity for shortening up the water-line, and her sternpost had no very great rake. Her buttock lines were as easy and fair as could be, giving her a slightly hollowed entrance with a nice clean run aft. Her extreme draught was not much over 5 feet, and her keel ran almost straight from the heel of the sternpost to the foot of the stem—that is, with very little if any rocker (or rounding) to it. Dickenson had a very admirable method of finishing off the after end of his yachts, and their counters were all light, and neatly put on. The 'Wyvern's' counter was particularly so. She was flush-decked save a large cockpit, which opened into the cabin, and which was surrounded by a 5-inch combing. This was the only weak or vulnerable part about her; for if a really heavy lump of water had filled it, there was nothing to prevent the cabin being swamped. Her fittings below were of the simplest description, though very comfortable. The sofas on each side of the saloon formed lockers and berths, and beyond these a pantry and a fitting for a lavatory, which was forward on the starboard side, with the usual two square lockers at the after ends of the sofas, were all the furniture of any consequence she contained. She had wood floors, iron not having come into fashion at that time, and carried the greater part of her ballast inside to the tune of 3 tons of lead and 10 cwt. of iron. Her outside ballast consisted of a 14-cwt. lead keel, which was considered in those days a very heavy keel for so small a yacht. She was one of the first small yachts of 6 tons or under that was fitted with a flush deck and ordinary skylight, and in every way she looked the picture of smartness. When she was first built her principal antagonists about her own size were the 'Adèle,' a small 5-ton yacht also by Dickenson, the 'Pet,' 5 tons, built at Douglas, Isle of Man, in 1871, and a very fast 3-tonner, the 'Barracouta,' built by Bishop in 1860, for Mr. J. M. Hannay. She was altered in 1874 into a yawl in order to race in the 5-ton class, which was at that time just beginning to be popular.

Among the most celebrated of the early 5-tonners were three yachts, the 'Pearl,' 'Torment,' and 'Arrow.' Of the three, the 'Pearl' and 'Torment' were the best known, and are still held in loving memory by many a yachting enthusiast. The 'Torment,' owned by that well-known yachtsman the late Secretary to the Royal Irish Yacht Club, was raced from the day of her birth, some time about the year 1850, and was always a leader of the van. Her racing career lasted not much less than twenty years, and it was only the lead keels and the deep bodies given to the later yachts that brought it to a close. It is when looking back on such good old warriors as the 'Torment' and the 'Mosquito,' among the larger racers, that lovers of the sport whose incomes are limited must agree that the old days were good indeed. It was not necessary then to be the fortunate possessor of a new vessel each season to enable the lover of yacht racing to win prizes and keep well in with the flyers of the year. When an old boat appeared to be not quite up to the mark, or lacking in the requisite turn of speed, little was done to make her beat some new comer beyond a few alterations, which as a rule took the form of doctoring up one or other of her ends, or, perhaps, lengthening her out amidships. The most remarkable example of how a yacht's racing life could be made to outlive many competitors and leave her a winner to the last, by effecting alteration after alteration on her hull, was that of the old 'Arrow,' which belonged to Mr. Tankerville Chamberlayne. Alas! the days when an alteration was quite sufficient to keep a yacht successful have long since passed away, and from the present outlook seem as if they will never again return.

The 'Pearl,' like the 'Torment,' was a hard nut to crack for all the new aspirants to fame which were built to beat her, and she kept her position as the fastest of the 'Mosquito' fleet for an untold number of years. She hailed from Fairlie, that birthplace of hundreds of fast, powerful winners, so dear to the hearts of all Scotch yachtsmen, and so well known in almost, every corner of the globe. She was owned and built by Mr. Fife early in the sixties, and after ending her racing career in the Clyde has found her way over to France, where she is as much appreciated as she was in the height of her day in Scotch waters, and has kept up her reputation of being a difficult boat to beat. Her dimensions were: length, 25 feet; beam, 7 feet; and draught, 4 feet. There were many yachts built to beat her, among them being the 5-tonners 'Hilda' and 'Viola,' designed, owned, and built by Mr. Inglis. This well-known yachtsman also launched a very pretty schooner of 8 tons called the 'Cordelia,' now, unhappily, lying at the bottom of the sea. She, like his other two ventures, was designed to race in the 5-ton class, and also to put the wee 'Pearl's' nose out of joint. They were all three big boats, fully decked, and veritable ships when compared with the 'Pearl.' They drew a foot or two more water, had big midship sections, and were in every way larger and more powerful yachts. Their success, however, was only partial, and it was a question whether, after all, the old boat did not in the long run hold her own.

The 'Arrow's' reputation was only of short duration in comparison with the 'Torment' and 'Pearl,' but she was a remarkably small boat, and very like them in the main features of her design. She was got out originally to play a part very different from that in which she proved herself so successful, having been built and launched for a fishing-boat to trawl in the Thames; but her speed, like that of the Liverpool 10-tonner 'Wonderful,' showed up so conspicuously when sailing in company with other fast boats that she was forthwith bought, turned into a yacht, and made to fly a racing burgee. As may be supposed, both the 'Torment' and 'Arrow,' as well as the 'Pearl,' were only half-decked boats with waterways round them.

In the year 1873, Mr. Stowe, of Shoreham, built the 'Diamond' to the design of her owner, Mr. W. Baden-Powell. She won some few races under his flag, but the chief reason of her name appearing in these pages is that she was, if the writer is not very much mistaken, the first of all the yachts of 5 tons and under in the south of England to go from port to port and race, her owner and his friends living on board. The 'Diamond' was a decided advance on the boats of her tonnage stationed between the Thames and Southampton; yet she looked small indeed when moored alongside the yachts of a year or two later date. Her length was 26 feet, with a beam of 7 feet, and an extreme draught of 4 ft. 6 in. She ran her fore and aft lines right fair to her taffrail, and had a long counter, part of which was submerged when she was down to her load-water-line. With such a small draught of water her height under the deck was necessarily low; she had however a high fixed coach roof, which helped her out of that difficulty to a certain extent. The cabin was roomy and made up four berths, but her weak point, like that of the 'Wyvern,' was her immense cockpit, which was almost as capacious as her cabin.

In 1874 the late Mr. Charles Weguelin illustrated in a prophetical manner what were to be the dimensions and proportion of length to beam of the yacht of the future. The 'Alouette' was a 5-tonner, 33 ft. 7 in. in length from stem to sternpost on deck, 5 ft. 9 in. in beam, and with an extreme draught of 6 feet. She was built from Mr. Weguelin's design by Robertson, of Ipswich, but was not a great beauty to look at out of the water. Her body was long and full, and her displacement naturally large, though nothing like that given to vessels constructed on similar dimensions during the ensuing decade. Her chief antagonists were yachts of quite an opposite design, beamy, and of no great draught, besides being of a greater tonnage, such as the 'Virago,' 6 tons, 'Rayonette,' 8 tons, and 'Zephyr,' 9 tons. Against these the 'Alouette' was very successful, but her course was run as a successful racer when the season of 1876 ushered in one of the late Mr. Dan Hatcher's most triumphant achievements. Mr. Weguelin was so satisfied with what his 5-tonner had done that he set to work, and in 1875 placed the design of a 40-tonner in the late Mr. Ratsey's hands, who launched from his yard the 'Christine,' the counterpart of the 'Alouette,' only twice her size; that is, by doubling all the dimensions of the 5-tonner, the 'Christine,' a 40-tonner, was the result. The 'Christine,' however, did not fulfil the expectations of her designer, and though her length approached as nearly as possible to that of the 60-tonners of her date, still she could do nothing with them.

Before saying farewell to the 'Alouette,' it is as well to remember that, notwithstanding her small amount of beam, she was a grand sea-boat. On one occasion she sailed from Southampton to Algiers and made a very good passage, considering that she had to face some very heavy weather on her journey. It has become the custom to run down the seaworthiness of the yachts built under the old rule, but the number of examples that could be produced, if time and space permitted, of what the old 5-tonner would go through, and that at her ease and without any fuss, would more than astonish many who now, in the faith they bestow on the boat with three beams to her length, forget the comfort and safety in which they were carried about by the old boats of five to six beams to their length. The 'Alouette' was wrecked at Algiers in 1890. She broke adrift from her moorings during a gale of wind, and was smashed up into matchwood. Nothing was saved from her.

The season of 1876 was one especially to be remembered among those interested in the now established 5-ton class, as it witnessed the advent of three grand additions to the greatly increased fleet sailing in that class. Each yacht was from the well-thought-out drawing of a master-hand, and each was the representative of the three several schools of yacht-design, the 'Freda' being the work of the late Mr. Dan Hatcher of Belvidere, Northam, near Southampton; the 'Camellia' the offspring of Mr. William Fife, jun., of Fairlie, on the Clyde; while the 'Vril' was built from the design of Mr. G. L. Watson, of Glasgow.

The 'Vril' holds the right of precedence in that she was not only designed, but built and sailed, by her three owners, Messrs. G. L. Watson, John Lawrence and J. B. Hilliard, who, assisted by two carpenters, put her together in the Messrs. Henderson's yard at Partick, Glasgow. She was a fine, round-bodied little vessel, with a large sectional area and great sail-carrying powers. She had less waste surface for friction and skin resistance in proportion to her size than many a yacht of a much smaller tonnage. In several ways she might be said to have been a novelty, as she was the first yacht that was fitted with a heavy lead keel consisting of the whole of her ballast. Her counter was short and tucked up with a knuckle on the quarter. She had no bulkheads, and her fittings were only such as were absolutely necessary; still very little goes a long way towards making a small yacht comfortable, and her head-room under her deck made her 'tween decks look like a palace. She was about the last yacht that was supplied with the fore and aft studding-sail (or stu'n's'l, as it is called) known as the 'ringtail'; but it was seldom, if ever, called into use. For small yachts such wind scrapers are more trouble than they are worth, to say nothing of the room the extra spars take up. The 'Vril's' record was remarkably good, and though the three friends, assisted by an amateur or two, were her only crew during her first season—for her owners would not have a paid hand on board—she won a full quantum of first prizes, and with the clever boats she had for rivals praise must be meted out not only to the little yacht herself, but to those who sailed her for the smart manner in which she was handled.

The 'Camellia' and 'Vril' were, with the exception of their draught, almost identical in their dimensions, the 'Vril' being 28 ft. 3 in. long and the 'Camellia' 28 feet. Their respective beams were the same, 6 ft. 6 in., and they drew, the 'Vril' 6 feet and 'Camellia' about 5 feet of water. The 'Vril' at the end of her third season was sold and turned into a fast cruiser. Her fittings, as they are now, are very elaborate and are well illustrated and explained in the seventh edition of that handy and serviceable book, 'A Manual of Yacht- and Boat-Sailing.' She has been laid up for some time at Mr. Robertson's yard at Sandbank in the Holy Loch, where her proximity to many new yachts makes the signs of the sere and yellow-leaf stage of her existence, which is creeping upon her, very apparent. But there is life in the old boat yet, and her owner has in the 'Vril' a fine, able, comfortable little cruiser.

It is now some six years since the writer had the pleasure of seeing the 'Camellia.' She had just been sold to a gentleman to go to Stranraer, where she is at the present time. She was hauled up on Fairlie beach in charge of the late Mr. Boag, and was awaiting a suitable tide for being launched. The 'Camellia,' though of like dimensions to the 'Vril,' was altogether different in form, and to those acquainted with the Fairlie type was as pretty an example of what the Messrs. Fife were in the habit of turning out at that period as it was possible to select. She and her sister ship the 'Clio' were both built from the same drawing, and were the first boats in which Mr. William Fife, jun., whose name is now a household word among men interested in yachting matters, played the conspicuous part of designer. The 'Camellia' was a smaller-bodied boat altogether, more compact than either the 'Vril' or 'Freda,' with a powerful entrance and fine run, and ribbands as fair as they could be. Messrs. Craig and Lawson, for whom she was built, possessed in her a little sea-boat capable of being driven in all weathers, and the harder it blew the more she seemed to like it. With less bilge and somewhat higher floor than 'Vril,' she was fitted, like her predecessor the 'Pearl,' with simply a half-deck and waterways, and was strengthened by a strong beam running across her to which the pump was attached. Of course in smooth water it was a great advantage being able to work the yacht from below, but in anything like very heavy weather she carried hatches for covering in the open space. Both the 'Vril' and 'Freda' were fitted with topmasts, but giving the 'Camellia' the same fitting was only an afterthought, for when she was launched, like the 'Clio,' she was supplied with a polemast. Three or four years after her appearance she was decked in and provided with a very neat coach roof, or booby hatch, but her head-room below in her cabin could not have been more than 4 feet. She makes a very good cruiser now, and from the grand work put into her, as into all yachts which hail from the great Fairlie yard, her sides looked when last seen as fresh and as smooth as on the day when she first saw the water.

'Freda.'

The 'Freda' is (for she is still hale, strong, and fit to show her tail to many a vessel of her size on cruising terms) a fine able boat, some 30 ft. 4 in. on the L.W.L., with a beam of 6 ft. 1-¼ in. and draught of water 6 ft. 6 in. She is, like all the Belvidere yachts of those days, a boat of large displacement with a grand midship section, with Hatcher's well-known entrance, and a rather lighter quarter than usual. Her sternpost has very little rake in it; in fact, excessive rake of sternpost was a rarity during the seventies, and her keel was only slightly rockered. Most of her ballast, about 2 tons 14 cwt., was carried inside, and the lead on her keel was under 2 tons. She was built for Mr. Freake, her planking being altogether of mahogany. All the wood, dead woods, ribs, and planking were got out in Mr. Hatcher's yard and then taken to Mr. Freake's estate, where she was put together and finished off. As a model yacht she is a perfect picture both above and below water, as well as on deck and in the cabin. With a flush deck and a small water-tight cockpit, after the fashion of the 10-tonners, and a neat skylight, the 'Freda' looks all over fit to go, and equal to all emergencies. She has proved herself quite as much at home when cutting her way through a head sea as when smooth water and dry decks have been the rule. She was the home of her racing crew, and Mr. Beavor Webb, who sailed her during her racing career, and afterwards bought her from Mr. Freake, could spin many a yarn of the little boat's great weatherly capabilities.

No three yachts were more unlike each other, and after all the 'Freda' had done down South, and the 'Vril' and 'Camellia's' successes in the Clyde, so much attention was attracted to them that at last a series of matches was arranged to take place between them off Holyhead the following season of 1877. The place was well chosen, as in bringing the several matches off on the coast of Holyhead Island there was no chance of favouritism, since the locality was strange to all concerned, and the yachts had to prove their worth in a sea quite different from that to which any of them had been accustomed. It is not too much to say that, owing to the distance that had to be covered before the three yachts could reach Holyhead, and the fame of their doings in the yacht-racing world, no more interesting racing has since taken place, either in America or in our own home waters, than the matches that were sailed off by these little opponents.

The arrangement was that 'Freda' should sail 'Camellia' and 'Vril' separately, and the yacht that pulled off two out of each three races was to be declared the winner. The weather for some days prior to and during the race week was anything but inviting, and the manner in which the yachts worked their way to their port showed at once what kind of stuff they were. The 'Vril' was unfortunate, for owing to some gross carelessness the men who brought the yacht round from the Clyde allowed her mainsail to get damaged to such an extent that during the trials it could scarcely be made to stand. The stakes were for 100l. a side. The first match between 'Freda' and 'Vril' took place on May 14, 1877. The courses on each occasion were arranged by Messrs. G. L. Watson and Dixon Kemp. On the first day the course lay from the New Harbour across a line between the 20-ton yacht 'Challenge' and a buoy, round the end of the breakwater westward, rounding a flag-boat outside the inner end of the breakwater, thence eastward three miles round the Bolivar buoy; thence to a mark-boat off the old pier, twice round, finishing between the 'Challenge' and the starting buoy, 14 miles. There could not have been a finer trial than these three matches afforded. The wind on the 14th was light from E.S.E., shifting to the eastward, accompanied by rain, whilst on the second day it veered round between S.W. and N.W., and brought up with it the usual sea that most yachtsmen frequenting St. George's Channel know so well and hate so cordially. Space will not permit a full account of the races to be given here, but should details be required, they will be found most faithfully recorded in an article in 'Hunt's Magazine' for the year 1877, which has greatly assisted the writer in refreshing his memory, or in the 'Field' newspaper that was published on the Saturday following the races.

The first match was the 'Vril's.' She was the first over the line, and though the 'Freda' very soon after passed her to leeward, she soon regained her original position, and gradually so increased her lead that at the end of the first round she was 1 min. 30 secs. ahead of her rival. The two little flyers had donned for the occasion all plain lower sail with working topsails aloft. On the run out for the breakwater the second time spinnakers were set, when the 'Vril' was unfortunate enough to carry away the goose-neck of her spinnaker boom. This was followed by the boom slipping into the water and at once snapping in two. Her crew smartly cleared the wreck, the outer end of the boom was lashed to the weather rigging, and the spinnaker set once more. Those familiar with such matters will readily understand how well things must have been done on board the Scotch yacht, when it is said that 50 seconds were all that the 'Freda' made out of the mishap. Before reaching the Bolivar buoy, the 'Vril' had more than made up her lost ground; and though on the journey home the 'Freda' gained a little, she was decidedly beaten, as she came in nearly 6 minutes astern of the 'Vril,' the times being—'Vril,' 3 hrs. 40 mins. 40 secs., and 'Freda,' 3 hrs. 46 mins. 10 secs.

'Challenge,' 20 tons, 1876.

The second match on the following day was sailed in about as dirty weather as it was possible for the concentrated energy of the elements to provide, and the result was that 'Freda' turned the tables on 'Vril' and beat her by about the same amount of time. The start was made at 10.20 a.m., and this time the 'Freda' got away first. Both yachts were reefed down, the 'Freda' showing a single-reefed mainsail and foresail with the third jib, while the 'Vril' carried a whole foresail with a double-reefed mainsail and second jib. The 'Vril' also started with her topmast housed. Outside the breakwater the little boats had to face a bad wind-against-tide sea, and quite a third part of the trip was made under water. For the run to the Bolivar buoy the 'Freda' set her spinnaker with a Paddy's reef in it, which gave her a tremendous lead, because, though her extra length told, still the 'Vril' had no spinnaker boom on board, having left it ashore, and could therefore only boom out her balloon foresail. On the thrash to windward, however, the 'Vril' gained twelve seconds on her antagonist, so that the first round finished 'Freda,' 1 hr. 49 mins. 2 secs.; 'Vril,' 1 hr. 54 mins. For the second round, the 'Vril' sent her topmast on end and set a topsail, but her mainsail had been so badly treated before the races began that it was found impossible to make it stand properly, and the remarkable thing is that the little yacht worked as well as she did under the trying circumstances. The 'Freda' kept to the sail she started with. The sea smoothed down considerably during the second round, which made the sailing somewhat easier. With the exception of a slight miscalculation in distance on the part of the 'Vril,' and a consequent extra board on the beat up for the harbour buoy, nothing of any importance took place, and the two yachts came in, 'Freda' first at 2 hrs. 44 mins. 40 secs., followed by 'Vril,' 5 mins. 15 secs. after her.

The interest occasioned by the third day's sailing was extraordinary. All over the country an eagerness was displayed for news of the match almost equal to that seen on a Derby day. The wind was at about the same force, and blowing from the same quarter as on the previous day, with the addition of a harder feel in it. Both yachts, therefore, set the same amount of sail and had their topmasts housed. At the time of the start, which was made at 11 a.m., the sea was breaking over the lighthouse, and made the journey look anything but inviting.

Both yachts, keeping a sharp look out on each other, were too keen on crossing the line, and had to return and make a fresh start, which they did side by side. There were not 10 seconds between them when they jibbed round the first mark, the 'Vril' leading, and the difference was further shortened by 5 seconds at the Bolivar buoy, this run having been made under boomed-out balloon foresails. The time between the yachts might have been lessened still more had not the 'Freda' been obliged to busy herself about her boom, which came adrift. From the Bolivar buoy home the little vessels danced it merrily to the tune of 'Blow, breezes blow.'

The 'Freda,' before she made a fresh start, had placed herself 30 seconds ahead of her rival, but going out again, the 'Vril,' owing to the 'Freda's' not being able to make use of her balloon foresail, passed her before they had rounded the first mark-boat, only to be repassed on the running-reach to the Bolivar. The 'Freda's' best point of sailing brought her to the Bolivar 1 min. 30 secs. ahead, and though for the last time the 'Vril' showed her superior power in beating to windward, the 'Freda' had made up her mind to walk off with the dollars, and win she did by a few seconds over the minute. Considering the sea that was running, and the amount of broken water that was throwing itself about, this last race is one to be long remembered and handed down in the annals of small-yacht racing; and now and hereafter, when racing and cruising men feel a tendency arising in them to croak and speak ill of the little yachts that were built under the old rule of measurement, let them call to mind their mighty deeds, their racing and their voyages under circumstances and in weather that would frighten many a 50-tonner into harbour and to her moorings.

The fourth day ushered in a new competitor, and the 'Freda' had to cross the line with the 'Camellia,' which she did five minutes after the second gun. The wind and weather had changed during the night, an unfortunate circumstance for the 'Camellia,' a hard-weather boat. The wind was unsettled, hung about between N. and N.E., and was at times very shy. The 'Freda' at first, not being able to hold the wind that the 'Camellia' did, lost ground considerably in the beat up to the Bolivar buoy, and the latter had reached on her so cleverly that the 'Freda' was fully a minute astern on rounding for the run into the harbour. The 'Freda' here had the pull over the Fairlie clipper, for she was provided with two spinnakers, while the 'Camellia' had but one, and as a shift had to be made (since they had left the Bolivar with spinnakers set on the bowsprit end) before setting off for the second round, the 'Camellia' was left in the lurch, her one spinnaker having to be taken in and boomed out. Standing out again, the 'Camellia' tried her best to pass the 'Freda' to windward, but to no purpose, as the 'Freda' was always ready for her each time the attempt was made, and at the Bolivar the 'Freda' was first round by 30 seconds. Coming into the harbour, the 'Freda,' again at her best, kept increasing her lead, and finally won by 1 min. 40 secs. Hunt's correspondent writes: 'This was a closely sailed race, in which the English boat owed much of, if not all, her success to smart handling.'

The fifth day's race was sailed under something like the 'Vril' and 'Freda' weather. The wind had hardened up and freshened during the early morning, and kept increasing as the day went on. Both yachts started with housed topmasts, single-reefed mainsails, and No. 2 jibs, the 'Freda' running up and booming out her balloon foresail as she crossed the line. During the first round the 'Freda' showed herself the better boat when on a reach as well as in beating to windward in the teeth of the heavy, solid sea which was running. She, however, was only 1 min. 30 secs. ahead at the mark-boat. On the second round the boats were literally more under water than above; they were simply smothered in their efforts to windward, and had the 'Camellia' not been so persistently squeezed in order to make her look up closer to the wind than her rival, she might have gained more than she did. As it was, what she gained on one point she lost on the other, and allowed the 'Freda' to come in a winner by 1 min. 45 secs.

On the sixth and last day the umpires were obliged to alter the course owing to the heavy sea running outside the breakwater. There had been no lull during the night, and with the northerly gale blowing it was thought too dangerous a matter to allow the small yachts to face the hazards of a lee shore. The mark-boat outside was therefore brought within the breakwater, the other was left in its place off the Old Harbour, and the course made nine miles, or three times round the two marks, which lay now in more or less smooth water. The start was made at 11.50 a.m. under double-reefed mainsails and small jibs, 'Freda' having sent her topmast on deck. The 'Camellia' got away 45 seconds ahead of the 'Freda' owing to the latter not having heard the gun, and increased her lead till she came to the mark-boat. Her lead, however, did not last long, for in the beat to the next mark she missed stays and allowed the 'Freda' so to gain upon her that by the time the mark was rounded the 'Freda' had put herself 1 min. 5 secs. ahead. The yachts had quite as much as they could do, the next time they had to haul their wind, to stagger under their small canvas, as the wind blew harder than ever and with more real venom in it. The 'Freda' finished the nine miles in 1 hr. 30 mins.—quick work taking everything into consideration—but the 'Camellia,' having again missed stays, up helm and made for her anchorage. This last match exhibited the powers of the two yachts in a different way, perhaps, and under conditions other than any met with in the previous races. If the third and fifth matches showed what fine sea-boats these small 5-tonners were, and how capable, handy, and powerful, when driven in a big, broken, heavy sea, the sixth day's racing proved that they could stand up to their canvas and bear pressing when many a much larger yacht would have had to be close-reefed. No apology need be offered for introducing these six matches into this work, because not only do they form a good precedent in the manner in which all the arrangements and the choice of fighting ground were made, but it is impossible in any other way to discover how one stay-at-home small yacht compares with another at a distance, unless they are brought right away from their respective localities and allowed to fight it out in open water unfamiliar to both. Before bidding adieu to the above three little beauties, it may not be amiss to add that the 'Freda' was sailed on all six occasions by Mr. Beavor Webb with a professional crew, the 'Camellia' was in the hands of Tom Dudley, of Southampton fame, and the 'Vril' piloted by one of her owners, Mr. Hilliard.

Each year now introduces new aspirants to the Blue Ribbon fame of the well-established 5-ton class, and though few methods, if any, had been resorted to up to this time for the purpose of cheating the tonnage rule, which then took the length on deck between stem and sternpost as its measure, instead of the length along the L.W.L., still the year 1878 saw a notable tonnage-cheater launched from the Cheshire side of the Mersey in the formidable 5-tonner 'Lorelei,' designed by Mr. Wynne Eyton, her owner, and built by Messrs. Buckley & Sherlock. The 'Lorelei' was a yacht worked out purely and simply on the wave-line theory, as defined by Mr. Colin Archer, of Christiania, and her counter was partly submerged, not only to enable the lines of her after body to be carried out fair, but at the same time, without adding to her tonnage, to give her a foot and a half more length on the L.W.L., since she was 31 ft. 6 in., whether the measurement was taken on deck or along the L.W.L. Her beam was 6 feet, and she drew 5 ft. 6 in. Like the 'Vril,' her ballast, 4 tons in all, was on her keel, and her sail area 770 square feet, or 30 square feet less than that of the 'Freda.' The displacement of both these yachts was almost identically the same; yet the 'Freda' would have had a very hard struggle to keep within sight of the 'Lorelei' on an ordinary 5-ton yacht course. Frequently the 'Lorelei' very nearly beat her 10-tonner competitors on even terms, and was always fit and ready to save her time. In the smaller class, such as she would race in at Kingstown or Liverpool, there was not one boat that she could not beat. Mr. Richardson designed for the Messrs. Anderson, who used to own Hatcher's old crack the 'Queen,' 15-tonner, a 5-tonner called the 'Urchin.' She was intended to beat the 'Lorelei,' but she never could do anything when sailing against her. The 'Lorelei' carried rather a deep bilge, and her keel was well rockered. After Mr. Wynne Eyton parted with her, she went up to the Clyde, where she has done little or no racing, but has proved herself a first-class little cruiser. Her fittings below, when she was in the height of her racing career, were very good and rather unique. She had no bulkhead, but was entirely open fore and aft. She was flush-decked, and her main cabin was partly divided off by a double set of rails made of 3-inch planks, which formed an open, but double, partition to hold all her kites and other sails. This open sail locker or pen stretched right across from side to side, and was about 2 feet deep. It formed a good roomy receptacle for the sails, kept the weight amidships, and sails well aired. Something of the same kind of fitting has been applied to one or two 10-tonners, the open gratings in their case being carried right up to the deck on the starboard side, leaving the door and pantry in its usual place. The upper half of the grating facing the main cabin was on hinges, and could be removed altogether to allow of sails being taken out or replaced quickly, as, for instance, on a racing day.

As regards tonnage cheaters, the chief method employed for walking through the 'length on deck' rule was that of bending up the sternpost. The first yacht built with a knuckle in her sternpost came from Messrs. Buckley & Sherlock's yard at Tranmere, on the Mersey, and belonged to the Sloyne. She was a 10-tonner, and with the others, which followed after her, very soon brought the authorities' attention to the rule, which was promptly altered to the L.W.L. measurement. Those who wish to know more about the 'Lorelei' will find a very good description of her, with drawings, as they will also of the 'Freda,' in the third edition of Mr. Dixon Kemp's work on 'Yacht and Boat Sailing.'

In 1879 and 1880 two yachts were turned out which perhaps did more fighting as first-class 5-ton racers, and lasted throughout a greater number of seasons at the top of the tree, than any others had done since the days of the 'Torment' and 'Pearl.' The 'Cyprus' and 'Nora,' the one designed and built by Mr. William Fife, jun., the other parented on Mr. George Watson, were as distinct types in their way as were the 'Vril' and the 'Camellia' three years before. They were, besides, equally interesting, if not more so, since in them the practised eye could see how wonderfully the Fife and Watson designs had respectively developed and improved. The 'Nora,' built in 1880 for those keen racing yachtsmen of the Clyde, the Messrs. Allan, with 32 ft. 4 in. length on deck, 6 ft. 2 in. beam, and a rather deeper draught, was a veritable ship in comparison with her predecessor. More cut away forward and with greater rake of sternpost, big body and large sail-area, long counter and straight stem, nothing could touch her in light winds. The only antagonist that gave her any trouble was the 'Cyprus,' built the previous year.

This yacht, designed to sail under either measurement, length on deck, or L.W.L., was exactly 30 feet when measured along the one, and 29.5 when measured along the other. Her beam was 6 ft. 4 in., draught 5 ft 4 in., with a displacement barely equal to that of the 3-tonners, which between the years 1880 and 1884 gave so much sport and became so popular. She was one of the smartest of the small fry Fairlie had ever turned out. Certainly few would gainsay the fact that the 'Cyprus' was by far the prettiest of her class at that date afloat, and at the same time looked a racer all over. Out of the water she was a perfect study to the lover of gentle curves and fine lines, and as sweet a model as any connoisseur would wish to feast his eye on. Without a straight line up or down, diagonal or horizontal, to be found about her, to all appearance, looking at her from a beam view, she presented a longer and finer entrance than had up to that time been given to any of the Fairlie small yachts. Such an increase had been meted out to her that at first sight it was difficult to free the mind of the impression that she must be a regular diver. An end-on view, however, soon dispelled all misgivings on that score, for her vertical sections showed a round floaty bow of extraordinary power. With a low freeboard of 1 ft. 9 in. at the waist, and a grand midship section, there was no wall-sidedness about the 'Cyprus,' whilst her run was fine and clean, and her buttock lines beautifully easy. Perhaps the prettiest features about the little yacht were her shear and the sit of her counter. This latter was light and long, and had a spring upwards towards the taffrail, rather after the fashion of a duck desirous of keeping her tail dry, though the yacht was a little more moderate as regards the height necessary for so carrying her appendage.

The 'Cyprus' was kept in the family during her career in the Clyde, and was very successful during those seasons that her racing flag was seen at her topmast head, being always piloted by that prince of helmsmen, her designer and owner. In the winter of 1884 this yacht became the property of the writer, when she began a most successful career of a more all-round character than she had up to that time undergone, and it is principally from the practical experience derived from racing and cruising in her that he has been enabled to form his ideas and recommend the 5-ton yacht of ordinary dimensions as the best size and class of vessel for an inexperienced yachtsman to ship himself aboard as owner, captain, and hand.

When the 'Cyprus' came into his possession her fittings below were practically nil. Like the 'Vril' in her early days, she had only such contrivances as were absolutely essential for one living on board during a time bounded by hours rather than weeks or months. He was therefore obliged to make a few alterations below, such as turning her sofas into lockers, having iron bed-frames fitted in the cabin on hooks so as to be easily removable, and a box made to stand in between the after-provision sideboards and under the ladder to hold a bucket, washing basin, and lavatory conveniences. On deck the fittings were almost perfect. The jib, throat, and peak halliards led below through brass fairleads let into the deck a few inches on either side of the mast.

The forestay, instead of coming down through the stem-head along the deck, and being purchased up to the bits, was led through the stem close under the deck and set up by tackles to the mast. In place of the regular tackles to the bowsprit shrouds, two sets of selvagee strops were used, the one short and the other long. The long strops were doubled round the forearm of the belaying rail on each side, abreast of the rigging, and the standing part of the bowsprit shroud shackled on and set up with galvanised rigging screws. The short strop was employed whenever the bowsprit was reefed in. It was found strong and neat, and much better altogether than the old plan of tackles, which formed the original fitting. The 'Cyprus' was not entirely flush-decked—that is, she had a low very neat-looking 'booby hatch,' which fitted on a combing some three inches high. The combing ran from about two feet abaft the mast to within a couple of feet of the rudder-head. The after part enclosed a small water-tight lead-lined cockpit, then a foot of deck, ahead of which came the hatch, containing the after sliding hatch into the cabin and a low skylight. The width between the combings was 2 ft. 4 in. A transparent compass and binnacle fitted into the deck space ahead of the cockpit, and this was lighted by a lamp below in the cabin. This arrangement was excellent, as it prevented any of the troubles which so often arise in small yachts from the lights being washed out. At sea the boat was stowed below in the cabin, and as the hatch was very simple and easy to adjust, it was always taken off for the boat to be lowered down into its place. Another point in favour of this hatch was that on fine sunny days it could be removed and the yacht kept well-aired and sweet. A narrow strip of india-rubber, doubled, was nailed round, close up to the combing, and this proved a thoroughly effective method for keeping the hatch tight and preventing any water from coming into the cabin.

The 'Cyprus' was a particularly handy boat. As the writer had to take her round to Plymouth from Scotland, he invited an old friend, and with the help of a boy of seventeen years of age out of one of the Plymouth trawlers, left the Clyde for Kingstown, the port of call, after enjoying a few days' cruising about by way of letting everything shake into its place. It was a Tuesday morning when the start was made from Lamlash, in Arran, and the 'Camellia,' which was on her way to Stranraer, left about half an hour before. The wind was N.W. and came down off the hills in strong squalls; but the water was smooth, and under all plain sail the little vessel simply flew along.

After leaving Ailsa Craig astern, the sea began to show signs of getting up, and about 5 p.m., before reaching Corsewall Point, it had begun to take such liberties, and make such encroachments on deck whenever a big curler chose to break over aft, sometimes to the depth of three inches to four inches, that it was thought advisable to heave her to and shorten sail. About 6 p.m. the helm was put down and the foresail hauled to windward, whilst a reef was taken in the mainsail, No. 3 jib set, and our ship made snug.

It was a treat to see how well the yacht lay to, and it is impossible to describe the feeling of confidence it inspired, for not a drop of water was shipped, and she rode like a duck the whole time, coming up and falling off as each sea passed under her. From the time the foresheet was let draw to the time she dropped anchor in Kingstown Harbour all went well, the only incident being the writer's coming on deck at 6 a.m. to find that the boy, who was on watch, had mistaken the Morne Mountains to the north of Dundalk Bay for the south of Ireland, on the strength of which he had given up steering by compass, and was taking a course into Dundalk, which would have soon led to a disastrous end. The compass, though a spirit one, was rather sluggish, and his idea of safety was steering by the land. Wednesday night was spent at Kingstown, and with the first of the ebb the 'Cyprus' was again on her way with gaff-topsail set over all. Light flukey airs from the southward and westward helped the yacht along during the greater part of the forenoon, but these were eaten up by the sun as the day wore on, and gradually died out altogether, leaving us to drift along till the tide began to make, when, being in easy soundings on the edge of the Arklow Bank, the anchor was let go, and the yacht brought up to await the beginning of the ebb or the wooing of a breeze. The next morning—Friday—there was no wind of any kind; but the tides run strong on the east coast of Ireland, and a whole ebb meant many miles to the good. The time during this drifting was well employed in having a thorough clean down, in opening up the cabin, airing the bedding, and improving the stowage of the general cargo shipped on board, consisting of sails, luggage, provisions, and numerous other necessary items. In the afternoon the yacht was again brought to an anchor, and remained so till Saturday, about 4 a.m., when a breeze springing up from the southward, her head was pointed towards the Welsh coast. Travelling was very slow, for the wind was very light, and not at all true. Two short boards were made on reaching the other side, and about 8 a.m. on Sunday the yacht was laying up on the port tack for the Smalls. The wind had now some westing in it, but not sufficient to let a course be laid for the Longships; and as long rollers were coming in from the south-west, it was settled to go well away to windward in order to make Land's End in one tack and obtain a clear offing.

The Smalls was left behind about 3 p.m., and at 5 p.m. the whole face of the sky was beginning to look so threatening, and the clouds to drive past at such a rate from the southward, while the quiet rollers had already begun to break up and require such extra attention, that at 6 p.m. the 'Cyprus' was hove to, and made ready for a dirty night. The mainsail was taken off her and trysail set, the topmast housed and bowsprit reefed in, the second jib shifted for a spitfire, and the foresail double-reefed. Two hours later, the wind having sprung up into something near akin to a gale, and the yacht dancing with a light heart and by no means wet deck away out to sea, everyone on board was glad that she was under snug canvas and that time had been taken by the forelock. She could not have been more comfortable or cozy had she been a sea-going rocking-chair. On going about, the first land sighted was Cape Cornwall, but the wind, having had its say, again went down, till the yacht was left with just sufficient to keep her going, but not enough to make her steady, or prevent her knocking about in the choppy sea that remained. About noon, however, a breeze sprang up, and the Seven Stones Lightship was passed close to about 3 o'clock on Tuesday morning. Towards 8 a.m. the wind had veered round to the N.W., coming off the land in strong puffs; sail was made once more, and with fairly smooth water all the way the yacht lay herself down to her work, and finally brought to off the Hoe at 10 p.m. the same night. The lesson learnt during this cruise was a useful one—viz. that if sail is attended to in time, a 5-ton yacht is fit to face almost any weather, provided she has sea-room. During the whole trip round the crew were never without hot water when they required it, so easy was the yacht's motion to those below, even during the most disagreeable part of the journey; and no water went below even when it lay thick on deck, as, for instance, off Stranraer, and once or twice before sail was taken off her when near the Smalls.

The 'Cyprus' was raced, whenever an opportunity presented itself, in the then A, B, and C classes, and in every case the racing was against yachts larger than herself. Any amount of Channel groping had to be undertaken, both from one English port to another, as well as between the French coast and England, ocean racing being quite as much in her line as the 'Meteor's.' Her best performances took place in strong breezes, and it was a sight worth seeing to watch the wonderful manner in which she could drive through a head-sea. At Bembridge Regatta the 'Cyprus' sailed the course round the Nab on a day when the 30-ft. class of yachts (15-tonners in reality) begged to have their course, which was identically the same, altered. No matter on what point of sailing she was engaged (and she is only given in these pages as a very fair type of the 5-tonner built to sail under the old Y.R.A. Rule), blow high or blow low, a lady might have handled her tiller without experiencing any of that muscular arm exercise so common in boats built under the length and sail-area rule, or even the slightest inconvenience. The 'Cyprus' was sent out to Toronto on board an Allan Liner from London, and became an ornament to Lake Ontario, where she is at the present time.

Between the years 1880 and 1886 four 5-tonners were built from the designs of one of the most rising young naval architects the Clyde has ever produced—Mr. Payton. The first of this team was the 'Trident,' which, though not by any means a successful racer, was a fine able boat and moderately fast. She is mentioned here on account of her having made a long ocean voyage to the South of France. She was altogether bigger and a much heavier boat than the 'Nora' or 'Cyprus,' but could be worked just as easily. Five Frenchmen, however, were employed to take her South. Her behaviour under a very trying state of the weather, while crossing the Bay of Biscay, was highly spoken of, and the men who went in her declared their faith in her to such an extent as to be quite willing to take her out to the Cape.

The 'Olga' was Mr. Payton's next attempt at a flyer. She was 32 feet long, with a beam of 5.73 feet, and had a great draught of water. She was a very large-bodied boat, was built on the most advanced scientific principles, and, what is more to the point, was a complete success; but she was a most unfortunate yacht. With a very wide keel her midships section was anything but shapely, and ran down almost in a straight line from her bilge, which was very low and square, to the bottom of the lead. At the Royal Irish Yacht Club Regatta, Mr. Power's steam yacht ran into her and sank her in Kingstown Harbour, but she was brought up and floated again, Mr. Power having bought her as she lay under water. The 'Olga' after this mishap won her full share of races, and ended her first season flying 18 winning flags, of which 15 were firsts. Mr. G. B. Thompson bought her during the winter, and the following season won four first prizes with her; but before the season was half over she was again unlucky, and on June 22 was once more run into and sent to the bottom, whilst in the Mersey. She was fished out, and put up for auction, but who bought her or what became of her is not generally known.

The third yacht of 5 tons was the 'Luath.' She, however, was not such a phenomenon as the 'Olga,' and after the 'Olga's' short but brilliant existence, what was expected of her did not come off. She was, as may be supposed, very much like the 'Olga' in looks and of about the same dimensions, though of rather larger displacement. The last of the four was the 'Oona.' Her melancholy end is still fresh in the memory of many a small-yacht sailor. She was built in 1886 at Wivenhoe, in Messrs. Harvey & Co.'s yard, for Mr. Plunket, of Belfast, and was an extreme example of what could be designed under the old Y.R.A. Rule. Her length was 33 ft. 10 in. on the L.W.L., her beam 5 ft. 6 in., and draught 8 feet, but her chief characteristic was her marvellous body, which displaced 12 tons, both displacement and sail-area of 2,000 square feet and more being greater than many racing 10-tonners, and the latter over 1,300 square feet more than 'Freda' or 'Nora's' sail-spread. What she might have done as a prize-winner it is impossible to say, for she never reached her station. Coming from the eastward, she put into Southampton to effect some small repairs, and after remaining there a few days, on May 4, with her owner Mr. Payton, her designer, and a crew of three men on board, left for Belfast. It appeared that shortly after passing Dublin Bay—for she did not put into Kingstown, as might have been expected—her owner must have intended to make the best of his way up Channel, but, unhappily, terrible weather set in about the night of the 12th, and the general opinion was that, from some weakness in or lack of roping, the trysail was burst up, and that becoming unmanageable, or through her crew having been swept overboard, the yacht was driven on to the sands off Malahide and so became a wreck. Her hull was washed up without its lead keel and its fastenings or the iron floors; in fact, the whole of her keel and lower garboards had gone.

Mr. Payton's name will always be associated more especially with the 3-tonner 'Currytush.' She was a more brilliant success than even the 'Olga'; but the old 3-tonners do not come within the scope of this paper.

The last of the race of 5-tonners, if the 'Oona' be left out, is the 'Doris,' one of Mr. Watson's greatest successes in small-yacht design. She was built in 1885 for the Messrs. Allan, who had owned and sailed the little 'Nora' so pluckily and so well. Her length is 33.6 feet on the load-water-line, beam 5.6 feet, and draught about 7 feet, or a little more. The 'Doris,' like the 'Oona,' is an extreme representative of the old rule. Her displacement is very large, but there is far more shape and comeliness about her body plan than was to be found in any of Mr. Payton's designs. She has proved herself a clever boat in all weathers, and in light winds particularly so. Her chief rival, had she not been lost, would have been the 'Oona,' for there was no other 5-tonner afloat capable of tackling her, and her principal racing was against boats of a larger tonnage. She could always save her time on the crack 10-tonners of her day, such as the 'Uleerin,' 'Queen Mab,' and 'Malissa,' and the only matches of any interest that she was mixed up in were three that came off between her and Mr. Froude's 5-tonner 'Jenny Wren.' This yacht, designed by her owner, and built at Messrs. Simpson & Dennison's yard at Dartmouth, was made double-skinned for the sake of lightness. She, like the 'Doris,' was a large, big-bodied boat, but her form did not give that idea of power with which a look at the 'Doris' at once inspired the observer. Both the 'Doris' and 'Jenny Wren' are cut away forward, and carry the curve of the keel up to the water-line, finishing at the deck-line in a fiddle-head. The 'Jenny Wren' had shown herself remarkably fast in light winds and smooth water, and on certain days could leave the length classes to follow her up. Bad weather, however, was her weak point, and even in strong breezes and smooth water she did not always appear to be sailing at her best. At Plymouth, then, when the 'Doris' and 'Jenny Wren' met, everything depended on certain conditions what kind of a fight the latter would make. As the 'Doris' beat her, there is every reason to believe that it was either blowing hard or that the wind was shy and there was a certain amount of roll outside the breakwater.

GOOD START OF SMALL RATERS IN THE CLYDE.

Since the measurement rule was altered, the 'Doris' has been improved by being spread out and given more beam. She still races, but cannot do much against the 10-raters, the class to which she now belongs, and has lately been sold to spend the rest of her days as a cruiser. Should she race in the future, it will be in the many Clyde handicap cruising races. With such bodies and draught there was no lack of head-room in the cabins of the latter day 'plank on edge' 'lead mines,' but the want of beam made the accommodation not exactly as grateful as it might have been had there been a little more elbow-room. The alteration in the 'Doris' has given her the requisite amount of beam, and she ought to make a very comfortable fast and able boat for cruising purposes.