9).

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

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

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

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

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

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

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

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

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

18 and 19).

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

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

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

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

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

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

[Ill.u.s.tration: Lord Dufferin's 'Foam,' R.Y.S. 'In high lat.i.tudes,'

1856.]

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

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

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

[Ill.u.s.tration: View from the Royal Western Yacht Club, Plymouth.]

ROYAL WESTERN YACHT CLUB, PLYMOUTH.

No wonder Plymouth was early in the field with yachting, in view of the tempting facilities for every variety of aquatic pastime which nature has there provided in the midst of lovely scenery, with shelter close at hand in case of sudden change of weather; in fact, the whole atmosphere is nautical with mighty precedents, for is not this the West-country long famed for mariners with stirring historical a.s.sociations? Who can walk on the Hoe without thinking of Drake, of Armada fame, and the stout hearts that gathered round him in the hour of need for the defence of England against an overwhelming force?

Plymouth is a delightfully picturesque spot. On the S.-W. is the seat of the Earl of Mount Edgc.u.mbe, where the timber is specially fine on the hills which afford shelter from the prevalent S.-W. wind, and blow it truly can on occasions, not infrequently at the Regatta time, when it is least wanted, now that the small raters are in such force. Still it is surprising what weather some of these little fellows make of it as they round the Breakwater. The present club-house of the Royal Western Yacht Club is situated at the west end of the Hoe. The view from the club-house is extremely fine. On the right the wooded heights of Mount Edgc.u.mbe, with the Hamoaze beneath, a little to the right, also Drake's Island and the starting point for yacht and trawler racing; due south the great Breakwater, and in clear weather the new Eddystone Lighthouse. Bearing to the left beyond the Breakwater is the well-known 'Mewstone' and familiar 's.h.a.g Rock,' whilst inside lie a variety of craft. Any foreign men-of-war visiting Plymouth generally bring up at this spot, and the training brigs 'Seaflower,' 'Pilot,'

and 'Martin' give quite an idea of old days in the British Navy, imparting much life to the whole sea view, for the lads are always getting under way, or loosing sails, going out or coming in. On still to the left is a range of high hills running out to the Start Point and Prawle Point, and just beyond the Hoe to the eastward is the Cat.w.a.ter, where yachts get a snug berth clear of the entrance to the inner harbour full of trawlers and every possible variety of hookers, fishing craft, &c.

[Ill.u.s.tration: Royal Western Yacht Club Plymouth.]

The Royal Western Yacht Club was established in 1827, and was at that time known as the Port of Plymouth Royal Clarence Regatta Club; in 1833 it became the Royal Western Yacht Club. H.R.H. the Duke of Suss.e.x consented to become patron and H.R.H. the d.u.c.h.ess of Kent patroness, eight presidents were appointed, one of whom, Sir T. D. Acland, is still living in Devonshire. The vice-presidents, twenty-one in number, were all men of high position and great influence. A most interesting list of the yachts in 1835, giving the names of the boats, is still in the possession of the club. Unfortunately there is not s.p.a.ce to print this in full, valuable as it would be as a record; still certain points must be noted. There were 43 yachts in the list: of these 17 were clinker-built, like the 'Harriet' cutter of Cowes, 96 tons, belonging to Sir B. R. Graham, Bart., a very handsome craft carrying a crew of eleven hands. Ten were carvel-built, 16 not cla.s.sified. This was the period of general introduction of carvel surfaces. Sir T. D.

Acland's yacht 'Lady St. Kilda' was the largest schooner and largest yacht belonging to the Royal Western Yacht Club. Her complement of hands was eleven. Another point worthy of attention is the proportion of rigs adopted: out of 43 vessels, 29 were cutters, 5 schooners, 4 yawls, 5 no rig given.

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

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

Full dress: Blue coat, with b.u.t.tons on breast and cuffs. White kerseymere waistcoat. White shirt, black handkerchief, white trousers.

The president, the vice-presidents, and the stewards were to have three b.u.t.tons on a slash cuff, and to wear blue pantaloons.

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

Holditch, who has kindly furnished the information here given.

THE ROYAL VICTORIA YACHT CLUB, RYDE

The R.V.Y.C., established in 1844, made a strong start, as the foundation stone of the present house was laid by H.R.H. the Prince Consort in March 1846. It is well placed close to the end of Ryde Pier, having a commanding view of very wide range from its windows.

The club has always been noted for its encouragement of yacht racing, and has endeavoured to bring about international contests. In 1890 a Gold Challenge Cup was inst.i.tuted, value 600 guineas, subscribed for by the members, and the famous race for the trophy in 1893 between H.R.H. the Prince of Wales's 'Britannia' and Mr. Carroll's 'Navahoe'

will be found described in the account of the sport which took place in that memorable year. The R.V.Y. Club at Ryde is often called the Red Squadron, in contradistinction to the R.Y.S. with the White Ensign.

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

[Ill.u.s.tration: Royal Victoria Yacht Club.]

[Ill.u.s.tration: International Gold Cup, Royal Victoria Yacht Club, 1883. Won by 'Britannia.']

There is yet another Challenge Cup in the hands of the Committee, value 100 guineas. As yet it has not been sailed for, but it is decided that the course is to be in the open Channel, not less than 150 miles, such as Ryde, round Plymouth Breakwater, Cherbourg Breakwater, and back to Ryde for the finish. The Cup was presented by Mr. T. B. C. West, of 'Wendur' and 'Queen Mab' fame. Probably the length of the course has deterred compet.i.tion; at least, a well-known skipper, Captain John Nichols, who sailed 'Alarm,' 'Mosquito,' and 'Cygnet,' always says that 'nine hours at the tiller is quite enough to do it properly'; and his experience spreads over many years and many a tough tussle for mastery. Mr. Fife of Fairlie declares that the 'Cuckoo,' 90 tons, never showed her real capability until 'Captain John' sailed her. The Royal Victoria Yacht Club has recently added a very large room fronting the sea, and acquired a 'look-out' at the end of the Pier, which seems almost like sitting in an armchair at Spithead. The small raters have a good friend in the Secretary, Mr.

Percy Th.e.l.lusson, who dearly loves them, without neglecting in any way the interests of the larger craft.

An eccentric finish to a yacht race occurred in connection with this club, in the contest for Ryde Town Purse, August 11, 1892, and other prizes for smaller cla.s.ses. There was a nice breeze from the eastward at 10 A.M., and like a flight of swans the yachts were away together.

At 2 P.M., when off the Peel Bank, not a breath of wind was there to help them. The committee decided to run up signal to shorten course and conclude at the first round. No sooner was this done and carried out than a brave westerly breeze sprang up and brought in about fifteen of the craft, all cla.s.ses together, both great and small, all with feathered bows. The whole of the starters returned together within about ten minutes. The uncertainty of the turf is proverbial, but the uncertainty of the sea is no less remarkable.

[Ill.u.s.tration: 'Princess Royal,' steamer 'Leda,' 'Seagull,' 'Hebe,'

'Phoebe.'

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

[Ill.u.s.tration: 'Queen of the Ocean,' R.M.Y.C., Commodore Littledale, saving emigrants from 'Ocean Monarch,' August 24, 1848.]

THE ROYAL MERSEY YACHT CLUB

This club, which was established in 1844, originally had its headquarters at Liverpool, the first commodore having been Dr.

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

[Ill.u.s.tration: Royal Mersey Yacht Club.]