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UJ\

THE

CORINTHIAN YACHTSMAN,
OR

HINTS ON YACHTING,
BY

TYRREL E. BIDDLE,
Afdlw,. of "lIlotlel Yaoht B11ilding and Sailing," "Htm! to Make K'TUIt.f, Renal1.
and Splice, a8 U,ea at &ia," <$'0.

-c:--...

<_~,\ \O HI(~

M,A.R 'FR2
..("
./

1f.onbon:

r. ~::"'Y'
C. WILSON, LATE NORIE & WILSON, v ODL[Ib>

PUBLISHER OF OHARTS AND

AT THE NAVIGATION

WAR~:HOU8E

NAUTIOAL WORKS,

AND NAVAL ACADEMY,

156, MINORIES, E.C.

1881.
Entered at Statiofter,' l{all.

/14.

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PREFACE.
--------

-----

THE success that has attended my former work on "MODEL

YACHT BUILDING AND S.ULING" has emboldened me to place
the present little Book before those youthful aspirants, who
wish to become Yacht Owners, or who desire to go afloat for
the first time, with some little knowledge of the Build and
Equipment of a Yacht, and the routine on board.

T. E. B.
London, 1881.

R. BARHAK, PrInter, 1, QlIeeuhlthe, and 58, Upper Thames Street, London.

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CONTENTS.
OHAPTER I.
YACHTING AS A NATIONAL SPORT.
ANTIQUITY 011' PLEASURE ElAILING.-IMPORTANCE OF ENCOURAGING A LOVE FOR
AQUATICS AMONG AN ISLAND POPULATION.-RISE AND PROGRERS OF YACHTING.

OHAPTER Il.
PROGRESS OF NAVAL ARCHITECTURE.
DIFFERENT TYPES OF YACHTS.-EFFECTS OF THE TONNAGE LAWS ON THE BUILD
OF RACING CRAFT, ETC.

OHAPTER Ill.
BUYING AND BUILDING.
A TOUR ROUND THE DIFJl'ERENT BUILDERS YARDS.-HOW TO CHOOSE A YACHT.RACERS AND CRUISERS.

OHAPTER IV.
CONCLUDING A PURCHASE.
FITTING OUT.-REEVING GEAR.-BENDING SAILS, ETC.

OHAPTER V.
YACHTS' BOATS.
LAYING DOWN MOORINGS.-PICKING A CREW.

OHAPTER VI.
NAVIGATION.
NAUTICAL INSTRUMENTS,-PROVlSJONING FOR A CRUISE.

OHAPTER VII.
PREPARING TO START.
CASTING OFF MOORINGS.-MAKING SAIL.-TIDE WORK.-A SQUALL.-BRINGING UP.

OHAPTER VIII.
HANDLING YACHTS.
THE CUTTER.-THE YAWL.-THE SCHOONER.-REMARKS ON OTHER RIGS.

OHAPTER IX.
EXTENDED CRUISES.
PLACES WITHIN THE SCOPE OF THE CORINTHIAN YACHTSMAN-GETTING ON SHOREPLEASURES OF YACHTING-MARINE SKETCHING.

OHAPTER X.
RACING.
PREPARATJONS,-TAKING UP A BERTH.-FLYll'G STARTS.-THE WEATHER GAUGE.OBSERVANCE OF RULES. - BOUNDING MARKS. - CARRYING ON.-PROTESTS.BALLOON SAILS.

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ROPES, SPARS, & SAILS OF A YAWL & SOHooNER.

YA.WL'S SPARS AND ROPES.
1. Lower mast and boop".
2. Topmast.
3. Bowsprit.
4-. Main boom.
5. Gaff.
6. Topsail yard.
1. Spinnaker boom.
8. Tiller.
9. Rbrouds.
10. Topmast shrouds.
11. Crosstrees.
12. Peak halliards.
13. Throat or Main halliard~.
14. Boom Topping lift.
15. Rnnners and tackles.
16. Forestay.
11. Topmast stay.
18. Bobstay.
19. Bobstay fall.
20. Jib traveller.
21. Jib halliards.
22. Fore halliards.
23. Jib sheets.
24. Fore sheet.
25. Bowsprit shroudR.
26. Whiskers.

21.

28.
29.
30.

31.
32.
33.

34.
35.
36.

37.
38.
39.
40.

41.
42.
43.
44.

45.
46.
47.
48.
49.
50.

51.

Jib topsail sheet.

Spinnaker boom topping lift.
Spinnaker boom brace.
Maintopmast backstay.
Reef Pennant.
Main outhaul.
Gaff topsail elew line.
Gaff topsail sheet.
Jib topsail halliards.
Bnrgee.
Gaff topsail halliards.
Channels.
Main sheet.
Spinnaker boom guy.
Yard.
Mizen Mast.
Mizen Shrouds.
Mizen boom.
Bumpkin and Bumpkin RhroudR.
Mizen halliards.
Mizen Topping Lift.
Mizen sheet.
Connter.
Brails.
Mizen Stays.

SAILS, &0.
A.
B.
C.
D.

Mainsail.
Foresail.
Jib.
Gaff topsail.

I.
E. Jib topsail.
J.
F. The mizen.
G. Midships.
K.
L.
H. Forecastle.
A Cutter is the same without the mizen.

The quarter.
Stem, Cutwater.
Truck.
Reef Cringles.

SOHOONER'S SPA.RS AND ROPES.

1. Mainmast.
2. Foremast.
3. Bowsprit.
4. Main boom.
5. Maintopmast.
6. Foretopmast.
1. Main Gaff.
8. Fore Gaff.
9. Maintopsail yard.
10. Foretopsail yard.
11. Main toppinglifts.
12. Davit falls.
13. Davits.
14. Main shrouds.
15. Fore shrouds.
16. Forestay.
17. Bowsprit shrouds,
18. Foretopmast stay.
19. Jib sheet.
20. Bobstay.
21. Fore peak halliards.
22. Main peak halliards.

23. Main throat halliards.

24. Fore throat halliards.
25. Forestaysail sheet.
26. Fore crosstrees.
21. Main crosstrees.
28. Ji b traveller.
29. Jib halliards.
30. Triatic Rtay.
31. Maintopmast stay.
32. Ensign halliards
33. Fore channels.
34-. Main channels.
35. Tiller.
36. Main Sheet.
31. Reef pennant.
38. Reef points.
39. Maintopsail Rheet.
4-0. Maintopmast staysail sheet.
41. Ensign.
42. Fore Sheets.
43. Fore Runner and Tackle.
44. Main Runner and Tackle.

SAILS, &0.
A. Mainsail.
B. Foresail.
C. Fore staysail.

D. Jib.
E. MaintopRail.
F. Foretopsail.

G.} Reef Cringles.

I J.I.B. Maintopmast
staysail.

-lII.-In Sails, the lower fore corner. are called the tacks, and the o,fler ~~~ of the
" the upper part iI the "ead; the lower, thefoot; the/ore part, t~IW.tnctiill ~leiIeA.

:2

1~
~

I~

I
I
I
I
I
I

le.

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CHAPTER I.
YACHTING AS A NATIONAL SPORT.

ANTIQUITY OF PLEASURE

SAILING.-llIPORTANCE OF

ENCOURAGING A

LOVE FOR AQUATICS AMONG AN ISLAND POPULATION.-RISB .AND

PROGRESS OF YACHTING.

WHO was the first yachtsman, and what sort of a craft was the first
yacht? is a question that is not unfrequentlyasked by inquirers into
the origin of our national sport, and, to the majority of persons, a
rather puzzling one.
That yachting as understood at present in England, dates from a
comparatively modern period, it would be folly to deny; at the same
time there is little doubt that, long anterior to the reign of Charles 11.,
who is popularly supposed to have introduced a taste for yacht sailing
into England, the inhabitants of these islands disported themselves
on the water in boats. Have we not historical evidence to prove that
many of our kings and princes, since the conquest, kept sailing boats
for their own pleasure? Of course sailing vessels were first used as a
means of transport only, but when it was found how much pleasure
and enjoyment could be extracted out of such craft, vessels built for
the sole purposes of pleasure naturally came into vogue. In the East
Indies the Rajahs and their courtiers possessed swift sailing boats, in
which they saIled about for amusement at the time of Vasco de Gama,
and there is every reason to believe that such was also the case prior to
the invasion of Alexander the Great. Readers of Plutarch will also
remember ma.lY references to pleasure trips by water. Like the
Chinese, the natives of India have not altered the form or shaye of
their sailing vessels in any material degree since they were first VIsited
by Europeans j and from careful researches, it is evident they reached
their present proficiency in naval architecture centuries before the
christian era.
Few who have never tasted the salt spray as it is dashed from the
sharp bows of a clipper yacht, can have any idea of the exhilarating
feeling which is excited in the breast of the ardent sailor at the
bounding motion of a swift vessel careening to a fresh breeze The
craft seems instinct with life; she rushes through the water as though

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she knows critical eyes are watching her movements, while the dancing
waves appear to make sportive attempts to catch her, now on the bow,
now on the quarter and now on the lee, only however t.o glance off
from her smooth and polished sides or to be flung aside in disdain from
her beautifully moulded bows, revenging themselves occasionally by
sendin~ a small shower of glittering spray over the white and well kept
decks, In fact as Byron, himself an ardent yachtsman, expresses it"She walks the wate1'8like a thing of life,
And seems to dare the elements to strife."

There are few of our national sports which appeal more to all our
manly sentiments than yachting. There is just a sufficient spice of
danger about it to give it that interest without which Englishmen are
inclined to deem sport tame. It is healthful and invigorating, braces
the nerves, expands the lungs and opens the heart. Its influence upon
the mind is ennobling; a thorough yachtsman is generally a gentleman,
I don't mean in the matter of birth etc., but in thought, word and
deed. Yacht racing though it has increased enormously of late years
is still free from those unfortunate characteristics which have made
horse racing a bye word and reproach to us as a nation. In a word it
is of all British sports the one l(last likely to lead its votaries into
equivocal company, and therefore careful papas and anxious mamas
would do well to throw no obstacle in the way if master Harry or Tom
shows any predilection for yachting, as a means whereby to let off that
superfluous steam which impels young England to "go in" for somethlDg or other in the way of sport.
Apart, however, from its other recommendations, yacht sailing
deserves special encoura~ement from every well wisher of his country.
Del?ending as Great Brltain does upon its maritime supremacy for its
pOSition as a great power, it is of the first importance to encourage a
taste for salt water among the population. All insular people even
in a half civilized state are more or less addicted to aquatic pursuits
whether as fishermen or water pirates, witness the inhabitants of the
Eastern Archipelago and Pacific Isles, to say nothing of the Malays
or others of those. seas. A certain instinct seems to teach them that
their best chance of preserving their independence is to make their
name a terror on the sea. If this is the case with the half savage
tribes who inhabit the islands scattered about the ocean, how much
more it behoves a nation like the British with a population greater thim
the land can itself feed, and with wealth so enormous as must sooner
or later tempt the great military powers of the continent to make
every effort to increase the number of its seamen. Remember what
Captain Marryat said, "The security of the kingdom is increased by
every man being more or less a sailor." Which sentiment appropriately
enough forms the motto of the Yackting Magazine.
Our early kings from the time of Alfred were fully alive to the
necessity of encouraging the spirit of maritime adventure among the

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people, and gave great privileges to those sailor warriors who carried
the flaO' of St. George to distant shores. In our days the achievements
of Drake, Frobisher, &c., wonld be looked upon 1 am afraid by certain
modern would-be leaders of public mora.ls who mistake a sickly
sentimentalism a.nd ~oody goody humanitarianism for statesmanship,
as little better than plracies. Be that as it may the fierce spirit of our
Viking forefathers and their daring seamanship, made the name of
England respected and feared throuqhout the world, and if we wish to
keep what their prowess has gained, we must not neglect those precautions which common instinct teaches the savage whose abode is
surrounded by water to employ for his preservation.
It has often been observed that yachtsmen, in return for the
privileges granted by the Admiralty warrant, should hold themselves
and their vessels at the disposal of the state in case of war. There is,
no doubt, something to be said in favour of such an opinion; but, in
point of fact, the pleasure navy has never been backward in offering
Its services. At the time when the " Trent" affair promised to bring
on hostilities with the United States, it was proposed to form a body of
volunteers from among the seamen who man our yachts, and the offer
was, I believe, made to the Government. Happily, however, the
occasion for this display of patriotic fervour passed away peaceably.
As it is, everyone who keeps a yacht does the state some service.
When it is taken into consideration that every additional vessel added
to the pleasure navy, be she large or small, means the addition of so
many hands to the number of British seamen employed afloat, it is
easy to perceive the importance of the pleasure navy to a maritime
country like Great Britain. It is a fact, however, that yachting is not
encouraged to the same extent as horse racing. With the exception
of two or three annual Queen's Cups, nothing is done by Government
to keep alive that spirit of emulation among yachtsmen, without which
yachting as a sport wonld dwindle away to nothing. It speaks well
for the spirit and independence of the yachting community, that alone
and unaided, they have, in the course of some 30 years, made yacht
racing one of the most prominent of our national sports and pastimes.
Those who, like the late Squire Weld and the late Earl of
Yarborough, strove in the early part of the century to inculcate a love
for the noble and manly recreation of sailing matches, could they but
see the strides which have been taken of late years to popnlarize their
favourite sport, would feel that their efforts had not been ID vain. The
wonderfnl strides which yachting has made during the latter half of
the 19th century, can be best understood by a reference to the following
figures :-In 1853, the second year after the famous America startled
our yachtsmen into a temporary panic, the number of Royal Yacht
Clubs in existence was eighteen, the number of yachts about six
huudred, number of matches sailed about fifty, and the value of prizes
won 3,885. Ten years later, in 1863, the number of yachts had more
than doubled, several new clubs had been started, and the value of
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Coming down to more recent times, the
prizes won was 4,570.
number of yachts, in 1873, was 2,600, and the value of the prizes
sailed for amounted to the large total of 11,414 in 284 races.
The growth of yacht racing in popular favour is no doubt due in
part, to the fact that it has hitherto been carried out in that fair and
manly spirit which ought to govern the conduct of every true sportsman. One meets occasionally with persons whose ill-nature compels
them to find fault with everything, no matter how good or meritorious it
may be, but it is seldom that the charge of unfair dealin~ or cheating is
ever brought against the pleasure navy. It is true that ID the old days
of shifting ballast there were men so re~ardless of sportsmanlike
feeling as to endeavour to evade the rule whIch said, "No ballast to be
shifted during a match." Owing, however, to the strong feeling
expressed upon the matter by the majority of yachting men, the
practice was rigidly put down, and delinquents found themselves in
the unenviable position of outsiders, being cut by their brother yachtsmen, and black-balled at the clubs.
Another point in connection with the progress of yachting in
British waters, is the increased size of the vessels forming our pleasure
fleet. In 1851 there were only some dozen or so of Schooners over
100 tons; now there are plenty of Auxiliary Screw Steamers over 400
tons belonging to the different Royal Clubs. With the exception of
the Royal Yacht Squadron, few clubs, at the period of the first
exhibition, could boast of many vessels over fifty tons on their lists.
In considering the question of the increased size of modern yachts,
we must not lose sight of the fact, that, as far as Cutters are concerned,
the Royal Yacht Squadron had on its books, in 1845, Cutter Yachts of
greater tonnage than are in existence now. At the same time the
generality of yachting men considered twenty-five tons the best size
for racing purposes, and it was not until the Mosquito and Volcmte
were built that fifty tonners became fashionable.
The first yacht club, with any pretensions to be considered such, was
undoubtedly organized at Cork, in the year 1720, and called the Cork
Water Club. Next in its wake followed the Royal Yacht Squadron,
in 1815. This was soon succeeded by others, and both George the IV.
and his brother the Sailor King, patronised yacht racing in a special
manner. The countenance given by royalty brought it at once into
prominence as a national sport; and so it has remained, increasing
year by year, affording employment to thousands of artizans and
mechanics, as well as seamen, and thus adding considerably to the
commercial prosperity of the kingdom.
The Thames was the scene of the first sailing match between vessels
kf'pt for pleasure only, the event taking place on October 1st, 1661.
There are, however, no reliable records of any racing from that time
up to 1775, when another match took place on the 23rd June of that
year.
On June 17th in the following year (1776) a silver cup value twenty

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1S'uineas was given by the Duke of Oumberland to be sailed for by
pleasure boats belonging to the Thames. Various other matches were
got up both above and below bridge among the fast sailing pleasure
boats, then caned Hoys, but it was not until some thirty years later
that attempts were made to organize a regular yacht club on old
Father Thames. There have been numerous clubs which have flourished
for a season or two whose names even are entirely forgotten, while others
like the Prince of Wales's have struggled bravely on for numbers of
years, until compelled for lack of support to close their doors. The
mention of the Prince of Wales Yacht Club, will recall to many readers
of this work the names of those indefatigable pioneers of Corinthian
Yachting. This club formed in October 1852, was the first club on the
Thames to encourage Corinthian Matches. The size of the yachts was
limited to eight tons, and it speaks well for the organizers of the
movement, Messrs. Clubb, Bernecastle, Turner, Knibs, Baine and
others, that in its second year the club contained 330 members with
forty yachts. The Prince of Wales's Club was for many years the
nursery of Corinthian Yachtsmen. The first to open the season, the red
burgee with snow white plume was generally the last to be hanled down,
when the shortening days and chilly nights gave indications that the
yachting season was drawing to a close.
At the present time there a!e s.everal associations for promoting
Corinthian Matches on the Thames, and therefore it has come to pass
that the Prince of Wales Yacht Club after a long, useful and honourable
career, ceased to exist in 1879. Long may its memory flourish among
the yachting community for a better and more enterprising class of
yachtsmen, than formed its leading spirits it would be hard to find.
The seed sown in those early days has borne good fruit, there is
scarcely a club but can man a score of craft from among its own
members, and the Corinthian yacht sailor, like the conservative working
man, and many other things once thought impossible, is an established
fact.

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CHAPTER 11.
PROGRESS OF NAVAL ARCHITECTURE.
. DIFFERENT TYPES OF YACHTS.-EFFECTS OF THE TONNAGE LAWS ON
THE BUILD OF RACING CRAFT, ETC.

IT is astonishing how little is said in most modern works treating of

naval architecture, respecting the build and eqnipment of the smaller
descriptions of vessels used by our forefathers; yet I can conceive
no more interesting task to the ardent student of marine architecture,
than the study of those designs which were thought by our ancestors
to embody everything that is requisite in a sailing craft, both for
speed and stability. An analysis of the progressive stages of naval
architecture cannot but be useful to yachtsmen, and therefore, I need
not apologize for introducing the reader to some of the types of craft
which may be considered as the foundation of the modern racing clipper.
Most persons with a nautical taste, who have visited the Indian
Museum, now located at South Kensington, have been struck with the
beautiful forms and elegant proportions of the Bombay fishing boats, and
other craft peculiar to the Indian Ocean. I remember once hearing an
old sailor exclaim, on seeing the model of the celebrated .Amsrica for
the first time, "Why, she has an entrance as sharp as an Arab Dhow."
Here, then, we have an exemplification of the inspired record "There
is no new thing under the sun." The Arab Dhows referred to, are
vessels built expressly for swift sailing, and their lines have not been
altered materially since the days when the Phoonicians and the Arabians
were contending together for the monopoly of the Indian trade.
Vasco de Gama, when he arrived in India, was struck with the
wonderful sailing qualities of the native boats, and it was due in part
to the knowledge brought back by the early Portuguese voyagers, that
the feluccas, built in that country, became so renowned for their speed
under canvas. In old times there were always three classes of vessels,
called by the Romans the naveB longce, which were war ships, naveB
onerarice, vessels for the carriage of merchandise, and naveB lihu1"TUB,
craft built for speed alone, and used principally for pleasure, in fact
they were the yachts of the ancients. It stands to reason that
experiments must have been made by the builders of the last class of
vessel, in order to increase the velocity of their craft, and the results
arrived at, are seen in the swift sailing, fishing and pleasure boats

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belonging to the East Indies. In Europe, up to the time of the

irruptions of the Saracens, the science of naval architecture had not
been much studied, still there is every reason to suppose that the
natives of those countries, havin~ an extensive sea coast, were not
quite in the dark respecting the utility of easy lines in the construction
of their several boats. Indeed we are told by Coosar that the ancient
Britons possessed a very fast kind of sailing boat, called the PictOJ.
These boats are described by the Roman historians as very long, low
and sharp, and in order that they might meet with less resistance in
passing through the water, were coated with wax, and from the fact
that the boats, together with their rigging and sails, &c., were dyed a
light blue colour, it is probable they were used for piratical excursions,
that colour making them less distinct to the enemy, the different
tribes composin~ the inhabitants of this tight little island at the time
of Cresars invasIOn being hostile to each other, although the approach
of a common enemy united them after a fashion.
In the annexed sketch, Fig. 1, the reader will have some conception
of the form and {>fOportions of these anCIent
British yachts, if I may
so call them. They had
oars as well as a sail,
sometimes as many as
twenty. The form of
these craft is somewhat
preserved in the north
country cobles of the
FIG.I.
present day. The Gauls
had boats of a similar description. It is a singular circumstance that
in the majority of ancient vessels built for speed, the main breadth is
generally abaft the centre, a peculiarity of construction popularly
believed to have been
originated by the
Americans, but most
erroneously so, as a
study of the figures of
ships upon old seals,
cOins, frescoes, &c.,
proves beyond question; besides the East
Indian boats, as before observed, have
not altered materially
for centuries, and in
the subjoined sketch,
FIG.C!.
Fig. 2, of an Arab
Dhow, the reader will have a very fair idea of the knowledge possellsed

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8
by the Phoonicians and their Arabian contemporaries, with regard to
nautical matters.
The form is not unlike that .of the Bombay fishing boats, except the
keel is less arched; and being sea going vessels, they carry a. heavy
poop, in which are contained the cabins of the officers and crew: the
hold being kept for merchandise, whether human or otherwise.
Various conjectures have been made as to the reasons for the arched
form of the keel of these eastern boats, the true one being, no doubt,
that the ancient navigators, not knowing how to mark the shallows and
sand banks, adopted the plan of making the forward end of their keels
deeper than the rest of the boat, so that when it touched bottom, the
boat was hung as it were on a pivot, and the crew could push the craft
off into deep water. This is practised by the Nile boatmen to the
present day, the keels of their craft being made concave for this
purpose. It is also a fact that the Bombay fishing boats, Arab
Dhows, &c., will not sail so well with the arch of their keel filled up,
as has been proved by experiment.
Like the other arts and sciences introduced from .Asia into Europe,
naval architecture made slow progress for many centuries. Speed was
not considered by our rough and ready forefathers as of so much
account as strength and durability, hence the continued building of
the unwieldy compromise between a Noah's Ark and the modern
dumb barge, which figures so conspicuously upon the sea.ls and coins
of our Anglo-Norman Kings. It is true that there were galleys of
extraordinary swiftness, if we are to believe the accounts of "ye
ancient chronicles," but these craft were propelled by numerous oars,
worked by slaves, and may be considered to bear the same relation to
the sailiug ships of the past, as steamers do to those of the present
day. In the year 1660 the Dutch East India Company presented to
King Charles the n. a
yacht, modelled somewhat after the style of
the East Indian boats,
which John Evelyn,
in his diary, styles'
"very excellent sailing
vessels." This craft
was sloop rigged, and
not unlike the London
Hoys of a later period.
See Fig. 3.
The merrie monarch
was fond of aquatics,
FIG .3.
and raced his craft mOre than once on the Thames. This seems to be
considered the beginning of yachting proper, in EnlJ'land at least, for
from that time fast sailing boats were by no mea::s uncommon, not
ouly on the Thames, but also round the coast.
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A few years later we find that yachts or pleasure boats were

regularly built for wager sailing.
The yachts of this period were remarkable for their beam, in
proportion to their length, very broad sterns, heavy quarters, and
flanng bows; their sterns were also higher out of the water than the
bows, a fashion which still prevails among the sloops trading up and
down the Hudson River, in the United States. The bottoms were the
half of a semi-circle, the broadest part being at the deck. A few
years later, in the beginning of the 18th century, the advantages of a:
sharper floor began to be known, and then the builders increased the
dead rise, but not to any marked degree. It is however to the Irish,
more than any other of the inhabitants of Great Britain, that we owe
the improvements in yacht building between 1700 and 1800. A party
of gentlemen established an association at Cork, called the Cork
Water Club, in 1720. The emulation this excited among the coast
population, led to more attention being paid to the fishing boats, and
resulted in the building of some very fast vessels. These craft, known
as Kinsale and Skerries Hookers, were for along time almost invincible
when close hauled. Here I may be allowed to digress a little, in order
to offer a few observations on the origin of the term hooker, which has
puzzled the brains of so many naval archQlOlogists. In the British
Isles there was a class of boats used for coasting and river cruising
called holkers; they have been variously described, some writers
insisting upon it that they were like the canoes of certain savage
tribes, made from a single trunk of a tree hollowed out by fire,
others that the term holker was only another name for the churach,
described by Sir WaIter Scott in his "History of Scotland." The
latter, however, appears to have been a sort of craft similar to the
coracle of the ancient Britons, and would hardly be fit for extended
cruises along the coast, and, therefore, such an idea scarcely commends
itself to the mind of a practical seaman. It has also been held to be
merely the original of the term" hulk," signifying a lumbering, heavy
craft with little speed; but P. Marin, who published a work in 1752,
entitled, " Groot, Nederduitsch en Frensch Wooed en Boek," explains the
term hulk, " old shape of ship of merchant vessel, such as seen in the
churches and ancient arms of Amsterdam." In the early Flemish
writings however, we meet with the howker, a coasting vessel partaking
somewhat of the character of the modern smack. From howker to
hooker is an easy transition, and therefore the most feasible explanation of the term hooker, seems to be that it was originally holker,
afterwards howker, and when it reached the Irish coast became hooker,
signifying a light easily managed vessel, differing in many respects
from the "hulk" which was as described by Marin, a regular old
merchant ship, cumbersome and heavy in her appointments.
To return to the class of vessel going by the cognomen of hooker
on the Irish coast; they differed in many respects from the boats
before described, being very shallow forward, but drew considerable

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water aft. They were full bowed and round" sided with fine quarters, a
type of build borrowed possibly from the smnggling luggers of the
17th century. Rigged as cutters, with mainsail, foresail, and jib, they
were fast and undoubtedly weatherly. The proportions of length to
beam being about three to one, not much dead rise, with slightly hollow
garboards, were their distinguishing characteristics. The boats of
the Cork Water Club were modelled somewhat after the fashion of
these hookers, whose build has not altered mnch up to the present day.
The Cork Water Club Boats appe&r to have been fine l>0werful craft,
ranging from ten to twenty-five tons. From the subjoined sketch,
see Fig. 4, the reader will
have a better idea of their
peculiarities. They were only
decked amidships for a cud~l'
clincher built ofoak, and gaily
decorated with gilt mouldings and ornamental figure
heads; the gear simple, very
few e&rried even a bobstay,
the jib generally bein~ taken
in altogether when It blew
hard, the boats sailing well
under foresail and mainsail.
Later on, the schooner rig was
introduced, but it was much
the same as that of the SwauFIG.'"
sea Pilot Boats of our own time, the mainmast raking very much
aft, while the foremast was stepped upright. These were the type of
craft which prevailed in the yachting world up to nearly the close of
the 18th century, when the French set the fashion of building what
came to be known as the" Cod's Head and Mackerel Tail" style.
The fishing luggers of Ushant and the N.W. coast of Frauce, began
to commit serious breaches of the revenue laws with impunity, and
the Government Cutters of that time were beaten so often in speed by
the contraband traders, as to open the eyes of the British Admiralty to
the fact that the French were in advance of them in the matter of
Naval Architecture. The lines of a captured smuggler were taken off,
and several cutters constructed on the same principle, only exaggerated.
Our naval architects jumped to the conclusion that the fine run was
the secret of it all; just as, nearly a century later, every yacht builder
imagined that the long hollow bow of the .America schooner was at the
bottom of her success. In the former, as in the latter, results did not
justifY such hasty assumptions; the fine run had, undoubtedly, somethin~ to do with the speed of the French craft, but there were other
conSiderations to be taken into account; notably, the smugglers were
more lightly built, their area of displacement was considembly less,
and, although their runs were finer, the bow, and what is of equal

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importance the floor :finer as well. Still the cod's head and macke!el
tail came i~to fashion, the majority of our yachts being modelled, WIth
few exceptions, upon this type up t.o about the year 1825, when some
enterprizing yachtsmen and builders began to see, t~at very full.heads
were not so conducive to speed even when coupled WIth a long tail, and
several craft were built upon mo!e eq~ displacem~nts, ~he results
justifying the expectations of thell' desIgners. In Fig. 5 IS seen the
deck line and sheer plan of a
Fle.S
cutter yacht of the year 1815,
the date of the foundation of
the Royal Yacht Squadron.
Most yachts were, like the
Revenue Cutters, clincher built
at the time mentioned j but
carvel built boats began to
come into fashion for small
craft about the year 1820. The
most successful yachts of the
early part of the present century were the Menai, 176 tons,
cutter, built, I think, in 1820 j Amnd.el, 210 tons, cutter; ArrotD, built
in 1825, and now in existence; Alarm, built in 1830 j and Pearl, 130
tons, belonging to the late Marquis of Anglesea. The majority of these
vessels were all more or less broad in proportion to their length, with
rather full bows in comparison with their after body, but nothing like
the exaggerated types of mackerel tails which prevailed a few years
previously. In 1828 Irish yachtsmen were startled by the appearance
of a new type of craft in the shape of the Peri, 27 tons. This cutter
had a very sharp, long bow, broadest part rather abaft the centre,
hollow garboards, and lead ballast cast to fit. She proved more than
a match for most of the yachts of her size, and her owner built some
others larger and deeper, and beat the majority of the yachts he
competed against. It may be as well to impress upon the reader, that
the principle of the Peri and her prototypes was the same as George
Steers carried out in the famous America some twenty-five years afterwards. The style of build inaugurated by Mr. Beamish was never a
favourite with English yachtsmen, whose ideas seemed to be centred
in a luxuriously furnished cabin with plenty of head room, the latter
essential being very deficient in the Peri class. It was vexatious to be
beaten by them however, and the question of the day in the yachting
world, was how to combine the comfort of the old type with the speed
of the new. This problem was solved by the late Mr. Wanhill, the
well known yacht builder, of Poole. A careful study of the tonnage
law as it then stood, showed him that as depth was represented by
half the beam, narrowing a vessel must necessarily decrease the
tonnage to a great extent j and the real depth not being taken into
account, the draught of water could be increased ad infinitum without

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increasing the nominal size of the craft a fraction. Narrow beam and
great depth, however, were not enough for the purpose; and Mr. Wanhill
was sagacious enough to perceive, that as the length for tonnage was
taken on the keel, the shorter that portion of the vessel the better.
Having arrived at these conclusions, he set about carrying them into
effect, aud built several very fast yachts on this principle, those best
known being Heroine, built in 1844; Secret, built in 1846 j and Cygnet,
also built in 1846. With these vessels the Pe" type had no chance
in the market, from the simple fact that Wanhill's boats were as fast,
if not faster, and had double the accommodation below. Mr. Wanhill
was not allowed to have a monopoly of this class of craft very long,
for in 1848, Mr. Ditchburn, a naval architect, connected with a firm
of shipbuilders on the Thames, designed a cutter to be built of iron.
This was the well known Mosquit.() which made her :first appearance in
that year. She had a far sharper bow than any previous yacht, and
was so far successful that no yacht of her tonnage afloat, after she was
got into trim, could take the shine out of her; indeed she was the
crack racer of the day from 1849 up to 1865. She met a sturdy
opponent in the Volante, built by Harvey, of Wyvenhoe, in 1851 j but
the last named was two tons smaller than M08quito, and besides, had
the disadvantage of generally being in cruising trim when sailing
against the iron wonder, as she was then called. The Volante was
certainly a step in the right direction j she was not overdone with
either depth or beam. Like the Mosquito, she was a compromise j the
difference between the two being, that Mosquito was slightly shorter
and broader, with a heavier midshi:{> section, but with a finer entrance j
both had great rake of stern post, ID order to increase the actual size
without increasing the nominal tonnage.
The year 1851 marks a new era in yachtin~ annals. For some
time our transatlantic cousins had made up theIr minds to try for a
Queen's Cup. The late Commodore Stevens of Hoboken, New York,
commissioned George Steers to design and build a schooner to cross
the Atlantic, for the purpose of competing at Cowes, with the proviso
that if she did not beat the English yachts, Steers was to return part
of the purchase money. The Illustrated London N(fUJS published
sketches of the yacht while building. The sporting journals were full
of accounts of the new American schooner, but predicted her defeat
in our waters. In the summer of 1851 she arrived at Havre, and
having had some trifling alterations, such as the rounding of her
forefoot, &c., performed, set sail for Cowes. Great was the disappointment of the American visitors when it was found that they could not
enter for the Queen's Cup, that honour being reserved exclusively for
members of the Royal Yacht Squadron; but Commodore Stevens was
informed he could compete in the open race for a cup of the same
value, given by the club. This was accepted, and the result of the
race was in favour of the Yankee schooner. The only two of her
competitors which might have had a chance with he~, being di~abled,

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namely, Volante and Arrow. This was a serious blow to British
yachtsmen, more especially as it created a sort of panic among
builders, and caused a great deal of mischief, vessels being constructed
with hardly any run at all, and the number of failures built between
the years 1851 and 1861 would take up too much space to enumerate.
This is no doubt the reason why Mosquito) Volante, Phantom, Tlwught,
Vampire, and other old craft' maintained their pride of place for so
many years against successive new boats. It took the English yachts-
men nearly ten years to recover from the American scare, and even to
this day the lingering traces of it are seen in the sailin~ models
displayed in some toy-shop windows, which put one in mmd of a
.very long-necked Champagne bottle cut in half lengthwise the neck
forming tOil bow of the craft.
In 1854 the length for tonnage was changed from the keel to the
deck between the perpendiculars. This caused another alteration,
many yachts being hauled up, and the stern brought in on deck, and
lengthened out on the keel. This, however, did not suit some, and
upright sternposts were abandoned in favour of a moderate rake, the
same that prevails at the present time.
There have not been many innovations in the yachting world since
1864, when shifting ballast was put down with a stronS" hand. Metal
keels have been increased in size and weight, and the mternal ballast'
decreased accordingly; but this will be treated of under its proper
head.
. Some sensation was caused by the appearance of the Jullanar yawl
in 1876, but what little advantage she may have gained from her short
length for measurement, has been negatived by the decision of the
Council of the Yacht Racing Association, to take the actual water line
for the purpose of finding the length for tonnage. The Jullanar,
however, offers some peculiar points well worth the study of the
amateur designer. I may remark, that the same principle has been
followed in the construction of the Windermere Lake Yachts, which
sail by length, the length being taken between the perpendiculars.Fig. 6 is a sketch of the deck line and sheer plan of Jullana,.

..
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CHAPTER Ill.
BUYING AND

BUILDING.

A TOUR ROUND TBB DIJ'FERBNT BUILDBRB YARD B.-HOW TO CHOOSB A

YACHT.-RACBRB AND CRUIBBR8.

MUCH has been written in those publications devoted to yachting

regarding the comparative merits of Buying and Building. An old
proverb says, that "' Fools build houses for wise men to live in," and
this has been held by some to apply with equal force to yachts. No
doubt there is much to be said on both sides of the question. To the
would-be yachtsman with an unlimited purse, who wants an out and
out clipper which shall be the fasrest of her class a:fioat, I would say
build by all means; but to the less fortunate but equally enthusiastic
amateur, who would consider the outlay of 100 as a serious drain
upon his cash-box, my advice is, buy.
There are plenty of good handy httle craft to be picked up at a figure
surprisingly cheap, craft that only require a few pounds to be spent on
them to make them veritable little ships. The cost of buildmg has
increased enormously of late years, in fact out of all proportiou to the
increased price of labour aud material. Twenty years ago a very good
5 ton yacht could be built all complete, including spars, sails and
interior fittings for about 25 a ton, now the same size yacht would
cost fully double the amount with only iron ballast.
Should, however, the intending Corinthian determine on building,
he would do well before doing so, to make the tour of the yards of the
most famous yacht builders. We will suppose he has the time and
money to spare, and that he is bent upon going in for a new 10 or
5 ton racer-the latter the best for a beginner. If he is a resident of
the metropolis, the Colne will be about the best place to begin his
inspection. Take the train at Liverpool Street for Wyvenhoe, changing
at Colchester. Here is the yard of John Harveyand Co., the famous
builders of Volante, Sea Belle, Miranda, and many other fast craft;
whose names are household words among the yachting fraternity.
Then there is Hams, of East Donyland, on the opposite bank of the
river, a young but rising builder, who pays careful a.ttention to the
wants of his customers; Husk and Barr, of Wyvenhoe, and one or two
others. From thence a. short journey by rail brings the traveller to

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Brightlingsea, where he will find much profitable enjoyment in a chat

with Aldous, whose yard is only a few minutes walk from the station.
Aldous has built some fast craft in his time, notably Crystahel, a few
years &go one of the fastest cutters of her tonnage afloat, Satanella,
Violet, and others too numerous to mention. Both Harvey and Aldous
are careful shipwrights, and their patrons may depend upon getting
good value for their money; but by the time the aspirant for aquatic
fame has gone the round of those mentioned he will be pretty tired,
and, unless wishing to spend the night in Brightlingsea, had better
make tracks for the station, the last train for London leaving about
seven in the evening.
Having. done the Colne, the next place to book for will be Portsmouth. Here the traveller has a choice of stations, Waterloo, Charing
Cross, London Bridge or Victoria, according as most convenient. On
arriving at the town so identified with the naval annals of Old England,
go on board the floating bridge, or one of the steam launches which
ply across the harbour to Gosport, and you land close to Nicholson's
Yard, whose name, in conjunction with that of his late partner Camper,
has long been known in connexion with clippers of all rigs and tonnage.
The Gosport firm are noted for good workmanship, the craft turned out
by Nicholson and Sons being generally strong and substantial; indeed
they go in more for cruisers than racers, although Aline, Fl<Yrinda,
Gwendoline, Blue Belle, and Guinevere are practical proofs that they
know what salt water likes. Returning from Gosport the next point
is Cowes, which can be reached by boat from Portsmouth. At this
aristocratic yachting station our amateur friend will find a hard day's
work before him. On the west bank of the Medina river is the yard
of Michael Ratsey, one of the most clever builders in England. A hint
of what he is in search of, will extract many useful suggestions from
Mr. Ratsey, and although he has not made the building of small
yachts a speciality, could doubtless turn-out a flying 10 tonner to order.
Then there is John and Samuel White on the east side of the river,
and Hansen close by, whose ideas on the best form for speed are
worthy of careful attention. From Cowes to Southampton is a pleasant
water trip, and in the neighbourhood of the latter town, the wanderer
in search of a yacht will be more than ever puzzled to choose between
the claims of the rival builders. Of course his first visit will be paid
to the building slips of the late Dan Hatcher, whose yard, the cradle
of so many clippers, lies a short distance up the Itchen, at a place
called Northam. Here the famous old Vampire, for upwards of 20 years
the acknowledged champion of her class, was launch{'d in 1851.
From that unpretentious looking shed the saucy Glance glided gracefully into her native element in 1855, and showed the yachtsmen of the
time how a clever builder could make a big boat measure small by
the R. T. Y. C. rules, the Glance being five times her beam in length
on the water line. As to all the fast vessels built by Hatcher, from
the Itchen fishing boat, measuring 17 feet over all, to the stately cutter

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of 60 tons, their name is legion. A little higher up on the same side
of the river are the )a.rds of Fay and Sons, and Paynes. Both these
builders generally have a large number of yachts in the winter season
hauled up on their slips, so that the visitor will have a good opportunity
of studying the models of different vessels, and if he has kept his eyes
about him in his perigrinations round the yards, he ought by this time
to have a very fair idea of the peculiarities of the different yacht builders.
Crossing the Itchen by the :floating bridge, the wanderer will find himself close to the yard of Luke, a builder who has done much to uphold
the honour of the sUDny south in the 10 ton class. At the time the
Preci08a made her number in the Thames, the metropolitan yachtsmen
were almost in despair, the famous Lil!/ having made an example of the
south coUDtry 10 tonners, and the news that the dreaded Florence was
also coming, made them quake in their shoes. Precio&a, however, held
her own well, and saved the reputation of our southern yacht builders.
Luke does not confine himself to small craft, but will take an order for
anything, from a screw steamer of 100 tons, down to the humble
shrimper of 14 feet keel, and will give the same atteution to one as the
other. Again, at Southampton there is Dummer, au ex-foreman of
Fay's yard, an experienced shipwright who looks well after his work;
and besides these there is the firm of Stockham and Pickett, West
Quay, near the Royal Pier. Mr. Stockham is dead, but John Pickett
is still to the fore, and the searcher after nautical lore will find him
ready and willing to give him all the information in his power. Pickett
turns out good work, and at by no means an extravagant :price. So the
intending yachtsman cannot do better than have a chat With him before
he makes np his mind.
I presume the traveller will continue the journey to Lymington,
where in the yard of Iuman some more information may be gleaned.
Here, many years ago, the once formidable Alaf'm was built, so many
years ago, as almost to be lost in the vista of time. This is also the
birthplace of the famous old Arrow, still a hard nut for the modems
to crack, and mauy other craft whose fame has spread far and wide
wherever yachtsmen congregate. Poole, that wonderful yachting
locality from whence sprung so mauy of the clippers of days of yore
must not be passed by. From the yard of the late Mr. Wanhill was
launched the once famous Heroine, followed by the equally renowned
Cygnet, and the Secret, the winner of many a hard sailed race. The
wonderful Egeria is also a living memento of Wanhill's handiwork,
than which there"are few better all round vessels of her tonnage afloat.
It would take up far too much of the space allotted to this chapter
to particularise all the different yacht building yards between the
Land's End and the bonny Clyde, suffice it to say that (always with
the proviso of time and money being no object) the traveller might
do worse than follow up his round of visits by a call on Patterson & Co.
of Bristol, good conscientious constructors, although not renowned as
builders of fast craft, Buckley and Sherlock of Liver~ool, Fulton of

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Birkenhead, and further north to Fyfe, of Fairlie, "Old Wull Fyfe"
as his patrons, and they are many, delight in calling him. Fyfe is
one of those practical men from whom more may be learnt in a day
than from others of his calling in a week. A believer in well known
and tried principles, Fyfe will not waste either his or your time in
discussin~ the possibility of this or that theory being correct, but will
at once gIve his opinion without circumlocution, and his opinion will
be found not far wrong in the end. On the Clyde are also the
yards of Boag and Reid, both of whom are builders of fast craft.
Mr. G. L. Watson, of Glasgow, is another skilled hand in the
moulding loft, and it only needs to refer to Verve, Quaraing, and
Madge, three of the fastest 100tonners afloat to speak volumes in his
favour. There are many other clever handicraftsmen around the coasts
of England and Scotland, such as Forrestt and Sons, of Limehouse;
W atkins, of Blackwall; Stow, of Shoreham, &c., but if the intending
yacht owner cannot suit himself from among those named, he must
indeed be hard to please.
With regard to buying, thanks to the advertisements in the " FuUl,"
"Land and Wate1'," &c., to say nothing of the circnlarB issued by the
numerous yacht agents, the task of choosing is rendered somewhat leBl'"
difficult. The :first thing is to make up your mind as to the exact size
of the craft you want, always bearing in mind that the classes are
arranged somewhat differently nowadays to what they were formerly j
for instance, ten years ago it was lowest class under 10 tons, next
highest not exceeding 15 tons, and so on; now the small classes are
2l, 5 and 10 tons. A few clubs on the coast take length as the
rule of measurement, but that I shall treat with further on. Having
made up your mind on the craft wanted, the next thing is to study the
papers named, and make a note of those vessels you believe will
srut. Having ascertained, by means of correspondence or a call upon
the agent or owner, where the craft in question is lying, appoint a day
to go and look at her, and make it a sine qua non that she shall be put
ashore, so that you may make a careful examination of her bottom.
If you are diffident of your own opinion, by all means get some
thoroughly experienced yachting friend to accompany you in overhauling the craft. There are few things in which the inexperienced
may be so easily deceived as in buying a yacht. There are knavish
dealers in boats as well as in horses, and it behoves the amateur to be
well on his guard against the sharp practice of those gentry who
consider "'doing a green-horn" rather a meritorious action than otherwise. There a.re plenty of respectable yacht agents, however, a.nd the
aforesaid friend will in all probability give you, in sporting parlance,
"the straight tip" as to the reliability of the agent you may happen
to be correspondmg with. There is one pretty good test of the bond
fol88 of the vendor, if he at once consents to your seeing the yacht
ashore, it is a guarantee that he is prepared to act fairly. The expense
of putting the vessel ashore ought to be divided between the seller and
D

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buyer if no sale is effected, but in the event of business resulting,
then the seller should not object to bearing the expense himself.
Directly any objection is made to the inspection of a vessel's bottom,
break off the negociations, and seek elsewhere for what you want.
Many yachts when for sale are hauled up high and dry on purpose, and
remain so until sold. This is by far the better plan, as it saves all
trouble, and the buyer can give the craft a thorough overhaul both inside
and out, comfortably and leisurely, whereas when a yacht is laid alongside a wharf or quay, one has to wait for low water, and the time that
she remains dry IS often too short for more than a hurried inspection of
the lower part of the vessel.
We will suppose that arrangements have been made, and the
eventful day has arrived upon which you are to inspect the craft, and
here let me impress upon the intending buyer the imperative necessity
of being punctual to the appointed hour. A few minutes, more or less,
may not be thought of much consequence, but in reality the arriving
at the spot ten minutes late may mean the difference between seeing
the boat with her keel dry fore and aft, and seeing her with five or six
inches of water round her. Spring tides flow very rapidly, and it is
astonishing how quickly the water returns directly it has ceased to ebb.
Of course, in the case of a vessel hauled up above high water mark
upon a slip it does not so much matter.
In inspecting a yacht, the first part to be
looked at is the keel, especially in these
days when so many craft have a large
portion of their ballast outside. This part
of the vessel re9.nires very careful and
critical examination. If coppered, look
well along the garboards, and if the part
presents the wrinkled appearance as at
FIG 7.
A Fig. 7, it is a sign she has strained herself in that 10ca.1ity.
If the craft has not been coppered, or the copper has been strippef
oft', it is easy to see by probing with a knife whether there are any
defects. If the blade of the knife .slips into the seams easily, and th3
edges of ~~~~nks break away WIth a very slight effort, it is a sign
that the pI
. g is either very old, or that she has never been properly
caulked in that seam. All defective places should be carefully marked
with a piece of chalk. The stem post and stem next demand close
inspection to see if either have been laced. This is a do~e sometimes
practised to hide a shake or split. A ~in.nte inspection of the forepart
of stem and after part of stem post, will generally show whether this
has been done. A little scraping with a knife will also show whether
any defects have been :filled up with plaster of Paris or putty don't
stare, my friend, this has been done before now by an unscrnpnloW: seller.
Wherever any red streaks. or ~po?, appear on t~e ~pper, especially
round the heads of the nails, It IS a SIgn that Iron IS close by or in
. other words, she is iron fastened in some places at least. If th~ craft

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has an iron keel, the copper ought not to approach it nearer than
three in.ches. A clear space of that distance being necessary to prevent
any galvanic action between the two metals. Inspect the bob stay
shackle, rudder pintles, and gudgeons; these ought to be either gun
metal or copper. See that the chain plates, or channels, if she has
them, are sound and firmly secured. Next go carefully over the
topside planking, sounding the seams as already directed, and look
well at the planking under the counter, because it is here that defects
are too often overlooked. Next survey the decks, go round the water
ways, skylights, deck houses, if she has them, and look out for rust
marks, because wherever the woodwork is stained with rust, there iron
fastenings have been used. See that the windlass and bowsprit bitts
are well secured, and have not been started. By started, I mean,
loosened from their positions. If they have been started, they will
probably have a cant to one side or the other. Now let us proceed
below, and have a look at the interior. " Hullo I why she has part of
her ballast out on the cabin floor;" easy, my friend, this is only done
in order to facilitate your operations. See that the place where the
ballast is stowed is clean and sweet, probe every timber and plank
carefully with your knife, don't leave a corner unexplored, peep into
every locker, poke your knife into every suspicious looking spot, and
examine carefully the deck, beams, and stringers (square pieces of
timber running round the upper part of the side upon which the decks
rest); if there are great streaks of rust or discolorations in the vicinity
of the joins and fastenings it is a sign that they are iron bolted. It is
astonishing how fond some builders are of putting iron fastenings into
their vessels. The difference in the expense between copper and iron is
not worth consideration, especially in a small yacht. Yet one constantly
meets with small craft, capital boats in other respects, but with those
horrid rust stains, disfiguring the :paintwork, both inside and out.
I once asked a boat builder the questIOn, "Why not use galvanized iron
fastenings if you must put in iron?" "Because, you see, Sir, that would
be pretty near as dear as copper." I ascertained that the extra. cost of
copper fastening the craft he was building, she waS about 6 tons, would
have been between two and three pounds, a sum certainly not worth
talking about. Be careful to ascertain if the decks and fittings are
tight, because leaky skylights, etc., are a great nuisance. If the ballast
has not been taken out of the boat, insist upon its being done, because
unless you can get at the futtock timbers, keelson, etc., it is impossible
to see the exact condition of the craft. The older the boat the more
necessary is it that this should be attended to. I remember hearing
rather a good story with respect to the inspection of a yacht below.
A friend had been negociating for a certain vessel which was about
laying up, the season being at an end. The gentleman in question was
rather diffident of his own opinion in such matters, so decided on taking
down a crack surveyor to inspect the yacht. On arriving on board
they found the ballast all taken out except just enough to keep her

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upright. She was lying in a mud creek. After a look round the
decks the party went below. "Looks clean and nice down there," said
the surveyor, pointing to the hold. "Yes, Sir," said the captain, "our
owner always likes a clean hold." "Ab, I suppose just whitewashed?"
queried the surveyor. "Well, yes, Sir," replied the captain. "You
won't find any difference, fore or aft," he added hurriedly as he saw
the surveyor descending on to the keelson preparatory to a closer
inspection of the apparently beautifully whitewashed hold. "Shan't I,"
laughed the surveyor. "Why, man, do you take me for a greenhorn,
that you are trying to make me believe that yonder dry rot is whitewash? Look here;" and stooping down he scraJ?ed off the white,
clean-looking fungus, and shoving a caulking iron lDto the planking,
brought away pieces like touchwood. "Another time, my man,"
addressing the astonished skipper, "make sure of your game before
you begin to play it. Your vessel is as rotten as a pear, and you know
it, and the best service you can do your owner is to tell him the truth
and advise him to break her up. There's my card;" and turning to
the would-be purchaser the surveyor exclaimed, "By jove I it was lucky
you brought me with you, or you would have been done to a certainty."
After having carefully gone over the hull and interior fittings, the
next thing is to overhaul the spars, sails and gear. Look well at the
mast, bowsprit, and boom, see that they are sound with no great wavy
cracks in them; straight cracks are not of so much consequence where
they run parallel with the spar itself, they are merely openings of the
grain, caused by sun and weather; but when these
cracks run across in a diagonal direction, with great
unsightly looking knots intersecting them, it is a bad
A. . . .
sign. The gaff and topmast being small are less liable
to such defects than the larger spars; at the same
time they must be well looked at for shakes, splits,
and cracks. If the mast is stepped, the rigging will, Fie
8.
where it goes over the hounds, necessitate critical
examination, because there it generally gets strained;
if wire, see that it is not rusted and worn in the nip-by nip I mean
the part where it is doubled over, as at A in Fig. 8.
The forestay also is a part of the standing rigging that requires to be
sound.. . If the wire rigging looks very brIttle and old, with the
galvanlZlDg worn eff here and there, and plenty of rust showing don't
trust to it. The blocks must not be overlooked, see that the sheaves
run round easily, and that the ropes they are intended for, render
smoothly through the sheave holes; gear too large for the blocks is
very common and is excessively annoying, not to say dangerous. It is
most important that every rope should work easily and smoothly, because
upon this the safety of the vessel often depends. The bowsprit should
also work easily in and out of the span shackle or gammon iron, so as
to be run in and out without any trouble. The topmast ought also
to work smoothly in the caps, so as to go up and down easily.

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See that the jaws of the gaff are sound
A
and in good condition, and not started,
~
as in B, Fig. 9, but are well. and
.....4
firmly secured to the spar as A Fig. 9. ....
The iron goose neck, which is generally
FICi
galvanized iron, must not have any
.
flaw or crack in it. Next examine the ropes, especially ma.insheet,
main and peak halliards, runners and tackles, etc. If they are very
much frayed and worn, don't trust too much to them. A good plan is
to turn the running rigging end for end when buying an old boat, as it
shifts the strain from those parts which have been most used. If the
standing rigging is hemp instead. of wire, be careful that it is not old
stuff re-blacked over to make it look fresh. This is easill seen by
picking out a piece of worming here and there, because, if old, the
worming will be almost rotten, and the lays of the strands will show
whether the rope is new or has seen its best days. In overha.uling thc
sails, examine them carefully for mildew, patches and holes. "If they
are worn very thin and have been patched much, they are pretty well
done, and although you may get through a season with them after a
fashion with care, a new suit will be an im:eerative necessity before
fitting out a second time. The presence of mildew is made known by
the appearance of fine black spots like coal dust on the canva.s. A little
mildew in places does not so much matter, except for the look of the
thing, if the sail is fairly good in other respects, but when covering the
sail to any extent it is hoth unsightly and weakening to the canva.s.
~e cabin fittings, such as cushions, etc., and the ga.lley stove, with
its cooking utensils, are matters that are not of so much consequence,
as nearly every one has peculiar tastes in these things, and what may
suit one will not suit another, and as they are not essential to the
seaworthiness of a boat, the purchaser can use his own judgment in
regard to his requirements in these matters. Further on, I intend
putting forward a few suggestions in this direction, but at present we
will confine ourselves to the yacht and her working gear. Have the
chain cable ranged on deck, or on the floor if it has been stored in a
loft or shed. Measure it to see whether it tallies with the length put
down in the inventory. Of course, in overhauling, you will have the
inventory in your hand and take care that everything is in good condition. Such things as side lights, riding light, binnacle lamp, etc.,
should be cleaned before putting away in store, such little thIngs as
this is an indication that the gear and stores have been carefully looked
after.
Having finished the survey, the next thing is to agree upon the
value of the boat. I will presume you have been looking at a 5 ton
cutter, and have found that one or two planks near the garboards are
shaky, that the main skyli~ht leaks slightly, that she wants re-caulking
under the counter, in addItion to which, her mainsail and foresail are
nearly done, in fact that she wants new ones, and that her main boom

9B

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is sprung. Now the reader will say, "What is the use of describing
all these defects, because who would buy such a boat?" Don't be in
such a hurry, my friend, the defects named are not vital by any means,
and the boat must not be condemned on that account. If she is a good
model and sound in other respects, the best thing to be done is to go to
the nearest boat builder and Just ask him to give you a rough estimate
of the repairs necessary to put her a.ll to rights. Armed with this, go
to the vendor and say, "Look here, the price you ask is so much," we
will for example say 175, "I have got an estimate for the repairs
here which is 55, now I will give you a cheque for 125 at once but
not a farthing more." This the seller mayor may not accept, but for
a 5 ton cutter yacht a few years old in fair condition, with say a third
of her ba.llast lead, this is by no means an out of the way figure. The
price of yachts of course varies much, according to th~ age, size,
condition, and character.
Before closing this chapter on choosing a yacht, it is perhaps as
well to make a few remarks on the comparative merits of racers and
cruisers. There are a great many persons who look upon an old racing
vessel much as they look upon a worn out plater or Derby crack, which
is only considered good enough to put between the shafts of a "growler."
There are other equally good yachtsmen who regard a cruising vessel
as little better than a fishing smack or barge, and consider that the
little extra comfort on board is too dearly purchased at the expense
of speed. As Mr. Midshipman EaElY would have said, "Let us argue
the point." There is no doubt in the world that a racer of the present
day, with her heavy metal keel and lofty spars and sails, strains a good.
deal in the course of her career, so that after three or four seasons hard
work she mnst be more or less shaky, especially about the garboa.rds.
But a little extra. strengthening in the shape of stout metal strappings
between the timbers will be all that is necessary to make
her tight and strong, although her speed will suffer a
trifle, but not to the extent imagined by some. The
straps should take the keelson and deck inside, as in
the sketch, Fig. 10, between every other timber amidships, about four in a 10 and six in a 20 tonner would
be ample. The celebrated Phantom was treated in this
way, and is as strong now as the day she was built,
Fie 10
although nearly forty years old. An old racer with
. .
her spars and sails clrpped, would then be quite as good, if not
better than a regular crUlser with the exception of the draught of water.
This is one great drawback to the utility of modern racing yachts as
cruisers. A 10 tonner drawing seven to eight feet is by no meansuncommon, and this necessitates the waiting for tide over bars, ete.,
which in so small a yacht is rather awkward if a gale of wind springs
up j not but what they are safe enough, but the discomfort on board is
very great to those who are not" regular old salts." A cruiser of
20 tons ought not to draw mOre than seven or eight feet at the most,

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and such a draught is quite compatible with haviug six feet head
room under the deck in the saloou.
Again it has been said, that an old racer requires almost entirely
replanking when five or six years old, because from the frequent
coppering the planking is so honeycombed with nail holes that it
becomes sodden and heavy. This may be true in some cases, but few
racin~ yachts have their copper renewed more thau once in two years,
and, if the plaukin~ is hard wood, the small punctures made by the
tacks, for they are little more, will not do much harm, besides a good
stiff coat of coal tar previous to r~ppering will stop them all up.
In conclusion, I should advise the novice to rather lean to the
cruiser in his :first essay as a Corinthian. A racer that is any good at
all, is generally put up at a figure almost equal to her original cost, and
it may happen that after purchasing, the possessor of such a craft
:finds that her day is gone as far as racin~ is concerned, she is outbnilt,
and by the time he has made the alterations necessary to turn her into
a good cruiser, the amount he is out of pocket by the transaction would
have gone a long way towards building a new one.
A cruiser, on the contrary, is usually much cheaper, and far more
adapted from her less draught of water and l~hter gear for a beginner
to serve his aJ;>prenticeship in. .Ail already mtimated, I by no means
hold with the Idea that ex-racing yachts are to be avoided in buying,
but for the reasons just stated, my a.dvic~ to the amateur is, look out
for a good cruiser wheu you :first determine on going in for yachting.

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CHAPTER IV.
CONCLUDING A PURCHASE.
Fl1'TING OUT.-REEVIN& GEAR.-BENDING SAILS, ETC.

IN the last chapter we are supposed to have made an offer for a certain
craft, and that it has been accepted. The next proceeding is to pay
the money and have the boat made over to her new owner. If the
yacht is 15 tons or above that size by Custom-House measurement,
she will be registered as belonging to some port. The name of the
managing owner, according to the Merchant Shipping Act 1876, will
also be registered. The Register will have to be endorsed, and the new
owner's name substituted for that of the late owner of the vessel.
It may be as well to state that in registering a new yacht the following
documents must be produced: -certificate of the Custom-House
Measurement, builder's certificate, setting forth the date of building,
place where built, etc., and lastly the Declaration of ownership.
In the case of a vessel already registered, she may be transferred
by sending to the Custom-House, or Registrar of Shipping, a Bill of
sale, the ship's Register, and Declaration of ownership, which must
be either signed in presence of the Custom House official, or before a
Justice of the Peace. This latter document is retained by the Customs.
Care must be taken before paying the money to see that there are
no liens, mortgages, or other claims against the vessel. Sometimes a
craft is sold in dock, and the purchaser may be led to suppose that
there are only a few months' dock dues to be settled, not worth disputing about, and when he comes to take the vessel, finds that the
claims against her on the part of the Dock Company are a serious item.
I have in my own recollection a case in which it cost a new owner
something between 20 to 30 before he could get his receipt from
the Dock Company, so it is advisable to have a clear and definite
understanding, in black and white, before handing over the amount
agreed upon to the vendor.
If the vessel is registered, any legal mortgage on her must be
entered at the Custom-House, or at the office of the Registrar General
of Seamen, and by giving in the name, port of registry, and officiae
number of the vessel-which can be easily found by a reference to thl
Mercantile Navy List and Maritime Directory, a book published annually
-and the payment of a fee of Is., you can freely inspect &' copy of the

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/

25
register, and learn for yourself whether there is any registered mortgage on the vessel.
I shall, however, assume that our amateur friend has found no
difficulties in the way of concluding his purchase, and that the money
has been paid and he is the sole owner of a bonny craft, not as perfect
as might be, but still capable of being made into a good tight and
staunch little yacht.
The next thing to be done, supposing she is hauled up on a slip
with the mast out and entirely strIpped, is to thoroughly clean her
out below, and whitewash the hold where the ballast is stowed, or
give it two or three coats of red lead. When a boat is thoroughly dry
along the keelson, a good coat of red lead will prevent the bilge water
from soddening" the wood, and thereby tend to preserve the timbers
and planking. The ballast, if iron, should also be carefully whitewashed or painted with red lead before being put back in its place.
If the pigs of iron or lead are not marked, as they ought to be
when they are taken out, you may find it troublesome to get her into
right trim again. The trim of a vessel, whether large or small, is
everything, and great nicety is often required in its adjustment; therefore the best plan is to get hold of some one who has superintended
the unshipping of the ballast, and get him to re-stow it BB near as he
can to its former position. Then, slightly screw down the floors, take
her out for a sail with a couple of smart hands, and by shifting it
about you will soon see how the craft likes her weight.
_
Supposing that your yacht has been totally dismantled during the
process of laying-up, the first operation, after stepping the mast, which
is done by means of either a crane, or a pair of sheers, is to scrape the
mast head, spars and blocks; then commence to set up your rigging, and
after which, just before bending the sails, finish scraping the mast.
We will begin scraping the mast head. Reeve a gantline through
the sheave hole in the mast head, then rig a boatswain's chair, which is
a piece of wood with two holes in each end of it, as in Fig. 11 ; take two
short pieces of rope about six feet long and reeve
the ends throu~h the holes, make a knot in them,
and the chair IS made. Take one end of the line, FI C.11.
and pass it through the bight at A, Fig. 11 ; take
~
a couple of turns and two half-hitches, stopping
the end so that the weight of the man sittmg in
the chair will not cause the hitches to slip. Care
must be taken that the chair is hung evenly. Now
let the hand who is to scrape the mast head get
into the chair, and hoist him up and make the rope well fast. If the
mast is in store with the rest of the spars, the head had better be
scraped before the mast is stepped. Scraping spars is an operation
that, provided the amateur has time, he might do himself. Indeed,
if he wishes to become a thorough practical yachtsman; the opportunity
of assisting in the fitting out of his little craft ought not to be lost. A

".
11

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novice willleam more respecting the rigging of a vessel at this than at
any other time. He will be able to see exactly how shrouds are set up
and turned in; how to worm, Herve, parcel, and marl; how to clean the
shells and sheaves of blocks; the right way to bend sails j and gather a
fund of information besides, which would take a volume to particularise.
In scraping a spar use a scraper, or a common sailor's sheath knife.
When a spar is very black, dirty and rough, a smoothing plane may
be run over it. Frequent planing is not to be recommended, for the
reason that it lessens the diameter of the spar every time it is done,
and weakens it correspondingly. When the spars are scraped, glass
paper beginning with No. 2 and finishing with No. 0 may be rubbed over
them before varnishing. The best pale copal varnish will do for this
purpose. It varies in price from 16s. to 18s. a gallon. Two coats of
this varnish must be put on, and then the glass paper may be applied
again, and then another coat of varnish will give. the spar a beautiful
polish. The mast need not be varnished, or it may have one coat, a
rub with No. 0 glass paper, and then be well greased. The mast
hoops, if wood, must also be scraped and varnished, if glilvanized iron,
they will be bound with leather. Iron mast hoops although common
enough a few years ago are seldom seen now j they are neat, however,
and hold little wind. The blocks should be also scraped, the sheaves
taken out and sand papered, to make them spin
round easily, and the shell of the block varnished j
where rope is used for strops, it may be covered
with canvas or leather.
The shrouds must be put over the mast head as
follows :-sta.rboard side first, and then port side. In
small craft, say up to 15 tons, two shrouds on each
side are about all that are required, and these ought
properly to be pairs, that is one long piece of wire
rope doubled is put round the mast head, and rests F
on the bolsters. The sketch, Fig. 12, will show more clearly the mode
of putting the rigging over the mast head :-A mast
head, B lower cap, C upper cap, D bolsters, E a seizing
put on to bind the two parts of the shrouds F together,
so that they cannot shift from their position. The forestay goes with a large eye over all, and rests on the
FIGJ3.
main halliard bolt. This eye must be large enough
to let the topmast run through the cap freely. Having
got the shrouds in their places, the next operation is
to set them up by passing the lanyards. These go
through dead eyes In the lower part of the shrouds
and are taken through similar dead eyes on the channels or chain plates. The method of reeving the lanyards. is shown by Fig. 13. The lanyards have a
Matthew-Walker knot in one end, the other end goes
through the forward hole of the upper dead eye on the starboard side,

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27
down through the correspouding hole of the lower dead eye, up again
through the middle hole of the upper and down again through the corresponding one in the lower, and so on. The end must be pushed through
the space between the upper dead eye, and the seizing half hitched and
the end brought to the standing part and stopped. On the port side
the knot is rove through the after hole of the upper dead eye. Before
putting the forestay over the mast head, the runner pennants must
'I C 14
go on, starboard side first. With respect to the fitting
of the mast head, the jib halliard blocks are hooked on
"
each side, as in Fig. 14 the peak halliard blocks are
hooked on to screw eye bolts going through the mast
and tightened with a nut on the fore side, or clinched
with a collar. The throat, or, as it is sometimes called,
the main halliard block, is also hooked on to a screw
eye bolt, but this projects far enough to let the fall
of the halliards clear the after part of the lower cap.
An iron or ~n metal band passes round the mast head
where the Jib halliard blocks hook on, and the peak
halliard blocks are placed, the first above and the two
others below this band. It is better, however, to have
metal bands round the mast head for the lower peak and
main halliard block as well, because the constant strain on the bolt
loosens it sooner or later, and then the nut generally cuts a nice score
all round it, whereas the metal bands keep the whole thing secure
and insure its lasting much longer. The running gear, such as
halliards, etc., can now be rove, the gaff parreled, bowsprit shipped,
and before rigging the bowsprit, i.e., putting on the shrouds, bob stay
and topmast stay, the jib traveller must be put on. The crosstrees
ought to be made to ship and unship easily. In a small craft some
prefer galvanized iron crosstrees to wood, as they can be made so much
smaller and yet retain sufficient strength. Wood crosstrees are all
very well in vessels over 10 tons, but
FIC.IS.
under that size they are thought by some
to give a heavy look to the mast head;
wood is of course lighter.
The topmast shrouds should be of
light wire, each in two lengths, fastened
together with clip hooks, or, as they are
sometimes called, sister hooks; in racing
vessels they are replaced by shackles, so
that when the topmast is housed, the
lower part can be unhooked or un shackled,

and the shrouds set up taut with the

tackle. I believe in a good deep score in the ends of the crosstrees, so
that the shrouds lay well in their place; a wire fid, or as some people
prefer a. wooden button, makes everything secure, as in Fig. 15:
A, crosstrees, B, topmast shrouds, C, piece of wood to prevent shroud

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slipping out of score. The bowsprit shrouds are set up with tackles
hooked to cyebolts on each side of the bow, but this is old fashioned,
in most modern vessels they are wholly set up in-board. The bobstay is shackled on the stem, and to a tackle leading from the bowsprit
end. The topmast stay also leads in board through a block on the
bowsprit end, and is set up with a tackle to the bitts. In a small
vessel no tackle will be needed, for the topmast stay can be set UJ.'
as taut as a bar by hand. The main sheet should be a strong bIt
of manilla, but it is a mistake to have it too large. Take care that
all gear renders easily through the blocks and sheaves. If the mainsheet works on a horse or traverse, an iron bar going across the
tafrail, the best way to reeve the sheet is to have a treble block on
the boom and a double one travelling on the horse; the sheet is then
rove so that an end leads to each quarter through a single block hooked
to an eyebolt screwed into a timber head. All eyebolts should be made
long enough to take a nut on the screw end, as otherwise they are apt
to draw when subjected to a great strain, as I have more than once
experienced to my cost. Most yachts have a patent main-sheet buft'er
made of vulcanized india rubber to ease the shock of the boom going
over in jibeing; in small vessels it is not so necessary, still it is
better to have something to meet the shock of an inadvertent jibe.
The Americans use stout india rubber rings, about four inches broad
and half-an-inch thick, placed on each end of the main traverse where
it curves towards the deck. The ring of the lower block jambs the
rubber against the iron, and the elastic nature of the rubber eases the
jerk materially. Fig. 16 explains this
F'I C .16. B
fully: A, india rubber ring, B, mainsheet block, C, tmverse or horse. Of
course the patent buft'er is best, but
the foregoing is a very good makeshift. The sheer poles must be seized
I
o~ ~eatly,. an~ ought to have a projection at each end to prevent the
~elz!-llg shppmg off. I~ the sheer poles are not made with this proJection, place tnem uprIght on a piece of iron or stone and with a
heavy hammer batter the edges round until they
,
project as in the sketch, Fig. 17: A, end before ~C::====:=;;'A
being h~ered, B, en~ after hammering. These
FIC.17.
look neater if covered WIth leather. After riO'ging
finish scraping the mast, then commence to ~lean 1iiit7;;;;;;;;iiiiiiiiiiiiiiiiiiiii=tl 8
your decks.
. ~ the d~cks have been varnished as they ought to be when a yacht
IS ,l8old up, It must next. be cleaned, off, not scraped as some yacht
sailors are so fond of domg. Scmplllg decks roughs them up dreadfully, better P';lt a plane ?ver them at once than have the nice smooth
appearance whICh a yacht s decks ought to present spoilt by the marks
and cuts of a scmper.
There are two or three ways of cleaning the varnish off the decks,

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but the best and simplest way is to purchase 5 or 6 lb. of soda, and
a bucket full of unslacked lime, dissolve the soda in boiling hot water,
add the lime and apply to the decks. It should be applied after
sundown, and if it rains all the better. Before sunrise in the morning
wash and scrub the decks well, using hard brooms, and rinse the decks
thoroughly with water j if the sun touches the soda and lime it causes
it to have a detrimental effect upon the wood. Two or three applications
of the soda. and lime will take all the varnish off, and the decks will look
like new.. Another plan is to mix the soda with potash, but this
always tends to brown the decks, no matter how carefully it is applied,
and therefore I should suggest the lime. Soft soap mixed with soda,
one part of soap to two of soda, is also a ~ood mixture for cleaning off
varnish. . There are several patents for thIS purpose.
We will proceed to get the mainsail and foresail bent. Haul the
:first-named sail on deck with the head uppermost. First shackle on
the throat to the gaff, and hoist the latter a foot or two up the
mast. Then take the peak of the sail and lay it along underneath the
gaff until it is far enough for the thimble in the peak to reach the outer
end of the gaff. Take a turn round the gaff end, outside the stop
cleat, and bring it back to the sail and pass the end through the
thimble in the peak of the sail, haul taut so that the head of the
sail lays fair and even along the gaff, then pass the end of earring
head, which is the lashing spliced into the head of the sail, round
the gaff and through the thimble again, taking four or five turns
as in Fig. 18. Pass the end underneath the turns and seize the
end down so that it cannot draw.
The mainsail has a lacing along
the head, which is passed round
fIC.IS.
the gaff and through the eyelet
holes on the sail, and hitched in
every eyelet hole. When the
head of the sail is bent, begin to
bend the sail to the mast hoops,
using two yarn spun yarn, hoisting
the sail sufficiently high each
time to get at the next lowest
hoop.' The tack is set down with a small tackle, the outer clew is
shackled on to a traveller on the boom, similar to the jib traveller, and
hauled into its place with an outhaul. Having bent the mainsail, roll
it neatly up and pass stops or tyers round it j crutch the boom, and put
the painted coat over all; hook the main and peak halliards to bands
passed round the boom j haul taut and belay. Now get the head of the
foresail and hook on the fore halliards, taking care to put a mouseing,
id est a piece of "spun yarn, round the neck of the hooks, to keep them
from getting unhooked, or to speak nautically, adrift. If the foresail
has spring cliphooks along the fore rope or luff, you have nothing to do
but slip them round the stay, hoisting the sail up as convenient; but if it

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goes with hanks on the stay, these banks must be made fast to the
eyelet holes in the lnff of the sail, in the same manner 88 the hoops
are fixed to the maillsail. Lash the tack earring to the eye bolt in the
stemhead, or a tackle is better; lower the foresail down, and stow it
neatly; put on the cover, or, more properly speaking, coat, first
unhooking the halliards which take into the mast, hook to a belaying
pin, and haul taut.

OHAPTER V.
YACHTS'

BOATS.

LAYING DOWN MOORINGB.-PICKING A CREW.

ONE of the most important appendages to a yacht, large or small, is

the dinghy or as it was formerly called" the jolly boat." Without a
boat of some sort it is not wise to get underweigh in even a 5-tonner.
All British registered vessels are supposed to come within the
provisions of the Merchant Shippin~ Act, which ordain the carriage of
one or more boats, according to thell' size, and the number of persons
on board; the law however has not been enforced against yachts, although
it is q.uestionable whether, in the event of any lives being lost on board
a registered yacht, through the want of a boat or boats, the owner would
be able to divest himself of liability on the plea, that the Merchant
Shipping Act did not apply to pleasure vessels. My advice to all
intending yachtsmen is to steer as closely as possible to the law] and it
is therefore best to have on board a copy of the Merchant ShipPIng Act
of 1854, with its various amendments. It can be obtained for three
shillin~s and sixpence, and will be found of great use to the amateur
sailor In his dealings with the crew. The owner of a large yacht
bound on a foreign cruise ought also to have with him" Abbott'. Digut
of the Merchant Shipping Law8," it is a most useful work, containing
full and complete explanations of the acts of parliament and their
application to owners, ships, masters and men, and gives many eases 88
precedents.
Most yachtsmen are as particular regarding their boats 88 they are

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with respect to their yachts, but there are a few, who I am sorry to say
do not seem to take the same interest in them.
Nothing looks so unseamanlike as to see a smart yacht with a
disreputable looking boat towing astern; and to the amateur I would
say, have a good boat, even if you have to build her yourself.
In a 5 or IO-tonner, a good dinghy will be all that is required. A
dinghy for the smaller sized yacht should be about 10 ft. long by
4 ft. beam. Such a boat, if made tolerably full in the ends and with
a good wide floor, ought to hold three persons very comfortably, or
four on a pinch. A shorter boat, say 9 ft., with about 3 ft. 10 in. beam,
would do as well, but is not so sightly, and from its tubby dimensions is harder to row and tow.
If your yacht has a dinghy belonging to her when you are buying,
nothing remains to be done but to see that the boat is tight, strong,
and complete in its fittings. If it has been bright varnished and you
prefer that to paint, the best way to make her look new and smart is
to go carefully over her with soft soap and soda, or ground pumice
stone-the latter the best-scouring off all dirt and grease. Then
take glass-paper, beginning with middling coarse (No. 2) and finishing
with fine (No. 0). Wet the glass-paper, or else it will not rub
smoothly over the varnish. When this is done the sides of the craft
ought to be as smooth as ivory. Now take a perfectly new and clean
brush and give the boat a coat of pale oak varnish, and when this is
thoroughly dry and hard, say in 48 hours, lay on a coat of copal boat
varnish, and give it a week at least to get thoroughly hard before
putting the boat in the water. Should there be any cracks or crevices,
fill them up with a little gold size putty, coloured with yellow ochre,
before varnishing. The interior of the boat should be treated in the
same way. If you wish a very "dandy" looking boat, run a gilt
moulding round her. If she is painted, a good rub with sand and
canvas, going over her afterwards with ground pumice stone, will
smoothen her down sufficiently for a new coat, uuless she is a very old
boat, in which case the paint will probably be all lumpy and rough.
The only thing to be done in such a case is to bream her, that is,
bum the old paint off. A good pair of ash oars and a boat hook must
not be omitted. It is advisable to have a spare oar on board as well, in
case of one of the others being broken or lost. If she is fitted with
thole pins, that is, pieces of wood stuck in the gunwale for the oars to
work in, throw them overboard and get a pair of galvanized iron or
brass rowlocks to ship in their place. Thole pins are always breaking,
can never be found when wanted in a hurry, and are a nuisance. in
every way. Four round boat's fenders neatly covered with leather, or
canvas painted white, should be securely fastened inside the gunwale,
so that they can be put over when coming alongside a vessel or pier.
A nice neat dinghy, fitted completely for a 5 ton yacht, ought not to
cost, new, more than 10 or 12, but this depenrl!'!, of course, upon the
locality and the builder, some charging more, some less. One thing
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I would strongly impress upon the young yachtsman, and that is, always
to see that the plug, if she has one, in the boat's bottom is in its place.
A good plan is to jamb the corks of empty bottles into the boat, between
the bottom boards, as these make the best plugs, and in a hurry there
is always a cork handy. In most well-kept yachts the new bright
boat is kept for the exclusive use of its owner and his friends; a second
old and painted boat spares the better one, and is useful to the crew
when wanted for their own use, and bringing coals and water on board;
this is left at moorings, or anchored off when the yacht is under way.
In large yachts, besides the dinghy, a gig is carried. This is a
longer and rather more elegantly shaped boat than the former. A gig
for a 20 ton cutter should be about 15 ft. long, and 4 ft. beam. Above
20 and up to 50 tons, the gig can be increased in length, in fact an
18 ft. boat is not unusual in yachts from 30 to 40 tons.
Tn fitting a gig, mahogany or teak top streak stern sheets and backboard look the best (remembering that teak is the best wood for all
yacht deck fittings, as it will always scrape up fresh owing to its
hardness and durability, and it does not turn black with the various
preparations sometimes used in cleaning, which is often the case with
mahogany deck fittings and oak covering boards and stanchions, if not
very carefully looked after and cleaned with the proper solutions), and
the effect may be heightened with a brass yoke and rowlocks. Handsome rep cushions for the stern sheets, either blue or crimson, add
considerably to the smart appearance of a yacht's gig, and contrast
well with the bright sides of the boat.
Next in order comes the launch, a boat of rather heavier construction
than the gig, not being quite so long, but with more beam, and altogether a more powerful sort of craft. In yachts of 50 tons and upwards
a small portable engine is a very useful adjunct to a launch's fittings.
The boat need not be built specially for this purpose, as it only needs
to bore with a long auger, a hole through the dead wood, large enough
to take the screw shaft. A launch of 16 ft. fitted with an engine and
good screw will tow a 50 ton yacht 2+ to 3 knots in a calm. Under
50 tons a gig and jolly boat are all that are necessary however, and if
there is room for a third boat let it be a good shooting punt. A gig
can be fitted with an engine and screw equally well, as the heavier
built launch, although it is the fashion to suppose that the former is
too lightly constructed to bear the strain of machinery. The fact is
however that engines are made nowadays for yachts' boats, which are
little more than toys, and the lighter the boat the more easily they
will drive her, I have seen one fitted to a very lightly built boat 13 ft.
long and 2 ft. 8 in. beam, and it drove her along at the rate of 5
knots. I never learnt that the little craft wa.s any the worse for the
experiment. There are not a few yachtsmen who recommend that the
gig and launch should be good sailing boats, that is should be so constructed a8 to carry enough canvas to enable them to beat to windward,
some say &hat an iron keel should be fitted to the gig so that she

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might carry a good spritsail and foresail. Dinghies and gigs are now
sometimes built with galvanized iron centre boards, and this enables
them to stand up to a good :press of sail. This is all very well in its way,
but such craft as yachts' gIgs are better without such appendages. It
is a sort of "tempting of Providence" to try and beat a passage with
this style of boat. All open boats are dangerous under sail j how
much more so must they be when made long and narrow, and with the
small amount of surplus buoyancy which appertains to the gig class?
A small light lngsail for running before the wind is quite sufficient for
all practical pnryoses.
One of the difficulties in the way of carrying anything but a very
small dinghy on board a yacht of 5 tons is the room it occupies, when
from the danger of towing it or other causes, it becomes a matter of
necessity to get the boat on deck. Various methods have been tried
to overcome this objection, but the most successful is that carried out
by the Rev. E. Berthon, whose invention, the " collapsible boat," Figs.
19 and 20, is so well known.
These boats are very handy, a :::::;-----=-. -:; - .
9 ft. dinghy shutting up into a
space 9 ft. long by 10 in. wide,
and from their extreme lightness
-the size in question weighs
something under 100 Ibs.-are
exactly suited to small vessels.
If the cockpit or companion way
is not large enough to get it
down below, it can be lashed on
deck under the rail, or alongside
of the cabin top, and the room
it takes up is hardly noticed. A
little practice is required to get
them smartly into the water, but
FIGB. 19 AND 20.
a novice could open out a 9 ft. dinghy and have her ready for use in les8
than three minutes. They are buoyant, and pull fairly well, but should
not be dragged over rough shingle, as the oonvas skin is apt to get torn.
A hole or two, more or less, however, does not make much difference,
as they are full of air-ti~ht chambers.
Another very ingenIous dinghy was invented by a well-known
yachting gentleman, Mr. J. RidgFI C.21.
way, in 1858. This boat was built
as follows: a board, shaped as B.
Fig. 21, was first cut out, and the
boat built on this in half-sections,
as C. Fig. 21. Another board was
then cut in the same shape, and the
other half of the boat built on it j
when completed the two halves were joined together by slipping the
F

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under side of the one board into the iron clamps, A. Fig. 21, the whole
being tightened by thumb screws in the holes indicated. The boat
then appeared as in Fig. 22.
FIC.21.
The thwarts being in halves like
the rest of the boat. The longitudinal
board, forms a fore and aft bulkhead
which is very little in the way of a
sitter, who can sit with one leg on each
side of it.
This boat is a trifle heavier than an ordinary dinghy, but, ina.smuch
as the two halves can be separated in a few seconds and stowed on each
side of the yacht's deck, the extra. weight is not of so much consequence.
It is doubtful however whether in a race, under rules making it
compulsory that the boats should be ready for immediate use, that one of
this description would not have to be carried in the usual manner, that
is ready to be launched over the side at a moment's notice, and the
same applies to collapElible boats.
There are a few other devices, notably the Indi~rubber boats which
are inflated by blowing air into them, but these although very useful
additions to the ordinary dinghy, are a poor substitute for it, whereas
the invention just described is as strong, if not stronger, than a boat
built in the usual manner. Another plan which has been recommended
is to have a light iron dinghy divided in half athwartships, one half
forming the bow, another the stern, I should not think this a very
good arrangement, certainly not, equal to Mr. Ridgway's method. A
Mr. Ayckbourne in 1852, invented a folding boat, the folds being either
sheet metal or wood, but it has been superseded by the Berthon patent.
There are few yachtsmen who are not fond of shooting, and although
in a small yacht special boats for the purpose are not so necessary to
the enjoyment of the sport, as in a large vessel, whose draught of water
will not allow her to enter the mouths of those creeks and rivers, where
the feathered tribe abound, still a small punt will be found very
handy. The punt although often confounded with the dinghy is a
totally different craft.
The word punt in an old nautical dictionary is thus explained, "an
oblong flat bottomed boat something like a dumb barge only much
smaller," no one with the least pretension to nautical knowledge could
trace much similarity between a yachts dinghy and a dumb barge.
Punts are of various sizes, and construction, from the regular shooting
punt, fitted to carry a duck gun, to the small oblong box, just
sufficient for one man to shoot from; a small punt suitable for shooting
purposes can be bought second-hand for about '5 to '6, or a very good
one may be built to order for ,9 or ,10 plainly fitted.
When once a yacht is fitted out for the season, it is advisable to
have moorings laid down in the most favourable locality within easy
distance of the owner's residence. This saves a great deal of both time
and trouble, many a cruise is spoilt by the time wasted in clearing a

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foul auchor, besides the risk of dragging in heavy weather necessitates
a constant look out to be kept on board an anchored yacht, whereas
once fast to good moorings the owner may make his mind easy, and
need not worry at the thought, when he hears the wind rattling the
casement, that perhaps his crew may be on shore, and his yacht
dragging athwart hawse of something or other. Even moorings carry
away occasionally, but if well laid down, and taken proper care of,
ought to last a long time.
There are several ways of laying down moorings, but the modem
method is to have two anchors each with single flukes and shackled
together by a chain. The anchors are laid down at a good distance
apart; the middle of the chain has attached to it a lighter chain, called
the bridle, this is made fast to a rope which is fast to a small spruce
cask or piece of wood; this is picked up and brought on board the
vessel when it is intended to moor her, and the chain attached to it
brought through the hawse pipe, or through a fairlead on the rail, and
made fast to the bitts. Always lay down your moorings with a due
regard to the proximity of anchored vessels. In most rivers and
harbours there is a special anchoring ground, and by noticiug how the
different vessels take up their berths, a very good idea may be gained
as to the spot best suited for your moorings.
At such places as Erith, Gravesend, and Greenhithc on the Thames,
and other well-known yachting stations, there are always plenty of
persons ready to give advice as to the laying down of moorings, but
don't trust too much to local knowledge. A good plan, advised by
that prince of yacht sailors the late Vanderdecken, 18 to anchor two
or three times in the locality chosen as the station of your yacht,
and the getting under weigh once or twice will give you an excellent
idea of the best place for a clear berth. Mind and have the moorings
in sufficient depth of water, so that at low water springs the yacht
will not tail the ground.
There are few more difficult tasks which the novice in yachting has
to perform than the operation of manning his vessel. Even when the
crew is represented by one hand, who is by turns skipper, mate,
boatswain, cook, steward, able seaman, and loblolly boy, the picking
out of a good, steady, well-trained man is by no means easy. Like
matrimony, manning a yacht is "very much of a lottery." In large
yachts the selection of the crew is generally delegated to the skipper,
who, if he is a competent man himself, and up to his work, will know
how to pick a good crew. In a small vessel, carrying only one or
two men before the mast, the owner has to depend more upon his
own discrimination. If he belongs to a club, the chances are our
amateur friend will be able to get a hint or two from the secretary, or
a brother yachtsman, as to the character and abilities of the applicants
for a berth on board his craft. It by no means follows, however, that
the most strongly recommended candidate will suit the best. Yacht
iailOrs as a class are no better, and no worse, than any other men in
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their own sphere of life, still it is a fact that they are considered by
many yacht owners to have sadly deteriorated of late yea.rs. Whether
there is any truth in the accusation, remains as yet a moot point.
I shall not, however, weary the patience of my readers by attempting
to controvert any of the arguments used either pro or con, there is,
doubtless, a great deal to be said on both sides of the question; as far
as my own experience has gone I have generally found that the best
yacht sailors were those who had served most of their time in racing
vessels. In a cruising yacht-especiaUy those which only get under
weigh about three or four times during a season, and then only for a
short spin of from one to two days-it would be a wonder if the men
did not deteriorate. Laying at anchor off the club house for weeks
together, with nothing to do after the matutinal scrub down but
lounge about the esplanade, with an occasional 'pull to and from the
shore, is enough to spoil any man, let alone a sailor, who, although he
may be only a fresh water fore-and-after, partakes more or le88 of the
roving, restless propensities of his salt water brother of the wave.
Many a "ne'er do weel" among yacht sailors has confessed to me that
he dates the commencement of his downward career to the insupportable
ennui engendered by a long continuance at one anchorage, la.sting
through a whole season. Again, there are owners who would ruin the
smartest crew that ever trod a plank; at one time indulgent to a
fault, treating the hands with that familiarity which we are told "too
often breeds contempt," and at another querulous and fault finding,
threatening all hands with instant dismissal, bullying the skipper
before the men, and vice ver8a; can it be wondered at if the crew
become to a certain extent imbued with the same sort or temper as the
owner, whom they unconsciously adopt as a model, whether rightly or
wrongly?
So far as regards the remuneration of the crew, wages vary slightly
at different yachting stations, and of late years they have risen
considerably. For a small yacht, however, a very good first hand
ought to be obtained for about 30s. to 35s. per week, a second hand for
about 23s. to 27s., and a boy ought not to cost more than 10s. to 15s.,
according to ability and size. Some small boys are really good helps
and capital little sailors, but many, we are very sorry to say, such an
abominable nuisance that many yachtsmen will not carry them. The
skipper or first hand would rather come for the lower named rate of
wages and say lOs. a week (more or less, according to size of the
yacht,) for looking after the vessel during the off season; in fact, the
length of the probable engagement materially affects the hiring of
yacht hands, and the owner who is out early in the season till late in
the autumn, say from the beginning of May till the end of October,
has no difficulty in getting the pick of the men at reasonable wages, the
fact being that yacht sailors as a rule are obliged to trust almost
entirely to their summer engagements, to keep themselves and their
families during the winter months, when some eke out their livelihood
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by fishin~, which is at times a very precarious living, others ship in

yachts gomg to the Mediterranean or coasting vessels. If the intending
yachtsman means to go in for racing, he will, of course, find the expense
of keeping up his boat greatly increased, for unless he confines himself
to Corinthian matches in which no professional hands are allowed,
other than the pilot, the owner will nearly always be loosening his purse
strings. It is usual in racing to 'give the crew 20s. extra apiece if a
winner, and lOs. if a loser, but this is not always adhered to, some
giving more, althongh few offer less. Eschewing professional racing,
the young yachtsman ought not to find his expenses very heavy, so far
as regards the crew. Most yacht sailors are tolerable cooks, and the
boy, even if he has had no previous experience, will, if worth anything
at all, make a very efficient steward after a few lessons j and unless
the owner is a sybarite in the matter of eating and drinking, the plainest
viands will suffice for the appeasement of his appetite, and, indeed, will
be more relished on board than the greatest luxuries on shore.
One piece of advice which I have to offer to the beginner in
yachting before dismissing the subject of crews is this, never allow any
approach to undue familiarity upon the part of the hands j always
insist upon the observance of those little points of etiquette without
which a good servant always degenerates into a bad master. The men
themselves have a far greater respect for the owner who keeps his
place and makes them kee:p theirs. There are certain times when a
little relaxation of discipline IS allowable, but it should be the exception,
and not the rule, and any attempts to presume upon it must be stopped
at once, kindly, but firmly. At the same time eucourage your hands,
by every means in your power, to place confidence in you, not onlr. as
master, but friend and adviser. This advice may appear a httle
contradictory, but strict discipline is no bar to a good understanding
between owner and crew. For instance, I once knew a merchant
captain a re~ar martinet on the quarter deck, but who was almost
worshipped by those who sailed with him. Stern aud unbending,
scarcely exchanging a word with those under his authority, except to
issue orders, somehow he had managed to inspire all on board with the
utmost confidence in him, not only in a judicial sense, but also in his
kindliness of heart. I shall never forget an instance of this which
occurs to me now, and my readers will doubtless pardon the digression,
in consideration of its applicability to the foregoing subject. It
ha,Ppened while the ship, which the aforesaid martinet commanded, was
lymg in Table Bay, waiting for a fair wind to proceed to the Mauritius.
The vessel had been cliartered by Government to take out emigrants
from home to Cape Town, and in the course of the nine weeks'
passage one of the crew, a smart north country seaman, had managed
to gain the affections of a soft-hearted lass who, before she came on
board, had never been half-a-mile from her native village, and as the
time for the ship's departure from Table Bay approached, our salt
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regard to the matter, which were increased rather than diminished by
the raillery of his messmates. At last he could stand it no Jonger, and
announced his intention of speaking to the" old man," the nw-name
for the captain, in the forecastle, about it. Our gallant commander
was not in the best of tempers at the time; something had gone wrong
and he had annonnced his intention of stopping all shore leave for the
rest of the week for some offence or otber, I forget what it was at the
present moment. However, nothing daunted, our friend witb the
uneasy mind faced bis captain with" Please, Sir, I wants your advice."
" Well E---, what is it?" was tbe somewhat impatient reply.
" If you please, Sir, its about that 'ere gal what came out with us."
The captain turned round, and looking hard at his interlocutor, who
with a very sheepish air was turning and twisting his cap about as if
he wanted to increase its pliability, exclaimed, "WeJI, what about
her? " "Why, Sir, its all my fault, Sir." Placing his hand kindly
on the man's shoulder, the captain said, "Tog yourself out and come
on shore with me." This was about six bells in the forenoon watch.
In the evening a new hand came on board in the place of E - - ,
who was reported to the mate as discharged. We saw nothing more
of our shipmate for three or four days, when he paid us a visit, looking
none the worse for his summary dismissal, as we considered it. On
hearing his story, however, we could not but endorse the exclamation
with which he finished it, "Ah, the old man is a right born gentleman,
he is." It seems that on their reaching the shore the captain took him
at once to his sweetheart and arranged that they should be married the
next morning. Using his interest, he also succeeded in getting the
man a berth on one of the quays, and gave him his discharge from
the ship, together with 5 over and above his wages, a practical proof
that the man's confidence in his martinet commander was not misplaced.
It is usual to provide the crew with two suits of clothes a-piece, one
rough for every-day wear, the other of somewhat finer material, for
Sunday or holiday afternoons. Some yachtsmen like to see their crew
rigged man-of-war fashion, but a neat serviceable, plain guernsey shirt,
with the name of the yacht worked across the breast in fancy letters,
looks well: fashion, however, even affects yachtsmen; sometimes the
plain initials of the Yacht Club are only embroidered. The above
may be varied in very warm weather with a white drill frock and
trowsers of duck. Your first hand, if you wish to be very dandy, may
have a brass buttoned blue cloth jacket, with "a cap of similar mat.erial
relieved by a gold band. The suits of clothes furnished to the crew
by the owner are considered to be lent for the period the men remain
in his service. The prevailing practice is, however, to allow the men
to take the clothes when leaving, unless from misconduct., or otherwise,
the owner considers that they do not. deserve any favours of this
description. Some owners also present their hands with a suit of
oilskins as well, but most yacht sailors possess these very useful
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adjuncts to their outfit when they join, 8.S a suit of oilskins ought, with
careful wear, to last a man through three or four seasons.
Never allow smoking upon the part of the men while on duty aft,
or at the helm, without special permission in bad weather. Set lour
face against it directly you see the least attempt at anything 0 the
sort. Also, strictly forbid the use of foul and indecent expletives;
accustom the crew to regard the after part of the vessel as sacred from
such profanity, and then you will be spared the mortification of having
to apologise to your disgusted and humiliated lady visitors for any
laxity in this respect. Many owners, in addition to the wages, give a
small gratuity of from 2s. 6d. to 5s. per month, as good conduct money.
This is a very fair arrangement, as the men have a double incentive to
be on their best behaviour, because the owner can, if he thinks fit, stop
this douceur. With respect to the rations of the crew, different
practices prevail in different vessels. Some owners prefer to pay less
wages and allow so much per week for food money. It is far better,
however, to let Jack find himself; it saves no end of trouble, and is
more agreeable to the men. In the above-mentioned scale of pay to
the crew the men are supposed to find themselves, (except when the
owner is living aboard) which they invariably do when two or three
hands or more are kept; if only one hand is shipped, or one hand and
a boy, it is best to have an agreement with the crew that they should
find themselves, and then if the owner only occasionally lives on board,
it usually happens the hands live from the surplus of the cabin table.
It is these little privileges, and the chance of keeping the yacht at a few
shillings a week during the winter months, that the faces of .so many
of our best yacht sailors, crack foremast hands of the flying "forties
and" twenties" are seen sobering down, content to be skippers of our
Mosquito fleet.
It is a good plan to give the men permission to finish the remnants
of the broached stores, such as bread, meat, etc., but wines and spirits
will keep for a certain time, and ought to be left untouched by the
crew until the owner returns on board; and if the yacht owner finds
that in these minor matters his instructions are faithfully carried out,
it is a proof that he has a crew who take an interest in the welfare of
the vessel and her stores. This causes a pleasant feeling all round
and insures a comfortable and contented ship's company, and is far
preferable to placing things under lock and key.

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CHAPTER VI.
NAVIGATION.
NAUTICAL INSTRUMENTS.-PROVISIONING FOR A CRUISE.

IN our last chapter we are supposed to have laid down moorings and
picked a crew, and the novice may imagine that little remains to
be done but put the stores on board, and get a friend or two to
join you, and start off for a jolly good cruise; there are, however, a.
few more rather important items which are matters of necessity
on board a vessel. In a small yacht it will not be absolutely
necessary that either the owner or his first hand, or, as he is called,
"the skipper" should be book read navigators; at the same time the
mere fact of the owner's knowing how to work a traverse, and layoff
a. ship's course on the chart, will inspire a certain amount of respect
from the crew, and render the skipper somewhat chary in presuming
upon his employer's ignorance, when he is desirous of putting into
some port other than t4e one you wish to visit. It is not given to
everyone to become an accomplished navigator, any more than it is to
everyone to become a finished elJ,uestrian, at the same time a person
may, by dint of studying the vanous works :published on navigation,
pick up sufficient knowledge for all practIcal purposes, so far as
regards yachting. "The Yacht8man'8 Handy Book," by W. H. Rosser,
contains full and complete instructions to the amateur navigatOr, and
will be found a very useful addition to the yacht's library. Should
the intending yachtsman, however, wish to obtain the certificate granted
by the Board of Trade to owners of yachts, he will find it best to
attend some nautical academy, where under the able tutorship of some
competent instructor, he will learn far more in a short time than he
possibly can from the mere perusal of books by himself.
Of course it will be absolutely necessary that the yacht should
carry a good compass, and the owner, if he has not done so already,
must make himself thoroughly acquainted with all the points, half, and
quarter points, so that he can,by a ~lance of the eye, answer the
enquiry, "How's she 'heading now, sir?' with" N.W. f W.," or whatever it may be.
The best compass for a small yacht is a small liquid compass,
that with a 41 inch card is a good medium size, but as these come
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expensive, a dry compass, fitted with donble needles and a moveable

bell cap, which is used for steadiness in heavy weather, can be
substituted; common compasses with a single bar not being so reliable,
are only fit for nse as a second or spare compasR. Care must be taken
in placing the binnacle, id est, the wooden or brass case enclosing the
compass, so that it is free from any local attraction caused by iron
work or an iron tiller. This can easily be done by taking certain well
known bearings in the immediate neighbourhood of your anchorage and
comparing them with those on the chart.
Besides the steering compass, a tell.tale compass is very useful, this
is a small compass hanging in the cabin or over the owner's berth, so
that he can at a glance check the course steered without the trouble of
going on deck for the purpose.
Having provided yourself with a good compass, the next thing to
get will be a set of charts. If your cruises are to be limited to the
English Channel you need only have, in addition to a chart of the
Thames, the large scale chart of the English Channel, which extends
from the Downs to the Scilly Islands, and the opposite French
coast, as far as U shant. It includes the plans of nearly all the
principal harbours on both the French and English coasts, embraced
within those limits.
Books of sailing directions accompany the
charts, but these are only useful as adjuncts to the charts, without
the latter, sailing directions are not of much account; whereas, with a
good chart, the navigator may manage to find his way without any
directions other than his own eyes give him. Lights and buoys are
altered occasionally, and sands shift, so that it is always advisable to
get the very latest published charts. The charts should be backed
with linen, and it is also necessary to have proper round tin cases for
them. Two ought to be sufficient for a small craft, one for the large
the other for the small charts. In larger vessels they are generally
folded in half and placed in a portfolio, and can be easily found by a
corresponding number on the chart, as indexed in the portfolio.
Next, a small patent log and the proper plaited log line-this
instrument, which is towed just clear of the vessel's wake, registers the
distance sailed within certain times. Larger yachts either carry a full
sized towing log, or one of the numerous deck logs now invented; in
the latter the registering dial is fixed to the vessel's tafrail, and the
rotator only is towed, and on long southern cruises two or more of these
rotators should be carried, as it is not an unusual thing for them to be
bitten off by a shark.
A pair of compasses or dividers, or a compass disc, a horn protractor,
and a parallel ruler, together with a good pair of marine glasses, and
last, but not least, a good aneroid barometer, will be all you require
for a first cruise in the shape of navigation tools. A tide table and
almanac must not, of course, be forgotten. Such things as a 7 lb. hand
lead and line for taking soundings (that is the depth of water), side
and anchor lights, and a fiare up-this is a tin can like an ordinary
G
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coffee pot with a lid, attached to which is a piece of wire with tow. A
little turpentine in the tin allows the tow to be easily ignited, and you
can in an instant, if in danger, show a bright flame to an approaching
vessel, and this in a small yacht does away with the necessity of
carrying blue lights and rockets-ought to be in the inventory, but
should any of these necessaries be absent, take care they -are on board
before getting under way. Give the forecastle a small wood-framed
octagon American clock, as it is very useful to those forward, and then
there will be no excuse for the crew missing a tide or neglecting any
duty under the plea of not knowing "what's o'clock." A fog horn is
indispensable; these are generally made in either tin or brass-a
common tin mouth horn costs about 2s. There are several inventions
in mechanical fog horns, one, called the" Little Squeaker," is very
powerfUl, the sound is emitted in the same wa.y as the water in a
garden syringe, which it much resembles, and is worked by hand. A
larger kind, on the same principle, worked with the foot and hands,
called the "Vicar of Bray," is often used in large vessels. Another
kind is a zinc cylinder, (with a strap to sling over the shoulder), the
horn turns up alongside, and it is worked like the syringe; some norns
have a bellows attached to them. The fog horn is used only when the
yacht is under way. If at anchor in a fog a bell is used. In small
vessels a hand bell is sufficient. If you have room to stow it, it is as
well to have the ship's bell to measure 8 inches across, it would then
pass the Board of Trade survey, if required to do so ; it would be unreasonable if very small yachts should be made to carry lamps and
bells of the regulation size, as there would be no room to stow them
away; still, in case of a collision-say, while you are at anchor-it
may happen that the size of your riding light or bell is measured by
those in charge of the colliding vessel, and the payment for any
damage you may have sustained disputed on the plea that your anchor
lamp is not of the regulation size, which is that the globe should
measure 8 inches in diameter, and even where inconvenient to carry the
regulation side lamps, it is best, if possible, that the anchor globe
should be full sized. To pass survey, the side lamps should measure
9 inches across the back and side (the lens not less than 5 inches in
height); but, as these could not be conveniently carried in anything
less than a yacht of about 20 tons, those measuring 6 inches are
sufficient for smaller craft, while we would not recommend a less size
than 5 inches for very small yachts, say of 3 to 5 tons.
Of course, I ~ 'presuming that the first cruise of the amateur is
merely a short coastmg trip, say from the Thames to Harwich, Ra.msgate, or even as far as Boulogne. Should the contemplated cruise be
across the Bay of Biscay, a sextant and chronometer will have to be
added to the above list, besides additional charts, but my advice to the
beginner is: commence your yachting career in a small vessel, and
when, at the end of two or three seasons, the ambition of owning a
larger craft becomes too strong to be resisted, the knowledge picked. up_
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in the 5 or 10 tonner will stand you in good stead, and make you feel
less a novice in the presence of your brass bound skipper and his smart
crew of able seamen.
One matter concerning charts is apt to be overlooked by persons
imperfectly acquainted with them, and that is they are not always engraved true N. and S.; but a glance at the engraved compass will at
once show which way the north lies; the lines of latitude and longitude
also differ from maps, crossing each other at right angles. The ship's
compass always varies more or less from the true N., this is known
as magnetic N.; therefore, in laying off the course or track of a vessel
on the chart this variation must be taken into consideration. H you
are setting your course from a true compass engraved on the chart ; the
steering compass and an engraved magnetic compass on the chart ought
to agree, unless you are in an iron or composite vessel, which causes
deviations of your compasses, which require to be properly adjusted
by magnets, by a qualified compass adjuster before going to sea.. All
~ood charts give the magnetic points as well as the true, but still
It is best to bear the foregoing in mind. I have seen more than one
mistake arise from trusting to the hasty glance of an unpractised
hand at the chart, and such mistakes, even in si~ht of land marks,
may be attended with disastrous consequences. Bearings and other
references to the points of the compass when referred to on the chart
are magnetic, unless the contrary is expressly stated. It is only when
taking bearings or distances not referred to, that one must be careful to
distinguish between true and magnetic N.
A word as to the tides, a correct knowledge of which, in the locality
chosen for your cruising ground, will much facilitate operations. Of
course the time of high and low water can easily be found by a
reference to the "Tide table," but this is not sufficient, it is also
important to know the directions in which the tides run, and their
average velocity, these are generally pretty accurately given on the
charts; but, inasmuch as the force of the wind, and its long continuance in one direction, to say nothing of the difference between
spring and neap tides, vary the velocity, and in less degree, the direction
of certain tides and currents; it is advisible to allow for such variations,
and not trust too much to the exactness of the particulars given on the
charts. Don't forget that the highest and lowest tides occur during
the equinoxes. A rough way is if the tide is marked three knots on
the chart and it be springs, allow 1 knot for :first hour's run, 2 for the
second, and 3 for the third, when it decreases gradually to about
1 knot during last hour's run.
I have already mentioned the patent log, but a very useful addition
to the above is the old fashioned common log line and reel. This
consists of a reel with handles attached to the spindle, a piece of triangular wood, and a sand glass. A line, somewhat similar to the lead
line, is wound round the reel. This line is marked at equal distances,
bearing the same proportion to the number of seconds in the sand glass
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as a knot or nautical mile does to an hour. Thus for a 28 seconds glBBs

the line will be marked at a distance of 46 ft. 8 in. apart. A certain
amount, called stray line, is allowed before commencing to mark, from
8 to 10 fathoms, this is necessary in order to carry the "log ship,"
the name given to the triangular piece of wood, clear of the wake of
the vessel. This log ship has a pIece of lead on its base, sufficient to
make it float upright when in the water. Attached to two of the corners
is a short span of three legs, the other leg of the span hBB a little
wooden plu~ which fits tightly into a hole in the third corner of the log
ship (see Fig. 23). Sometimes
the span has two legs only.
Now it is obvious that this
span is necessary for the purpose of keeping the log ship
square with the water, so that
it has sufficient resistance to
remain almost stationary where
FIG. 28.
it is thrown. The span is made fast to the end of the stray line,
and at the distance say of 8 or 10 fathoms (for a very large
yacht, say 100 tons, 12 or 15 fathoms, should be allowed, as the
indraught from their wake is proportionately longer), raise one of
the strands with a pricker or small marlin spike, and Insert a piece of
white rag, giving the line a twist to tighten it. At the distances of
23 ft. 4 in. from the white rag insert a piece of marlin or spun
yarn in the same way, and tie a knot in it, this marks half a knot,
equi-distant from that insert a piece of leather, this marks the first
knot or nautical mile. Another knot of s:pun yarn at the half mile,
two knots at the second mile, three at the third and so on. Remember
that all the half knots or miles are marked by one knot tied in the
line, and the full miles after the leather by the exact number. A 14
seconds glass and a smaller reel, with the length of the knots marked
at 23 ft. 4 in., will be more handy for a small yacht. The way to
use the log, or, as sailors say, "heave it," is as follows :-Let one
hand hold the glass, while another holds the reel, then fix the plug
in its place in the log ship, and take sufficient of the spare line in
the hand to insure a clear throw. Heave it slightly to leeward of the
vessel's wake, and payout the line quickly, assisting_ off the reel
now and then; when the white rag goes over the taffrail sing out
" turn," to which the man with the glass must answer "turn," as
he reverses the glass. As soon as all the sand has run out, he will call
" stop," to which you reply" stop," at the same time seizing the line
in the hand, the man holding the reel will also jam it against his chest,
to prevent it unwinding any more. The sudden jerk of stopping the
line draws out the wooden :rlug, and renders the operation of hauling
it in less difficult; even WIth the plug out the hauling in the line
when a vessel is going through the water at great speed is by no means
easy. I have seen the whole watch (seven men) tail on to a log line in
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a ship going 12 knots, and then it was hard work, the officer reeling
up as the line was hauled in.
The log reel and line is, however, seldom used now, save as an
auxiliary to the patent towing log, the latter sometimes getting out of
order. Always keep the sand glass dry, and test it now and then with
a watch.
I have already mentioned the necessity of a hand lead and line;
this should also be accurately marked. In a small vessel it is advisable
to mark the first fathom in feet (in the navy, for surveying expeditions,
the first 5 fathoms are marked in feet). A fathom is 6 feet, and for
1 fathom a knot is inserted, at 2 a piece of leather cut into two strips,
3 a piece of leather with three strips, 5 a white rag, 7 a red rag,
10 a piece of leather with a hole in it, 13 a piece of blue bunting, 15
white rag, 17 red bunting, 20 fathoms two knots. The fathoms between
the marks are called deeps, and are indicated by a single knot in the
line. For a small yacht 15 fathoms of line is quite sufficient for all
practical purposes.
In heaving the lead take up and hold lightly in the left hand a
couple of fathoms or more, according to the supposed depth of water,
give the lead a good swing forward parallel with the side, don't attempt
to swing it round your head, only a practised leadsmaD can do that
with impunity, and the chances are that you will either send it smash
against the bulwarks, entangle it in the rigging, or bring it back on
your own cranium, which, apart from its awkwardness, is, to say the
least of it, rather dangerous. In foggy or thick weather a little tallow,
called arming, put into the cavity in the bottom of the lead will bring
up specimens of the ground and help to show the mariner where he is.
Bearing in mind the hints given above, the amateur navigator will
not find much difficulty in taking his craft a channel coasting trip.
The best plan is always to keep a good look out, a good harbour under
your lee, and a steady hand at the helm ; and remember that "log,
lead, and look out," are the seaman's best friends.
There are very different opinions among yachting men as to the
best way of provisioning a yaclit for an extended cruise.
Some owners will send down a list to the skipper or steward, with
orders to have the things on board by the time he Joins; others merely
tell their first-hand, steward or skipper to get whatever is required, and
the consequence is, in nine cases out of ten there is an unpleasantness
anent the length of the bill. It is far better to find out for yourself
the amount 01 stores you require and see to every detail, thus the
temptation to "stand in" with the various provisioning merchants
upon the part of your skipper or steward will be absent, and you will
be a pound or two in pocket into the bargain.
ID. the matter of small stores, the first thing to be considered is the
length of the cruise, the number of persons on board, and last but not
least the depth of your purse. Very often a 'party of friends will club
together for a yachting cruise, and go shares m the expenses. This is
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no doubt the most economical way. Many yachtsmen, however, object to
this, and with reason on their side too; they, the objectors, hold that the
yacht and her crew, under such circumstances, can no longer be
considered the exclusive property of her owner. The friends havin~
paid their share have a voice in the direction of affairs. "I say,
exclaims one, "why can't we go to Dover?" "Oh, we had much better
remain at Ra.msgate," argues a second; while a third goes forward, and
after a confab with the crew, clinches the matter by saying, "The
skipEer's opinion is we can't get out this tide, and as the wind is, it
won t do to try and beat down Channel." Meanwhile the owner, with
the courtesy of a gentlemau, shrinks from expressing opinions adverse
to those of his guests, for so he still considers them, the consequence
is, the discipline of the yacht suffers; the ski:pper and crew presume
upon the idea that" the gents don't know theIr own minds," and act
accordingly. The following conversation in a yacht's forecastle, which
actually occured within my own hearing, speaks for itself :-" I say,
Bill," said the mate to the skipper, "what about getting back on
Sunday?" "Why," exclaimed one of the hands, who was busy trying
to fick a live coal out of the stove to light his pipe with, "the
gov nor said this morning that he should go out and meet the racersas was coming round, and run on to Dover with 'em." "Oh, the
gov'nor be blowed," sharply retorted the skipper, "one of the gents
aft told me they was a going to get back by Sunday, and as they had
all paid their share, they din't see no fun of having to pay railway fare
as well as yacht fare." This was received with boisterous laughter,
although where the wit came in I was at a loss to conceive. When the
owner made his appearance on board later in the afternoon the whole
thing was arranged. The friends and the crew were too many for the
"gov'nor," and a pleasant cruise was spoilt, as well as the view of
one of the most interesting matches of the season, namely that from
the Nore to Dover.
I would strongly recommend the amateur yachtsman to avoid if
possible making a family ship of his craft. By all means invite a
friend or two on board, but let it be distinctly understood that you are
bound on a certain cruise, and that the yacht will not return before
your time is up. For instance, you can say, "I am bound to Dover
for the regatta, sha.Il probably put into Ra.msgate, and may be, run
across to Boulogne, would you like to come?" Then, perhaps, your
friend may answer, " Well I should like to go to Dover, how long shall
you be away?" " Oh, probably a week or ten days, but you can run
up to town from either Ra.msgate or Dover." Your friends will thus
be really your guests, and not co-sharers with you in the hire of a yacht,
for that is what the sharing expenses fad amounts to. If you cannot
afford to pay the expenses of your yacht without extraneous help
economise in some other direction; get a smaller vessel, or wait until
the cash box is more plentifully supplied. Should any of your friends
want to borrow your yacht, and offer to pay for the loan, it is another
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affair. If you are inclined to let her for a week, a. fortnight, or a.

month, there is really no reason why you should not do so. One thing
is important, if she is not already insured get it done before she goes
away.
Now, to return to the subject of victualling, it may not be amiss to
the yachtsman to know that 3+ Ibs. of bread a day will feed an adult,
or 2 Ibs. of flour made into bread. 1 Ib 5 oz. of peas or beans will also
supply the daily waste of tissue. Oatmeal, say 2lbs. per day, will
sustain life. Potatoes are less nourishing than the foregoing; 101bs.
of potatoes only equalling, as a flesh producer, 2 Ibs. of bread. The
mere fact of keeping a man alive, however, is not sufficient, his bodily
health and stren~th must also be sustained; therefore, other things
have to be taken mto the stomach besides those enumerated above to
supply the waste of brain and muscle. Of these the most necessary is
meat. In cases where a man has had to live on bread and meat for
weeks at a time, without any other variety of food, it has been generally
found that hi s bodily strength has been well kept up. Very few other
articles of food will supply a deficiency of bread and meat, vegetarian
professors and pamphleters to the contrary notwithstanding. Inasmuch, however, as we have been accustomed from our childhood to
varieties of diet, the body has, in a measure, become habituated to
change; and, therefore, it is absolutely necessary, if we wish to keep
ourselves in health, that our food should not be all of one kind,
monotony in eating, at least to most persons, soon palls the appetite,
and this tends to weaken the digestive organs. Certain" political
economists" may call our modern appetites "vitiated," but such as
they are they have to be studied to a certain extent, or the body loses
some of its elasticity for want of sufficient nerve producing power.
It is often a hard matter for the yachtsman to decide on the
requisite amount of provender for his contemplated cruise. To see the
perplexed look on the face of an amateur, as he thoughtfully considers
the all important question of small stores is refreshing.
Many think that the best way to meet all difficulties is to order a
Derby hamper. This, to say nothing of the expense, is a poor way
of sa.tisfying the requirements of hungryCorinthians. The pate de joia
graIJ and lobster salad, although very well as entremets, and no doubt
fairly satisfying to the ladies, will neither go so far, or be so relished
as the pea soup, juicy steak, or sea pie, made as only a ship's cook can
make it. Let us suppose that you are going away for a three days
cruise, which may possibly be lengthened to four, in a 15 tonner,
and that the number of persons on board is seven-rather a large
party you will say, but not for a modern 15 ton yacht-consisting of
two foremast hands, a boy, the owner and three friends. The owner
and one friend can sleep on the sofas in the saloon, and the other two
in the after cabin, or vice 'Versa. In the annexed list of stores to be
taken, I am presuming that the crew are to be provided for in common
with those aft. First and foremost it will be necessary to have a good
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piece of beef, which can be either roasted or boiled, according to fancy.
About 10 lbs. weight will be enough to take on board. Four quartern
loaves, about 3 lbs. of cheese, 2 Iba. of butter, 2 lbs. of brown sugar,
2 lbs. of loaf ditto, t lb. tea, t lb. cocoa, 1 lb. coffee, a jar of pickles,
1 tin captain's biscuits, 1 tin of ox tongue or beef, 1 tin Swiss milk, a
jar of jam or marmalade, and about 10 or 121bs. of potatoes. These
may be supplemented by a couple of tins of sardines, some eggs, bacon,
ham, and sausages. Of course you will not be at sea all the time, so
fresh eggs and milk for breakfast, with, perhaps, a bit of fish for a
change, may be obtained when you get mto any small port. Fruit
pies, puddings, and other luxuries of a like nature are not unattainable
even on board a small yacht; most sailors can make a fairly good tart,
and of course dough, or, as jack pronounces it, "duff," will be seen
occasionally on your cabin table. A <Juartern of flour will make a
couple of tarts and a good plain pudding, sufficient for two or three
dinners.
In marketing, take the boy on shore with you, with a good straw
basket, such as workmen carry their tools in; yacht sailors prefer
this sort to the ordinary market baskets used on shore.
Remember to fill up the fresh water tank, if the boat is fitted with
one, or if not, have the breakers (small casks) replenished. See that
oil and wick for the lamps is on board, and buy a good pair of lamp
scissors for trimming them. It is also advisable to have a spare coil
of good It inch manilla rope, in case any new gear wants reeving.
Now, my friend, I fancy you and your chums will be able to make
things pretty comfortable, especially if the owner adds to the above a
couple of bottles of rum, ditto whiskey, and ditto brandy; don't bother
with wine, unless any ladies are of the party; these, with a two gallon
jar of beer (securely lashed to the mast when under way), will be all
that is necessary in the way of drinkables. Do not forget the tobacco,
and a strong wooden pipe or two fitted with a metal covering over the
bowl, will prevent the chance of a burnt mark on a sail in a calm,
and make sure of a comfortable smoke in a breeze of wind.

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CHAPTER VII.
PREPARING TO
CASTING OFF MOORINGS. -MAKING

START.

SAIL.-TIDE

WORK.-A SQUALL.-

BRINGING UP.

A GREAT wrIter has said that "nothing can exceed the pleasures of
anticipation," without, however, going so far as that, I believe the
near approach of some long looked for happiness fills the heart with
joyful hopes, the realization of which more often than not hardly
equals our sanguine expectations. It is best, therefore, for the novice
in yachting to restrain his imagination somewhat, and while indulging
in the reasonable hope that everything will be couleur de 'I'08e, prepare for those little disappointments which, we are assured on high
authority, are inseparable from this mundane existence. Perhaps
while the train is whirling you down to the haven of all your hopes,
the sun may be shining and the breeze soft and favourable, by the
time you reach the end of your journey the wind has shifted and is
blowing a gale, the rain pouring down, and, to crown all, the macintoshes have been left behind. Don't be downhearted, however, but
with a "better luck next time" feeling, go on board and amuse yourself and friends by putting things straight below and tidying up
generally. It is wonderful how quickly the time passes, "Tea oh "
will be sounded before you are half settled in your floating home, and
the clerk of the weather will be almost forgiven for the chance he has
afforded you to unpack and stowaway eatables, drinkables, clothes,
books, charts, and the various paraphernalia with which the cabin of a
small yacht is crowded on the day before starting on a first cruise.
The fest of the evening after tea may be profitably spent in
inspecting the chart of the proposed course, and noting down the
principal marks and buoys you will have to pass, and arranging the
time to get under weigh the next day. I am one of those who believe
in an early start. The pleasantest part of a cruise is the sailing along
in the freshness of the morning, ere the sun has attained power enough
to make the glare of the white sails and deck rather oppressive, therefore turn in betimes, after piping all hands to a glass of grog to drink
success to the voyage. One thing before turning in, if the dinghy has
not been hoisted inboard, let a hand pass her forward under the
bowsprit and make her fast with a short scope of painter, this will
obviate the necessity of having to turn out in the middle of the night
H
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to fend the boat off from the side at slack water. There is a wonderful
amount of attraction in all floating bodies, and there is nothing so
annoying as to be woke up out of a sound sleep by the "bump,"
"bump," "rub," "rub" of the dinghy against the quarter or side of
the yacht. The first ni8'ht on board to the amateur is generally rather
trying work. The mmd is so excited, besides the novelty of the
situation and the motion of the yacht, as she rocks to the swell of some
passing steamer, are of themselves sufficient, when experienced for the
first time, to keep one awake. Everything must come to an end,
however, and by the time the first faint glimmer of the dawn begins to
show through the skylight, you will probably be just falling into that
dreamless sleep which often follows a restless night. Scarcely have
you thus dosed off when a rude shake disturbs you, and a voice, in not
the very sweetest of tones, says, or rather shouts, " I say, arn't you
going to turn out? It is half an hour after high water, and your man
says we had better be moving if we mean to save this tide." Out you
tumble-lucky if you do not bring the upper part of your head in
violent contact with a beam in doing so-and SItting on the edge of
the berth, feel as though you had not been in bed for a week. Never
mind, dress and get on deck and lend a hand to set the canvas, if the
yacht is riding to moorings, your skipper will probably have streamed
the buoy, and is only waiting his owner's appearance to slip. A knowledge of what is meant by streaming the buoy will not be out of place
here. When getting underweigh from moorings cast the chain bridle
off the bitts or windlass, make fast to the buoy, then pass the buoy
underneath the bowsprit shroud and see it is clear of the head sheets,
now pass aline through the ring on the buoy and bring both_ends on
board and make fast, now drop the buoy in the water and the yacht is
hanging on to the buoy. To slip, cast off one end of the line and haul
it on board with the other. Before doing this see that the bobstay is
properly tautened, that the bowsprit shrouds are set up, and the
runners and tackles hauled taut. Unhook the throat and peak
halliards, unlace the cover, fold it up and stow it in the sail locker,
hook the halliards in their proper places, cast off the tyers, or, as we
call them at sea, "gaskets," always make the tyers up neatly and put
them away so that they are handy. Nothing is more lubberly than
to see everybody hunting all over the ship for gaskets just at the time
they are most wanted. Now top the boom up a foot or two, taking
care the crutch does not go overboard in doing so, see that the main
sheet is c]ear for running. While yourself and another are busy with
the mainsail, one hand will have cast the coat off the foresail, hooked
on the halliards and shackled on the sheets, see that they lead clear.
Next get the jib along, run the hand down the bolt rope and take out
all turns, remember tlmt the bolt ro;Pe is sewn on the right hand side, as
that will tell you in the darkest mght which is the clew and which the
head, hook on the clew to the traveller and haul it out three or four
feet; now hook on the halliards, and be careful to put mousings on .an
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hooks, that is, bits of spun yarn, marlin, or a good rope yarn will do,
round the hook, as in Fig. 24 and 25. This keeps all
fast and prevents them getting adrift. Send a hand
out on the bowsprit and pass the dinghy astern and
make the painter well fast, then haul the jib out as
far as it is meant to go, belay the out haul and hook
or shackle on the sheets; most yachts' jib sheets are
fitted with a screw shackle, see Fig. 26.
Everything is now ready for a start, but first take
a look round and see whether the road is clear. If the
wind is very light and adverse to the course, it will
be advisable to get everything set before casting off
FI .26.
from moorings. Suppose, however, there is a nice
sailing breeze and the anchorage pretty clear, if
you wish to leave on the port tack run up the
foresail and make fast the bowline to the starboard fore shroud and
haul aft the sheets, put the helm a starboard, man the peak and
throat halliards and hoist away, easy with the peak, don't hoist it up
quite so fast as the throat or the latter will jamb. When the throat
is well up, make fast and peak the sail up till it just begins to wrinkle
under the jaws of the gaff. Belay peak halliards and ease off the
sheet a bit, cast off from the buoy, man the jib halliards and hoist
away, hauling in starboard sheet at same time. When the jib is up,
haul in the main sheet and away she goes, close hauled on port tack.
If there is plenty of room for a good
board, set up the jib purchase and pre
pare to set the topsail. If the weather
looks uncertain, leave the yard topsail
alone and be content with a jib header.
Get the topsail on the weather side of
the deck, see that the halliards are all
clear aloft and bend them on to the head
of the sail; in some yachts clip hooks
are used, if there are none, bend on with
a good clove hitch. Next, bend on the
sheet~ taking care it has not a round turn
round the gaff end or twisted round the
ensi~n halliards, and is also clear of the
to\>pmg lift; it is best to look at these
things when setting the main sail. Now
hoist away on the halliards and sheet,
not too fast, hold on a minute, do you
see that little bit of rope flying out from the tack clew? Well that
is to prevent the sail blowing out from the mast when han1i~g it
down ; pass ~he end of t,hat same rope ro.und the throat halliards and
make a bowl,ine knot on lts o~n part,. as m Fig. 27. A,. standing part
of peak halliards; B, rope Wlth bowline knot; 0, topsail. Now hoist

<Cl

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away again on the halliards, taking in the slack of the sheet at the
same time. When the sail is chock up, bowse down the tack with a.
small tackle, and then haul the sheet out taut. If you find the topsail
is too slack in the after leach, ease the peak halliards a little, which
will bring the weight of the gaff on the topsail and tend to flatten it.
Be careful to have your topmast shrouds back stays and topmast stay
well set up before hoisting the topsail.
The novice will have lost all his somnolescent feelings -by this time,
and the keen morning air has sharpened the appetite j here comes a
nice puff which lays the little clipper over to her rail, and already the
exhilarated feelin~s of the would be corinthian, which were somewhat
damped the preVIOUS evening, are beginning to return. He imagines
himself at the tiller of a flying 40, visions of helmsmen's lockets and
shining tankards presented by the fair hand of beauty, flit through his
excited brain, indeed, so joyous has he become that he insists upon
taking the tiller out of his skipper's hands, when the latter suggests
"Better stand by to/ut her round now, Sir."
The operation 0 tacking in a fore and after is a very different
business from the same manoouvre on board a square rigged vessel.
In the latter the multiplicity of sails and gear and the utility of the
different orders are rather puzzling, but in a fore and after, especial1y
in a cutter, the knowledge of putting about, so far as handling the
different ropes is concerned, may be acquired in a comparatively short
time. See that there is :elenty of room, by this I mean no other vessel,
either under steam or sail, likely to interfere with you while in stays.
Sing out" Ready about," and let one hand stand by the Jee jib sheet.
Ease down the helm, do not jam it hard down all at once, and again
sing out "Lee oh I" The hand forward must now ease up the jib
sheet, which spills the wind out of the sail and assists her ID coming
round. If there is a strong breeze the mainsail will flar. about very
much and jerk the boom from one side to the other as if It would tear
the stern to pieces, if there is no one aft but the helmsman let him
make the tiller fast to leeward (most yachts have a piece of rope made
fast to the bulwarks each side of the tiller t.o assist the steersman in
holding it, all that is required is to slip' the rope round the tiller head
and belay to a pin, if there are no tiller ropes, beckets ought to be
fitted on each side) get hold of one part of the main sheet and haul in
the slack as the boom comes in, this steadies it until it fills again; the
man forward, as soon as the jib blows over the forestay, must haul in
the opposite jib sheet quickly, ere the wind gets full power on the sail.
If she is at all slack in stays, keep the fore bowline fast until she is
fairly round, when sing out" Let draw," and the foresail will blow
over to leeward of itself, when the bowline can be hauled taut and
made fast to the fore shroud on the lee side, this also helps to keep the
foresail flat. While in stays a pull may be taken at any of the
halliards which require tautening up, that is if you have a spare hand
or two. The foresail ought to work on a traverse or horse in a cruising
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yacht, because there is one head sheet the less to look after. We are
supposed to have started on the port tack, the yacht is now on the
starboard, that is, her port or left hand side is to leeward. The wind
has come round a bit in that little puff which so exhilarated our
amateur friend; it is getting lighter though, and the skipper has
muttered something about the big topsail. Now, then, is the time to
get it on deck, if you are working short boards it would be better to
wait until the yacht is again about on the port tack, because that is
the side on which the topsail is set, but owing to the shift of wind she
is just lying her course although still close hauled. Send a hand aloft
to cast off the lacing of the jib headed topsail, if it is not laced there is
no occasion; ease away sheet and halliards very carefully and haul it
down by the tack, keeping it clear of the crosstrees. You will now see
the utility of the running bowline round the main halliard, the sail is
prevented blowing out from the mast and comes down without much
trouble. Although you are taking it in to leeward, which is contrary
to the modern practice, which is always to take a topsail in on the
winuward side, and in racing a hand goes aloft and shifts the back
over. In large yachts a good plan is to have a clew line fitted to the
square headed topsail, which brails the sail up to the yard and renders
it less liable to foul the crosstrees and rigging when hauling it down.
Meanwhile the square topsail is got on deck and the head laid along
the yard, the inner clew forward, and pass the fore earing first and
make fast, then stretch the sail well along the yard and pass the after
earing, hauling it as taut as you can get it, unless the topsail is a new
one and you are setting it for the first time, in which case only haul it
hand taut and don't rouse it too much. When the after earing is
fast, :eass the lacing. Now unbend the halliards from the jib headed
topsail and send a hand aloft to shift them over to windward and
bend them to the yard with either a fisherman's bend or a topsail
halliard bend-see "How to make Knots, Bends and Splicu, as Used at
Sea," a book published at Is.-if the halliard is fitted with clip hooks
pass it round the yard and hook it to its own part, and mouse the
hooks.
Most topsail yards are marked where the halliards should go. Now
hoist up sufficiently to raise the yard four or five feet from the deck,
bend on the sheet, which must also be bro~ht over to windward with
the halliards, take care that the sheet is inSIde the topping lift and is
clear of turns; now hoist away again, hauling out the sheet at the
same time, bend on the tack tackle, not forgetting the "lazy guy"
already mentioned,-hoist away until the yard is chock up to the sheave
hole or block at the topmast head, guide it up with a tripping line or
clear line, if it is fitted with one, in a small yacht this is unnecessary as
the sail can be kept well under command with the tack. Bowse the tack
down taut and haul out the sheet,-" Why ! what's the matter, the ~
is half a fathom from the topsail sheet cringle, that sail doesn't fit."
Ab I that's because the gaff is not peaked up properly, so get all

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54
hands on the peak purchase, slack the topsail sheet, and rouse away
on the peak. That's better, now haul taut the topsail sheet again;
there, you see, it sets like a card.
It is advisable to let the crew clean up a bit about decks and give
them a rinse down while the craft is slipping along so quietly-.
The decks ought by rights to have been scrubbed the first thing ID
the morning, but getting underweigh so early has interfered with the
morning ablutions, not only with regard to the ship but yourself and
friends also, so now is the time for a "good wash and brush up" as
the advertisements say. Meanwhile the smoke which begins to appear
out of the funnel and a certain savoury odour very like fried ham
assails the nostrils, and at the first whit you begin to feel as if breakfast would be by no means unwelcome.
It is not always, at least in yachting, that the mind can be
tranquilly employed dwelling upon the pleasures of an approaching
meal in the full confidence that everything, both below and aloft, is
all as it should be without experiencing some little disturbance. A hard
squall will interrupt the most profound reverie, but there is a worse
thing than even a sudden gust, and that is a dead calm. Perhaps
while below, busy giving the finishing touches to an elaborate toilet,
the inclined plane, which the vessel's floor presents to the feet, appears
to row less, the hissing ripple of the water round the sides dies away,
an an ominous flap, flap of canvas, accompanied by the creaking of
blocks, causes the party ID the cabin to pause in their application of
hair and tooth brushes, while the voice of the skipper sounds quite
alarming as he sings out" Flatten in the weather jib sheet." Don't be
scared, there is nothing much the matter, only the wind, which has
been gradually failing, has drawn right ahead, and the yacht, having
little steerage way on her, is "in irons,"-the meaning of which is,
that she won't payoff but apparently prefers to remain head to wind.
Hauling the weather jib sheet brings that sail aback and will tend to
force her head off. It s no use, however, what little wind them was has
vanished, the sails hang idly on the spars, the boom swings Iuboard,
and the blocks seem inclined to get up an impromtu concert in honour
of the occasion. If such a cont", temp8 happens in an estuary or
channel where there is plenty of sea room it need not give rise to much
uneasiness, save and except in the matter of time. When, however, it
occurs in a crowded tidal river like the Thames it necessitates extra.
care and vigilance upon the part of all hands. Even if the road seems
clear, vessels a little ahead of you may bring up all at once to clear
some obstacle towards which the tide is drifting them. The rudder is,
of course, useless, if you have sweeps on board-long oars similar to
those used by lighters-they will, in a small yacht, suffice to keep her
clear of anchored vessels. Supposing that you are without those
needful appendages, the anchor or kedge must be got over the bows
and a few fathoms of chain rauged on deck. Now is the time to see
what the crew are made of. See I the yacht is sweeping down on to the

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bows of an anchored steamer, round which the water is foaming and

spluttering as if she were going six knots. The danger is imminent, but
your skipper ought to be alive to it,-" Let go the anchor I" and the
splash of the mudhook is followed by the rattle of the chain through
the hawse pipe. The yacht brings up with a jerk, while the skipper
casts a rapid glance round to see which side it is best to go, " Hard a
port with the helm, Sir," is the result of his observation. The bows of
the craft sheer off to starboard, and the anchor, only just biting as it
were, is dragged from its hold and you sweep past the steamer all
clear. "Heave in the anchor forward there," IS the order, but before
you have time to breathe freely, an anchored brig appears in the road
and the operation has to be repeated, while at the same time a bright
look out must be kept for steamers under way, as they are not at all
particular in ~iving a sailing vessel a close shave. This is what is
caJled "dredgmg clear," only enough cable is veered away to enable
the anchor to reach the bottom, this checks the yacht's way and enables
the helmsman in a measure to regain the command of her. It is
exciting work, sometimes there is no room to sheer on either side, and
then you must bring up altogether and drop step by step 801:1 it were
until clear. If the tide is against the yacht, and you happen to be in
the main channel when the breeze drops, she must be either swept or
dredged into the snuggest berth within reach, out of the way of the
traffic, let go the anchor and take things quietly until the tide turns.
At last all seems pretty clear ahead, a little cats'-paw steals along the
water and she again moves ahead of the stream, and the lad's" Please,
Sir, breakfast's getting cold," is answered by a simultaneous dive
down below, and it will be found that the excitement you have just
gone through has rather increased than impaired the appetite.
A summer's morning, so changeful in the matter of wind, as I have
endeavoured to describe, is often followed later on in the day by
thunder squalls. Those black looking clouds away up to the eastward
mean something, so, not to be caught napping, see all the halliards
clear. When they are coiled up, the coil ought to be capsized so that
the rope will run freely without fouling. Shroud or ho:WB6r laid rope
mUBt be coiled right handed, or with the Bun or it will be lull 01 kinkB and
turnB. Next get a reef earing rove, if the skipper has not done so
already. It is always best, no matter how fine the weather, to have at
least one reef earing rove. To reeve an earing, pass it up through
the bee block on one side of the boom, through the thimble or cringle
in the leach of the mainsail, and down through the opposite bee block.
Some yachts booms are fitted with brass sheaves in the bee blocks, but
in small yachts a simple cleat with a score cut in it is most common.
A little grease or soap in the score will ease the reef eariug through
when hauling on it. The reef tackle should also be handy. Iu large
yachts it is customary to bend on the earing to the tackle and hook it
on its place under the boom, overhauling the tackle so that the earing
is .lack and does not girt the leach of the sail. MeanwpilEl the wind
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56

is be~ning to freshen up and it is time to take in the topsail, no time

to shift tack and sheet over so get it down as it is, don't ease away the
sheet too quickly, but gradually, in fact let the yard come nearly up
and down the mast before easing much, then you may haul down on
the tack hand over hand and sing out "Ease away the sheet handsomely." Having got the topsail on deck, get one hand to stand by
the fore halliards while another does the same with the down haul.
Always have a down haul rove for the fore sail, bend it on to the he.ad
of the sail, lead it down through the hanks on the fore stay, and lDboard through a small block lashed alongside the fore tack sheave.
The main tack tricing line should also be /
ready for use. The main tack should be all / ;
ready for casting off at a second's notice.
The best way to make a main tack fast in
a small yacht is shown by Fig. 28. To cast
it off, pull the loop through and it is all
adrift in a second.
I
Now you are all ready for the squall. I-~==~~~
Ah, here it comes at last, more rain than
wind in it after all, yet it struck the yacht
with sufficient force to lay her over until
the lee bulwark and a couple of deck planks
are submerged; luff her to it so that the luff of the mainsail just
quivers and ease up a foot or two of the jib sheet, this will ease
her a good deal. She is still rather over pressed, but it is only a
summer squall and will soon blow over. A crack up aloft like a pistol
shot startles you, and someone sings out "The fore halliards are gone,
Sir." All right, down foresail and up maintack, and sail her along
with jib and reduced after sail. Now you will see the utility of the
fore downhaul; the foresail is half way down already, but the wind.
binds the hanks against the stay, a vigorous pull on the downhaul
clears them and it rattles down all snug. Let go the main tack, and
haul on the tricing line until the tack is about three fourths up the
mast, when belay tricing line. Next, unreave the fore halliards and
long splice the broken part, or, if they are old and worn-a circumstance you ought to have ascertained before putting to sea, by-the-bye
-get up your coil of new rope and cut a length from it and reave new
fore halliards, bend them on to the sail and hoist away again. By this
time probably the squall is over, so down maintack and coil up the
loose gear. The tide now begins to slacken, so never mind setting the
topsail again, unless the wind is fair and you and your friends are
anxious to make a quick passage and don't mind night work; another
tack will bring the yacht into very good anchorage, so your skipper
informs you and suggests the advisability of bringing up while there's
a good chance. "Then you can get your tea comfortable like" he
adds, by way of givin~ force to his opinion.
In bringing up it IS always best to ~et as much as possible out of
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57

the way of the traffic. Choose a clear berth, with sufficient depth of
water, so as to leave a margin under the yacht of a fathom or so at
low tide; and take care that the spot you have chosen is well sheltered
from the prevailing winds, so that if it comes on to blow hard you may
-not be disturbed. Consult the chart for the force and direction of the
tides in the vicinity, and get as much into the slack as possible. If
there are many vessels brought up, notice how their heads tend, and
when the anchor is down sheer your vessel-done by giving her a little
port or starboard helm, as the case may be, and lashing the tiller in
that position accordingly-so that she swings clear of other craft.
We will suppose that you have reached a suitable anchorage, keep
well to leeward of your berth, and putting the helm gently down shoot
her towards it, head to wind, at the same time singing out-" Down jib
and foresail"; as soon as the vessel's way through the water has
ceased let go the anchor, and veer away about double the amount of
chain as there are fathoms at high water, thus, if brought up in 7
fathoms at high water give the yacht 14 fathoms of chain. Of course,
if it comes on a gale of wind you must veer away a few fathoms more
chain. Unhook the jib from the traveller and halliards, unshackle
the sheet and put it down below unless wet, when it is best to leave
it bent, putting a couple of tyers of rope yarn round it, called stops,
to prevent its blowing about, stow the foresail, and lower away the
mrunsail; the ensi~ halliards will be found useful for a peak downhaul,
and the tack tricmg line will bring the throat down if the hoops are
inclined to stick. Pick up the mainsail, pass the tyers, haul the mainsheet taut, and clear up the decks. Sound the pump to see that
she has made no water, and tell the steward to stand by his tea-kettle.
While that delectable meal is preparing
the kedge anchor into
the boat, with about 7 to 10 fathoms 0 line,-a. good 3-inch bass
hawser makes a capital kedge line for a 10 or 15 tonner,-and let
the boat row off to about that distance broad off the bow, when
far enough drop the kedge overboard, and row back to the yacht
with the end of the line, heave in a fathom or so of the chain cable
and make the line fast to it with a ~ood rolling hitch at the waterline, now slack away the chain agrun, and your yacht is securely
moored, and should anything drive or run foul of her during the
night you can recover damages, whereas, if only laying to single
anchor, the chances are, you could not claim a sixpence. Always lay
your kedge off on the side opposite to that to which the yacht is
sheered.
Clear up the decks, see that the riding light is properly trimmed,
and if it is dusk make it fast to the fore stay at about a fathom from
the deck or bight of fore halliards and hoist it up about a fathom and
a- half from the deck. The yacht is now snug for the night, and all
hands will be in right trim for a jolly comfortable tea, and in the
hope that the reader's first day at sea. will end as pleasantly I will
now close this chapter.

,et

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CHAPTER VIII.
HANDLING

YACHTS.

THB OU'l'TBR.-T1IB YAWI,.-THB SCHOONER.-RBMABKS ON OTHER RIGS.

ONE of the first things a Corinthian yachtsman should learn, is how

to handle his own craft. By this I do not mean the mere art of steering, for although it is in the highest degree necessary that he should
be a good helmsman, yet it is equally important that he should be
capable of taking entire charge of his vessel in a case of emergency.
The quick and ready eye and doing the right thing at the right
moment, are the distinguishing characteristics of the thoroughbred
seaman, and although the reader may not aspire to the position of a
Nichols, Diaper, or Cranfield, still he may, by a little attention, study,
and careful observation, become in time a very good. corinthian yachtsman, that is if his heart is in' his work. The man who does not care to
learn, or fears to soil his hands, has no business afloat save as a
passenger.
The most common rigs among British yachts are the cutter, yawl,
and schooner. Twenty years ago the yawl, or dandy as it was then
called, did not meet with much appreciation among either skippers or
owners. It was considered neither one thing or the other, and the
common remark among yacht skippers in reference to any particular
yawl was, "Ah, Sir, she's a good. cutter spoilt." At present, however,
it rivals the cutter in favour, and its advocates and admirers are legion.
With resJ?ect to schooners, the modern vessels of that rig are very
different mdeed from the craft which the "America" vanquished in
1851. Small schooners are, I think, a mistake, by small I mean
vessels under 50 tons. For speed and weatherliness there is no rig
equal to the cutter, except perhaps the American sloop, and the latter
only in fine weather. In the matter of handiness the yawl rig is
superior, because size for size, a yawl requires fewer hands to work her.
In a 5 or 10 tonner, however, the difference in the weight of gear and
spars between the two rigs is so trifling that it is not worth thinking
about, so commence your yachting career in a cutter, and when you
can sail her in li~ht wind or strong, and have thoroughly mastered
all the peculiarities of your little ship, all fore and aft rigs will be
alike to you so far 80S handling a vessel is concerned.
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The first thing is to learn the names of the different ropes and
"here they lead. This ought to be acquired so thoroughly as to enable
you in the darkest night to put your hand on any particular rope.
Next make yourself acquainted with a few of the more common knots,
bends, and splices. A few hours practice with a marlin spike and
piece of rope will do wonders in this direction. The mechanical part
~of steering is easily acquired, but the art of making a vessel do everythi~ but talk, by humouring her with the tiller, is more difflcul t of
attainment. Good helmsmen there are in plenty, but it is not given
to everyone to become a :first-rate timoneer. Some persons are naturalborn steersmen and can take the helm in any craft that sails the seas
in fair weather or foul after half a dozen lessons. ShonId, however,
the reader not be one of these gifted mortals, the best thing is to
endeavour, by careful attention to the action of the rudder on the
vessel under every condition of wind, and by constant practice overcome any difficultIes in that direction. Some people have an idea that
the best way to teach a novice how to steer is to let him practice
in an easy steering vessel, this is a mistake altogether. The mere
mechanical action of the hand and arm in putting the helm to port to
send the vessel's head to starboard, or vice tN1rsd, is no doubt very
simple and. easy, but in a vessel that requires a little humouring, the
mind is brought into play more extensively, the perceptive faculties
are e~ercised, and the effect of the helm in conjunctlOn wlth the balance
of sails, has to be studied in a way which compels a novice to give that
attention to his steering, which more than anything else will teach him
to become a good helmsman.
In steering, the position of the helmsman should be to windward,
in a very light breeze he may stand, provided he has good sea legs j
the weather tiller rope should be slipped round the head of the tiller
and held in both hands, as in Fig. 29, or he may take hold of the
tiller with one hand while the
other holds the rofije. In a
FI(;,29.
I arge yacht th e t er ropes
are a block and tackle. Never
saw the tiller backwards and
forwards as some do, at least,
not more than can be helped j
if the vessel carries a good
weather helm an extra puff
will cause her to luff without
the necessity of putting the
helm to leeward. Always let
her eat to windward all she can in the puffs when closed hauled, never
keep her away for a squall unless to avoid collision or other danger
to windward. If the squall is a very heavy one and you are short
handed and want to reduce sail, let her luff all she can, shove the tiller
down to leeward, make it fast in that position, and haul the foresheet to
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windward, and make the bowline fast, she is then "hove to," see Fig. 30,
and she can be reefed, the jib
shifted, or anything else done
that may be necessary at the
time. Reefing the mainsail is
an operation which, unless you
have a strong crew, had. better
be done while laying head to
wind. The reef tackle should
be bent on to the earing in the
manner described in the last .4;;o::;::::;.;;~chapter, ease up the mainsheet, so that the boom may
be topped up, and haul on the
Fle.3D.
topping lift; if the yacht is
fitted with double topping lifts, haul on the weather one and make fast.
Cast off the main tack, ease the main and peak halliards until the sail
has settled down to the first reef, now haul on the reef tackle until the
cringle in the after leach of the sail is close to the bee block, through
which the earing leads, belay the reef tackle to the cleat underneath
the boom, roll up the foot of the sail tightly and evenly, and tie the
points with reef knots. Hoist up the throat and peak, ease away the
topping lift, and haul the tack down with the tack tackle. Haul in
the sheet again. Next shift the jib, let go the outhaul, and ease away
the hilliards; gather the sail in the arms as it comes down, and be
careful it does not get overboard or you may have some trouble to
get it in again j unshackle the sheets, and unhook it from the
traveller, pass the smaller jib along; with single reefed mainsail, No. 3
jib should be carried, hook the tack cringle to the traveller, and hoist
away, taking in the slack of the lee sheet; when the ha.lliards are taut
belay them and rouse down the purchase. Pass the other jib down into
the forecastle or cabin, not into the
Fie.) I
sail locker, because if wet it will damp
the other sails. Coil up the ropes,
right the helm, let draw the foresheet, and away she goes again. If
there are signs of the wind getting
stronger, reeve another earing and
rack the first earing, that is, put a
seizing round the earing and the
boom close to the bee block, as in
.
A. Fig. 31, cast off the tackle, and make the end of the earing fast
by jambing turns round the boom, or to a cleat under the boom; the
.
tackle is then already for the second earing.
The most ticklish manreuvre in a cutter is gybing in a fresh breeze.
Gybing is shifting the b.oom. fro~ one side to the other when b~fore
the wind. When the wmd. IS rIght aft or, as some modern wnters
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are fond of saying, "dart aft," there is always danger of the boom
coming over of itself, and as a sudden gybe, "all standing," is seldom
accomplished without an accident of some sort, proper precautions
must be taken to guard against such a mishap. A rope, termed a lazy
guy, made fast to the boom and taken to the after shroud will keep the
boom in its place. The helmsman should be a practised hand under
such circumstances as everything depends u{lon the manipulation of
the "twiddlin~ stick." Suppose you are runnmg under a single-reefed
ma.insaill and It becomes necessary to alter the course a point or two,
which will bring the wind on the opposite quarter to that which the
vessel is carrying her maiu boom. Haul on the topping lift so that
it takes the weight of the b06m, lower away the peak halliards, and
also ease the throat a trifle as well, just sufficient to take the strain off
the lufF of the sail. Get all hands on the main sheet, and letting go
the lazy guy gather in the sheet hand over hand, and let one of the
crew catch a turn over the kern or cavel, a large cleat, made on
purpose to belay the ma.insheet to, while another hand lets go the
weather runner and tackle, and then hauls taut the lee one. Put the
helm over and keep her away until the wind takes the mainsail on
the other side, when pay away the mainsheet handsomely, don't let it
a.ll go by the run ; when the boom is well off, belay mainsheet, and
shift the head sheets over.
The mode of gybing in a yawl or schooner is much the same as in a
cutter, the only difference being, in the one, the mizen sheet has to be
attended to, and in the other the foresheet. In a schooner, with a boom
foresail, the best way, if short handed, is to haul the foresheet close in
and make it fast before attempting to gybe, then get all hands aft to the
mainsheet and proceed as already described. As soon as she is square
off again and tlie mainsheet fast, ease off the foresheet, and shift over
the head sheets. In running with the wind right over the tafrail it is
sometimes advisable to run "wing and wing," that is, with the mainsail
square off on one side and the foresail on the other. Lazy guys should
be attached to both booms in such a case, as it is almost impossible,
especia.lly if there is a heavy sea, to prevent the vessel from occasionally
yawing,'so as to bring either fore or mainsail "by the lee."
The operation of tacking in a cutter has been already dealt with,
but a schooner is not always so quick in "stays" as the "single
sticker," and it often happens that a little humouring is necessary.
Very often a vessel owes her bad name in this respect to the bad
management of those who sailed her. Take, for instance, a schooner
under double-reefed mainsail, and reefed fore staysail, with foresail
stowed, this is very trying sail to beat to windward with, if she has a
running bowsprit she would have a small jib set as welL A schooner
without her foresail is but a lame duck, and although she may be very
dry and comfortable, will not behave so well as when the foresail is set.
There is a nasty jump of a sea, and you want to put her on the other
tack, watch for a smooth, which generally takes place after three heavy

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seas have past in succession. Ease down the helm, ease off the stay...
sail sheet, and haul in on the mainsheet as she comes up in the wind,
if she stops dead and begins .to go astern shift the helm the other
way, which will very often force her head off on the right tack. This
manoouvre requires great promptitude and care. If the helm is shifted
before she has got stern way on, it will simply hang her in irons, and
if left until the first shoot astern has spent itself will simply have no
appreciable effect either way. If she misses stays altogether,' and
there is room for another try,:fill on the old tack and get good way
on her before attempting the manoouvre again.
Reefing a schooner's mainsail is performed the same as a cutter,
and the boom .foresail also has earings rove through scores cut in
cleats placed on the after end of the boom for that purpose. A
foresail with sheets, which lead abaft the mainmast, is called a lug
foresail ; and this is reefed by hooking the sheets into the reef cringle,
rolling the sail up tightly, lashing the outer clew with a good piece of
amber line or ratlin stuff, the reef points are then tied, and the tack
boarded id est, brought close down to the boom, and then the halliards
set taut, same as the mainsaiL
One thing I would always recommend in a schooner fitted with a
boom foresail, and that is a vang for the fore gaff. Owing to its
narrowness at the foot there is very little pull on the after leach,
consequently the gaff sways off at a very much greater angle than the
boom, and unless the boom is nearly amidships the upper part of the
sail is nearly useless. By Jashing a small block under the upper cap
of the head of the mainmast and reeving a line through it, one end
leading down on deck, the other fast to the fore gaff end, the nfF can
be kept from swaying away to leeward, and the pull of the sail becomes
more effective. A lug foresail does not require it, because the pull of
the sheets is further aft. In small schooners, say up to fifty tons, a
single line would be all-sufficient, but in larger vessels a regular tackle
would be necessary, the single block on the gaff and the double One at
the mainmast head.
One of the most favourite rigs of the present day is the yawl, or as
it used to be called the" Dandy." The latter, however, differs from
the yawl proper in having no boom to her mainsail, the sheets of the
latter going on a bridle, so that it takes the pull on the after leach as
well as across from clew to throat. The modem yawl is an extremely
handy rig, inasmuch as in reefing, getting under way, picking up
moorings, &c., a vessel can be kept under full command with the
mizen and jib, a great desideratum when short handed. Again, in
turning to windward in a narrow channel, with but little way on the
craft, the fact of the yawl's coming about with but little trouble may
be confidently relied on. A small tackle leading from the mizen boom
through a leading block on each quarter, and the ha.uling J!art in the
hands of the steersman, will enable him to make a certainty of the
vessel's turning like a top. He may even take a haJf turn round the
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tiller and then the act of putting the helm down hauls the mizen up
to windward. The bargemen on the river gene:;;/ly work their mizens
with the rudder when beating to windward. The utility of this is
easily explained. When the vessel comes head to wind, the mainsail is simply flapping about, it has lost its power of pushing her
round, and consequently the continuance of the turning motion imparted to the vessel when the helm is first put down depends upon the
action of the water on the rudder. Now the action of the rudder
depends on the speed a vessel is passing through the water. In a
light breeze the rate of sailing is not very great, therefore as she
comes head to windward the momentum gradually ceases and the
vessel turns but slowly, occasionally- perhaps refusing to come round
at all. By hauling the mizen to WIndward that sail retains the power
of :pushing the stern aside, and thus assisting the rudder long after the
maIDsail has ceased to act, and thus it is that barges and craft of that
description seldom, or never miss stays in the lightest breeze.
Another thing in favour of the yawl rig for cruising vessels is its
adaptability for bad weather. In extended cruises, of which I will
treat in the next chapter, it sometimes becomes necessary to keep at
sea, even although the" Elephants look omnibus," as Mrs. Partington
sa.ga.ciously observed. Vanderdecken has said that "A storm jib and
a trysail are a cruiser's best port," and no real sailor will gainsay the
wisdom of that observation. It does not always follow, however, that
the trysail is all ready for setting at a moment's notice, though it
ought to be, besides, the mainsail must be stowed first. In a yawl
matters are much simplified, the mizen will suffice to keep her head to
the sea while the trysail is being set. Again, the gaff carries away, or
halliards part, rather a serious thing when struggling to windward in a
heavy sea with an undermanned cutter; in the yawl the mainsail can
be lowered and damages repaired without any troublesome thought
arising as to the "amount of leeway to be picked up when once more
all-ataunto. I am speaking now of the real bona fide yawl, not the
sham affair occasionally seen at local regattas. A yawl should have
her mizen mast stepped so that it will stand up against a gale of wind,
and not tumble over the side directly any extra pressure is brought to
bear upon it. There is another very handy rig, a modification of the
schooner and yawl, called the "Ketch." The ketch differs from the
schoon&r in carrying her principal sail on the foremast, and differs
from the yawl in having the mizenmast stepped further inboard, and
carrying a gaff sail on it instead of a yard. This description of craft,
however] is mostly used for trading purposes, and is not considered so
sightly ID her ~ as either the yawl or schooner. "Handsome is that
handsome does' should be the motto of the yachtsman, and your true
sailor ought never to despise a vessel because she may happen to differ
in some trifling degree from what he may have been taught to consider
a true orthodox style.
An attempt has been made at different times to introduce the

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American sloop rig to our waters. With the exception, however, of

Windermere and one or two other fresh water yachting stations, the
believers in the efficacy of the single head sail have not met with that
success in converting our yachtsmen as was anticipated. Although for
working to windward in smooth water, the American style can scarcely
be surpassed, something more is necessary when sailing in the turbulent seas round the British coasts. The big staysail of the sloop is a
far more pressing sail than the jib and foresail of the cutter, besides
being very awkward to handle in a breeze. The only way of reducing
the head sail is by reefing it, unless it goes with a bonnet, but as the
sail is set on the forestay, reefing it does not bring it further inboard,
although the surface of canvas is lessened; besides, in the operation of
reefing, a hand has to go out on the bowsprit, not a very pleasant berth
in a bit of a sea. The bowsprit cannot be run inboard like a cutter's
because it is a fixture, the forestay leading through the end of the
bowsprit and is set up on a stem shackle like the bobstay. In large
sloops, a.nd in schooners also with standing bowsprits, both the farestay and bobstay are set up by screws attached to shackles in the stem.
The flying jibboom sometimes runs through irons on the bowsprit, but
is often merely lashed on. In some of the imitations of the American
rig seen in Continental ports, notably in Antwerp, the flying jibboom
does duty for the spinaker boom as well, and vice tlM"8d,.
I should not advise the adoption of the American sloop rig fur
English waters. It is unhandy in more ways than one. Some yachtsmen believe in a modification of the sloop and cutter, the head sails of
the latter with the mainsail of the former. The length of boom necessary in the mainsail of the sloop-the gaff being so narrow, cloth must
be had somewhere-renders it a nasty awkward sail to play with in a
breeze. Besides, from its being laced to the boom, there is no tricing
up the tack to ease the vessel in a squall. A great deal has been
written and said anent the merits and demerits of lacing sails to
booms. I, myself, have tried mainsails laced and unlaced, both in
models and real yachts, and so far as the experiments went, am
decidedly in favour of non lacing. I found that a boat is livelier in a
sea with the sail unlaced, an opinion confirmed by the skipper of a
Greenwich cod smack, who told me that "He had tried his main98.il
laced to the boom after the fashion of that 'ere American schooner, but
it warn't no use, only pinned her down in a sea., so I cut's 'em adrift and
she was as lively agaIn, in fact we likes a little draught through 'em."
The Americans themselves now acknowledge that a loose foot is best.
I am aware that some of our racing schooners have their mainsails
laced to the boom, but it is questionable whether any great advantage
is gained by it. In smooth water and light summer breezes it answers
admirably of course, but for <rnising purposes give me the old-fashioned
plan of an out-haul and a free foot.
Next to the cutter, yawl, and schooner, the lugger rig is believed to
be the best for aJI-round purposes. The rig has even be~n thought by

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some superior to the cutter for speed, and in reaching and rwining
there can be no question but that a couple of well cut lugs take a
tremendous amouut of speed out of a boat. In 1853 a little four ton
yacht called the" Gnat," belonging to the late Prince of Wales Yacht
Club, came out in the matches as a two masted lugger. The foremast
was stepped right iu the eyes of her, in fact close to the stem, and was
stayed to outriggers similar to ordinary whiskers, only stronger in pro.
portion. The mainmast raked
aft considerably. The sketch,
Fig. 32, will give the reader
a betteridea of this wonderful
Fie .32.
little craft. She exhibited extraordinary speed on all points
of sailing, but more especially
on a reach. The fore-lug had
the ta.ck fast to a short bumkin projecting from the stem,
and her sails stood like sheets
of eard.board. In beating to
windward the fore-lug had to
be dipped each time so that it
set tQ leeward of the mast, but
this might have been obviated
by cutting the fore luff the
same as the mainsail and
having the tack fast to the
mast like the Pembroke luggers. A small jib could then
have been set, and by having the main and foresails hoisted on opposite
sides the trouble of dipping is avoided, aud the boat rigged in this way
can be stayed as easily as a cutter. Another celebrated yacht rigged
as alugger was the " New Moon," built by Tutt, of Hastings, for Lord
Willoughby D'Ersby. This vessel measured by R. T. Y. O. rule, 209
tons, and carried three enormous lugs, the main containing 900 yards of
18 inch canvas. She was built in 1859, but came out as a racer in 1865
and 1866. Some extraordinary stories were current regarding the speed
she displayed. It was said that she had reeled off 17i knots on a
reach, and beat the mail boats crossing the channel in 8. very hollow
manner. When she came to be tested against other yachts, however
she did not bear out her great reputation. Such craft as " VolantB,';
" CryBtabe~" " Vindez," and even the old" Ma.riM" beating her easily
going to windward, and the famous " Alarm " beat her 32 minutes in 80
race from Sheerness to Harwich in 80 fresh leading wind for three parts
of the way. The" New Moon" certainly managed to beat" Cry8tahel,"
"LuluJorth," and three or four other cutters over the same course in
the following year, but it was reaching most of the journey, and after
all as she only came in fifty seconds ahead of " Cry,tabel" it canuot ~
Jt

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called a very grand performance. However, there is no doubt that the
lug sail is a very powerful one with the sheet eased oft' a bit, but the
rig is not to be recommended for all-round cruising.
Latteen is a rig rarely seen in English waters. Those who have
visited the Mediterranean carry away with them lively recollections of
the graceful feluccas common in that sea. No doubt they are very
picturesque in their a.ppearance and are fast down wind, but it is in
working to windward in a breeze that they are seen to least advantage.
enormous whalebone,
The long taperinO' yard, springing about like
is not easy to han~le in 80 gale of wind. Reeting is the most dangerous
operation, especially when it is done from the yard; and the risk is so
great that the men who undertake the duty get double pay. It is 80
powerful sail to run with, but not so good on 80 wind unless there is a
boom on the foot, and even then the extreme pliability of the elongated
yard causes the body of the sail to belly out considerably. Like the
square lug, it h808 to be diJ.>ped every time the vessel goes about. To
obviate this, various inventions in the shape of sheers and double masts
have been tried, but although some of these have answered fairly well
when applied to small boats, they have been found of little practical
use in larger vessels. The Bermudian rig is but a modification of the
American sloop, a.nd although 80 very weatherly rig, is not good for
running and reaching ; in fact, to sum up, the young yachtsman cannot
do better than stick to the cutter or yawl, the former for racing, and
the latter for cruising.
Before dismissing the subject of handling yachts, I wish to impress
upon my readers the desirability of always having the trysail and storm
jib handy when bound on a cruise. The trysail gaff should be laced to
the sail and the latter neatly made up in its cover. In some yachts it
is lashed on the main boom, but in 80 small craft, if she has a cockpit,
it will stow along the sides under the locker. If there is no cockpit
and the gaff is too long to P808S down, 1808h it alongside of the skylight.
Should you not have a trysail ready when cauO'ht in 80 gale, with no
port under the lee, make eyelet holes along the Iuft' of one of the jibs,
2nd or 3rd. This laced to the mast will be found useful as a dernier
ruaort. There should never be less than four jibs. Some yachts have
as many 808 six on board, No. 1 a large light jib for reaching and
running, No. 2 80 good working jib, No. 3 for a SIngle reefed sail, and
No. 4 a storm jib made of No. 2 or even No. 1 canvas. A big Jib
should never be carried on a yacht when close hauled unless the WInd
is very light. Directly the craft begins to lay over a couple of streaks,
even although under a Jib headed topsail, stand by to shift for a handy
working jib. A large Jib not only has 80 tendency to sag the boa.t away
to leeward, but actually stops her speed through the water 808 it buries
the boat bodily into the seas. Another thing the young yachtsman
must bear in mind, and that is when sweating up the jib purchase, take
care and not take the strain oft' the forestay. This often occurs in small
yachts, and besides looking 1lIl8ightly-noth~ng is 80 lub~rly to a sailor

an

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as to see the forestay aJI in a. bight-is rea.lly dangerous. The whole
strain of the mast being on the luft' rope of the jib, it stands to reason
that something must g01 either the bobstay, the luft'rope, or the halliards.
The sudden jerk occasIOned by the breaking of a.luft' rope may carry
away the forestay also, as I once witnessed myself on board a 15-ton
cutter. There seems to be 80 mania upon the part of some yacht sailors
to rouse upon everything they can lay hold of that has 80 purchase
attached to it, especially if they have been accustomed to large craft.
Bowsprits are bowsed up and down by means of the jib purchase and
bob stay fall until they are like a poker, and it is 80 wonder that many
more bowsprits are not carried away.
The continual strain that is put upon this unfortunate spar in some
yachts must necessarily weaken the fibres of the wood, and consequently
80 little extra jump or jerk settles the question, and away goes either the
bowsprit or bobs tay, or perhaps both. Everything should be taut and
bear an equal strain, but there is 80 limit to the endurance of even
hemp wood or iron, and care must be taken that this limit is not
overstepped.
There is one sail which is very handy for 80 cruiser, be she cutter,
yawl, or schooner; I allude to the square-sail, not the ponderous sail,
with its braces, lifts, clew-lines, and complicated gear, without which
no yacht was considered complete 80 quarter of a century ago, but a
nice handy sail, bent to a light yard, and set flying in the same manner
as 80 spinnaker. A square-sail will be found most useful for running,
even in strong breezes, for what is more comfortable than to furl the
mainsail and crutch the boom, and run under the square-sail alone?
No trouble about gybing then; all that is required is to have the
booms double, and made with jaws similar to 80 gaff, the outer end to
have 80 sheave hole through which a sheet is rove. The way to set it
is simply to bend it to the yard with 80 lacing, bend on the fore-halliards
to the middle of the yard a.nd hoist. it up. The outer lower clew is
then hooked on to the sheet at the outer end of the boom, and hauled
out, the sheet serves as an after guy. A rope made fast to the squaresail boom, and belayed to the rail, will keep it from rising. To take it in,
lower away the halliards, unship the boom, ease up the sheet, and gather
it in as it comes down, the forestay prevents it from blowing forward
out of reach. The boom being made with jaws, it is unshipped in
an instant, and comes inboard of itself without any trouble. Nothing
can be more simple than this plan, as it enables the square-sail to be
set either side most expeditiously. Say it is set on the starboard side, and
you want to gybe, while one hand is easing in the sheet, another ships the
port boom, hooks on the inner or port clew to the port sheet, and hauls out;
In fact, it can be done in much less time than I take to write it. If
running right before the wind both booms can be shi:pped and the sail
set s<Juare. A spinnaker could, of course, be treated In the same way,
and It has often surprised me that this plan of two short booms with
jaws has never occurred to racing yachtsmen, it is much simpler than
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the sliding gnnter booms advocated some time since in the colnmns of
the Field. I have had practical experience of its ntility, and can
recommend it confidently, especially for small crnisers. The jaws may
have a rope parmI made with an eye and toggle, just to prevent them
slipping away from the mast, it can be ca8t off in an instant, but the
.pull of the sheet keeps it in close enongh.

-=

o HAPTER

IX.

EXTENDED CRUISES.

PLAOES WITHIN THE SOOPE OF THE OORINTHIAN YAOHTSXAN-GETTING

ON SHORE-PLEASURES OF YAOHTING-MARINE SKETOHING.

BRITISH yachtsmen have often been twitted by their American cousins

with being mere fresh water sailors, although in reelity the boot is on
the other leg. Certainly the Americans were the first to send their
vessels over to our waters to contend against the clippers of the Clyde,
the Thames, and the Solent, but the majority of Uncle Sam's pleasure
vessels are anything but fitted for rough sea work, and therefore it is
not to be wondered at that the majority of American yachtsmen prefer
to potter about inside the narrows to braving the dangers of 80 coasting
voyage up and down their extensive sooboard. It is by no means
unusual to meet with a 10 or I5-ton English yacht as far south as
Bordeaux or Brest, and as for coasting trips, have we not the voyage
of the Pet, 8 tons, O. M., round England, to say nothing of the Kate,
5 tons, and others too numerous to mention, which show conclusively
that British yacht owners are not afraid to face the briny even when It
wears its worst aspect.
I am aware there are plenty of gentlemen belonging to some of the
more pretentious clubs owning vessels of large size, fitted with every
improvement in the shape of sails and gear, whose only experience of
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the pleasures of yachting seems to be confined to an occasional stretch
up and down the Solent. On regatta days they display a considerable
amount of gay bunting, and frighten the sensitive ears of their more
delicate lady visitors with the occasional reports of their brightly
polished cannon; but when it comes to sailing, well, there's always
something which interferes. An engagement to dinner, business in
town, the wind is too strong, or there's not half enongh of it, and the
tide is wrong, the stores have not come on board, and in fact there are
generally a hundred and one excuses ready why they should not put to
sea. So the season wears on, and these butterfly yachtsmen remain at
their moorings until the last fashionable visitor has left the port, and
then there really seems as if something was to be done at last in the
way of cruising, up goes the blue peter to the fore, away aloft with the
snowy canvas. "Ab, this is something like." "Hullo I why, not
going into this mud creek, surely? What going to unbend sails?
Oh, I see, after all it wasn't a cruise." No my friend, only a run over
to the laying-up yard; and dismantled and :paid off, there the vessel
will remain, until the time for fitting ont &gam arrives.
Such yachtsmen can know but little of the real spirit and enjoyment of yacht sailing; they may :perhaps have touched at the different
Mediterranean ports, for instance m a passenger steamer, but can have
but a poor idea of the pleasure which can be gained out of a cruise in
those waters in one's own well-appointed vessel. They may, perchance,
have participated in the excitement of a well contested race as spectators, but are strangers to the proud delight of steering their own
craft to victory. These are the arenes of our pleasure navy. They
keep a yacht for the same reason that Mrs. Fitzshoddy crowds a lot of
people who care nothing for their hostess, and less for each other, into
her small rooms, because it is popularly supposed to be the right thing
to do.
lt is rather a feather in the cap of the members of the junior olubs,
that they are adventurous enough to take their little clippers upon
trips that are considered by some only within the capabilities of larger
craft. Indeed, a writer in Hunt' 8 Yachting Magazine, as far back as
1854, complains that, "few persons are aware of the risks incurred by
the owners and crews of small yachts in their perilous adventures at
sea in 6 and 8 ton vessels, built expressly for sailing in smooth water;
we often notice during the summer months the voyages of these little
craft across seas they ou~ht never to look at," and more to the same
purpose. Such a.d.m.onitions have happily had no effect in deterring
the said owners from adventuring to sea in their small vessels. It
speaks volumes for the courage and skill of our Corinthian yachtsmen,
that the loss of life in such craft is almost nil. This being so, it will
be in the highest degree necessary that the young yachtsman should
be able to take his little ship a coasting trip now and then, just to
show his confrm.es that he is not a mere mud groper. In a yacht of
15 tons and upwards he may even cross the channel and coast down
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as far south as Bordeaux, and the adjacent French ports. Some

adventurous spirits have even braved the perils of the Bay of Biscay
in vessels not larger than a modern 15 tonner; but as yachting is
supposed to be undertaken for pleasure, it is advisable not to make a.
toil of it, aud a voyage across the Bay of Biscay is rather a serious
undertaking for a small craft. It is not alone the danger, for after
all a boat that could live through a channel gale, would staud a fair
chance, if properly handled, of weathering a S.-wester in the Bay; but
there are the weary night watches, and the anxiety of mind, to say
nothing of the sense of responsibility always present, and theu the
discomfort to all but a seasoned old salt of being boxed up in a little
cockle shell for days together, in fact it is a regular case of being
" Cabined-Cribbed-Con1l.ued,"

for, at the least sign of bad weather, the yacht must be battened down
fore and aft. So I say be satisfied to take your outings within the
compass of the British Isles. There are ports in plenty which are well
worth a visit, and places too that are almost a terra incognita to the
majority of yachtsmen, where nearly as much novelty may be enjoyed
as In the most 'out of the way foreign ports.
Take for instance the Stour and Orwell, these rivers it is true are
not unknown to the majority of Thames and Essex yachtsmen; but, for
all that, very little information has ever been published respecting the
navigation, scenery, and topographical features of either of them. In
a small yacht drawing under 6 feet of water, there is no difficulty
whatever in sailing up to Ipswich or Manningtree-Mistley is the
port of Manningtree, there is good water there for ships of 300 tons
to lie afloat in places,-these are the principal towns ou the Orwell
and Stour. Wyveuhoe and Brightlingsea, on the Oolne, are well
known yachtins stations, a few hours sail of the Thames. A nice
Oorinthian crUIse may be enjoyed as follows :-Start from Erith
or Greenhithe, proceed up the Crouch to Burnham, a pretty fishing
town, about 6 miles up that river, remain there for the night; get
under way, and sail round to Maldon, on the Blackwater; from thence
make sail for Harwich, and, if time permits, explore both the Stour
and Orwell, as far as the towns already mentioned. A trip like this
ought not to take more than a week, provided the weather is favourable.
With respect to other ports on the English Channel within easy reach
of the Thames Oorinthian yachtsman, there are plenty of them; Margate,
Ramsgate, Broadstairs, Dover, Littlehampton, Shoreham, Portsmouth,
Ryde, Oowes, and Southampton, on the one side, and Antwerp, Ostend,
Dunkirk, Boulogne, Dieppe, Havre, and Cherbourg on the other, are
all good ports, although Margate, Broadstairs, Littlehampton, and
Shoreham on the English, and Boulogne and Dieppe on the French side
are little better than mud harbours, still there is plenty of water for
vessels drawing considerably more than a 15 tonner, on the top of the
flood, and by taking advantage of fa.voura.ble winds, and working the

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tides pro~rly, the ya.chtsman ought to be able to 80 time his arrival
as to aVOId any long detention outside any of the bars which obstruct
the entrance to the places named. Broadstairs is not a port any more
than Margate is, but with the wind off the land a vessel may lie snug
enough. It has an inhospitable look, however, lying selfishly in the
hollow of a cliff it seemingly offers no shelter to the passing mariner
in the shape of a port; still I have lain at anchor there through a
heavy westerly gale, and, although it was rather rough riding, found it
preferable to hammering round the Foreland in such a breeze. Here
I would caution the young yachtsman to always try and keep under a
weather shore directly there are indications of a blow, unless there is
a port handy under the lee which you can reach without much risk. A
good barometer, combined with careful attention to the changes of the
weather, will work wonders in making you a good weather prophet; and
although everyone cannot expect to be a Fitzroy or a Saxby, still
anyone gifted. with ordinary intelligence can, by careful observation of
the sky, and noting the :fluctuations of the barometer, pick up !!nfficient
knowledge in a com:{>aratively short time, to foresee a shift of wind
a. few hours before It takes place. There is one thing about the
mercurial barometer which few sailors take much notice of, and that
is with respect to the shape of the top of the mercury in the tube.
If this is hollow, it is a bad sign, and if a gale is rising look
out for a snorter, for it will blow hard and no mistake; if on the
contrary the top presents a convex appearance nice and smooth, there
is not much to be afraid of. Summer gales seldom last long, but it is
a mistake to suppose that the wind does not blow as fiercely round our
seagirt isle in summer as in winter. Some of the heaviest and most
destructive storms of wind ever known in the Channel have occurred
between May and August; so never be so foolhardy as to neglect the
warning!! of the barometer simply because it is summer time. There
are other instmments, notably the aneroid and the sympiesometer, very
useful as weather glasses, indeed the former is preferred by some to
the mercurial barometer; the latter though is more reliable, at least so
far as my own experience goes. I have already drawn attention to the
importance of studying the set of the tides. In channel cruising, a
great deal may be done through knowing how to hit the first of the
ebb, or avoid the last of the :flood, or vice verBa. Sometimes by keeping
close to a certain shore you may cheat the tide for two or three hours,
while vessels out in the offing are struggling against its full force. In
some locaJities the tide ebbs along shore two hours before it is high
water in the channel, and so on. Then the direction and set of the
current must not be lost sight of. Always avoid as much as possible
the unnecessary risk, which some yachtsmen are so fond of running, in
cutting off corners by shaving sand banks, and going inside marks
and buoys. Plumping a vessel on shore for the sake of saving an
extra took or gybe, is a. most lubberly proceeding, and one that only
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never attempt any intricate passages or channels in strange wate1'8 on
a falling tide.
It is becoming the Ashion now among yachtsmen to make wha.t is
called the round cruise, that is from the Thames to the. Bristol
Channel, north about as far as the Sound of Mull, through the Caledonian Canal, and homewards by way of Aberdeen, Leith, and the East
Coast of England. This is a capital trip, and a 15 or 20 ton cutter or
yawl is amply large enough for the purpose. Yachts very much smaller
have performed the passage in safety; but, if more than two persons are
gOing, it is better to have the extra room, to say nothing of the extra
comfort. A modern 15 tonner, as already noticed, has two cabins, and
with the sofas used as berths can stow four persons aft comfortably,
and with one man and a boy for a crew; this number will make up a
very good ship's company, and if the gentlemen of the party are not
afraid of soiling their hands, amply sufficient to handle a 20 ton cutter
under any conceivable circumstances. An extra foremast hand may be
shipped if desirable, but, as in making the majority of your ports a pilot
will be necessary, it will be better to do without him. I am, of course,
presuming that the owner and his friends are not ~eenhorns with
respect to knowing the ropes. A cruise of this deScrIption ought not
to be undertaken until the would-be yachtsman has had at least a
season on board his boat in home waters.
There are few subjects on which yachtsmen differ more than in
regard to the merits and demerits of ports and harbours. One will tell
yon, Ra.msgate is a beautiful place to take a yacht in: another will
assure you it is the worst place in the Channel, that Boulogne is
preferable, and so on. Now Milford Haven is popularly supposed to be
one of the finest and most sheltered harbours ID the world. Hear what
a well-known British yachtsman, and acknowledged authority, has to
say about it--" It is the fashion to praise Milford Haven as one of the
finest harbours in Britain. These praises I had thought well merited,
but I came to be of a very different opinion before I left it. Its upper
part is full of banks, its lowest is much exposed to a heavy roll, and in
all parts it has a tide like a mill race, worse even than the Pentl.and
Firth. . . To judge of it from its appearance on the
chart one would imagine it similar to one of our Highland lochs, and
such I judged it to be, until I entered it and experienced its difficu1ties1
when I saw it in its true character, viz.: the estuary of a river, ana
that estuary at the mouth of the Bristol Channel, where the strength
of the tides and the consequent accumulation of mud and sand is
probably surpassed by no place in the known world."
"Anyone who has been at Chepstow will know what Bristol
Cha.nuel mud is. To do the Highland lochs simple justice they are not
troublesome, either with res:{>ect to tide or mud. They are as harbo1U'8
perfect, aud to be classed ID a totally different category from such
places as Milford Haven."-Hunt', Yachting Magazine, Ma.y, 1860.
This is one opinion, now for the other side of the picture. " At six

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o'clock in the moming we were quietly running up the beautiful waters
of the far famed Milford Haven; and truly it is a noble sheet of water I
well might the fair Imogen demand.. Bow far it is
.. To thiB Bame bleued lrIilford; and, by the war,
.. Tell me how Wales was made so happy, as
.. To inherit such a haven f "

"The harbour, which runs about E.N.E. and W.S.W., has its
entrance from the B.S.W., or just at right an~les to the haven itself,
so that everywhere it is sheltered from a.ll pomts of the compass, and
the approach, as well as the harbour itself, is clla,. from ""'Y 'P08Bible
ob8truction in the shape of rocks, banks, buoys, &c.
Milford Haven is such a harbour of refuge as every yachtsman ought
to have a look at."-Blue Jacket in Hunt'8 Yac~ Magazine, 1858.
I have given this illustration of the widely divergent views held
respecting a well-known harbour, and rea.lly good harbour, in order
that the young yachtsman may not be deterred from visiting a place
because he may have heard an unfavourable report as to its capabilities
ss a harbour. The best way is to find out for oneself regarding the
merits and demerits of places you may wish to stop at. Very often
there is no choice left, but the yachtsman has to get where he can, and
glad. enough is he sometimes to find himself sMe and sound inside
any sort of shelter after a hard night's work at sea.
In bringing up at places where the tide runs strong, the best plan is
to get hold of a buoy and make the vessel securely fast, if the ground is
hard in places, and the tide running in eddies and swirls, it is hard work
to keep from dragging; indeed, the only thing to do is to steer her
against the tide, just as if she were under way. Take, for instance,
Sheerness in a N.W. gale, it is really as bad as an 0l>en road.stead, the
ground is as hard in some 'places as ~nite, and at hIgh water a pretty
tidy little swell comes rollmg in, whIch makes it lively for sma.ll craft.
The best thing to do under the circumstances is to up anchor, or, if
moored to a buoy, slip and run up the Swale to Queenborough.
Opposite the causeway -of the town on the other side, there is nice
quiet anchorage, 2 fathoms at low water, and tolerably clear of the
barget~~
.
Of a.ll harbours on the south-east coast for yachting vurposes ~ive
me Harwich. You are close to the sea, and half-an-hour s sa.i1 bnngs
you out into the blue waters of the German Ocean; on the other hand
there are the two rivers, Stour and Orwell, the latter of which is considered to equal the Dart in respect of the beauty of its scenery. It is
a wonder that the town of Harwich has escaped the modem march of
improvement, but has remained much the same as when the contraband traders from Flushing used to carouse in its quaint old hostelries,
after escaping the vigilance of the F-rench cruisers. Walton-on-theNaze haa certainly become a fashionable watering-place, but, with the

t
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exception of a few new houses on the outskirts of the town, there is
little to be seen of anything savouring of architectmaJ. beauty about the
town of Harwich. It boasts a club, however, and that one of the oldest
of our English yacht clubs. The Royal Harwich Yacht Club had
the honour of being represented by the Camlwia and Livonia in the
races for the ..4.mwica.'B Cup, and the blue ensign with the gold lion
rampant, was placed side by side with the white ensign at the farthest
point reached by the Nares' Arctic Expedition. In the harbour itself,
although it is rathe~in and the tide runs pretty hot, there is capital
holding ground. S
yachts sometimes carry what are called legs.
I am not alluding to the pedal extremities of either himself or crew,
but to pieces of timber. "V~" advises that they should be
fitted with elm moveable socket shoes, fastened with a transverse iron
pin, this enables the shoes to be unshipped when not in use; and then
they can be stowed more easily. Directly the yacht takes the ground
with a falling tide, get the legs over the side, the shoe resting on the
bottom; if she has a list toWa.MS the shore get an anchor over on the
opposite side well abeam, trim all the weights over, and rouse away on
the hawser or chain attached to the anchor until she is upright; if she
lists away from the shore, and you are near enough, get a hawser
on shore, make it fast and haul it taut. Place the legs under the
cbannels, if the vessel is fitted with them, if not, lash them to the
chain plates, see that both the l~s bear a steady equal strain, if one
gives sym:{>tons of yielding, ~et a line on shore, or an anchor out on the
side oPposIte to that on which she appears to settle, and keep her on
the good leg. The socket shoes prevent the lower ends of the legs
from sinking into the sand or mud, a very dangerous proceeding, for
if the yacht gets much of a list, the chances are that the channel under
which the le~ is placed will burst up with the strain and down she
goes on her bilge. If the Oorinthian yachtsman be unfortunate enough
to get aground with a falling tide, and there are no legs on board, the
best plan is to roll uJ! a couple of sails or get a bed out of one of the
berths, if the ground IS hard shingle, and as she lists over shove them
under the bilge; this will help to preserve the bilge from being stove
in by bumping on the hard sharp pointed shingle; in soft mud it does
not so much matter, but even then it is advisable to row round in the
boat and feel if there are any obstructions in the shape of stones,
pieces of wreckage, &c., which might injure the bilge. In an oldfashioned yacht, with only iron bllllast and plenty of beam, there
need not be much fear but that she will pick herself up a.gai.nas soon
as the tide makes, even if left high and dry, but in a yacht of the
n:'-~ern ~ ~here would ~e great danger, not so much as re2'&l'ds
nsmg &gain-if the water IS kept out of her she cannot help doing
ao-but with respect to opening her seams through the immense strain
to which she would be subjected. So the best plan in such a case
would be, to batten everytliing down, and get into the dinghy and
watch her behaviotlt. An anclior laid out on the weather beam .and

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hove upon will 88sist her to rise. There is another. point worthy of
attention, and that is when legging 80 vessel up, to see that her keel
is not on a soft place and the legs on hard ground, or the channels
will be strained to pieces. In dry harbours, where you cannot always
be afloat, get alongside a quay and take the runner. and tackle on
shore, and make it f88t to a post or ring; as she touches the ground
bowse on the tackle so that sne lists in towards the quay, first taking
the precaution of getting good fenders over the side to prevent ~e
to the covering bow, bends and channels. A good plan is to get tlie
spinnaker boom, a topsail yard, or other spar, and la8h it fore and aft,
outside the fenders, so that it takes them fairly and evenly, this will
obviate the necessity of watching the fenders, for, in case the yacht
should sway and roll about in any swell, however slight, the fenders
are apt to shift out of place, especially if lying against the piles of 80
pier or wooden quay. Be particular in tending the bow and stern fasts
as well as the masthead tackle, as the tide rises and falls. Always
have 80 couple of good coir or bass fenders on board, the ordinary yacht
fenders are not much use for such rough work 88 grinding against
quays and piers.
Never put a vessel on shore, if you can help it, on a falling spring
tide, or you may chance to get neaped, which would be awkWard,
especially if time is an object.
Should it ever be the reader's misfortune to be caught at anchor on
a lee shore by a sudden gale, don't depend u:eon the ground tackle, but
get the trysail on her, and set the spit-fire jIb, rouse up the chain, and
gain an offing 88 quickly as possible. There is nothing like taking it in
time. Delays are always dangerous, but in such 80 case it might be fatal.
There are few morejleasant ways of spending a summer holiday
than in 80 well appointe yacht, be she large or small. The sense of
freedom from restraint, the knowledge that one is independent of
seeking lodgings, or perhaps an expensive hotel, adds a zest to the
enjoyment; besides there is no anxiety regarding the arrival or
departure of trains-you are master of your own actions. You can
go where you like, although it is true the yachtsman is, to 80 certain
extent, dependent upon wind and tide, unless he owns a steamer;
but as there are no golden hours without a certain amount of alloy in
them, it would be too much to expect that the ple88Dres of yachting
should be exempt from some drawbacks j but after all, even the
detention in port through unpropitious weather may not be without
some compensating advantage. Other voyagers may be in 80 like pre
dicament; a sense of comradeship-even if not previously acquainteddraws you altogether, and some fast friendships are made; perhaps a
friendly contest to the next port of call may be arranged, and the
ple88ures of the trip enhauced by having a consort to accompany one
for the rest of the cruise.
Now I must claim the indulgence of the reader for a few words of
homely advice, 88 respects the deportment of himself, friends, and crew
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when in harbour. Some young gentlemen when they get on board a

yacht think it the correct thing to behave themselves in a way they
would not dream of doing on shore. The fact of being afloat does not
necessarily make one any the less a gentleman, and respectable people
will not excuse any laxity in this respect, from the fact that the
delinquent owns or is sta~g on board a yacht. Turning the saloon into
a low class music hall, mterlarding your convE,lrsation with objectionable adjectives, and scandalising a quiet port with bacchanalian orgies
of the worst dellCription, is certainly not the right way to eI\ioy that
most mauly of all British sports, namely, Yachting.
Besides after all, an intelligent mind, when the subject comes to be
analysed, must confess that there is little, if any, real lasting pleasure
in such doubtful proceedings. The benefit denved from the fresh sea
breezes of the mornin~ is neutralised by the excesses of the previous
night, and instead of nsing betimes with that feeling of freshness and
vigour which one ought to experience after a day's cruise, the votary
of Bacchus rolls listlessly out of his berth at a time when he ought to
be under weigh, and in lieu of enjoying a substantial breakfast, can
scarcely swallow his morning cup of coffee, until he has strengthened
his vitiated stomach with a tonic of questionable utility. Trust me, my
friend, this is degrading 80 noble pursuit to a mere excuse for participating in those graver vices which the respectability of your position
may prevent your indulging in on shore.
There is, on the other nand, no reason why the evening spent on
board your yacht, while in harbour, should not be passed in a pleasant
manner. A great deal of rational ~~t~ent may be got out of your
little cabin. Music, that never fi .. g solace of the weary, never
sounds sweeter than when heard on the water. I remember once while
at anchor in the Solent, in a large emigrant ship, being much struck
with the effect produced by the soft chorus of sweet sounds emanating
from a party of ladies and gentlemen on board an adjacent yacht.
Our crew were a rough lot, comprised of all nations, the majority by
no means favourable specimens of the merchant seaman. Skylarking
was going on forward in rather a more noisy style than usual, when
suddenly a female voice of undoubted purity and compass came gently
wa.fted. on the wings of the fast dying breeze, accompanied by the faint
tinkling of a guitar. It had been blowing fresh all day, the song was
one not often heard at sea, but which always seems to take with sailors,
it is called the" Blind Minstrel," and the words are-

" rrue love can ne'er forget,

Fondly as when we met.
Deareet, Ilove thee yet."

The effect was magical, all noise ceased instantaneously, the men
clustered about the bulwarks in groups, not a sound, save the ripple
of the tide against the stem was heard on board our ship; the fair
singer was left in full possession of the field, or rather water. Other
.I!:"

...

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Bongs followed, glees, rounds, catches and solos. I know it was close
upon eight bells, 12 o'clock midnight, when the party seemin~ly broke
up, but during the whole time, the utmost attention was p&ld to the
concert by our rough tars, and when one individual, rather out of the
exuberance of his delight than from a wish to annoy, ventured to join
in a chorus, he was shut up in the most emphatic and unceremolllOUS
manner by his shipmates.
A guitar, banjo, accordion1 ~ute, or even a fiddle, do not take up
much room, and among your mends there is sure to be some one who
can tune up, after a faShion, on one of the instruments. named, and it
is wonderful how a few songs will help to pass the time away, let them
be such songs, however, as no lady need be ashamed to listen to. Then
there is another art which the yachtsman has special facilities for
practising, I allude to marine painting. If the reader has a taste for
drawing by all means let the sketch book and colour box form a portion
of his personal baggage when setting out for a cruise. I found a
shilling box of moist colours very useful for rough sketchin~, this may
be supplemented by a cake of Indian Ink, and bottle of Chinese white.
Every point of interest that strikes the a.rtist during a cruise should be
roughly sketched in black and white, the different groupings of colour
written in, thur, "Fleecy, clouds tinged with bright light," "Dull grey
sky, lower edge lighter," "Sun shadows on sails," and so on, the
artist will then be able to make a finished picture from such notes at
his leisure. In sailing raJ>idly along it is next to impossible to grasp
the details of a scene in tIme to get all the colours on the paper, but
by adoptin~ this simple method the sketcher will be able to :fill his
portfolio WIth pictures of his cruise, if so minded.

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OHAPTER X.
RACING.
PBBPABA.T10NS.-TAKING UP A BBBTH.-FLYING STABTS.-THB WBATHBB
GAUGB.-oBSBBVANCB OF

BULBS.-BOUNDING

IlABKS.-OABBYING

ON.-PBOTBSTS.-BALLOON SAILS.

RACING is a branch of the Corinthian yachtsman's education which can

be learnt in a friend's yacht as easily as in one belonging to himself.
Still there are special points in oonnexion with the preparations for a
race, which it is in the highest degree necessary the would-be yachtsman should understand thoroughly; besides a work written expressly for
Corinthians would be incomplete without a chapter on the subject of
match sailing.
There can be no question that, to those engaged in the contest,
yacht racing is one of the most exciting of all sports. Who but those
who have been on board a clipper when she was one of the competitors
in a desperately sailed race, can have any conception of the feverish
restlessne88 with which the behaviour of the craft is watched, and the
nervous interest which any movement on board an antagonist excites.
"Is he going to set his S<luar6 header?" "Yes, there they are bending
it on to the yard." " Up it goes I " " 'Yhyt he will be atop of us
before we can get our big topsail up." ".H.ead.y with that spmnaker
boom there." "Now then butter fingers, what are you about with
that guy, take a turn with it can't you ?" " Stand by to gybe." " Be
careful with that weather runner." "In main sheet smart, boys."
"Over she goes." "Let fall the spinnaker boom, what's the matter
there? By George I if you haven't ~ot a turn in the head of the sail.
Avast hoisting, the topmast back stay s all gone." Such are some of the
orders issued in rapld succession, confusing, no doubt, to the novice,
but intelligible enough to the old hand, heard on board a cutter gybing
round a mark in a race. Aud then the breathless suspense as the
yach~ to which you have to give time to the tune of 2' 30, approaches
the nag ship. Two minutes gone, 15 seconds, 25 seconds gone, 30
seconds gone; Bang I there goes her gun, Hip, hip, hurrah I and the
cheers are taken up by the losing yacht as she gracefully lu1fs up and
begins taking in her canvas, her crew doubtful even then as to wliether

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she has not actually won; and well they might as it is a matter of
2 or 3 seconds only.
The question of time allowance has been held by many sporting
writers. to be an insurmountable bar to yacht racing ever becoming a
popula.r sport with the outside public in the same light as cricket or
horse racing. There is, no doubt, some justification for such opinions
. Of the crowds who throng the esplanade at some popula.r watering
pIa.ce during the progress of a sailing match, not more than a third of
those present can understand how it is that a yacht which is some halfhour behind several others wins the prize. In the French Yacht Clubs
this difficulty has been often made the subject of discussion, and in
ammging the deta.ils of the Nice Regatta. of March, 1880, it was
determined that the time should be alfowed. at the start, so that t.he
absolute first vessel in should be the actuaJ. winner. Not a bad idea,
but held to be impracticable in English waters. In 1870 an attempt
was made to distribute the classes, ~ that none but vessels of equal
size could sail together. There were 0, 10,20, and 40-ton classes, and
certainly we have now a fine lleet of these sizes, only from some reason
best known to themselves yacht builders will not construct yachts of
exactly 0, 10, 20, or 40 tons unless specially ordered, and the consequence is that the yachts of odd tonnage increase and multiply
in a far faster r,atio than the others, and so "time allowance" still
puzzles the brains of the non-nautical public, and regatta committees
perceiving the hopelessness of getting stifficient ~ts of one particular
class to contend together for their prizes, are ~~~y fa.lling back upon
the old method, and the seasons of 1879 and 80 witnessed races open to
yachts of 8, 10,21,20, 30, 30, and 41 tons, much to the disgust of the
owners of the legitimate sizes. The extraordin&ry success of modern
boats like Vanduara, F'I'etia, Maggie, Madge, Butt8'I'C'Up, and others
over those of older build has once more brought th.e much-vexed
question of calculating the tonnage into the foreground, and the
yachting journals after an obstinate opposition admit that a change is
necessary. Mr. Colin Archer's thoroughly sensible letter in the FuUl,
of 1879, has, in fact, placed the question of classing yachts for racing
purposes by length alone" within the range of practical politics."
Our business, however, is not so much with tonnage controversies
or time allowance disputes as with preparing a yacht for a race.
The would-be yachtsman had much better leave such thin~ in the
hands of the sailing committee, and devote his whole attention to his
yacht, if going in for racing.
Although in yacht racing, as in everything else, preparation is half
the battle, how often do we see, especially at coast regattas, a crack
known to be capable of whipping all her antagonists,defeated
solely through "not being prepared. for sailing," "The :first thing,
therefore, on entering your yacht for a race is to see that none of the
gear wants renewing, sails all in order, and sheaves of blocks running
smoothly; in fact, nothing sho~d be. left to the last moment. :r'he

boa;

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entry list for a race, &8 a rnle, remains open thNie elea.r days before
the date of sailing, this, in a well~rdered yacht, provided her owner
cannot make up his mind to enter till the l&8t moment, should be
amply sufficient to do all that is needfnl in the way of preparatiou, but
it is best not to cut it so:fine as all that, because it may happen that,
from the wind failing, gettin~ ashore, or some other txmtre temp" you
may be prevented from getting to the slip where the yacht 18 to be
hauled up for scrubbing and cleaning.
An absolutely smooth bottom is most essential when intending to
compete for a prize. One half the motive power is used in overc.oming
the resistance caused by the particles of water clinging to the surface
of the vessel's paint or copper, and the rou~her and dirtier this is, the
closer the water sticks to it; therefore don t fail to have your yacht
thoroughly cleaned, scoured, and polished a day or two before the
race. Of course, if she is coppered give her a good scouring with mud
and canvas and if you want to get the surface like a new penny, go
over it with brick-dust and oil. See that the nail heads are smooth
and level, that all wrinkles are flattened out-&. large millet is best
for this purpose, a hammer dents the oo~per. If there is a chance
of getting to the keel see that the sldes are not battered and
rough, that the false wooden keel, if she has one, is not jag~ed and
stringy. Look at the rudder pintles and gudgeons, examme the
bobstay shackle, chain plates, &c., to see that nothing has been
strained while cruising, because if so it is best to find it out beforehaud, and not wait until the defect is brought to light by something
carrying away at a critical period of the contest. If your yacht is
painted, all that you can do is to clean her thoroughly, and if necessary
give her another coat of the particular composition which you believe
to be the best. I think the following is about &8 good a way of
preparing a yacht's bottom for a race as any I know of. Carefully
rub down with glass paper all inequalities in the }!aint, when perfectly
smooth lay on a thin coat of coal tar, when thls is ta.c~ or about
two-thirds dry, take some black lead and mix it with spints of wine
to the consistency of paint, lay this stuff well on to the coal tar, and
when it is thoroughly dry get some hard brushes, such as are used
for polishing stoves, and put plenty of elbow grease into them. When
finished in this way a vessel's bottom ought to shine like silver.
An old fisherman once remarked on my noticing the smoothness and
brightness of his smack, "Ah, sir, if coal tar was a guinea a gallon
and black lead a guinea a. pound every yacht would be polished like
that." It keeps off weeds and graBs, also fairly well and only wants
renewing about twice in the season.
'While on the slip take a look round at the gear and spars, examine
the lanyards of the rigging, the strops of blocks, and all seizings and
lashings. Take particular care that all halliards and running gear are
rove clear and run easily. If 'any new ~ear has to be rove see that it
is )lot -too large for the blocks, never mmd the exclamation-":"''' Oh, sir,

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it will be all right after its run through a few times, it wears down
very_quick," rather have it too small than too large.
When the yacht comes oft' the slip have all your crew readY' to join
her. If it is to be a Corinthian match, a good. andlractiea.l helmsman
must be chosen. Let him have full command, an notifY the same to
the rest of the crew; divided authority is bad enough on land, but
a.1loat it is subversive of all discipline, and if the owner means to have
his yacht handled in a creditable manner he must put down any
attempts at insubordination, kindly but firmly. The day before the
race should be devoted to practising the crew in setting and taking
in balloon canvas, the spinnaker for instance is a sail the handling of
which requires some practicel but a few lessons will soon give a smart
crew the necessary knack 01" setting it and taking it in quickly and
deftly. It is astonishing how smoothly things worK on board a yacht
whose crew of gentlemen amateurs have had a few hours practice to
shake themselves into their berths. Next, with respect to provisions,
this should not be neglected. Men, whether gentlemen or otherwise,
don't work well on short commons. There is a vast dift'erenoe between
extravagance and meanness, avoid either. Have a good piece of
corned beef boiled-for a crew of six, a piece weighing about 4 lbs.2 lbs. of cheese1 a couple of loaves, and a gallon jar of beer, will render
you and your Jolly companions independent of cooking arrangements
on the race day. Of course, a bottle of brandy or rum will be in the
looker in case any of the lads should get a ducking and require something to stave oft' a cold. Shifting ba.lla.st is now prohibited, so you
will be spared the bother of having to teach your Corinthia.ns how to
manipulate the shot b~. If you are so unfortunate as to be
dependent upon your leading foremast hand for advice and assistance
in sailing your ra.cht, by all means take him with you when on the
experimental tnp, but don't let him interfere too much with the
helmsman you have chosen to sail the yacht. In most Corinthian
races in English waters one, and sometimes two, paid hands are
allowed, such hands not to touch the tiller. In the Irish Clubs
matches are often sailed by a.ma.teurs alone, and it is a question
whether it is not by far the best way, because while there is a paid
hand on board, amateurs, especially if he be a skipper or first hand, are
too apt to let him take the lead in handling the vessel, and although
he does not touch the tiller, virtua.lly assumes the command. If the
craft wins he takes all the credit, if she lOBeS, "It was that ere lubber
as was a steering of her as lost it"; in his expressive vernacular, " He
never see'd such a duffer." Some yachtsmen always start the water
out of the tank as they think it interferes with the correct trim.; this
depends, some boats do certainly go better when the water tank is
empty, while in others the dift'erence is not perceptible. The best way
is to find out the correct trim of your yacht at the beginning of the
season, and not leave so important a matter until you are preparing
for a race. Another point which will facilitate the working of your
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veB8el, is to mark every halliard at the place where it is belayed.
A piece of common red or blue twine run through the strand with a
sewing needle is better than ordinary sewing twine because it is more
readily noticed. Thus you will be able to see at a glance whether each
halliard is in its proper place, and not be bothered by some one calling
your attention to the fact in the middle of the match that the throat is
not half up, or the Id of the jib all in a bight. Some mark the sheets
in a similar manner, but as this is only useful when the craft is
jambed on a wind I do not think it necessary. A glance will show
you whether the sails are set at the most effective angle, and a boat
requires different trimming when close hauled accordirig to the wind.
One day she will like her mamsheet pinned in, a foot or so extra,
another day it will be the jib sheet that requires easing a bit, and so
on. Next see that the topmast back stays, most important ropes, are
not stranded or chafed, because without them it would be impossible
to carry either a spinnaker or jib topsail long. If the pennants
are wire, have a. look at the nips, and also see that the eye bolts in the
quarter are not started or loose but well screwed into their place.
Reeve a preventer bobstay, that is a Id tackle hooked on to the
standing part and bowsed well taut, this will save the bowsprit in
case the bobstay carries away. Send all superfluous cabin furniture
on shore, such as beds, bags, portmanteaus, &c., which are only in the
way. Next unscrew the cabin table, take up the carpet, and send that
and the table also on shore. It is most important in a small yacht to
have the interior clear and empty of lumber. Some racing yachtsmen
on the other side of the "herring pond" have the bulkheads of their
yachts made to unship, so that before starting in a match the inside
can be cleared fore and aft and the yacht left a mere shell. No one is
more alive to the fact that such tactics tend rather to confine yacht racing
to the few individuals who do not mind sacrificing comfort to speed
than I am, but in these days of elongated lead mines it is useless
contending in a race in ordinary cruising trim. The only way a cruiser
can have the sma.lIest chance against the regular racers is by taking
such precautions as described. This is proved by the success of the
Wonderfol, a 10 tons shrimper turned into a yacht. She was nothing
but an open boat lightly decked over, and scored several very fair
successes against such craft as Merle, Elaint, Cloud, Brerula and
others. The night previous to the start pay a visit to the club-house
or committee rooms and get the particulars of the rules and regulations,
have a clear understanding with respect to the hour for taking up your
berth! and if, as sometimes happens, there is a rule that a member of
the c ub which holds the regatta must be on board each boat, and
neither yourself or friends are members, arrange with the secretary
or one of the committee to provide a member, and take care he is on
board early in the morning.
Let us sup~ose that the yachts are to start from their own anchors.
Have a buoy Sl.ID.ilar to the one over your moorings, and make fast a
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good stout line or piece of chain to the ring and then to the buoy,
sufficient to let the buoy float comfortably after the anchor is down.
Sail up to the berth allotted to you and let her shoot ahead abit, then
let go the anchor and throw the buoy overboard, veer out chain until
the yacht is well in line with the others. Now get a piece of good
stout line, about 25 fathoms for a quarter spring, and another about 10
or 12 fathoms for a breast fast. In a 10 or 15 tonner 3-inch rope will
be strong enough. Pass the breast fast outside and bend on to the
cable just below the hawse pipe, take the other end in board just abaft
the rigging, and make fast temporarily, now bend on the quarter spring
just below the breast fast to the chain cable, lead it aft under the
breast fast, and take it in round the quarter timber ; if the bulwarks
are solid and there is no opening, as in some small yachts, take it
under the counter, or round a cleat on the rail. Unshackle the chain
close to the windlass, and let the end run out through the hawse pipe.
The yacht is now riding by the breast fast; the best plan is to wait
until the first gun fires before slipping the chain, especially if there is
a strong breeze and a fast tide. Get the boat on board and turn her
bottom up, so that she ,lays snug, and pass a couple of lashings round
her. Have every one to their station, one to the jib halliards, another
to the throat, and one to the peak, and a fourth to the main sheet, if
you are not the helmsman for the day, stand watch in hand watching
for the gun. Bang I there it goes, slip the chain and veer away a little
on the breast fast, hauling in on the quarter spring. The main sheet
man can attend the quarter spring, and the foresheet man the breast
fast. Give them the time by singing out 1 minute gone, 2 minutes
gone, 3 minutes gone, "haul in on your quarter spring, ease awar the
breast fast," 4 minutes gone, 4 minutes 30 seconds gone, "haul ID on
the quarter s~ring, let go the breast fast "-" bang I let go all, up jib
and mainsail, ' yourself tailing on to the throat, or, as they are usually
termed the main halliards. If it is a run before the wind you may
have to gybe, look out that you are clear of the other yachts, don't be in
a flurry, keep cool, as soon as the mainsail is well u;J;l clap on the topsail halliards, which should be all ready, with halliards bent on; as
soon as the topsail is mastheaded, lead the weather topmast back stay
aft, and hook the tackle on and bowse taut. Now drop the spinnaker
boom, and bend on the halliards to the head of the sail and the outhaul
to the clew, up with it, steadily, no hurry, "more haste less speed,"
there she goes1 ease the after guy forward a bit, and make all hands sit
down as far att as they can get.
In startin~ to turn to windward the quarter spring and breast fast
are managed ID the same way; only, as you have to luft' to the wind,
don't be in too great a hurry with the head sails, wait until the mainsail is half up and she is coming to before running up the jib.
Sometimes, after-canvas is allowed to be set so that head sails
only have to be hoisted, but the usual way now-a-days is to start
flying, that is, under-way. This is, after all, the best plan, provided
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the water is not too crowded. In this case you can get everything
set the yacht will carry, and sail about until within a few minutes
of the first gun, when take care to be the right side of the mark,
but not too near or you may have to go about or gybe to avoid
crossing the imaginary line too soon. Many a race is lost by being
a few seconds too soon at the line. If it is a run have all the
spinnaker gear ready, so that you can masthead the sail as she rushes
past the mark. If it is a dead beat, edge as much up to windward
as possible, try and get the weather-gauge of the whole :fleet, in
fact, leave no room for a yacht to pass to windward, this is half the
battle in a :flying start. Never waste so much time in lnffing a
competitor as to allow another to overhaul the pair of you. " LOOK at
those two beauties," exclaims the skipper of the third boat, "that's the
-ticket," and by the time the leaCling yachts have discovered their error
they have been passed, and through the foolishness of their respective
helmsmen have lost a good position in the race. Have good hands to
work the head sheets, this is important. Never allow any skylarking
during the race among your amateur crew, keep every man to his work,
and insist upon a certain amount of silence being kept, so that the
helmsman can issue his orders distinctly. In beating to windward
make the crew sit well up under the weather bulwarks, crouched down as
low as they can so &8 to present as little of their bodies to the wind as
possible. Always have a couple of reef pennants rove, no matter how
fine the weather looks, and never try and carry either a balloon gaff
topsail, a balloon jib, or jib topsail to windward, if there is wind enough
to keep the sails full.
Always bear in mind the old adage that "every foot to windward
is worth a fathom to leeward," and try and get the weather gauge of
your competitors, and keep it as long &8 you can. Remember that
yachts on the starboard tack have the right of way ; therefore, where
there is any doubt, and you are on the wrong tack, do not hesitate a
moment, but if you don't like bearing away under his stern "bout
ship" before he is near enough to blanket you under his iee. In
luffing an opponent you must be careful not to put him ashore, and if
he sings out for water you must, even if on starboard tack, put about,
to give him room. Again, if your opponent is under your lee, a.nd no
room to stay, and the water is shoal, he is justified in asking you to
"go about," in order that he may do the same, which he is bound to do
at the same time to show that the request is bona fids. Be careful to
stick to rules and regulations, never allow any jockeyingship or unfair
sailing, it may do for professional hands, but gentlemen should be
above that sort of thing; if you cannot win by fair means it is no credit
to either the owner or his boat to win by foul. " Win tie or wrangle"
is a motto which should be utterly repudiated by Corinthian yachtsmen. A word as to rounding marks, if you have to gybe round, don't
cut it too fine, and look well to the topmast backstar and runners and
tackles. If the wind is moderate you may gybe all standing, but if
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blowing hard the tack should be triced well up, and the main sheet
taken in smartly and quickly. In luffing round a mark you may go a
little closer. One of the prettiest sights is to see the clever way in
which a racing yacht is sometimes made to weather a mark by a half
tack, without losing her way through the water. Care must be taken
not to get into irons while performing this difficult manreuvre, keep
good way on the craft, and directly she is close to the mark and you
see that you can't quite weather it, ease down the helm and let her
shoot head to wind; if this little trick of seamanship is judiciously
timed, it seldom fails, especia.lly in these long heavily ballasted
clippers, which will shoot a tremendous way head to wind before
stopping. Directly you are clear ahead of the mark up with the helm
and sail her again.
With respect to protests] they should never be frivolous or dictated
by petty spite ; very often 10 the excitement of a close contest your
op~onent may unintentionally commit some trivial breach of the rules,
which unless it materially affects the result of the race, may be winked
at. The way that some protests are justified would do no discredit to an
Old Bailey practitioner. Where a yacht skipper or his owner persistently violates rules and regulations.. then bang the ensign in the
weather rigging as in duty bound, and keep it there till acknowledged
by the gun of the officer of the day. A deposit is now exacted by some
clubs when a protest is handed in, which is forfeited if it proves frivolous
and uutenable. This is a very fair a.rra.ngement, but it does not appear
to have lessened the number of these unpleasant accompaniments to
yacht racing for they are getting to be more common every year. The
best way is to set such an example of fair sailing as to shame your
competitors into doing the same, and thus, there will be no need of
protests on either side.
One thing I would impress upon the young yachtsman, always keep
your temper, and never strike your racing flag while the little barkie
has any sa.ilin~ left in her. "A race is never won until it is lost."
The most Important ba.lloon sail in a modem racing lacht is the
spinnaker,88 it takes the place of the old-fashioned balloon Jib; it is, in
fact, balloon jib and squaresail in one. To set the sail, get the inner end
of the boom over the tafl'rail on the side oPJ.>osite to that on which you
are carrying the main boom, pass it aft until the outer end is clear of
the head sheets, then launch forward, hook on the topping lift; sometimes there is a lower block to the topping lift with a tail to it, in this
case it must be bent on to the boom end with a rolling hitch; reeve
the outhaul, fix the fore and aft guys on the boom end, taking the
latter aft outside weather rigging ~d belaying to quarter, hoist away
on the topping lift until it takes the wei~ht of the boom, then shove
the boom forward until it can be shipped 10 its place on the mast, lower
the boom and belay topping lift. Bend on the halliards to the head
of the sail, and the outhaul to the outer clew, taking care that it is on
the fOleside of the topping lift, and over the foreguy. Take a turn with
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the af'teto guy, or "brace," as some call it. Hoist away on the halliards
and at the same time haul out the clew ; sec that there are no turns in
the head of the sail. When chock up to the mast head ease away the
topping lift and trim with the after guy. In small vessels the outhaul
is often made to do duty as an after guy, and the halliards taken aft to
the quarter act as a backstay, but this won't do in craft over 5 or 8 tons,
that is, when racing. It used to be the fashion to have another guY.
made fast to the boom and belayed to the side to prevent the boom
from rising when the sail was distended, but it is considered dangerous.
A hand sometimes sits on the boom to keep it down. In taking in a
spinnaker, make the topping lift hand taut and belay, ease in the
outhanl and slack away the halliards, and gather in the sail; as it
comes down pass it down the forehatch, so that it is all ready for
instant setting directly it is wanted. If you want to uuship the boom,
top it a little, ease away the after guy uutil the boom is fore and aft,
when uuship the goose neck, ease away the topping lift, pass the boom
along the deck, taking care that the end passes under the foresheets,
and unbend the gear; or the boom may be hoisted up parallel with
the mast and the gear stopped along the boom, then all that is
requisite is to lower away the topping lift and uustop the gear; sometimes it is necessary to send a hand aloft to push the boom out clear
from the mast. In setting it as a balloon jib, make fast one end of
the foreguy to the outer clew of the spinnaker, haul chock out and hoist
away on the halliards; the balloon foresail sheets will do for the
spinnaker sheets. Always take care that the wt'ather ~reventer
backstay is tant before mastheading the spinnaker. Sometimes the
spinnaker, which is generally made of li~ht cotton duck, has a square
head, to which a yard is attached; this Iflves a little more spread aloft,
but the yard is apt to get foul of the ngging when the sail is handled
in a hurry, and is, therefore, not in great favour among racing
skippers.
The boom should not be more than three-fourths the length of the
yacht, reckoning from inside stem to taffrail; but racing yachts sometimes carry booms as long as the boat, but they are awkward to handle.
Thus, a yacht 40 ft. long conld carry a boom of 30 ft., quite enough
to stow comfortably on deck. It is best for racing to have both ends
fitted with an iron cap or socket for the goose neck to ship in; this
saves much trouble, as either end can then be used inboard. The
sheave holes shonld be about a foot in from the ends. The guys have
an eye splice in their outer ends, and this slips over the boom arm, and
is prevented from jambing against the outhanl by a small wooden
cleat, as in the Frontispiece.
Round the centre of the spinnaker boom, there shonld be a grommet
or selvagee strop with a wooden cleat each side. A tail block Just
under the eyes of the topmast rigging does for the halliards. The
two parts of the halliards lead one on each side the forestay; tht'n
the spinnaker can be sent up either side without the trouble of shifting

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the halliards over. Always take a tum of the tack or inner clew before
hoisting the sail.
The foot of the sail should have a few reef points put in it, as the
foot can then be tied up and kept out of the water in a very light wind,
without topping the boom up.
The balloon foresail has, to a great extent, superseded the balloon
jib. It is set by having the sheets over the working foresail sheets
clear of all the gear, lower down tbe working foresail, unbend the
halliards, and bend them on to the balloon foresail, then hoist away,
and as the sail goes up clasp the clip hooks, if fitted with them, round
the forestay, lash the tack round the bowsprit just outside the gammon
iron.
A jib topsail may either be set flying, that is, withont being run up
on the topmast stay, or it may be fastened to the latter with cliphooks
or a lacing. The halliards either reeve through a sheave in the topmast head. or through a tail block the same as the spinnaker halliards.
They must be long enough to reach to the bowsprit end. The sheets
are over the forestay, and lead aft outside of all and belay: at runners.
To set it hook on the tack to a small strop on the bowsprlt end, sometimes a lashing is used, bend on the halliards, toggle on the sheets, and
hoist away. If it is to run on the stay, one hand mnst remain out on the
bow8prit to clasp the cliphooks or pass the lacing as it goes up. In
taking it in, lower away halliards and let one hand run out on the bowsprit and stow the sail as it comes down, or bring it inboard altogether.
A good plan in a small yacht is to have a light outhaul for the tack
rove through a tail block on the bowsprit end, if the sail is set flying,
then there is no need to send anyone out on the bowsprit at all, but
simply ease in the outhaul at the same time as the halliards, and pnll
it down with the sheets.

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APPENDIX .

PRINOIPAL TBRMS USBD IN YAOHT SAILING

.Abaft or Aft.-Signifies near ilie stem of a vessel.

Abeam.-In a line with . the middle of a vessel; thus, in reference to the

position of a mark or light as seen from the deck, such may be on the
starboard bow, or right abeam, or on the quarter, and 80 on.
Aback.-The position of the sails when the wind is acting directly against them,
trying to force the vessel astern.
A6oard.-Within or upon a vessel.
About Ship.-An order signifying that the vessel is going to tack.
Abrea.9t.-Bide by side.
.
A-Oock-Bill.-An anchor when it hangs by its ring from the cathead. Yards
..
are a-cock-bill when topped up.
Adrift.-Floating at random, when a vessel breaks loose from her moorings or
anchor she is said to be adrift.
Ajloat.-Bome on the water, floating.
4fore.-The fore part of a vessel, or nearest the stem.'
A-Le8.-An order signifying something to leeward, such as ".helm's a lee,"
meaning that the tiller has been put down to the lee-side.
Alojt-At the mast head, or anywhere up about the rigging, above.
AlongBide.-Side by side.
Amidship8.-In the middle part of a vessel, either with reference to her length
or breadth.
Anchor.-The iron instrument to which the chain cable is made fast, wQich,
being dropped into the water, holds the ground and prevents a vessel from
moving from any chosen position. An anchor is composed of four partsthe shank or body of the. an~or, the arms, which hook into the ground,
the flukes, broad pieces of iron like the barb of an arrow, and the stock, which
crosses the shank at right angles to the arms, which serves to tilt the anchor
over into the right position for biting. There are several patent anchors,
the chief of which are Trotman's and M.artin's, both have movable arms,
working on a pivot; but Martin's has no stock. The one most in use for
yachts is Trotman's, although Martin's is recommended by some who have
used it. These are useful in a tidal river, 88 the old Admiralty pattern is
liable to get tripped out of the ground by the fouling of the chain when
the tide changes. Cole has a patent anchor that takes to pieces.
A-Peak.-An anchor is said to be apeak when the cable is shortened in until
the vessel is almost directly over it. A long or short stay apeak is used to
signify the angle made by the cable at such a time.
A-Port.-When the tiller is put to the ship's port side the helm is a-port.
Anneal.-To render leas brittle and more pliable; to anneal wire, whether brass,
copper or iron, put it in the fire until red hot and let it slowly cool.
A8tern.-The hindermost part of a vessel, an object or distance abaft the vessel.
Athwart.-Across a vessel.
' .
Athwart-1I"w8e.-Across the bows.
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PRINOIPAL DUS USBD IN YAOHT SAILING.

AtAtIHIrl-SAipl.-Across the middle part of a Tessel.

AtHIII.-An order signifying to stop pulling or hauling for a space, to discontinue.
AtDalla.-On a level with the surface of the water.
A- WtalAw.-A term used to signify anything on the weather side i thus, "haul
jib sheet 8.-weather," means that the jib sheet shall be hauled over to
windward.
Aweigh.-An anchor when drawn out of the ground is said to be aweigh.
Aye, AY', Sir.-An affirmative answer given by seamen, signifying that they
understand and will obey an order given them
.A.ftmulh.-An arc of the horizon contained between the vertical circle passing
through the centre of an object, and the north or south point of the horizon.
~ Campan.-An instrument- for finding the magnetio bearing of a
terrestrial or celestial object.
AfJ~.-A legal term used in reference to the claims against the underwriters
for damage.
Bacl:-8Iay.-The long ropes that support the topmasts, they are nsed to second
the efforts of the shrouds when the mast is strained by a press of sail in a
fresh wind.
Balloon-Sai18.-Large sails made of lighter canvas than the ordinary working
ones, used in gentle breezes in order to catch the stray zephyrs and thereby
increase the vessel's speed. They are, however, only useful when the wind
is fair.
Bare-Polu.-A term used by seamen, signifying that a vessel has no sails set
although nnderway.
Bar Harbour.-Harbour having a bank of sand, gravel, or mud at its entrance.
Beam.-A stout piece of timber placed across a vessel from side to side to
support the decks and keep the vessel together. The width of a vessel from
side to side is often termed the beam instead of breadth. Thus, a yacht
may be said to be "four beams to her length," which means that her
breadth multiplied by four equals her l~gth.
Beam End8.-When a vessel is thrown so much over on one side that the deck
assumes a perpendicular position.
Bear Up.-The same as bearing away, meaning to turn a vessel's head away
. from the wind i but it is more correct to say" bear away."
Bearing8.-That part of a vessel where her greatest power is placed, or where
she is most buoyant or has her greatest floatation.
Bear Down Upon a Ve88el.-To near her from windward.
Beat to Windward.-To sail against the wind by taking short turns or frequent
tacks.
Becl:et.-A piece of rope used to secure loose tackles, ropes, or spars.
Belay.-The act of making a rope fast.
Belaying Pins.-Pins of wood or iron placed in dif'ferent parts of ~ vessel to
which ropes are fastened or belayed.
Bel18.-The time on board a vessel is kept by means of bells (see Watch).
Bend.-To attach i thus, "bend sails," means attach the sails in their proper
places. " Bend on the ha.lliards," means attach the halliards to the sailor
spar they are to be made fast to.
Bends.-The thickest planks on the top side of a vessel, sometimes called wales.
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l'1UNOIPAL tERMS "SSD IN YAOHT BAIttNG.

...

III

B.m&Jpl.-When a vessel remains aground through the tide not rising high
enough to float her.
Bmh.---Tb.e place of a vessel when at anchor; a small room in a vessel; a
place to sleep in.
BehDem Perpmdicular.-The length on deck from the fore part of the stem
'
to the after part of the stem-post.
Bight.-Any part of a rope between the ends; a small bay.
Bilge.-The most protuberant part of a vessel's vertical cross sections.
Bill of Health.-A document certifying from proper authorities the state of health
of a ship's company at the time of her departure from or entering a port.
Binnacle.-The name given to the case or box in which the compass swings.
Bitt8.-Btrong pieces of timber placed in the forepart of a vessel on which to
fasten the cable. In large vessels bitts with sheaves are often placed
round the masts to lead the halyards, &c., through.
Black Paint.-A very good paint for a yacht's topside may be made as follows:
Take four pounds of ordinary black paint as sold at the oil shops. Add to
the mixture i pint of best copal boat varnish, then i lb. patent driers, 1 gill
of Japan gold size, and i lb. of Prussian blue. If too thick add a
little turpentine. Another way is to take vegetable black in powder, say
i lb., add l pint Japan gold size, 1 pint of varnish, t pint boiled linseed
oil, and i fb. patent driers. Mix well, and thin with spirits of turpentine.
There are some patent blacks sold for yachts' topsides.
Bloclcs.-Shells of wood or iron in which a circular disc is placed turning on a
metal pin. They are necessary in order to give an increase of purchase
to ropes. Blocks are of various shapes and sizes, single, double, or
treble, and even fourfold. There are also sister, fiddle, and snatch blocks,
the latter has a score cut in it, closed by an iron cramp, so that the bight
of a rope can be placed on the disc or wheel (technically sheave), and
thus save the time and trouble of reeving the end through. Square
pieces of timber on which a vessel's keel is laid when in dry dock, or being
built, are also styled blocks.
Bluff.-Round and short, thus a" Bluff bow" means a short and blunt bow.
A broad":headland is sometimesotermed a bluff.
Board.- U sed to signify the distance a vessel sails on each tack when beating
against the wind.
BobBtay.-The rope or chain used to steady the bowsprit down upon the stem.
In vessels-over 8 tons it is set up with a tackle called the" Bobstay fall."
The standing part in modem racing yachts is a single bar of galvanized
iron, screwed to the shackle in the stem, this from its smoothness offers
less resistance to the water than the links of a chain.
Bolt Rope.-Rope sewn round the edges of a sail to strengthen them.
Bonnet.-Is used sometimes instead of a reef. The sail is divided in pieces
at one or more reefs, and so reduces the sail, and the cut off pieces are
laced to the other part so that they can be cast off at will.
Booby Hatch.-The roof over the cabin to increase the height.
Boom Iron. -Iron bands on booms with eyes welded on to them, to which ropes
may be fastened. The iron rings on a vessel's yards through which the
stunsail booms pass.
Bow.-The forepart of a vessel.
Bow". Anchor.-The anchor in general use.

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PRINOIt>AL Tl&RKS usBD IN YAOH1' BAtLlltG.

BQUJlin~.-A

rope used to extend the leach of a sail to make it set Hatter. It is

bent on to another piece of rope called a bowline bridle, the ends of which
are attached to the leach of the sail. This brings the strain of the bowline
upon two places at once; thereby stretching Hat a larger surface of the sail
BQUJse.-To haul taut.
Boxing O/.-Hauling the head sheets to windward to pay a vessel's head oft'.
Club hauling is to turn a vessel's head by dropping an anchor to leeward.
Brail.-A rope passed round a sail and made fast to the mast on one side, on
the other side it is led through a small block for hauling the sail close
up to the mast, used generally for sprit sails.
Brealc O/.-A vessel is said to "break oft''' when the wind comes more ahead
or shy, and she cannot lay her course.
Breaming.-To clean the tar or paint oft' a vessel by means of burning.
Bring Up.-To cast anchor.
Bring Up all Standing.-To stop without notice, to come to anchor suddenly
with all sail set.
Broach To.-To come up to the wind against the helm as when running in a
heavy sea.
Brooght To.-Signifying that a vessel has been brought to the wind.
Bulkhead.-A partition separating different parts of the interior of a vessel.
Bull's Eye.-A round block of wood with a hole in the centre.
Bumlcin.-A short standing spar of wood or iron projecting from the bow or
quarter of a vessel. The standing boom of a yawl is called the bumkin.
Burgee.-A triangular shaped flag. The sizes of burgees and ensigns for a
cutter yacht are about as follows : 5 tons.
tons. 15 tons.
tons. ISO tons.
.
BUBGBE
2 ft. 6 in.
8 ft.
8 ft. 6 in. 8 ft. 6 in.
4: ft.
I
ENSIGN...
li yd.
2 yd.
2! yds.
2! yd.
8 yd.
Should the yacht be yawl rigged the ensign may be about half a yard smaller.
Burton.-A small tackle and purchase.
.
Bush.-A piece of metal inserted into the sheaves of blocks.
Butt.-The ends of a vessel's planks where they meet each other.
By the ue.-A vessel is said to be running by the lee, when from a shift of
wind or careless steering, the breeze is blowing on the same side as she
carries her main boom.
.

110

120

Oable.-The rope or chain by which a vessel is anchored or moored.

OabooBl.-The cooking room, or cooking apparatus of a vessel.
Oarvel.-Smooth built. that is the planks fit edge to edge.
.
Ca",l or Kwel.-A piece of hard wood nailed on to the timber heads with
the ends projectinr, used to belay the mainsheet.
.
OapBtan.-A cylinder with levers to wind up any great weight, used for raising
the anchor.
OareMi.-To heel to one side.
Oarlings.-Pieces of timber which lie in a fore and aft direction between the
deck beams.
Carry Away.-To lose or break a rope, spar, &c.
Ca8t.-A very common term in nautical phraseology. Thus, to cast to starboard means to payoff to starboard; "cast the lead t. means "heave it " ;
"cast off" the same as " let go," &c.

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PRINcIPAL 'tERMS USED tN YACHt BAILING.

(Jathead8.-A projecting timber or iron on each side of the bow of large vessels,
with sheaves through which a tackle is rove, used for securing the anchor.
Caulk.-To make the seams of a vessel water-tight.
Ceiling.-The inside plank of a vessel's deck.
Chain Pipe.-A pipe through which the cable passes into the locker.
Chain Plate8.-Iron plates which are bolted to a vessel's side to secure the rigging.
ChanneI8.-Broad pieces of timber fastened on the outside of a vessel for the
purpose of giving greater spread to the shrouds.
Cltart.-A marine map delineating some part of the sea and the sea coast, giving
information as to the rocks, shoals, lights, soundings, and all that is
necessary to assist the mariner in shaping the course for his vessel.
Cheek8.-Projections at the lower part of the mast-head on which the erosstrees
and trestletrees rest, sometimes called hounds.
Chronomet6r.-A marine time-keeper used in determining the longitude at sea.
It differs from an ordinary time-keeper in its "compensation adjustment"
being so constructed as not to be affected by climatic influences. It is set
to Greenwich time, and thus the difference between the time at Greenwich
and any other part of the globe can be calculated with great exactitude.
It is always best for vessels bound on long cruises to carry two or more
chronometers in case of one getting out of order.
Clearance.-The document obtained from the Custom-house stating that all the
requirements of the law have been fulfilled and that all claims in the shape
of port dues and other charges have been paid.
Cleat.-A wooden projection used for belaying a rope to. Cleats are usually
. placed fore and aft. Belaying pins vertical. The latter are generally iron.
Clip-Hook8.-Two iron hooks with one side fiat, pivoted together at the eye, the
hooks overlap.
Clinker, Clincher, or Clench6r.-A mode of building in which the edges of
the planks overlap.
Clo88-hauled.-Means that the sails are- set fiat at a small angle in order to sail
close to the wind.
Cockpit.-An open space in the after part of a yacht, abaft the cabin, usually
fitted with seats.
Collar.-The eye of a stay or shroud, strops are also sometimes cOllars.
Companion.-The entrance to the cabin from the deck.
Copper Fastsned.-A term which denotes that the several parts of a vessel
below the wales are fastened with copper nails and bolts.
Corinthian.-A term generally used to signify an amateur patron of sport. In
ancient times the youth of the better classes in Corinth were regularly
trained in feats of strength, skill, and agility, hence the origin of the term.
A Oorinthian yachtsman is one who has never been engaged in any
professional capacity for pecuniary emolument on board a yacht. It means
the same as amateur.
.
Counter.-The arched part of the stern which terminates at the extreme end
of the vessel.
Covering Board.-The piece of timber running round the side of a vessel from
which the deck planks commence.
Cracks.-A good way of filling up cracks in a spar is to stop them with a mixture
of white lead, whiting, and gold size, coloured with a little yellow ochre to
resemble the varnished wood. Mix to the consistency of common putty.

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1>BINCI1>AL 'tIBIlS US.D IN YACHt SAIt.l!tG.

Craftll~

or Cranc~.-The iron on the bowsprit end to which the shrouds and

bobstay are hooked.
Cringl~.-A small metal ring with a groove round its outer edge. It is used on
the outer edge of a sail for passing the reef earing through. It is also
jam~ into the strop of a block. when an .eye is ~nted for the purp~se of
'hooking the block on to anything. It IS sometImes called a thImble,
although erroneously.
Crutch.-Cross pieces of wood or iron used to rest the boom in when the sail is
down. Iron knees or pieces of timber placed athwartship in the after part
of a vessel to secure the heels of the timbers are called crutches. The
rowlocks of boats are aleo sometimes called crutches.

Dandy.-A vessel, cutter, or sloop, rigged with the addition of small mizen mast
at the stern. A lug or spritsail is set upon the mizen mast. Of late years
this class of craft has generally been termed a yawl (see Yawl).
Davit.-A sort of stanchion, used for hoisting up boats to the side of a vessel.
Davit Guy.-A rope used to support the davits.
Dead Ey~.-A circular piece of wood with three holes in it through which the
lanyards of the rigging are passed. When there is only one hole in them
they are called bull's-eyes.
D~ad Lightl.-Shutters made to fit exactly over the ports or windows, over
which they are placed in rough weather.
DUMl Riu.-The angle made by the floor timbers from the keel to the bilge.
Dead Wood.-The solid parts of the ends of a vessel.
Dipping Lug Sail.-A lugsail which has to be shifted to leeward of the mast
every time the vessel is tacked
.Di8mantkd.-Stripped of sails and spars, unrigged.
,
Dolphin Striker.-The perpendicular piece of wood or iron under the bowsprit
for giving greater angles to the stays of the jib-boom; sometimes oalled
martingale.
Downhaul.-A rope fitted to the upper part of a sail to haul it down by.
Dow8~.-To lower away suddenly; to extinguish.
Down H8lm.-An order to put the helm to leeward.
Down Wind.-Sailing in the course of the wind.
Draw.-When a sail is filled by the wind it is said to draw.
Drift.-The length of rope over and above that which is really utilised. It is
always advisable to have some drift in sheets and halliards. Used also to
signify the set of a tide or current, and a vessel's leeway.
IJry-Rot.-A disease to which timber is subject, causing rapid decay.
Dubbing.-Working with an adze.
Earing.-A rope attached to the clews or cringles of a sail to fasten them to
the ends of the yards or booms.
Ea8~ up Hand80f7lely.-Means to let go gradually so as not to lose command
over the rope which is being cast off or the sail that is being lowered.
Eaq There.-Signifying not to pull or haul strongly.
End for End.-Moving any article so that the end occupies the reversed position.
E"d On.-Said of a vessel when any object is immediately ahead of her bow.
E"tranc~.-The lower part of a vessel's bow.
EfHM Kul.-Said of a vessel when she draws the same quantity of water aft as
forward.

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PRINOIPAL DRD tJliBD IN YAOHT SAILING.

EyeZet-Holu.-Small holes made in sails through which the reef points and
lacings are passed.

Eyu of the Rigging.-That part of the rigging which is close to the

~sthead.

Fairway.-A vessel's course in the navigable part of a channel, river, &0.

Fair Wlnd.-A wind which enables a vessel to continue her course without
~ng.

Fall.-That part of a rope which is hauled upon.

FalBe Keel.-A piece of keel below the main keel.
Fathom.-A length measure of six feet.
Feather an Oar.-Is to turn the blade of an oar horizontally when lifting it
from the water.

FuZing Her Way.-Sounding with a hand lead as a vessel proceeds on

her way.

Fender.-A piece of cork, wood, stnft'ed canvas or matting, used for preventing
the sides of a vessel from getting chafed against a pier or another vessel.

F,tch.-A nautical expression meaning that a vessel will succeed in getting to

a certain point in beating to windward.

FiddlB Bloclc.-A long block with two sheaves, one larger than the other.
Fi8h Davit.-A davit in the bow used for fishing the anchor.
Fi8h TaclclB.-A powerful tackle used on board ship to hoist the anchor on to
the bow.

Fi8h.-To strengthen the part of a mast or spar with other spars placed longitudinally and lashed round it with either chain or rope.

Flange.-A projecting edge.

Flaring.-The opposite to falling in or tumbling home.
Flood Tid,.-The rising tide.
Flulcu.-The part of the anchor which sticks in the ground. The main part of
the anchor is called the shank, and the cross-piece the stock.
Flush Declc.-A deck with an even surface from fore to aft.
Flying Start.-In yacht racing when the yachts start with sails set and under way.
Foot.-The bottom edge of a sail.
'
Fore and Aft.-In the direction of a vessel's length from head to stern.
Forecaatle.-The fore part of the vessel under deck.
Fore Guy.-A rope made fast to a boom, leading forward.
Fore Pealc.-Olose forward under the lower deck.
Fore Reach.-Said of a vessel when she gains an advance or sails past another
vessel.
Forge Ahead.-Said when a vessel begins to gather way through the water.
Foul.-Obstructed, entangled, not clear.
Foul Berth.-Meaning that a ship is anchored in the way of another, or some
other obstruction.
Foul Bottom.-Said of a vessel's bottom when it is covered with weeds, &c. ;
contrary to clean.
Fre,.-When a vessel can sail her course without being hauled close to Ule
wind.
Freeboard.-A vessel's side which is above water.
Freshen the Nip.-To alter the position of a stay, &c., so that the chafed pari
comes to another place.
Full and Bye.-SaUma close 1".9 the wiml1lithou~ th~ IWti1Ii ~.
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PIUNOIPAL TBBIIS OSBD IN YAOHT SAILING.

Gammon lron.-The iron ring in the stem through which the bowsprit passes

in J8Chte.
GtmguJa!J.-The entrance in the side through which people pass in and out of
a vell8el.
Gau-.l.AM.-A light line rove through a block used for hoisting anything up
aloft.
Garboardl.-That part of a vessel's planking nearest the keel on each side.
GaBket6.-The lashings round a sail after it is furled or rolled up.
Gather Way.-Said of a vessel when she begins to move through the water
under the pressure of wind or steam.
Gi", Way.-Meaning pull the oars hard when rowing.
Good Full.-Signifying rather fuller than full and bye.
GooBe-Neck.-The iron hook like the neck of a goose fitted to the end of a
boom instead of jaws.
.
GooBe- Winged.-Used to signify that a vessel is ronning dead before the wiud,
with her sails set on opposite sides.
Ground Taclcle.-A term for anchors, chains, or anything that secures a vessel
at her moorings.
Grummet or Grommet.-A piece of rope shaped like a ring.
Gudgeon.-Iron sockets in whioh the pintlcs of the rudder work.
Gunwale.-The plank or planking whioh covers the timber heads above the
deck.
Quy.-A rope for keeping a boom on one side of a vessel.
Gybeing.-The act of swinging a vessel's boom from one side to the other when
before the wind.

Halliardl.-Ropee or tackles used for hoisting the sails, yards, &0.

Hand over Hand.-To rapidly pass the hands alternately above or before
another.
BandBpike.-A wooden bar used as a lever.
Hand Taut.-As tight as a rope can be pulled by the hand.
Handy Billy.-A small snatch taokle, used for getting an increased purchase on
a halliard, sheet, &c. It is kept near at hand, hence the name.
Handy.-A vessel is said to be handy if she tacks about quickly, and answers
her helm smartly.
Hanu.-Rings of wood, iron, &c., used for securing the luff of sails to the stays.
Hard DOrDn.-Meauing put the helm right over to leeward.
.
Haul Her Wind.-A vessel is said to haul her wind when the sheets are
hauled aft.
Haw8e Pipe.-The holes in the bow through which the cable leads.
Haw8(Jf'.-A large rope used for towing and other purposes.
Head Rope.-The rope to which the upper edge of a sail is sewn.
Head to Wind.- When a vessel has her sails all shaking from being too close
to the wind.
Heave Short.-To heave up the oable until the vessel is close to her anchor.
Heave To.-Meaus to place the sails in suoh a position as to keep a vessel just
dodging head to wind, called by sailors "Laying to. It Some vessels will
not" Lay to" at all well, while others will ride out the heaviest gale in
this manner as oomfortably as if they were at anohor.
HHI.-The lower end of a vessel's keel, mast, timbers, &0.
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TEaMs

USED iN YAOHT SAILING.

Hul Rope.-The rope which is made fast to the lower 01' inner end of a spar.
H.,'m'8-a-le.,.-Signi!ying that the helm has been put down to leeward.
Hitch.-A kind of knot in a 1'0pe for fastening to anything.
Hogged.-Means that the ends of a vessel droop, or are lower than the middle.
This is very ugly, and a perfectly straight vessel will have the appearance of
being slightly hogged unless she has a little sheer up in the ends.
Hold On.-Not to slacken after hanling.
HorM.-A term which implies that any object is lodged in its proper place.
Hood-md8.-The ends of planks which lie in the stem 01' stern post.
Horna.-The jaws of gaffs or booms. The outer ends of CI'ORs-trees.
Hor8e.-An iron bar on which the lower block of a sheet travels, sometimes
called a traverse.
HoundB.-Pieces of timber fixed on a lower mast to support the rigging.
HOU8e.-To lower down, such as " House the topmast," meaning, lower it down
so that it is almost on a level with the mast. That part of the mast
which is under the deck is also said to be housed.
Hove To.-Same as " Laying to. It
Hull DOUJn.- When only the spars of a vessel are visible above the horizon.

In IronB.-A veBBel is said to be in irons when she will neither payoff on one
tack or the other, but keeps head to wind.

Jacket TopBail.-A gaff topsail with a very narrow head and short yard. It
should be cut with a very long clew at the tack as that makes them stand
almost as well as a jib headed topsail. As it requires no lacing it is a
handy sail for a cruising yacht.
Jack Yard.-A small yard sometimes termeJ a " Jenny Yard," used to extend
the balloon topsail beyond the gaff.
Jambing Hitch.-To make a rope fast so that the greater the strain the tighter
the turns become.
Jury Mast.-A temporary mast fitted when the vessel's mast is carried away.

Kedge.-A small anchor.

Kulson or Kelson.-A timber fitted inside a vessel exactly over the keel.
Knittla or NettleB.-Small lashings used for lacing light sails to their spars.
Also used by modem yachtsmen, to signify reef points.

Knot.-A nautical mile, 2,026 yards, the statute mile is equal to 1,760 yards.

LanyardB.-Small pieces of rope used for fastening the rigging to the dead-eyes.
Large.-A vessel is said to be sailing large if the wind is abaft the beam.
Lazy Guy.-A rope used for keeping a boom from jumping in a sea.
Lead-liM.-A line divided into fathoms (6 ft.) with a lump of lead at one end
for measuring the water.

Leeward.-The side opposite to that from which the wind blows.

Lu-going Tid.,.-A tide running in the direction of the wind.
Lee H.,lm.-When a vessel will not luft' to the wind without the helm is put'
OTer to leeward. This is a very dangerous propensity, and a yacht that
behaves in this wa.y is radically wrong either in her construction or sail
plan.
Leeway.-The distance a v88se1100ses when blown sideways by the wind.

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PlllNOIPAL 'l'BBHS VSID IN YACHt SAILlllG.

Lizard ROJ".-A piece of rope with a thimble spliced in it.

Load Water-liM.-The line of flotation of a vessel when in her best trim.
Log LiM.-A measured line used for ascertaining the speed. of a vessel through
the water.
Luff.-Signifying to bring a vessel closer to the wind.
Lurch.-The sudden pitch of a vessel forward or to one side.
Mac~l

S1cy.-A sky presenting the appearance of the stripes on a mackerel's

scales.
Malee Sail.-The order to set the sails.
Marle.-To wind a small rope round another.
MarliM Spi1ce.-An iron spike used by sailors to open the strands of rope for
splicing, &c.
Meet Hw.-An order given to the helmsman, signifying put the helm the
opposite way in order to prevent the head of the vessel coming up or
falling off too much.
MidBhips.-The same as middle.
Mild6W.-Black spots on the sail like smuts, caused by damp; to eradicate,
scrub well with soap and fresh water, rinse well with salt water, then
steep in the following solution-A bucket of slacked lime in 100 gallons
of water and 2t ounces of bloe vitro!. Dry the sail thoroughly and dust
it well afterwaros.
Mi88 StaY8.-Means that a vessel fails to come round on the tack opposite to
that she is being sailed upon when the helm is put down.
Miz6A Bumplcin.-The projecting spar to which the mizen sheet leads.
Mizen MaBt.-The mast nearest the steru.
Miz6A StaY8ail.-A sail set on the mizen stay.
Moor.-To ride with two anchors down or to make fast.
Moue.-To lash a small piece of spunyarn or marlin round the hook of a block
to prevent its slipping ont of the eye.
MUIIlin.-A term sometimes applied to the sails.
Neap TUU8.-Those which occur near the first and last quarters of the moon.
Noc1c.-The corner of a fore and aft gaff sail which is fast under the jaws of
the gaff.
No Nearw.-All order to the helmsman, meaning" do not bring the vessel any
closer to the wind."
Oiftng.-The space between a vessel and the shore.
Outhaul.-A rope used for hauling a sail out 'on to a spar.
Overhaul.-To lengthen the tackle by hauling the slack rope through the blockl!.
Also nsed by sailors to signify a careful examination of anything.
OtIer-all.-The extreme length of the hull of a vessel from end to end.
Pninter.-The rope used for towing the dinghy or punt astern of a yacht; also
for making a small boat fast to a larger vessel.
Palm.-A leather going round the palm of the hand with a thimble in the
middle, used by sail-makers.
Parbucle16.-A rope used for hoisting and rolling casks, spars, &c., by.
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PRINCIPAL TERMS 17SBD IN YACHT SAILING.

Parcelli1lf1.-Tarred canvas wound round a rope to prevent chafe.

Parrel or Pawal.-A rope used to confine the gaff to the mast.
Pawl.-An iron wedge to prevent a windlass or capstan from turning round the
opposite way to that which is wanted.
Pay.-To lay on a coat of tar, &c., with a mop or brnsh to preserve the wood
and keep out water. The seams of a vessel after they are caulked, are
payed with pitch to keep the water from the oakum.
Paying Off.-Means that the head of the vessel is turning away from the wind.
Pay-Out.-To veer or slacken a rope or cable.
Peak.-The upper outer point of a gaff.
PMdant.-A rope to which tackles are fastened.
Pintlu.-The hooks on the rndder which fit into eyes called gndgeons on the
stern-post.
Pole Mast.-Mast and topmast in one length.
Port.-The left-hand side; the openings or windows in a veasel.
Patent Logs.-Useful as adjuncts to the ordinary line and glass. They are of
various descriptions, the chief of which are Massey's and Walker's. In
sailing yachts the towing log is best, as it registers correctly in light
winds. In steamers, and when a sailing vessel is passing quickly through
the water the deck Log has the advantage, as the indicator is in-board, so
that the distance sailed can be read off without the trouble of hauling in
the line, a rotator only being towed.
Purchau.-The multiplied power obtained by a tackle.
Put About.-To tack.
Quarlws.-That part of a veasel's side which extends from the stern to one
third of her length forward.
Quarter Fast.-A rope secured to the quarter.
Quarter Wind.-The wind that blows on a vessel's quarter.

Racing Flags.-A racing flag is a small square flag set at the topmast head.
The winning boat at the conclusion of a regatta may hoist as many flags
under her burgee as she has won prizes. The size of a racing flag for a
I) tonner should be 1 ft. 8 in. square; 10 tonner, 1 ft. 6 in. ; 20 tonner,
2 ft.; 40 tonner, 2 ft. 6 in. square.
Racking.-Seizing two parts of a rope together with spunyarn or other stuff.
Ramping Full.-Not quite close hauled.
Rate.-The daily loss or gain of a chronometer.
Ratlinu.-Smalllines whioh cross the shrouds, forming steps to go aloft by.
Rattle Doum.-To place ratlines to the shrouds.
Reaching.-Sailing with the wind on the beam.
Ready About.-An order to the crew to be prepared for tacking.
Reef.-To reduce sail by tying up the lower part.
Reef PMdant or Reef Earing.-The rope used for confining the reef cringle
to the boom.
Reif Points.-Pieces of rope fastened in the eyelet-holes of a sail to tie it when
reefing.
Reef Taclcle.-A tackle fastened to the reef pendant to haul it out by.
RettJe.-To pass a rope through thimbles, or eyes, or the sheave-holes of a
block.
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PRINOIPA.L DUS USBD IN YACHT BAILIH.

Rentkr.-A rope or tackle is said to render if it works easily; to slacken or

ease.
Ride.-To lie at anchor j to be secured by an anchor.
Ring Bolt.-A bolt with a ring through the eye.
Round To.-To bring a vessel's head to windward.
Round Tum.-To pass a rope completely round anything.
Rowlocks.-U sed in some boats instead of thole pins, which are merely straight
pieces of wood to rest the oars in. They are metal, generally brass Clr
galvanized iron.
Running Bowsprit.-A bowsprit that is fitted to work in and out through Ule
bitts.

Saddle.-A resting place for the jaws of the boom.

Sagging.-The reverse of hogging.
Sail Coats.-Painted covers to keep the sails dry and clean.
Scud.- To rnn before the wind.
Scull.-A light oar; to propel a boat by means of one oar in the stern.
Scuppers.-Openings in the lower part of the bulwarks to let the water run oft'.
Scuttlt.-A small hatch j to cut holes in a vessel's side under water.
Schooner.-Fore and aft carries only fore and aft sails j a topsail schooner carries
a topsail and top-gallant sails forward j and a two-topsail schooner has
square sails on both her topmasts.
Seize.-To lash anything with small stuff, such as spunyam, marlin, &c. ~
Selvagee 8trop.-A strop made of rope yam.
StrVe.-To wrap spunyarn round a rope to prevent chafe.
Set Flying.-A sail that is set up on its own luff-rope, like the jib of a cutter.
S,t of tAt Tide.-Course of the current.
Betting Up.-Tautening up.
Skacklt.-An iro~ link sometimes with an eye in each end through which a
bolt passes.
Shake Out a Reef.-To let out a reef by untying the reef points.
Sheathillg.-There are various ways of sheathing a vessel, the principal being
by means of copper or yellow metal plates.
Skeave.-The roller inside a block.
Sheer.-The longitudinal bend of a vessel's side in a fore and aft direction.
Sheet Anchor.-The largest and strongest anchor on board a vessel.
Skeet.-A rope or chain used for securing the corners of sails.
Shifting Backltay,.-Backstays only used as occasion requires, always shifted
when a vessel is put about.
Shiver.-To cause the sails to shiver by bringing a vessel too near the wind.
Sister BlocTc.-Two single blocks in one piece, with a BOOM between for a
seizing.
Slreet.-To wet the sails of a vessel to make them stand flatter.
Slack.-Not tightly secured.
Slack in Stays.-Slow in tacking.
Slant of Wind.-A wind that comes a little more free.
Sling8.-A rope or chain used for hoisting and lowering different articles.
Slip.-Slip the cable, meaning, to let go the cable from the vessel.
Snotter.-The loop or ring into which the lower part of a sprit is inserted.
Soldier,' Wind.-A wind abeam.

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PRINCIPAL TBRlIS USBD IN YACHT SAILING.

xlii.

Sounding8.-Where the deep sea lead reaches the bottom of the WAter.
SpaniBh Reef.-A knot tied in the head of a sail to shorten it.
Spencer.-In yachts the foresail of a schooner is sometimes called a spencer.
Spit Fire.-The name given to the storm jib.
Splice.-To unite the ends of rope together by interweaving the untwisted strands.
Spring.-A rope or hawser.
Spring Tides.-The tides at or near the new and full moon.
Spun Yam.-Several rope yarns twisted.
Stand By.~An order signifying to be ready.
Standing Bowsprit.-A fixed bowsprit, on which is set a lighter spar oalled a
jibboom. A standing bowsprit not only looks handsome in large sohooners,
but it enables the head sails to be reduced more quickly.
Standing Part.-The part securely fastened.
Standing Rigging.-The rigging that is always kept in one place.
Starboard.-The right hand side of a vessel.
Started neither Tack nor Sheet.-Said when a vessel sails her course without
change of wind, thus preventing the necessity of alterations in the
adjustment of her sails.
SCag8.-Large ropes used for supporting the masts, &c.
Steerage Way.-When a vessel moves through the water so as to r~er her
manageable by the helm.
St&J'.-Stable or steady.
Stopper.-A short piece of rope.
Storm Sai18.-Small sails used in heavy weather instead of the ordiD~y ones.
Stranded.-Said of a rope having one or more of its strands bro~eu. Ruu
ashore.
Strop.-A piece of rope spliced in the form of a ring.
Surge.-When a rope renders or slips round a pin, capstan, &c.
Sweep.-A long oar.
Swig.-To take a pull by means of a sudden jerk.
Swivel Hook -A large hook that revolves upon an axis for taking the turns
out of a taclde.

Tabrnacle.-A kind of trunk used to step the mast in on deck when it is

intended to lower, used in barges and up river yachts.
Tabling.-A -piece of canvas sewn to the edge of a sail to strengthen it where
the roping goes.
Taclcing.-Beating to windward.
Tail Block.-A block with a piece of rope spliced to it, to fasten it in any
place where it is wanted.
1'himbles.-Metal hoops shaped like the letter U with the top ends turned
round making a hook, which holds the seizing.
Thole8.-Pins inserted into the gunwale of a boat for the oars to work in.
Throat.-The part of a gaff or sail next the mast.
Thwart8.-The seats across a rowing boat.
Tilltr.-The piece of wood or iron fixed in the rudder head as a lever to move
it by.
Tiller RopeB.-The lines fastened to the tiller to work it by.
Toggle.-A piece of wood fastened to a rope with a loop in the otll.er end,
called a becket.
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PRINCIPAL TERMS USBD IN YAOHT BAILING.

Top "', Boom.-To hoist the boom at any angle from the deck.
TraftlOm8.-The thwartahip timbers of a vessel which are bolted to the sternpost.
Trat1elkr.-An iron ring which runs on a spar or gaff.
Triatic Stay.-The stay going from mainmast to foremast head in a schooner.
Trip.-To break an anchor out of the ground.
Trysail.-A small, narrow-headed fore and aft sail, used for stormy weather
instead of a close-reefed mainsail.
Tnlck.-The circular top of a vessel's mast.
Ty".s.-Pieces of small stuff used to secure the sail when stowing same, as
gaskets.
U.wlftd.-To cast off a rope or sail altogether.
Und". tke Lee.-Sheltered from the wind.
Unmoored.-Riding with a single anchor. The reverse of moored.
UnsMp.-To remove anything out of a vessel.

Vang.-A rope used for steadying the gaff of a fore and aft sail.
Ve"..-To run out chain. The wind is said to veer when it changes with the
C01ll'B8 of the sun, and to back when it changes against the course of
the sun.

Wall Sided.-Flat or siraight sided, as distinguished from rouud or barrel sided.

Watch.-The divisions of sea-time. Thus, a watch is four hours. The dog
~atches are from 4: to 6 and from 6 to 8 in the evening. These change
the watches, so that the crew have an equal amount of rest on alternate
nights. The bells are struck every half-hour, beginning at one bell and
ending at eight bells, when a new watch begins.
Wary.-To tow a vessel along by pulling at a rope fast to a fixed object. A
strong rope.
Wat". Sails.-Sails set underneath the foot of fore and aft sails in very light
wind. They are only useful when running before the wind.
W,aring.-Putting a vessel before the wind for the purpose of changing her
tack. This manreuvre is only resorted to when a vessel refuses to come
about, but falls off on the same tack directly she is brought head to wind.
Weathw.-The reverse of leeward i the side on which the wind blows.
W~th". Gauge.-Said of a vessel that is to windward of another.
Weath". Helm.-When a vessel has an inclination to come too near the wind
and requires the helm to be put over to windward to check her.
WeGthering.-To pass to windward of anything.
Wheel.-Most large vessels are steered by a wheel instead of a tiller.
W7u'p.-A purchase formed of one single block.
Whiten Decks.-Take a bucket of unslacked lime, mix with four times its bulk
of water, lay on the deck after sundown and leave it all night, if it rains
during the interval all the better. In the morning wash off before the sun
touches it. Scrub the decks well with hard brooms and rinse down with
plenty of water. Some recommend a mixture of oxalic acid, 1 lb. of the
acid to one gallon of water, and damp the deck and wash off quickly,
Soap lees are sometimes used, but this stuff tends rather to brown the
decks. Small stainJ may be taken off by lemons.

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l'RINCIPAL tEIn!S USED

iN YACHt SAIL1NG.

WIU8WB.-Projecting irons across the stem heads of very sharp bowed vessels
to give more spread to the bowsprit shroud.
W1w16 Sail Strength.-A wind which enables a vessel to carry all her sail.
WindlaBs.-A horizontal machine for heaving up the anchor and raising great
weights.

Yard.-A spar by which a sail is extended.

Yam.-Threads of which rope is made ; a story told by a sailor.
Yaw.-oWhen a vessel leaves her direct course in steering.
Yawl.-Formerly a double-ended open boat used for fisbing on the coasts; also
a boat used by war ships. Now the name is given to dandy-rigged yachts.
Yoke.-The stretcher on top of the rudder to which the yoke or steering lines
are made fast in a small boat.

THE following Forms are intended to give an idea how to draw up an

Agreement for the Hire of a Yacht, which should have a 6d. adhesive Agreement Stamp affixed and cancelled by the last signature. If this is not done,
an impressed Stamp will be required. Both signatures should be witnessed : AGREEMENT FOR HIRE OF YACHT" ,"
BBTWEEN ,of the one part, and , of the other
part. The said Owner agrees to let and the said Hirer agrees to take
the Yacht " . . ," of about tons (B. M.), for. . . . .
lunar months for the sum of per month. The Hire to be prepaid.
The said Owner agrees to pay captain and crew, cook and cook's Inate, and the
said Hirer to find his own steward or valet, also to be at the cost of all
necessary fresh water, lamp oil, cotton waste, fuel. pilotage, towing, &c. i
also to insure the Yacht for . for term of hire against all risks.
The said Owner to fit the Yacht out ready for sea, and find clothing for captain
and crew, cook and cook's mate.
Yacht to be delivered up at. . . . . . in as good a condition as she is now
in, the usual wear and tear excepted.

lViInuI '"

IM} - - - - - - - - - -

(Signed) _ _ _ _ _ _ __

lViInuI '"

IM }

8~qf

BipcIIu",ol - - - - - - - - - -

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ni.

rokM or AGRBBdNT 01' Btd.

AGREEMENT OF HIRE.

YACHT"

"

IT 18 THI8 DAY MUTUALLY AGREED between A. B., of ,

owner of the Yacht " ," of tons, of the first part, and
C. D., of , of the second part, that the said A. B. agrees to let
and the said C. D. agrees to hire the above-named Yacht on the terms and for
the considerations as follow : Bire.-The hire to be ' per month of four weeks, for a term of
commencing on 188. Payment to be made in advanoe,
the vessel to be hand~ back to the Owner at. Hirer to
have the option of keeping the vessel for a further term of a month or
more by giving Owner notice thereof on or before the of . , at the
same rate, viz., , per month of four weeks. Vessel to be delivered
up at , or other Port agreed upon by Owner. Should the
time of hiring expire when the vessel is elsewhere, the time of sailing to
(or other agreed Port) to be added to the term of hire.
IDsuranoe.-The Hirer to insure the vessel at Lloyd's, or other approved
office, against all risk, including collision, for the sum of , The
insurance policy to be handed to the Owner before the of ,
Insurance to be made for the whole term of hire.
Damage.-Any damage snstained by the vessel to hull, gear, spars, sails,
boats, &0., or any part of them, such as is not payable by the Insurance,
to be made good by the Hirer, except the ordinary wear and depreciatlOn
of sails, spars, and paint.
oaptain.-The captain shall have entire command of the vessel and crew,
he will carry out all the orders and wishes of the Hirer except he consider
suob to be contrary to prudence and safety.
PUots.-In all cases where the captain wishes for a pilot, a pilot is to be
provided at the expense of the Hirer.
Outftt.-The Hirer to have the use of all charts, linen, plate, crockery, &c.,
belonging to the vessel, any further quantity that may be required to be
provided by the Hirer.
W__ IoIM}

~~

--------------------

(Signed) _ _ _ _ _ _ _ __

W-.Io*l
" )--------------8ipaIunof _____------------- (
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INDEX TO ADVERTISEMENTS.

JUFRBY'S lUBID GLUE ...

PASCALL ATKEY AND SON.-Stoves

SUBLB AND SONs-Boat Builders
W. DURBANT.-Photographer
MILLBR AND Tupp.-Steam Launch Builders

S'BVBNS' M.ODEL DOCKYARD

FORRBSTT AND SON.-Yacht and Boat Builders and Engineers

"YACHTING GAZETTE."-Newspaper.

"LB YACHT."-French Yachting Newspaper

NORIE AND WILSOll.-Yachting Books and Instruments

9 to 19

20

GEOBGB WILSoN.-Yachts for Sale or Hire

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MARINE GLUE,
JEFFERY'S

PATENT.

WORKS :-oMARSH GATE,

STRATFORD, Near LONDON, E.

Adopted by H.M. Navy for the deok seams of Ships,
Yachts, &0, and universally acknowledged the best
substanoe in the place of Pitoh and Rosin.

Its elasticity permits the deck planks to contract and expand under the
in1luence of extreme heat and cold, thereby rendering the deck perfectly
watertight.
The Marine Glue, thongh it becomes soft under the action of the
does not adhere to the feet or smear the deck.

SUD,

Price Ust of the various qualities to be had on appz.,,'cat:Um.

Je1f'ery's Marine Glue can be obtained of all Ship-Chandlers
and Yacht Furnishers.

N.B.-BEWARE OF OHEAP IMITATIONS, AND ASK FOR

JEFFERY'8 Marine Yacht Glue.

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PASCALL ATKEY & SON,

~auti4al ~~llnmtln!lt~5 &

lrutht Jitt~~5,

INVENTORS & SOLE MAKERS

OB'THB

R.Y.S. COOKING APPARATUS

Which has been supplied to upwards of 2,800 Yachts.
THE

~LTON

POROELAIN

&

OTHER SALOON STOVES

IN GREAT VARIETY.

PATENT IIAINSHEET BUFFERS.

OSBORNE & BALIIORAL SALOON LAIIPS.
SIR WILLIAII THOIIPSON'S & OTHER PATENT OOIlPASSES,
AB WELL AS

YAOHT FITTINGS OF EVERY DESORIPTION.

ISLE OF WIG HT &SOUTH OF ENGLAND GALVANIZING WORKS,

WEST COWES.
Illwtratl Catalogue. Po.t Fret

Oft

Application.

E.tablUhul 1799.
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ADVBBTISDIDTB.

SEARLE AND SONS,

~tnrt ~uild~r5
TO

mm

JLUESTY THE QUEEN, H.B-H. THE PRINCE OF WALES,

AND THE LA.TE

EKPDOR OF TBE FUNClL

BUILDERS OF ALL KINDS OF

Pleasure and Racing Boats, Rob .Roy" and

other Canoes.
Yachts, Gigs, and Dinghees.
Water Velocipedes, double and single.
11

SEARLE & SONS' REGISTERED SLIDING SEATS.

BOATS SENT TO ALL PARTS OF THE WORLD.

DDALS- {Silver. -Pa.ris, 18lSlS, 187lS, 1878.

.
Bronze.-London, 1862.

STANGATE, LAMBETH,

LONDON, S.E.
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15

W. 111111',
PHOTOGRAPHER OF YACHTS,
8 0,

V leT 0 R I A PAR A D E,
TOl\Q1lf.&. "1'.

(Close to the NEW HA.RBOUR.

Entrance Side Door).

PRIZE MEDAL AWARDED,

LONDON

PHOTOGRAPHIC EXHIBITION,
1877.
Mr. DURRllT begs to invite an inspection of his large collection of
Photographs of Yachts (taken direct from the vessels) always on view at
the above address.

YACHTS PHOTOGRAPHED
In all sizes and styles, at Anchor or under Oanvas, Deck Views, Groups
on Board, &C.

CABIN INTERIORS.
Subjects requiring it, taken by the

NEW INSTANTANEOUS PROCESS.

Mr. DURBAlTT'S long experience in Marine Photography enables him to produl'e
the very best of Yachting subjects.

ENLARGEMENTS
BY THE PERMANENT AUTOTYPE PROCESS.
OOLOURED SPEOIMENS ON VIEW.
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ADVEBTISEHBNTB. .

Yacht's Steam Dinghey "Bluebell," 15 feet to 20 feet long, 100 to 120.

MILLER & TU PP,

CREEK WORKS, MIDDLE MALL,

HAMMERSMITH,

LONDON.

STEAM DINGHIES.
STEAM CUTTERS.
STEAM LAUNCHES.
Steam Dinghies built from 15 feet long, with speoial Engine and Boiler. No cruising
Yacht is complete without one.
Steam Launches always in progress. Inspection invited.
These Launohes are fitted with Special free Steaming Boilers, accessible for
cleaning, and adapted for sea water, and are in use all over the world for every
purpose for which small steamers are available.
Write for No. 12, TIlustrated Descriptive Price List of Steam Launches, now
ready, with Sheet Photographs sent on receipt of six English or Foreign Stamps.

Steam Launch " Kestrel " 33 feet long.

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.Ai>VEBTiSEKBNTs..

..

..

~
CUTTERS, SCHOONERS, BRIGS, BLOCKS, DEADEYES,
WHEELS, FLAGS, STANCHIONS, &C
. Fittings for Model Ships (List Free.):

MODEL STEAM ENGINES,

STEAM AND WA.TEB GA.UGES, EOCENTBICS,
STEAM TAPS, &0., and all the separate Parts.

OnnmEBS, PUIIPS,

CHEMICAL

CHESTS,

TELESOOPES,

MAGIO

LANTERNS,

MIOROSOOPES,

FLOOR

SOIBNTIFIO

SKATES,

BALLOONS,

N OVELTIBS.

STEVEN'S MODEL DOCKYARD, 22, ALDGATE LONDON.

Send 3d. for Illustrated Oatalogue, 100 Engravings.

FORRESTT & SON,

ENGINEERS, LAUNCH, BOAT,

SAILING &STEAM YACHT BUILDERS,

NORW AY YARD, LIMEHOUSE,
NEAR STEPNEY STATION,

BRITANNIA ;YARD, MILLWALL,

NEAR NORTH GREENWICH STATION,

LONDON.
_TJ1\IAT_ :rOB. BUJ:LDJ AR'D . .:EtAI....
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THE

YACHTING GAZETTE
AQUATIO NEWS.
PUBLISHED EVERY FRIDAY.

Price 3d.
ADDRESS:

409, STRAND, LONDON.

"LE YACHT,"
A FRENCH NEWSPAPER,

DEVOTED TO YACHTING ONLY.

THE ONLY YACHTING JOURNAL PUBLISHED WEEKLY
IN FRANCE.
It ill well illustrated, abl;r edited, and contains Vft'! mncb valuable information.

Bu1teoriptiOD ODe :rear, M lran08; Ba )[onthl, 14 rraaOl,

PAYABLII III ADVAN<m.

016.08:-60, RUE ST. T.AZARE, PAlUS.

8ubeoriptions received in London at "N OJUE'B," 156, Minories, London.
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NORIE'8, 166, Minorle., London.

BOOKS INTERESTING TO YACHTSMEN.

The Yachtsman's Handy Book;
NAVIGATION, NAUTIOAL ASTRONOMY, LOG BOOK AND
How TO KEEP IT, OHART, SEXTANT, IRON YAOHTS'
OOMPASSES, INTERNATIONAL (OOMMEROIAL) OODE
OF SIGNALS, FORE & AFT SEAMANSHIP, &c., &c.
Useful to all Yachtamen. whether intending to work np for a Certificate, or only
desirous of underatanding the Chart and Instrument work of a Coasting Voyage.

By W. H. ROSSER. PRICE 88. 6d.

Fore and Aft Seamanship for Yachtsmen,

WITH NAMES 011'
aO~:BS,

S~AB.S

... SAI:r.8,

INA

CUTTER, Y AWL, OR SCHOONER.

PRICE 211.

Biddle's Model Yacht Building and Sailing;

A Treatise on the Oonstruction, Rigging and Handling of Model
Yachts, Ships and Steamers; with Remarks od Oruising and Racing
Yachts, and the Management of Open Boats; also Lines for a. Racing
Outter, suitable for a 5 to 20 tonner. TYRREL E. BIDDLB.
illustrated with Woodblocb and Plates, PRIOE G8.

How to Make Knots, Bends, and Splices,

AS USED AT SEA.
:ruLLY ILLUSTRATED, la.

The Stars and Constellations,

HOW AND WHEN TO FIND AND TELL THEM:;
WITH FOUR LARGE MAPS OF STARS.
By W. H. ROSSD.

PRIOE G8.

The Mediterranean Illustrated,

PRICE lGs.

Practical Boat Sailing for Amateurs,

PRIOE G8.

Modern Wildfowling,
By WILDFOWLER,
PRIOB 211.

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to
BOOKS mTERI'B'l'IHG TO YAOJITSJIEX-tkHHIHI. L
Yaollt Deef&'Dblg. DiZOD Kemp 881. Notes on YaolltL Brett
8
By Dizon Kemp. 215
A Kanual of Yaoht and Boat 8aWDg.
Yaohts and Yachting. Vanderdecken 21/. The Yacht SaIlor
7
The SaIllilg Boat aDd Xanasement of YachtL lI'olkanl ...... 14
The WUdfowler. lI'olbrd. ......l~/.
Boat BuildiJlg for AmateurI
11
Hunt's Yacht List, 6/; or with Raoing Flap .....................
8
Ll07d's Yacht Rq1IIter ... 10/8.
Rules for BuUdiJlg .........
8
Varieties of 8aWDg V8IIII81II, &0., aDd KariDer's Oompallll ...
1
SaIlor's Pooket Book ............7/8.
Book of KnotL..............
11
I'latr Book of all Nations. Splendid work, publiahed at 5 51.... SO
Names of Yachts, &0., explained, ~/. Yachting Tales, 2/ aDd 4
Yaollts' Jibs. How to make a new Jib that stands flat ... .........
2
The Sunbeam's Voyap. Mm Braaaey ................... .............
7
Nonra.;r. Yachting Voyage to Hardanger Fjord, with muatrationB
"1
Shooting, Sea J'iaJaing, and Yachting Trips. 2 TOlL 21/., used 10
Ditto, I TolL, 2nd Be1'ie121/., used 10/8 j ditto Ibd llllriee 21/., used 10
Under the Red Ensign, a Guide to Bo;ra onGoing to Sea ... 1/. et; 2
Sport in Xa.n7 Lands. By the old" Shebrry." ................... .. 80
Bea J'iaJaing--Wilcocb, 12/8. Lambton Young's Bea I'ishiDg
8
Deep Bea Fishing aDd Fishing Boats. Holdsworth. ........... . 21
XediterraneaD, Winter aDd Spring on Shores of .............. . 12
. Ba7 of Bisoa7, Oruiae. Burrows. A Portfolio of BkeWhes, &C. 10~
Baltio. Yachting Oruiae in the Baltio. B. R. Gravea ........ . 12
Through I'ra.noe and Belfiium b7 River and Oanal, in the
Steam Yacht" Ytene. lloens, 1~/. Secondband copiee......
"1
Oruise of the" Widgeon," 10-ton Yawl, Swanage to Hamburg
9
b7 Dutoh Oanals, Zu;rder Zee, Elbe. a E. RobinBOn...... .
Through Holland. O. W. Wood. 12/..................................used
"1
"Orlon," or How loame to saUalone in a19-tonYacht.llcllullen.
8
Cruise of the "Proo;yon." llcKullen. ................................... .
8
Oruise of the " Frollo" I5/.
1'B1eD.a'.......
1
Oruise of the" SUver Cloud;" D1mdee to lI'rance and Back ........ .
2
Oruise of the "Kat.e;" a Single Handed Voyage Bound England .. .
8
Yachting in Arotio Seas. 1. Lamont, 18/. Secondhand copies.. . 12
Yachtsman's Holida7s, or Cruising in West Highlands .... ..
6
Letters from High Latitudes. Lord Dderin. .. ................. ..
7
A Yachting Orulse in the South Seas. 0. 11'. Wood. 7/6, used
~
Out of the World, or Life in St. Kilda ............................. .
2
Two Year's before the Kast...l/. Two Year's Abaft the Kast
"1
~
The V07age Alone in the Yawl" Rob Ro7" ....................... .
2
"Rob Ro7" on the Baltio. Oanoe Cruise .......................... .
Norway, Sketohes of Life, Soenery, and Sport in .............. .
8
Hints on Shore Shooting, Skinning and Preserving Birds
8
Yachting Album, containing 12 Portraits of Celebrated Yachts .... .. 63
West India Piokles, or Cruise of the "JosephiDe" ........... .
6
Starboard and Port; Amerioan Yaoht Cruise ................ .
8
Tom Or1Dgles Log ...............2/6.
Cruise of the "Kidge." .. .
2
Norie's Navigation with Tables 16s. Dail;r Assistant ....... ..
~
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11

NOBlE'B, 166, Minoriee, London.

BINNACLES WITH STEERING COMPASSES.

Handsome lit.tle Binnacle, in stout brass, stands only 21 inches high, with
a 4f Card Liquid Compass 6 10. i or with Single Needle Compass
4 4s.; or with an extra Compass Card, fitted with double needles,
and a bell to cap for heavy weather olS ISs.
Large size for large Sailing and Steam Yachts 8 to 10.
or the Dolphin Binnacle,very handsome, with Liquid Compass 10 to 12.

SIULL

lIS INCHES

HANDSOME

OR

WOOD

21 INCHES

STA.ND

HIGH, WITH

BINNA.OLES,

BRABB TOPS.

Stands of Teak, Oak or Mahogany to match the Yacht's deck fittings,

can either have On LAIIP underneath (as in sketch), and fitted with best
Transparent Double Needle Compass, and bell to CDmpass card for
heavy weather, at olS 10s., or with Transparent Liquid Compass 8 Ss.
Made with Two LAHPS in the Head and fitted with the ordinary Single
Needle Compass, at 4 48., or with two lamps and an extra heavy
Compus Card and a bell to cap for heavy weather, at olS CSs.. or with
Liquid Compass 2 28. extra.
Large size for large Sailing and Steam Yachts ~~Ze~bY l%ogle

11

NOIlIE'8, 166, Mlnoriee, London.

YACHT OR BOAT BINNACLES.

IKPROVED

WITH

LIl'B-BOAT

LIQum

BINNAOLB,

OOKPABB.

No. 1, with Si inch Oompass Oard, stands 10 inches high and is

6 inches square .

. 4 lOa. Od.
No. 2, with 4i inch Oompass Oard, stands 11 inches high, and is
7 inches square.

5 108. Od.
With extra finish, glass in front to open for cleaning, &c.
Teak Binnacle, Compass and Lamp complE'te, similar design to above,
Oompass has double needles and Bell Cap. These Binnacles have
been designed as the cheapest, strongest, and best for open boats
and very small yachts
2 10s. Od.

Azimuth Compasses for Taking Bearings,

AND CABIN TELL-TALE COMPASSES, &0.

Azimuth Oompass, best prismatic, with divided ring and mahogany

box, 6 6s. : Plain ditto, 5 5s.
Hanging Cahin Tell. Tale Compasses, and Transparent Oompasses, with
brass arms, 25s. to 508.; also Nickel Plated if required.
3 .;

~::8 8) G oog! (>

la

MORTE'S, 156, Minorielll, tondon.

NEW YAOHT & STEAM LAUNOH BINNAOLE,

PITTED WITH BEST DOUBLE NEEDLE LIQUID CO.PASS.

!I'M 8mGlZu' Bitmac16 mad6 with 5 inch Compal' CGrd.
Price .6 10s. Nickel Silvered .7 10s.

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Amongst the unsolicited Testimonials we have received, the following appeared

in the ~Ztl of 22nd February, 1879, in a series of letters headed" Racing 8eaaon
of 1878, in the 'Freda,'o Tons, R.T.Y.C."-J. BEAVOR WEBB, Esq.:

.. I do not thlnl< I have mentioned our COJnptlllll and binnacle. Every sailor knows the dI1IIouIty of
RetttnIr one that will remain perfectly steady In a sea way, which dI1IIculty la increased in the ama\l
Craft, JOOy jnmp abont so mnch more than the large ones. I have tried many COJnpa8BeB by ~t
II1IIbn, and, nntll \aat )(a~d not get one which would remain perfectly steady at all times. I then
heard of one I11pp1led bJ
NorIe and Wllson, City, and, on seeing one, took I11ch a fancy to it
thal I ordered one at once. The peculiarity of them la that they are COJnpaaa and binnacle all in one,
not having any gimball, the card floats in glycerine (and water), doing all the work; they are
remarkably ~ lIttle thinga-at least everyone admIrea ours, which we aJ ways keep on deck, big.
ship fashion. They are very cheap, coating only 6 1011. each. I may as well say here, In oaae anyone
wiIbea for one, that I have tried all the other lIquid COJnpaaaea, and fonnd them all fall, as in a heavy
_ the card "onld fly about so mnch as to make It ImpoaalbJe to steer by It."

W., Aaa! 1""~ Z4tt8r, BlI1pl"C81ing apIWovaZ,lrom tM 0nnI.M8 oltM" FBEDEBICA,"

20 tofU, -a " KOHINOOB," 10 tom; Mla 86CeraZ otluJr Yaoke- luJ,flB oaZlea aM
mllJWNMl tlteir MtW., latiifaotion 01 tM IflItn8 Binnacle and aUtulv Oomptu,.

TO YAOHTSMEN ABROAD, &C. REQUIRING SUNDRIES

The following and any other Yachting Requisites can be shipped to order, or prices
quoted on application; also Electro and Nickel.plated Lamps :Candle and Oil Lamps from 10s. to 20s. and 30s.
Cabin CDdle Lamps, hang up or form Candlestick, from 7s. M.
Atkey'B Shadowless Lamps from 3 l/5s.; Electro.plated /5.
AtkeY'B Cooking Apparatus, small 3 15s.; with Baking Oven /5 /5s.; with
Boiler and Boasting Oven 7 7s. ; large Stoves 9 9s. to 12 128.
Improved Main Sheet. Bu1fers from 3 3s., snitable up to 10 tons; Ratchet
WindluI for IIIlall YachtB with Wrought Iron Bittl from 8..
or for Wood BittB 2 10..
Digitized by

I
OS e

BELLS, CANDLE AND OIL LAMPS.

PRIOBS QUOTED FOR NIOKEL PLATED GOODS.

Fig,l.

Fig. S.

Fig. 2.

Fig. 1.

Oabin Lamp, with back plate to hang up, bronzed, 11/6.

Fig. 3. Brass Bells, 5 inch 16/6 j 6 inch 18/. j 7 inch 22/8.
Fig. 2. Smoke Shade 8/6 to 1S/6.

Fig. 5.

Fig. 4.

Fig. 6.

Fig. 5. Oil Cabin Lamp, with back plate, bronzed 12/-.

Fig. 6. Tm Forecastlo Lamps from 2/6.

Fig. 4. Brass Bells, 5 inch 16/6 j 6 inch 201-; 7 inch 21S1-.

Fig. 7.

Fig. 8.

Fig. 9.

Fig. 8. Candle Stick Lamp, with back plate, superior 10/Fig. 7. Flash or Flare-up Lamps 3/6 and 4/6.
Fig. 9. Engineer's Lamps in tin, small 7/6, large 12/6 j
alao in Brass.

Digitized by

oogle

t&

NORIE'S, 156, Minonee, LondOD.

SALOON AND CANDLE LAMPS'.

PRICES QUOTED FOR

NICKEL

PLATED GOODS.

Fig. 10.

Fig. 11.

Fig. 10. Saloon Hanging Oil Lamp, 22 inches long, 4:2/-.

Fig. 11. Small Oabin Hanging Oil Lamp, 19 inches long, suitable
for small Yachts, 9/6 and 12/-.

Fig. 12.

Fig. 13.

Fig. 14.

Fig. 12. Oandlestick Lamp, with foot for table, 10/6.

Fig. 13. Candlestick Lamp, without back plate, 7/6.
Fig. 14.. Hanging Candlestick Lamp, Bronzed, 8/6., or with back
plate and loose tube to push through the glass globe, 10/6.

18

ROBD'8, 166, Jlfnoriee, London.

The Celebrated

~Os.

and 68s.

DAY OR NIGHT
IlARINE BINOCULAR GLASSES.

"NORI E & WI LS ON"

WitA emlIoal NafM,
With LUGS En
Pllwa and jift,.t letuu
of gr,atut pOlDer,
covered with Morocco
Leather in Sling Leather Due.

NORIB

&

WILSON, LONDON,

on etU:h eye pie.

WITH LUGS En
Pllwa. covered in
Morocco, and in a
Sling Leather Cue. A
strong usefnl Glass.
SECOND QUALITY,

FIBST QUALITY.

.2 108.

8 8s.
In Two PA'l"I'DNS, HIGB
SBAPS

AND

1rhDIUIl

EIlPBBOB PATrON,

OR

jinut

In Two

PATrSBNS, HIOB

SHAPE AND
EMPBBOR

MBDIUIl

OR

PATTBBN,

lemu of grea'"t power,

covered in Morocco, Sling

Morocco coverings, Sling

Leather Cases.

Strong

Leather Cases.
FIBST QUALITY.

SIXJOND QUALITY,

8 8s.

210s.

SP.cIAL GLASS
LoJro DIIITANCES,
with Deubk DraID,
both Draws twist out,
IpeciaUy adapted for
Long Distances at Sea,
strongly made and
fitted with best Lenses
of the greate8t power,
and large Object Glass,
and covered with
Murocco Leather, in
Best Sling Leather
Case.
..oB

44s.

BEST

NAVY

TBLESOOPBB,

Taper Pattern, Leather

Body, large Object
Glass, and beet Lenses,
- 2 feet with Ipray
shade,

68s. ;
18 inches, with ditto,

50s. ;
15 inche....

81s. 6d.
I,

The above wi1l be sent, securely packed and carriag..e free o~~p,1l f#. PO
Order. They are the but glatllu that can be made, and aIwaya1JJ:igHiyijt)[en oi .

NORIE'S, 156, Minoriee, London.

17

FLAGS AND SIGNALS

IGW

Printed or Sewn, whichever preferred.

Special Terms to Oommittees of Regattas and Buyers of large quantities
of Flags. Estimates given for Yacht Olub Burgees and Ensigns,
if in quantities.
FLAGS of the llrTEBl!I'ATIOl!l'AL (OOMll:BBCIAL) OODB of SIGNALS, made
of the best bunting, kept in three sizes.
Large, 8 ft. X 4i ft., 3 10s. 6d.; medium,2 ft. X 8 ft., 2 10s. 6d.;
small, It ft. X 2 ft., 1 10s.
The Oode Signal Book, 12s. Pamphlet explaining use ls.
BURGBBS and ENSIGNS for every Olub, a large Stock always on hand.
RACING and OWNERS' FLAGS made to order on stating tonnage of yacht.
Flags with Orests and Devices designed aud painted.
RED ENSIGNS from 1 yd. 4s. 6d. to 7 yds. 50s.; also PILOT JAOKS,
RACING FLAGS, SIGNALS, BURGBBS and ENSIGNS in Silk if rettuired.
Halyard Lines at per gross of yards.
BOATS' Bow PLATES. Bow Plates Painted on Oopper for Yachts, Gigs, and
Dinghies, with Burgee for any Olub, price 7s. 6d. to 10s. 6d. per pair.

PATENT TOWING LOGS.

111,

Massey's New Miniature Yacht Log, only 15 inches long, is the smallest
made, and adapted for very small Yachts, 5CSs.
MAsslIY's NBw FRIOTIONLBSS PROPBLLER LOG, with conical tube or
fish tail end, 63s., large size. Flat Bottomed, CSOs.

8''''''i~

D:
Al

A2

Walker's A 1 Harpoon Log, 63s. Large size.

Walker's A 2 Harpoon Log, 50s.
"
Walker's A 1 Yacht Log, only 18 inches long, 638.
Superior Log Lines, 25 fathoms, 8s. 6d.;
86 fathoms, 10s. 6d.; 40 fathoms, 12s. 6d.;
50 fathoms, 17s. 6d.

SOUNDING MACHINES.
Massey's Frictionless Shield Sounder, 4gB.
Walker'1I Patent Sounding Machine, t)0s.
Digitized by

18

NOBIE'B, 166, Minorl.., London.

LA.KPS & LANTERNS FOR YAOHTS & BOATS,

Yachts' Lanterns, Side Lights, Anchor cl Masthead Lamps,
J'ltte4 with the If_ Patent Prtamatlo Out LeDa-.
AdftD. . . _
the PlaID or DIopIzto t-,.....A. betIa UId'men brIllIu~~tw C&II
.. _
M 1I1IIOh peater cIlRaDoe; tbe wIIoIe <I. the IIIrlaoe <I. the 1<IlII III ID
which
111l1li& &be _
ID UI.J ocbIr ~t. n- 11ft' ~ U'e DOt 10 liable ., break with the heat.

I'1JLL SIZED LAKPS, TO PASS BOARD 01' TRADE SURVEY.

Best Copper Bide Lemps, fitted with P.UM
PrVwuJtw Ottt IAruN, 6 10&.; Anchor
Lemp S 158.; Steamer's Masthead do. 6 ;
or Lemps with the same kind of Lensee, only
seoond quality, Bide Lemps 6; Anchor
210&. j Hasthead . u.
Best Copper Bide Lemps, fitted with
])jqptrU! IAMu, 6 108.; Anchor Lamp
2 10s.; Hasthead , 10s.; or eecond
quality Bide Lemps 6 108.; Anchor 22s. ;
Hasthead -f.
Best Copper Side Lamps, ftlitll. Plam Letuu,
. 168.; Anchor 1 178. &d.; Hasthead
S 12s. 6d.; or second quality S 10s.;
Anchor 1 10s.; Hasthead S.
Japanned Tin or Galvanized Iron Side
Lamps, with P&tllftt, PriI_titl Out LMuu,
f M.; Anchor 2 28. j Masthead 8 10s.
Japanned Tin or Galvanised Iron Bide
Lamps, ftlitll.])jqptrU! Lefuu, . f8.; Anchor
1 168. j Masthead 2 IISs.
Japanned Tin or Galvanized Iron Bide
Lemps, fritll. Plaift LMu~" 2 10&.; Anchor
1; Masthead 2 10&.

SXATeleER YAOHTS' LAKPB.

Smaller size Bide Lamps in Copper, fitted
ftlitll. Prilma.titI Out LtJuu, 528. 6d., 278. 6d.,
and S5s. Od., or in Galvanized Iron, or Tin
Japanned, f28., 21s., and SOs.
GLOBII ANCHOR L.un>s to pass Survey, in Tin, from
lOa. 6d., or in Copper and Brass, or in amaller sizes, in
Tin, from Ss. &d. and 10s. 6d.; also in Copper from 10s. 6d.
Very amall Tin Side Lamps, with plain lenses, per pair
1Ss. 6d. Anchor Lamps &. &d. and Ss., Masthead lOa. j
or in Copper Slis., 128. &d., and 208.
Second size Tin Side Lemps 2h., Anchor lOa. 6d.,
Hasthead 18s., same size, m copper 50s., 18s., SOs.

PATENT TRIOOLOUR
LA.P.

Anchor, Port, and Starboard

Lamps in one Lantem, useful
for small Yachts and opsn
Boats, &c.
Small size in copper '" S71. &d.
Ditto tin japanned ... 20s. Od.
Full size in copper '" 50s. Od.

Ditto tin japanned '" 27s. 6d.

19

NORIE'B, 156, Minoriea, London.

JUST PUBLISHED,
PRICE FOUR SHILLINGS.
THE PRACTICAL GUIDE
TO THB

un 01'

MARINE. STEAM MACHINERY,

INTERNAL MANAG.EMENT
01'

SMALL STEAMERS,'
STEAM YACHTS & STEAM LAUNCHES.
By .TAMES DONALDSON, ENGINBBB,

..anban:
OHARLES WILSON LATB NORIE & WILSON,
PUBLISHER OF OHARTS A.ND NA.UTICAL WORXS, &0.,
AT THE NAVIGATION WAUHOV AND NAYAL ACAD.UY,

166, MINORIEB,
AND OF ALL NAUTIOAL BOOKSELLERS.
Digitized by

Goog Ie

NOBIB'8, U16, Minorlea, London.

YACHTS

FOR

SALE

OR

HI RE.

GEORGE WILSON,
AT

NORIE'S

N A UTIOAL

WAREHOUSE,

156, MINORIES, LONDON, E.,

Being continually asked by Customers to find Purchasers for their Yachts,

solicite enquiries from intending Purchasers, as he has several veBselB for Bale,
from I) to 200 tonB, in both Sailing and Steam YachtB.
References to Noblemen and Gentlemen, at home and abroad.

Insurances effected at Lloyd'B, by the month whilst cruising, and for 8 or

6 months whilBt laying up, against all risks.
The following list of small vessels is worthy the attention of intending
Buyers of BUch craft : IS TONS. OUTTER, a very pretty little vessel, with new sails and part lead ballast.
130.
IS TONS. OUTTER, new, flush deck, cabin fltted in mahogany, has also after cabin,
very handsome and fast boat. 360.
7 TONS. Y A.WL. new, the handsomest of her size a1I.oat; over 6 tons lead. 3715,
or ok.

6 TONS. OUTTER, teak, built by Forrestt, 1865. 90.

10 TONS. OUTTE~z.!ushed decked, beautifully fltted below, has two cabins; 11 tons
lead ballast. mu.
10 TONS. OUTTER, flush decked, nearly new, light draft of water. 260.
10 TONS. OUTTER, flushed decked, undoubtedly the handsomest and bait built
10 loUDer a1I.oat; new sails and copper. 420.
18 TONS. OUTTER, by Harvey, with 6 tons lead; a handsome and fast vessel
Cheap, 210.

10 TONS. YA.WL,!I- powerful and bold little cruiser, with good cabin, w.o. forecastle, and cockplt j 2 tons lead. 130.
'
14 TONS. OUTTER, a capital cruiser, carvel built, 1872. 210.
lIS TONS. OUTTER, built 1875, has 2 cabins, new canvas, a sightly fast and g()()('
_ boat. 311S.
"

LONJ)ON ~A-....Lt1a:J

Di9Itize(lb~OWo1.~

Digitized by

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Digitized by

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