Earl Thomas Brassey Brassey

CHAPTER VI RECOLLECTIONS OF SCHOONER RACING By Lt.-Col. Sir George Leach, K.C.B., Vice-President Y.R.A.

Schooner racing has unfortunately for the present become a thing of the past; but the prominent position it at one time occupied makes it desirable to refer to the subject in any publication relating to yacht racing, for the purpose of reviving recollections of the times when races between the 'two-stickers,' or in which they took part, were considered a leading feature of the regattas of all the principal yacht clubs.

The decadence of schooner racing was primarily due to the more extensive use of steam; wealthy men preferred steam yachts, in which they had better accommodation and could move with certainty from port to port, to sailing yachts, in which the accommodation was less spacious and the powers of locomotion were dependent on the winds and tides. But to the true lover of the world of waters the pleasures of steaming do not bear comparison with the pleasures of sailing.

Another reason for schooners going out of fashion was no doubt due to the improvement of the speed of the cutters and yawls. Formerly schooners could compete with success in races open to all rigs, for though their powers of turning to windward were inferior to those of the single-stickers, their reaching powers, with the wind free, were generally superior, so that in mixed races they had always a fair chance of carrying off the prize. No schooner has yet been produced which could compete successfully with the cutters of the present day, even with the benefit of the large allowance of two-fifths of her tonnage made under the rules of the Yacht Racing Association for difference of rig. The last schooner of note which appeared under racing colours—the 'Amphitrite'—brought out in tiptop condition by her owner, with an able skipper in command, though she had some success, was not on a par with the best of the racing cutters of her day. Again, the building of large yachts for racing purposes has declined for some years past, owing to the great increase in the expense both of building and maintaining them, and because yachting men found that as much, if not more, pleasure was to be obtained in racing small vessels, in the handling of which they could take a large share, than in larger vessels which, as a rule, were sailed wholly by their skippers.

Under all these circumstances, it is not surprising that schooner racing should, for the present, have passed away; though it is by no means impossible that it may hereafter be revived, especially if further experience shall show that the very large cutters which have been brought out this year, with sail-areas of over 10,000 square feet—about a quarter of an acre—are too large for the sometimes turbulent winds and waters round our coasts.

In the early times of schooner racing the yachts were, as a rule, vessels of comparatively large tonnage, with raking masts, standing bowsprits, and jibbooms; and the old salts had then a conviction on their minds that sails with a good belly in them were the right thing. In 1851 the American schooner yacht 'America' appeared in our waters. As compared with our yachts she was remarkable for two things. She had a much longer and finer bow than was usually given by our designers, 'a cod's head and mackerel's tail' being the principle which in those days appears to have been accepted; and, secondly, her sails were made to stand much flatter than ours, so much so that it was remarked that when by the wind close-hauled her sails were barely visible if seen edge on.

One peculiarity in the 'America's' sails was that the foot of the mainsail, instead of being fixed to the boom only at the tack and clue, its two ends, was laced to the boom along its whole length, which tended to make the sail stand flatter. This improvement was quickly adopted by our schooners, but it was many a day before it was taken to by the cutters, the impression being that cutters would not sail with laced mainsails, and that a certain amount of curve in the foot was necessary 'to let the wind out.' Now, however, cutters as well as schooners have laced mainsails, with appreciable improvement in their weatherly qualities.

The Royal Yacht Squadron arranged a race without time allowances round the Isle of Wight for a 100l. cup, the 'America' being one of the competitors, which included both cutters and schooners. The 'America' quickly showed her superiority over our schooners, being more weatherly and going more smoothly through the water, and she won the cup, but would not have done so if the conditions of the race had been enforced, as she did not go round the Nab Light, thus gaining a considerable advantage; but she was treated generously and not disqualified. She would also probably have been beaten by the cutters 'Alarm,' 'Arrow,' and 'Volante' if the two first had not been put out of the race by the 'Arrow' running aground in Sandown Bay, the 'Alarm' going to her assistance, and the 'Volante' by the carrying away of her bowsprit in a collision with the 'Freak.' All these cutters were well known to be much faster than the 'Aurora,' which came in only eight minutes after the 'America.'

The cup thus won by the 'America' was presented by her owners to the New York Yacht Club as a perpetual Challenge Cup to be sailed for by yachts of all nations, and is known as the 'America Cup.' It has since been competed for by several English yachts, the 'Cambria' and 'Livonia' schooners, the 'Genesta,' 'Galatea,' and 'Thistle' cutters, and lastly—up to the time of writing—by the cutter 'Valkyrie,' owned by Lord Dunraven. The conditions under which the cup is held, however, appear to unduly favour the holders, and do not commend themselves to yachtsmen on this side of the Atlantic.

We were not slow to learn and take advantage of the lessons taught us by the 'America.' In the following year the 'Alarm' cutter, 193 tons, owned by the veteran yachtsman Mr. Joseph Weld, of Lulworth Castle, was lengthened, given a longer bow, and converted into a schooner of 248 tons; and for some years, with Jack Nicholls at the helm, was the fastest schooner in the fleet.

In 1855 the 'Wildfire,' of 59 tons, owned by Sir Percy Shelley, was brought out as a schooner with a running bowsprit and head-sails like those of a cutter, in substitution for the usual standing bowsprit and jibboom of a schooner. She was the first racing schooner so rigged. The alteration of the head-sails greatly improved her weatherly qualities, and she was raced with success by Captain John Herbert against both cutters and schooners.

'Pantomime,' 1865 (formerly Colonel Markham's schooner). Designed and built by M. E. Ratsey, Cowes, Isle of Wight. Length for tonnage, 92 ft. 3 in.; breadth for tonnage 19 ft. 3 in.; tonnage T.M. 144.

No further material improvement was made in the schooner rig until 1860, when Camper and Nicholson, of Gosport, built the 'Aline,' 216 tons, for Mr. Charles Thellusson. Up to this time it had been usual to give the masts of schooners a considerable rake aft with the idea that it made their sails more lifting, but the 'Aline' came out with masts nearly upright like the masts of a cutter and quickly dispelled the illusion. She also, like the 'Wildfire,' had a running bowsprit. In the hands of her able and experienced owner the 'Aline' proved a great success, and, with variations in model, was the type on which all the best schooners which followed her were based. Although several other schooners were built to beat her, notably the 'Evadne,' 206 tons, by the same builders, for Mr. John Richardson in 1862, she remained up to 1865 the most successful schooner afloat. In that year two new schooners, which were destined afterwards to make their mark in the yacht-racing world and to wrest some of the laurels from the 'Aline,' made their dÉbut in the Royal Yacht Squadron race for Her Majesty's Cup at Cowes: the 'Egeria,' 153 tons, built by Wanhill, of Poole, for Mr. John Mulholland (now Lord Dunleath), and the 'Pantomime,' 151 tons, built by Michael Ratsey of Cowes for Lieut.-Colonel Markham. The 'Witchcraft,' 240 tons, built by White of Cowes for Mr. Thomas Broadwood, also came out this year, and with the 'Alarm,' which had passed into the hands of Mr. George Duppa, again commissioned, and a fleet of racing schooners made up of such vessels as 'Aline,' 216 tons; 'Evadne,' 184; 'Titania,' 184; 'Albertine,' 153; 'Galatea,' 143; 'Viking,' 140; 'Gloriana,' 133; 'Circe,' 123; 'Fleur-de-Lys,' 90; 'Iolanthe,' 75; 'Intrigue,' 72; 'Madcap,' 70; 'Fiery Cross,' 51, and 'Reverie,' 43, it probably would not be wrong to date the approach to the zenith of schooner racing from this period.

The races this year were chiefly of the mixed order, that is to say, races which included yachts of all rigs, schooners, cutters and yawls. The principal schooner race of the season was that for the Queen's Cup at Cowes, for which the entries were the 'Aline,' 216 tons; 'Aquiline,' 55; 'Albertine,' 156; 'Egeria,' 153; 'Galatea,' 143; 'Pantomime,' 151; 'Titania,' 184; and 'Viking,' 142. There was a strong north-westerly wind, which gave them a reach to the eastward, and a close haul with some turning to windward when going west, over the usual Queen's Cup course, round the Nab Lightship and a mark-boat off Lymington. The 'Egeria' proved a very smart vessel on all points of sailing, coming in neck and neck with the 'Aline,' and winning the Cup in her maiden race. Two days afterwards, she again beat all the schooners in a race round the Isle of Wight.

In the following year the racing season opened early, with a memorable contest from the Nore to Dover, under the auspices of the Royal Thames Yacht Club. There was a large entry—six schooners, nine cutters, the 'New Moon,' lugger, 209, and the 'Xantha,' yawl, 135—seventeen in all. The schooners were 'Evadne,' 206; 'Blue Bell,' 170; 'Egeria,' 153; 'Gloriana,' 140; 'Iolanthe,' 83; and 'Fleur-de-Lys,' 82. The 'Blue Bell' was a new vessel built by Camper and Nicholson for Mr. Edwards. Among the cutters was the 'Lulworth,' 80, formerly owned by Mr. Weld, but then recently purchased by Mr. George Duppa. The other cutters ranged from 65 tons to 40, and included many of the cracks of the day. A hard E.S.E. wind was blowing, which, with a lee-going tide, kicked up such a sea as is not often seen in the Thames channels. Those who sailed in the race will remember it. The 'Xantha' snugly canvassed though with a jib-headed topsail aloft, went away from all the other vessels in the beat to windward, but the 'Sphinx' and 'Christabel,' though much smaller, sailed remarkably well against the heavy head sea. The 'Lulworth,' from which much had been expected, proved too tender for so strong a wind, and when off the Prince's Lightship was put out of the race by starting her chain-plates, with considerable risk of her mast going over the side. The race between the schooners was a good one, but the new vessel, 'Blue Bell,' did not come up to expectation. The 'Egeria' was soon in front of all but 'Gloriana,' and eventually passed her just before they reached the North Sandhead Lightship. When it was rounded sheets were eased off, the troubles ended, and it was an easy reach along the edge of the Goodwin Sands, in which the power and weight of the schooners quickly began to appear by their overhauling the smaller cutters, the 'Egeria' being carried by the send of a heavy sea past the leading cutter, the 'Christabel,' not more than a few hundred yards from the winning line. 'Xantha' finished 20 min. before any other vessel, 'Egeria' being second, thus establishing her reputation as one of the fastest of the schooners. Only seven out of the seventeen were timed, several having either come to grief or given up. Fortunately the tide was sufficiently high to let the yachts into dock. 'Egeria' got pooped by a heavy sea when running in under small canvas, luckily without any unpleasant consequences beyond a ducking for all in the after part of the ship.

'EGERIA'
153 tons. J. Mulholland, Esq. (Lord Dunleath), 1865.

'Blue Bell' raced again in the schooner match of the Royal Thames Yacht Club, and was beaten by the 'Gloriana' and 'Circe.' But in the R.Y.S. race round the Isle of Wight she was successful against both 'Egeria' and 'Pantomime.' A little later, however, she raced against, and was beaten by, the 'Aline' at Ryde.

It was not until 1868 that anything noteworthy occurred in schooner racing. In that year the 'Cambria,' 188 tons, was added to the schooner fleet. She was built by Michael Ratsey of Cowes for Mr. James Ashbury, and was destined to obtain some celebrity, not only in our own waters, but also from winning the race across the Atlantic with the 'Dauntless,' American schooner, belonging to Mr. Gordon Bennett, and from being the first to challenge and compete, though unsuccessfully, for the 'America Cup.' She made her first appearance in the matches of the Royal Thames, New Thames, and Royal London Yacht Clubs, but was beaten by both 'Egeria' and 'Gloriana.' The contests between the 'Cambria' and the 'Egeria' during the time the former was owned by Mr. Ashbury were frequent, and keenly contested. They met in most of the principal races, with varying results, but on striking a balance the 'Egeria' appears to have been the victor. Mr. Charles Thellusson sold the celebrated 'Aline' to Sir Richard Sutton, and brought out the 'Guinevere,' 308 tons, which was built for him by Camper and Nicholson of Gosport. There was good racing in the Solent among the schooners, in which 'Guinevere,' 'Aline,' 'Cambria,' 'Egeria,' and 'Pantomime' took part. 'Cambria' proved herself to be a fast and powerful vessel, especially in strong winds, and sailed about level with the 'Aline.' 'Egeria' also sailed well, but there was little opportunity of estimating the qualities of 'Guinevere,' as she was only entered for one race. Two of the races were across the Channel, one from Ryde to Cherbourg, the other back to Ryde. The latter was not completed until long after dark, and the night will be remembered as one of the dirtiest in which a race was ever sailed; a hard, squally wind, intense darkness, and blinding rain made the sailing anything but agreeable. 'Cambria' won, beating the 'Aline' by 7 min., but it was not until after their arrival that they were aware they had been in the darkness such close competitors. A challenge was given this year by Mr. Baldwin, of New York, on behalf of the American schooner 'Sappho,' 310 tons, which was promptly taken up by the schooners 'Aline,' 215 tons, and 'Cambria,' 188 tons, and the cutters 'Oimara,' 165 tons, and 'Condor,' 129 tons, and a race was arranged round the Isle of Wight under the direction of the Royal Yacht Squadron. It took place in August, after the Cowes week. The yachts were started to the eastward at 10 a.m. before a light north-westerly breeze. In the run and reach to the Bembridge Ledge Buoy all the English vessels were ahead of the 'Sappho' except the 'Oimara.' Just after rounding the buoy 'Sappho' carried away her martingale, and a little further on the 'Oimara' carried away her big topsail-yard. It was now a beat to St. Catherine's against tide, and 'Oimara' soon passed 'Sappho.' At 1 hr. 15 mins., when 'Sappho' was going about under Ventnor cliffs, she carried away her jibboom, which destroyed any winning chance she might otherwise have had. After rounding St. Catherine's the yachts were all able to lay their course for the Needles, which were rounded in the following order:—'Oimara,' 'Condor,' 'Cambria,' 'Aline,' and 'Sappho.' In the run back to Cowes against an ebb tide the two schooners got ahead of the cutters, the order of arrival being 'Cambria,' 6 hrs. 17 mins. 50 secs.; then the 'Aline,' 'Oimara,' and 'Condor,' the last being 7 mins. behind the leader. The 'Sappho' did not get in until nearly an hour and a half after the leader. The breaking of the 'Sappho's' jibboom was unfortunate, but before the accident it was made tolerably clear that in a light wind the English vessels had the heels of her, both with the wind free and sailing close hauled.

In 1869 Count E. Batthyany brought out the 'Flying Cloud,' 75 tons, which in his hands proved to be one of the fastest of the smaller class of schooners. The old 'Alarm' was also again in commission, and with such a fleet of schooners as 'Guinevere,' 308; 'Alarm,' 243; 'Witchcraft,' 221; 'Aline,' 216; 'Pleiad,' 205; 'Cambria,' 188; 'Egeria,' 156; 'Pantomime,' 151; 'Siesta,' 127; 'Gloriana,' 133; 'Flying Cloud,' 75; 'Amy,' 72; and others, the racing could not fail to be keen and interesting.

One race deserves special notice, because an American schooner, the 'Dauntless,' 336 tons, the property of Mr. Gordon Bennett, was one of the competitors. The Emperor Napoleon, desirous of encouraging aquatic sports, gave two prizes to be sailed for by yachts of all nations from Cherbourg round the Nab Lightship and back, a distance of 130 miles. A third prize, open to French yachts only, was also given. The entries were: 'Dauntless,' 336, Mr. Gordon Bennett; 'Guinevere,' 308, Mr. Charles Thellusson; 'Shark,' 204, the Duke of Rutland; 'Egeria,' 156, Mr. J. Mulholland; 'MystÈre,' 118, Count de Sesmaisons; 'Diane,' 98, Mons. Bescoit Champy. Bar accidents, the race for the first two prizes lay between the 'Dauntless,' 'Guinevere,' and 'Egeria.' The yachts were started at 2 p.m. on August 16. The weather was fine and bright, with a northerly 7-knot breeze, which enabled them to lay their course close hauled for the Nab. Every stitch of canvas that would draw was set, the 'Dauntless' putting up a jib-topsail of a size which made those carried by the other yachts pale into insignificance. The jib-topsail having been long known as the 'topmast breaker,' it was felt that if there came a puff the 'Dauntless' would have a good chance of losing hers, and this soon afterwards happened, topmast, jib-topsail, and gaff-topsail all going over the side. The wreck, however, was very smartly cleared away, and a jury-foretopmast rigged with a small gaff-topsail upon it. A large balloon jib was also set, as well as a larger main-topmast staysail. The 'Dauntless' had edged a good bit up to windward, and she was right in doing so, for when the Isle of Wight was sighted about 7 o'clock it was broad on the weather bows of 'Guinevere' and 'Egeria.' The position of the yachts at this time was, 'Guinevere' leading by about 1½ mile, 'Egeria' second, with 'Dauntless' on her weather quarter and a little astern; the others from two to three miles behind. The 'Egeria,' having to luff, did not go so fast through the water, and the 'Dauntless,' closing up upon her, the two yachts rapidly approached each other, and then occurred one of the most interesting incidents of the race. The 'Dauntless' tried to pass the 'Egeria' to windward, but the latter luffed to prevent her doing so, and it became a neck-and-neck race between them. In a short time it was evident that 'Egeria' was sailing a little closer to the wind, and slowly drawing ahead of her powerful rival; and in the course of an hour she was well clear, and had the 'Dauntless' under her lee, dropping astern fast. The sea was smooth, which was no doubt much in favour of the smaller vessel. The 'Guinevere,' sailing splendidly, considerably increased her lead during this little by-play, and was rapidly nearing the Nab Lightship, which she ultimately rounded without a tack, thus gaining a considerable advantage, especially as she carried the last of the ebb tide until she was clear of the island. The 'Egeria' and 'Dauntless' were not so fortunate; the wind fell lighter and headed them, so that they had to make several tacks before they could round, and all but the 'Guinevere' met the flood tide against them after rounding the Nab. The times taken by a French steamer were as follows: 'Guinevere,' 10 hrs. 17 mins.; 'Egeria,' 11 hrs. 12 mins.; 'Dauntless,' 11 hrs. 22 mins.; 'Diane,' 11 hrs. 57 mins.; 'MystÈre,' 12 hrs. 40 mins.

After rounding, sheets were eased well off to the port side, but about 2 a.m. the wind came out from the north-east, and a gybe had to be made, and square-sails and square-topsails were set. When morning broke 'Guinevere' was out of sight of the other yachts; 'Dauntless' and 'Egeria' nearly abeam, the former about a mile and a half further to the eastward, 'Diane' and 'MystÈre' a long way astern. 'Dauntless' and 'Egeria' had apparently run very evenly all through the night, and continued to do so to the end. The times of arrival at Cherbourg were: 'Guinevere,' 7 hrs. 1 min.; 'Egeria,' 9 hrs. 43 mins.; 'Dauntless,' 9 hrs. 53 mins.; 'Diane,' 10 hrs. 42 mins.; 'MystÈre,' 10 hrs. 52 mins. 'Guinevere' won the Emperor's Cup, a beautiful work of art; the 'Egeria' the second prize and gold medal; and the 'Diane' the prize for French yachts. Those who had seen the 'Dauntless' in dock at Cowes were impressed with the idea that, from her small body, she would run and reach fast, but that she would not go to windward with our schooners. It was a surprise, therefore, that in the run back from the Nab she did not outpace the 'Egeria,' a vessel of so much smaller tonnage. The loss of the fore-topmast of the 'Dauntless' was to be regretted, but probably it did not affect the issue of the race, and as these two were never much more than a mile apart, and there was an average 7-knot breeze, the race was a fair test of their respective merits in smooth water.

The successes of the 'Egeria' led to her being classed as a sort of standard or test vessel, and, taken all round, she was probably the fastest schooner we had, although in strong winds she was often overpowered by her larger rivals. Year after year vessels were built to beat her, but, kept up as she was in the best racing condition and well sailed by her skipper, John Woods, she proved, even to the end of her racing days, no easy nut to crack.

A memorable race from the Nore to Dover at the beginning of the season of 1870 showed how good she was even in heavy weather. It was the Channel Match of the Royal Thames Yacht Club, a mixed race with fifteen entries, embracing some of the best vessels of the day, and including the schooners 'Cambria,' 188 tons; 'Pleiad,' 187 tons; 'Gwendolin,' 171; 'Egeria,' 152; 'Gloriana,' 133; and 'Flying Cloud,' 75. The 'Gwendolin' was a new and very handsome vessel, built by Camper and Nicholson for Major Ewing, her characteristic being considerably greater depth than any of her predecessors. The Nore to Dover course is one in which strong winds and heavy short seas may occasionally be looked for; and those who are in the habit of crossing the Channel know what a sea in it can be like. On this occasion there was a strong westerly to south-westerly wind, so that it was running and reaching to the North Sandhead Light, and from there a dead beat along the outside edge of the Goodwin Sands against a very heavy head sea. All were diving their bowsprits deeply into the seas, and taking in green water over their bows. The 'Pleiad' split the foot of her staysail and lowered it to reef; while this was being done she was struck by a sea, and two men were carried overboard. By great good luck one of them was washed on board again near the counter and saved, but the other poor fellow was never seen afterwards, although the 'Pleiad' remained about the spot for upwards of an hour. It was supposed that he was struck by one of the staysail sheet blocks and went to the bottom at once. The 'Cambria' was overdone with canvas, but was unable to reef, owing to something having gone wrong with her peak-halliard blocks. The 'Egeria,' which had wisely started with a reefed mainsail, also reefed her foresail and staysail, and went faster for it, riding over the waves in a style which astonished some old salts who were sailing in her. 'Cambria' passed 'Egeria' in Dover Bay, but could not save her time. Seven only out of the fifteen starters crossed the winning line, in the following order: 'Cambria,' 'Oimara,' 'Egeria,' 'Julia,' 'Rose of Devon,' 'Gwendolin,' and 'Fiona.'

'Egeria' won the first prize, taking her time from the 'Cambria,' and 'Julia' the second prize, taking her time from 'Oimara.'

The sea was exceptionally heavy off the South Foreland, and the casualties were numerous, seven bowsprits having been either broken short off or sprung, including those of 'Oimara,' 'Egeria,' 'Rose of Devon,' and 'Fiona.' 'Egeria,' when staying to go off round the mark-boat, was met by a very big comber which reared her nearly on end, and it was doubtful for some seconds whether she would pay off or miss stays with some risk of being carried against the pier-head. All agreed that the day had been one of the heaviest in their experience.

Two of the American schooners, the 'Dauntless' and 'Sappho,' were in our waters during the early part of the season, and in order to do honour to them, and to give them an opportunity of testing their speed against some of the fastest of our English schooners, as well as to encourage friendly competition between English and American yachts, H.R.H. the Prince of Wales liberally offered a cup to be sailed for by English and American schooners of 100 tons and upwards, on terms and conditions to be arranged by the Royal Yacht Squadron. The Sailing Committee of the Squadron decided that it should be a Challenge Cup, not to become the property of any yacht-owner unless won by him three times, though not necessarily with the same vessel. The course was to be from Cowes round the Shambles Lightship off Portland, and thence round the south side of the Isle of Wight and the Nab Lightship, back to Cowes, about 120 miles. The first race was fixed for June 22, but as it did not suit the convenience of the owners of either the 'Sappho' or 'Dauntless' to remain for it, the race was postponed until the Cowes week, and was sailed on August 5. 'Guinevere,' 295 tons; 'Shark,' 201; 'Pleiad,' 185; 'Gwendolin,' 182; and 'Egeria,' 152, were entered. They were started at 4 o'clock in the afternoon in a nice topsail breeze with the wind W.S.W., which made the race a dead beat all the way to the Shambles. There was some pretty turning to windward down to the Needles; but, as the chronicler of the day remarked, the race soon resolved itself into contests between 'Guinevere' and 'Egeria,' and between 'Pleiad' and 'Gwendolin'; 'Shark,' which had not adopted the running bowsprit, being left far astern. 'Guinevere' passed the Needles first, with 'Egeria' close in her wake, 'Gwendolin' and 'Pleiad' being about 10 min. behind in the order named. Outside the Needles there was a jump of a sea, and the two leaders drew still further away from their competitors. The night was fine, with a clear sky, and so far the breeze held true and strong. The Shambles Lightship was rounded by the 'Guinevere' at 11.20, with 'Egeria' close up to her, then 'Pleiad,' 'Gwendolin,' and 'Shark.' After this it was a run of forty miles to St. Catherine's Point, and as the tide had just turned to the eastward a speedy passage home was anticipated. But oh, the glorious uncertainties of yachting! The wind fell, and 'Guinevere' did not pass St. Catherine's until 6 o'clock the next morning, about three-quarters of a mile ahead of 'Egeria,' and from four to five miles ahead of 'Pleiad' and 'Gwendolin.' Off St. Catherine's they met the ebb tide, and as the wind was light and dead aft the progress to the Nab was slow. With varying luck in wooing the gentle breezes, these two rounded the Nab Lightship together about half-past 10 o'clock; 'Pleiad' and 'Gwendolin,' bringing up a much stronger breeze, were rapidly overhauling them. After rounding, it became a close haul, and 'Guinevere' and 'Egeria' still had the wind very light while the others were rejoicing in a breeze, and at the Noman the 'Pleiad' was not more than a mile astern. This state of things, trying to the patience of the leaders, exhilarating and enjoyable to the others, continued until they were off Ryde, when, welcome sight! a breeze from the southward was seen curling the surface of the water. All hands were immediately at work trimming the sails for the new wind, which carried the yachts past Osborne and through Cowes Roads at a spanking pace; the stately 'Guinevere' leading, the beautiful 'Egeria' closely following her, and the fine schooners 'Pleiad' and 'Gwendolin' coming in soon after them. The official timing was 'Guinevere,' 1 hr. 17 mins. 1 sec.; 'Egeria,' 1 hr. 20 mins. 20 secs.; 'Pleiad,' 1 hr. 26 mins. 34 secs.; 'Gwendolin,' 1 hr. 35 mins. 24 secs. 'Egeria' was thus by time the first winner of the Prince of Wales Challenge Cup. It was a curious coincidence in so long a race that 'Guinevere' and 'Egeria' rounded all the principal points—Needles, Shambles, Nab, and winning flag-boat—almost together. The schooners continued well to hold their own against the cutters and yawls in the regattas of the season.

The records of this year would be incomplete without some account of the races of the 'Cambria' with the American schooner yachts.

After much correspondence a series of three races were arranged to take place in May between the 'Cambria' and the 'Sappho,' then owned by Mr. Douglas, without time allowance. The first race was to be a beat of sixty miles to windward, and it was sailed on May 10. The yachts were towed out to the Nab, and as the wind, a light breeze, was then south-east, they were instructed to sail sixty miles to windward on that course, which would bring them to a point in mid-channel about twenty-eight miles south of Beachy Head. They were started at 8.30, and when round the Owers worked eastward, not very far off the Sussex shore, 'Sappho' quickly showing herself to be the faster vessel. Off Brighton she was about two miles ahead of her opponent, and when they tacked to the southward off Newhaven, she had considerably increased her lead. As they stood off, the wind freshened and went round to the west of south, and with eased sheets they were able to fetch the terminal point where the steamer ought to have been; but, by an unfortunate mistake, it was not in position. The 'Sappho' covered the point about 6.30 p.m., full five miles ahead of the 'Cambria,' and won the race, having, it was computed, sailed about 89 miles in the ten hours.

The second race was on May 14. It was agreed by the umpires and referee, with the consent of the owners, that the course, on this occasion, should be to a fixed point, provided one could be obtained not more than two points off the direction from which the wind was blowing, so as to give a beat to windward. The morning broke with a strong W.S.W. wind, and every prospect of its increasing to a gale, as it had done the previous day. The yachts had two reefs in their mainsails, and other sails snugged down to correspond. Here was 'Cambria's' chance, a strong wind and heavy sea; but unfortunately when the signal to start was made she refused to go, on the ground that the fixed point decided on Cherbourg breakwater—was more than two points off the direction of the wind. The umpires and referee were, however, of opinion that Cherbourg breakwater, when fixed upon, complied with the conditions, and, moreover, that it would have been impossible in such weather to bring up a steamer out at sea, so after notice to Mr. Ashbury the 'Sappho' was allowed to sail over the course, and the second race was given in her favour.

The third race was sailed over a triangular course, from the Nab round a steamer about eight miles off St. Catherine's, thence eastwardly to another steamer and home to the Nab, about sixty miles in all. It was a beat along the island shore to the first mark, and in the short turnings with a light wind the 'Cambria' got rather the better of her rival, but the 'Sappho' by good handling managed to round the steamer a few minutes ahead of her. They then had the wind free, but it died away almost entirely; the 'Sappho,' however, managed to scrape round the second steamer, and completed the race about 9 o'clock in the evening, thus winning all the three races. The 'Cambria,' a long way astern, signalled to the steamer to come and tow her in. The 'Sappho' had been altered in various ways since she sailed the match round the island in 1868, and was obviously a very much improved vessel, the 'Cambria' being no match for her except in short turnings to windward.

On July 4 the 'Cambria' and the 'Dauntless' started for a race across the Atlantic to New York. The 'Cambria' took the northern passage, going as far north as latitude 55°; the 'Dauntless' a more southerly and a straighter course. The 'Cambria' passed the Sandy Hook Lightship a few hours before the 'Dauntless,' and won the race, an account of which, with a chart of the courses sailed, will be found in the 'Field' of August 13 and 27, 1870. The 'Dauntless' unfortunately lost two men, who were swept off the jibboom when endeavouring to take in the flying jib, and this delayed her for some hours. Such a race was obviously but a poor test of the relative speed of the two yachts, as throughout they were sailing under different conditions, and it was curious under these circumstances that they should have reached their destination so nearly together.

Mr. Ashbury's 'Cambria,' 188 tons, beating 'Dauntless,' 321 tons, 1870 race.

The race for the America Cup, in which the 'Cambria' took part, was sailed on Monday, August 8, in New York harbour. She had seventeen competitors, all the best schooners of the New York Yacht Club, of sizes varying from 262 down to 83 tons, N.Y.Y.C. measurement; the 'Cambria' being rated at 227 tons. The course was through the Narrows, round Sandy Hook Lightship, and return. The race was not a satisfactory one, as in the narrow waters she was much hampered by other vessels, with one of which she came into collision, carrying away a fore-port shroud and fore-topmast backstay, and springing the port arm of her fore-crosstrees. Later on she also carried away her fore-topmast, losing all chance of even a good place. The race was won by the 'Magic,' a small schooner of 93 tons, the 'Cambria' being eighth, and the Cup therefore remained in the possession of the New York Yacht Club. Even if nothing had gone wrong with the 'Cambria,' pitted as she was against seventeen other vessels, her chance of winning the Cup would necessarily have been small.

In 1871 Mr. Ashbury, who was determined to have another try for the America Cup, brought out the 'Livonia' schooner, of 265 tons. She was built for him by Michael Ratsey of Cowes, with the express object of challenging for the Cup. She made her first appearance in the three Thames River matches, one of which she won, but was beaten in the other two by the 'Egeria,' and does not seem to have won again during the season. She, however, sailed a very close and interesting match with the 'Aline' for the Prince of Wales Cup, the 'Egeria,' the holder of the cup not competing, owing to a misunderstanding. The race was started under way at 1 p.m. on Friday, August 4. The wind was strong from the north-west, with an ebb tide, and smooth water inside the Needles. Each had whole lower sails set, but no topsails. 'Livonia' was a little to windward of the 'Aline,' and if the wind held it would be a beat all the way to the Shambles Lightship. Soon after the start both set jib-headed main-topsails, but 'Livonia,' obviously the more tender of the two, was rather overdone with canvas, and in the squalls had plenty of water in her lee scuppers. They passed out through the Needles passage together, 'Livonia' leading by about a cable's length. Outside there was more wind, with a good deal of sea, which did not seem to suit the 'Livonia,' for the 'Aline' slowly but steadily gained, and tried to pass her to windward, but this was denied. After a quarter of an hour's jockeying the 'Aline' suddenly eased her sheets a trifle, put her helm up, and shot through the other's lee. Off Darleston they took in topsails and housed topmasts. They had a roughish time of it in St. Alban's race, 'Aline' going the more easily through the seas.

The Shambles Light was weathered by 'Aline' at 6.18, and by 'Livonia' a minute afterwards. 'Gybe oh! Up topsails and square-sails,' was then the order of the day, and with the young flood tide in their favour they made quick tracks homewards. About seven o'clock the 'Aline' carried away her square-sail-yard, which might have seriously damaged her chance of winning, but fortunately for her the wind about the same time became so much more northerly that 'Livonia' had to take in her square-sail also. Off Darleston the wind backed to the old quarter N.W. by W., and 'Livonia' at once got up her square-sail again and gradually lessened the distance, previously about half a mile, between herself and the 'Aline.' They rounded St. Catherine's at ten o'clock, the 'Aline' being then about half a mile astern. When round, they came again upon even terms, as 'Livonia' had to luff and to lower her square-sail. The wind continued strong, and in the reach to the Nab they tore along at great speed. Nearing the Nab both prepared for the beat back to Cowes, and took in fore-topsails and main-topmast staysails; 'Aline' also took in her main topsail. 'Livonia' passed the Nab at 11 o'clock, 4 mins. ahead of the 'Aline,' when sheets were hauled taut in all round for the beat to windward. 'Aline' was rather the quicker in stays, and, as she kept gaining little, by little she was close up to 'Livonia' by the time they had reached the Stourbridge Shoal. 'Aline' continued to work the Island shore by short boards, but 'Livonia' made one or two longer tacks over to the north shore, and when they again neared each other off Osborne, 'Aline' just cleared her rival to windward, immediately went round, and planted herself on her opponent's weather-bow. This was fatal to 'Livonia's' chance, even of the honour of coming in first, for 'Aline' had her pinned and never let her go in the few more tacks which were made before they crossed the winning line, 'Aline' at 1.45 a.m., and 'Livonia' a minute and a half later. It was a remarkably closely contested and fast-sailed race, the wind being strong, and the tide favourable both ways. The time occupied was 12-¾ hrs., and the length of course was 120 miles; but as it was a beat all the way to the Shambles, and again from the Nab to Cowes, the distance actually sailed was considerably greater, and the average speed over the bottom could not have been less than 11 knots an hour, which was exceptionally fast. The performance of 'Livonia,' however, was disappointing, as it was considered that, being so much the larger vessel, and built expressly for speed, she ought in such a wind and sea to have easily given the 'Aline' a fair and square beating all round.

Her defeat by the 'Aline' led to the insertion of the following amusing couplet in 'Punch':—

Oh! 'Livonia,' I wouldn't own yer
Now I've seen the grand 'Aline.'

Though a more beamy vessel than the 'Aline,' she had comparatively small displacement, and did not carry her canvas so well. The result of the race did not augur favourably for her success in America, and there was little chance of her winning the America Cup unless she could be given more canvas, with an increased weight of ballast placed lower down to enable her to carry it.

Soon after the race for the Prince of Wales Cup, the 'Livonia' went to New York to compete for the cup, and had a very boisterous passage across the Atlantic, but proved a first-rate sea-boat, and arrived safely without material damage. Subsequently to the race by the 'Cambria' in 1870 against seventeen American schooners, the New York Yacht Club, owing to representations made by the surviving donor of the cup, had decided that, in accordance with the intention of the deed of gift, only one vessel should in future matches compete against the challenger; but they reserved the power to select the defender of the cup on the morning of the race, according to the state of the weather, a light-weather vessel for a light day, a more powerful vessel if the wind was strong. This was so manifestly giving an undue advantage to the holders of the cup that it was surprising such good sportsmen as the Americans should not have seen the one-sidedness of the reservation.

After some not very satisfactory correspondence with the New York Yacht Club, it was ultimately arranged that there should be five matches, the Club naming four yachts from which to select the defender of the cup in each match; namely, the 'Sappho' and 'Dauntless,' keel boats, and the 'Palmer' and 'Columbia,' centreboard schooners.

The first match was sailed on Monday, October 16, over what was known as the New York Yacht Club course, from the head of the Narrows round the S.W. Spit Buoy and Sandy Hook Lightship, and return, about 36 miles. The wind being very light from the N.W., the Club selected the 'Columbia,' a light-weather centreboarder, as 'Livonia's' opponent. The tide had just begun to ebb when the yachts were started at 10.40. There were not so many steamers or other vessels out as on the occasion when the 'Cambria' raced. It was a run nearly all the way to the Lightship, and in the light airs the 'Columbia,' drawing little water with her centreboard up, slipped away from the 'Livonia' and rounded the Lightship about 15 mins. ahead of her. There they came on a wind, and it was a beat as far as the Spit Buoy, about 8½ miles. 'Columbia' both weathered and fore-reached 'Livonia,' and at the Spit Buoy led by 29 mins. After rounding the buoy the wind became abeam and freshened for a short time, but died away again in the Narrows. The 'Columbia' completed and won the race about 5 o'clock, beating 'Livonia' by 25 mins.

The second race was on the following Wednesday, Oct. 18, and the 'Columbia' was again selected to defend the cup. There was a good breeze from the W.N.W., and the course was intended to be 20 miles to leeward from Sandy Hook Lightship, and return; but the Committee, contemplating a change of wind, decided to send the steamer, which was to mark the turning point, 20 miles E.N.E. instead of E.S.E., with the result that there was no beating to windward either going or returning. There was also a misunderstanding as to the way in which the turning mark was to be rounded. The point was not referred to in the sailing instructions, but as the usual practice in American waters was to leave the turning marks on the starboard hand, and this had been done in rounding Sandy Hook Lightship in the previous race, no doubt was felt on board the 'Livonia' that the same course was to be followed. The owner of the 'Columbia,' however, more wary, put the question to the Committee, and was informed in reply that he might round as he pleased; but this instruction was not given to the 'Livonia,' and in consequence 'Livonia' gybed, and 'Columbia' stayed round the steamer, the latter gaining thereby a considerable advantage. In the broad reach out the 'Livonia' gained a little and rounded the steamer nearly 2 mins. ahead of 'Columbia,' but from the fact that the former rounded to leeward, and the latter to windward, 'Columbia' quickly became the leading vessel. After rounding they were nearly close hauled, and in consequence felt the wind more, and all flying kites were taken in. On the way home they were struck by a squall, 'Columbia' had to lower her foresail, and 'Livonia' was a good deal pressed; but it soon passed over, and they were able to hold their reach without a tack back to the starting line, 'Columbia' arriving at 3 hrs. 7 mins., 3 mins. ahead of 'Livonia.' Mr. Ashbury protested against the race being given in favour of 'Columbia' on the ground that she had rounded the steamer on the wrong side, but the Committee disallowed the protest.

The third race was sailed on Friday, October 20, over the New York Yacht Club course. The wind was fresh from W.S.W., blowing pretty straight up the Narrows. The Committee had some difficulty in selecting their representative vessel. The 'Dauntless' had been named, but Mr. Gordon Bennett declined to sail owing to some mishap which had befallen her. The 'Palmer' and 'Sappho' were also disabled, and the 'Columbia' had started the hounds of her foremast; the Committee were therefore considering whether the 'Livonia' should be allowed a sail over alone, when Mr. Osgood, rather than that such should be the case, said he would again start the 'Columbia,' but it was not until half-past one that the vessels were ready and given the signal to go. At this time the wind was strong, and they were able to lay their course close hauled through the Narrows. The 'Livonia' rounded the S. W. Spit buoy 6 mins. before the 'Columbia,' and then stood away with freed sheets for the Lightship, which was tacked round at 3 hrs. 20 mins. 30 secs., about the same distance separating the two vessels. Coming back, something went wrong with 'Columbia's' steering-wheel, the clew of her main-topmast staysail, foresheet, and her fore-gaff topsail split, and shortly after she lowered her mainsail and gave up, the 'Livonia' finishing the race alone at 5 hrs. 18 mins., her first win.

The fourth match was against the 'Sappho,' 20 miles to windward from Sandy Hook Lightship, and return. The wind was fresh from S.S.E. The yachts were started at twelve o'clock, and 'Sappho' beat the 'Livonia' as easily as she had done the 'Cambria' in our waters in 1870, rounding the turning point 27 mins. ahead of her, and rather increasing her lead in the run home, eventually winning by over half an hour. The fifth and last match was again against the 'Sappho,' over the inside course. There was a good topsail breeze from the S.W. which gave them a reach through the Narrows to the S.W. Spit Buoy, and a run from there to the Lightship. 'Livonia' got the start of the big vessel, and at one time was about half a mile ahead, but the 'Sappho' was not long in overhauling her, and rounded the Lightship 12 mins. ahead. In the beat back to the Spit Buoy, and in the reach from there home, the 'Sappho' continued to gain, and ended the race 26 mins. ahead of 'Livonia.' The result of the matches was, therefore, that the America Cup remained in the possession of the New York Yacht Club. This was the last occasion on which an English schooner competed for the cup, though there have since been several contests for it by English cutters.

There was another good race for the Prince of Wales's Cup the next year, 1872, in which the following yachts took part: the 'Livonia,' 265 tons; 'Aline,' 215; 'Gwendolin,' 179; and 'Egeria,' 152, schooners, and the 'Dauntless,' yawl, 162 tons. They were started at 2 o'clock, with a good topsail breeze from the W.S.W., and an ebb tide. The 'Gwendolin' had been altered and fined at both ends, and was much improved this year. She and 'Egeria' were first off, and they made a close race of it out to the Needles. There was a pretty little bit of sailing between them off Newtown; both were standing in to the Island shore, 'Gwendolin' to windward, 'Egeria' a little ahead. The latter hailed for water, and was so much more nimble in coming round, that she managed to get on 'Gwendolin's' weather before she had gathered way, and gave her such a complete blanketing as left her almost in irons. This left 'Egeria' the lead, and she was first to pass through the Needles, with the others not far astern. All but 'Aline' and 'Dauntless' held on towards Swanage; these two stood off from the land on the other tack, but lost a good deal by doing so, as the wind chopped round to the southward, enabling all to lay their course easily for the Shambles. 'Gwendolin' passed 'Egeria' off Darleston Head, and 'Livonia' did the same in the lumpy water off St. Alban's. As they neared the Shambles the wind went further round to S.S.E., and sheets were eased well off. 'Gwendolin' luffed round the Lightship at 6 hrs. 33 mins., closely followed by 'Livonia' at 6 hrs. 34 mins., 'Egeria' 6 hrs. 39 mins., 'Aline' 6 hrs. 42 mins., and 'Dauntless' 6 hrs. 47 mins. It then became a close haul for St. Catherine's, but as the breeze kept steadily increasing in strength and the ebb tide was pretty well done, the yachts travelled fast through the water. The 'Aline' collared the 'Egeria' before they reached the Needles, but all were surprised at the speed of the smaller ship in such a breeze and sea. The night closed in very dark, and the wind continued to freshen, backing round again when the yachts were crossing Scratchell's Bay to the west of south, which admitted of the sheets being eased considerably. Off St. Catherine's they were caught in a heavy squall, and 'Egeria' lost her main-topmast, and of course supposed that her chances of the race were gone; but she kept on, and as after rounding the point the wind became more aft, the wreckage was got in and secured. 'Livonia' in the run to the Nab had got a good lead of 'Gwendolin' and 'Aline,' but when within about two miles of the Nab she also came to grief like the 'Egeria,' her main-topmast going, and in its fall damaging the gaff. She hauled round the Nab at 11 hrs. 20 mins., and it was then a reach to Cowes with a beam wind so strong that she made very rapid progress, notwithstanding her crippled state. The night was so dark that the yachts could not see each other, but 'Gwendolin' was supposed to have passed 'Livonia' off Ryde. The times of arrival were: 'Gwendolin,' 12 hrs. 38 mins. 30 secs.; 'Livonia,' 12 hrs. 40 mins.; 'Aline,' 12 hrs. 42 mins.; 'Egeria,' 12 hrs. 50 mins.; and 'Dauntless,' 1 hr. 20 mins. In the morning it was reported that 'Gwendolin' had run down the mark-boat, and was thereby disqualified, and that as 'Egeria' had saved her time from 'Livonia' and 'Aline,' she was again the winner of the cup. Major Ewing, however, represented that, as the lesser of two evils, he had run down the mark-boat in order to avoid a gig which was bringing ladies and others out from the Squadron Ball to the American yacht 'Sappho.' The Squadron considered that under the circumstances the 'Gwendolin' ought not to be disqualified, and Major Ewing accordingly became the third holder of the cup.

The race was sailed in even a shorter time than that of the previous year; but this was to be expected, as the conditions were quite as favourable as to tide and strength of wind, with less turning to windward, so that the yachts had not to sail over so long a distance.

The 'Egeria' won the Queen's Cup at Cowes, but in the races of the Royal Victoria Yacht Club the schooners found a strong opponent in the 'Corisande,' yawl, 140 tons, built by Michael Ratsey of Cowes, for Mr. John Richardson, which beat them in the races both for the Commodore's and the Vice-Commodore's Cups. In those days it was the practice to class schooners and yawls together simply from the fact that both had two masts, and without reference to their relative sailing powers. In order to give the yawl as large a mainsail as possible, the mizen was placed at the extreme end of the counter, the yawl became in fact a cutter with a short boom, and like the cutter was superior to the schooner in going to windward and running, though not in reaching with the wind abeam.

In 1873 another yawl appeared which was also destined to prove a thorn in the side of the schooners, namely the 'Florinda,' 140 tons, built by Camper and Nicholson for Mr. Lessop. She was a very successful vessel, and a worthy rival of the 'Corisande,' and subsequently of Mr. Rowley's 'Latona,' 160 tons, and other fast yawls. These yawls took many prizes from the schooners in the schooner and yawl races, as well as in the mixed matches. The 'Kriemhilda' cutter, 105 tons, built by Michael Ratsey and brought out by Count Batthyany in the latter part of last season, also made her mark this year, beating the old 'Arrow.' She was the first material advance both in size and speed in the cutter class, and with the improved yawls made it hot work for the schooners in the mixed races.

In the schooner racing the contests were very keen, but the most successful vessels were the 'Egeria,' 152, and 'Pantomime,' 140. The latter had passed into the hands of Mr. F. Starkey, and with Captain John Herbert at the helm was hard to beat.

The race this year round the Shambles for the Prince of Wales's Challenge Cup was practically a match between the 'Morna,' 257, and 'Egeria,' 152 tons. The 'Shark,' 201, was also entered, but had no chance. The 'Morna' was built in the early part of the year by Camper and Nicholson for Mr. W. Houldsworth, and was intended, as the Americans say, to 'lick creation,' but though a very fine vessel she did not turn out a success as a racer. They were started at 8 a.m. on August 9, the weather being all that could be desired for pleasant sailing, fine and bright with a nice topsail breeze from the westward. 'Egeria' kept ahead of the 'Morna' in the beat to the Needles, which she passed at 11 o'clock, with 'Morna' about a quarter of a mile astern. Outside the wind was fresher from the S.W., with a gentle swell. Here was a chance for the big vessel, but she did not improve her position, and when they cross-tacked off Darleston Head she was some two miles to the bad, with 'Shark' about a mile astern of her. As they progressed the wind fell lighter, and when within a short distance of the Shambles they were enveloped in a fog. Beating to windward in a fog was not an easy or a pleasant task; however, all managed without much difficulty to pick up the Lightship, which was rounded by 'Egeria' about 3.45, when she received the welcome news that she was the first vessel; 'Morna' rounded about a quarter of an hour, and 'Shark' half an hour, after. Shortly afterwards the fog lifted a little and the competitors were able to make out their respective positions, but it soon returned and they were again lost to sight. The wind being aft and very light, little progress was made, and at 10 o'clock, when about six miles from St. Catherine's, the tide again turned to the westward. It now became very doubtful whether the progress over the ground was ahead or astern, so the hand-lead was dropped to the bottom, and quickly showed that it was time to anchor, and kedges were accordingly let go. The full moon, bright and clear, had, as the sailors expressed it, squandered the fog; the night was beautifully fine and the sea smooth as glass. All quietly turned in to await events, leaving a trusty watch on deck. At 4 o'clock a.m. the tide began to flow and kedges were hauled in, but there was scarcely a breath of air, and drift, drift was all that could be done. However, about 8 o'clock a light breeze came out from the N.E., which 'Egeria,' being most to the eastward, was the first to feel, and so considerably increased her lead. The Nab was rounded by the 'Egeria' at a little past 9 a.m. and by the 'Morna' at 9.50, 'Shark' a long way astern. From the Nab to Cowes the wind continued very light and variable, with the sun scorchingly hot, but with a strong tide in their favour they reached and were timed at Cowes: 'Egeria,' 12 hrs. 3 mins. 30 secs., and 'Morna,' 1 hr., the former becoming for the second time the holder of the cup.

In 1874 three new schooners of heavy metal appeared upon the scene—the 'Cetonia,' 203 tons, built by Michael Ratsey for Mr. William Turner; the 'Corinne,' 162, by the same builder, for Mr. Nicholas Wood; and the 'Seabelle,' 142, built by John Harvey at Wivenhoe for Mr. Harry Taylor. They were all fast vessels, and with such a splendid fleet of schooners as 'Morna,' 257 tons; 'Modwena,' 223; 'Aline,' 215; 'Cetonia,' 203; 'Gwendolin,' 182; 'Corinne,' 162; 'Egeria,' 152; 'Pantomime,' 142; and 'Seabelle,' 142, besides others, schooner racing continued at its zenith. 'Guinevere' was not raced this year. It would be difficult to say with certainty which was the fastest vessel without a much more critical examination and record of their respective merits than it is the object of this chapter to give; but, on the whole, probably the 'Cetonia' would have been considered to have carried off the palm.

Challenge cups are not popular with English yachtsmen, and some satisfaction was felt when the 'Egeria' won the Prince of Wales's Challenge Cup for the third time, thus making it the absolute property of her owner, Mr. J. Mulholland, M.P. The race had an interest of its own, from the fact that for the first time an American yacht, the 'Enchantress,' 329 tons, the property of Mr. Lubat, competed for it. Mr. Fish, the well-known American yacht-builder, had been brought over to superintend the preparation of the yacht for the contest. The entries were 'Enchantress,' 'Egeria,' and 'Shark.' The Cowes week this year was characterised by blustering winds and rain. The 'Egeria' had sailed for the Town Cup on the Wednesday, and as the weather was bad, and she had got everything soaked, the race was postponed by consent from Thursday until Friday, the 7th, to give her a chance of drying her sails. The morning broke with a strong S.W. wind, and as 'Egeria's' skipper knew well what he was to expect in the Channel, he reefed mainsail and bowsprit, and housed topmasts. Although the 'Enchantress' had to allow the 'Egeria' a lot of time, being more than double her tonnage, it was felt on board the latter that, if the 'Enchantress' got round the Shambles first, she would in all probability reach clean away and save her time: therefore that 'Egeria's' chance was to beat her adversary in the turn to windward, and so if possible increase the time she would have to receive from the Shambles home. The race was to be started at 6 a.m., and 'Egeria' was early under way, prepared, with such a wind, which kept increasing every minute, for a hard fight. To the great satisfaction of those on board 'Egeria,' the 'Enchantress' was observed soon after coming down with a cloud of canvas over her. 'Hurrah!' was the word; 'something must go before long!'

'Egeria' gained five minutes at the start, and as in coming round after the first board on the Calshot shore her opponent got in irons, she gained full another five minutes. They had not made many tacks before the man who was looking out on 'Egeria's' lee side cried, 'There goes "Enchantress's" jibboom!' which made 'Egeria's' crew feel that, although the weather was getting more stormy and dull, their prospects had considerably brightened. Without her jibboom 'Enchantress' was no match for 'Egeria' in the beat to windward, and when the latter was well outside the Needles, and had passed the Shingles Buoy, 'Enchantress' had hardly reached Hurst Castle. Just before she got opposite Yarmouth, 'Egeria's' second jib was blown clean out of the bolt-rope. This will give some idea of the strength of the wind, which made the sea outside exceedingly heavy. 'Egeria' was standing in for Christchurch Bay with the view of smoothing the water, when she observed that the 'Enchantress' was put before the wind, and turned back for Cowes, having carried away her forestay. Her competitor being placed hors de combat, 'Egeria' was immediately put under snug canvas, and sailed easily until she rounded the Shambles Lightship at 4 o'clock. The run and reach home to Cowes round the Island were comparatively easy sailing, and she showed her blue light passing the Squadron Castle at 11 hrs. 50 mins., thus winning the cup for the third time.

A race was sailed at the beginning of the season of 1875 between the two schooners 'Egeria' and 'Seabelle,' in a stronger wind than had probably ever been experienced in a race on the Thames. It blew a gale from the S.W.; the ground tackle which had been put down in the Lower Hope for the yachts to start from would not hold them. 'Egeria' dropped her anchor, and 'Seabelle' got under canvas; the others all drifted, got up head-sails and sailed away, and the steamer carrying the Committee of the Royal London Yacht Club, which gave the prize, did not make its appearance. What was to be done? 'Seabelle' sailed close by the 'Egeria,' and asked Mr. Mulholland if he would start under way. The reply was, 'Yes, but stay round the Mouse instead of gybing.' 'Egeria' had previously got both her topmasts on deck, and all hands were at once at work getting up the sails, two reefs in the mainsail, reefed foresail, reefed staysail, and small jib. 'Seabelle' was also under reduced canvas, and had her fore-topmast on deck, main-topmast being only housed. The start was a very even and fair one. Soon afterwards the Club steamer was observed in the distance, but she had little chance of catching the racers before they reached the Mouse. They tore away before the wind without attempting to set any additional sail, and as they stayed round the Mouse got in sheets for the beat back, 'Egeria' with a lead of about 2 mins. 'Seabelle' was a trifle the quicker in rounding, but she could not prevent 'Egeria' getting on her weather, and it was a case of tack and tack for at least twenty tacks, 'Seabelle' doing all she knew by feints and otherwise to shake off her rival, and 'Egeria' doing her best to get sufficiently ahead to properly smother 'Seabelle,' which she eventually succeeded in doing, and then reached away from her, increasing her lead little by little every tack. Presently the wind southerned, and they were able to start sheets for a long reach to the Lower Hope, through which they had another beat, but were able to lay their course up Gravesend Reach, crossing the winning line, 'Egeria' at 5 hrs. 31 mins. 20 secs., and 'Seabelle' at 5 hrs. 37 mins. 52 secs. 'Egeria,' having to allow 'Seabelle' about five minutes, saved her time by a minute and a half, and won the 100l. prize, a very beautifully designed silver salver. The 'Egeria' had been altered and given more stability in the early part of the year, without which she might not have won in so strong a wind against so good and powerful a vessel as the 'Seabelle.'

In 1876 the 'Phantom,' 176 tons, was built for Mr. Arthur Wilkinson, from designs by Mr. Weymouth. She was a handsome, roomy vessel, and was entered for a few races in 1876 and 1877, but as a racer was not a success.

Mr. C. Thellusson also brought out the 'Boadicea,' 378 tons, this year. She was built by Camper and Nicholson, but was intended for a cruiser rather than a racer, though she raced occasionally. One of the races in which she sailed was the memorable one from Torquay round the Eddystone and return, when the weather was so tempestuous and the seas so steep and heavy, that even 'Boadicea' and 'Latona' were compelled to run for shelter under the Start headland, and it was some hours before they were able to continue the race. 'Boadicea' beat the 'Latona' by two hours. Their competitors, unable to face the weather, were disabled, or retired very soon after they got round the Start and fairly into the Channel.

The following year—1877—the 'Miranda,' 139 tons, was built by Harvey, of Wivenhoe, for Mr. G. E. Lampson, and with Lemon Cranfield in charge proved one of the fastest and most weatherly of the schooner fleet. Her specialities were that she had large displacement, with a fine run aft, a considerable weight of ballast in proportion to her tonnage, and the mainmast placed far forward, so as to increase the size of her mainsail, and make her as near an approach to a cutter as practicable. She was raced for several seasons, and frequently competed both in the schooner and mixed races, with varying results.

In 1879 the schooner 'Fiona,' 150 tons, was built for Mr. E. Boutcher, the owner of the famous cutter of the same name; and the following year the 'Waterwitch,' 160 tons, was commissioned by Mr. E. Baring, afterwards Lord Revelstoke. Both were by the same builders, Camper and Nicholson.

They did not race for long, but sufficiently to show that they were powerful and fast vessels, though they did not make any great reputation in the racing world.

Schooner racing began to decline in the early eighties, and indeed the building and racing of all large yachts rapidly fell off, for the reason given in the early part of this chapter. But a race took place in 1887 which is worthy of record.

In commemoration of Her Majesty's Jubilee, the Royal Yacht Squadron gave large prizes to be raced for by schooners, cutters, and yawls. The match was open to all yachts above 30 tons, English and foreign, but no foreign yachts entered. The prizes were 500l. for the first vessel within her time allowance, 200l. for the second vessel of a different rig within her time, and 100l. for the winning vessel of the third rig. The course was from Cowes round the Nab Lightship, Cherbourg Breakwater, and the Eddystone Lighthouse, returning to Cowes round the south side of the Isle of Wight and the Nab Light, a distance of about 330 miles.

The entries were:—

The ratings are those of the yachts under the new length and sail-area rule of measurement, which is altogether different to the old tonnage rule.

The time allowances settled by the Royal Yacht Squadron were as follows:—

The yachts were started at 10 o'clock on the morning of August 8 before a light W.S.W. breeze, making it a run to the Nab, which the cutters rounded about 2 hrs. after the start, some 10 mins. ahead of the schooners. The day being beautifully fine and the sea smooth, the sail across the Channel close hauled on the starboard tack was very enjoyable. The east end of Cherbourg Breakwater was rounded by the 'Irex' at 7.30, just at dinner-time, with 'Genesta' and 'Lorna' only a few minutes astern.

Then followed 'Egeria' at 7.50 with 'Cetonia' in close attendance, and 'Moina' and 'Aline' respectively 16 and 35 mins. behind. The 'Irex,' as soon as she passed the west end of the breakwater, stood away close hauled for the English coast, and the other cutters followed her lead; but 'Egeria' and 'Cetonia' tacked to the westward along the French coast with the view of getting an easier tide when working to the westward, and it was not until about 11 p.m. that they started off to cross the Channel. The yachts had a nice breeze all night, and in the morning 'Irex' struck the English coast somewhere to the west of Portland. 'Egeria' found herself about 1½ mile to windward and nearly abeam of 'Cetonia,' both heading a good deal further to the westward. Unfortunately 'Egeria' had to bear down upon 'Cetonia' to request Sir Edward Guinness to allow his steamer 'Ceto,' which was accompanying the race, to take one of the former's passengers, who had broken his arm by a fall, back to Cowes, which he very kindly did. This delayed 'Egeria' fully an hour, and more than lost her the advantage she had gained, but she picked it up again during the day. The weather throughout was fine and bright, but the wind very paltry. The yachts were widely scattered, and as there was a good deal of haze it was difficult to make each other out. 'Irex' did not get round the Eddystone until about 10 p.m., 'Egeria' and 'Cetonia' about 11.30, and the other two schooners some time afterwards.

The next day the wind continued light, but the 'Irex' being lucky with the wind, managed to save the tide round all the headlands, and reached Cowes at 3 hrs. 51 mins., nearly 8 hrs. before any other vessel. 'Egeria' and 'Cetonia' made an exceedingly close race of it the whole day, never being as much as a gunshot apart. The wind had headed them when off the Isle of Wight, and several tacks had to be made after they passed Dunnose. The 'Egeria,' when making her last board off on the port tack to round the Nab, found she could not quite weather 'Cetonia,' and had to bear away under her stern. 'Cetonia' was also obliged to tack, and when they again crossed was in the same predicament, which put 'Egeria' round the Nab a minute or two before her. The 'Aline,' which had not been seen by the others for some time, had stood more out to sea, got a better wind, and, to the surprise of the others, rounded the Nab only a short distance astern of them. The run to Cowes was an exciting one, as they were all very evenly matched, but 'Egeria' managed to keep the pride of place and crossed the winning line at 1.15 a.m., 1 min. ahead of the 'Cetonia' and 6 mins. ahead of the 'Aline.' The 'Enchantress' arrived about 2 hrs. later. It was a curious sight to see the three schooners come in so close together after so long a race, and the fact of 'Egeria' and 'Cetonia' rounding the three principal points, Cherbourg Breakwater, the Eddystone, and the Nab, almost together was also remarkable. 'Egeria' of course thought she had won the schooner prize, but to the surprise of her owner he was told that the 'Dauntless' ketch had been classed with the schooners, and that, as she arrived at 2 hrs. 56 mins. within her time, she had been awarded the prize for the schooner rig. It was pointed out to the Sailing Committee that no intimation had been given that the 'Dauntless' was to sail as a schooner, that the race was sailed under the rules of the Yacht Racing Association, and that a recent decision had been given by the Council of that Association, that ketches were to be classed as yawls; but the Sailing Committee adhered to their decision, and declined to refer the question to the Association.

The 'last of the schooners' was the 'Amphitrite,' 161 tons, by Camper and Nicholson, brought out in 1889 by Colonel Macgregor, but by that time schooner racing had practically ceased, and she only sailed in mixed races. Her performances in these, however, were so good that competent judges believed that, had schooner racing been in vogue, she would have been one of the fastest of the class.

It may probably be considered that on the whole the 'Egeria' was the most successful of the schooners. She made her dÉbut in 1865 in the race for the Queen's Cup at Cowes, beating the 'Aline,' the crack of the day, and her last race was sailed in 1889. She has had a longer career than any other schooner, won seven Queen's Cups at Cowes, and about 70 other cups and prizes, each of which has an interesting story of its own.

The writer sailed in many of the races described, and of these the accounts are chiefly from personal recollection; but he must not conclude without recognising the admirable descriptions of the races published in the 'Field,' which has done so much to encourage and improve yacht racing.