Chapter IX (2)

It was during the reign of that apostle of hedonism, Charles II., that the yacht became not merely the vessel of state but of pleasure. He introduced into England yacht racing, although the Dutch had for a long time delighted in regattas and naval sham fights with yachts. In 1661 Charles sailed in a match from Greenwich to Gravesend and back. One impulse that had been given to the Dutch to build so-called yachts with finer lines and high capabilities of speed was the trade carried on to the East by their Dutch East India Company, and it was this company that had made Charles the present of the first yacht he ever possessed. During the eighteenth century yachting began to be a new sport for noblemen and wealthy gentlemen, especially in the neighbourhood of Cork. By the end of the century the Solent was becoming the cruising ground for a large number of English yachts, and in 1812 a yacht club was started at the Medina Hotel, East Cowes. In 1817 this newly-formed yacht club was joined by the Prince Regent, who used to cruise between the Wight and Brighton in the _Royal George_.[118] George III. had also patronised yachting, and the illustration in Plan 4 gives some idea of his yacht the _Royal Sovereign_. Launched at Deptford in 1804 she drew 9 feet forward and a foot more aft. She was copper-bottomed with a streak of yellow painted above, with another streak of blue above that, while her stern was ornamented with medallions of the cardinal virtues. Neptune presided over the stern, while the figurehead represented her Majesty. It will be seen at once how similar in colouring and decoration she was to the type of ships prevalent in Charles II.’s time. She was said to have been very fast and beautifully decorated, as well inside as out. She was 96 feet 1 inch long on deck with a breadth of 25 feet 7 inches. Her tonnage was 280-18/94. She was ship-rigged and carried royals and stuns’ls, judging from a print of 1821. In the external decoration of this yacht we can see the influence which is still manifested in the royal steam yachts of this country to-day. The lavish display of gold leaf, the heavy stern and general clumsiness—all vile inheritances from the days of Charles II. when naval architects knew no better—were all reproduced in the old _Victoria and Albert_ and have been perpetuated even in the newest royal yacht the _Alexandria_.

It is only with the nineteenth century that yachting really begins, but it was not till after the Crimean War that the sport began in earnest. At the beginning of the nineteenth century the cutters were built on the lines of the revenue cutters, which as we saw just now, owed much to Dutch influence. The reader who wishes to see what clumsy creatures they were has only to look at Turner’s pictures (see, for example, the cutter in Fig. 71). In such a painting as Charles Brooking’s _The Calm_, numbered 1475 in the National Gallery, we readily see the square topsails above the fore-and-aft mainsail and headsails. Brooking lived from 1723 to 1759, but fifty years later the cutter had remained much the same. The spars these yachts carried were enormous, and they were built of such strength that they were up to the Government standard. Although the cutters were of large dimensions, sometimes having a tonnage of 150, yet they were very tubby, round creatures, their proportions being three beams in length and heavily ballasted after the mediæval manner with gravel, yet sometimes also with iron ore. But as match sailing became commoner, naturally a means was sought for making the cumbersome craft less heavy. The heavy ballast remained, but both timbers and planking were of less thickness. Hitherto of clinker build, this gradually gave way to carvel-work. One of the most famous yachts of the first quarter of the century was the _Arrow_, built clinker fashion in 1822 and still in existence.

The illustration in Fig. 111 represents the _Kestrel_, 202 tons, belonging to the Earl of Yarborough, Commodore of the Royal Yacht Squadron. In the early ’forties she was a well-known ship. She is rigged as a Hermaphrodite brig, that is to say she is brig-rigged on her foremast but schooner-rigged on her main. She also carries a tier of guns. The influence, indeed, of the Royal Navy on these early yachts is notable. The cutters were influenced by the Government revenue cutters and the bigger yachts by the Naval brigs. Fig. 112 also shows a yacht of this period. This is the _Xarifa_ which belonged to the second Earl of Wilton. She is rigged as a topsail schooner and also carries guns. The rigging of yachts at this time was chiefly of hemp, but, as will be seen from the accompanying illustrations, the sails were very baggy.

In the ’fifties racing between yachts went rapidly ahead. The crack cutters of the south coast were the _Arrow_, 84 tons, the _Lulworth_, 82 tons, the _Louisa_, 180 tons, and the _Alarm_ 193 tons. A general improvement was taking place. The old-fashioned gravel ballast was thrown out and lead was slowly but surely introduced in spite of the criticism that it would strain the ship and cause her to plunge badly in a seaway. Next, instead of inside the lead was put outside below the keel. Finally the tubby proportions vanished and yachts were given greater length, greater depth but narrower beam. Early in the ’fifties Thomas Wanhill of Poole introduced the raking sternpost. Instead of the Dutch-like bow the long clipper bow, now famous among the mercantile ships, was coming into popularity.

But a new force was to come from across the Atlantic which had far-reaching effects on the yachts of this country. Let us return once more to Massachusetts. The theory of the advantage possessed by a sharp entrance and hollow water-lines had been proved, in the case of the Gloucester fishing and pilot schooners, to be sound and correct. Then it was decided to build a yacht on similar but improved lines: so in 1851 was launched the famous _America_, costing £4000. She was sailed across to England and on August 22, 1851, was the winning yacht for the special cup offered by the Royal Yacht Squadron. In the race round the Isle of Wight she beat the pick of our cutters and schooners so handsomely as to make yachtsmen and yacht-builders, designers and sail-makers open their eyes in amazement. The cup was afterwards presented by the owners of _America_ to the New York Yacht Club as a perpetual challenge trophy to be raced for by yachts of all nations. The reader is well aware that in spite of various plucky attempts we have not yet succeeded in bringing it back to the country where it was manufactured.

From a contemporary print, by kind permission of the Royal Victoria Yacht Club, Ryde.

_Photo. West & Son._]

After the success of _America_ a change was made in the old type of yacht. The _Alarm_ which had been built in 1834 as a cutter of 193 tons, was in 1852, consequent on _America’s_ victory, lengthened 20 feet by the bow and converted into a schooner of 248 tons. The illustration in Fig. 113, which is reproduced by kind permission of the Royal Victoria Yacht Club, Ryde, shows the _Alarm_ after she had been rigged after the manner of _America_ with one headsail, having its foot laced to a boom, with a foresail having gaff but no boom, and with a mainsail with both gaff and boom. As here seen she justified the alterations made in her and remained for many years the fastest schooner of the fleet. But not only in rig and design did _America_ make a complete revolution. Hitherto our sails had been mere wind-bags, but the _America_ had her sails made so as to lace to the spars, while ours had been loose-footed on the boom. The American yacht’s canvas thus set flatter and she could hold a better wind than our craft. Henceforth English sail-makers adopted the new idea. Schooners at least took to the new shape at once but the cutters were a little time before they followed the lead thus given to them. It was to America, therefore, that the last existing relic of mediævalism in British ships was banished off the face of the waters for ever.

In 1852 the famous cutter _Arrow_, for the same reason as had transformed the _Alarm_, was rebuilt. Her previous length when she was first built as far back as 1823 was only 3·35 times her beam. In 1852, also, Mr. William Fife of the famous “Fife of Fairlie” firm came into prominence with the _Cymba_. Sail-making in the hands of Lapthorn & Ratsey proceeded along scientific lines, and eventually cotton was used instead of flax. In the ’sixties, following the example set by the builders of the clipper-ships, iron framework was used in combination with wooden skin, and from the early ’seventies to the ’eighties the clipper-bow had attained such success on big ships that it became of great popularity on yachts. But during the ’sixties the old straight-stem cutters were at the height of their fame. The _Oimara_, seen in Fig. 114 with the long bowsprit of the period, was a famous racing craft of the south coast. Built in 1867 by Mr. William Steele of Messrs. Robert Steele & Co., Greenock, the well-known builder of clipper-ships, her tonnage was 163. She sailed a memorable race round the Isle of Wight in August of the following year against the American schooners _Sappho_, _Aline_ and others. Going east about, _Oimara_ led the fleet until the Needles were rounded, but running back to Cowes against the ebb tide, she was beaten by the schooners. This fine ship is still afloat in Poole harbour above the bridge, and is used as a houseboat.

The _Aline_ just mentioned was another beauty of her day. Built by Messrs. Camper & Nicholson of Gosport in 1860, she was the first yacht to get away from the raking mast so well seen in the illustration of the _Alarm_. In the _Aline_ the mast was stepped almost upright and she was also given a running bowsprit and jib. Another fast ship was the famous _Egeria_, 153-ton schooner, built by Wanhill at Poole. She was at her prime during the ’sixties, and beat _Aline_ during the former’s maiden race in 1865.

During the ’seventies and till the ’eighties, the tendency was to build yachts whose dimensions were still deeper, narrower and longer. Beam was thought deserving of little consideration and altogether undervalued until the year 1886, when an entire change of feeling came. The illustration in Fig. 115 shows the wonderful old _Bloodhound_. She was built by Mr. William Fife of Fairlie in 1874 for the Marquis of Ailsa and was one of the famous class of 40-tonners which flourished during the ’seventies and into the ’eighties. During the six years she belonged to her first owner she won about £2500 worth of prizes, and afterwards changed hands. Last year, however, Lord Ailsa re-purchased her, and with new sails the old ship showed that her marvellous turn of speed had not deserted her. She did remarkably well during Cowes week until she had the misfortune to be sunk in collision with _L’Esperance_, and lay for some time at the entrance to Cowes fairway, a sad sight, with her masts showing above water and her crew at work salving what they could. She has since been raised, and this year is again racing with surprising success.

_Photo. West & Son._]

Few yachts, perhaps, are so well-known in name, at least, to the general reader, as the _Sunbeam_, in Fig. 116. Built in 1874, and owned by that enthusiastic yachtsman and experienced navigator Lord Brassey, the _Sunbeam_ is an auxiliary topsail-yard schooner. She was designed by Mr. St. Clare Byrne and is built of teak with iron frames. Her length over all is 170 feet; beam 27½ feet; depth 13¾ feet. Her displacement is 576 tons; her registered tonnage 227; her draught 13½ feet; while her sail area as now altered is 7950 square feet. She has cruised round the world, and been into almost every port where she could get. She raced across the Atlantic in 1905 to the Lizard, with the _Valhalla_ among the competitors, although it was not to be expected that she would come in first against such an extreme type as the _Atlantic_. In her time she has covered as her best run under canvas, 299 knots from noon to noon, whilst her highest speed, also under sail alone, was 15 knots. She is still happily with us, and is a familiar sight at Cowes, where she fits out.

During the ’seventies, thanks to Mr. William Froude and others, experiments of the highest educative value were made to discover the laws which governed the resistance of water to bodies moving through it. This led to a scientific basis on which to model the lines of yachts’ hulls. But suddenly and unexpectedly, from Maldon, on the Blackwater, in a remote corner of Essex, a Mr. E. H. Bentall, not a professional naval architect but an agricultural implement maker, who had received but little training in naval architecture, designed and had built the now famous yacht the _Jullanar_, in 1875. Since length means speed, he gave her much of this, whilst for stability she was given a fairly deep draught. But getting right away from existing conventions, he had the courage to dispense with the old-fashioned straight stem and stern, and cut away all dead-wood from both. And so the _Jullanar_, with her easy lines, and rigged as a yawl, came into being. She had a tonnage of 126 (Thames measurement); length over all 110½ feet; beam 16·6 feet; and a draught of 13½ feet. She immediately displayed such remarkable speed and was so successful as a racer that her lines considerably influenced the late Mr. G. L. Watson, the famous yacht architect of the nineteenth century, in designing the _Thistle_, although this ship did not come into being until 1887. The sketch in Fig. 117, showing the hull and rigging of the _Jullanar_, has been made from the fine little model in the South Kensington Museum.

_Photo. West & Son._]

_Photo. S. Cribb._]

Yacht-design has been considerably modified by contemporary existing measurement rules. Thus, when in the ’eighties the only taxed dimensions were, not length over all, but length on water-line and sail area, the temptation to introduce overhang both at bow and stern was irresistible. In _Jullanar_ the germ of the idea existed, but it developed to its fullest extent during the ’nineties, and so by a curious fatality one becomes witness of still another revival, more strange and curious than all the others, the revival of that which was indeed one of the most characteristic features of the Egyptian craft in the early dynasties, the overhanging bow and stern. In 1893 was built the _Satanita_, in which this last-mentioned feature is well shown. (See Fig. 118.) This powerful beauty has on the water-line 97·7 feet, and an extreme beam of 24·7 feet, and a draught of 16·5 feet. Her sail area (Y.R.A.) was in her Solent days 9923 square feet. The beautifully-fitting sails seen in the accompanying illustration are in wonderful contrast to those hollow bags used in the pre-_America_ days. In the same year was launched King Edward’s (then Prince of Wales’) _Britannia_, which with Captain Carter at her helm, won both fame and a considerable number of prizes during the ’nineties. Her length on the water-line is 87·8 feet; her extreme beam 23·66 feet; and draught 15 feet. The illustration in Fig. 119 of the counter of _Britannia_ has been specially included to give the reader some idea of the weight of her mainsail, which, as will be noticed, is being hoisted by no less than fourteen hands on the halyard, including the ship’s cook and steward. The year 1893 was made memorable by the launch also of the _Valkyrie_, one of the famous trio of yachts of the same name. She measured on the water-line 86·8 feet; her extreme beam was 22·33 feet. The illustration in Fig. 120 shows _Valkyrie I._ It was during this year that beam, being no longer taxed, was allowed to show its value, and ever since that time the tendency has continued for a more wholesome type of boat, instead of the vicious old plank-on-edge class of craft.

_Photo. West & Son._]

_Photo. West & Son._]

The illustration in Fig. 121 is of the _Valhalla_, which, like the _Sunbeam_, has auxiliary engines and is one of the largest and finest sailing yachts in the world. Under the ownership of the Earl of Crawford she has made lengthy voyages to distant countries, and was one of the fleet which raced in company with the _Sunbeam_ from the U.S.A. to the Lizard for the German Emperor’s Cup, obtaining third prize, and doing the passage across the Atlantic in 14 days 2 hours, using sail only. She was built in 1892, and was first rigged as a privateer of a hundred years ago with stun’s’ls. She even had her ward-room, gun-room and armoury after the manner of the naval ships of a century ago. In the accompanying illustration she is seen with courses, topsails, t’gallants and royals. But when she came into the hands of Lord Crawford the stun’s’ls were abolished, and she was given double topsails instead of single so as to facilitate her being worked with less labour. The old-fashioned deck arrangement below was also entirely changed. This handsome 1490-ton yacht has recently been sold, and left English waters to become an American training-ship.

_Photo. West & Son._]

Although American yachting existed long before the races for the America Cup, yet these contests have given an enormous fillip in the United States to the building of cutters as apart from their fast schooners. Such vessels, built to defend the Cup, as the _Defender_, launched in 1895, the _Columbia_ in 1899 (see Fig. 122), the _Constitution_ in 1901, and the _Reliance_ in 1903, are about 90 feet on the load water-line, and carry about 13,500 square feet of canvas; though when _Reliance_ beat _Shamrock III._, the former carried over 16,000 square feet. But the most popular American large racing cutters are the 70-footers. In build the Americans have been accustomed to use lighter scantlings than we on this side of the Atlantic. _Meteor_, in Fig. 123, the well-known schooner belonging to the German Emperor, was the product of an American yard. The photograph here reproduced was taken while she was racing for the King’s Cup inside the Isle of Wight.

_Photo. S. Cribb._]

Some sensation was caused in the Solent last summer by the arrival and success of the _Germania_, a remarkably fast and pretty schooner, notable as showing the ability to which German yacht designers and builders have now attained. That we can in England still build cruising as well as racing schooners is proved by two such different examples as the _Elizabeth_ and the _Pampas_. The sail plan of the former will be found in Plan 5. Launched in 1906 from the yard of Messrs. White Brothers of Cowes from designs by Mr. H. W. White, her tonnage (Thames measurement) is 236, her length over all 132 feet, but on the water-line 93½ feet. Her draught is 12½ feet, and her sail area 7938 square feet. She is also fitted with a motor that can be run on either paraffin or petrol with a two-bladed propeller, giving a mean speed under motor alone of six miles per hour. The deck plan and longitudinal section showing motor installation will be found in Plans 6 and 7.

The _Pampas_ is one of the most interesting yachts of 1908. In her will be found the very last word in schooner designing and building. The requirements were that she should be suitable to go to any part of the world in comfort and with speed. In order therefore that she might not be handicapped in the Doldrums she was fitted with a 60-horse-power motor giving a speed of six knots in smooth water. Designed by Mr. C. E. Nicholson, and built by Messrs. Camper & Nicholson for Señor Aaron de Anchorena, of Buenos Ayres, she has considerably more overhang than the _Elizabeth_, and has shown herself to be very fast under sail alone. The sail and rigging plan in Plan 8 will explain itself, whilst from the other plans the general internal arrangement of this most modern of yachts will be realised. She has between her two masts a sunken deck-house, a feature that has recently become very popular on sailing yachts. The two large cabins athwart the ship are fitted in satinwood, and other accommodation is in ivory white. Electric light and ventilating fans are also found on her, and she is classed twenty years A1 at Lloyd’s.

_Photo. West & Son._]

To return to the English cutters, one of the most interesting of modern yachts is that seen in Fig. 124, which represents _White Heather II._ For size and sweet lines, with her bold bows and white graceful hull, her lofty mast and her mountain of canvas, she is an imposing sight if one comes across her on the Solent. She is at her best in a strong wind; in light winds she used to be no match for the latest _Shamrock_. But during the past winter _White Heather_ has had some structural alterations made to improve her power in light winds.

_Photo. West & Son._]

An important step was taken in 1906, when an international conference was held to devise such an international rule as would be acceptable to the whole of yachting Europe. During the last fifteen years various rating rules had been in force at different times. It was now felt that something should be done to prevent the success of the racing-machine and skimming-dish type, and recent rating rules had indeed tended to produce a wholesome cruiser that was nevertheless good for racing. The conference therefore formulated a new rule based on that which had produced such recent healthy types as _Nyria_; but a premium was placed on freeboard and a check on clumsy overhangs, in order that a thoroughly healthy type of sea-going yacht might be evolved that should be good as well for cruising as for racing. Care was taken also to ensure the requisite strength in construction. The rule came into force on January 1, 1908. Under this rule, _Shamrock IV._, seen in Fig. 125, was built, and during her maiden season last year she showed that in light weather there was nothing of her size to catch her. In spite of adverse criticisms the new rule has in it much that is likely to be an influence for good; and since it is to be in force for ten years, it will certainly add to the prosperity of yachting by introducing to an extent hitherto unknown the element of international racing.

_Shamrock_, the fourth of that name owned by Sir Thomas Lipton, belongs to the 23-metre class. She was designed by Mr. William Fife and built by Messrs. William Fife & Son of Fairlie. She is of composite construction, her planking being of mahogany and her frames of steel. In yachting, as in the biggest sailing ships, wire rigging has now ousted the old-fashioned hemp. Runners, topping lifts, bobstay falls, outhauls, halyards—all are of wire. Racing boats and many cruisers now have rigging screws too, while the custom as to ballast is to bolt most of it outside the keel.

* * * * *

But our limit is at length reached. We have watched the primitive ship evolve from the tree; we have seen how she has been changed and revived, degenerated and improved, made larger or smaller, tubbier or more graceful according as it has pleased the hand of man. Now that we have shown, however imperfectly, with however many omissions, her noble and illustrious pedigree, her ancestry reaching back through the centuries into the first blush of the dawn of the world’s creation, perhaps we shall regard her with an interest, a respect and affection at once greater and deeper because we have become better acquainted with the reasons that have caused each of these developments.

THE END.

GLOSSARY.

BRACES. Ropes rove through blocks by which to control the yards of a square-rigged ship.

BRAILS. Ropes used for the purpose of shortening a ship’s canvas, as in the case of the Phœnician and Roman ships, and to-day in the Thames barge.

CAREEN. To lay a ship over on to her side in order to be able to caulk her lower seams.

CARVEL-BUILD. The manner of building a vessel so that the planks are laid edge to edge, and not overlapping.

CAULK. To stop the seams of a ship with oakum, so as to prevent the water entering between the planking.

CLEW. The lower corners of a squaresail, and the aftermost corner of a staysail.

CLINKER-BUILD. The manner of building a vessel so that the planks overlap each other. (Compare “carvel-build.”)

CRANK. An adjective applied to a ship when she is liable to capsize.

DAVITS. Short pieces, formerly of timber, now of iron, projecting over a vessel’s side, for hoisting up the ship’s anchors or boats.

DHOW. The term applied generally to the lateen-rigged ships of the East.

FREEBOARD. The amount of a ship’s hull extending from the waterline to the gunwale.

GAFF. A spar used for extending the upper edge of a fore-and-aft rectangular sail—_e.g._, the mainsail of a cutter.

GOARING. An old English expression in use during Elizabethan times, applied when the lower corners of the sail extended much further out than the width of the canvas stretched along the yard.

GOOSENECK. A piece of bent iron fitted to the end of a boom by which to connect the latter to the ship.

GUY. A rope attached to a spar for the purpose of steadying it.

GYBE. When a ship so alters her course in running free that the wind, instead of coming from one quarter, comes from the opposite quarter, the mainsail of a fore-and-after will have swung over, and be said to have gybed.

HALYARD. A rope or tackle used for hoisting or lowering sails and spars.

JETTISON. To lighten a ship by throwing goods overboard.

JIB-BOOM. The spar which continues further forward the projection of the bowsprit.

KEELSON. The piece of timber which is laid on the middle of the floor timbers over the keel.

LANYARD. A short piece of rope used for various purposes—_e.g._, for making fast the shrouds to a ship’s side.

LATEEN. A long triangular sail bent to a long yard, a characteristic sail of the Mediterranean and dhow-rigged craft. Also carried on the mizzen and bonaventure mizzen of mediæval full-rigged ships.

LEACH. The vertical edges of a sail.

LUG. A fore-and-aft sail hoisted on a yard, of which not more than about a third of its length is forward of the mast. In the dupping-lug the tack of the sail is made fast some distance forward of the mast, and because the sail must needs be set on the lee side of the mast it has to be dipped at each tack and hoisted afresh on the other side.

MIZZEN. The aftermost mast of a vessel having two or more masts; sometimes called a jigger. In the case of mediæval ships having four masts, the aftermost was called the bonaventure mizzen, and the one immediately forward of this the main mizzen.

PARRAL. A band for keeping the end of a yard to the mast; made in different ages of basket-work or rope—in the latter case running through a number of circular pieces of wood, to prevent friction in raising and lowering the yard or gaff.

PAVISSES. Shields of wood or other material placed round a ship’s side for a protection against the enemy’s missiles; used also in open boats for keeping out the spray.

PINTLE. The bolt by which a rudder is attached to the stern of a ship.

QUANT. A pole used extensively in Holland and East Anglia for the purpose of propelling a craft along shallow waterways. (Greek κοντὸς, Latin _contus_, a pole.)

RACE. A rapid current of disturbed water caused by the unevenness of the bottom of the sea, frequently found off headlands—_e.g._, St. Alban’s Head, Portland Bill, &c.

ROCKER. The curvature of a piece or pieces of wood in a vessel’s structure.

SCUTTLE. To cause a ship to sink by making holes in her hull below the water-line.

SHEER. The curve of a vessel’s hull from bow to stern, or _vice versâ_.

SPINNAKER. A light, triangular-shaped sail set on the side opposite to that on which the mainsail extends, and used when running before the wind.

SPRIT, SPRITSAIL. (1) In full-rigged ships the _spritsail_ was a square-sail set on a yard below the bowsprit; now obsolete. (2) In fore-and-aft vessels the _sprit_ is a spar used for stretching the peak of the sail, thus extending diagonally across the mast—as, for instance, in the case of a Thames barge (see Fig. 99).

STAYSAIL. Usually triangular in shape, though in the seventeenth century sometimes rectangular, hoisted on a stay, between the masts or forward of the foremast.

STEEVING. The angle which a ship’s bowsprit makes with the horizon.

STEMPOST. The piece of timber to which the two sides of a ship’s planking are united at the forward end.

STEP. The block of wood into which the keel of a mast is fixed.

STRUT-FRAME. A piece of timber used in shipbuilding for strengthening the vessel.

TOPPING-LIFTS. Ropes used for the support of the boom of a sail when the latter is stowed.

TRUCK. A small wooden cap at the summit of a mast.

VANG. A rope leading down from the end of a gaff to the deck. A characteristic of the Dutch sloops and Thames barge rig.

WALE. One of the planks of a ship.

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