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in many cases, were fine able vessels, constructed to Lloyd's highest cruising class; but a form of sport in which the competitors are at the mercy of handicapper possesses little academic interest, and the next three or four years in the history of yachting may be dismissed in a few words. It must not be concluded that yachtsmen who built these "fast cruisers" were actuated by a desire to cruise in them. Far from it. The majority of the yachts of this type were designed for and employed as racing vessels pure and simple, but from a pecuniary point of view the type possessed the type possessed a certain attraction. In building such a vessel the owner was not bound by any limitations as to size, and could exercise a free hand in any subsequent alterations that might be deemed advisable. She could be sailed by a smaller crew, as smartness in handling was at a discount. As the handicapper's calculations were based upon past performance, a smartly kept and skilfully sailed yacht was penalised for every victory, whilst a poorly maintained and indifferently handled vessel was more and more leniently treated. Such sport was a sorry substitute for class racing, but the owner of a "fast cruiser" had his consolation when he came to dispose of his craft. Being a staunchly constructed and comfortably fitted vessel, classed by Lloyd's for a long term of years, she commanded a good price as a cruiser, whilst the legitimate racer, with her light scantlings and lack of internal accommodation, could only be sold at a breaking-up price when her racing days were over.

It was obvious that if class racing were ever to recover its pristine glory, the Yacht Racing Association must devise rules that would encourage habitability and staunch construction. The appearance of the first-class cutter "Nyria" in 1906 finally closed the mouths of the opponents of scantling restrictions, and from her advent must be dated the dawn of a new era in yacht racing.

The prospects of sport were not particularly bright when Mr. Robert W. N. Young commissioned Nicholson to design "Nyria," as the old fleet of big cutters had long been dispersed.

The existing rating rule, moreover, was in its penultimate year, and there was little likelihood of any other yachtsman following Mr. Young's example. With the future so uncertain as regards racing, he had the cutter built of teak to Lloyd's highest cruising class, and fitted below decks with all the appointments of an up-to-date cruiser. was Opponents were found for the new Nicholson boat in Mr. Myles B. Kennedy's fast cruising yawl "White Heather I.," and the Watson cutter "Kariad," which had been purchased by Sir James Pender. "White Heather," which designed and built by Fife in 1904, had proved a very successful craft in the handicap class, but her owner decided to convert her into a cutter in order that she might meet the new vessel upon terms of equality as regards rig. When she made her appearance in 1906 the Fife boat, with a much enlarged sail area, looked an out-and-out racer.

Like "Nyria," she was built to Lloyd's highest cruising class, and in point of size there was not much between the two yachts. "Kariad," however, was a good deal larger, and, being badly served by the measurement rule, rated very high.

The actual ratings of the yachts were as follows: "Kariad," 94'8 ft.; "White Heather," 832 ft.; and "Nyria," 801 ft. The first mentioned, although she reaped considerable benefit from her lighter scantlings, was heavily penalised by her high rating, as the Yacht Racing "KARIAD."

Association, with a view to checking the construction of yachts of great size, had in 1896 decided that the time scale of vessels exceeding 90 ft. linear rating should be increased by a cumulative addition of Io per cent. or 013 دو seconds for each foot of rating per mile. By the Y.R.A. time scale, "Kariad" therefore had to concede "White Heather" II min. 16 sec., and "Nyria 13 min. 57 sec. over a forty-mile course. Under such conditions the old Watson cutter proved to be quite outclassed, and late in the season was converted into a yawl in order to reduce her rating. Under her new rig she rated at 883 ft., but although the time she had to give away was thereby reduced by a half, the yacht was still no match for her younger rivals. 66 Nyria" and "White Heather" were very evenly matched, and for the greater part of the season the struggle for pride of place in the record was keenly contested. The new cutter was, however, pursued by a run of bad luck which commenced in the very first race, when she damaged her boom, and culminated at Ostend, when she was dismasted, losing all her sails and gear. For the remainder of the season she sailed under a solid mast and with new and unstretched canvas. Under the circumstances her position at the head of the class at the conclusion of the summer was more than creditable. The complete record of the season's racing was as follows:- Yacht.

Nyria Total Starts. First. Second. Third. Prizes. 29 White Heather 30 Kariad ... 21 4 16 II 7 4 I I 20 18 6 The following year (1907) witnessed the partial introduction of the present International Rule.

Although the term of years for which these rules had been fixed did not commence officially until 1908, the Y.R.A. decided to anticipate the date by a year in the case of certain classes in which vested interests would not be unduly disturbed.

As "White Heather" had been sold out of the big class, and "Kariad" had met her fate at the hands of the shipbreaker, the big yachts came within this category, "Nyria's" owner being protected by the clause in the new rules which ordained that "old" yachts should be permitted to race until the end of the year 1909 under special conditions as regards time allowance. son. a Two cutters were built to the 23-metre class, a new "White Heather" coming from the board of Fife for Mr. Kennedy, whilst "Brynhild" was designed for Sir James Pender by Nichol- The new yachts were rather larger than "Nyria," being some 2 ft. longer by rating measurement, and having about a foot more beam. With tax on overhang, their extremities were not quite so attenuated, and, with the girth-difference impost somewhat lighter under the new rule, they were not so full-bodied as Mr. Young's vessel. "Brynhild's" sail area was 9,500 sq. ft., whilst those of "White Heather" and "Nyria" were respectively 8,870 sq. ft. and 8,400 sq. ft. Of the new yachts, "Brynhild" had a rather fuller midship section and a trifle more beam. "Brynhild," when launched, proved to be over rating, and the removal of some of her outside lead rendered her very "tender" in a breeze.

She was, moreover, pursued by persistent illfortune, losing two hands overboard in the course of the season. Owing to these accidents and time sacrificed to alteration in the vessel's trim, she competed in comparatively few races, and in these she showed such indifferent form that she was generally condemned as a failure during her first season. "White Heather," one of the shapeliest cutters that ever left the famous yard at Fairlie, was, on the other hand, a success from the very first race, and throughout the season carried all before her. Splendidly sailed by Bevis and a smart crew, she was a consistent prize-winner in every variety of weather, and easily headed the class in the season's record. In the opening matches the new yachts met "Nyria" upon even terms, but the latter subsequently received 4 sec. per mile, which, late in the season, was increased to 7 sec. per mile. With the aid of this increased allowance "Nyria" figured prominently in the closing matches, and wound up the season "BRYNHILD II." with a fair string of flags to her credit. The record of the class for the season of 1907 was as follows:- 66 Yachts.

White Heather.

Nyria Brynhild ..

Starts.

First. Other Prizes. Total. 31 27 23 I 24 7 4 II 16 I 5 6 66 a 66 In 1908 the class was strengthened by the inclusion of "Shamrock," which was designed and built by Fife to the order of Sir Thomas Lipton.

The new yacht was of very similar type to White Heather," but had a fuller midship section, more freeboard, and a larger sail area. "White Heather," Brynhild," and "Nyria" again hoisted colours, and the quartette afforded the best sport witnessed for a good many years.

White Heather" had some alterations effected with a view to carrying a larger sail area, but they did not prove a success, and she was subsequently put back into her old trim. Brynhild" had been extensively altered since the previous season with the most satisfactory result, and she proved the best hard-weather boat of the fleet.

The cutter's garboards were padded out to reduce her d measurement, and a portion of the lead that had been taken from her keel in 1907 was replaced. Her masthead gear was also considerably lightened, and, splendidly sailed by Captain Stephen Barbrook, she did remarkably well in a season when light breezes preponderated.

With faster yachts to meet, "Nyria" was quite out of it under her old time allowance of 7 sec. per mile, but Mr. Young raced her pluckily throughout the season.

The new "Shamrock" proved a remarkably speedy cutter in light breezes, under which conditions she outsailed "White Heather" and "Brynhild." On the comparatively rare occasions that heavy weather was experienced, the older yachts were quite her equal, whilst Brynhild" was perhaps even a trifle faster.

The record of the class at the conclusion of the season was as follows:- 66 66 Yacht.

Shamrock Total Starts. First. Second. Third. Prizes.

White Heather 31 ... 34 19 II 30 8 9 I 18 Brynhild ...... 29 7 7 14 Nyria........... 34 3 5 8 During the season of 1909 "Brynhild" and Nyria," being absentees, the racing in the 23-metre class was confined to a series of duels between "Shamrock" and "White Heather." "WHITE HEATHER II." a The latter made her reappearance in very different trim to that of the previous summer, her under-water body having been altered in similar manner to that which had proved so successful in the case of "Brynhild." By the padding out of her garboards the yacht's girth difference was considerably reduced, and the water-line slightly shortened. Sufficient margin was thus left in her rating for an increase in ballast and sail area, and when she rejoined the class she carried rather more canvas than "Shamrock."

In her modified trim "White Heather" proved a perfect match for Sir Thomas Lipton's vessel, and no closer racing between yachts of important size has ever been witnessed. So even were they as regards speed that they might have been built from the same design, and it was quite a common occurrence for the two cutters to run side by side, as if lashed together, for many miles.

At the end of a long season the question of superiority was still undecided, as each yacht had twenty prizes to her credit. As, however, the council of the Y.R.A. subsequently reversed the decision of the Royal Cinque Ports Yacht Club in a protest case, and awarded the prize in question to "Shamrock," the green cutter must be considered the champion first-class cutter of the year. Provided that the water was smooth, year. there was nothing to choose between the two in any gradation of wind force, but "Shamrock" was perhaps a shade the better in a rough sea.

The improved form shown by "White Heather" in 1909 serves to illustrate the readiness with which yachts built under the international measurement rule lend themselves to successful alteration. The padding applied to the vessel's garboards was of solid mahogany screwed to the skin, the edges being tapered down and let into the yacht's planking to secure a perfectly smooth surface. The increased buoyancy caused by this addition of wood had the effect of raising the boat in the water, and more lead was placed on the keel to bring her to her marks. The alterations effected to the cutter made an appreciable difference in her dimensions, and a comparison of her measurements before and after alteration is interesting :- White Heather White Heather (after alteration) Chain Length. Beam. Girth. ft. 81°22 81°48 ft. 21 3 21 3 Rat- Freeboard.

Sail ing Area. Mesq. ft. tres. ft. 3d. ft. 15.58 5.40 4.78 9,195 23 1571 432 473 9,576 23 In 1910 Sir James Pender's "Brynhild" made her reappearance in the 23-metre class after a year's absence from regatta courses. In 1908 the Nicholson cutter had proved the best heavyweather yacht of the fleet, but as in the course of an average summer the days of wild winds and welter waves are few and far between, her owner decided to alter her with a view to increased speed in moderate and light breezes. The cutter's keel was therefore recast to a different model, and her midship section padded out with a view to reducing the heavily taxed "d" factor.

In her modified trim "Brynhild" was able to carry a sail area of 9,985 sq. ft., or very little less than that of "Britannia" in her palmy days. "Shamrock" had also had her garboards padded out a little, and a margin was thus secured in her rating for the addition of some 300 sq. ft. of canvas, bringing her total sail area to 9,797 sq. ft. "White Heather," however, appeared in her old trim, and, with a sail area of only 9,576 sq. ft., was rather penalised in light weather.

The opening match, from Southend to Harwich, was sailed under somewhat extraordinary conditions. Just before the start a great squall swept over the Estuary, heeling the three cutters, which had their big jackyarders aloft, to a great angle. "Shamrock," which had very little way on, was hove down until her garboards were visible, but the gear stood the strain, and the trio, pursued by a wild rattle of wind, went down Sea Reach like frighted stags. It was noticeable that "Brynhild," notwithstanding her great sail area, was still the stiffest of the three, and had the strong wind held she would in all probability have gained an easy victory. But soon after the start the breeze fell light and fickle, and the Nicholson cutter, having the worst of the luck, ultimately finished last to "Shamrock" and "White Heather."

Two days later the yachts met again in a slashing breeze at Harwich, and the sailing of "Brynhild" confirmed the impression that she was a much improved vessel. Getting away to a good start, she soon drew out clear ahead of her opponents, and was leading them handsomely off Felixstowe, when her mast suddenly collapsed, and the whole of her fabric above decks went over the side. Unfortunately, that was not the full extent of the damage, for the heel of the great solid spar pierced the cutter's hull, and in a few minutes she lay buried deep beneath the Yacht.

The record of the class was as follows :- First Other Starts. prizes. prizes. Total.

Shamrock 29 18 White Heather Mr. Myles B. Kennedy 28 Brynhild Owner.

Sir Thomas Lipton Sir James Pender 9 I I 19 IO 2 The following is a table of the dimensions of some of the first-class cutters mentioned above :- Draught Sail Year. Length. Breadth approxi- area mate. (approx.) Valkyrie I 1889 69.6 15.10 13°3 6,026 Satanita 1893 87 2+7 16.5 9,923 Britannia... 1893 87 23.6 15.6 10,328 Valkyrie II. 1893 85 22 4 16.6 10,271 Calluna 1893 82 24°3 15 10,303 Vigilant 1894 86 23 13 12,330 Valkyrie III 1895 88.85 26 19.8 13,900 Meteor... 1896 89 24°28 18 12,326 Bona 1897 75.8 18°1 14 I 7,597 Sybarita 1900 90°55 23 12'5 11,900 Kariad.. 1900 86.20 201 14.00 11,000 Nyria 1906 73°05 20.2 10'5 8,150 White Heather 1907 81 22 21'3 10.75 9,195 Brynhild 1907 81°20 21°8 135 9,450 Shamrock 1908 81 38 21 II 2 9,493 THE "SHAMROCK." waters of the North Sea. The crew escaped with their bare lives, being rescued by a torpedo destroyer that happened to be in the neighbourhood of the ill-fated yacht. The cause of the disaster has never been ascertained, but it is thought that either the mast-stays, weakened in the squall off Southend, carried away, or the mast broke at the scarf below the deck. Many months afterwards the wreck was salved and brought into Harwich Harbour, but the vessel had been further damaged by one of the Great Eastern Railway Co.'s steamers running over her, as she lay submerged just outside the harbour, and she proved to be beyond repair. a With the loss of "Brynhild," the racing, as in 1909, resolved itself into a series of duels between "Shamrock" and "White Heather," but the latter was outclassed with the green cutter, which had been much improved by her alterations. " White Heather" was dismasted whilst racing at Rothesay early in July, and there was no further racing in the class until Cowes Week, when Mr. Kennedy's cutter, having been refitted at her builders' yard, once more hoisted her fighting flag. Although no alteration had been made in her trim, "White Heather" sailed like a witch in the Solent, winning five of the seven matches in which she competed, and capturing the Royal Yacht Squadron and the Albert Cups. A good deal of her success must, however, be attributed to her skipper, Bevis, who, in his home waters, handled the cutter faultlessly.

On leaving the Solent, the yachts went to the westward for the closing regattas, but after sailing three matches, which were all won by "Shamrock," Mr. Kennedy's cutter was again in trouble. First, she carried away her mainsheet, with the result that the hollow steel boom was buckled, and a few days later fouled a floating target, damaging her stem so seriously that her remaining engagements had to be cancelled.

Thus ended one of the most disastrous seasons in the annals of the sport. "Valkyrie III.," when she raced for the America Cup, had a main boom of 105 feet.

That of the "Vigilant" measured 97 feet 6 inches. The "Meteor's" boom was 96 feet 6 inches in length, whilst the "Bona's" spar was of far more handy dimensions, being only 78 feet long.

It may be concluded, therefore, from this review, that, prior to the advent of the "America," a short full bow and long fine after body was in vogue. From the time that famous schooner came to our shores the system was partially reversed, and a long fine bow and comparatively short run was introduced. Yachts then gradually became longer, narrower, and deeper, relying less and less on beam, and more and more on lead for stability, until the year 1887, when craft were "WHITE HEATHER" AND "SHAMROCk." again given more beam in proportion to their length.

The cutting away of all dead wood to avoid skin friction led to the development of a hollow longitudinal vertical section forward, and this caused the forward transverse sections to become shallow and spread out. The natural development from this was the "spoon" or pram' or "pram" bow.

The craving to obtain speed by reducing the proportion of displacement to sail carrying capacity, resulted in a shallow body and deep keel, which further developed into the short-deep fin keel in the shape of a shark's fin in the small yachts, and the longer fin in larger craft, and subsequently to the fairly general use of the plate and bulb keel in vessels up to about 30 tons B.M.

It is interesting to note that a modern yacht's entrance is not unlike the old " wave line" concave bow with all the fore-foot cut away; and that the "America" lengthened by the stern, her buttock lines eased, and her deadwood entirely "BLOODHOUND." cut away would bear a strong resemblance to "Valkyries II. and III." and "Britannia."

Whether modern vessels are more speedy than old-time craft, and, if so, to what extent, it is very difficult to say. Enormous improvements have been made in sail cloth and in the cutting of sails, in the scientific staying of masts, in the substitution of steel wire for hemp ropes, in the manufacture of gear of all kinds, and especially in the adoption of methods of construction which have tended greatly to reduce weight. Discounting all these advantages and judging by recorded races, it would seem that the flyers of fifty years ago sailed off the wind about as fast as the modern clippers; but it is generally supposed that the racing yacht of to-day attains a far higher rate of speed when close hauled than her predecessors and possesses qualities of weatherliness and handiness that formerly were quite unknown.

But is this really the case? If the sailing of the Marquess of Ailsa's famous old cutter "Bloodhound" during the season of 1909 may be taken as a criterion, the point is open to question. romance.

The history of this 40-tonner is tinged with Built for Lord Ailsa, as far back as 1874, from the design of the late Mr. William Fife, she successfully carried the Marquess's colours in the 40-ton class for six years, the value of the prizes won by her during that period exceeding £2,500, in addition to cups and other trophies. She then passed into the ownership of Mr. A. Bain, and, dropping out of the class, was lost sight of for many years.

In 1907, when there was a boom in the metal market, a number of historic old yachts were broken up for the sake of their lead and copper , and "Bloodhound" would have met a similar fate had not Lord Ailsa come to the rescue and bought back his old favourite. He placed her in the hands of Mr. Fife, son of her original builder, to be rejuvenated, and late in the summer of 1908 she made her reappearance in the handicap class. The cutter's season was, however, prematurely ended by an unfortunate accident at Cowes, the yacht being sunk by " L'Esperance" at the start of a match in heavy weather .

The success that had attended "Bloodhound" in the few races in which she had competed convinced Lord Ailsa that the veteran was by no means outclassed with the modern yachts, and he had her raised and repaired in readiness for the season of 1909, when she rejoined the handicap class. Her principal opponents were the Herreshoff-designed 52footer "Sonya"; the Fife boat, "Maymon," which headed the 52footer class in 1904 and 1905; and the 52-footers "Gauntlet" and "Camellia," designed by Payne in 1991 and 1902 respectively. In addition, she frequently met the old forty-raters Creole" and Carina." The season proved one of triumph for "Bloodhound," and she credited her owner with thirty prizes as the result of forty races, and of these sixteen were firsts.

The handicapper thought so little of "Bloodhound's" prospects that, at the commencement of the season, she was in receipt of 17 minutes from "Sonya," but, ere the summer was half over, the boot was on the other foot, and the old boat was conceding time to the Herreshoff cutter . In moderate and light breezes the modern 52 -footers proved a trifle faster on a beat, but in a strong breeze, such as was experienced in the Nore to Deal match, we have seen "Bloodhound " fairly hammer them to windward. With sheets started for a reach, the veteran's longer water-line length told in her favour. and she could, under such conditions, outsail the younger vessels in almost any strength of wind. The 40-raters "Creole " and "Carina" seldom succeeded in saving their time on "Bloodhound," which on several occasions actually led them home.

It has been suggested that "Bloodhound's" under-water body has been remodelled, and that she is a very different boat to that which raced with the "fighting forties" in the early ' seventies , but that is not the case. When she was modernised" in 1907 the alterations effected were chiefly to her spars and sails. The yacht received a complete outfit of hollow spars and an almost perfect suit of sails by Ratsey and Lanthorn, but, with the exception of a slight rounding up of the forefoot and the placing of her lead outside, the hull is as originally designed. The accompanying plan, prepared by Mr. Fife, shows the yacht's old and new profile and the present sail plan as. compared with that under which she sailed when Lord Ailsa repurchased her in 1907. .

The new profile is drawn in plain lines upon the old one which is shown in dotted lines . "Blood- In comparing the relative sizes of hound" and her opponents, it may be mentioned that by Thames measurement Lord Ailsa's cutter is 40 tons, Carina 69 tons, and Creole 54 tons, whilst the 52-footers range from 36 to 45 tons.

The water-line length of Bloodhound" is considerably greater than that of the "fifty-two's" when in an upright position, but the latter, with their long, low overhangs, add so much to their PATTEN SILSON.

THE TATE LIBRARY, BRIXTON, S.W. water-line when heeled in a breeze that the difference in sailing length cannot be very great, while the water-line length of the 40-raters is, of course, greater than that of "Bloodhound." 66 66 DIAGRAM SHOWING THE ALTERATIONS EFFECTED IN "BLOODHOUND" IN 1908. 66 a Although "Bloodhound" had successful career in the old 40-ton class, she was headed in the season's record in 1874 by both "Norman" and Britannia," and in 1876 and 1877 by Myosotis," whilst in 1880 she succumbed to Coryphée." It is therefore not altogether unreasonable to suppose that any of those boats, similarly modernised in the way of spars and sails, would have made a brave show with the yachts of to-day, and the obvious conclusion is that, so far as speed is concerned, very little progress has been made in the designing of racing yachts during the past thirty-five years.

The twenties and their successors the 52footers and 15-metre yachts, though in all essentials miniature big ships, are yet sufficiently distinct to require separate treatment. 66 The Vanessa," built by the late Mr. Dan Hatcher in 1873, was one of the most remarkable 20-tonners ever launched in this country, not only on account of her successful career, which lasted from the year she came out until 1879, but also owing to a superiority in construction and design which was really many years in advance of her time.

It is difficult to describe "Vanessa's" beauties in words, for, unlike "Jullanar," " Clara," "Queen Mab," or other epoch-making vessels in their several classes, there was nothing extreme about her; suffice it to say that her lines were blended in a series of beautiful curves and that the pith PLATE VANESSA LINES OF "VANESSA."

From Yacht Architecture (1885), by kind permission Messrs. Dixon Kemp and Horace Cox. of her design was introduced into the successful twenties of later years.

When "Vanessa" Vanessa" was eventually outclassed it was by the introduction of really larger boats into the class. Designers worked on the weak VOL. IV point of the Thames and 1770 tonnage rules which, by their severe tax on beam, admitted vessels into the twenty-ton class of but a few inches less beam than "Vanessa," but with several feet more length. The absence of any tax on sail area allowed of huge sail spreads, to carry which greatly increased displacement became necessary, and was supplied to such an extent that some of the later twenties were at least one-third larger in displacement than "Vanessa," and she may fairly be credited with competing successfully against larger craft which, in name only, were of the same tonnage. The same may be said of "Audrey" as an instance of history repeating itself. No improvements on "Vanessa's" lines were made whilst the Thames tonnage rule was in force, and scarcely any under the 1730 rule which followed it. In 1874 she had "Sunshine," "Quickstep," "Fleetwing," "Lizzie" against her. None of them could make much of a show with Dan Hatcher's beauty, and it was not until 1876 that a new boat came out that could do anything with her. The "Challenge," when she made her début in that year, became top of her class, but it is doubtful whether she was as good a boat as "Vanessa" in her best days. and 1878 was another splendid season for twenties. "Maia," designed by Mr. C. P. Clayton, a steel built yacht, "Moira" and "Irene," iron boats, designed and built by Messrs. A. and J. Inglis, and "Frederica " came out in this year, as did also "Maggie," a 15-tonner from Hatcher's board, which raced with the twenties for several seasons but in spite of these new antagonists, "Vanessa, in new hands, sailed by George Cranfield, won no less than twenty-four first prizes. Challenge" was not competing in home waters that season; she had gone to France, where she swept the boards.

In 1879 "Sayonara" was built at Reid's, in Glasgow. She was a nice little composite cutter, and her principal opponents were "Louise," built at Payne's, Southampton, and the redoubtable "Vanessa." Both the new cracks were defeated by "Freda," designed by Mr. J. Beavor Webb for Sir Thomas Freke. She speedily went to the top of her class, and practically held her position for three successive years.

The introduction of the 1730 tonnage rule in 1881, which failed so signally in its intention to put a stop to increased length in proportion to beam, saw only three new 20-tonners builtnamely, "Lenore." designed by Mr. W. Fife, jun., and built at the Fairlie yard in 1882, "Amathea," designed by Mr. A. Richardson, and built by G. Inman and Son, of Lymington, and "Clara," designed by W. Fife, and built at the Culzean Yard in 1884.

In 1883 "Lenore" and "Amathea" had some sporting matches round the coast. In this season "Lenore" won ten matches out of thirteen starts against "Freda," but the latter generally beat "Amathea" when they met. The most striking development of the 200-ton class, however, was "Clara." She was the last of the narrow vessels built under the 1730 rule, and in the eleven years that had elapsed between the births of the Thames Measurement crack, "Vanessa," and "Clara," it is interesting to note the remarkable alterations that had taken place in the size and type of vessel, in spite of the effort made in 1881 to bring about an increase of beam in proportion to length. "Vanessa's " dimensions were 47 feet in length on the waterline, and 9 feet IO inches beam, and she carried 2,600 square feet of sail. "Clara" was 53 feet on the water-line, had 9 feet beam, and 3,500 square feet of sail area. Under the length and sail area rule, which came into operation in 1887, "Vanessa" would be 20 rating, but "Clara" would be 31 rating. There was little virtue in this style of development, which simply meant carrying the plank-on-edge type to excess, and increasing the cost of the vessel. "Clara" won seventeen matches the first year she came out, and in the following year, 1885, it was looked PLAN OF "ZINITA." upon as hopeless to enter any existing twentytonner in a race against her. It was not a very tempting task to build a still more slender plankon-edge to try to lower her colours, and there was practically no racing. "Clara" was sold to go to America, and the twenty-ton class became temporarily extinct. "Clara" had a very successful career in American waters, and, with Mr.

Wheeler's old 15-tonner, "Maggie," designed by Dan Hatcher, and "Madge," and later on the 40 rater, "Queen Mab," both designed by G. L.

Watson, made among American yachtsmen a revolution similar to that made among British yachtsmen by the schooner "America" many years before.

The twenty class was not revived until 1888, when "Vreda," designed by Mr. G. L. Watson, came out. She was the first 20-rater built under the length and sail area rule, and in displacement, length, breadth, and sail spread very closely resembled Vanessa" as she was in 1873. "Vreda" had an easy task to gain her laurels, as she was only called upon to tackle the two old narrow ten-tonners, "Melissa" and "Marguerite," which had become 20-raters under the new rule. as It is rather curious that under the length and sail area rule of 1887, old beamy twenty-tonners built under the Thames measurement, such "Vanessa," "Quickstep," or "Sunshine," worked out as 20-raters, and the extremely narrow ten tonners, such as "Queen Mab," "Marguerite," and "Melissa," which were built towards the end of the era of the 1730 rule, which came into force in 1881, also worked out to be of 20 rating.

The next year, 1889, saw several new boats, "Dragon I.," built for Mr. F. C. Hill, from designs by Mr. W. Fife, jun., "Mimosa" and "Windward," and the first named was regarded as the best. "Chiquita" and "Siola" from Mr. Payne's board came out in 1890, whilst Mr. G. L. Watson turned out "Velzie," and Mr. C. P. Clayton designed the "Ghost." "Velzie" and "Ghost" had less beam and slightly heavier displacement than their rivals, but as far as sailing powers went there was not much difference between the lot. A decided improvement, however, was made by Mr. W. Fife, jun., in 1891, when he turned out "Dragon II." for Mr. F. C. Hill. She won twenty-seven first prizes out of thirty-two starts. and, as might be expected, took the heart out of racing in the following year. saw a 1893, however, 1893, however, saw a tremendous revival. "Deirdré," designed by Mr. G. L. Watson and built by Reid for Lord Dunraven; the third of Mr. F. C. Hill's notable series of Dragons," designed by Mr. Fife, jun.; "Maladetta," a semicruiser, designed by her owner, Mr. McGildowey; "Zinita," by Mr. Fife, jun., and "Vigorna," by Mr. Charles Nicholson, formed a splendid class. "Dragon" was the most successful, though "Deirdré" ran her very close; neither of them, however, went to the Clyde to meet "Zinita," who was unbeaten in her own waters. "Vigorna was the first bulb keeled boat with a pram bow and a very shallow body, and turned out a complete failure. وو The following season Mr. Fife, who may fairly claim to have turned out more successful twenties than any other designer, scored a great success with "Luna," built for Mr. F. B. Jameson, and she came out top after an eventful season's racing. The twenty class was in this season admitted into the Solent classes, which meant sailing in Solent waters from May 26th until the end of August-some fifty matches, with amateur helmsmen upon every occasion. As a result the twenties enjoyed a thoroughly sporting season, but the class was found to be a rather severe tax on the Solent Clubs in the matter of prize money.

Five new boats were built in the Solent, in addition to "Luna," which hailed from her designer's own yard on the Clyde, so with "Dragon III." and "Deirdré," and the still practically untried "Zinita," which, by the way, was much more heavily fitted below than the rest of the class, there was no lack of interest in the racing.

The famous twenties which raced in 1894, besides "Luna," which won twenty-one first prizes out of fifty starts, were "Inyoni," designed by Mr.

Charles Nicholson for Lord Dudley, a very short beamy boat, with fin keel and large sail spread, which attained quite phenomenal speed in light weather; "Deirdré," "Dragon III.," and "Zinita," built the previous year; "Thelma," a centreboard cutter, designed by Mr. Fife; "Asphodel," designed by Mr. G. L. Watson, and owned by H.R.H. the late Prince Henry of Battenberg; Prince Batthyany's "Stephanie," designed by Mr.

Clayton; and finally, towards the end of the season, "Audrey," designed by Lord Dunraven.

Numerous changes of ownership occurred during the seasons of 1893 and 1894. Mr. Hill sold "Dragon III." to Lord Dunraven, who subsequently sold her to Lord Brassey, and "Deirdré" was purchased by Lord Lonsdale.

Before the season of 1895 Lord Dunraven made a considerable alteration in "Audrey." She was a round-bodied boat with a wooden fin and bulb; the wooden fin was removed and a metal one fixed in its place, and the body of the yacht having been found too deep it was reduced about 6 inches by the transverse sections being taken in from the water-line downwards. The hull of the vessel was thus made shallower and flatter in the floor by practically almost rebuilding her, though the original idea of design was retained.

PLAN OF "AUDREY."

To complement the reduction of draught of body, the buttock lines were drawn out and the boat given a slightly longer snout. She was greatly improved and turned out to be the only boat fit to tackle the Herreshoff fliers "Niagara" and "Isolde," which came over in 1895.

The peculiar characteristics of the American pair, which were said to be built from the same design, were the exaggerated overhanging pram bows, the full, almost boxy, quarters, and counters sawn off at the end. Where the plate keel met the body of the vessel, the angle was neatly filled in by two flanged plates, transforming the sections of the vessel into curves. The spars, gear, and canvas, and the scantling of these American boats were of the lightest and yet the most serviceable description. The hull was a mere shell subdivided by lath and canvas bulkheads. "Niagara" was the better of the pair and displayed remarkable sailing powers, for although "Audrey" could tackle her in a nice whole sail breeze, and was equal to her in a fresh wind, in really hard weather the American could generally turn tables on Lord Dunraven's cutter. "Eucharis," launched at Fairlie from lines by Mr. W. Fife, jun., was the only new "twenty" built in 1895, and she turned out to be a very moderate vessel. She was a plate and bulb boat of the extreme type, but although she twice beat "Niagara" on the Clyde, she could do very little except on a reaching course. “ As to the result of the season's racing, "Niagara" won 25 firsts out of 46 starts, Audrey" 16 first prizes out of 32 starts, and "Inyoni," still the crack in light weather, 15 firsts in 40 starts. It must be mentioned, however, that on leaving the South "Niagara" lost the competition of her formidable opponents "Audrey" and "Inyoni." On the Clyde, the Mersey, and at Torbay she met only "Eucharis," "Zinita," and "Mimosa," and eleven of her first prizes were practically walks over.

The first year of the linear rating or girth rule saw the return to a rather more roomy type of boat, for "Penitent" and "The Saint," designed by Mr. A. E. Payne and Mr. W. Fife, jun., respectively, were somewhat deeper in the body than the bulb keelers of the previous season.

Penitent," indeed, was a keel boat not unlike an elongated "Dragon II." or "Luna" with fuller bow sections, whilst "The Saint" was a wooden fin keel boat, a kind of compromise between the "Penitent" type and the pure plate and bulb. “ "Samphire," a plate and bulb boat designed and built by Mr. Chas. Sibbick, also made her appearance in the Mediterranean. 66 Audrey," "Niagara," and "Isolde" were all brought out to do battle with the new cutters, all being in pretty much the same trim as 1895.

The year 1896, by reason of the trial of the different types, proved a most interesting season's racing, and the excellent performance of "Audrey" and "Niagara" with the new cutters speaks well for the value of the bulb keel type. for, looking at the dimensions of the boats, it will be seen that the newer craft had a decided advantage over them.

Yacht. Built.

Designer.

Length. Breadth Sail Area.

Audrey 1895 Lord Dunraven 44 33 Penitent..... 1896 Payne 47.9 The Saint... 1895 Fife 46-84 13.15 12 52 12 20 2,699 3,076 2,975 Niagara...... 1895 Herreshoff ...... 44 45 1213 2,726 "The Saint" turned out the most successful prize-winner. Out of a total of 57 matches sailed during the season she started 42 times and won 20 first prizes; "Niagara" started 43 times, winning 12; "Penitent" 50 times, winning 15 firsts; and "Audrey" won 7 firsts out of 28 starts.

One of "Niagara's" wins, that by which she won outright the Challenge Cup presented to the Castle Yacht Club by Lord Dunraven, can hardly be estimated as a victory. "Audrey" handsomely defeated "Niagara," but lost the cup on a protest of the latter, on a technicality, namely, that "Audrev's" entry was not made according to the letter of the rule. "The Saint," after her successful season in British waters, took her departure for Germany, where an unfortunate accident befell her. Whilst in tow of a tug the hawser parted and the yacht drifted on the rocks and became a total wreck.

The season of 1897 saw two additions to the 52-foot class, both built at Fairlie from Mr. Fife's design, namely, "Morning Star" for Mr. Andrew Coats and "Senga" for Mr. F. A. Dubs.

They were about a foot longer on the L.W.L. than the same designer's creation of the previous season, being 47 feet 6 inches against "The Saint's" 46 feet 6 inches; their beam was identical with that of the latter vessel, and their sail area slightly larger.

The new cutters were a compromise between an ordinary keel yacht and one of the fin keeled type, with rather deeper body than "The Saint"; in fact, their midship sections were not unlike "AUDREY." "Dragon III.," Mr. Fife's design of 1893; but they had the extreme rake of stern post, immense overhang and pram bows, which were the developments of four seasons' competition in yacht designing. "Penitent" was sold by her original owner, Mr. C. D. Rose, to Mr. W. P. Burton, but she was not brought out until the Solent racing began in August. "Audrey," Lord Dunraven's cutter, although then in her fourth season, or third since she was rebuilt, was tuned up in a wonderful fashion. Her owner had the angle of her plate and bilge padded to reduce her girth, which, under the present rule, allowed her nearly 100 feet additional sail area, though even then, with 2,780 square feet, she had nearly 300 feet less sail area than "Penitent." The effect of the alterations to "Audrey" was most satisfactory, for the old boat was quite as good as her rivals; the season's racing may be briefly summed up as follows:- "Penitent," the keel boat, which was much better handled than in 1896, was most successful beating to windward in light and moderate weather; "Audrey," the plate and bulb boat, was the best in a breeze, especially in rough water; and "Morning Star," the semi-fin keeled cutter, proved a perfect flier in light weather.

It is safe to conclude that for all-round sailing there was very little to choose between the trio, "Penitent" winning 9 firsts out of 16 starts, "Audrey" winning to firsts out of 37 starts, and "Morning Star" 17 firsts out of 37 starts whilst sailing in class races. A curious instance of the DD2 difference that sometimes occurs in the capabilities of yachts, although built to the same lines, may be found in "Senga," a cutter which, although a sister ship to the successful "Morning Star," was to fill the void caused by the sale of "Eldred" to the Mediterranean. She was of very similar design to his 1898 flier, but had rather more hollow in her midship section. The surprise of the summer, however, was the brilliant form of the three-year-old "Senga," which had passed into the ownership of Mr. Wyndham Cook. She had all her old internal fittings removed and replaced by others of the lightest description, and faultlessly handled by C. Bevis, wound up the season at the head of the class. وو Although not so successful as her predecessor, "Eldred," the new "Caprice won a fair string of flags, but was withdrawn from the class in the height of the season. "Penitent," in her fourth year, again showed consistent form, and was second only to "Senga " in the season's record, which read as follows:- Total Starts. First. Second. Third. Prizes.

Yacht.

Senga...

Penitent.

Caprice Forsa 40 21 9 30 43 9 15 31 9 9 I I 25 19 37 3 4 - 7 3 5 "PENITENT." comparatively a failure, the case being one of "Niagara" and "Isolde," and "Annasona" and "Sleuth Hound" over again.

In 1898 two new "twenties" joined the class, "Viera " coming from the board of Fife, and "Eldred" from that of Payne. The former was very similar in appearance to "Morning Star," whilst "Eldred" bore a strong family likeness to "Penitent," although her girth measurement was rather larger. "Viera" was the most pronounced racing machine of the fleet, approaching nearer to the bulb-fin type than any of her opponents. Below decks she was almost destitute of fittings, carrying only what were absolutely necessary for the use of the crew, and as it was the practice to remove everything of a portable nature before a race, she sailed as a mere shell. "Eldred" did not make her appearance until comparatively late in the season, but proved a most successful yacht, winning II firsts out of 24 starts. She was capitally sailed by R. Wringe, and it was the general opinion that she was the best boat of the class, although "Penitent" had the advantage in point of prizes with 17 firsts to her credit out of 38 starts. "Viera" was a speedy yacht in dead light weather, and her readiness in responding to soft puffs of wind often enabled her to steal a march on her rivals.

The season was noticeable for a strange reversal of form between "Morning Star" and "Senga," for whilst the former fell off considerably, "Senga" proved a most consistent prize-winner. "Forsa" was singularly unlucky in carrying away gear, and frequent accidents to her spars probably robbed her of many a prize.

The record of the class for the season was as follows:- Yacht.

Total Morning Star.. 38 2 It is interesting to note that "Senga" beat her sister ship "Morning Star," which in 1897 was deemed the better boat, no fewer than 31 times in the 34 matches in which they met. 66 new In the closing year of the rule (1900) the class fell upon evil days, and the racing was confined to "Penitent" and Senga," which, however, sailed an interesting series of duels. A "twenty," " Balæna," was in course of construction for Mr. Andrew Coats from the design of Payne, but at the outbreak of war in the Transvaal her owner left his new vessel on the stocks and hastened to the front. "Senga" and "Penitent" enjoyed some excellent racing, both being very keenly sailed, the latter, as usual, by her owner, Mr. W. P. Burton.

In strong winds and rough water "Senga" was the faster yacht, but when the sea was smooth Penitent..

Eldred Viera Senga Forsa .....

Starts. First. Second. Third. Prizes. 38 17 3 20 24 II 3 14 ... 33 10 IO I 21 Morning Star.. I I The following season (1899) Payne was represented in the class by "Caprice," which he designed for Sir Seymour King, and she served "MAGDALEN." and the breeze fresh, "Penitent" had the advantage of her opponent. Running and beating in smooth water, they were about evenly matched, but on a reach the Fife boat could always beat "Penitent." The two cutters met in 43 matches, of which rival's 16.

Senga" accounted for 27 to her The year 1901 witnessed the introduction of the Benzonian d factor into the measurement formula, which put a period to the class racing career of the veterans "Penitent" and "Senga."

Only two yachts were built to the new_rule, "Magdalen" being designed by Fife for Baron de Forest, and "Gauntlet" by Payne for Mr.

Burton. "Balæna" was also launched and competed in a few races, but, having been designed to fit the old rule, was badly hit by the heavily taxed girth difference factor. "Magdalen" was a shapely craft with long, graceful overhangs, full water-lines, and a raking keel. She had a foot more beam than "Gauntlet," a much fuller midship section, and carried 100 sq. ft. more canvas. The 4d measurement of the Fife boat was only 34 ft. as against the 44 ft. of "Gauntlet," whilst that of "Balæna" measured no less than 67 ft. In consequence of this heavy impost, the last mentioned, although 2 ft. shorter, and with a foot less beam than "Magdalen," carried nearly 300 sq. ft. less sail. "Gauntlet" proved no match for "Magdalen," which was a cutter of superlative excellence. Of 41 races in which she competed against "Gauntlet" and "Balæna," "Magdalen" "won 37, a remarkable record in class racing. Possibly the best boat Mr. Fife has ever designed, it is impossible to estimate the form of "Magdalen," as she was sold out of the country at the end of her first season's racing. But, taking a line through "Gauntlet," which in after years showed exceptionally good form in the ex-52-footer class, and occasionally beat yachts several years younger than herself in the 52-ft. class proper, "Magdalen" must have been one of the fastest "twenties" ever launched.

In 1902 Mr. Burton replaced "Gauntlet" with the Fife-designed "Lucida," whilst Mr. Andrew Coats, remaining faithful to Payne, had "Camellia" built from his design. In "Lucida" Fife made no radical departure from the lines of "Magdalen," and she had the same hollow longitudinal vertical section forward, full water-lines, and greatest draught at the sternpost. Her dimensions for rating purposes showed very little deviation from those of the older boat, but she carried rather more canvas. "Camellia," on the other hand, was of a very different type to her predecessor, "Gauntlet," having over a foot more beam and a very full section, the 4d measurement being but 27 ft., as against "Gauntlet's" 44 ft.

Down wind "Camellia" displayed a remarkable turn of speed, but when beating to windward she was almost invariably outsailed by the Fife boat. As it is windward work that tells in match sailing, "Lucida" had matters all her own way, and finished the season with the fine record of 24 firsts out of 31 starts, whilst "Camellia" could only account for five first prizes.

The following season (1903) the class was strengthened by the inclusion of "Moyana," designed by Mylne for Mr. J. W. Leuchars, and "Viola," designed by Nicholson for Mr. W. B.

Paget. Of the two, "Moyana" had much the fuller water-lines, but her 4d measurement was larger. She also had rather more beam than "Viola," and carried a little more sail. Although her draught was very little over 8 ft., "Moyana" was a particularly weatherly and beautifully balanced craft. "Viola," with her greater displacement, lacked the buoyant water-line ends of "Moyana," and consequently proved very "tender" in a breeze. "Camellia," which had had considerable structural alteration effected since the previous season, was a much improved boat, and, fitted with American hollow spars, took a good deal of beating, particularly in light breezes. Moyana" and "Lucida" were very evenly matched. The new cutter was perhaps a little the faster in extremes of weather, but in moderate winds there "GAUNTLET." "Viola" was nothing to choose between them. proved a somewhat disappointing vessel, and was outclassed, except in the lightest of airs, when she could just about hold the others. In the course of the season 42 races were sailed by the class, the destination of the prizes being as follows:- Yacht.

Moyana Lucida Camellia Viola Gauntlet .. ..

Total Starts. First. Second. Prizes. 31 14 39 14 7 6 21 20 35 II 8 19 22 I I I I In 1904 the only new yacht was "Maymon," which was built to the order of Mr. S. Butler from the design of Fife. Her dimensions were very similar to those of the other boats, but, in view of the strain thrown upon the hull of the yachts of this period by their long, flat overhangs pounding in a seaway, Maymon's scantlings were too light, and early in her career she started her bow planking, whilst beating to windward in a short head sea, and had to be strengthened forward.

In the skilful hands of Captain Bevis, "Maymon" proved the best boat of the class, winning 27 flags to the 20 of "Moyana." Frequent alterations to the latter's trim, however, tended to militate against her success, and during a portion of the season the Mylne cutter was over rating.

Before this fact was discovered she had won three first prizes and one second, which were, of course, at once returned by her owner. "Lucida" also suffered from injudicious alteration, and did not win a race until she was put back into her old trim during the Clyde fixture. "Camellia" was not quite so successful as in 1903, whilst "Gauntlet," with a crew partially composed of amateurs, was a bit outclassed. "Viola" competed in one race only, but met with no success. The complete record of the class for the season was as follows :- Yacht.

Maymon Moyana Lucida Camellia Total Starts. First. Second. Third. Prizes. ... 36 22 5 27 35 II 8 I 20 32 7 9 I 17 30 2 II 13 6 I I 1 ... ..

Gauntlet Viola ...

The following year (1905) Mr. W. P. Burton commissioned Mylne to design a successor to "Lucida," and the highly successful "Britomart" was the result. She was a yacht with very powerful extremities and much overhang both fore and aft. with "Moyana." The record of the class for the season was as follows:- 66 Total Starts. First. Second. Prizes. ..... 36 14 IO 24 34 12 8 20 31 6 IO 16 27 6 5 II Yacht.

Maymon Moyana Britomart Sonya............

Maymon," owing to the death of her owner, was an absentee in 1906, and the class was reduced to three yachts. Both "Britomart" and 66 Sonya" had been altered since the previous season with excellent results, but the latter, whose sail area had been increased to 4,050 sq. ft., again suffered from mishaps to gear, which caused her to miss a good many of her engagements.

The racing throughout the summer was very close, particularly between the two Mylnedesigned cutters, but "Britomart," having at last found her best trim, turned the tables on "Moyana," and wound up the season at the head of the class. The record for the year was as follows:- Yacht.

Britomart Moyana Total Starts. First. Second. Prizes. ...... 44 20 12 32 43 16 18 34 8 10 18 “ "BRITOMART."

Another recruit was the American craft Sonya," which was designed by Herreshoff for Mrs. Turner Farley. With comparatively short overhangs, pram bow, long, straight wall-sides, and heavy quarters, she was the ugly duckling of the fleet, but her inclusion added considerably to the interest of the racing. 66 Both of the new vessels showed an unfortunate propensity for shedding spars, and their records for the season were somewhat marred in consequence. Sonya" was twice dismasted in the course of the summer, her great sail area of 3,850 sq. ft. proving too much for her long hollow polemast. The American vessel was seen at her best when beating to windward in a hard breeze and lumpy water, but she was sluggish off the wind. Although "Britomart" at times showed great promise, she was never really "tuned up during her first season, and was not such a consistent prize-winner as her elder sister "Moyana." "Maymon," in the hands of a new skipper, did not fare quite so well as in 1904, but managed to retain her place at the head of the class, after a keen struggle for pride of place وو Sonya......... 34 The season of 1907 was marked by the introduction of the present International Rules, although the 52-footers continued to race in the class. In order that vested interests should not be unduly disturbed, a clause was inserted in the new rules to the effect that "old" yachts should be permitted to race in their equivalent classes, under special conditions, until the end of the year 1909. The "special conditions," of course, had reference to a suitable time allowance, but as the Y.R.A. had no data to go upon, it was decided that the old 52-footers and the new 15metre yachts should sail level for a few races by way of experiment. The two types, however, proved to be so evenly matched that no time allowance was necessary to bring them together. and the class continued to be a "scratch" one throughout the season. 66 Two 15-metre yachts were built to the class. "Ma'oona" coming from the board of Mylne for Mr. Talbot Clifton, whilst Fife was responsible for the lines of Shimna," which carried the colours of Mr. Yates. The new yachts were rather larger than the 52-footers, but this advantage was discounted by the additional weight of their scantlings. They were comfortably, we might almost say luxuriously, fitted below decks, and the owners were able to live on board throughout the summer without hardship. Of the two, "Shimna" was a little the longer on the water-line, and had rather more beam, but "Ma'oona" had a fuller midship section, more freeboard, and a larger sail area. "Maymon," which had passed into the ownership of Mr. George Terrell, made her reappearance, but, save for a runaway victory in the opening match of the season, failed to reproduce her old form. "Moyana" had dropped out of the class, but "Britomart" and "Sonya" were again commissioned. The ever-green old "Gauntlet" also competed in the class on one occasion, and, cleverly sailed by her owner, Mr. J. R.

Payne, figured amongst the prize-winners. "Britomart" in this year reached the zenith of her form, and, superbly handled by Mr. Burton, handsomely beat the new yachts. Her record for the season was identical with that of 1906. and she retained the championship that she had won the previous summer. "Sonya" showed improved form, and won a number of prizes, but the majority of them were seconds.

Of the 15-metre boats, "Shimna" was perhaps the faster in moderate winds, but "Ma'oona," in a heavy breeze and rough water, was the best yacht of the fleet. As the season was characterised by strong and squally weather, the Mylne boat, on the whole, had rather the better of the exchanges, and was second only to "Britomart " in the record, which was as follows:- Total Yacht.

Starts. First. Second. Third. Prizes.

Britomart...... 47 20 12 32 Ma'oona ... 38 14 8 22 Shimna ..... 48 I I IO 21 Sonya 23 4 12 I 17 Maymon 14 I I 2 Gauntlet I I I W. P. Burton became the first holder of this important trophy.

The prizes in the course of the season were won as follows:- Yacht.

Mariska Britomart Shimna Ma'oona Lucida Maymon Total Starts. First. Second. Third. Prizes. 35 16 6 - 22 40 12 8 20 32 10 5 2 17 25 7 9 16 I I I 2 ...

In 1908 "Britomart" had to meet a new Fife cutter in "Mariska," which carried the colours of Mr. A. K. Stothert. The recruit had a fuller midship section than the same designer's 1907 creation, "Shimna," more freeboard, and nearly 500 sq. ft. more canvas. She was obviously designed as a light-weather boat, and although at her best in soft breezes, was also an able vessel in a fresh wind. "Mariska" had all her work cut out to wrest the championship of the class from "Britomart," but managed to finish the season at the head of affairs. "Ma'oona" and "Shimna" appeared under new ownership, the former carrying the colours of Mr. Almeric Paget and the latter those of Messrs. J. R.

Payne and A. E. Watson. Neither did so well as in 1907, and the honours of the season fell to "Mariska" and "Britomart." as The feature of the year so far as the "twenties" were concerned was the institution international trophy. This cup, of the of an value of £250, was presented by Mr. H. H.

Bartlett, Commodore of the Royal London Yacht Club, and, by the conditions attaching to it, competitors must be steered by amateurs. It is held for the year by the owner of the vessel winning two out of three races. "MARISKA."

When the first contest took place in 1908 the class had not been built to on the Continent, and the racing was therefore confined to British yachts. With "Mariska" a bit off colour, the first two matches fell to "Britomart," and Mr. "Tuiga," "Vanity." "Hispania." "Ostara."

START OF THE 15-METRE CLASS IN 1909. "Slec."

The season of 1909 saw an influx of new vessels, and the fleet was one of the largest in the annals of the class. Old "Britomart," full of honours, was superannuated, and retired to the handicap class. In four seasons' racing the Mylne-designed cutter had credited her sporting owner with 97 prizes, and it was only natural that he should go to the same designer for a successor. The new yacht "Ostara" was of very similar design to "Ma'oona," which came from Mr. Mylne's board in 1907, but had more sail, rather longer overhangs, and a little more flare. دو Fife was represented in the class by three new yachts, which had a little more hollow in the midship section than the Mylne boat, whilst two of them carried a larger spread of canvas.

Mr. Fife seems to have ignored the penalty placed upon overhang by the International Rule, and the overhangs of "Vanity" were as long as those seen on yachts built under the last formula. Of the three vessels created by the Fairlie draughtsman, "Hispañia was owned by the King of Spain, "Tuiga" by the Duke of Medinacelli, and "Vanity" by Messrs. J. R., Payne, A. E. Watson, and J. Hamilton Benn.

Of the old boats, "Mariska," "Ma'oona," and "Shimna" were again commissioned, the lastmentioned being renamed "Slec," and sailing under the colours of Señor E. Lopez. The Spanish contingent, "Hispania," "Tuiga," and Slec," however, did not appear in English waters until Cowes Week, and the brunt of the season's racing was borne by "Ostara," "Vanity," "Mariska," and "Ma'oona." 66 "Ostara" proved the best all-round 15-metre cutter of the year, sailing consistently well in any kind of weather. She was particularly fast on a reach, and, sailed by Mr. Burton in his usual faultless style, wound up the season at the head of the class. “ Vanity" was rather "tender" under her large sail area at the commencement of the season, but this defect was soon remedied by the addition of some lead. She was a speedy craft in light weather, and when in the mood went to windward like a witch. "Hispañia," had she gone round the coast with the fleet, would probably have been a thorn in the side of "Ostara." The royal cutter was beautifully handled by Captain Barbrook, of Brynhild" fame, and during the Solent regattas there seemed very little to choose between her and "Ostara" in point of speed. "Tuiga" also was a very able craft, possibly the equal of Hispania," but she was not so well handled as the latter, and her record suffered in consequence. In her three voyages across the Bay of Biscay she proved herself an excellent sea boat, and at the end of the season was as tight as when launched, a fact that speaks well for the scantling tables framed by the various classification societies.

Of the older boats "Mariska " again sailed well, particularly in light weather, but "Ma'oona" "OSTARA." proved to be outclassed. Late in the season, however, the latter had 12 cwt. lead removed from her keel, and her sail area increased by some 300 sq. ft. From a hard-weather yacht she became almost alarmingly tender, but with light breezes obtaining during the closing matches, she reaped the benefit and won several first prizes on the Solent. The record for the class for 1909 was as follows:- Starts. First. Other Prizes. Total.

Yacht.

Ostara 49 21 13 34 Vanity ... 47 12 I2 24 Mariska 49 II 17 28 Ma'oona 46 5 8 13 Hispañia 8 3 Tuiga ३३ 3 6 7 3 3 Slec (ex Shimna) 9 The International Challenge Cup was again won by Mr. Burton with "Ostara."

The 15-metre cutters had a very heavy season's racing in 1910, no fewer than sixty matches being provided for the class. The interest, however, never waned, and the closing races were as keenly sailed as were those at the commencement of the season. The sailing of the "fifteens" was, indeed, of superlative excellence, and no finer sport is recorded in the history of class racing.

There were two additions to the fleet, "Tritonia," built at Dumbarton for Mr. J. C. Lomer, and "Paula II.," which was constructed at Sandbank for Herr Ludwig Sanders. The lines of both yachts came from the board of Mylne, and they bore a family likeness to "Ostara." The German-owned "Paula" sailed in her home waters during the early part of the season, and did not join the English fleet until the yachts assembled at Cowes for the Solent regattas.

Manned by a somewhat indifferent German crew, and penalised by a mainsail that had been spoilt when the yacht was dismasted on the Baltic, 66 Paula II." was quite outsailed by the English vessels, and in seven starts failed to win a prize.

Her owner, however, raced her in the most sportsmanlike and plucky fashion, and when the cutter dropped out of the class to return home. there was a general feeling of regret that she had not been more successful.

The other recruit, "Tritonia," was undoubtedly an able vessel, but, owing to the illness of her owner, she was never really tuned up. The sailing of the yacht was, moreover, impaired by a leak, in the early part of the season, in consequence of which she missed many of her engagements. At times "Tritonia" sailed in faultless style, notably at Ramsgate, when Mr.

W. P. Burton was at the helm, and it is probable that the new Mylne cutter was as good a boat as her elder sister, "Ostara." rea Of the yachts that competed in 1909, "Ostara," "Vanity," "Mariska," and "Ma'oona" appeared, but several of them had had modifications effected in their trim. "Mariska" had been thoroughly overhauled and given a new outfit of spars and sails. In the hands of Diaper the yacht did remarkably well for a vessel in her third season, and often proved thorn in the side of her younger opponents.

During Cowes Week "Mariska" won four races off the reel, and her consistent form, year after year, would point to the fact that vessels built under the International Rules are not readily outclassed. The surprise of the season, however, so far as the "fifteens" were concerned was the improved form of "Vanity." In 1909 the Fife cutter was inclined to be "tender," and it was only in dead light airs that she could hold "Ostara." But the addition of a little lead to her keel converted her into a really fine yacht, and throughout the summer she proved a splendid match for "Ostara." In a fresh reaching breeze the latter was perhaps a slightly faster yacht, but when sheets were gathered in for a beat to windward in a light or moderate breeze, the Fife boat could hammer her opponent. "Ma'oona," the veteran of the fleet, had some of the lead which had been removed the previous season restored to her keel, but was outclassed with the younger vessels. She contrived, however, to pick up a few prizes in the course of the summer, and on one occasion sailed a deadheat with "Ostara," a somewhat rare occurrence in class racing.

The feature of the season's racing was the keen contest for the championship of the class between "Ostara" and "Vanity." Sailed by their respective owners, Mr. W. P. Burton and Mr. J. R. Payne, the most brilliant amateur helmsmen now racing, the two cutters were superbly handled.

The struggle for supremacy was maintained until the very last race, with the result that the honours were equally divided. Most of the big prizes, however, went into the locker of "Ostara, which won the International Challenge Cup, and the challenge trophies presented by the Earl of Desart and the late Mr. J. B. Fleuret, but the Prince of Wales's Challenge Cup fell to "Vanity."

The record of the class for the season's racing was as follows:- Yacht.

Ostara Vanity Owner.

Start.

First Other Prizes. Prizes. Total.

Mr. W. P. Burton Messrs. J. R. Payne and J. Hamilton Benn Mariska... Mr. A. K. Stathert...... 53 Tritonia...

I2 Mr. G. C. Lomer......... 29 Ma'oona Mr. Almeric Paget..... 33 IO Paula II...

Herr Ludwig Sanders...

Looking at the annals of the twenty class during the closing quarter of the last century, although many changes occurred in the shape of the yachts, the dimensions of the craft kept tolerably level.

The length of a twenty during that period ranged from 45 feet 6 inches to 48 feet, and the sail area from 2,600 to 2,900 square feet. "Clara" was the only wide departure from the rule, but "Audrey" and "Inyoni" went below the average in the matter of length, and "Penitent" exceeded the usual limit of sail area. The beam of the 20 tonners in "Vanessa's" time was about IO feet; in the days of Freda," "Amathea," "Lenare," and "Clara" it fell gradually to as low as 9 feet in the last-named vessel. In the early 20-raters, from 1888 to 1890, it was about the same as in old "Vanessa's" time, but in the last years of the century the beam increased to from 12 to 13 feet.

The 15-metre yachts built under the present International Rules, which are the modern equivalent of the old twenties, are a little larger than the 52-footers, which they superseded, but the length given in the following table is not the actual water-line length, for under the existing rule the flare of the overhangs is measured and added to the water-line length for rating purposes, as already explained.

During the past decade the sail area has steadily increased, and we find "Vanity" (1909) carrying approximately 50 per cent. more canvas than did "Eldred" in 1898. A similar increase is also noticeable in beam, the breadth of the latest vessels verging upon 14 feet.

Appended is a table showing the dimensions of some of the principal twenties constructed during the past thirty-eight years. occasions. As we have but few racing yachts of schooner rig in British waters, the class is largely dependent upon German support, and, consequently, does not figure much upon regatta programmes until the approach of Cowes Week brings the foreign yachts across the North Sea.

During the Solent regattas, however, the class has been productive of very fine sport since its inception three years ago, and numbers in its ranks some of the finest "two stickers" ever launched.

In 1908 the principal yachts of the class were Mr. Cecil Whitaker's "Cicely," designed by Fife in 1902; "Susanne," another product of the famous Scottish draughtsman; "Meteor III.," Date.

Rule Built Yacht. under.

Length on load water line.

Beam. area.

Sail Measurement. 1873 Thames Vanessa ... 47 99 2,600 20-tonner 1884 1,740 Clara ...... 53 9 3,500 وو 1888 Length & Sail area } Vreda ...... 45°4 IOI 2,641 20-rater 1889 1890 1893 1895 وو . و وو وہ Dragon I.

Velzie 45.5 46 10'3 2,632 10I 2,641 دو دو Zinita.. 46°2 1301 2,554 Audrey ... 44'33 1315 2,699 Ist Linear 1897 Rating Audrey rule {(altered) 44°03 13 15 2,780 5 ft. lin. rater. 1896 Penitent... وو 47.9 12 52 3,076 دو 1897 وو Morning Star } 4774 12 15 2,929 وو 1898 Eldred دو 47 34 12 49 2,950 وو (2nd Linear) 1901 Rating Magdalen. 48.9 13°2 3,300 وه rule 1902 Lucida 1903 1904 1905 وو وو وو دو ... 48.6 131 3,425 وو Moyana... 48 34 13.07 3,637 وو Maymon.. 4771 13 25 3,686 ११ Britomart. 46 42 13 17 3,800 وو Inter- 1907 national Ma'oona.. 53°02 1343 4,160 15 metres. -rule 1908 Mariska... 1909 دو وو 52 91 13.66 4,448 Ostara 53.31 1364 4,300 1909 ,, Vanity 52.85 13.69 4.403 وو وو وو With the introduction of the International Rules a new class for large yachts came into existence. As the limit of size for vessels of cutter rig was fixed at 23 metres rating, it was thought desirable to provide sport for yachts of other rigs exceeding that rating. With that end in view, provision was made in the rules for a class for schooners, yawls, and ketches exceeding 23 metres rating; and to place vessels of varying size upon terms of equality a time scale of 4 sec. per mile for each metre of rating was adopted.

The "A" class, as it is termed, has hitherto in practice been a schooner class, as yawls and ketches have only appeared in its ranks on rare "VANITY." designed by Carey Smith for the German Eniperor; and "Germania," designed by Herr Max Oertz for Herr Krupp von Bohlen. The lastmentioned, a magnificent new schooner of 368 tons Thames measurement, was the first large racing yacht ever constructed in Germany, and her brilliant form in the Solent bore witness to the great strides made in yachting on the Continent during the past twenty years. The sailing of "Germania" in the match for the Emperor's Cup created quite a sensation at Cowes, and she beat the English vessel "Cicely" by rather more than a quarter of an hour. With a strong reaching wind the German yacht averaged over 13 miles per hour throughout the match, and lowered the record for the old Queen's course, established by "Meteor III." in 1902, by a quarter of an hour.

Taking the whole season, the most successful schooner of the class was Herr Huldschinsky's " Susanne," which won thirteen prizes in fifteen races, eleven being firsts. "Cicely," which had practically swept the board in the Baltic during her first season, found the time allowance she had to concede to "Susanne" a little too much for her, although she credited her owner with six first and six second prizes out of sixteen starts.

The following year the fleet was strengthened by the addition of a new Meteor," built for the German Emperor from the design of Herr Max Oertz. With a Thames measurement of 400 tons, she was rather larger than "Germania." but of much the same speed. "Cicely," which had been altered during the winter, showed improved form and won a prize every time she started. With three first and four second prizes to her credit she was the most successful of the quartette, turning the tables on both "Germania" and "Susanne." In light weather the German schooners seemed rather sluggish, and, under such conditions, had no chance of conceding the allotted time allowance to the smaller craft.

The appearance of an American schooner in the class added considerable zest to the racing in 1910. "Westward" was the first yacht designed by Herreshoff to the International Rule, but she proved the speediest schooner ever seen in European waters. Sailed by Captain Charles Barr, of America Cup fame, in faultless fashion, she led her opponents home in every race in which she competed, and although entitled to a time allowance from the larger German vessels, she did not have occasion to call upon it. Most of "Westward's" victories were gained in German waters, but she appeared in the Solent "GERMANIA." in August, when her extraordinary sailing created quite a sensation.

Although a very fast vessel in all gradations of wind force, it was in light weather that she was seen at her best. Under such conditions she was immeasurably superior to her opponents, and "ghosted" along when they were almost at a standstill. In the race for the Royal Victoria Gold Cup, although the yachts were stopped when but half the course had been covered, she finished more than two hours ahead of the second yacht.

The record of the class for the season, in German and English waters, was as follows:- 4 Total Yacht.

Owner.

Starts. 1st. 2nd. 3rd. Prizes.

Westward.

Mr. A. S. Cochran II II II ....

Cicely ......

Mr. G. Cecil Whitaker.. 7 3 T Germania.

Herr Krupp von Bohlen und Helbach..

IO 5 Hamburg Kaiserlicher Yacht Club 6 2 2 4 Meteor IV The German Emperor... 7 2 2 Susanne...

M. M. Verstraete 4 5 In the autumn Mr. Whitaker commissioned Fife to design for him a new schooner, with a view to tackling "Westward" upon more even terms in 1911, and at the time of writing this vessel, the "Waterwitch," is taking shape on the Clyde. Unfortunately, it is rather doubtful if the new Fife creation will have an opportunity of meeting the Herreshoff clipper, as, owing to ill-health, Mr. Cochran has placed "Westward" in the sale list.

Of the classes scheduled under the International Rules, that for yachts of 19 metres rating was not built to for some years. It will, however, be represented during the coming season (1911) by four yachts. Although the legitimate descendant of the old 65-footers, the 19-metre cutter is rather larger and will carry some 2,000 sq. ft. more canvas. Approximating in size to a vessel of 100 tons T.M., a "nineteen" has a sail area of about 6,500 sq. ft., and her accommodation plan is practically the same as that of a first-class cutter, but on a reduced scale. As she can be handled by a crew of fourteen, the cost of upkeep will be but little more than half that of a 23-metre cutter, and the class is likely to prove a popular one in the future. دو Of the four cutters now in course of construction, Fife has designed "Mariquita for Mr. A. K. Stothert, and "Corona" for Messrs.

Almeric Paget and Richard Hennessy. Mylne is responsible for the lines of "Octavia," which will carry the colours of Mr. W. P. Burton, and Nicholson for those of the vessel building to the order of Mr. F. Milburn.

Before dealing with the small classes in their present high state of perfection, it is necessary to glance briefly into the annals of small yacht racing as it existed in the "seventies," for if the past history and origin of the modern "rater be disregarded, it would be impossible to recognise in her the logical outcome of the old-time miniature racing cutter.

The 5-ton class, under the old rule of Thames measurement, first came into existence on the lower reaches of the Thames, where the crack boats were the "Arrow," built by Stone of Erith in 1870, and four years later the "Virago" from the hands of the same builder.

In 1876 all the existing 5-tonners were eclipsed by the "Freda," which was designed by Mr.

Beavor Webb, and built by the late Dan Hatcher for Sir Thomas Freke, and she may be said to have been the most successful boat of her size built under the Thames tonnage rule. During her first season she won fifteen matches out of seventeen starts; and in September of the same year her owner issued a challenge in the Field to sail any boat of her size belonging to the Clyde or Ireland, for £100 a side. The challenge was accepted by Mr. F. Lawson, owner of the Fairlie built "Camellia," and Mr. J. Lawrence, who owned the Watson designed "Vril"; and it was arranged that "Freda" should sail three races with each boat at Holyhead in May of the following year. year. The races resulted in a decisive victory for the English craft, which thus vindicated her right to the title of champion 5-tonner. The "Thames" tonnage rule was found to tax beam rather severely, and in view of this Mr. Beavor Webb made "Freda" somewhat longer, narrower, and deeper-draughted than her predecessors. She carried her lead lower, and consequently had more sail-carrying power.

These advantages, coupled with the fact that she had exceptionally pretty lines for a boat built some five-and-thirty years ago, ensured her success.

In 1880 came a change of rule, and the (L+B)'×B measurement was introduced in the 1730 place of the Thames rule with the hope of relieving what was considered an excessive tax on beam. However, in this respect the rule proved a failure, and the 5-tonners went on growing longer, narrower, and heavier, with a corresponding increase in sail plan and in weight of spars and gear. They became exceedingly costly craft into the bargain.

After the rule had been working a few years. builders began to turn out yachts which were of 5 tons measurement by dimensions, but displaced as much as 8, 10, or even 12 tons, instead of 5 tons as was the original intention.

When the 1730 rule was found to have the effect of increasing the cost of 5-tonners to a very considerable extent, a 3-ton class sprang into existence. These soon became boats of a very extreme type, long, narrow, deep, and very wet in a sea. The Clyde was the original home of this class, but they spread round the English coast, and in 1882 several of them were to be found on the Thames. The most noted of these little craft that year were the "Snarley Yow" and "Mascotte" on the Thames and a Devonport built boat called the "Chittywee," designed by Mr. J. Ash, which was the best boat of the year. The masterpiece of the 3-ton fleet was fated, however, to come from the hands of that promising young designer, Mr. W. E. Paton, who lost his life in the wreck of the "Oona," off the East Coast of Ireland, just when he had succeeded in making a name for himself, and in his creation, the "Currytush," was found a boat which was destined to prove the most successful 3-tonner in Southern waters. So successful, indeed, was the "Currytush" that no boat could be found to compete against her, and as any hope of building a craft to rival her appeared to mean going to great expense only to produce something still longer and narrower, small boat sailers fought shy of the task. As a result she was left alone in her glory, having practically extinguished the 3-ton class in the South. a On the Clyde, however, there was still a sporting class of narrow 3-tonners which kept up a series of matches for some years after the class had lost its popularity in the South: the best of these were "Ariel," "Cora," "Coila," "Rona," and "Daisy." The class may be fairly said to have died hard, for up to the year 1887 they still kept up races among themselves under the 1730 rule after it had been abolished and the length and sail area rule had become law.

The following dimensions of fashionable small racing craft in the years 1885-6 will be looked at with astonishment by many modern yachtsmen.

Name.

Dis- Length. Beam. Draught placement.

Sail area.

Tonnage.

Feet. Feet. Feet.

Tons.

Oona 34 55 8 12.5 1,750 5 Cocker 32 5.95 5.75 8°2 1,528 5 Jenny Wren 34 545 75 114 1,645 5 Currytush... 28.5 47 6 1,060 3 Eclipse 30 10 775 13.6 2,280 Keepsake Verena 30 25 9.8 9 7 6.8 137 8.6 1,750 25 33 feet Itchen Ferry Boat. 30 وو The overhanging stem was introduced into some of these little vessels, but owing to the narrowness of the water-lines forward it is obvious that but small advantage was gained by it. Another freak of construction, which first saw light in the days of the "plank-on-edge type, but which did not become popular for many years after, was the hollow in the forward longitudinal vertical section, or what is colloquially termed the bow profile. All the crack "threes" and "fives" had their fore foot severely cut away, but we believe Mr. R. E.

Froude, who designed and sailed the famous 5-tonner "Jenny Wren," was the pioneer in this respect. She at any rate was the first craft of the type of any note, although some yachtsmen will doubtless remember Mr. Bentall's long wallsided 10-tonner "Evolution," which carried her. lead in a cigar-shaped bulb bolted on to a boilerplate and had a profile not unlike some of the more modern raters. "Evolution" was as big a failure as his great yawl "Jullanar" was a success. The dimensions of the "Evolution" were:

Length on load line Beam Draught 51 ft. 6.5 ft. 10 ft.

She was built in 1881.

Apart from the Y.R.A. classes, various local types flourished round the coast. These boats, in nearly every instance, sailed under a pure length measurement, and, broadly speaking, played a far less important part in the evolution of the modern "Rater" than the small tonnage rule classes, though they formed a capital school for amateur talent.

LINES OF "FREDA."

From Yacht Architecture (1885), by kind permission of Messrs. Dixon Kemp and Horace Cox.

Many an amateur nowadays-aye, and many a paid hand too-out of a "Solent Class" rater would be very much at sea in one of the Itchen Ferry 30 footers as they existed in their palmy days, with gigantic sail spread and a spinnaker boom longer than the ship over all.

The Itchen Ferry boats, which sailed under a simple length on the load-water-line rule, were classified as follows: 30 feet, 25 feet, 21 feet, and 13 feet. The craft of course originated from the straight stemmed and square sterned Itchen Ferry fishing boats, which were fitted with iron keels and inside iron ballast. From these handy fisher craft, the keen competition of racing developed in a few years yachts of about three beams to their L.W.L. length, instead of three and a half, much fuller midship sections, and heavy lead keels coupled with greatly increased draught, whilst the sail spread was also carried to great excess.

These beamy length class boats had really very little to recommend them, and adverse criticism was general. They were unhandy and, in a seaway, jumped like porpoises; whilst the narrow tonnage rule yachts, on the other hand, though terribly wet, had the virtue of being fairly fast craft in a heavy sea, and in their time were regarded as wondrous weatherly vessels; in fact British yachtsmen of that time were loth to believe that the plank-on-edge was not the beau ideal of a racing craft in the diminutive as well as in the large classes. “ In much the same manner as Currytush" had extinguished the three tonners, the 30 footers, "Eclipse" and "Curtsy," both designed by Mr.

C. P. Clayton, settled the 30-foot length class, and "Bird of Freedom," designed by Feltham of Portsmouth, and "Verena," a similar boat, carried off most of the prizes in the 21-foot class. In 1886, the last year of the "1730" rule, small yacht racing was not in a flourishing condition anywhere; it was at its lowest ebb on the Solent, where the introduction of the length and sail area rule was hailed as a welcome change.

A crucial test of light versus heavy displacement, and beam versus depth, came about in August of the year 1887, and yachtsmen got an inkling of the potentialities of light displacement with plenty of beam under the new length and sail area measurement rule.

At the regatta of the Royal Irish Yacht Club at Kingstown, a remarkable trial took place between "Mischief," a Lough Erne boat, owned by Lieut. H. Gartside Tipping, and the crack Scotch five-tonner, "Doris," the latter being Mr.

G. L. Watson's happiest venture under the old narrow style. She was owned and sailed with an almost unbeaten record by Mr. Bryce Allan.

The Lough Erne boat was a mere skimming dish; she had been originally fitted with a centre board, but the centre plate had given place to a fixed lead fin of about five tons weight, so that she was practically a forerunner of the modern type.

Both boats measured IO rating under the length and sail area rule. "Mischief's" career had been somewhat eventful prior to her début in open waters at Kingstown. She had been carried across country from Lough Erne to the coast on a truck, and then sailed across to Birkenhead to have the beforementioned keel fitted, and thence back to Kingstown to try her luck in the Bay. Her owner being anxious not to miss the trial with the Scotch champion, had not time to get her caulked, and she could hardly be kept afloat during the passage, as she leaked like a sieve. Old salts ridiculed the idea of this half walnutshell attempting to lower "Doris's" colours, and her owner, on asking for his sailing instructions, was chaffingly told that if he followed "Doris," provided he could keep her slender taffrail in sight, he could not go wrong.

Great was the astonishment, however, when, in a grand breeze, with reefed mainsails, "Mischief" completely out-sailed Doris" on every point; it was emphatically an open-water trial, too, and there were some tearing squalls in the second round. Col. E. Saunderson, M.P., was at the helm of the Lough Erne boat, which won by seven minutes over a fourteen mile course.

In a light weather trial on the following day "Mischief," this time steered by her owner, was again the victor, and her performance was considered even more remarkable than on the previous day, for the boat could only set lower canvas to keep her within the rating, whilst "Doris" had the advantage of jackyarder and jib topsail, and was driven for all she was worth.

Though "Doris" had her revenge at Kingstown in the Royal Alfred Regatta, when she got the best of the skimming dish going to windward, the result of the matches gave designers such an insight into what could be done with light displacement craft when well handled, that it is fair to regard Lieut. Gartside Tipping's plucky venture as one of the most important events in the annals of modern yacht racing.

The same summer of 1887 saw the commencement of what have since come to be called the "Solent classes," though the term is not altogether appropriate, as, of course, the smaller Y.R.A. classes compete under identical conditions at other yachting centres.

The 24-rating class sprung first into existence. and the first boats built to it were "Madcap," owned by Miss Mabel Cox, and "Thalassa," by Col. J. T. Bucknill, R.E.; they were only 21 feet on L.W.L., and set 690 square feet of sail-very small craft compared with the later competitors in the 22-rating class; they had the first year of "Solent class" racing pretty much to themselves.

The following season was a fairly quiet one, as the new classes had scarcely become organised; in fact, the duty of keeping small class racing alive devolved entirely upon the 2 raters.

Several new boats, such as Mr. T. W. Waller's "Lady Nan," "Chipmunk," owned by Mr. S. C.

Watson, "Fairy," Captain J. W. Hughes, a 19 rater, "Ada," Mr. Manning, and "Tottie," a Thames 21-footer, a very deep, narrow craft, which rated about 18, and was brought round from the river by Mr. Simpson, after having made a great reputation amongst boats of her own type in Sea Reach: these with "Madcap" and "Thalassa" kept up the class. The IO-raters of 1888 were an equally scratch lot, consisting of "Dis," a smart clipper stemmed craft, designed by Mr. J. M. Soper; "Lollypop," of 65 rating, a straight stemmed cutter with her mast rather far forward, a short boat in comparison to her sail area; the old narrow fivetonner "Jenny Wren," designed by Mr. R. E. Froude, and sometimes the ancient square-sterned Itchen Ferry boat, "Dolly Varden." "Dis" fairly eclipsed all comers, and carried off twentyfive first prizes out of twenty-eight starts; but she occasionally met her match, and it was something of a surprise to see "Dolly Varden," which at that time was about fifteen years old, tuned up to racing trim and given a new lease of life by the change of rule, leading "Dis" round the course and getting the winning gun, as she did on one occasion at the Royal Southampton Club.

The summer of 1889 was a season of good whole sail breezes and the chief interest in the Solent amongst the small classes lay in the meeting of "Decima," a new IO-rater, designed by Mr. A. E. Payne, with "Dis," the champion of the previous year, and subsequently in her matches with the Clyde favourite "Yvonne." "Decima" had a nearly plumb stem, and was a deeper vessel than "Dis," and carried rather more canvas in her mainsail; both were about 36 feet on the water-line, and carried about 1,660 square feet of canvas. The new cutter gave LINES OF "ALWIDA." "Dis" a pretty good dressing, and could beat. her soundly by the wind in a breeze, and her battles with the Clyde boats "Yvonne" and "Doris" caused immense excitement in the Solent at the time. "Decima" beat "Yvonne" five times out of eight starts, and "Doris" eleven times out of fourteen starts. So keen was the interest in the racing between the first-named pair that an enthusiastic compiler of statistics went so far as to ascertain that in the three races in which "Yvonne" beat "Decima," they sailed one hundred miles, and "Yvonne" beat "Decima" 5.94 seconds per mile, and in the five races won by the latter they sailed 163 miles, and "Decima" beat "Yvonne 9'68 seconds per mile. The Io-rating class in the South came to an end in 1890, and was never again revived. 66 The 2-raters had a capital season in 1889, and a new boat named Humming Bird," designed by Mr. A. E. Payne for Capt. Hughes, came out and won 25 first prizes out of 38 starts. She was one of the first fin-keeled craft with straight stem and square stern.

The "Fives," which first came to light in 1890 and have become increasingly popular ever since, have more than taken the place of their bigger sisters, the 10-raters.

The 5-raters which opened the ball were "Glycera," Mr. P. Perceval; "Alwida," Lord Dunraven; and the old straight-stemmed "Lollypop," Mr. W. P. Burton, all designed by Mr. A. E. Payne, and a centre-board boat "Archie" from the board of Mr. G. L. Watson. دو They sailed upwards of 40 matches, and as a result "Alwida" and Glycera were very much on a par, though the latter had 19 firsts to "Alwida's" 14; "Lollypop" and "Archie " had 9 and 8 first prizes respectively. 66 The same season was a first-rate one for the 24-raters. "The Babe " and "Cock-a-Whoop," Payne boats, and Dolphin," designed by Mr.

C. P. Clayton, were the best of the fleet. Mr.

Arthur Payne, with his numerous additions to the Solent fleet during the years 1890, 1891, 1892, set the pattern of the modern small rater, and by his originality may fairly claim in these years to have done more than any other designer in the development of the type. Nearly all the racing craft became deep draught fin-keel boats, with what is known as a sawn-off counter, the overhang aft finishing about where it ceased to touch the water when the vessel was heeled over, with the very sensible object of getting rid of all superfluous weight. The innovation was certainly unsightly, but a boat like "The Babe" was much superior on every point of sailing to the old type of craft built under the Thames and 1730 tonnage rules. The characteristics of the new boats were extreme quickness in stays, handiness and power of thrashing to windward in broken water. Changes were made in the rig as well as in the design of racing craft, and by the season of 1891 almost all boats had adopted the standing lug in place of the gaff mainsail.

There being no tax on beam under the length and sail area form of measurement, the boats were treated to a liberal amount of it. Five years' experience of the rule made it manifest that by reducing displacement as much as possible, and sail area slightly, and proportionately increasing the load water-line, a faster type could be produced.

Hence it will be found that nearly all the 22-raters produced in 1891 and 1892 measured 28 feet in length on the water-line, whereas 25 was the average in the previous season, and only 21 in the opening year; whilst 33 feet was found to be about the most suitable length for a 5-rater.

Mrs. Schenley's "Windfall," designed by Mr.

A. E. Payne, proved the best of the 5-raters in 1891, whilst "Savourna," owned by Mr. P.

Perceval, from the board of the same designer, was a good second. "Iernia," a Fife boat, owned by Mr. H. R. Langrishe, and Quinque," designed by her owner, Col. J. T. Bucknill, were less successful. 66 In the 2-rating class "The Babe" still held the sway, winning no fewer than 36 first prizes out of 45 starts, although several new boats competed with her. Her record was an excellent one, and small boat sailers will have a vivid recollection of the masterly manner in which she was handled by her owner.

LINES OF "THE BABE.' This season was the first year of the 1t-rating classes, but mixed races were often indulged in, Y.R.A. time allowance being given between the classes.

This method of sailing was not satisfactory, as the excitement of small boat racing, more than in any phase of yacht racing, lies in the close work when rounding marks, cross tacking, and finishing; and the introduction of time allowance naturally spoiled the fun of the game; it was consequently decided to keep the classes entirely separate in the future.

Perhaps the best-raters built in this season ere "Dee Dee," designed by Mr. A. E. Payne, and "Coquette," from lines by Mr. Chas. Nicholson, whilst "Unit" in the I-rating class, from 2-RATER. the board of Mr. G. F. Flemmich, was a handy little craft.

The following year, 1892, "Cyane," owned by Lord Dunraven, and "Squall," both Payne boats, came out in the 5-rating class, but were fairly eclipsed by another new craft, built for Mr.

Langrishe and sold by him to Lord Dudley, the "Dacia," which was far and away the best boat in the South, and one of the most even performers that Mr. C. E. Nicholson, her designer and builder, ever produced. Her success was phenomenal; indeed, the only 5-rater which could be compared with "Dacia" in 1892 was the Scotch boat "Natica," designed by Mr. G. L. Watson, and as both these boats had proved themselves to be irresistible in their own waters-the one in the South of England and the other on the Clyde -their owners arranged to meet in Torbay and try conclusions in a series of three matches for £200 a side. The course in the first and third matches was a triangular one, and in the second match they had a dead to leeward and dead to windward trial. "Dacia " won the first race in a summer breeze by 30 seconds. The second match fell to "Natica," who ghosted along in the lightest of airs in a remarkable manner and comfortably. In the concluding match "Dacia" led from start to finish, coming home with a lead of I min. 5 sec., but she was disqualified for a slight foul. On neither of the three days did "Dacia" get that amount of wind which suited her, or her performances would have been still better. won The season of 1892 amongst the 2-raters exceeded all previous years, there being no fewer than 14 competitors on the Solent, whilst on the Clyde they were equally numerous. "Gareth," which came out half way through the season, owned by Mr. A. Henderson and designed by Mr. Charles Nicholson, was the crack in fresh winds on the Solent, and "Faugha-Ballagh" and "Polynia," both Payne boats, were the best in light weather. In Scotch waters "Wenonah," designed and built by Herreshoff in America, came over and showed a marked superiority over the local fleet. This year the I-raters had their first notable season. "Doushka," by Payne, and two boats, "Mahatma" and "Kitten," built at a newly started yard in Cowes, made a creditable display; the first-named was from Mr. G. F. Flemmich's design.

If these were not the first they were, at any rate, the first racing boats of any note built at a yard the name of which was destined to become a household word in connection with small yacht racing. The success of Mr. Chas.

Sibbick's designs in yachts up to 5-rating and the immense number of craft turned out from the Cowes yard was truly remarkable, and during the closing years of the last century Sibbick's raters made a name far beyond the Solent. The season of 1892 will also be remembered by the success of the little Herreshoff boat, Winn," in the -rating class. "Wee Before the commencement of the season of 1893 the Yacht Racing Association fixed a limit. to the number of hands allowed on board yachts of Io-rating and under, when racing, the rule applying to both paid hands and amateurs.

The allotment to the different classes was as follows:- Class.

I 2 5 10 1-2 Rating وو وو Number of persons allowed on board. .. وو 2 persons 3 5 ११ 7 9 وو 7 " The motive of the new regulation was to put a stop to "live ballast," for in some of the light displacement I-raters and -raters the practice of crowding five or six passengers on the weather gunwale whenever there was a fresh wind seemed to be becoming general.

The 5-rating class was reinforced in 1893 by "Red Lancer," designed by Fife, but "Dacia" held her own bravely until the following year, her principal opponents being the new boat, and "Squall," which had been re-named "Fleur-de- Lys."

No improvement was made over "Gareth" in the 24-rating class, and she proved herself without exception the best performer in fresh winds ever built under the length and sail area rule; indeed, in a strong head wind and lumpy sea it is probable that Mr. Nicholson's production of 1892 was equal to any of the more modern boats.

She was a remarkable instance of what may be done with a well-balanced plate-and-bulb craft.

Although "Gareth" was the best boat of the year, "Meneen," a Herreshoff production, made a great name as a light weather flier, and created quite as much sensation as did the Herreshoff -rater, "Wee Winn," in the previous season.

On the Clyde an interesting class of 24-raters continued in fashion, but "Wenonah," the American crack, still held the sway. “ وو a The Herreshoff boats about this period played an important part in British waters, for Miss Sutton's "Morwena" more than held her own against the Solent fleet of I-raters, of which the Payne-designed "Sacharissa," and the Sibbickdesigned "Tartar" were the most conspicuous. The little American fliers were very light displacement craft, and their success to a great extent precipitated the introduction of the pram bow in our waters, as this was prominent feature in all the Herreshoff designs.

The 5-rating class in 1894 was strengthened by several additions. They consisted of a new "Fleur-de-Lys," designed by Mr. Fife, the first "Fleur-de-Lys" having been turned into a cruiser, and her name changed to "Dragon Fly," "Delanagh." designed by Mr. G. L. Watson, and "Flat Fish," built at Messrs. Fay's Yard, Southampton, from lines by Mr. F. E. Soper.

The last named was a remarkable production, being an absolute exponent of the skimming dish type; her floor was as flat as a hat, and she a carried an abnormally deep plate and bulb, she had great beam, her L.W.L. length not exceeding three times her breadth. a The initial stability of such a craft was enormous. In hard winds she sailed merrily along on practically an even keel, and consequently the strain on hull and gear was so great that by the end of the season the vessel was badly buckled. When in a hard wind she could get through a match without a carry away, she was all of five minutes better than any of her rivals, but mishaps were so frequent with her that the Fife boat "Fleur-de-Lys," which was very fast on a reach though an indifferent performer to windward, had the best string of flags at the close of the season.

In the 2 class "Gareth" and "Meneen" easily defeated all newcomers, the former winning in heavy weather and the latter in light breezes.

The I-raters became too numerous to enumerate; Mr. Arthur Payne's creation "Red Rover" was the most weatherly of the fleet, while some of the host of Sibbick raters were fastest on a reach. The old saying that over the Solent courses "'tis the reaching that wins the matches" proved very true.

In the season of 1895 the number of starters in the Solent matches in all classes, except the 5-rating class, continued to increase, and it is not too much to say that the season must be. regarded as one of the most remarkable in the history of the sport.

The doings of the 5-raters are soon recorded; "Fleur-de-Lys" went out to the Mediterranean, where she found a new owner, and did not return to take part in the English racing; "Delanagh" followed suit; Mrs. Schenley sold the remarkable "Flat Fish," and under her new flag the yacht took very little part in class racing.

Two new craft were built for the Solent-namely, "Norman," for Captain J. Orr Ewing, from Mr.

Charles Sibbick's board, and "Sea Shell," from lines by Mr. G. L. Watson, for Captain J. A.

Orr Ewing; on the Clyde, "Almida," designed by Mr. W. Fife, jun., proved a great success. "Norman" completely outsailed "Sea Shell," and secured a perfectly wonderful record, winning fifty-one first prizes out of fifty-six starts; however, she had very little opposition, for she only met "Flat Fish" five times in the whole season.

The first two of these trials were sailed in hard winds. "Flat Fish" won the first match by three minutes, and the Sibbick boat the second trial by the same margin; on the second occasion there was less wind and rather more close hauled work, which seemed to favour "Norman." The three remaining races were in light weather, and "Flat Fish" was completely outclassed. It was unfortunate that "Norman " never met the Clyde five, "Almida," as a contest between the pair would have proved instructive. "Norman" was the last and the most famous 5-rater built before the advent of a new rating rule. She was essentially a skimming dish, being 30 feet on the L.W.L. by IO feet 9 inches beam, and 50 feet over all, whilst her depth from deck to keelson was only 3 feet 6 inches. She was rigged, like most of the raters of the time, with standing lug, single head sail, and no bowsprit.

In the 24 and I-rating classes it is curious to note that British designers, having made a study of light displacement craft, turned out some boats that could completely outsail the representatives from Mr. Herreshoff's board, "Vaquero" 2½-rater, and "Lagopa," I-rater, that were shipped across the Atlantic to compete in Solent waters. The Sibbick 2-rater "Lorette," which, as an allround performer, was about on a par with "Gareth," and Mr. Nicholson's 1895 production "Corolla," met "Vaquero," the Herreshoff boat, five times, defeated her on four occasions, and was some distance ahead when she took the ground during the fifth match.

His Majesty the King, when Duke of York, owned the Sibbick-built I-rater "White Rose" during this season, which recalls the fact that a royal Prince had not been seen at the tiller of a small racing boat since the days of the Cowes Una boats, from 1880 to 1886, when King Edward, as Prince of Wales, used to sail his smart little "Belle Lurette" against the Marquis of Stafford's craft "The Unknown," and Viscount Dursley's "Merry Duchess." "White Rose," when her racing days were over, found a quiet repose on the placid surface of Virginia Water.

Great was the increase of racing during the years under review, and old-time yachtsmen will wonder when they realise the fact that whereas in 1876, in the palmy days of the Thames measurement rule, some 400 matches were sailed by the forty-tonners, twenty-tonners, fifteen-tonners, ten-tonners, and five-tonners, in 1885, under the "1730 rule, nearly 600 matches took place, and in 1895 no less than 1,700 matches were sailed under the length and sail area rule.

This great increase was mainly due to the development of the small classes.

By this time the process of evolution from the old-fashioned keel miniature yacht of the eighties had been completed. With the exception of a few centreboard craft. the entire fleet of Solent raters had adopted the fixed plate and lead bulb system of ballasting, an improvement and modification of arrangement which, as has already been mentioned, was for the first time fitted to the ten-tonner "Evolution" by Mr. Bental, some fifteen years before. It seems passing strange that after such a phenomenally successful season as that of 1895, the Y.R.A. should bring in a change of measurement; but nevertheless such is the fact, and the first linear rating rule was introduced in the face of a strong current of adverse criticism from small yacht owners. a Sporting instincts proved, however, too strong for pride or prejudice, and shoals of yachts were built in 1896 to the new Y.R.A. classes of 36 feet linear rating and under. Though undoubtedly the new rating rule was unpopular with the majority of owners, the pastime in the Solent did not in any way suffer from its introduction.

Exciting and crowded starts and beam and beam matches were still innumerable, but, as is often the case with the commencement of a new era of measurement, the opening season was not remarkable for any great change in construction or design. The first productions under the new rule showed a very slight increase in displacement, a decrease in draught, and a considerable increase in sail area; whilst the body form of the boats, though it still kept to the plate-andbulb in most cases, showed a tendency towards a deepening of the midship section, and pinching in of the beam, while the overhang and " pram bow form continued to become exaggerated. وو The season opened in the 36-foot class with four new boats from the Albert yard, all from Mr. C. Sibbick's design; these were "Heartsease" for Mr. C. L. Orr-Ewing, M.P.; "Ermin," Mr. C. A. Tonge; "Silvia," Mr. A. H. E. Wood; and "Westra," Mr. J. C. Connell; they averaged about 31 feet on the L.W.L. with 9 feet 6 inches beam, and 5 feet 9 inches draught, and carried 1.250 to 1,300 square feet of canvas. Two additions came from Messrs. Camper and Nicholson's at Gosport, but neither were of much account.

Mr. Fife had one new boat, "Fern," and Mr.

Arthur Payne produced "Emerald," whilst Mr.

C. P. Clayton made a bold, move and built a heavy displacement boat with an O.G. section.

The result of the racing was that "Westra" and "Heartsease" were the pick of the fleet, whilst "Emerald" had too heavy a bulb, and Mr.

Clayton's boat, "Edie," had overdone it in the way of displacement. "Westra" and "Emerald " were the best performers in hard winds, but the balance was considerably in favour of the former, and "Norman," of 1895 fame, had a good look in when it blew very hard.

In rig the boats, with the exception of "Westra" and "Fern," which still kept to the lug sail, reverted to the style of the old 5-tonners, for they all set cutters' canvas with jack yarders 9 "WESTRA. and jib headers, though, of course, bowsprits were more stumpy and spinaker booms of a more handy length than in former days. "Heartsease's" record of 26 firsts out of 50 starts, and "Westra's" 24 firsts out of 34 starts, constituted the best performances of the year; and, as both these boats were the lightest displacement craft of the whole fleet, things did not look very promising for the resurrection of the V-sectioned type anticipated by the framers of the new rule.

The 30-footers had a good season, and Mr.

Sibbick turned out the best boat in the fleet in "Lora" for Mr. A. C. Connell, and she was sailed to perfection by her owner. The other 30-foot boats, built during the season of 1896, were "Tatters," for Mr. H. Welch Thornton, "Florence" for the Marchese di Serramazzana at the Cowes yard, "Valeria I." for Lord Albemarle at Messrs. Summers and Payne's, and "Memsahib" at Gosport from Mr. C. Nicholson's design.

The entire fleet of 30-footers were plate-andbulb boats, and their average dimensions were :- L.W.I.

Beam Draught 26 ft. 7 ft. 6 ins. 4 ft. 6 ins. to 5 ft All were lug rigged, with bowsprits, with the exception of "Valeria," which set a gaff mainsail. 66 As the honours in the 36 and 30-foot classes rested with the Albert yard, Cowes, so success in the 24-foot class went to Messrs. Summers and Payne, who without doubt produced in Speedwell" one of the best 24-footers built under the rule. The "Speedwell" bore a strong resemblance to the American 20-rater "Niagara" in miniature, and, like that vessel, her best point of sailing was at close hauled work in a breeze. 24-FOOT LINEAR RATER.

She had, in 1896, a serious rival in the Sibbick boat, "Bodagh." "Bodagh's" best point of sailing was on a reach, and when she came by the wind she was clean out of it with "Speedwell," and though, owing to the fact that reaching winds are prevalent in the Solent, "Bodagh's" record was slightly superior, there can be no doubt that Speedwell" was the better boat. "Bodagh " beat "Speedwell" 21 times, and "Speedwell" was victorious over "Bodagh" on 16 occasions. 66 An incident is worth recording that occurred at Ryde in the season of 1896 when Miss Hughes sailed Miss Cox's "Speedwell" over the course in a hard wind, only one boat of the whole fleet of fourteen 24-footers having temerity enough to turn out against her. This was practically a repetition of the same bold show which occurred a year or two before, when Miss Sutton sailed over the same course in the Herreshoff boat 66 Morwena" on a day when many owners felt safer and drier on the broader decks of Ryde Pier Head.

The season of 1897 was a remarkable one amongst the 36-foot and 30-foot classes from a sporting point of view, though it proved a still greater surprise to the backers of the linear rating than the result of the first season had been. Instead of establishing the advantages of 13 "SPEEDWELL." heavier displacement the experience of 1897 makes for the contrary conclusion, for an 1896 boat which had her displacement reduced finished the season with the longest string of flags in the class. This occurred in the case of the Paynedesigned cutter "Emerald," which had some lead removed from her bulb and was thereby greatly improved. Indeed, she and the 1896 Sibbick lugger, "Westra," which had no alteration made to her hull, were undoubtedly the best pair of the season of 1897.

Captain J. Orr-Ewing had a new keel boat "Hermes" built, and "Diamond," nearly a sister ship to her, was launched for Mr. A. H. E. Wood.

Both were designed by Mr. Sibbick, and they were very fast boats in light weather, but, as luck would have it, fresh and strong breezes predominated in jubilee year, and the new craft made very moderate records. A third keel boat, "Forella," was built by W. Fife for Mr. Evelyn Parker, but they appeared unable to ascertain her proper trim, for she did little until the latter part of the season. When her balance was eventually found she proved a fair boat, but scarcely up to the form of "Emerald " or "Westra." The most that can be said for these additions to the fleet is that they were fine, hand- 8 "KISMET." some cutters, but it is a question if their performances were satisfactory enough to warrant a belief in the merits of greater displacement keel boats.

The cutter rig being introduced into the 30-foot class was the only innovation in 1897 so far as they were concerned. "Carol," a fin-keel boat built at Nicholson's, "Gwendolin," a plate-and-bulb boat with fairly deep body by Sibbick, the 1896 "Lora" and another new Sibbick boat, "Tattoo," may be fairly said to have divided the honours between them.

A change was introduced during the year 1898 by the Yacht Racing Association, which beneficially affected the 18-foot class by stamping out the unsafe and capsizable, though undoubtedly swift, type of diminutive racing machine, which had been so prevalent during the previous three or four seasons in Solent waters and elsewhere.

This kind of boat had, in fact, become almost universal on rivers such as the Thames, where the "Sorceress," I-rater, designed by Mr. Linton Hope, was sailed during the season of 1894 with phenomenal success. She was the first of series of the same type from the board of the same designer, who proved the ability of the unballasted rater to take prizes by sweeping the Solent with the-raters "Lotus" in 1895, and "Kismet" in the following year. The American Sneak boat or Devil's Coffin may be said to be a facsimile of this type of craft, minus the long elegant stern of the rater. a Of these racing machines, "Kismet" was the most extreme. The form of construction employed is described by Mr. Linton Hope as "close-timbered carvel, combined with girder framing." In the frame of the hull there was a continuous line of lattice girder along the centre-line of the boat from stem to stern, and two other lines of struts from a pair of bilge stringers. There were also ties from gunwale to gunwale at every fourth deck beam. The planking was-in. cedar, and the timbers were 4-in. by-in., spaced 2 in. apart. The decks and cockpit floor were bare 4-in. spruce, with 1-in. by-in. ribbands under the seams. The deck was covered with varnished union silk, whilst thin varnished linoleum was used for the cockpit floor. "Kismet" was 25 ft. over all in length, 15°3 ft. water-line, and 56 ft. beam, and her weight when completely rigged was only 450 lb. or 300 lb. without her centre plate. After sailing 45 races and making passages amounting to some 400 miles, the boat at the end of the season was unstrained and retained her original shape.

The Association, with a view to putting an end to the antics of these fliers, effectually eliminated them from the Register with a sweep of the pen Π three inches, which made her as fast in fresh breezes as she had previously been in light weather. When the rating rule of 1901, with its heavily taxed D factor, came into force, it put LINES OF "MY LADY DAINTY." many of the boats out of court, but "My Lady Dainty" fitted the rule so well that it was found possible slightly to increase her sail area.

As the record of "My Lady Dainty" is unique in the history of the sport, we give it in extenso:- Year.

Starts.

First. Other Prizes. Total. 1898 20 12 6 18 1899 35 16 14 30 * *1900 16 ...... 9 4 13 1901 27 14 7 21 1902 25 20 3 23 1903 27 23 I 24 1904 31 22 5 27 1905 25 20 4 24 1906 28 20 5 25 * 1907 ......... .... 14 9 3 12 248 165 52 217 LINES OF "KISMET." by decreeing that no certificate of rating shall be granted to any yacht weighing less than 15 cwt. without crew.

The London Sailing Club (now the Eastern Yacht Club of England) had, however, anticipated the action of the Y.R.A. by promoting a class of 18-footers at Burnham with a minimum displacement of 17 cwt. without crew. The rules attaching to the class also decreed that the minimum beam should be 4 ft. 6 in., and the planking and deck not less than three-eighths of an inch.

The class, which first appeared in 1897, was a success from the outset, half a dozen boats forming the fleet during the first season. Of these, "Opal," designed by Mr. Wheatley Ridsdale for Mr. George Terrell, was the most successful.

The following year the famous "My Lady Dainty" joined the fleet, having been designed by Mr. G. U. Laws for Mr. S. N. Griffiths. The history of this phenomenally successful boat is the history of the 18-footer class at Burnham, as for ten years she practically swept the board.

Every season was but a repetition of the previous one, and "My Lady Dainty" led the fleet with such regularity that the result of every match was regarded almost as a foregone conclusion.

The design of "My Lady Dainty," which we reproduce, shows a boat with long lean ends and a somewhat flaring bow. Below the water-line she had a curious projection of the profile at the forward end, which had the effect of drawing out her lines and giving her a particularly easy entrance. Her sections were deep and sharp throughout, and her longitudinal area somewhat great, but in spite of this excess of wetted surface she was a speedy craft in light airs.

The only structural alteration effected to the boat during her long racing career was in 1900, when she had her freeboard reduced by about VOL. IV * Raced part of the season only in these years.

In addition to the above, "My Lady Dainty" won twelve average cups, swelling the total to 229 prizes, a truly wonderful performance in class racing.

To return to the Solent classes, the season of 1898 was characterised by excellent sport in the 36-, 30-, and 24-ft. classes. Two new 36footers made their appearance, "Koorongah " SAIL PLAN OF "MY LADY DAINTY." coming from the board of Sibbick, and "Eileen" from that of Fife. The latter was only moderately successful, but "Koorongah" with 25 first and 16 other prizes headed the class and was the best 36-footer of the year EE There were also two recruits in the 30-ft. division, "Mayfly" being designed by Payne, and "Milligaleen" by Nicholson. The latter, which did not join the fleet until late in the season, was a very fast boat on a wind, and, in the 13 races in which she competed, won 8 first and 3 other prizes. Prior to the advent of Milligaleen," the Payne-designed "Strathendrick" (ex- "Valerie II.") had matters all her own way, and easily headed the class, winning in all 50 prizes out of 53 starts, a large proportion being firsts. 66 Amongst the 24-footers "Speedwell" continued her victorious career, winning 33 first and 5 other prizes out of 40 starts. Sayonara" proved the best of a numerically weak class of 18-footers. 66 The following year (1899) the best sport was provided by the 30-footers, no fewer than ten "SAKUNTALA." vessels competing in the class in the course of the season. "Milligaleen," re-named "Beryl," carried the colours of Mr. C. Newton Robinson, and "Nepenthe" (ex-"Strathendrick") appeared under the ownership of Major Balfour.

The new boats comprised "Marjorie" and "Flying Fish," from the design of Mr. Harley Mead, who had not previously been represented in the Solent classes; "Ladybird," a Sibbick creation; and the American boat "Swanhild," whose lines came from the board of Herreshoff.

Of the Harley Mead boats, "Marjorie" had a very short water-line and huge overhangs. She was only moderate to windward, but sailed like a witch both reaching and running. "Flying Fish" was of very similar design, and very fast with checked sheets, but was rather better to windward than her sister ship.

The Sibbick craft "Ladybird" somewhat resembled "Gwendolin," which came from the board of the same designer in 1897. She was an exceedingly pretty little vessel, and, sailing consistently well in every variety of weather, was perhaps the best all-round boat in the class. "Swanhild II.," the Herreshoff sloop, was quite a wonder to windward in strong breezes, under which conditions she was the fastest boat of the fleet.

As the result of a heavy season's racing, in the course of which more than sixty matches were sailed, the chief honours fell to "Ladybird," "Beryl," "Swanhild," and "Marjorie." "Nepenthe," which, during the previous season, under the name of "Strathendrick," had been the crack boat of the class, showed very disappointing form under new ownership, and was seldom in the first flight.

Amongst the 36-footers, Mr. A. E. Orr-Ewing's "Endrick," a new boat built from the design of Payne, was the most successful, and wound up the season at the head of the class with a string of 44 winning flags.

In the 24-ft. division the principal honours fell to "Bandicoot," "Cobalt," "Poppett," and "Speedwell." Of the 18-footers, "Melita," "Larkspur," Sayonara," and "Fiammetta" figured most prominently. 66 The season of 1900 saw a large influx of new boats in the 36-ft. class. Sibbick was responsible for the lines of Captain J. Orr-Ewing's "Sakuntala," Mr. C. L. Orr-Ewing's "Moonflower," and Miss Cust's "Cuckoo"; Payne produced "Polyina" for Mr. W. S. Armytage; and Nicholson designed "Doris" for Mr. J. Oscar Clark. Of these, "Sakuntala" proved the most successful, and headed the class at the end of the season.

She was a craft of very shallow body, flat floor, and harsh bilge, and was generally regarded as the most extreme type of racing machine built under the rule. Mr. A. E. Orr-Ewing's "Endrick," which continued to show consistently good form, was her most dangerous opponent.

The ranks of the 30-footers were sadly depleted, and the numerical strength of the class was reduced to three yachts. Of these, "Mayfly" and "Marjorie" divided the honours between them. "Speedwell" continued to hold her own in the 24-ft. division, her chief antagonist being Captain R. T. Dixon's "Bandicoot IV." "Cobolt" also showed creditable form, whilst a dash of the international element was introduced into the racing by the appearance of Mr. R. W.

Goelet's Herreshoff-designed "Mishe-Nahme," which competed in a few matches.

Of the 18-footers, "Fiammetta," "Larkspur," and "Starfish," the last-mentioned, a new boat, designed by her owner, Mr. Harley Mead, were the most successful.

Racing in the Solent classes during the first year of the second linear rating rule (1901) was of a rather unsatisfactory nature, as in several of the classes boats built under the previous measurement rule were permitted to compete.

As such vessels were in most cases over their rating, they had to concede time to the new boats, and interest in the racing consequently suffered.

This remark, however, does not apply to the 36-ft. class, which comprised new yachts only, two being designed by Sibbick, a like number by Payne, and one by Fife. The Sibbick pair "D" and "Cuckoo II." were owned by Captain J.

Orr-Ewing and Miss Cust respectively, whilst the Payne boats "Girleen" and "L'Allegra " carried the colours of Mr. John Gretton and the Earl of Albemarle.

The racing during the early portion of the summer was confined to this quartette, and "Girleen" and "Cuckoo" divided the honours.

Late in the season, however, Captain J. Orr- Ewing, being dissatisfied with "D," brought out the Fife-designed "Piccolo," his second new yacht of the rating that season, and she carried all before her. "Piccolo " was a very large craft for her rating, being some 2 ft. longer on the water-line, and having more beam than any of her opponents. She was a vessel of very heavy displacement, her 4d measurement being much smaller than that of any of her rivals. The Fife boat was a speedy yacht in any variety of weather, but Captain Orr-Ewing, by building two boats in one season, assisted in no small measure to kill the 36-ft. class on the Solent.

Amongst the 30-footers, the Fife-designed "Zinita," which made her appearance rather late in the season, was almost invincible. She was at first owned by the Messrs. Connell, but, early in her career, passed into the hands of Mrs. Allen, whose colours had previously been carried with fair success by "Sorais," a new craft from the board of Harley Mead.

In the 24-ft. class the five-year-old "Speedwell" had to give a good deal of time to the new boats, and was at last deposed from her position of champion 24-footer by Captain R. T. Dixon's Payne-designed "Phalarope," which proved a most prolific prize-winner.

Of the 18-footers, Mr. R. E. Froude's "Larkspur" was the most successful, her most dangerous opponents being "Daffodil," a new craft from the design of Payne, and "Starfish."

The small yacht classes in the Solent were but poorly represented in 1902, and the decline may be attributed to the unsatisfactory type of craft evolved under the rating rules of the previous few years. The displacement had become so light that the boats were quite useless for anything but match sailing, and yachtsmen began to turn their attention to a new form of racing in which all the yachts of a class were of similar design.

In the 36-ft. class the issue was fought out between "Nyama." which Fife had designed for Captain J. Orr-Ewing, and Mr. J. Gretton's Payne-designed "Girleen." The honours of the season fell to "Nyama," which credited her owner with 29 first prizes out of 48 starts, but "Girleen," with a string of 16 flags, was by no means disgraced.

The 36-footers were also represented on the Clyde, Mr. J. S. Clark's "Ensay" being opposed by two new vessels. Of these Mr. Charles MacIver's "Barabel," whose lines came from the board of Alfred Mylne, proved a more successful recruit than "Eileen," which had been designed by Fife for Mr. Sydney Mason. At the end of the season "Barabel" headed the class with a record of 17 victories out of 29 starts, "Ensay" being her nearest attendant in the list of prizewinners with 12 firsts out of 25 starts. new In the Solent 30-ft. class, Mrs. Allen's "Sorais II." (ex-" Zinita") was joined by three boats. Of the recruits, "Kathleen" was designed by Sibbick, "Sunfly" by Payne, and "Swordfish" by Harley Mead, the last-mentioned making her appearance rather late in the season. The form of the new boats proved rather disappointing, and "Sorais" had little trouble in heading the class with a record of 27 first and 5 second prizes out of 37 starts.

In the 24-ft. division Miss Cox superannuated "Speedwell," which had carried her colours so successfully in previous years, and had "Duet" designed for her by Payne. Interest in the racing was further enhanced by the appearance of two other new boats, viz., "Pax," whose lines came from the board of Sibbick, and "Campanula," designed by her owner, Mr. R. E. Froude. “ "Duet," although rather "tender" in fresh winds, proved a very fast light-weather boat. and, being invariably well-sailed, was the most consistent prize-winner of the fleet.

Phalarope," which had been given more ballast since the previous season, could always beat the new Payne boat when there was sufficient weight in the wind, but, with soft breezes for the most part obtaining, "Duet" finished the season at the head of the class. In 51 races Miss Cox's craft won 20 first and 13 other prizes, whilst "Phalarope," in 58 matches, accounted for 17 first and 29 other prizes. Amongst the 18-footers the Linton Hone boat "Bonito II." was almost invincible, winning for Mr. A. J. Topham 30 first and two second prizes out of 35 starts. The value of the prizes won outright amounted to the respectable sum of £66, and she also accounted for the 100-guinea West Challenge Cup and the Wilson Challenge Trophy.

In 1903 the 36-ft. class had ceased to exist in the south, but on the Clyde there was a fair fleet of these yachts. "Barabel," "Ensay," and "Eileen IV.," that had raced in 1902, were again in evidence, being joined by the new Fife boat "Falcon," which carried the fortunes of the Messrs. Connell. "Barabel" confirmed the favourable impression she had made the previous su summer, retaining her position at the head of the class, and " Ensay had a rather better record than the new Fife yacht. "NYAMA." a Down south the racing in the 30-ft. class resolved itself into a duel between Captain J.

Orr-Ewing's new Fife boat "Andrum " and "Sorais II." The two yachts proved exceedingly well matched, and the struggle for supremacy in the season's record was contested with great keenness throughout the summer. In the end the verdict went to the new yacht, which won 24 first and 17 other prizes out of 48 starts, as against the 23 first and 13 other prizes of "Sorais." 66 Amongst the 24-footers "Duet" remained at the head of affairs, winning almost twice as many races as Phalarope," her only serious rival. "Bonito II." again carried all before her in the 18-ft. class, winning 29 first and 4 other prizes out of 39 starts, but it must be confessed that she had very little to beat.

In 1904 small yacht racing fell upon evil days, and the 24-footers were the only class that showed any vitality on the Solent. The 30-footers had gone the way of their larger sisters the 36footers, and existed no longer as a class. On the east coast at Burnham-on-Crouch the 18-footers still flourished, but on the Clyde the 36-ft. class had dwindled down to "Barabel" and "Falcon."

The Solent 24-ft. class was composed of "Su-su," "Clematis," "Duet," "Seaweed," "Nyleptha" (ex-"Pax"), and "Lavender." "Su-Su" had been built from Fife's design for Mrs. H. G. Allen, "Lavender" for Lieut. P. S.

Watson. R.N., from the lines of Linton Hope, and "Clematis" from the design of her owner, Mr. R. E. Froude. The boats were very keenly sailed through the season, the honours of the year falling to "Su-Su."

In the 18-ft. division "Bonito II." continued her successful career, adding to her already long result of 36 starts. list of victories 25 first and 7 other prizes as the EE2 a The two Clyde 36-footers "Barabel" and "Falcon" sailed series of keenly contested duels, the struggle for pride of place being well maintained throughout the summer. "Barabel" ultimately succeeded in retaining her place at the 8 "BONITO." head of the class, winning 15 races to the 13 of her opponent.

The following year (1905) the 36-ft. class was resuscitated on the Solent, and consisted of "Falcon," "Ma'oona" (ex-" Barabel"), "Nyama," and a new boat "Edie II.," built for Colonel Robin from the design of Mr. A. Payne, son of the distinguished naval architect, Mr.

A. E. Payne, who died in 1903. "Edie II.," having been designed to fit both the English and the French rules, proved a disappointing vessel, and, as of old, the issue in most of the matches was fought out between "Ma'oona" and "Falcon." "Ma'oona's" new owner, Mr. Talbot Clifton, was then a recruit to class racing, and perhaps did not get the best out of the Mylne boat, and "Falcon," well sailed by Mr. Leckie, succeeded in turning the tables on her old rival. was, indeed, the only yacht in the class that threatened any danger to Captain R. T. Dixon's "Jasmine." The latter, however, experienced very little difficulty in retaining the championship she had won the previous year, winding up the season with the creditable record of 27 first and 15 other prizes out of 47 starts.

New life was imparted to the 18-ft. class by the inclusion of two new craft. "Bunnie" was built for Mr. C. Brett from a design by Mr.

Payne, whilst Mr. P. C. Crossley was responsible for the lines of his own boat, "Nanette." In "Bunnie," an extremely pretty little vessel, Mr.

Payne produced a flyer which easily deposed "Bonito II." from the proud position she had held for five years. In the course of the summer "Bunnie" won 42 prizes out of 48 starts, securing premier honours on 36 occasions.

The event of the season was a visit from the Burnham 18-footers which competed against the Solent craft in a series of matches. The east coast fleet, which included the famous "My Lady Dainty," laboured under a considerable disadvantage in having to sail strange waters, and the southern boats had, perhaps, slightly the best of the encounter.

The season of 1907 witnessed the partial introduction of the International Rules, which were prematurely brought into operation in the case of classes in which there was no danger of unduly disturbing vested interests. These classes comprised those for yachts of 8 metres and 5 metres rating, the latter being amalgamated with the 18-footers.

Three yachts were built to the new 8-metre class, which filled the void caused by the demise of the 30-ft. division. "Sorais" was designed by Fife for Mrs. Allen, "Ythene" by Payne for Mr. C. Rivett-Carnac, and "Julnar" by Mylne for Sir Maurice Fitzgerald. In addition to these, the old 30-footer "Geraldine" was altered to fit the class. "Sorais" was a particularly graceful little vessel, having more hollow in her midship section In the 24-ft. class the new boats were "Jasmine," designed by Mr. A. Payne for Captain R. T. Dixon and "Lalage," whose lines came from the board of Mr. Odgers. The latter was somewhat handicapped by having been built with a view to cruising, but, nevertheless, contrived to win a dozen prizes in the course of the season. "Jasmine" proved a flyer, winning no fewer than 47 prizes out of 53 starts, and by her brilliant form established the reputation of her young designer. 2 Of the older boats "Su-Su" had the best record with 32 prizes out of 46 starts, and was followed in the list by "Duet" with 24 prizes to her credit.

The 18-footers were a somewhat weak class, and did not have so many races as in previous seasons. With no new boats to oppose her, "Bonito II." had matters all her own way, winning 15 firsts out of 22 starts. was a Although in 1906 the brunt of the Solent class racing was still borne by the "twenty-fours" and "eighteens," there " eighteens," there was a welcome revival in interest, and both classes were well represented.

Three new boats made their appearance in the 24-ft. class, Mrs. Allen's "Sorais" and Mr. W. H.

Brown's "Anitra," owing their design to Fife, and Mr. W. W. Greenhill's "Syringa" coming from the yard of Messrs. Luke, of Hamble. "Sorais" proved the best of the new craft, and "SORAIS." than the others, and rather more sail. Her length for rating was 28.83 ft.; beam, 767 ft.; and sail area about 1,100 sq. ft.

The other yachts of the class proved no match for the beautiful little Fife cutter, which went through the season unbeaten, winning 25 races off the reel. Her victories were gained with an ease that was almost ridiculous, those in charge of "Sorais," on more than one occasion, not even taking the trouble to set a jib. Of the others, Julnar" was perhaps the best, but they were both indifferent boats with a tendency to crankiness. 66 The two 5-metre boats "Me Too" and "Emu," both designed by Payne, were quite outsailed by the 18-footers, and the class fizzled out early in the season. Bunnie," after winning 7 races off the reel, was withdrawn from the fleet, her owner having apparently tired of the somewhat feeble sport afforded by this mixed class. "Lady Jim," which had proved a failure in the Burnham 18-ft. class, then had matters all her own way, and credited her owner, Mr. A. C. B. Casson, with 8 prizes out of II starts.

The composition of the 24-ft. class was practically the same as in 1906, although "Lalage" had dropped out, and one or two changes in ownership had been registered. "Sorais" had been bought by Sir A. E. Orr-Ewing, and renamed "Endrick," whilst "Lavender" carried the fighting flag of Mr. F. F. Tower. "Su-Su," which had passed into the ownership of Colonel Bucknill, came out under a new sail plan, but the others sailed in the same trim as in 1906.

The season was characterised by exceptionally keen sport, and some very close finishes were recorded. In one match three of the yachts sailed a dead-heat, a feat probably unique in the history of class racing. a "Endrick," in the hands of her new owner, turned the tables on "Jasmine," and, with record of 18 first and 16 other prizes out of 48 starts, headed the class. "Jasmine," with 10 first and 20 other prizes, was second in the season's record, and "Su-Su" third.

In 1908 the International Rules came into force in all classes, although the 24-footers continued to race in the 7-metre division under the "special conditions" clause of the new rules.

This class, indeed, was composed for the most part of 24-footers, the only 7-metre boats being "MIGNONETTE," Capt. Sloane Stanley's "Mignonette," designed by Mylne, and Mr. C. Rivett-Carnac's "Heroine," designed by Mr. J. E. Odgers.

At the commencement of the season the 7-metre boats were set to concede the 24-footers an allowance of 4 sec. per mile, but, after a few races had been sailed, it was found that the new craft were sufficiently penalised by their heavier scantlings, and the allowance was abolished. 42 I Of the two 7-metre boats, "Mignonette" was a success, whilst "Heroine" was a failure. The former headed the class after a keen struggle for pride of place with "Jasmine" and "Endrick," but "Heroine" figured last in the list of prize- "ENDRICK." winners. "Mignonette," in the course of the season, won 17 races, "Jasmine" 14 races, and "Endrick" II races.

The brilliant success of "Sorais" the previous year had killed the 8-metre class, and, had it not been for the international regatta in connection with the Olympic Games, no boats of this rating would have been seen in commission.

The Olympic Games contest, however, attracted a number of foreign yachts to the Solent, and, to fill the rôle of British representative in the 8-metre division, Mr. Blair Cochrane had "Cobweb" built from Fife's design, the new vessel being joined by "Sorais." The two British vessels competed against yachts from Norway and Sweden, and "Cobweb" won the gold medal.

In the 7-metre division "Mignonette," in the absence of any opposition, sailed over, and in the 6-metre class, which attracted competitors from Great Britain, Belgium, France, and Sweden, the gold medal was won by Mr. T. D.

McMeekin's Laws-designed "Dormy," which also proved the crack 6 metre yacht of the year in home class racing.

These Olympic races, the first ever held in this country, provided excellent sport, the various competitors in all the matches being steered and manned by amateurs.

There was an excellent class of 12-metre yachts on the Clyde, which comprised "Mouchette" and "Nargie," designed by Mylne; "Alachie," by Fife; and "Hera" and "Heatherbell," by Mr.

T. C. Glen Coats. The racing between "Hera," "Alachie," and "Mouchette" was particularly keen, and at the end of the season the two firstmentioned each claimed victories, whilst "Mouchette" had 8 first prizes to her credit.

II The following year the 8-metre class was resuscitated on the Solent, a number of new yachts being built to it. Of these recruits Fife designed "Endrick" for Sir A. E. Orr-Ewing, and "Spero" for the Rev. Charles Prodgers. Sir Ralph Gore's "The Nun" came from the board of Mylne, whilst Mr. R. E. Froude's "Bryony," Mr. C. E. Nicholson's "Folly," and Colonel Faulkner Brown's "Kathleen" were designed by their owners.

Late in the season the class was augmented by "Vesania," designed by Fife for the Duke of Alba, and the French boat "Colette," which carried the colours of Messrs. Gibert and Du Pasquier. "Sorais," under the ownership of the Duchess of Westminster, also joined the class after a successful season in the Mediterranean.

The chief honours in a heavy season's racing went to the Fife boats, of which "Endrick," with the fine record of 24 first and 22 other prizes out of 54 starts, headed the class. "Vesania," which competed in comparatively few matches, was, however, quite her equal in any variety of weather, whilst the three-year-old "Sorais" was but little inferior in point of speed. Allowing 4 points for a win, 2 for a second, and I for a third, the order of merit of the nine yachts was: "Vesania," Sorais," Spero," Folly," "The Nun," "Kathleen," "Colette," and "Endrick," 66 "Bryony." 66 66 In the absence of any new boats the 7-metre class was, as in 1908, composed for the most part of 24-footers built under the old rule. The 7-metre "Mignonette" again carried all before her, winning 46 prizes in 51 races. Of the 24footers, "Jasmine" was the best, whilst "Ithnan" (ex-" Endrick") and "Su-Su" showed creditable form. The only addition to the fleet was the old Payne-designed "Duet," which sailed under the colours of Mr. H. Little. She proved to be quite outclassed, however, and failed to figure in the list of prize-winners.

The 12-metre yachts on the Clyde provided excellent sport, three new vessels having joined the fleet. Of these Mylne was responsible for the lines of Mr. C. MacIver's "Javotte" and Mr.

A. F. Sharman Crawford's "Cyra," whilst the design of Major A. Coats' "Cintra" came from the board of Fife.

Of the craft that sailed the previous summer, "Hera," "Nargie," and "Alachie" made their reappearance, the latter having had her keel recast. The prizes during the season were very evenly distributed between "Cintra," "Hera," "Alachie," and "Javotte," whose names appeared in the record of prize-winners in the order mentioned, but "Cyra" and "Nargie" were outclassed. The 6-metre class in the north was rich in recruits, being augmented by "Crusader," "Trident," "Apache," and "Teal." Mr. F. J. Stephens' "Coila II.," however, managed to retain her position at the head of the class, although the new boats always gave her a good race. "Teal," although a comparative failure, attained considerable notoriety as a clever rulecheater. In designing the boat, Mr. C. L'Estrange Ewen ingeniously planned her lines so that the greatest girth was at the extreme stern end, and by the wording of the rule was entitled to adopt this point as the station for the freeboard, girth, and girth difference measurements. By this method the factor 3d was entirely eliminated, and, as the boat was given an exaggerated sheer, somewhat akin to that of a lifeboat, the greatest freeboard instead of the mean was deducted.

By these means a huge boat with a very large sail area was produced on the rating.

The Permanent Committee of the International Yacht Racing Union, however, when the matter of "Teal's" measurement was referred to them, declined to countenance such an evasion of the spirit of the rating formula, and decreed that in the case of the "Teal" the girth station should be placed where the chain girth, covering-board to covering-board, excluding all profile hollows as required by the rule, measured 3 per cent. less than the maximum.

The 6-metre class on the Crouch was strengthened by the appearance of several new boats. Mr. T. D. McMeekin replaced "Dormy" with "Embdor," another craft from the board of Mr. G. U. Laws, and other recruits were "Musette," designed by Mr. Linton Hope for Mr. W. Rathbone, and "Correnzia," designed by Mylne for Miss Turner Farley.

The season was characterised by a keen contest for pride of place between "Sibindi," "Embdor," and "Dormy," and although the first-mentioned had rather the best of it in club matches, "Embdor," which won a number of races in foreign waters, was, on the whole, the most successful 6-metre yacht of the year. renzia" showed promising form in the few races in which she competed, but "Musette" was a failure until she went to the Solent late in the summer, and won four matches against the foreign boats "Zut" and "Punch." "Cor- Last season (1910) the first boat of IO metres rating built under the International Rules made her appearance in the Solent. She was a shapely little craft of about 16 tons T.M., known as "Irex," and was designed and built by Fife for Mr. H. Marzetti. But vessels of that rating have not hitherto found favour amongst Solent yachtsmen, and "Irex" was without opponents in home waters. At Havre, however, she met the French boat "Gallia II.," defeating her four times in five matches. 66 The 8-metre class was a very fine one, no fewer than ten yachts appearing in its ranks in the course of the season. Of the recruits, "The Truant" " was designed by Fife for Sir Ralph Gore, and "Dilkusha" by Mr. Heal for Captain Hon. F. Guest. "Anenome III." and "Antwerpia" were foreign vessels that joined the fleet late in the season. Of the old boats, "Endrick," Spero," "Bryony," "The Nun," "Folly," and "Kathleen" reappeared. "The Truant" was perhaps the best of the new craft, but none of them succeeded in displacing "Endrick" and "Spero" from the head of the class. "Endrick" concluded the season with a string of 38 flags, of which 17 represented first prizes, whilst "Spero" had 35 prizes, including 14 firsts, to her credit. Of the foreign boats, "Anenome" was the better, and, when reaching in smooth water, was the fastest yacht of the fleet.

As the period of grace granted by the "special conditions" clause of the International Rules had expired, the old 24-footers were no longer eligible to race in the 7-metre class. The classification societies, however, consented to class them as 7-metre boats, provided that their scantlings were increased to similar weight and strength to those of vessels constructed under the rules. Colonel J. T. Bucknill took advantage of this concession, and converted "Ithnan" into a 7-metre boat, whilst Mr. F. F. Tower purchased "Anitra," and had her treated in a similar manner. As 7-metre boats, the old 24-footers were enabled to carry a good deal more canvas than in the past, and in their modified trim completely outsailed their old conqueror, "Mignonette." "Ithnan," indeed, was almost invincible during the early part of the season, and although she subsequently met her match in "Ginevra," which had been built from Mylne's design for Mr. Richards, she easily headed the class with the fine record of 34 prizes in 44 starts.

Mignonette" was quite outclassed, and only won four races in the course of the season. "Blue Bird," designed by Nicholson for Mr. W. Hargreaves Brown, was a failure.

In the 6-metre division the new boats were "Cingalee" (designed by Fife), "Snowdrop I." (Payne), "Snowdrop II.” (Mylne), ''The Whim" (Laws), and "Fury" (Payne). Of these, "Cingalee" was the most successful, but "The Whim," which was of very similar type to the Burnham boat, "Gypaetos," was very little her inferior.

Some very keen racing was witnessed in the Clyde 12-metre class, which, for the first time, went round the coast with the touring fleet.

There were no new yachts, but all that had competed in 1909 reappeared. The season was, unfortunately, brought to a premature conclusion by the dismasting of "Cintra," an accident that resulted in the loss of two lives. "Cintra" was left at the head of the list of prize-winners, but by so narrow a margin from "Javotte" and "Alachie" that the result cannot be considered conclusive.

In the 6-metre class on the Clyde, "Cynthia," a new boat built from the design of the owner, Mr. T. C. Glen Coats, proved almost invincible in her home waters, and in an inter-port contest held on the Crouch won a cup awarded for the best average during Burnham Week.

In the Burnham 6-metre class, two new craft made their appearance: "Gypaetos," built from the design of Laws, and "Claire," whose lines came from the board of Mr. Morgan Giles. "Gypaetos," in open water, was perhaps the best yacht of her rating seen out in 1910. She was, however, racing on the Continent for a considerable portion of the season, and "Embdor" was able to retain her position at the head of the class. Gypaetos" was remarkably successful at Kiel and other foreign regattas, and returned home flying a long string of winning flags. "Claire" was a fast boat in moderate weather, but only moderately successful as a prize-winner. 66 What is known as the "one boat one design" class has become very popular of late. The creation of this class in the Solent was due to the initiative of Major the Hon. C. Colville and Lieut.-Colonel Bucknill in the summer of 1895, the object being to encourage sport in racing in small craft, and, as an important means of so doing, to diminish the expense incidental to it.

These yachts were charming little vessels; they were excellent sea boats, fast, and had, for their size, very fair accommodation. This consisted of a forecastle large enough for the two paid hands allowed, and a nice little cabin. They were decked all over, but had a well or cockpit large enough to accommodate half a dozen. No limit was placed upon the number of amateurs permitted to sail in races, but only two paid hands were allowed. The wages of the paid hands were limited to a fixed amount, as was also their racing money. “ As the name one boat one design" would signify, all these little craft were built from one and the same model. No alteration in lead keel or hull or sail plan was allowed, neither could any alteration be made in the cockpit without the consent of the captain of the class; but in staying the mast, and in all matters of that kind, owners had a perfectly free hand.

Up to the end of the season of 1896 three lower sails only were allowed; but after that date small topsails containing about forty square feet of canvas were permitted. The lead keel weighed 265 tons, and was in all cases weighed in the presence of the captain of the class or of his deputy. Each boat had to carry 200 lb. weight of ground tackle, and the stores and fittings common to all boats of the class.

The racing was very close and very keen, and for 16 to 18 boats to start together was a common occurrence. The class afforded splendid sport for a decade, during which time a great number of boats were built to it.

Following the example set in the Solent, similar "one-design" classes have sprung into existence all round the coast, and it is a form of racing that has evidently come to stay. Such classes, by providing economical racing for the budding yachtsman, undoubtedly serve a good purpose, and may be regarded as stepping-stones to the Y.R.A. classes. From an educational point of view, their utility cannot be over-estimated, and many an expert helmsman in the Y.R.A. classes has served his apprenticeship at the helm of a small one-designer. وو Of the more recently promoted "one-design classes, perhaps the best is that known as the Royal Corinthian "Seabird" class, which was START OF THE SOLENT ONE DESIGN CLASS AT COWES. started at Burnham-on-Crouch in 1909, and numbers nearly a dozen craft. They are particularly useful little boats built from the design of Mr. J. Pain Clark, the captain of the class.

Costing but £70 complete, they are within the reach of the younger members of the club, and the class is doing good work in an educational direction. This "Seabird" class, like that of the Solent "Redwings," is of one design only so far as the hull is concerned, the owners being allowed to select their own rig and sail plan provided that a certain specified sail area is not exceeded. Some little latitude is thus available for the exercise of ingenuity on the part of the owners, and this tends to keep alive their interest in the racing. The racing is varied by cruising in company, and, as there is sufficient room under the fore-deck of the boat for a folding cot, it is possible for an owner, who does not mind "roughing it," to sleep on board when visiting a strange port. They are capital little sea boats, and in the course of the season do a good deal of cruising between Lowestoft and Ramsgate.

The "one-design" class, therefore, acts as a very wholesome stimulus to seamanship of all kinds, and affords most excellent sport. It does not, of course, develop yacht designing to any great extent, for, as all the boats are alike, speed is a matter of comparative indifference.

Sailing cruisers, especially those which are devoted largely to racing, require only a few words of description. Everything that has been stated in reference to racing vessels applies, with certain modifications, to them; for there is no essential difference in form, structure, canvassing, or ballasting, between a racer and a cruiser. It it difficult to find a better sea boat than a racing vessel properly ballasted, sparred, and canvassed.

The only variation in structure between the ideal racer and the ideal cruiser is that the former would probably be given more beam than is desirable for the latter. Racing vessels generally sail in smooth, or comparatively smooth, water, where initial natural stability derived from beam is advantageous. But when a ship has to be sailed over a heavy sea, the action of waves upon beam, as previously explained, comes into operation, and beam should, for sea-going purposes, be slightly reduced. In other respects, ▼ modification in detail is all that is necessary to transform a racer into a cruiser.

The enormous stability imparted to racers by heavy lead keels at great depth tells against them in a sea way: it causes their movements to be very rapid and violent; they plunge heavily, are very hard upon their gear, and particularly disagreeable to most human stomachs. A vessel to be easy in a sea way must not aspire to extraordinary speed; her ballast must not be too low; in fact, the less outside ballast she carries the better. Her stability and righting angle will be, of course, comparatively small, and she must be sparred and canvassed accordingly. That a tender ship is an easy ship is an ancient and true assertion.

It is frequently argued that the superiority in dryness, ease, and comfort in a sea way which and tons of water will be kept on deck for a considerable time. a It is difficult, if not impossible, to express in terms the differentiation between a racer and a cruiser. The best definition of a bona fide cruiser would probably be: a vessel which habitually makes passages and voyages under her proper working sails. None of the thoroughbred, and but few, if any, of the half-bred, or cruiserracing yachts, would dream of making a voyage to the Mediterranean, or a passage round to the Clyde, under their mainsail: they would start under trysails, with their mainsail stowed, and boom secured; and rightly so, for, if caught in bad weather and a big sea with mainsail set, the consequences would probably be very seriously disastrous. On the other hand, a real cruiser sails always under her working sails, and resorts % ROYAL ORINTHIAN YACHT LVB PED ONE DESIGN FOR BURNHAMON CROUCH LOA 220 LWL 170 D60 DRAUGHT 3.5 DAIL ARER 300.0 δμέρa Oρέσouv 3/4x1/4 ১৫৫০০-- DISPLACEMENT. 33-(WT KEEL 1800 Les. τov SKIN MAHOGRINY. DECK½ TIMBERS OWN 7/8 x 5/8 5 ON CANTTES 26.0 15. る。 JAIL PLAN OPTIONAL JPAIN-LARK 2 12 Jov TN SQUARE NNI SUN SCALE OF. FEET 10 5 DESIGN OF THE ROYAL CORINTHIAN "SEA-BIRD" CLASS. vessels with the centre of gravity rather high possess, as compared with vessels having their centre of gravity very low, depends not at all on the relative amount and position of their ballast, but entirely upon the fact that the lightly ballasted ship carrying proportionately small sail goes relatively slower through the water; on the other hand, it is asserted that, in really heavy weather, a racing vessel or fast cruiser would have to be slowed down to such an extent that a smack or trawler, for instance, would sail as fast and be much safer and more comfortable.

There is some truth in both these arguments.

There are no bulwarks on racing vessels; they would hold too much wind. A ledge of from I inch to 6 inches in height, just sufficient for a man to rest his foot against, is sufficient for their purposes. But bulwarks are a mere matter of super-structure; they can be added to a vessel at any time, and conduce to comfort but not to safety. Good free board is desirable, but high bulwarks will not keep out heavy water; and if a green sea does come on board, the sooner it gets off again the better. With no bulwarks it runs off directly, while with high bulwarks tons ما to a trysail only in the extremity of bad weather.

The huge sail, and long and heavy boom of a first-class racing cutter would be unmanageable, and would "take charge" in a blow, while the small sail and light boom-all in board of a cruiser, could under similar circumstances be easily handled and reefed, or lowered and secured.

But for racing no definition is possible, and sailing Committees must be left to their own judgment to decide whether a yacht is or is not eligible to sail in cruising races. All such races are sailed in what is called "cruising trim"-that is to say, under certain restrictions as to sail and crew, jackyard topsails and extra hands being forbidden, and the ship must also carry her boats on board, and her anchors at the bow.

To turn from cruiser racing to cruising proper.

Ocean cruising has become very popular among yachtsmen during the last half century. As long ago as between the years 1854 and 1863 yachts both under sail and steam, made voyages to Iceland, Spitzbergen, North and South America, the West India Islands, the coast of Africa, and round the Horn to Australia.

The voyage of the schooner "Foam" to Iceland, embodied by the late Lord Dufferin in his most delightful book Letters from High Latitudes, will be familiar to all. The love of the sea seems to have been deeply ingrained in the nature of that distinguished man; for during his long and brilliant diplomatic career he never ceased to indulge in his favourite form of yachting, single-handed cruising, whenever the opportunity served, doubtless much to the astonishment of his confrères and other personages in foreign parts, who probably looked upon sailing about alone in a little vessel as one of the most curious forms of relaxation which even a "mad Englishman" could indulge in. Lord Dufferin's little yawl, the "Lady Hermione," with her owner at the helm, was a familiar object to all yachtsmen who frequent the Solent waters.

The successful voyage round the Horn to Australia of the little schooner "Chance," of 72 tons y.m., owned by Mr. William Walker, is a good instance of the excellence of the construction of vessels of the pleasure navy, as well as the skill of yachtsmen as navigators. She sailed from Cowes on January 13th, 1861, and arrived at Sydney on June 3rd, having behaved admirably in all sorts of weather during a voyage of 141 days.

In the 'sixties cruising became more general, and a run from Cowes to Gibraltar and up the Mediterranean, or a cruise to the Baltic and other northern waters, were events of nearly as common occurrence as they are at the present day. In the year 1864 "Themis," a schooner of about 150 tons T.M., owned, commanded, and navigated by Mr. Thomas Hanham, made a round voyage to Madeira, Teneriffe, Rio Janeiro, the River Plate, round the Horn to Valparaiso, Callao, and Vancouver's Island, thence to the South Sea Islands, New Zealand, Australia, and the China Seas, and eventually home by the Cape of Good Hope.

Deep-sea yachtsmen of the present day, who generally make voyages of this character in a 1,500-ton steamer, or in the comparative luxury of such craft as Lord Brassey's 500-ton auxiliary, "Sunbeam," would regard Mr. Hanham's feat of thirty-four years ago as a remarkable one in the history of pleasure navigation. In these days of large vessels the voyages made in former days by quite small craft seem very remarkable, and the discomfort which they must have entailed to owners and passengers would be hardly compatible with our ideas of pleasure in these modern and more luxurious times.

Mr. Knight's voyages to the coasts of South America, and up the rivers Parana and Paraguay. in the "Falcon," and to the desert island of Trinidad in the "Alerte," are well known, as they have been graphically described by him in two most interesting books, The Cruise of the "Falcon" and The Cruise of the "Alerte." They are remarkable chiefly on account of the small size of the vessels, and for the fact that his crews were composed almost entirely of amateurs, and that many of those amateurs had never been to sea before. The "Falcon" was of only 18 tons register and 30 tons Thames measurement, and the ship's company consisted of Mr. Knight, who three was owner, captain, and navigator, three amateurs, and one paid hand to do the cooking and cleaning up. was owner, The "Alerte's" cruise was in search of a hidden treasure in the island of Trinidad, off the coast of Brazil, and it is scarcely necessary to say that though the island was found the treasure was not. But both his voyages were most interesting and instructive, and demonstrated the capacity of small vessels to keep the sea, and of amateurs, if properly commanded, to work them.

Two very notable voyages made by small yachts were those of the "Vivid" and "Alert." The "Vivid" was built in 1859 by Fife of Fairlie on the Clyde, for Mr. Ternan, an Irish gentleman.

She was originally known as the "Scourge," and raced successfully in Dublin Bay in the year in which she was built, and was looked upon as a smart racing cutter. She was of 25 tons y.m. and 16 tons register. She afterwards became the property of Mr. Sidney Bert, who changed her name to the "Vivid." Her new owner took her out to Sydney in 1864, making a voyage of 16,000 miles in 130 days. 66 The "Alert," of 56 tons T.M., was built by Ratsey of Cowes, and was bought by Mr. William Walker, the owner of the schooner Chance," already alluded to, and was sent out by him to Australia. She made an excellent voyage of 108 days from England to Sydney, including 5 days' detention at the Cape.

Another small vessel, the "Spray," of 33 tons Thames measurement and 20 tons register, made a voyage from Cowes to Hobart Town, under the command of Capt. Wylie. Previous to this, a still smaller cutter of only 22 tons T.M., the "Teazer," had made voyages out to the West Indies and back; and the performances of quite a little boat, the "Pet," of only 8 tons T.M., which went out on a cruise to the Baltic and back, may be enumerated among the records of long cruises and passages undertaken by quite small sailing craft as proving that size is by no means necessary for safety, though very essential to comfort in deep-sea sailing.

Probably the longest voyage ever undertaken by a yacht under sail alone was that of the schooner "Nyanza," of 218 tons y.m. She sailed on July 1st, 1887, for a cruise in the Pacific, with her owner, Capt. Dewar, and his wife on board, and was, I think, the first sailing yacht to reach the Pacific through Magellan's Straits. She cruised among the Sandwich Islands, and on to Japan, but was wrecked in October, 1890, near the Caroline Islands, all hands being fortunately saved. Her cruise, though it had a disastrous ending, was remarkable. She sailed 42,784 nautical miles, and averaged 104 miles a day.

Few yachtsmen have had greater experience of yachts and of cruising in vessels of every description than Lord Brassey, who has recounted his experience in craft ranging from 8 up to 552 tons. He has made voyages to Norway and Holland, has on twelve occasions been through the Straits up the Mediterranean, has four times circumnavigated Great Britain, has been once round the world in the "Sunbeam," and has made voyages to India, the Straits Settlements, Borneo, Australia, and the West Indies. His yacht, the "Sunbeam," is one of the most successful auxiliary vessels ever built, and is equally handy under sail or steam. This type of vessel has, of course, been considerably improved since the days when the "Sunbeam" was built, by the introduction of steel as a material of construction, by new engineering inventions giving greater speed with less consumption of coal, and at the same time compactness of engine space, and by improvements in cabin accommodation of all kinds. An auxiliary craft of from, say, 300 to 500 tons is probably on the whole the most luxurious and comfortable type of vessel for making long ocean voyages, and to gather some idea of the proportion of the distances traversed under steam or sail by ships of this kind, the log of the auxiliary vacht "Golden Fleece," of 261 tons v.m., owned by Mr. Ralli, may be referred to.

She made a voyage round the world of 33,020 miles in the years 1886 and 1887, sailing 14,143 miles, and doing 18,877 miles under steam.

Of the large fleet of sailing vessels in commission in British and foreign waters, but a small proportion have at any period of their existence come into the category of racing vessels. By far the larger number are of the bona fide cruiser type, and, although more attention is now given to speed than was the case in the early days of the Victorian era, when it was asserted by an old writer that with the advent of the famous "America" the first blow was struck at the healthy rule that the perfection of a gentleman's yacht should be a vessel combining speed with accommodation, most cruisers of the present day seem to fulfil the precepts of that old adage pretty well.

Of course, the general form and type of racing vessels in fashion at different periods has influenced the form and type of cruising yachts. Prior to the arrival of the "America," short, bluff-bowed, narrow-sterned cruisers were in vogue; afterwards, the long, narrow, wall-sided type came into fashion, while in recent years yachts built exclusively for cruising have been given more beam, and in form of midship section and of hull generally, approximate to the shape and type of modern racing vessels.

This subject of cruising is a very wide one, but in yachts of, say, from 5 to 100 tons there is not much to be said as to any distinctive difference between the type of vessel used for racing and for cruising. But pleasure craft used for cruising attain to the proportions of 2,000 tons. In the case of vessels over about 400 tons, steam power has for the last 35 years or so been used almost exclusively, though in some cases it has been adopted as auxiliary to sail power. The tendency, however, is to go into steam. A man builds a large auxiliary cruiser, and finds that, though sail is very useful in making long ocean voyages, it is of comparatively little service to him when cruising about at home, or making short voyages, say, up the Mediterranean or to Norway. He becomes dissatisfied with the speed of his vessel under sail, and gradually reduces his masts, till for sail-carrying purposes they disappear, and increases his steam power.

Though steaming can never be so interesting as sailing, steam has numerous advantages in these busy days, and we may make up our minds that steam is destined to supersede sails in large yachts.

For auxiliary power, however, the motor is rapidly taking the place of the steam engine, and it is probable that in a few years the former will be universally employed for the purpose. The superior advantages of the motor cannot be disputed. Should the wind fail, the motor can be started at a moment's notice, whilst in the case of a yacht with steam auxiliary power the vessel must lie becalmed, possibly for several hours, whilst a sufficient head of steam is obtained to drive her. Coal bunkers, moreover, occupy a deal of space that can ill be spared, and coaling is a filthy operation that causes delay and sullies the decks and fabric of the yacht.

Hundreds of yachts have been fitted with auxiliary motor power, and nowadays even the tiny cruiser of five tons measurement is not considered complete unless she has a little motor installed beneath the cockpit floor. Experience has proved, however, that a petrol motor is a very dangerous shipmate in a small-decked vessel, and there have been many serious accidents, some attended with fatal results. It seems to be almost impossible to prevent petrol leaking from the tanks, and, being of greater density than air, it sinks to the bottom of the vessel and remains undetected. Should a lighted match be inadvertently dropped, a disastrous explosion follows, and the yacht is probably burnt to the water's edge. The obvious preventive is the employment of a paraffin engine, and a small yacht that has not sufficient space available for a proper engine-room should never be fitted with a petrol motor. 66 The huge vessels of from 1,000 to 1,500 and even 2,000 tons built during the last few years are, for all practical purposes, steamers pure and simple. Several steam yachts were launched in the 'fifties, and in 1858 an iron vessel of 148 tons, a very big yacht for those days, was built.

In 1859 the Ceres," of 301 tons, then considered one of the finest steam yachts ever launched, was built for the late Duke of St.

Albans. In 1864 the "Eothen," and in 1868 the "Cornelia," both iron vessels, were built for Mr.

Ashbury and Lord Londonderry respectively, and in 1874 the "Sunbeam," a composite vessel and the first yacht exceeding 500 tons measurement, was constructed for Lord Brassey.

Iron, though occasionally used in the construction of sailing vessels, may be said to have come into fashion at the same time that steam power was introduced. During the last twenty or thirty years it has been superseded by steel, and since the introduction of that material steam yachts have largely increased, both in number and tonnage. In the year 1886, 907 steam yachts were in commission in European waters, as compared with 1,710 in the year 1909, and during the same period the total tonnage of steam yachts has been rather more than trebled, the aggregate having increased from 86,407 to 283,418 tons. It is curious to note the relative development of sail and steam during those years. In the year 1886, 2,942 sailing yachts were commissioned, having a total tonnage of 80,936 tons. At the present time 5,274 sailing yachts are afloat, with a total tonnage of 94,009 tons. That is to say, while the number of steam yachts built during the last twenty-three years has increased about 80 per cent., their tonnage has increased over 300 per cent., and during the same period the number of sailing craft has increased 80 per cent., but their tonnage shows an increase of 15 per cent. only. These figures demonstrate the number of large steam yachts that have been constructed during the last decade, and also the very large number of small sailing vessels which have been built, both for racing and cruising purposes.

With regard to the actual number of cruisers afloat: in the year 1886 there were only 23 steam yachts of over five hundred tons measurement in commission. Of these the largest vessel of British build was the "Amy," of 812 tons, built by Messrs. D. and W. Henderson, and designed by Mr. G. L. Watson. Notable for their size among the others were the "Bretagne," built for a French owner in America, the "Nourmahal," of 939 tons, and the "Namouna," of 740 tons, built in America from the design of a British naval architect, Mr. Sinclair Bryne.

During the season of 1910 no less than 122 steam yachts of over five hundred tons were in commission; 26 of these were over 1,000 tons, and Mr. Vanderbilt's yacht, the "Valiant," and Mr. J. Gordon Bennett's "Lysistrata," exceeded 2,000 tons. And these figures exclude royal yachts ranging in size from His Majesty's "Victoria and Albert," of 5,005 tons, down to the King of Spain's Giralda," of 1,664 tons.

Setting aside these royal vessels, the "Valiant" is the largest yacht afloat, and measures 2,184 tons y.m.; her length is 331 ft. over all, and 293 ft. on the load water-line, and she has 39 ft. beam, and 29°3 ft. depth. She is schooner-rigged, carries 700 tons of coal, can average 14 knots, and can attain a speed of 17 knots under forced draught. She was built and engined by Messrs.

Laird and Co., of Birkenhead, from the design of Mr. Sinclair Bryne.

A big steamer is the luxurious plaything of the few, while a trip in a 10 or 15 tonner affords amusement to the many, and it is probable that the Corinthian who skippers his own little craft has by far the greater share of pleasure and amusement.

All round the coasts are to be found plenty of yachtsmen who enjoy making passages in dirty weather in their little 5, 10, or 15 tonners; but, perhaps, if in search of the amateur capable of handling his own vessel in all weathers, and ready and able to bear a hand aloft or forward with equal readiness, the estuary of the Thames or the East Coast would be the best place to look.

On almost any day may be found scores of small craft, turning down Sea Reach or the River Crouch in workmanlike fashion, flying the gold wreath and crown on blue ground, whose owners, when the ties of the Stock Exchange ployment of which headsails may be furled round their own luff ropes by merely hauling on a line.

It is, of course, impossible to particularise or describe cruises of this kind, but, as an instance of what may be done in small vessels cruising in home waters, a glance at the log of the "Sonata," a 15-tonner in the year 1882, may suffice. She sailed from Brightlingsea on July 2nd, and made her first run of 506 miles to Inverness without putting into port. She then passed through the Caledonian Canal, visited the ports of the beautiful Firth of Clyde, Rothesay, and Lamlash, in which latter place she was detained about four days by a violent gale of wind. She then sailed to Carlingford Lough, and from there to Kingstown. From Kingstown they made a run of 278 miles to Plymouth, where they stayed a day or two, and then made a passage Four XX A TYPICAL WEEK-END CRUISER. or Lloyd's or other business permit, are only of 281 miles to Brightlingsea, so completing the too anxious to undertake more than a mere Saturday to Monday cruise.

In these expeditions paid hands are usually voted more trouble than they are worth: amateurs do most of the work, if not all; and when a paid hand is shipped it is merely for the convenience of having someone to "cook and wash up."

There has been a great improvement of late years in the design of these little week-end cruisers. The narrow, heavily ballasted cutter with a straight stem of thirty years ago has given place to an easily driven craft of light displacement, moderate sail area, and comparatively shallow draught, which enables her to make short cuts through swatchways and across the flats. With moderate overhangs and bold freeboard she is a fast, weatherly little ship with comfortable accommodation below decks for her Corinthian crew. The long topmast of past days has disappeared, and such boats are now almost invariably fitted with pole masts, the topsail being set upon a yard. Various contrivances have been invented with a view to the saving of labour, such as the roller reefing gear, by means of which the mainsail is reefed round the boom by the aid of a small winch that revolves the spar. Another useful fitment that has recently come into use is the Wykeham-Martin furling gear, by the emround trip in thirty days. The ship's company consisted of the owner and two friends and two paid hands. The ship was entirely navigated by her owner, and he made all his ports without the assistance of a pilot. This may be looked upon as a good but fair sample of cruising in small yachts.

It is scarcely necessary to observe that in such a sport as yachting the amount of enjoyment derived depends a good deal upon the possession of some practical knowledge and technical skill.

In a sailing craft something is occurring all the time, and a man who commands his own vessel, or who understands all that is going on, will not find many idle hours pressing heavily on his brain. The pleasures incidental to command and exercise of responsibility are great, and, moreover, ov to be a mere passenger on one's own ship, subject to the convenience and caprices of the skipper, is somewhat ignominious, and an owner will find many advantages in being able to form and express his own opinion. Seamanship, the handling of a vessel, is, of course, a highly technical art, and, though there are and always have been, and I trust always will be, many am amateurs who in seamanship are unsurpassable, their number must be comparatively few, for by natural aptitude and long experience only can a very high degree of excellence be attained. But long apprenticeship to the sea is not necessary to enable a man of average intelligence to acquire sufficient knowledge to get his own vessel under weigh, to bring her up, and to handle her under ordinary circumstances, and to judge of the weather for himself and be able to decide what the vessel can or cannot do.

The services of a professional sailing master cannot usually, at any rate in a vessel of any size, be dispensed with; and his advice should be taken. But in a very few years a yacht owner ought to be able to handle his own ship fairly well, and to be in a position to assert his authority as owner. He will then no longer feel diffident, abashed by his own servant; he will understand the reason for everything that is done, and will be constantly acquiring knowledge.

For cruising in home waters he ought to understand the use of charts and the lead, and should acquire some knowledge of plane and transverse sailing, and of tides, so as to be able to find his own way about. If he aspires to longer voyages, he should learn the practical rudiments, at any rate, of navigation, and the use of the sextant, and should understand compass deviation. He ought to be able to find his position at sea by the ordinary simple means, and to ascertain his compass error. Should he take the trouble to pass the Board of Trade examination and get a master mariner's certificate of competency, he will not regret it. His sailing master and crew sign on to him, he is really master of his own ship, a position which in foreign ports and distant lands affords many advantages. Yacht skippers are, as a rule, excellent men, who understand their position and do not presume upon it, but they are human, and the position of an owner in a foreign port under a recalcitrant skipper, who is quite aware that his services cannot be dispensed with, is not a happy one. Moreover, nautical astronomy, and magnetism, are rather fascinating subjects. and their study may fill up agreeably many leisure hours, both on sea and on land. 66 وو Yet to all, whether instructed or not, the sea, if it appeals to them at all, exercises a fascination which cannot be described. Something of the mystery of the sea permeates their being.

Yachtsmen are generally enthusiastic lovers of their favourite pastime, and no wonder, for in all its phases it conveys infinite delight and infinite charm. If a yachtsman be scientifically inclined, he can interest himself in nautical astronomy, in the scientific principles involved in the staying of masts and trimming of sails, and in everything connected with the action of wind on sails, and the action and effects of solids and fluids.

If he spend his leisure days in cruising about the Channel, in the shallow waters of the North Sea, or among the harbours and fiords of the beautiful Western sea-board of both islands, his favourite pursuit leads him to lovely scenery. affords him constant interest in the working of his own ship, and in watching the doings of merchantmen and fishing fleets, and of those who make their living upon the sea. It offers him excellent sport in the way of fishing, and it compels him to fresh breezes, and a natural, wholesome life. If he has time and money to go for long voyages, he sees the wonders of the great deep, and can visit all the most interesting parts of the world with the greatest comfort in his own home. And if he take delight in racing, he will find a sport most exciting, most interesting, and physically and morally healthy and clean.

DUNRAVEN.

With additions by FRANCIS B. COOKE.

BARGE YACHTS. - Barge yachts differ from other yachts in that they are flat-bottomed, and carry leeboards instead of a centre-plate or fixed keel.

Every kind of place has developed a type of boat peculiar and suitable to itself. The Thames Estuary, from the Foreland to Harwich, crowded with sandbanks and shallow channels, is the home of barges, and only for such places as these can the merits and demerits of the barge yacht be considered.

Whether large or small, barge yachts arecompared to craft of their own size-slow, and especially to windward. Further, if not properly handled, it is possible to capsize them. With this, all that can be urged against barge yachts, in their proper waters, has been said.

On the other hand, barge yachts are far cheaper to build than keel or centre-board boats, and size for size they have, below decks, half as much room again. Then, too, with their shallow draught they can visit and explore all kinds of out-of-the-way tidal places where other craft dare not go. Further, they can cut off so many corners and work in shallow water, cheating the tides, that often they arrive before their faster sisters who have been obliged to keep to the channels and go further round. In many cases barge yachts can make passages by short cuts in comparatively smooth water when other craft are having a dusting in the open.

Lastly, when it is blowing hard, and the owner wants a quiet night, he can anchor close in-shore, out of the tide and rough water, or let his craft take the ground, when she will sit as upright as a Church. The writer has met fishermen who have been taken on as hands on small barge yachts, and these men have declared that they do not want to be on better or safer little boats.

This testimony is remarkable, for the men went to curse, and came away blessing.

In the opinion of the writer an opinion which will not be shared by enthusiastic owners of small barges-barge yachts do not show their full virtues until they are a fair size, say, 25 tons or more. The reasons for this opinion are two: (1) The length of the larger craft minimises the effect of rough water caused by wind against tide, and consequently the barge's comparatively clumsy lines do not so much matter. (2) They can be rigged like their trading sisters, the Thames topsail barges, a rig which enables two men alone to handle a roo-ton vessel in the busiest river in the world, or up the tiniest and most out-of-the-way creeks; a rig which calls forth admiration from every one who has ever seen a barge handled. The chief features of the rig of a barge proper are these: The mainsail is not lowered or hoisted, but is set on a sprit, and when the barge is not under way the sail is "brailed up to the mast and head of the sail. وو From the head of the sprit down on to each quarter run the "vangs," i.e.. wire ropes ending in powerful tacks, for hauling in and slacking off the sprit; the main sheet works on a traveller on the main horse, a heavy rounded oak beam stretching right across the ship.

The topsail, nearly as large as the mainsail, is worked with mast hoops, and has, in addition to the halyard, sheet, and tack, an inhaul and downhaul, so can be controlled from the deck, and cannot in a heavy wind take charge like an ordinary topsail. This sail also is left aloft, and in bad weather secured. though in fine weather the inhaul and downhaul are sufficient.

The staysail is, of course, "hanked" on to the stay, and the sheet runs on the forehorse. On the wire stay from the stemhead to the topmast head barges set a large jib-topsail, which most bargees call a spinaker. Many barges also carry a bowsprit and jib.

With this gear and rig a 100-ton barge can get under way and bring up and stow quicker than a 5-ton yacht. A 100-ton barge costs to build about £1,200. Dividing her into cabins and general fittings can cost anything the owner likes from £200 upwards. The crew necessary to handle her is two men, and a third hand to cook and act as steward, but most yacht-owners seem to have double the crew necessary.

The accommodation would be that of a far larger yacht of the same tonnage, the cost to build about one-quarter, the wages bill one-quarter, and the upkeep should be less than one-quarter.

The life of a faithfully built barge, if properly kept up, is fifty years when trading, and a barge yacht should last double that time in which case the barge could be an heirloom; and if the lucky heir did not care to go sailing in her, he could take the fittings out and send her trading to earn money for him.

C. C. L. IONIDES.

NORFOLK WHERRIES.-The wherry, found only on the Broads and rivers of Norfolk, is one of the most distinctive types of craft afloat. She is clincher-built, has her greatest beam abreast the mast, and has short hollow V-shaped bows.

Her length is about 53 ft., her beam 13 ft., and her draught 3 ft., and at the end of her pointed stern she has a rudder about 5 ft. long.

It is easy to see from a wherry's appearance that she is of Dutch origin. Her great mast, tapering gradually from the deck upwards until it suddenly runs into a point, crowned by a brass vane and streamer, is the spit and image of all the masts in Holland.

Primarily, the wherry is a trader of 30 tons and upwards, sometimes worked by one man, though more often he is helped by his wife or a boy. About the year 1880, when the Broads began to be the happy hunting-ground of men who love boat-sailing in safe waters, the advantages of the wherry for pleasure craft became obvious.

From that time many trading wherries have been converted and new ones built as yachts.

The advantages spoken of are roominess, simpleness of gear, ease of handling, and extreme suitability for inland waters. As regards roominess, the average wherry has 6-ft. head room with a cabin top, and will accommodate eight people comfortably, exclusive of the crew. Wherries for charter are fitted with every necessary, such as cushions, bed-linen, table-linen, crockery, cutlery, lavatory, washstands, w.c., cooking utensils, lamps, &c., and also a piano. Generally they have a centre-board sailing dinghy as well. The terms for charter per week, including two attendants, vary according to size, but is generally £8 in May, £II in June, £13 in July and August, and £9 in September. The wherry's gear is the simplest in the world. She has one mast with no shrouds, one sail without a boom, but the gaff is as long as the boom would be if she carried one. Her sail is hoisted by a single halyard in a clever and unusual way, and is "set up" on a small gipsy winch on the mast. The mast, which lowers for bridges, is stepped in a tabernacle and pivoted above the decks. The heel of the mast is weighted with It tons of lead to counterbalance the weight aloft. By this arrangement the mast is pulled down, and, when freed, runs up to a certain point, beyond which it is pulled into position by the forestay. The mainsheet works on a horse near her stern.

Next to her sail, the most important things a wherry carries are lee quants or punt poles fitted with a shoulder to prevent sinking into the mud. These, worked on the lee side as the wherry comes about when tacking in narrow waters, are invaluable. The timely shoves to leeward help her head round, and keep way on her, and it is truly wonderful how she gets to windward in close quarters. Again, in a close pinch up a reach, the wherryman will flatten in his sheet, and, working the quant, will keep his craft going, half sailing, half quanting her until she can bear away again and sail.

Another wonderful manœuvre of the wherry is fetching along a lee shore when the wind is so far ahead that she can scarcely lay her course.

This is explained by two writers of note as follows: "That the pressure of water between the mud to leeward and the sharp bow, shoulders her off to windward."

C. C. L. IONIDES.

Bibliography.--Norfolk Broads, by Christopher Davis; Broadland Sport, by Nicholas Everitt.

OPEN BOATS. -Boat-sailing is probably the most exhilarating form of sport in the world and if one lives by the sea or a tidal river-the cheapest. The thrill and excitement felt in sailing an open boat in a "bit of a popple" can be compared to nothing in the world, though taking a big jump whilst hunting may approach it.

Like hunting again, if a man knows his horse and the country, the risks are small, and so they are if a man knows his boat and the waters he sails in.

For the theory of sailing to windward, the reader must refer to the article on yachting, and particularly the explanation of the use of a centre-board.

In practice the beginner must remember that an open boat cannot be treated like a yacht. For instance, a yacht heeled to a squall will often have three or four deck planks awash, and will hold on her course, while the open boat must be luffed up and eased. A yacht is designed to sail through the water, so to speak, and the open boat on top of it. The following are a few hints of a practical kind, which may be useful to those who prefer to buy experience second-hand.

W An open boat can be made unsinkable by several means, the best being small zinc air-tight compartments at bow and stern. These can be fitted so as not to be in the way in the least, and they turn the boat into a lifeboat practically.

Ballast should be avoided when possible, but, if necessary, should be easily movable and carried in such a way that it will not slip to leeward when the boat is heeled.

The method of handling an open boat differs considerably from that employed in the case of small yachts. In the latter the mainsheet is belayed, the helmsman relying upon her luffing powers to nurse her through a squall. When she is struck, he merely eases the helm and spills some of the wind out of the sail, and the weight of the vessel enables her to carry her way. If a similar method were adopted in an open boat in rough water, her lack of weight would cause her to lose way. She would then fall off, and, being broadside on to the sea, might swamp ere the helmsman had her under control again. For this reason the mainsheet should never be belayed in an open boat when sailing on a squally day.

The helmsman should hold the sheet in his hand, and, when necessary, slack it out sufficiently to ease the boat without altering her course.

As regards the rudder, the gudgeons (iron bands ending in eyes) and pintles (long hooks) should be arranged so that the lower pintle fits into the lower gudgeon before the point of the upper pintle reaches the upper gudgeon. It is very difficult when there is any motion to fit both pair of gudgeons and pintles simultaneously, and one ends by burying one's arm up to the elbow or deeper while one ships the lower pair.

If the boat has just been launched, there is often considerable hurry for the rudder to be shipped.

Then the centre-board is many times a source of trouble. This is usually lowered and raised by a chain ora galvanised iron handle riveted on to the plate.

The latter is infinitely better than the former, for if the boat is left to ground on mud, as in most tidal rivers, the centreplate case gets filled with mud and the plate will not drop, but must be forced down.

Better than either, especially in pebbly and shingly places, is a dagger plate, which can be lifted right out and laid in the bottom of the boat. Even with a strong handle, it is sometimes impossible to force down the plate when small stones are jambed between it and the side of the case. With a dagger plate the stones are pushed out the way they got in. A further advantage is that the case for a dagger plate is much smaller. When there is not enough water for the whole plate, it can be lowered as far as wanted, and kept there by a pin through a hole drilled in the plate.

Small boats in really good condition change hands at any price from £5 upwards. There are, too, plenty of boat builders, who turn out strong, serviceable boats with mast, sail, centre-board, oars, and rowlocks complete from £I per foot upwards, according to material and finish. By going to men who mostly build for smacksmen and fishermen, one can get a boat built for less, and the writer has a splendid 13-ft. sailing dinghy which was built and handed over complete for 15s. per foot.

Open boats are usually clincher-built for cheapness and lightness. A good axiom to bear in mind is that "fools build boats and wise men buy them"-that is to say, it is better to buy than to build, but never buv without surveying.

The type of boat to buy or build must depend on where she is to be kept, and it is always safe to adopt the type evolved by the conditions of that place.

Roughly speaking, open boats belong to three classes: (1) for inland waters, (2) for tidal rivers, (3) for open-sea work.

Inland Waters. - On the safe and narrow waters of the Broads district, a "Una" boat would be as good as anything. She is a shallow draught boat of great beam, which in some cases is half the length of the boat. Her mast is stepped right forward. and she carries one sail, like a cutter's mainsail, except that generally it has only one halyard. There is, of course, a topping lift to take the weight of the boom when the sail is lowered.

The "Una" is a skimming dish. but her enormous beam gives her great initial stabilitv, and her centre-board enables her to go to windward well in smooth water. Having no jib, the endless handling of sheets when tacking in narrow waters is done away with.

The "Una" boat is not suitable for sea work or rough water. Another good boat for inland waters is a big centre-board sailing dinghy-sav, 14 ft. long. rigged with a large balance lugsail.

This sail-laced to a vard and boom-sets very well to windward. The halyard is spliced on to an iron traveller, on to which the yard is hooked about one-third of its length from the lower end. Then the traveller is hoisted up, the mast holding the yard close against it. In this sail the tack is not made fast at the end of the boom, but at such a point as to allow the luff of the sail to be parallel with the mast.

A purchase, made fast to the mast or mast thwart, is used for sweating down the tack. For smooth-water sailing it is far better to have the whole sail area in one sail; this gives greater speed, and means less gear and holding a better wind.