Chapter I: Royal Yachts and English Yacht Clubs (2)

We now pass on to what is the most important thing in all single-handed sailing boats, the arrangement of the halliards and sheets in such a manner that all operations connected with making and shortening sail can be performed from the cockpit. In 'The Lady Hermione' this essential principle has been carried out to its fullest extent. At the foot of the mainmast on each side is a brass fair-lead fitted with ten or twelve sheaves (figs. 13 and 14). Through these sheaves all the halliards (except, of course, those connected with the mizzen) are rove, and then led aft over the top of the cabin to within a few inches of the cockpit (fig. 3). Here they are belayed to a large belaying-pin rack which crosses the cabin top in front of the steersman and within easy reach of his hand (fig. 15). The frame of this rack is pierced with horizontal holes for the ropes to pass through, after which they are belayed to the pins, while the falls are allowed to drop down on to the cabin floor, where they are snugly coiled away in a box with a number of compartments which has been made to receive them. The object of passing the halliards through holes in the belaying-pin rack is to afford a straight pull when getting up sail, and to prevent the ropes from flying away out of the steersman's reach when they are let go. 'The Lady Hermione' is, or rather was originally, fitted with all the running rigging that would be employed in the largest-sized yacht, and this will give some idea of the number of ropes that have to be dealt with by one person:--main and peak halliards, two topping-lifts, tack tackle and tack tricing line, topsail tack, sheets, halliards, and clew line, jib and staysail halliards, and jib and staysail down-hauls. As originally rigged, main, peak, and jib purchases were employed for getting the mainsail and jib well up, but the introduction of the gipsy winches mentioned in the next paragraph rendered these ropes unnecessary, and they have consequently been dispensed with. The system employed, however, has always worked without the slightest hitch, and enables whoever may be sailing the boat to attend to all the halliards without leaving the helm. On the belaying-pin rack each pin has the name of the rope for which it is intended engraved on a small brass plate, so that no confusion can arise as to what part of the gear it may at any time be desired to deal with; though, after a little practice, whoever is sailing the boat knows the lead of each rope by instinct. At the foot of the mizzen-mast fair-leads, similar to those near the mainmast, bring the gear of the mizzen to within reach of the cockpit. The jib and staysail sheets also lead aft, through bull's-eye fair-leads fixed inside the bulwarks, and are belayed to cleats screwed on to the coamings of the cockpit.

Even in a boat of the size now under description, it will be understood that the hoisting of the sails and the getting aft of the head-sheets in a strong breeze would tax the strength of an ordinary person; but, still carrying out the principle of doing everything with the least possible exertion, small gipsy winches of a peculiar pattern are largely employed, and form a very remarkable feature in the fittings of the vessel (figs. 16 and 17). These winches are all made so as to be easily shipped and unshipped at will, as they slide into brass grooves affixed to the deck, and are worked with ratchet handles, to which are attached strong steel springs in order to insure the ratchets always biting in the cogs. Altogether, there are ten gipsy winches on board, two on the deck on each side of the cockpit, two on the cabin top just forward of the belaying-pin rack, and two on the deck in front of the mainmast. The two on each side of the cockpit are used for the head-sheets. The sheets, led aft as previously described, are given a couple of turns round the barrel of the winch, and then belayed to their cleats. In getting them in after going about, they are first hauled hand-taut, then the ratchet handle is worked until they are as tight as may be desired, after which they are belayed. These operations are performed in a very few seconds, and the power of the winches is so great that the sheets are got in flatter than would be possible by any other means. The four winches on the cabin top are employed in the same manner for the main and peak halliards, or for the topsail tack, sheet and halliards, as may be required. The two forward of the mast are used for any purpose for which it may be required to use a purchase. The winches have all worked admirably from the time they were first fitted; they are not in the least in the way, and the simplicity of their operation and the extraordinary power which can be developed from them would scarcely be credited by anyone who has not seen them in actual use. The jib and staysail sheets were at first fitted with tackles; but the introduction of the winches has rendered tackles unnecessary. For the same reason, the main, peak and jib purchases, which were fitted when the little vessel was first prepared for sea, have been dispensed with, as the winches give all the power that can be desired.

Forward of, and attached to, the mainmast a long hawser is kept constantly stowed, to be used as a tow-rope in case towing by a steam-launch or tug should be necessary, as sometimes happens in a calm. This hawser is bulky and unwieldy to handle when wet, and it is understood that on the first opportunity there is to be substituted for it a light steel-wire hawser wound on a miniature but sufficiently strong drum, carried forward, in the same manner that steel hawsers are disposed of on the decks of large vessels.

Having now completed the description of the main features of the vessel, a word or two may be said about her minor fittings, which are also worthy of notice.

In most single-handed boats the helmsman is constantly bothered by his head-sheets, especially when there is a strong breeze, getting foul of something, thus necessitating his going forward to clear them. In 'The Lady Hermione' this inconvenience is entirely obviated by brass guards placed over all the projections upon which it is possible for a rope to catch. In this way the fair-leads in the bow, the windlass and the gipsy winches forward, are all protected, so that it is impossible for a rope to get foul anywhere.

In order to harmonise with the rest of the metal-work, the screws by which the rigging is set up are all of gun-metal, instead of the galvanised iron usually employed for the purpose.

Round the entire gunwale there runs a steel-wire ridge-rope, supported on brass stanchions, so that anyone moving about the deck in heavy weather may have something to hold on by.

In front of the mast there is a ladder made of steel-wire rope with wooden steps, leading from the deck to the crosstrees, which is very convenient in case anything has to be done aloft. This ladder is set up to the deck with brass screws, similar to those used for the rigging.

On the top of the cabin, in front of the steersman and between the gipsy winches, is a lifeboat liquid-compass fitted with a binnacle, the compass, like almost every fitting on board, being made to ship and unship, so as to be stowed out of the way when not in use (figs. 18 and 19).

As the little vessel when abroad was frequently sailed in the winter months, when, even in the Mediterranean, it is somewhat bitterly cold, a brass charcoal stove or chafing-dish of the kind used in Turkey, and there called a 'mangal,' is fitted at the bottom of the cockpit. It is covered with a brass grating, which forms a floor for the helmsman to stand on; and the heat from below keeps him comfortably warm, even in the coldest weather.

Another provision against the weather is a large umbrella for the use of any lady passenger when sailing under a strong sun. When in use the handle is fitted into a socket on the coaming of the hatchway, the socket being fitted with a universal joint, so that the umbrella may be adjusted in any desired position. There are two sockets, one on either side of the cockpit, in order that the umbrella may be carried on whichever side is most convenient (fig. 20).

On either side of the gunwale aft is fitted a brass crutch for supporting the main boom when the vessel is at anchor (fig. 21). At sea the clutches also serve the purpose of receiving the topsail-yard, one end of which is stowed in a crutch, while the other is made fast with a tying to the outside of the main rigging, thus getting rid of the inconvenience of having such a long spar on deck.

A very important fitting is a hatch by which the cockpit can be completely covered in in heavy weather. The hatch is made in sections hinged together, its two halves being also hinged to the back of the seats in the cockpit on either side. When unfolded and fixed in position it covers the entire cockpit, with the exception of a small circular opening left for the steersman, and the vessel is rendered almost as water-tight as a corked bottle. This small circular opening can also be closed, if necessary, by a wooden-hinged cover made for the purpose.

Most of the running rigging is of white cotton rope, which looks exceedingly smart and has answered its purpose fairly well; but it has not the durability of manilla, and when wet it has a great tendency to kink.

The cabin is very plainly fitted up, and is without berths or seats, its only furniture being some racks and cupboards used for stowing away a few necessary articles. When anyone sleeps on board, a mattress is spread on the floor and forms a very comfortable bed.

In the cabin there is carried, folded up, a 10-ft. Berthon dinghy, which can be expanded and launched in a few minutes. This does away with the necessity of towing a dinghy, while there is not room to carry one on deck.

In conclusion, it may be said that 'The Lady Hermione' presents a very smart appearance and is an extraordinarily good sea-boat. The writer has frequently seen her out in the Gulf of Naples in weather which even the largest native craft would not venture to face. She is also admirably sailed by her owner, and it is a great pleasure to watch her being handled by him under sail, everything being done with great method and system and in a highly seamanlike style. Her cruising ground has now been transferred to the stormier regions of the English Channel; and two summers ago she was sailed to Trouville, where she remained for some time, running back to the Solent in October in half a gale of wind, during which she behaved admirably, and made better weather than many large vessels could have done.

This paper has run to a greater length than the writer at first intended; but he trusts he will be forgiven in consideration of his having made known to his fellow-yachtsmen the existence of what is really a most unique and wonderful little craft. A model of her hull was included in Messrs. Forrest & Son's exhibit in the late Naval Exhibition at Chelsea, and it is to be regretted that the vessel herself, or, at all events, an accurate model showing her rigging and all her fittings, was not on view also, for she would not have been by any means the least attractive of the many nautical objects of interest contained in the collection in question, which has done so much to make the British public acquainted with the maritime history and greatness of their country.

ROYAL WESTERN YACHT CLUB, PLYMOUTH.

No wonder Plymouth was early in the field with yachting, in view of the tempting facilities for every variety of aquatic pastime which nature has there provided in the midst of lovely scenery, with shelter close at hand in case of sudden change of weather; in fact, the whole atmosphere is nautical with mighty precedents, for is not this the West-country long famed for mariners with stirring historical associations? Who can walk on the Hoe without thinking of Drake, of Armada fame, and the stout hearts that gathered round him in the hour of need for the defence of England against an overwhelming force? Plymouth is a delightfully picturesque spot. On the S.-W. is the seat of the Earl of Mount Edgcumbe, where the timber is specially fine on the hills which afford shelter from the prevalent S.-W. wind, and blow it truly can on occasions, not infrequently at the Regatta time, when it is least wanted, now that the small raters are in such force. Still it is surprising what weather some of these little fellows make of it as they round the Breakwater. The present club-house of the Royal Western Yacht Club is situated at the west end of the Hoe. The view from the club-house is extremely fine. On the right the wooded heights of Mount Edgcumbe, with the Hamoaze beneath, a little to the right, also Drake's Island and the starting point for yacht and trawler racing; due south the great Breakwater, and in clear weather the new Eddystone Lighthouse. Bearing to the left beyond the Breakwater is the well-known 'Mewstone' and familiar 'Shag Rock,' whilst inside lie a variety of craft. Any foreign men-of-war visiting Plymouth generally bring up at this spot, and the training brigs 'Seaflower,' 'Pilot,' and 'Martin' give quite an idea of old days in the British Navy, imparting much life to the whole sea view, for the lads are always getting under way, or loosing sails, going out or coming in. On still to the left is a range of high hills running out to the Start Point and Prawle Point, and just beyond the Hoe to the eastward is the Catwater, where yachts get a snug berth clear of the entrance to the inner harbour full of trawlers and every possible variety of hookers, fishing craft, &c.

The Royal Western Yacht Club was established in 1827, and was at that time known as the Port of Plymouth Royal Clarence Regatta Club; in 1833 it became the Royal Western Yacht Club. H.R.H. the Duke of Sussex consented to become patron and H.R.H. the Duchess of Kent patroness, eight presidents were appointed, one of whom, Sir T. D. Acland, is still living in Devonshire. The vice-presidents, twenty-one in number, were all men of high position and great influence. A most interesting list of the yachts in 1835, giving the names of the boats, is still in the possession of the club. Unfortunately there is not space to print this in full, valuable as it would be as a record; still certain points must be noted. There were 43 yachts in the list: of these 17 were clinker-built, like the 'Harriet' cutter of Cowes, 96 tons, belonging to Sir B. R. Graham, Bart., a very handsome craft carrying a crew of eleven hands. Ten were carvel-built, 16 not classified. This was the period of general introduction of carvel surfaces. Sir T. D. Acland's yacht 'Lady St. Kilda' was the largest schooner and largest yacht belonging to the Royal Western Yacht Club. Her complement of hands was eleven. Another point worthy of attention is the proportion of rigs adopted: out of 43 vessels, 29 were cutters, 5 schooners, 4 yawls, 5 no rig given.

The regattas were held at first on the anniversary of the coronation of His Majesty George IV., and the members were to be distinguished by a uniform worn on the day of the regatta, and at such other times as they might think proper.

Undress: Short blue jacket with round collar, single-breasted--six buttons in front, and three on each cuff. White or blue kerseymere waistcoat, with six buttons. White trousers. Blue and white shirt.

Full dress: Blue coat, with buttons on breast and cuffs. White kerseymere waistcoat. White shirt, black handkerchief, white trousers. The president, the vice-presidents, and the stewards were to have three buttons on a slash cuff, and to wear blue pantaloons.

The regatta takes place about September 1, when there is generally a great meeting. About four hundred members and one hundred yachts belong to the club. The Royal Navy contributes innumerable classes of craft to compete in the racing, whilst the trawlers and fishing vessels all come in for the sports, producing one of the most picturesque gatherings to be seen anywhere. The secretary is Capt. H. Holditch, who has kindly furnished the information here given.

THE ROYAL VICTORIA YACHT CLUB, RYDE

The R.V.Y.C., established in 1844, made a strong start, as the foundation stone of the present house was laid by H.R.H. the Prince Consort in March 1846. It is well placed close to the end of Ryde Pier, having a commanding view of very wide range from its windows. The club has always been noted for its encouragement of yacht racing, and has endeavoured to bring about international contests. In 1890 a Gold Challenge Cup was instituted, value 600 guineas, subscribed for by the members, and the famous race for the trophy in 1893 between H.R.H. the Prince of Wales's 'Britannia' and Mr. Carroll's 'Navahoe' will be found described in the account of the sport which took place in that memorable year. The R.V.Y. Club at Ryde is often called the Red Squadron, in contradistinction to the R.Y.S. with the White Ensign.

In 1891 the club started regattas for the small classes which were then becoming so prominent. These have been warmly taken up and attended with great success.

There is yet another Challenge Cup in the hands of the Committee, value 100 guineas. As yet it has not been sailed for, but it is decided that the course is to be in the open Channel, not less than 150 miles, such as Ryde, round Plymouth Breakwater, Cherbourg Breakwater, and back to Ryde for the finish. The Cup was presented by Mr. T. B. C. West, of 'Wendur' and 'Queen Mab' fame. Probably the length of the course has deterred competition; at least, a well-known skipper, Captain John Nichols, who sailed 'Alarm,' 'Mosquito,' and 'Cygnet,' always says that 'nine hours at the tiller is quite enough to do it properly'; and his experience spreads over many years and many a tough tussle for mastery. Mr. Fife of Fairlie declares that the 'Cuckoo,' 90 tons, never showed her real capability until 'Captain John' sailed her. The Royal Victoria Yacht Club has recently added a very large room fronting the sea, and acquired a 'look-out' at the end of the Pier, which seems almost like sitting in an armchair at Spithead. The small raters have a good friend in the Secretary, Mr. Percy Thellusson, who dearly loves them, without neglecting in any way the interests of the larger craft.

An eccentric finish to a yacht race occurred in connection with this club, in the contest for Ryde Town Purse, August 11, 1892, and other prizes for smaller classes. There was a nice breeze from the eastward at 10 A.M., and like a flight of swans the yachts were away together. At 2 P.M., when off the Peel Bank, not a breath of wind was there to help them. The committee decided to run up signal to shorten course and conclude at the first round. No sooner was this done and carried out than a brave westerly breeze sprang up and brought in about fifteen of the craft, all classes together, both great and small, all with feathered bows. The whole of the starters returned together within about ten minutes. The uncertainty of the turf is proverbial, but the uncertainty of the sea is no less remarkable.

First race of Mersey Yacht Club, June 16, 1845.]

THE ROYAL MERSEY YACHT CLUB

This club, which was established in 1844, originally had its headquarters at Liverpool, the first commodore having been Dr. Grinwood, whose brother is now the only original member left. About 1878 the club quarters were moved to a large house in Birkenhead, close to the river, on the banks of which a pavilion has been constructed, as well as a large slip and two gridirons. During the whole time the club has only had two honorary secretaries, the past and the present. To the late secretary, Mr. Henry Melling, we are indebted for the two illustrations (p. 47); he drew and published them himself, much to his credit, as valuable data showing the rig of the time. The annual regatta is generally held at the latter end of June, the great drawback to Liverpool yachting being the tides and the bar, to diminish which great efforts are being made by dredging on an enormous scale. 1893 was the Jubilee Regatta. This was a great success. 'Britannia,' 'Satanita,' 'Iverna,' took part in the races, which were accompanied by the club steamer, carrying the Commodore, Col. Gamble, C.B., and the Hon. Secretary, Captain James Gladstone.

The first illustration is most interesting as bearing the names of the yachts which sailed in the first match of the club, Monday, June 16, 1845. The bowlines on the luff of the gaff topsails should be particularly noticed as a feature of this period. The bowline is also shown in the drawing of the 'Cygnet,' 35 tons, in a following chapter on Thames Clubs.

The second outline represents the 'Queen of the Ocean' yacht, Commodore Littledale, R.M.Y.C., going to the rescue of the 'Ocean Monarch,' emigrant ship, on fire in Abergele Bay, North Wales, Thursday, August 24, 1848.

THE ROYAL PORTSMOUTH CORINTHIAN YACHT CLUB

BY G. L. BLAKE

What the Clyde is to Scotland, and Kingstown and Queenstown are to Ireland, that the Solent and Southampton Water (which constitute the waters more or less shut off from the Channel by the Isle of Wight) are to the South of England. It is no matter of wonderment, then, that attempts should have been made from time to time, and dating back some generations, to form clubs which would have for their express purpose the encouragement of seamanship, and the racing and building of yachts.

To many old yachtsmen the 'ups and downs' of some of these societies which are still in existence form a history of no small interest; while the rise, doings, and fall of those now defunct ought to teach many valuable and important lessons to the officers and committees that are working hard for the prosperity and welfare of present day yacht clubs.

The club which above all others has tended to encourage the proficiency of amateur salts, so that they have become capable of manning, piloting, and steering their own or their friends' vessels to glory, is the Royal Portsmouth Corinthian Yacht Club. Instituted at a time when small-yacht sailing and amateur seamanship had little or no patronage from the big clubs, and when no ruling spirit appeared willing to come forward to help them on to any great degree, when the annual local regattas of the Itchen Ferry, Ryde, and Cowes Town, Southampton, and a few other seaside resorts, were the only opportunities afforded for sport and racing among the small fry, perhaps no club deserves more notice among those south of London than the one in question. Its birth took place at a meeting held on Saturday, May 22, 1880, in the committee-room of the Prince of Wales Club, High Street, Portsmouth, under the patronage of the late Admiral Ryder, R.N., and General H.S.H. Prince Edward of Saxe-Weimar, at that time the Commander-in-Chief and Governor of Portsmouth, Rear-Admiral the Honourable F. A. C. Foley, R.N., and Major-General Sir F. Fitz-Wygram, with Captain Garrett, R.A., in the chair. A provisional committee was elected, among whom were Messrs. W. Gilman, C. Johnson, Thomas and Charles McCheane, F. Ruck, R.E., W. C. Storey, W. V. Dickenson, 69th Regiment, J. Bewicke, 69th Regiment, Colonel Savory, Admiral Hallowes, Commander Britten, R.N., H.M.S. 'St. Vincent,' Captains Sutton, R. Kennedy, Rasch, the Reverends C. P. Grant, Vicar of Portsmouth, and J. F. Brown, R.C. Military Chaplain. General Prince Edward of Saxe-Weimar, Captain Garrett and Captain Sutton were the first officers appointed to serve as Commodore, Vice- and Rear-commodores, and Messrs. Gilman and C. McCheane with Captain Kennedy undertook other duties. Among the yachts owned at that period by the young club, the best known were the 'Vega,' 40 tons, belonging to Captain Garrett; Mr. Gilman's little 'Zephyr,' 11 tons (for many seasons one of the fastest of the old 12-ton class); and the 'Zoe,' one of the most successful 21-ft. boats on the Solent, which was fortunate in being owned and piloted by one of the best amateur helmsmen and sailormen in the south of England--the late Mr. C. Johnson, of Gosport.

At the third meeting the Yacht Racing Association rules were adopted, while the fourth settled that very much vext and troublesome question as to what constitutes 'a yachting amateur,' and accordingly drew out the rule that 'No person shall be considered an amateur who has been at any time engaged in the navigation or sailing of a yacht for pay,' the wording of which has since been altered to the following: 'An amateur is a gentleman who has never received pay for sailing in a fore-and-aft vessel, officers of the Royal Navy and Mercantile Marine excepted.' At the same meeting Mr. C. McCheane undertook the sole duties of honorary secretary in place of Captain Kennedy.

On June 26, 1880, the first regatta of the newly formed club was held, when five events were pulled off under the most favourable auspices. So successful was this first attempt at bringing the local boats together, that the next regatta, which was similar in its classes, brought out no fewer than eight entries in the race for the service boats of Her Majesty's ships, all of which were steered by naval members of the club, with the one exception of the 'Wren,' which, it is interesting to chronicle, was steered by Miss Foley, daughter of the Admiral commanding the Portsmouth Steam Reserve. She was the first lady member, and one of the first ladies--if indeed there was one before her--to pilot home the winning yacht in a race. Now that so many ladies enter into the sport of yacht racing and come out as famous helmswomen, the position held by Miss Foley is one to be proud of. In the fourth race Mr. Baden-Powell's old boat, the 'Diamond,' 5 tons, at this time owned by Messrs. Sutton, put in an appearance as a 25-ft. boat; and in the fifth race Mr. J. H. Baillie's 20-ft. boat 'Kate,' the earliest of Mr. Beavor Webb's outputs, entered.

'Madge,' 10 tons. Designed by G. L. Watson, 1880.]

Besides periodical regattas, the club was able to take in hand a good many matches, which were made up whenever a sufficient number of racing yachts to create sport happened to be lying off Southsea or about the port, and good prizes were always forthcoming, for, as is the case in the Royal Alfred Yacht Club of Kingstown, all money was devoted at this time to racing purposes. The match held on the 14th of August, 1880, is a very fair example of what these extemporaneous races were like. It was for yachts of 20 tons and under. The entries included: 'Madge,' 10 tons, Mr. J. Coats; 'Louise,' 20 tons; 'Euterpe,' 20 tons, Mr. Bayley; 'Freda,' 20 tons, Mr. Freke; 'Maggie,' 15 tons, Mr. Taylor; 'Viola,' 20 tons, Mr. Kelly; 'Sayonara,' 20 tons, Mr. G. W. Richardson. By the end of the first season the club had advanced to such a strong position in the eyes of yachting men and in the public estimation, that Her Majesty was pleased to accede to the request of the Commodore, Prince Edward of Saxe-Weimar, to have it made a Royal club, and accordingly commanded that from May 27, 1880, the club should be styled the Royal Portsmouth Corinthian Yacht Club. Except perhaps in the cases of the Royal Cork, the Royal Yacht Squadron and Royal Highland, no yachting club has ever been known to grow so rapidly into popularity as to obtain the Royal warrant within the space of less than six months.

The season of 1881 began on April 6 with a yacht tonnage of 3,569 tons and 220 members belonging to the club. The year was an important one in its annals, for some of the best known of yachtsmen became members of the community. Captain Garrett gave up the Vice-Commodoreship, and was succeeded by Captain F. Sutton, late 11th Hussars, whilst Admiral Byng undertook the office vacated by Captain Sutton.

The greater number of those who had up to this time joined the Royal Portsmouth Corinthian Yacht Club were yachting members, and lived in all parts of the United Kingdom. The opening regatta was held on the glorious 4th of June, so dear to Eton and other memories. It witnessed the entry, in the race for yachts of 11 to 25 tons, of that favourite old 20-ton clipper the 'Vanessa,' and the old Fairlie 25-tonner 'Santry.' The courses this year finished between a mark-boat and the Southsea Pier.

At the third regatta another famous old ship threw down the glove to the 'Gadfly' and Mr. Arthur Glennie's 'Sonata,' viz. the 16-ton 'Satanella.' On August 13, by the special command of Her Majesty, the club had the honour of holding its Annual Royal Regatta in Osborne Bay. The entries were large for all the items of the programme, no fewer than twelve boats starting in a class for 30 ft. and under, and thirty-one for the race for centreboarders. In this last race the Prince of Wales sailed his little crack 'Belle Lurette,' and won the second prize. In the race for yachts of 40 tons and upwards the 'Samoena,' 'Annasona,' and 'Sleuthhound' started. It may be stated here, that on the day of the regatta the club had 400 names on its list of members, the greater number of whom claimed some pretensions to being yachtsmen. This was a rapid increase of 180 in less than four months, and distinctly proved that the club was already satisfactorily filling the much-desired need on the Solent, and it was most gratifying to those who had given their time and their energy towards the success of the venture that nothing but praise poured in from all quarters, because of the perfect organisation with which all regattas, matches, and general arrangements were carried out. Perhaps it is not too much to say here that the club owed much at this period of its existence to its honorary secretary, the late Mr. Charles McCheane, whose unflagging zeal and well-known gift of organisation helped to a very considerable extent to bring about the prestige which it was beginning to enjoy.

One great feature of the season of 1881 was the addition of a rule allowing any boat that had been hired by a member for a space of over three months to enter for the club races, in order to give every encouragement to the sport of yacht-racing. Many have been the times that such a rule has been begged for by yachtsmen, especially tiros at the game; but the Yacht Racing Association, and, in fact, all Royal Yacht Clubs with the exception of the Royal Portsmouth Corinthian, have placed a veto on any proposition which included in any way its introduction. With the Royal Portsmouth Corinthian the rule proved in the early days of the club a great success, but latterly, as yacht tonnage was added to the club and members became provided with their own ships, the rule gradually died out, till at last it has disappeared altogether from the Book of Rules and Regulations.

The year 1882 was notable chiefly for the introduction of a new class in the regatta programmes, viz. that for 3-tonners. Four of these little vessels did battle in all kinds of weather and proved most successfully how much power and what fine sea-going qualities can be obtained by length and depth with almost a minimum of beam. Mr. Wynne Eyton and Mr. Quilter designed and raced the composite built 'Mascotte,' Mr. A. W. Courtney the 'Naiad,' the late Lord Francis Cecil the 'Chittywee,' and Lord Ailsa and Mr. Baden-Powell the 'Snarley Yow.' Of these the 'Chittywee' was the best all-round boat, though the 'Mascotte' gave her all she could do to beat her.

In the small length classes, the 20-ft. 'Kate,' which had become the property of the Honorary Secretary during the winter of 1881, came to the fore in a remarkable manner, saving her time when necessary, and giving all comers a fair beating. The next year, however, witnessed her total defeat by Mr. Popham's little 'Bird of Freedom,' a boat that is still to the fore.

The Annual Royal Regatta of 1883 was held as before at Osborne Bay, and proved a complete success, and the club could now boast of a patronage second only to that of the Royal Yacht Squadron. The programme on August 11, the day of the regatta, exhibited a great advance on those of the two previous years, as the classes ranged more after the fashionable formulæ, viz. for yachts of 40 tons and under, 20 and over 14, 14 and over 9 tons. The race for 40-ton yachts fell through, but was afterwards sailed on August 22, when the 'Annasona,' 'Tara,' 'Sleuthhound,' 'Phryne,' and 'Silver Star' crossed the line, and 'Tara' and 'Silver Star' (their first appearance under the flag of the Royal Portsmouth Club) came in first and second. Among the twenties, which showed up for the first time, were the 'Freda' and two well-known old warriors from St. George's Channel, the 'Quickstep' and 'Challenge.' In the race for 10-tonners the 'Ulidia,' designed by Mr. W. Fife, jun., was the new addition to the club, and she fought it out with the 'Buttercup,' this latter favourite being thoroughly beaten on all points of sailing.

During the year of 1884 the prosperity of the club was decidedly on the increase. In the first place, during the winter, the premises in the High Street, Portsmouth, which had up to this time formed the Prince of Wales's Club House, had been bought, altered and improved to suit the club's requirements. As it stands now, it is one of the most comfortable club-houses in the South of England.

The club also opened on Southsea Beach a Station House of its own, which has telephonic communications with the house in High Street, and all parts of the towns of Portsmouth and Southampton. It consists of a railed-off space, sufficient to allow of a fair frontage, besides room for the flagstaff, guns, and all such necessary fittings. The building is a very comfortable cabin, with all modern conveniences. The telephonic communication with Southampton is of the greatest possible service, as most of the small raters make the Itchen and its precincts their home.

On June 7 in this year, the custom (which has now died out) of having an opening cruise under the club officers was originated. Nothing can make up for the teaching which manoeuvring under sail affords, and it is a great pity more of such cruises do not take place, and that at regular intervals.

The officers of the club had remained the same up to this year, when Admiral Byng gave up the Rear-Commodoreship in favour of Mr. J. R. West. One of the great features of the season was the recognition of the foot classes, which became so popular during the following four years. The first and second regattas introduced races for boats or yachts of 25 feet and 30 feet on the load water-line. In the latter class the 'Eclipse' and 'Keepsake' were competitors, the 'Eclipse' being the better of the two boats; and in the former the 'Daphne,' 'Wave,' and 'Lil' were the three to race, the 'Lil' being the principal winner. The Annual Royal Regatta, owing to the sad bereavement that had visited the Court, took place by royal command off Bembridge, instead of in Osborne Bay as heretofore. No fewer than fourteen items constituted the programme, of which the most interesting was the ten-ton match between the 'Ulidia' and 'Ulerin,' representatives of Messrs. Fife and Watson, the great Scotch yacht designers. On August 16 a fine match was brought off, and the amateurs' powers put to the test, when 'A Corinthian Plate,' a very handsome piece of silver work, weighing 134 ozs., was sailed for by the 'Genesta,' 'Marguerite,' and 'Irex.'

Perhaps the most sporting matches that have been sailed under the red burgee with crown, star, and half-moon in centre, were three that sprang out of a race for yachts of 20 tons and under, and took place at the last regatta of the season. On this occasion the 'Enriqueta,' 20-ton (cutter that was, but at this time a) yawl, snatched, by some few seconds on time allowance, first honours from the old 'Quickstep.' On the Monday following the regatta a friendly match was sailed between the two vessels, ending with the same result as on the Saturday. Two matches were then arranged to be sailed on the next and following days, the conditions of which were that amateurs alone were to man one yacht, while professionals were to take charge of the other. No pilot was to be allowed, and the prize was to be 1_l._ from each amateur should the professionals win, and a sixpenny pipe from each professional should the amateurs be successful. Lots to be drawn for the choice of yacht in the first race, yachts to be exchanged for the second.

The result of the lots on the Tuesday gave the amateurs the choice of ships, and they took the 'Enriqueta.' The course was across an imaginary line from the Signal Station flagstaff to the mark-boat, round the Spit buoy, Warner Lightship and East Sturbridge buoy, leaving all on the starboard hand, thence round the Spit buoy and mark-boat on port hand, to finish between the mark-boat on port hand and Signal Station. Twice round, 20 miles.

The wind was light from the south-east. The professionals in the 'Quickstep' were the first over the line, but it was before the gun fired, and they had to recross it. This was not taken advantage of by the 'Enriqueta,' for the yacht, just as the gun fired, was, for some unaccountable reason, kept in irons quite two minutes by her helmsman. The 'Enriqueta' was steered by her owner and Major Urquhart. The 'Quickstep' won by 12 mins. 13 secs. On the following day the conditions were identical, except that the yachts were exchanged. The tide, wind, and weather were the same as on the Tuesday. Both yachts crossed the line at the same time. 'Enriqueta' held the weather berth, and, hugging the mark-boat, went about at once; but 'Quickstep,' by a very pretty piece of steering on the part of Mr. Maxwell Heron, was put about and brought on 'Enriqueta's' weather. 'Enriqueta' got away again under 'Quickstep's' lee, owing to the latter having her sails too closely pinned in. This error was fortunately rectified, and the 'Quickstep,' with sheets slightly checked, at once sprang ahead and forereached on the yawl, but not sufficiently to prevent the 'Enriqueta,' when off Southsea Castle, from going about and crossing 'Quickstep's' bow, a proceeding which, had it not been for the fine helmsmanship displayed, must have ended in a collision. When the yawl tacked the next time, however, the 'Quickstep' was to windward once more, and led round the Warner Lightship by 4 mins. The mark-boat was rounded at the end of the first round by the 'Quickstep' 14 mins. 15 secs. ahead of the 'Enriqueta.' On the second round the wind fell light, shifting and flukey, and, except that the 'Quickstep' won, offered no very interesting points of sailing worth noting. Such matches as the foregoing are worth repeating; for it is when acting in competition with men who make fore-and-aft sailing their business that amateurs find out the value of their seafaring knowledge, and can accordingly gauge their strength and learn to amend their weak points.

In 1885 the first regatta--and regattas now took place once a fortnight regularly--was memorable for the maiden races of the 'Elma' among the service boats, and the 'Syren' in the 25-ft. class. The 'Elma' had been an open whale-shaped admiral's barge. She was rigged with dipping lugs, and manned by sub-lieutenants from H.M.S. 'Excellent.' The writer had the privilege of seeing her work her way to Bembridge late in the season, and the smart manner in which the boat was handled, and the lugs lowered, dipped, and hoisted, was one of the prettiest sights of the season.

The second regatta witnessed the _début_ of the two latest additions to the 30-ft. class--the 'Curtsey' and 'Yum Yum.' The 'Curtsey' proved herself the best boat of her year.

It was during this year that the new A, B, C classes were, for the first time, given a prominent place in the regatta programmes. These severally were supposed to include the full-blown racer, the out-of-date racer, and the ordinary cruiser. The idea was to try to create a method by which all yacht-owners might have an opportunity of joining in yacht racing. The system proved only a partial success, and the real gainers by the innovation, if there were any, were the sailmakers, who were kept employed, owing to many an 'old box' requiring spinnakers and other light muslin quite foreign to their original sail-plan.

The fourth regatta of the season took place away from the port, and off the new watering-place, Lee-on-Solent. The principal course started from over an imaginary line lying between the committee vessel and a flagstaff at Lee-on-Solent, round the north-east and east Middle buoy, the west Middle buoy, round the Bramble buoys, omitting the Thorn, Calshot Lightship, and Hill Head buoy, to pass between the committee vessel and shore, leaving all marks on the starboard hand; three times round.

On July 25, the first club match round the Isle of Wight took place. It was open to all yachts of 9 tons and upwards in the B and C classes. Two of Fairlie's old clippers came out in new feathers for this race, the 'Neptune' and 'Fiona'; and the former not only in this, but in many another thrash round a course during this and the following seasons, kept well in the van and showed that age had in no way been detrimental to her speed. The Royal Regatta was again held off Bembridge on August 8, when for the 10-tonners' prize the 'Queen Mab,' and in the 5-ton class the pretty 'Cyprus,' showed their wonderful weatherly qualities. The day is one that will long be remembered by those who took part in the trips round the Nab. The course, for all the classes from 5 tons and upwards, was from an imaginary line between the committee boat and H.M.S. 'Speedy,' round the Warner Lightship, the Dean Tail buoy and Nab Lightship, leaving all to starboard, to finish between the committee vessel on the port hand and the 'Speedy'; twice round. The weather was boisterous, with half a gale of wind blowing from the southward and westward. There was a nasty cross sea off the Nab, which frightened more than one hardy salt from making a start, and the owners of the 30-ft. yachts did their best to have their course shortened. The only accident, which might have turned out disastrous, was the capsizing of the 'Elma,' when making a board off the Nab Lightship. She was, however, righted, bailed out, and one by one all her crew got on board.

'Neptune,' cutter, 50 tons. Built by Fife, 1875.]

The next year (1886) exhibited a still further advance in the well-being of the club. The number of regattas during the season was increased from eight to ten, exclusive of matches and the annual Royal Regatta, which this year took place at Stokes Bay. Numerous new and old yachts were added to the club tonnage, for the B and C classes began to fill, and many a forgotten old heroine was made to come out and don her long-left-off racing suits. Of those which thus appeared all spick and span were the 'May,' 40 tons; 'Foxhound,' 35 tons; 'Veronica,' 92 tons; 'Terpsichore,' 38 tons; 'Leander' and 'Nadejola,' twenties; and 'Naiad' and 'Lily,' old Mersey tens. Of the new yachts the 'Hyacinth' was the fruit of the new classification, as she was designed and built by Mr. Arthur Payne, to race in the B class. This was the last year that any yachts were built to the 25-ft. and 21-ft. classes, the 'Verena,' 25 ft., and the 'Minima,' and 'Volador,' 21 ft., being the last that were laid down on the stocks.

The number of members up to this date had been steadily on the increase, so that by the end of the year the list had reached over 600. Since the club had started in 1880, over 73 regattas and matches had been held, and more than 2,600_l._ given in prizes--a past history such as few, if any, of the older clubs can show.

In 1887 the Yacht Racing Association rating rule came into force, and though some races were provided for the 25-ft. class, still the main racing was among the A, B, and C and rater classes. The 'Thalassa' and 'Stella' were the first representatives of the 2-1/2-raters, the 'Sybil,' 26 tons, and 'Mary,' 25 tons, coming out to wrest the prizes from the 'Hyacinth.'

The next year it was found quite impossible to suit all owners so as to fill every event on a programme. This was owing to there still being a tonnage class, A, B and C, the new rating and the length classes. The consequence was that only seven regattas came off during the season, exclusive of the Royal Regatta, which was again held at Bembridge. During the season of 1888, the question of shifting keels was brought before the club committee, and a hard fight was made to have them abolished. There was the same curious assortment of classes as in the preceding year, because the rating rule had not as yet taken hold of the yacht-racing public.

By 1889 so great had become the popularity of the club and the demand for membership that it was decided to raise the annual subscription to 2_l._ 2_s._, with an entrance fee of 5_l._ 5_s._ for non-yacht-owners, and 2_l._ 2_s._ for yacht-owners. The rating classes had now come into full swing, and the season started with a match for 20-raters, unique, in that it brought together no fewer than five newly launched competitors, viz.: the 'Chiqueta,' 'Dragon,' 'Ghost,' 'Siola,' and 'Velzie.' By the third regatta eight 2-1/2-raters were ready for the fray, seven of which were new boats that season--'Cock-a-whoop,' 'Cosette,' 'Humming Bird,' 'Madcap,' 'Nadador,' 'Heathen Chinee,' and 'Musume.' Among the 10-raters were the old 5-ton flyer 'Doris,' now swelled out to meet the more modern school, 'Fantan,' 'Dis,' 'Decima,' and 'Ethel.' The new 'Blue Belle,' 'Tar Baby,' and sometimes the 'Thief,' formed the 5-rating class.

The event of the season was the handicap race for the Cup given by the Queen, which took place on August 10. It was open to yachts of 20 tons and over, and 17 started. The course chosen lay to the eastward, from an imaginary line between the flagstaff on the Spit Fort, and the committee boat, round the Nab Lightship, west buoy of the middle and committee vessel, leaving all on the starboard hand, to finish between the committee vessel and the Spit buoy. There was a strong south-westerly breeze blowing all day, which suited the large yachts well, and some of the finest sailing of the year was witnessed by those who were fortunate enough to follow the race.

Nothing of note occurred during the 1890 period of the club's history. The match which took place on August 2, for yachts rated at 40 tons and over, was the most successful of the season, for it brought together all the large cracks of the year, viz. the 'Iverna,' 119, 'Thistle,' 120, 'Valkyrie,' 76, and 'Yarana,' 72. The 5-rater class proved a very full one, the leading yacht architects sending out as representatives of their skill the 'Valentine,' 'Glycera,' 'Quinque,' 'Alwida,' 'Archee,' and 'Fair Geraldine.' The 2-1/2-rater class received as new additions the 'Troublesome,' 'Babe,' 'Janetta,' 'Dolphin,' 'Camilla,' and 'G.G.' A class, however, which gave a fund of amusement, and was allowed a place in the club's programmes for the first time this year, was the 1/2-rater. No fewer than ten little boats formed its racing fleet, and were always ready to cross the line whenever a prize and race were offered them.

In 1891 these mosquitoes had a Champion Cup presented to them by Mr. Blair Cochrane, and eleven started at the third regatta of the season for this trophy, which was won by the little 'Kittiwake,' the 'Coquette' coming in second. Another new class, for 1-raters, was started this year, but only four competitors composed it, among them being the 'Kelpie,' 'Samoena,' and 'Unit.' The Royal Regatta was held at Wootton Creek on August 8, and the annual race round the Island was perhaps the best race of the season. It will be seen that, after the rating rule came into force, racing among old cast-offs found no further favour in the eyes of the community, and as an example of the modern programme, the following on the next page, which is that of the Royal Regatta, is a very good specimen.

Of the sailing committee, which has done so much good work, there are names that have appeared on its list as serving members almost from the time a sailing committee was first formed. Capt. Sutton, the honoured Vice-Commodore, and Mr. Gilman, the Hon. Treasurer, deserve first mention, as they have been office-holders from the foundation of the club, and Mr. Gilman's name appears in the earliest committee list. Admiral Hallowes and Major Bulkeley are next in order of seniority. Capt. Hayes, R.N., Messrs. Crampton and A. H. Glennie (the latter is the present Rear-Commodore) follow in order, while Capt. Nottage, Messrs. Flemmich, Laity, Walford, and Wildy bring up the rear. The membership of a sailing committee of such a club as the Royal Portsmouth Corinthian is no sinecure, and a man must be a keen yachtsman who will undertake the duties entailed.

_72 tons._ _Designed by G. L. Watson_, 1883.]

ROYAL PORTSMOUTH CORINTHIAN YACHT CLUB

1891.

_Commodore_--GENERAL H.S.H. PRINCE EDWARD OF SAXE-WEIMAR, G.C.B.
_Vice-Commodore_--CAPTAIN F. SUTTON ('Gadfly,' 20 tons).
_Rear-Commodore_--J. R. WEST, Esq. ('Goshawk,' 239 tons).

THE ANNUAL REGATTA

_Under the Patronage of their Royal Highnesses_
THE PRINCE AND PRINCESS OF WALES

Will take place (weather permitting)
OFF WOOTTON CREEK,
_On Saturday, August 8th._

FIRST RACE--YACHTS of 40-rating.

PRIZE, Cup value Sixty Guineas, presented by A. H. Glennie, Esq.
Helmsman, value 5_l._ 5_s._ Entrance fee, 3_l._

SECOND RACE--HANDICAP--YACHTS of 60-rating and upwards.

FIRST, value 50_l._ }
} prizes presented by A. H. Glennie, Esq.
SECOND, value 25_l._ }
Entrance fee, 50_s._ Helmsman, value 5_l._ 5_s._, presented by
F. C. Hill, Esq.

THIRD RACE--HANDICAP--YACHTS under 60-rating.

FIRST PRIZE, value 25_l._, presented by Julian Senior, Esq.
SECOND PRIZE, value 10_l._ Entrance fee, 25_s._

FOURTH RACE--YACHTS of 20-rating.

FIRST PRIZE, value 20_l._, presented by S. M. Richards, Esq.
SECOND PRIZE, value 5_l._, presented by Lt.-Col. A. D. MacGregor.
Entrance fee, 20_s._

FIFTH RACE--YACHTS over 2-1/2, but not exceeding 5-rating.

FIRST PRIZE, a Silver Cup, presented by Captain A. K. Wilson R.N.,
V.C., C.B., and Officers H.M.S. 'Vernon.'
SECOND PRIZE, value 5_l._ 5_s._, presented by W. A. Beauclerk, Esq.
Entrance fee, 15_s._

SIXTH RACE--YACHTS not exceeding 2-1/2-rating.

FIRST PRIZE, the 'Fernie' Cup, value 10_l._ 10_s._ (presented by Mrs.
Fernie in memory of the late Robertson Fernie, Esq.)
SECOND PRIZE, value 5_l._ 5_s._, presented by the Vice-Commodore,
Captain F. Sutton. Entrance fee, 10_s._ 6_d._

SEVENTH RACE--YACHTS of 1-rating.

FIRST PRIZE, value 6_l._ 6_s._, presented by Rear-Admiral Hallowes.
SECOND PRIZE, value 2_l._ 2_s._, presented by Colonel F. J. Smith, R.E.
Entrance fee, 6_s._

EIGHTH RACE--YACHTS of 1/2-rating, belonging to any recognised Yacht
Club.

FIRST, value 3_l._ _3s._ Prizes presented by Paul A. Ralli, Esq.
SECOND, value 2_l._ 2_s._ Entrance fee, 3_s._

NINTH RACE--SERVICE YACHTS.

FIRST PRIZE, value 5_l._ _5s._, presented by A. G. Wildy, Esq.
SECOND PRIZE, value 2_l._ 2_s._ Entrance fee, 5_s._

All Yachts must belong to the club, eighth and ninth races excepted.
Yachts in all the races must be steered by Amateur Members of any
recognised Yacht Club. The Races will be sailed according to Y.R.A.
Rules. Exceptions, time of entry, _two_ to compete or no race; _four_,
or no second prize.

_The second and third Races will be handicapped by the Committee
without appeal._