Update for 76942HEADmain

101 files changed, 17371 insertions, 0 deletions

diff --git a/.gitattributes b/.gitattributes
new file mode 100644
index 0000000..6833f05
--- /dev/null
+++ b/.gitattributes
@@ -0,0 +1,3 @@
+* text=auto
+*.txt text
+*.md text
diff --git a/76942-0.txt b/76942-0.txt
new file mode 100644
index 0000000..4b9363d
--- /dev/null
+++ b/76942-0.txt
@@ -0,0 +1,6535 @@
+
+*** START OF THE PROJECT GUTENBERG EBOOK 76942 ***
+
+
+
+
+
+                           YACHTING WRINKLES.
+
+
+
+
+                        OUTING LIBRARY OF SPORT.
+                           YACHTING WRINKLES
+  A PRACTICAL AND HISTORICAL HANDBOOK OF VALUABLE INFORMATION FOR THE
+                     RACING AND CRUISING YACHTSMAN.
+
+
+                                   BY
+                         CAPTAIN A. J. KENEALY,
+
+ Author of “Boat Sailing, Fair Weather and Foul,” “Yacht Races for the
+                       America’s Cup,” Etc., Etc.
+
+           Wrinkle—Something Worth Knowing.—Nautical Lexicon.
+
+[Illustration: [Logo]]
+
+          With Apposite Anecdotes, Diagrams and Illustrations.
+
+                         OUTING PUBLISHING CO.,
+
+                         NEW YORK.     LONDON.
+
+
+
+
+                   COPYRIGHTED BY B. J. WORMAN, 1899.
+                                NEW YORK
+
+
+
+
+                                PREFACE.
+
+
+The kind reception given by yachtsmen generally to “Boat Sailing, Fair
+Weather and Foul,” has induced me to embark in a new venture. The
+following “Wrinkles,” gleaned from practical experience, observation and
+study, are printed in the hope that they may prove of interest and value
+to lovers of sailing craft.
+
+I want to warn off literary critics by the frank admission that I am not
+worthy of their steel, being an old sailor who went to sea when he was
+thirteen, and spent many years afloat where books were scarce. So far as
+yachting critics or nautical experts are concerned, I must let my work
+speak for itself. If it has no other merit, it has at least been
+conscientiously done.
+
+                                                          A. J. KENEALY.
+
+  _New York, March, 1899._
+
+
+
+
+                               CONTENTS.
+
+
+                               CHAPTER I.
+ YACHT RACING AS A SPORT—Brief Review of the Fascinating Pastime
+ From Its Inception to the Present Time                               13
+
+                               CHAPTER II.
+ THE RACING YACHT—Some Remarks on the Material, Construction and
+ Selection of a Vessel                                                47
+
+                              CHAPTER III.
+ THE TYPE OF YACHT—What Shall She Be—Keel, Centreboard or Bulb-fin?   78
+
+                               CHAPTER IV.
+ FITTING OUT AND TUNING UP—Hints As to Going Into Commission and
+ Making the Craft Fit For a Race                                     130
+
+                               CHAPTER V.
+ DUTY AND DISCIPLINE AFLOAT—The Ship’s Company in Detail From the
+ Skipper Down to the Sea Cook                                        166
+
+                               CHAPTER VI.
+ A DOWN-TO-DATE YACHT RACE—In Which May Be Found Some Noteworthy
+ Examples of the Sea-Jockey’s Art                                    192
+
+                              CHAPTER VII.
+ RACING RULES AND THE RULE OF THE ROAD—Some Important Points That
+ Amateurs and Professionals Should Bear in Mind                      215
+
+                              CHAPTER VIII.
+ EVOLUTION OF THE RACER—How Tonnage and Measurement Rules Have
+ Affected Form in America and Great Britain                          225
+
+                               CHAPTER IX.
+ THE ETIQUETTE OF YACHTING—What is Considered to Be “Good Form” in
+ Craft, Owner and Crew                                               261
+
+                               CHAPTER X.
+ YACHTING INSURANCE—Also a Few Legal Wrinkles on the Status and
+ Relation of Owner to Crew                                           272
+
+                               CHAPTER XI.
+ THE COST OF YACHTING—Cautionary and Economical Hints to Those About
+ to Embark in the Sport                                              282
+
+                              CHAPTER XII.
+ THE LAST WORD—Final hints to tars who want to sail their own craft  292
+
+
+
+
+                             ILLUSTRATIONS.
+
+
+                                                                   PAGE.
+ Frontispiece, “With Topmasts Housed,”                                12
+ Jason’s Yacht _Argo_,                                                15
+ Viking Ship,                                                         20
+ Flagship of Columbus,                                                25
+ Dutch Yacht of Seventeenth Century,                                  28
+ Commodore John C. Stevens,                                           31
+ _Gimcrack_ and _Maria_,                                              34
+ _America_, 1851,                                                     38
+ _Maria_, 1851,                                                       38
+ _America’s_ Lines,                                                   39
+ The Cutter _Oriva_,                                                  48
+ _Vigilant_ in Dry-dock,                                              51
+ _Uncas_ in Frame,                                                    55
+ Interior of _Uncas_,                                                 60
+ Form of _Uncas_,                                                     60
+ _Uncas_ on the Ways,                                                 66
+ _Ouananiche_,                                                        71
+ _Dragon III._,                                                       75
+ _Gloriana_,                                                          79
+ _Madge_,                                                             82
+ Germ of the Centerboard,                                             84
+ _Vesta_,                                                             85
+ _Athlon_,                                                            94
+ Catboat _Dorothy_,                                                  101
+ _Kewaydin_,                                                         103
+ The Herreshoff Catboat _Wanda_,                                     104
+ Lines of _Evolution_,                                               107
+ Lines of _Jullanar_,                                                108
+ Lines of _Niagara_,                                                 110
+ Lines of _Jubilee_,                                                 110
+ Mid-section of _Dilemma_,                                           110
+ English Finkeel Freak _Nameless_,                                   111
+ Lines of _Rocket_,                                                  112
+ _Niagara’s_ Midship Section,                                        113
+ _Niagara_ Under Sail,                                               114
+ _Rorqual_,                                                          116
+ _Dad_,                                                              117
+ _Vesper_,                                                           117
+ Monstrosity _Skate_,                                                118
+ _Dominion_ on Even Keel,                                            121
+ _Dominion_ Heeled,                                                  121
+ _Dominion_ Under Sail,                                              123
+ Double-huller of the Pacific.,                                      126
+ Sloop _Gracie_,                                                     133
+ Schooner _Sappho_,                                                  134
+ Cutter _Genesta_,                                                   135
+ Schooner _Colonia_,                                                 137
+ Rig of Cutter Showing Masthead Shroud,                              139
+ Rig and Sail Plan of _Uncas_,                                       145
+ Mastheads of _Uncas_,                                             147–8
+ Cutter _Minerva_,                                                   150
+ Sail Plan of _Ethelwynn_.,                                          152
+ Half-rater _Spruce IV._,                                            153
+ Fifteen-footer _Ethelwynn_.,                                        153
+ Forty-footer _Gossoon_,                                             161
+ _America_, 1899,                                                    165
+ _Phantom_,                                                          193
+ _Ghost_,                                                            199
+ A Stern Chase,                                                      201
+ _Vigilant_,                                                         224
+ _Defender_ in Dry-dock,                                             227
+ _Thistle_, now _Comète_,                                            230
+ _Volunteer_,                                                        231
+ _Valkyrie III._ in Dry-dock,                                        233
+ _Ellen_, Twenty-rater,                                              235
+ Cutter’s Bow and Stern, 1892,                                       237
+ English Mid-sections,                                               238
+ Mid-sections of Cup Contestants,                                    239
+ _Volunteer_ and _Thistle_,                                          241
+ _Vigilant_ and _Valkyrie II._,                                      241
+ _Valkyrie II._,                                                     243
+ _Valkyrie III._, Stern View,                                        245
+ Modern Type of Fin,                                                 246
+ _Defender_ and _Valkyrie III._,                                     246
+ Hoisting _Defender’s_ Mainsail,                                     247
+ _Defender_ Under Brooklyn Bridge,                                   251
+ _Defender_ Under Sail,                                              255
+ _Valkyrie III._ Under Sail,                                         259
+ _Defender’s_ Stern,                                                 271
+
+[Illustration:
+
+  “WITH TOPMASTS HOUSED.”
+]
+
+
+
+
+                                   I.
+                        YACHT RACING AS A SPORT.
+   BRIEF REVIEW OF THE FASCINATING PASTIME FROM ITS INCEPTION TO THE
+                             PRESENT TIME.
+
+
+About half a century ago, when I wasn’t so gray and grizzled as I am
+now, I was shipmate with John Gulliver, an ancient mariner who fully
+believed in the doctrine of the transmigration of souls. He used to spin
+the most wonderful yarns. He had in former incarnations animated the
+body of a whale, a green turtle and a sea-gull. He had also been cabin
+boy on the good ship _Ark_. He declared that, of all the skippers he had
+ever sailed under, Captain Noah was the strictest.
+
+During the brief but memorable voyage of that historic craft, the crew,
+he declared, never once got an afternoon watch below. When they weren’t
+feeding the live stock they were kept busy on deck cleaning brasswork
+and hauling taut the lee crossjack brace. He said he felt very glad when
+the time came for the crew to be paid off. He had grown weary of the
+weevily biscuits and the tough salt junk. There were no “manavellings”
+aboard the tarnation hooker and the Old Man only served out rum once
+during the voyage, and that was when the _Ark_ was hove-to under a
+goose-winged maintopsail and foretopmast staysail in the latitude and
+longitude of Mount Ararat, waiting for the dove to come aboard.
+
+I remember I used to listen with my mouth wide open to the marvelous
+stories of this old salt. I once asked him to describe the interior
+fittings of Captain Noah’s ship, but from what I could gather from him
+there wasn’t much gilt gingerbread work in her main saloon. Everything
+was for use; nothing for ornament. There weren’t even brass hoops on the
+mess kids. Besides, she leaked like a sieve and wouldn’t steer well
+unless close-hauled on a bowline.
+
+The ship _Argo_, in which Jason sailed in search of the Golden Fleece,
+had no artistic decorations below, but her hull, from all accounts, was
+a “dandy.” Built of lofty pines which flourished on Mount Pelion, she
+was pierced for fifty oars. She was daubed with coal-black pitch, and
+her bows were painted with vermilion. I don’t believe she ever made more
+than four knots an hour, even with fifty heroes pulling their hardest at
+the oars, all keeping time to the music of the harp of Orpheus, who had
+too much low cunning to do any work himself. The _Argo_ was a yacht
+manned by Corinthians and the first one that ever sailed on the Euxine,
+vulgarly known as the Black Sea. So far as I know, there are no
+photographs extant of her interior, but judging from the log of her
+voyage she had a fine galley on deck, in which her crew of heroes used
+to cook the choice parts of swine and deer for their own use, offering
+up the offal as a sacrifice to the immortal gods—a circumstance showing
+that the ancient mariners were just as level-headed as the down-to-date
+seamen of to-day.
+
+[Illustration:
+
+  JASON’S YACHT “ARGO.”
+]
+
+The handsome barges which belonged to the high civilization of ancient
+Egypt used to ply on the muddy waters of the Nile, and highly ornate
+vessels they were, manned by fifty rowers. They had sails of crimson
+silk, richly embroidered. Their cabins were sumptuous, spacious and
+luxurious, gold, silver and precious stones being used lavishly in their
+decoration. In such a stately craft Cleopatra and Mark Antony passed
+many halcyon hours of splendid ease and amorous dalliance. The Romans
+and Carthaginians had their pleasure craft, and so had the Greeks and
+Venetians.
+
+It was the custom of the Romans to hold regattas of biremes and
+triremes, and according to the chronicles a good deal of money changed
+hands over the results. Every schoolboy remembers the exciting boat race
+between those gallant Trojan captains, Cloanthus and Sergestus, so ably
+reported by one Vergil. I know that I can never forget it. That regatta
+cost me many a cruel birching. In these competitions oars only were
+used. I fancy that sails were not set in those days except when the wind
+blew abaft the beam, the ancients not being well versed in the art of
+beating to windward. The swift ships in which Father Æneas, his faithful
+Achates and his devoted followers, fled from Troy, had, I suppose, but
+scanty cabin accommodations; and when bold Pilot Palinurus glanced at
+the compass to see if the helmsman was steering a correct course, no
+highly polished brass binnacle reflected that skillful old navigator’s
+bronzed and bearded face.
+
+The flagship of Columbus may fairly be classed with the _Argo_, and so
+may the Norse galley which brought to the rugged New England coast those
+hardy salts who built the windmill at Newport and left their indelible
+marks on the primeval granite rocks of that region.
+
+The Dutch, I think, were the inventors of the sailing yacht proper, and
+from Holland the finest diversion in the world spread to Great Britain,
+and became the sport of kings. Quaint old Pepys, in his diary, tells us
+of a sailing yacht named _Mary_, which was presented by the Dutch East
+India Company to King Charles II. in the year 1661. Charles was a
+tip-top yachtsman, the merry monarch being never sick at sea. His yacht
+_Mary_ was beaten by another pleasure craft of English design, the match
+being the first between sailing yachts in the history of the pastime in
+England. According to Pepys, the _Mary_ was snug and cozy below, quite
+comfortable, but not at all luxurious. The king cruised much in her up
+and down the English Channel in the palmy days of his reign.
+
+Three hundred years before, when Marino Faliero was Doge of Venice, a
+merchant prince of that state originated pleasure sailing on the
+peaceful Adriatic. A Dutchman called Van Kompf transferred the craft to
+the German Ocean, and gave it the name of yacht. To the Dutch and
+Scandinavian strain in the English blood is owing that passion for the
+sea which has made yachting so favorite a recreation in Great Britain.
+Our own love for the sport is doubtless derived from the same source.
+
+Turning to our own land the beginnings are naturally more definite. We
+know the exact facts, for the New York Yacht Club was organized aboard
+Mr. John C. Stevens’ schooner _Gimcrack_ on July 30, 1844, the
+_Gimcrack_ being at anchor off the Battery. In those days there were but
+few yachts, and most of them were small. The fittings of pleasure craft
+were then simple and inexpensive, when compared with the luxurious and
+costly appointments of the palatial vessels which are our pride to-day.
+The old _Maria_, which was the last yacht owned by Commodore Stevens,
+would not rank very high in the present fleet of magnificent steamers,
+schooners, sloops and cutters. She was the finest and fastest yacht of
+her day, having many of what are now termed “modern improvements,” such
+as outside lead, a heavily weighted main centerboard, also a forward
+centerboard, a hollow main boom ninety-five feet long and nine feet in
+circumference at its greatest girth, built of white oak staves, with
+doweled and keyed edges, iron bands and longitudinal iron trusses. Her
+main sheet was fitted with a rubber compressor.
+
+Her former sailing-master is on record as saying: “She would work within
+seven points, and I have sailed her seventeen knots. On her trial trip
+with the _America_ along the beach we beat her so badly that Mr. Stevens
+was in doubt whether it was good policy to send her to England; but as
+she defeated all the others by as much as we beat her, it was finally
+decided she ought to go.”
+
+The _Maria_ is said to have cost $100,000, a vast sum in those days even
+for Mr. Stevens, who owned nearly all Weehawken and Hoboken. It must be
+remembered, however, that she was continually being altered and
+improved, no expense being spared. The equipments and cabin fittings of
+all the pleasure craft of that period were plain and economical. The
+greater part of their cost was expended on hulls, spars and rigging,
+which were of the best material. The age was not so luxurious as it is
+to-day. Though bronze and aluminum hulls, steel booms, wire rigging,
+silken sails, and the one hundred and one “fads,” patented and
+otherwise, which are now considered indispensable for racing were
+unknown, the yachts cost a pretty round sum, but merely a trifle
+compared with the crack clippers of this year of grace.
+
+[Illustration:
+
+  THE VIKING SHIP.
+]
+
+The cabins of those yachts were not finished in costly hard woods carved
+by artists and highly polished. No upholstery of silken plush or
+hangings of rich tapestry were to be seen. Sperm oil in brass lamps of
+no particular design illuminated the space below. The fare, too, was
+plain and simple. Little or no wine of costly vintage was consumed.
+Honest claret, mellow Medford rum, and fine old whisky were the staple
+beverages with which those sturdy salts moistened their clay, while they
+solaced their souls with Virginia tobacco smoked in pipes of quaint
+Dutch shape. It is needless to say that the “400” of half a century ago
+didn’t carry their valets with them while cruising on the Sound or while
+sailing to Cape May.
+
+The old course of the club was from the club-house in the Elysian
+Fields, Hoboken, out to the Southwest Spit and back. The yachts, as a
+rule, were sailed by amateurs. No uniform was worn in those primitive
+days, and there was no red tape whatever. But it is questionable if a
+finer class of amateurs ever existed than those men who sailed the
+yachts of the club during the first twenty years of its history.
+
+If some of those sturdy salts who flourished in the good old days of our
+famous schooner _America_ could rise from their snuggeries in the
+cemeteries and sail on the squadron cruise of the New York Yacht Club
+next August, I would promise them a spectacle which would astonish them.
+I would first point out to them in Glen Cove a fleet of more than one
+hundred yachts, comprising some of the finest steam and sailing craft in
+the world. I would next call attention to the fairy-like electric,
+steam, and naphtha launches darting between the ships and the shore,
+some of them laden with ladies of bewitching loveliness, dressed so
+saucily and coquettishly in nautical raiment as to make a bachelor’s
+mouth water.
+
+I would next take my resurrected friends in a naphtha launch on board
+one of the big steam yachts, and while on their way thither they would
+marvel at the handiness and speed of the little boat which carried them.
+If it was the flagship _Corsair_ they visited, her owner would be sure
+to have the side piped in true man-o’-war fashion in honor of the
+old-time salts. Climbing up the gangway ladder, walking aft on the snowy
+deck, they would be invited below, to the hospitality of the _Corsair_,
+which they would indeed be loath to leave.
+
+I might then possibly convoy them aboard the big racing schooner
+_Colonia_ and the new cup defender, and, after gazing upon these two
+marine marvels, you might wager that the old chaps would make a vigorous
+kick against returning to their little grass-covered beds.
+
+While rummaging over some musty documents in the library of an old
+seafaring friend the other day, I happened to come across some
+interesting memoranda concerning the good old schooner _Gimcrack_, the
+first flagship of the New York Yacht Club. From these items I gather
+that she was fitted with a fixed centerboard of heavy plate iron, four
+feet deep and fifteen feet long, resembling the fin of to-day, but minus
+the bulb of lead on the base. This is another exemplification of the
+truth of the old adage that there is nothing new under the sun.
+
+The pastime which was so ably started by those old and gallant sportsmen
+has prospered beyond belief, and no wonder, for yacht racing, in my
+judgment, is the most fascinating and wholesome sport in the world. Its
+devotees are actuated by no mercenary or money-making motives, but
+follow the pastime for the many delights its pursuit affords. The
+praiseworthy ambition that has for its goal the winning of sea trophies
+is devoid of all craving after filthy lucre, because the prizes
+obtained, no matter whether in cash or plate, are trifling in comparison
+with the first cost of the yacht and the incidental expenses of running
+her. There are many other reasons that may be adduced to prove that the
+pastime excels all others; but, in my opinion, the most convincing
+argument that can be urged is that no scandal has ever sullied the fair
+name of the sport, and that its followers the wide world over are the
+best fellows that breathe—generous, hearty and manly—the salt of the
+earth, in fact.
+
+It is a sport in which the element of gambling rarely enters, except in
+the case of international events, when patriotic pride impels men to
+back their country’s flag with a modest wager. I have been a close
+student of yachting lore for more years than I care to recall, but I
+know of no instance where yacht racing has made a financial wreck of one
+of its faithful adherents. Of what other gentlemanly sport can as much
+be truthfully alleged?
+
+If a rich man has sons with a leaning toward yachting he should
+encourage its complete development. I know of no better school for the
+cultivation of all manly virtues. There is no question concerning its
+healthfulness, but my contention is that a man’s moral tone as well as
+his physical constitution improves by association with the sea.
+Self-reliance, quickness of decision, action and resource, bravery and
+personal endurance, are qualities necessary for success in life. Where
+can all these desirable characteristics be acquired with more ease and
+greater satisfaction than on a racing vessel, preferably one of moderate
+size manned exclusively by amateurs or with the aid of one paid hand?
+
+[Illustration: [The Flagship of Columbus]]
+
+It may properly be remarked that the love of boating is innate and can
+never be acquired. The mere sight of the sea has an attraction to the
+true son of Neptune as cogent as that of the magnet to the pole. He
+eagerly desires to be afloat on it, and can sympathize with Charles
+Lever, who once said he would rather have a plank for a boat and a
+handkerchief for a sail than resign himself to give up boating
+altogether. The man who has not the nautical instinct can never come to
+regard a boat with more affection than he does a horse-car. When you
+rave ecstatically of the virtues of your little ship he feels inclined
+to think that you must be half crazy. You can never make a yachtsman out
+of material such as this. We cannot all be sailors, so therefore let the
+cobbler stick to his last and the cook to the foresheet, where he
+belongs!
+
+The deduction from the above is that you should be careful as to the
+choice of your seagoing chum. The most congenial companion ashore may
+prove an insufferable bore afloat. And to tell the truth, you ought not
+to blame him for the lack of the nautical instinct, but rather yourself
+for inviting a person lacking that saving qualification to go sailing
+with you. _Nauticus nascitur, non fit_ is a true adage. There is a huge
+army of our fellow creatures who think with Dr. Johnson that the
+pleasure of going to sea is getting ashore again from a prison, where
+there is also the risk of getting drowned. But a far brighter literary
+light than he, Thomas Carlyle, to wit, the crabbed, the cynic, who was
+ever ready to use his mordant pen of wormwood in holding up to
+execration the foibles and the sins of humanity ashore, was always blind
+to the faults of his fellow-man afloat. The acrid gall of his being,
+induced by the horrors of chronic dyspepsia, was converted into milk and
+honey by the magic influence of the Ocean.
+
+Who can forget the account of his trip to Ostend and back in the revenue
+cutter _Vigilant_ in 1842? He described the craft as a smart little trim
+ship of some 250 tons, rigged, fitted, kept and navigated in the highest
+style of English seacraft, made every way for sailing fast that she may
+catch smugglers. Outside and inside, in furniture, equipment, action and
+look, she seemed a model, clean as a lady’s work-box.
+
+[Illustration:
+
+  DUTCH YACHT OF 17TH CENTURY.
+]
+
+His biographer, Froude, has told, of their return trip, how at midnight
+they were in their berths aboard the _Vigilant_ running out into the
+North Sea: “The wind fell in the morning and they were becalmed. They
+sighted the North Foreland before night, but the air was still light,
+and it was not till the next day that they were fairly in the river.
+Then a rattling breeze sprang up and the _Vigilant_, with her vast
+mainsail, her vast balloon jib, with all the canvas set which she could
+carry, flew through the water, passing sailing vessels, passing
+steamers, passing everything. They carried on as if they were entered
+for a racing cup. The jib, of too light material for such hard driving,
+split with a report like a cannon. Carlyle saw the ‘Captain’s eyes
+twinkle; no other change.’ In ten minutes the flying wreck was gathered
+in, another jib was set and standing in place of it, and the yacht sped
+on as before. ‘To see men so perfect in their craft, fit for their work,
+and fitly ordered to it,’ was a real consolation to him. There was
+something still left in the public service of England which had survived
+Parliamentary eloquence. They entered at Deptford and the gig was
+lowered to take the party up to London.
+
+“Five rowers with a boatswain; men unsurpassable, I do not doubt, in
+boat navigation; strong, tall men, all clean shaved, clean washed, in
+clean blue trousers, in massive clean check shirts, their black
+neckcloths tied round their waists, their large, clean brown hands,
+cunning in the craft of the sea—it was a kind of joy to look at it all.
+In a few minutes they shot us into the Custom House stairs, and here,
+waving our mild farewells, our travel’s history concluded. Thus had kind
+destiny projected us rocket-wise for a little space into the clear blue
+of heaven and freedom. Thus again were we swiftly reabsorbed into the
+great, smoky, simmering crater, and London’s soot volcano had again
+re-covered us.”
+
+I am sure my readers will pardon me for quoting at such length from
+Carlyle, if only for the reason that the matter I reproduce is far more
+interesting than any I can originate. Besides, I need the extract to
+emphasize my argument concerning the healthful moral tonic of my
+much-loved sea. Here is atrabilious, doleful, indignant, and scornful
+Carlyle cured temporarily of all his mental disorders by a rattling run
+across the North Sea and back. He lands in a delightful frame of mind,
+and has nothing but the most pleasant reminiscences of the _Vigilant_,
+her skipper and her crew. The readers of his stories of other journeys
+by land will appreciate the surprising contrast.
+
+Very few men go into yachting for the advertisement that it may offer.
+It is always possible for some seller of quack medicines to achieve
+cheap notoriety by claiming that he is about to build a yacht to defend
+or capture the _America’s_ Cup. If he uses diligently whatever art of
+claptrap he is endowed with he will find numbers of newspapers gullible
+enough to give him columns and columns of gratuitous puffs. The public
+may be beguiled for a time into the belief that his intentions are
+really honest; but the experienced yachtsman will not be deceived for a
+moment, as he knows that no yacht club of repute will father the
+challenge of such a person, even in the unlikely event of his building a
+yacht for the purpose of a real race. Yacht clubs on both sides of the
+Atlantic, to their credit, fight very shy of such queer customers.
+
+[Illustration:
+
+  COMMODORE JOHN C. STEVENS, The Father of American Yachting.
+]
+
+Thus it is that the sport is confined to gentlemen; nautical blacklegs,
+blackguards, and “welshers” being unknown. The membership committees of
+the clubs are very discriminating and cautious as to those whom they
+admit; and even if a “black sheep” succeeds in entering the flock his
+presence is soon discovered, and he quietly learns that his room is more
+desirable than his company. His resignation follows as a matter of
+course.
+
+A yacht club composed principally of men who love the sport for the
+precious gifts it offers, and not for fashion’s sake, or because “It’s
+the proper caper, you know, to belong to a yacht club, don’t you see?”
+is an excellent school for a young man, both morally and physically. In
+the arena of professional sport, as we all know, objectionable
+characters, unhappily, fairly swarm. It would be invidious to
+particularize or to single out any one sport as being remarkable from
+the number of black sheep among its adherents. But of yachting it may
+truly be said that the pastime never has been disgraced or degraded by
+the professional hands necessarily employed in its service. Officers and
+men before the mast quickly realize that good conduct is the only secret
+of success, that braggarts and bullies have no place in its symmetry,
+and that dishonesty of any kind, whether selling a race or robbing a
+yacht owner, is quickly detected and punished. I have never known an
+instance of the first-named disgraceful offence, and the lack of it
+speaks volumes in behalf of the honor and integrity of yacht skippers
+the wide world over. Be it remembered that for a sailing-master to lose
+a race would be as easy as for a jockey to so ride a horse that in spite
+of his gameness or his speed he could not possibly win. Scandals such as
+in the past have made the turf a byword are happily unknown in yacht
+racing. In all my experience of yachtsmen I never heard one of them, in
+his most open and confidential moods, with his mind mellowed with grog,
+boast of winning a race by unfair or questionable methods.
+
+Many stockbrokers race their yachts, and, although the Stock Exchange is
+supposed to have a peculiar effect on the moral tone of its members, yet
+when these gentlemen engage in a yacht race they display the nicest
+honor, the most chivalrous conduct toward their adversaries, that is
+indeed most admirable to contemplate. Lawyers, too, who in the exercise
+of their profession are full of wiles and stratagems, lose their chief
+characteristics when they enter their yacht club or get aboard their
+yachts. The transformation is magical. You fail to recognize in the
+bluff, open and honest sea-dog in his natty suit of serge the shrewd
+gentleman of the long robe who, with his quips and his quirks and his
+long list of precedents and his unfailing gift of the gab, has just
+succeeded in making the Supreme Court of the United States feel
+exquisitely unhappy. Talk of Aladdin’s lamp or any other famous storied
+talisman as you please but, upon my word, the sea has worked more
+wonders than them all!
+
+There is much patriotism among our yachtsmen, the bulk of the Naval
+Militia of the various States, possessing such a volunteer organization,
+consisting of men who are devoted to the sport. That the United States
+Government is much indebted to yachtsmen is now generously conceded by
+our naval authorities, who, at the outset of the war with Spain, availed
+themselves of a large fleet of steam yachts, which were transformed with
+marvelous celerity into despatch boats, protected cruisers and torpedo
+boat destroyers. They proved of immense service to the navy, as that arm
+of our national defence was destitute of these almost indispensable
+vessels. It may be truthfully alleged that the navy would have been in
+an unpleasant predicament if it had not been possible to call upon the
+steam yachting fleet of the Atlantic coast. The splendid achievement of
+the converted yacht _Gloucester_, formerly the flagship of the New York
+Yacht Club, which drove ashore two Spanish torpedo boat destroyers near
+Santiago de Cuba on July 3, 1898, will always be remembered as one of
+the most brilliant episodes of that “most just and charitable war.” She
+was in command of Lieut.-Commander Wainwright, who was executive officer
+of the _Maine_ when she was blown up in Havana harbor on February 15,
+1898.
+
+[Illustration:
+
+  “GIMCRACK” AND “MARIA.”
+]
+
+The generous response of the Naval Militia to the call of the President
+and the eagerness of yachtsmen generally to recruit its ranks have been
+highly appreciated. Yachtsmen will ever feel proud of the gallantry of
+the Naval Militia because it is so largely composed of their shipmates
+and messmates. It is needless to expatiate on the patriotic part of my
+theme. The advantages of yachting as a nursery for the navy in war-time
+are indisputable, and will occur to anybody who will give the matter due
+reflection.
+
+[Illustration:
+
+  “AMERICA,” 1851.
+]
+
+[Illustration:
+
+  “MARIA,” 1851.
+]
+
+The Corinthian Yacht Club of New York, now unhappily extinct, did
+excellent work in its rather brief but not inglorious career. It
+achieved much in the way of the abolition of the pernicious broad and
+shallow type of boat which at the time of the Corinthian Club’s heyday
+was extremely popular. I should be disingenuous were I not to confess
+quite frankly that the extreme type of plank-on-edge cutters favored by
+the leading lights of this club was, in my judgment, nearly as
+objectionable as the class of craft it sought to supersede. But still it
+must be said that the boat of to-day, which is a compromise between the
+extremes mentioned, owes a share at least of its existence to the bold
+efforts of the Corinthians. To abolish the “skimming dish” was one of
+the chief aims of the club, and that it did yeoman’s service in that
+direction was one of its greatest glories.
+
+[Illustration:
+
+  “AMERICA’S” LINES.
+]
+
+An innovation made by this club was the establishment of cadets as
+members. These cadets were the sons or relatives of members who took an
+interest in the sport. They were entitled to many of the privileges of
+their elders, including the right to wear the club button. It always
+impressed me that the idea was a good one. I know of no other club that
+has followed its example. Now that the ban against women has been
+removed by half-a-dozen clubs of importance, Young America may also be
+granted an opportunity to rise and shine. There is no doubt that the
+average American boy is fond of a sailor’s life. It is also true that
+some of the genus would hardly be a joy in the life of a yacht club if
+admitted to cadetship. There is every likelihood, therefore, that it may
+be long before the boy becomes an active participant in yachting, so far
+as clubs are concerned. But I know several ambitious youths who can
+handle their fathers’ vessels as well as a veteran, and who can be
+depended on to enter into the vigorous practice of the sport as soon as
+they get old enough to run their own affairs.
+
+It is my intention to discuss in detail the cost of running a racing
+yacht, in a subsequent chapter, but I may say in a general way that
+capital sport may be had each season at a moderate outlay. There never
+before were so many yacht clubs as there are to-day, and never has a
+more intelligent interest been taken in the economical pursuit of
+racing. _Defenders_, _Vigilants_, _Colonias_ and _Emeralds_ are vessels
+beyond the reach of all but millionaires. It is only the very richest of
+our fellow citizens who can enjoy the delights of racing these large and
+costly vessels. But the popular restricted classes of 1899 offer
+inducements that the ordinary man of affairs earning a moderate income
+may easily avail himself of. Suppose that two chums, who have sailed
+together long enough to find out that their idiosyncrasies of
+disposition and temperament will allow them to dwell together in amity
+afloat, form a marine partnership and buy jointly a knockabout or
+raceabout for cup-hunting and cruising purposes. The first cost of the
+boat, complete and delivered, might be $800. A second-hand boat might be
+picked up much cheaper. The expense of keeping her in commission would
+be modest. No paid hand would be necessary, and the boat might be so
+moored that one of the club hands would keep a general watch on her to
+see that no harm befell her in a summer storm, his recompense for this
+being a generous “tip” at the end of the season.
+
+In nearly all of the yacht clubs in the vicinity of the metropolis
+special efforts are made to induce owners of small craft to join, and
+there are facilities for the safe anchorage and also the hauling out of
+the club’s mosquito squadron. In this the clubs act wisely, for the
+small classes are really the life of the organization, which, without
+their active interest, might stand a fair chance of perishing of
+inanition.
+
+Most pleasures are evanescent when compared with the comfort that a
+sea-dog gets from fixing up his cabin for the season’s sport. The
+ingenuity displayed in making the most of the necessarily limited
+quarters at his disposal, the stowage of his “dunnage,” so as to be able
+to put his hand on anything at a moment’s notice in the dark, the
+capacity of creating a home-like interior out of chaotic surroundings,
+call out every faculty.
+
+The first sail on a new boat which is your very own causes a thrill of
+joy. To see the noble craft respond to the slightest touch of the
+tiller, to watch her gradually eat her way to windward in the teeth of a
+merry breeze, with a shining furrow of foam in her wake and her sharp
+cutwater cleaving the blue billows, and when, with sheet eased off and
+wind abeam, her lee rail almost awash, she puts on an extra spurt—all
+these are ecstatic raptures which your poor land-lubber has never
+experienced.
+
+Yachts are fickle jades, as all who have been victims of their whims and
+humors must fain concede. It is no wonder that they belong to the
+feminine gender. No coquette can be coyer or more difficult to please
+than the highly strung racing yacht. On occasions it is hard to realize
+that she is an inanimate fabric. I have known one to develop nerves and
+even hysteria. It takes a man of great judgment and infinite tact and
+good temper to get the best speed out of a modern racehorse.
+Qualifications similar and quite as highly developed are necessary to
+the successful yacht skipper, be he amateur or be he professional.
+
+The ambition to excel in the art of yacht racing has been the means of
+inducing a great number of our fashionable youth, both golden and
+gilded, to cultivate the sport of yachting. The wholesome and
+invigorating influence of sea life and salt water have developed scores
+of dudes into men; and the one-design classes, now so popular, do much
+to keep young fellows out of mischief.
+
+Racing in the smaller classes is encouraged by all the clubs except
+one—the New York Yacht Club—and open regattas are plentiful, to which
+the boats belonging to all recognized clubs are not only eligible but
+cordially welcome. The Yacht Racing Association of Long Island Sound has
+made a specialty of encouraging and promoting these open regattas, and
+the result is a programme of most attractive events, with no conflicting
+dates, that offer golden opportunities to ambitious amateurs to win
+trophies of their skill and daring. All existing classes are invited to
+take part in these competitions, as the most generous and sportsmanlike
+spirit of comradeship pervades the yacht clubs of the Sound; so, if a
+man prefers a catboat or a sloop or a yawl to a knockabout, he will have
+many opportunities of gratifying his yacht-racing instincts. The rules
+of this Yacht Racing Association are so fair and liberal that the most
+carping of critics can find nothing in them to cavil at. A hearty
+welcome is accorded the owners of all visiting boats by the club holding
+the regatta, and nothing can be more satisfactory than the system which
+so happily obtains in this present year of grace.
+
+The benefits bestowed by this association on the yachtsmen of New York
+and Connecticut are rivaled by those offered to Eastern yachtsmen by the
+Yacht Racing Association of Massachusetts. Similar associations exist on
+the Lakes and the Pacific Coast, while the International Yacht Racing
+Union, established in 1897, promises to wield a powerful and benignant
+influence in the immediate future on the promotion of international
+matches, which, in the past, have proved so beneficial to the sport.
+
+It may thus be deduced that the outlook for sound and thriving sport was
+never brighter or more promising than it is to-day. White sails of
+racing craft dot the waters of our coast line where the sport is
+practicable. In the inland lakes the pastime, too, is pursued with zeal
+and intelligence. The advance and progress made in the sport date,
+strange to say, from 1880, when what is known as the “cutter craze”
+first made itself manifest in this country. In the light of history it
+should be candidly conceded that the lessons learned from the Scotch
+cutters _Madge_, _Clara_ and _Minerva_ proved of incalculable benefit to
+the sport in America. Broad-minded Britishers will also admit that the
+victories of moderate and able compromise craft like _Puritan_ and
+_Mayflower_, combining the American breadth of beam and the centerboard
+with the British outside lead, over such representative English cutters
+as _Genesta_ and _Galatea_ caused the alteration of the British rule
+which penalized beam and which resulted in the building of vessels like
+_Britannia_, _Valkyrie_ and _Meteor_.
+
+The adoption by the English of cotton duck for sails, and also of the
+Yankee laced mainsail, show how our transAtlantic cousins appreciate a
+good thing when its advantages are made manifest. The eager way in which
+they snapped up the Herreshoff fin-keel is further proof of the active
+interest the British designers take in the development of American yacht
+naval architecture and how keen they are to avail themselves of any new
+“wrinkles” in hull, sails or rigging that Yankee genius may invent.
+
+And while the British eye is kept wide open in our direction, it must
+not be thought that we are blind to the doings of our rivals across the
+sea. The friendly feelings that have been enhanced between the two great
+English-speaking nations ever since the outbreak of the late war with
+Spain did much to make another race for the _America’s_ Cup possible and
+popular, and neither nation can afford to nap when the yachting
+supremacy of the sea is at stake.
+
+Queen Victoria’s policy has ever been to encourage yacht racing, as the
+many Queen’s Cups she has presented to yacht clubs during her long reign
+abundantly prove. The most popular act of her life, so far as
+professional yacht sailors are concerned, took place on April 8, 1897,
+when she visited the Prince of Wales’ cutter _Britannia_, at Nice, and
+presented Capt. John Carter, her skipper, with the medal of the Victoria
+Order, accompanying the gift with a graceful compliment. In America the
+yachting fraternity, both amateur and professional, has received no
+encouragement whatever from the Congress, and is still subject to
+harassing legislation. This is much to be regretted, as it is without
+question bad and unwise policy.
+
+
+
+
+                                  II.
+    THE RACING YACHT. SOME REMARKS ON THE MATERIAL, CONSTRUCTION AND
+                         SELECTION OF A VESSEL.
+
+
+It is a matter of some difficulty to advise a prospective yachtsman as
+to the acquisition of a racing craft. There are two courses open to him.
+He can either build or buy ready-made. If the question of money is
+purely a secondary consideration, the wealthy amateur will probably feel
+inclined to give an order to a fashionable naval architect for the
+down-to-date design of a tip-top craft in the class on which he has set
+his heart. He will find plenty of accommodating builders who will meet
+his views conscientiously and do their best to follow out the minutiæ of
+the draughtsman’s design. Swell sailmakers—and we have some of the best
+on earth—will supply his craft with a splendidly fitting and sitting
+suit of muslin, and he can hire a crack skipper who will teach him all
+the tricks of the most expert timoneer.
+
+[Illustration:
+
+  THE CUTTER “ORIVA.”
+]
+
+Mr. George L. Watson, the famous Scotch yacht designer, in a lecture on
+“Progress in Yachting and Yacht Building,” delivered early in 1881,
+said:
+
+“As prophecy nowadays seems to be one of the branches of naval
+architecture, and we have been told by Sir E. J. Reed and others what
+kind of ships the next generation are to have, I am anxious to keep
+abreast of the age, and herewith present you with the outline
+specification of a 10-tonner for the season 2000. You see I keep myself
+pretty safe, as but few of us will be alive to see her sail. The
+dimensions I won’t venture on. Some yachting authorities assert that you
+have only to make the boat long enough and heavy enough, to beat all
+existing racing craft; and it seems strange that, with this knowledge in
+their possession, they should not only have had sufficient self-denial
+to resist the building of certain successes, but have even gone the
+length of turning out duffers of normal dimensions. I think there is
+just a little more in it than that, and can’t believe that a 10-tonner
+80 feet long could ever be a success.
+
+“We have not exhausted the possibilities of form yet, and really know
+very little more about it than Solomon did when he confessed his
+inability to understand ‘the way of a ship on the sea;’ and when we do
+arrive at perfection in shape, we can set to, then, to look out for
+better material.
+
+“The frames and beams, then, of my ideal ship shall be of aluminum, the
+plating below water of manganese bronze and the topsides of aluminum,
+while I think it will be well to deck her, too, with that lightest of
+metals, as good yellow pine will soon be seen only in a museum. For
+ballast, of course we should have nothing but platinum, unless the owner
+grudged the expense, when we might put the top tier of gold.
+
+“But by that date I hope we won’t care for sailing in such a sluggish
+element as the water. I firmly believe that some day the air will become
+as easily traversed as the earth or ocean.”
+
+Now, in 1881, Mr. Watson’s fame as a naval architect was quite firmly
+established, but as a prophet he was without honor in his own and
+every other country. It is therefore remarkable that his prediction,
+made presumably in playful jest, was, in a great measure, fulfilled
+not very long after. A torpedo boat of manganese bronze was actually
+built in England for the French Government in 1891. Then followed the
+construction in France of the yacht _Vendenesse_, built almost
+altogether of aluminum, in 1892, and a series of French torpedo boats
+of aluminum in 1895–6. The Yankee _Vigilant_ was constructed of Tobin
+bronze below the water-line and of steel above. She had a hollow
+bronze centerboard and a solid bronze rudder. The latest development
+of Mr. Watson’s fanciful idea was introduced in _Defender_ in 1895.
+This celebrated yacht has topside plating, deck beams, deck-strapping
+and upper fittings of aluminum, 4 per cent. nickel alloy, while the
+bottom plating is of bronze. The stern, frames, floor-plates,
+stiffening-angles, bilge-stringers, inverted angle-bulbs, underdeck
+beams, the two deck beams inclosing mast, tie-plates round mast,
+stepping-socket, bed-plate fittings, and supports and chain-plates are
+of steel. All the rivets are of bronze, thus completing an intimate
+association of the three metals, which was followed in a short time by
+inevitable general corrosion.
+
+[Illustration:
+
+  Courtesy of Harper Bros.
+
+  “VIGILANT,” CUP-DEFENDER OF 1893, IN DRY DOCK.
+]
+
+Advocates of aluminum as a fit metal for use in shipbuilding point out
+that no effort at insulation of any kind whatsoever was made, not even
+the simple precautions which would have been insisted on in an ordinary
+case of steel and bronze construction. _Defender_ was built with only
+one purpose in view—the winning of a series of races. Her subsequent
+proceedings were a matter of no interest to her owners and builder. Had
+she been built of steel throughout she would have cost about half as
+much as she actually did, and would have been good for fifteen years of
+hard sailing if built up to Lloyd’s rules. But she might, in that case,
+have failed to fulfill her only reason for existence—the beating of Lord
+Dunraven’s _Valkyrie III._
+
+The scientist who will invent some alloy to combine with aluminum which
+will make the metal free from corrosion when immersed in salt water will
+confer a great boon on the builders of racing yachts and, incidentally,
+will enrich himself. That this problem will be solved eventually there
+is little doubt. I hope that Mr. Watson will live to see his prophecy
+realized, even to the extent of aerial navigation.
+
+At present, however, the heavy first cost of aluminum and its short
+life, when exposed to the erosive action of sea water, bar its use in
+the construction of racing yachts, except when the sentiment of
+defending or regaining an historic national trophy is indulged in by a
+syndicate of capitalists. Probably no single millionaire would have gone
+to the expense of the _Defender_, but when the price of her was divided
+up among several, the plethoric purses were not so very much depleted
+after all.
+
+Aluminum as a material for yachts has been an interesting subject to me
+ever since it was first used in shipbuilding. The aluminum used in the
+_Defender_ had an alloy of from 12 to 15 per cent. of nickel. The
+majority of the plates used were ⁵⁄₁₆ and ⅜ of an inch in thickness. The
+heaviest plate weighed about 200 pounds, was 38½ inches wide, 13 feet 10
+inches long, and ⁵⁄₁₆ of an inch thick. This plate gave an ultimate
+tensile strength of 40,780 pounds per square inch, an elongation of 10
+per cent. in 2 inches, and the reduction of area at the point of
+fracture was 14.75 per cent. Each and every plate used was tested.
+
+The _Defender_ was constructed of aluminum plating from the water-line
+up. Her deck beams, lateral and diagonal braces under the deck, a
+stringer plate connecting the deck beams with the sides of the vessel,
+continuous throughout her length, and the rail were of aluminum. The
+same metal was also used for dead-light frames and covers and small
+interior fittings. The sheaves of all her blocks were of aluminum.
+
+I have read nearly everything that scientific men have written on the
+subject of aluminum as used in _Defender_, and from my reading I deduce
+that the metal failed to prove satisfactory because proper care was not
+taken to prevent oxidation by galvanic action. In the first place,
+bronze rivets were used instead of aluminum rivets, or iron rivets
+galvanized. Secondly, the insides of the rivet holes were not coated
+with white lead, nor were the rivets themselves dipped in white lead or
+paraffine before driving, as might easily have been done. In fact, no
+precaution whatever was taken to minimize galvanic action.
+
+Mr. Herreshoff was advised to lay strips of heavy canton flannel well
+soaked in white lead between the lapping aluminum plates of the topsides
+and the bronze plates of the underbody, and then rivet up with the
+flannel between the edges of the two plates, forming a neutral joint.
+This precaution was not taken, however, the result being great corrosion
+where, through the junction of the two metals, galvanic action set in.
+
+[Illustration:
+
+  “UNCAS” IN FRAME.
+]
+
+As a general axiom it may be averred that whenever brass or copper comes
+into direct contact with aluminum exposed to sea water, corrosion is
+very rapid. It may also be averred that aluminum rivets can be made
+fully as strong as those of any other metal. Thus there is no good
+reason for using bronze rivets in the construction of an aluminum
+vessel.
+
+The conclusion I arrive at is that aluminum as a material for a racing
+yacht should not be condemned until further experiments have been made.
+In strength and lightness it surpasses every other metal.
+
+It is the general opinion of shipbuilders that the best system of
+construction is to use one material alone in a vessel. Let her be all
+wood or all one metal, and then the strains will be equal and corrosion
+will be avoided. There is no question that wood should be used in all of
+the smaller craft up to the 51-footers, at any rate. Strength and
+lightness may be most effectually combined by the double-skin system of
+construction, which is by all odds the most efficient and lasting. In
+boats larger than these, steel may be the material of the hull. Metal in
+small craft is necessarily so thin that unsightly bulges often disfigure
+the topsides of vessels built of sheet-iron, ships’ lifeboats, for
+instance. It is true, however, that these metal boats are light and
+durable, and when hung to a ship’s davits do not warp or shrink or
+become leaky when exposed to the burning rays of a tropical sun. These
+qualities, though of great value in the craft indicated, do not apply to
+small pleasure vessels, especially when the great heat of metal vessels
+in our hot summers is taken into consideration. Steel corrodes quickly
+and soon gets foul. It should, therefore, be kept well protected with a
+preservative anti-fouling paint.
+
+Old-fashioned yachtsmen, a class of people almost extinct, prefer wood
+to any other material in sailing yachts of even the largest size. But
+the most prejudiced of these ancient mariners are forced to admit,
+however reluctantly, that wood will not satisfactorily stand the jarring
+strains of powerful modern marine engines. It would, of course, be
+possible to build an oaken vessel strong enough to sustain the stress of
+the machinery, but the timbers would have to be bulky indeed, and the
+weight would be far greater than if steel were made use of exclusively.
+
+A friend of mine who is a devoted yachtsman, as well as a pretty fair
+hand with the rod and gun, having lost the bulk of his money by an
+unfortunate investment, was able by the exercise of ingenuity to build
+for himself a smart and able cruising schooner at a very moderate cost,
+and also to spend a winter very enjoyably. This is how he went about it:
+In the first place he had a thorough knowledge of the type of boat he
+wanted, and had a smattering of the shipbuilders’ art, being moderately
+handy with tools. So when he went to a naval architect he was able to
+give an intelligent notion of his real requirements, and wasted no
+precious professional time.
+
+In the course of a few days the designer furnished him with the
+requisite working plans and specifications, all admirably clear and
+concise, and easily comprehensible by an intelligent mechanic. Armed
+with these plans he packed up his traps, not forgetting his guns, and
+started for a certain seaport in Maine, where some of the best coasting
+vessels in the world are built and where suitable timber is to be had at
+a very low price. Labor is cheap and so is the cost of living. He fell
+in with a skillful shipwright who owned a shipyard in the harbor, and he
+made satisfactory terms for the building of the vessel, the construction
+of which he generally supervised. She was built under cover, and thus
+was not damaged in the least by the severe winter weather. My friend
+made the seaport his headquarters, his expenses averaging no more than
+$1 a day. He went on several enjoyable shooting expeditions, and was
+much benefited in health by the pure and bracing air.
+
+[Illustration:
+
+  INTERIOR OF “UNCAS.”
+]
+
+[Illustration:
+
+  FORM OF “UNCAS.”
+]
+
+The best of it was that by this means he became the owner of a very
+serviceable vessel. All her timbers were sound and seasoned. The
+estimate was so reasonable that, instead of galvanized fastenings, which
+the specifications called for, he found that he could afford yellow
+metal and copper bolts wherever prudence dictated their use.
+
+Being a “crank,” as most good yachtsmen are, when the vessel was in
+frame he gave every inch of her a right-down good soaking with kerosene
+oil, applying as much as the dry wood was able to absorb. He says this
+process preserves the wood almost indefinitely. All the oak was
+fall-cut, and not a sappy timber found a place in the shapely hull.
+
+In the late spring she was launched and rigged, and, when fitted out,
+her owner sailed her to New York, where the nautical critics carefully
+surveyed her and pronounced her good.
+
+I would not, however, advise the average man to follow my friend’s
+example. The man of whom I write was exceptionally well qualified and
+equipped for the undertaking and carrying out of such a job. Outside of
+his general knowledge of shipbuilding and seamanship, he was a shrewd
+business man, with plenty of tact and knowledge of the world. It would
+be difficult for the most rascally of shipbuilders to get the better of
+him. He was also favored by good fortune, insomuch as the honesty and
+skill of the builder of his yacht were concerned. He tells me he saved
+twenty five per cent. in the actual cost of the vessel if built anywhere
+in the neighborhood of New York. Moreover, he got a boat capable of
+being classed in the highest standard at Lloyd’s and good for a quarter
+of a century’s hard cruising. Having seen the boat put together, he
+never felt anxious about straining her in a squall. There was no
+skimping of quantity in material to procure a flimsy kind of lightness.
+Hull, spars and rigging were all scientifically adapted to the heaviest
+strains they were likely to encounter, and a sufficient margin of extra
+strength was added in case of emergencies. The schooner has been in
+commission now for several years, her owner living aboard her
+practically all the year round. He has cruised south as far as the
+Caribbean Sea and north to Labrador. He is his own skipper, and a better
+seaman and navigator never broke a biscuit on his knee or drank grog out
+of a pannikin.
+
+The only objection that can be made against iron or steel yachts in the
+larger classes is that their bottoms foul so rapidly. So far as their
+capacity to resist stress and strain is concerned, nothing can be said
+against them. The first English iron yacht was the _Mosquito_, designed
+by Tom Waterman and built on the Thames in 1848. The first American iron
+yacht was the cutter _Vindex_, designed by Mr. A. Cary Smith in 1870 for
+Mr. Robert Center.
+
+Nickel steel, as its name implies, is an alloy of steel with nickel. It
+possesses all the qualities of steel for shipbuilding purposes, but it
+has, in addition, a breaking strength of forty tons to the square inch,
+as against twenty-seven for ordinary steel. The twenty-rater _Dragon
+III._, built in 1893, had frames and beams of this metal, which I think
+is destined to be much used in the construction of racing yachts.
+
+The composite system of construction, namely, steel or iron frames and
+wooden planking, is in my judgment open to objection. The frames of a
+racing yacht are of course as light as the naval architect dares to make
+them in his effort to reduce weight in every detail of hull, spars and
+rigging. When it comes to pass that the seams of a composite yacht
+require calking, the strain of driving the oakum home produces such a
+pressure on the bolts that fasten the planks to the frames that they
+snap off.
+
+The composite system was introduced in 1860 on the Clyde, many China
+clippers being built after that plan. Among the first composite yachts
+were _Nyanza_ and _Oimara_, built by Robert Steele & Co., of Greenock,
+about 1867. All the large racing yachts of the present time that are not
+constructed of metal have steel frames, as a sufficiently light wooden
+frame could not sustain the immense strains of the large sail plan and
+the heavy weight of the outside lead.
+
+If a man sets his heart on having a composite vessel he should take care
+that her skin is of double construction, one layer of plank overlapping
+the other, with a liberal luting of white lead between. Thus no calking
+whatever is necessary; the vessel is tight as a bottle and much stronger
+than if the old-fashioned plan is followed. The only objection is the
+expense.
+
+John Harvey, the English yacht designer and builder, who was first to
+introduce the double-skin system in yachts, told me once that many
+composite yachts were hauled out in his yard at Wivenhoe to be repaired.
+He had been inside several of them when being calked, and seen the nuts
+break off and roll down in the bilges by the score as the oakum driven
+by the calking iron wedged the planks apart. This result is so obvious
+that it requires no further comment.
+
+It may well be urged that it is scarcely worth while to incur so much
+more expenditure of hard cash on a boat that may be obsolete, so far as
+racing is concerned, after two or three seasons; and this argument will
+probably prevail with the average yacht owner. I consider it my duty,
+nevertheless, to call attention to the defects of the system generally
+in use, and to the advantages of the double skin; and I will give two
+striking illustrations which I think will prove my case.
+
+[Illustration:
+
+  “UNCAS” ON THE WAYS.
+]
+
+Mr. Coate’s smart 10-ton cutter _Madge_, designed by Mr. G. L. Watson,
+was a single-skin craft. She was built in 1879 and created a great
+sensation when she came to this country and beat all our skimming
+dishes. In 1890 she was almost ready to fall to pieces, and her rickety
+frame had to be strengthened with iron knees and fitted with new
+topsides. In 1894 she was condemned as unseaworthy and fit only for the
+junkman.
+
+On the other hand we have the cutter _Oriva_, designed by John Harvey
+and launched in 1881. She is of the double-skin construction, lighter in
+proportion to her size than _Madge_, and to-day she is as strong and
+stanch as she was when she was launched.
+
+If the prospective builder decides to use wood as the material for his
+boat, he will find that American elm is the best material for the keel
+and the garboard strakes. When entirely submerged, elm will last for
+half a century or more, but is especially liable to decay between wind
+and water.
+
+White oak should be used for the stem, sternpost, knightheads, apron,
+deadwoods and futtocks. The timbers should be of oak or hackmatack, and
+the planking of yellow pine. This material, if well seasoned and
+properly put together, should insure a sound boat. Yellow-metal
+fastenings should be used below the water-line, if the expense is not
+too much for the owner’s purse. If that should prove the case,
+galvanized iron may take their place. Personally, I believe in having
+the hull as perfect as possible. I would dispense with costly
+gingerbread work below deck, having everything cozy and attractive, and
+would expend the extra money, thus saved, on hull, spars and rigging,
+yellow-metal fastenings being my first object. Of course, if I were
+building a “freak” for a couple of seasons’ sport, I wouldn’t use a
+fragment of copper in her construction.
+
+It is well to bear in mind that there is absolutely no market for an
+outclassed racer. For that reason I cannot recommend the expenditure of
+much money on the construction of a craft whose life in the usual course
+of events is limited to perhaps three seasons. Double skins and copper
+fastenings would be absurdly out of place in such craft. But when a man
+builds a cruiser, there is no reason why she should not be as sound and
+strong as a judicious expenditure of money can make her.
+
+There is much to be said for and against copper sheathing for the bottom
+of a racing yacht. For some reason or other it has never been popular in
+this country. It was first used in 1761, when the British warship
+_Alarm_ was coppered at Woolwich.
+
+Mr. G. L. Watson is authority for the statement that, as early as 1834,
+a metal keel was fixed on the _Wave_, built for Mr. John Cross Buchanan
+by Messrs. Steele.
+
+The man desirous of obtaining distinction in the arena of yacht racing,
+supposing he decides to build a yacht of his own so that the luster
+appertaining to her achievements shall be inevitably associated with his
+name, should, in the first place, have a full and businesslike
+understanding with his designer, who will only be happy to meet him half
+way and will cheerfully name the honorarium for his draught. The
+designer supplies drawings, plans and specifications, and supervises the
+work of the builder.
+
+The builder’s duty is to furnish an estimate of the cost of such yacht,
+which estimate, if accepted by the yachtsman, should be embodied in an
+agreement that takes the legal form of a contract, after being signed.
+
+The agreement should specify:
+
+1—That the yacht shall be constructed according to specifications and
+drawings furnished by the designer, complying with all requirements
+therein set forth regarding material and workmanship, and that all work
+shall be completed to the satisfaction of the designer and surveyor (if
+any).
+
+2—That the yacht shall be delivered to the owner on a certain date
+afloat and complete, and in default of completion by such date, the
+builder shall pay a certain stipulated sum for each and every day
+afterward during which the yacht remains incomplete and undelivered, for
+liquidated damages, the owner being empowered to deduct such damages
+from the price of the vessel.
+
+3—That the builder shall be paid by the owner a certain sum on the
+signing of the agreement, a further sum when the yacht shall be in
+frame, yet another sum when the yacht is timbered and planked, and the
+final payment when the yacht is completed to the satisfaction of the
+designer and surveyor, and delivered to the owner ready for sea.
+
+4—All damage to the yacht, through fire or any other cause whatever,
+previous to her delivery to the owner, shall be made good by and at the
+expense of the builder, and to the satisfaction of the designer.
+
+The specification should fully set forth the dimensions of the yacht and
+the material to be used in her construction. As an example I append the
+general specifications of the _Uncas_, one of the three one-design
+46-foot schooners designed by Mr. A. Cary Smith in 1898:
+
+  General Dimensions.—Length over all, 64ft. 2in.; length on l.w.l.,
+  46ft.; beam, extreme, 16ft.; draft without board, 6ft. 6in.; least
+  freeboard, 3ft. Specifications: Keel, white oak, molded, 5½in.; stem,
+  white oak, sided, 4½in.; sternpost, white oak, sided, 5in.; frames,
+  hackmatack, double, sided 2in., molded at keel 3½in., at planksheer
+  2¼in.; floors, sided 2½ right and left; trunk log, sided 6in. and
+  molded 10in., bolted with ⅝ galvanized iron; sides of trunk, yellow
+  pine and white pine, 2x8in., bolted with ⅝ galvanized bolts;
+  centerboard, oak and yellow pine, bolted with ⅝ galvanized iron; pin
+  and hanging to be of brass; ballast to be of lead furnished by owner,
+  20,000 lbs. in all, 18,000 on keel bolted with ¾in. Muntz metal bolts,
+  25 in number; planking of yellow pine, spike fastened; clamps, yellow
+  pine, 2 in number, 1½x6in.; shelf, same, 5x2in., worked to shape, 1
+  through bolt on each frame; bilge strakes, yellow pine, 3 on a side,
+  1½x6in.; ceiling, only where cabin work calls for it, ¾in. pine; deck
+  beams, white oak, sided 3in., molded 2⅜in.; partner beams and house
+  beams to be sided 6in.; partners, hackmatack, kneed with same;
+  planksheer, white oak, 1¾x7in.; deck plank, white pine, 1¾in. thick by
+  2¼in. wide, spiked; bulwarks, pine; stanchions, white oak; trunk
+  cabin, tongued and grooved sides, 1½x3in., with wrapper; trunk deck,
+  tongued and grooved stuff, 1½in., covered with canvas; hatches and
+  slides, mahogany; bitts, locust; windlass, pump brake; anchors, 120
+  lbs., 160 lbs.; chains, 70 fathoms, ⅜ tested.
+
+[Illustration:
+
+  “OUANANICHE.”
+]
+
+  All chocks and kevels as required; steerer, Perley patent, mahogany
+  wheel about 30in.; tanks, galvanized iron, to hold about 200 gals.;
+  pump in galley basins to discharge in receivers (bilge pump); one
+  small tank on C. B. trunk.
+
+  Masts and spars of best spruce; rigging, best cast-steel wire rope and
+  manila; sails to be as follows: mainsail, foresail, forestaysail, jib,
+  small jib, small jibtopsail, second jibtopsail, spinnaker, two
+  gaff-topsails, small maintopmast staysail; blocks of white ash; iron
+  work of all kinds, of best iron galvanized; awning stanchions
+  galvanized; joiner work to be of tongued and grooved stuff, where it
+  will not be seen, and the rest to be paneled, of white pine, all to be
+  of ¾ stuff; to be painted with three coats of paint.
+
+The 21-footer _Ouananiche_, designed by Mr. T. E. Ferris and built at
+the same yard as _Uncas_, is an excellent example of the modern type of
+boat. Her accommodations are good and she is both fast and able.
+
+The specifications may also include the cabin fittings and all
+furniture, upholstery for berths, and ship stores generally, not
+including edibles. It is more satisfactory to the owner to have an
+estimate of the total cost of the craft complete and ready for sea.
+
+The owner too frequently suggests changes from the specifications,
+which, in all cases, entail considerable expense. These alterations are
+quite justly charged for by the builder as “extra work;” and if the
+owner is a good hand at “suggesting,” as the tyro generally is, the bill
+for “extra work” makes a big item when the final account is rendered. I
+have known it to amount to as much as $500 on a $2,000 craft. Sometimes
+vexatious litigation follows.
+
+All this trouble may be avoided by having a clause inserted in the
+contract to the effect that no work done on the yacht without a written
+order, signed by the designer and countersigned by the owner, shall be
+deemed extra work. The careful builder will insist on such a clause if
+he is alive to his best interests.
+
+A yacht, in the interesting process of construction, possesses a sort of
+hypnotic attraction to the man it is being built for. He haunts the
+shipyard from the hour the men turn to in the morning to the time they
+knock off at night. Naturally, he is anxious to know how she progresses.
+If he were a wise man he would keep religiously aloof from the scene of
+operations, and leave the work of inspection and supervision to his
+naval architect. These remarks apply only to the tyro, who is usually as
+proud of his first yacht as a young mother of her first-born. With old
+stagers it is different.
+
+On the day of the launch it is customary for the owner to buy liquid
+refreshments for the workmen in the shipyard. The naval architect, too,
+feels hurt if he does not receive a personal invitation to the ceremony
+and a seat at the collation which follows the launch.
+
+If a man has neither the means nor the inclination to build a boat of
+his own he need not despair. There are always in the market a number of
+serviceable boats. A shrewd buyer, if he keeps his weather eye open, may
+pick up a rare bargain. It is his own fault if he gets the worse of the
+transaction. Given a good designer and a good builder in the first
+place, he may safely conclude that the craft he has his eye on was not a
+“gingerbread” boat when she was launched.
+
+[Illustration:
+
+  “DRAGON III.”
+]
+
+Unless the purchaser is well versed in boats I should by all means
+advise him to have the craft surveyed by a competent man, whose charge
+will be moderate. It is sure to be money saved. A boat with a bulb fin
+or a heavily weighted centerboard is peculiarly susceptible to strains
+and wrenches which a tyro would be likely to pass over, but which would
+be clearly apparent to the unerring eye of an expert professional.
+
+Sometimes a man who thinks he is built on the lines of a yachting
+enthusiast joins a yacht club and builds a boat in a fashionable class.
+After a few weeks he discovers that all his enthusiasm has evaporated;
+that he takes no interest whatever in the sport. His next course is to
+offer his craft for sale. He is often so disgusted that he lets a
+purchaser have her for a song. This is a shrewd man’s opportunity, and
+he should not let it escape. It is not often, however, that such
+windfalls come in one’s way, in spite of the old adage that a simpleton
+is born every minute.
+
+Let me in all seriousness conjure you never to buy or launch a yacht on
+a Friday! If you do, you will surely rue it. The superstitions of old
+sailors are not to be despised. It is quaint and curious that
+superstition of the sea about the lucklessness of Friday, but I for one
+most devoutly believe in it. I have reason, too, for on one fine Friday
+morning, ever so many years ago, I set sail from the port of Sunderland
+in the stout brig _Goshawk_, hailing from the port of Shoreham, with
+Captain Cuddington in command. On Sunday morning we were ashore on the
+Long Sand in a howling gale, and the brig went to pieces in six hours. I
+was saved with others of the crew by a smack from Harwich, in charge of
+brave John Tigh, but a poor boy, just fresh from a Sussex farm,
+perished. I shall always remember that day. There were two life-buoys
+aboard, and these the captain and the cook secured. The instinct of
+self-preservation was strong, no doubt, and it was not an era of heroes.
+I was a romantic child at that time, on my first sea voyage, and fresh
+from a course of “The Three Musketeers,” “Monte Cristo,” and other such
+entertaining literature. I thought then that we two little frightened
+boys would have been allowed the safeguard of the life-buoys. Now I know
+better.
+
+[Illustration: [Sunrise]]
+
+
+
+
+                                  III.
+                           THE TYPE OF YACHT.
+           WHAT SHALL SHE BE—KEEL, CENTERBOARD, OR BULB-FIN?
+
+
+When we come to consider the type of yacht most desirable to buy or to
+build, the problem is perplexing. We must in every case be guided by
+circumstances. For instance, a deep bulb-fin boat for racing or cruising
+on the shallow waters of the Great South Bay would be manifestly out of
+place. Nor would a sharpie be the most desirable class of craft for use
+on the deep water of the lower Hudson. Locality is what must guide us in
+our choice. Build or buy a boat suitable for the work she is intended to
+do.
+
+Remember that nearly every type of craft, keel, bulb-fin, centerboard or
+double-huller, has some good qualities to recommend it. For cruising, a
+keel yacht of moderate draught, so as to be able to enter harbors where
+the water is comparatively shallow, may be recommended. A centerboard
+vessel for the same purpose, to those who prefer the type, holds further
+inducements. A wholesome knockabout for general purposes, fishing and
+class-racing affords lots of sport. A modern fin-keel for racing only
+cannot be surpassed. So out of these various types you have only to
+choose. It is not necessary in this connection to sing the praises of
+the keel type. It speaks for itself. For speed and safety it is equally
+adapted. In war and in commerce as well as in yacht racing it has made
+its mark.
+
+[Illustration:
+
+  “GLORIANA.”
+]
+
+There are a number of yachts which without exaggeration or affectation
+may well be characterized as epoch-making vessels. First comes the
+schooner _America_, which revolutionized yacht naval architecture in
+Great Britain. Then follows _Evolution_, the parent of the bulb-fin type
+of to-day. Next comes the Scotch cutter _Madge_, which was responsible
+for the decline and fall of our unwholesome “skimming-dish” type.
+_Puritan_ is next—a compromise between the two extremes of deep cutter
+and shallow centerboard. It should be remembered in connection with this
+boat that she combined the factors of outside lead, moderate draught and
+ample beam, and was in every way a new departure, reflecting great
+credit on her talented designer, Mr. Edward Burgess. _Gloriana_ was as
+pronounced a departure as _Puritan_, her famous spoon-bow and immense
+overhangs arousing all the British designers and causing them to steer a
+new course. Her influence was quite as great as that of _America_. She
+made Nat Herreshoff famous.
+
+[Illustration:
+
+  “MADGE.”
+]
+
+The remarkable feature of _Gloriana_ was that while her length on the
+load water-line was 45 feet 3 inches (she was built for the 46-foot
+class), her length over all was 70 feet. As the fullness of the bilge
+extended to bow and stern, the more she was inclined, the greater was
+her water-line length. I never saw a stiffer yacht. Her record for her
+first season (1890) was eight starts and eight first prizes. _Dilemma_,
+the Herreshoff fin-keel, may also be described as an epoch-maker, as her
+form and her fin were speedily adopted and adapted by British designers.
+
+It will be noticed that all the yachts enumerated, except _Puritan_ and
+_Dilemma_, are of the keel variety.
+
+The long reign of what may be termed the demoralized centerboard type is
+happily over. It is really a matter of marvel that the shoal hulls of
+great beam, destitute of a safe range of stability, and carrying a
+dangerous spread of sail, did not oftener turn turtle and cause a
+greater loss of human life.
+
+The Hudson River freight sloop was a safe and well-built craft, well
+adapted not only for the commerce of our coasts but also for long ocean
+voyages. So far back as 1785 the _Albany_, an 84-ton sloop, Stewart
+Dennis master, made a voyage to Canton, returning with a cargo of tea.
+Between 1790 and 1800 there were about a hundred sloops plying in the
+freight and passenger trade between New York and Albany, and proving
+fast and able. These packets flourished until steam drove them out of
+the business.
+
+[Illustration:
+
+  THE GERM OF THE CENTERBOARD.
+]
+
+The centerboard, an improvement on the Dutch leeboard, first used on the
+Hudson about 1830, has since been a necessity because of the shallowness
+of some of our harbors; and there is no reason why it should not
+continue to be popular, if the model is of sound design and the
+construction strong. Every objection against the centerboard system may
+be met by the argument that a large proportion of our coasting schooners
+on the Atlantic seaboard are fitted with centerboards, and ply their
+calling winter and summer, in storm and calm, and the unerring test of
+their seaworthiness is that the underwriters do not look upon them as
+greater risks than those of the keel variety. A marine underwriter is
+generally shrewd and businesslike, and keeps a close watch on the
+statistics of maritime losses. If it were proven by the wreck returns
+that centerboard vessels were more prone to succumb to the perils of the
+raging main than the craft not built with a movable fin, the inference
+is obvious, the premium of insurance would be graded to meet the risk.
+
+[Illustration:
+
+  “VESTA.”
+]
+
+I think that this argument will appeal to all people of common sense,
+and will settle the question of the relative safety and seaworthiness of
+the two types. But there is this to be said on the subject, that very
+much difference exists between a craft constructed for carrying coal and
+another built for the purpose of pleasure. I think it may be averred
+without error that the early centerboard yachts were, as a rule, modeled
+by shipwrights who had a due regard for the factor of initial stability
+as well as strong hulls scientifically put together. But, step by step,
+a school of naval architecture came into vogue, so far as centerboard
+yachts were concerned, in which most of the sound principles of yacht
+designing were totally ignored. Mr. W. P. Stephens, in an interesting
+and scholarly paper read before the Society of Naval Architects and
+Marine Engineers in 1895, well says:
+
+“The centerboard lent itself as a willing accessory to the sacrifice of
+that depth which is essential to a safe range of stability, mere
+sail-carrying power being derived from an excess of beam, which was but
+an additional element of danger. In the search for speed under special
+local conditions, mainly those of summer racing, the true principles of
+naval architecture, so apparent in the work of George Steers and others
+of the earlier designers, were utterly ignored, and a most dangerous and
+vicious school of designing prevailed throughout American yachting.
+
+“Taking the centerboard sloop and schooner as they were up to
+1880—dangerously shoal and wide in model; often clumsily built of soft
+wood, with the poorest of fastenings; faultily ballasted with stone and
+iron inside; the hull inherently weak in form from the great beam and
+lack of proportionate depth; the entire middle portion of keel and
+floors cut away, with the familiar ‘hinge joint’ where the mast was
+stepped, just forward of the trunk; and with the deck construction made
+worse than useless as an element of strength through the absence of all
+beams in the middle portion of the vessel and the presence of a great
+superstructure, the cabin trunk—the accepted laws of naval design and
+construction fail to give any reason why such craft capsized no oftener
+and kept afloat as long as they did; and we can only fall back for an
+explanation on the doctrine of a special providence.”
+
+Mr. Stephens is not only a naval architect, but also a practical
+shipwright, and therefore, his scathing arraignment of the centerboard
+type must be taken as emanating from his ripe judgment and long
+experience. It must be remembered, however, that he is a pronounced
+advocate of the keel type, and has long waged war against the
+centerboard. So far as his denunciation applies to the vicious and
+exaggerated variety I agree with him, heart and soul. But I am not
+prepared to condemn the whole class because of the glaring imperfections
+to be found in examples.
+
+It must be borne in mind that without the aid of the centerboard the
+pastime of yachting would be impracticable on innumerable sheets of
+shallow water, both salt and fresh, to be found in North America. With
+that point in view, the abolition of the vicious element in the type,
+and its succession by a sound and seaworthy class of pleasure craft,
+should be the aim of all yachtsmen. And since the year 1880 great
+strides have been made in that direction. I have witnessed with joy the
+decadence and abolition of the “sandbagger,” a craft of immense beam,
+shallow draft, and big sail plan. The sandbagger was the ideal racing
+machine of twenty five years ago. Its place has been taken by the
+fin-keel. I wonder if the fin-keel is destined to be succeeded by the
+double-huller, such as _Dominion_, which made her début in Canada in
+1898?
+
+In the course of the same paper Mr. Stephens also says: “To us familiar
+with it [the centerboard] from our earliest knowledge of the water, the
+striking characteristics of the type appeal with little force; but if,
+with our knowledge of the sea, of naval instruction, and of the strains
+and stresses to which every vessel is subjected, the idea were laid
+before us, for the first time, of a vessel with the entire backbone and
+floor construction cut away for the middle third of her length, devoid
+of deck frames almost from mast to rudder-post, with a great box
+amidships open to the sea, and with a thin, movable plane projecting
+deep below the bottom, it would be strange if the majority would not
+condemn on sight a combination so unmechanical, so lubberly, and so
+dangerous.”
+
+But Mr. Stephens gives the other side of the question also. He says: “In
+the hands of competent and honest shipwrights the centerboard coasting
+schooner has disproved all theories as to the non-utility of the type
+for seagoing purposes: in a hull of moderate first cost and running
+expense it has carried swiftly, safely and profitably its cargoes of
+coal, lumber, sugar, firewood, barley, bricks, or general freight, both
+on the lakes and on the Atlantic, up and down the ‘Beach,’ across
+Nantucket Shoals, and around Hatteras in winter, light or loaded, taking
+in and landing its cargoes in localities inaccessible to the keel
+vessel. In the ocean coasting trade it has been and still is a powerful
+factor for good; and in the local trade it has been a Godsend to the
+small farmer or miller or lumberman, carrying his product cheaply and
+safely from his own small creek or bay to a profitable market. In the
+face of such practical results all theories as to the initial weakness
+of the centerboard type or its inferiority as a seagoing vessel must
+stand aside; numerous instances of bad design and construction may be
+found, it is true, but they prove nothing against the type itself in
+capable hands.”
+
+This last extract gives a fair presentment of the whole question. It is
+by practical results that the centerboard yacht must be judged, as well
+as the centerboard coaster. I believe that the centerboard has been
+beneficial to the sport of yachting. I will go further, and will say
+that without the board yachting could not possibly have attained the
+great popularity it now enjoys in this country.
+
+Viewing the subject broadly, I see no reason why the centerboard should
+not be good for centuries to come in honest cruising and racing,
+especially in classes of moderate size. The keel will probably bear off
+the palm in the larger classes of cutters and schooners, but for craft
+in the thirty-foot class and under, the centerboard has advantages which
+the bulb-fin in my judgment does not possess. Those who care for speed
+alone and whose ambition it is to acquire a stock of more or less
+inartistic silverware, will continue to pin their faith to the fin.
+Others who like to enjoy a modicum of comfort when afloat may safely
+swear by the centerboard.
+
+When I was a young man I had an unconquerable prejudice against the
+centerboard. My opinion of the type was often expressed in language of
+great warmth and strength. Mind you, I was not so utterly devoid of
+common sense as to be blind to the advantages of the “board” in shallow
+water. I had, however, a fixed idea that the average centerboard sloop
+was no good in a blow. This view has been considerably modified in the
+school of experience. It once fell to my lot to be an eye-witness of the
+excellent seaworthy and speedy qualities of a centerboard sloop in an
+easterly gale on Long Island Sound. When we reached port I was perfectly
+willing to confess that a vessel of the type aboard which I had been, if
+well-found and well-manned, was equal to any keel boat of her size that
+I had ever sailed on.
+
+Permit me to spin you the yarn:
+
+The cruise of the Atlantic Yacht Club in 1889 will always be remembered
+because of the bad weather encountered on the Sound between Black Rock
+and New London. In that year Jefferson Hogan was Commodore and the
+schooner _Cavalier_ was the flagship. I was the guest of Vice-Commodore
+E. B. Havens on his stout sloop _Athlon_, a remarkably fast and able
+craft in heavy weather, but by no means speedy in light airs. She was
+built by Mumm, at Bay Ridge, for Dr. Barron. Mr. Havens bought her and
+lengthened her six feet, adding a handsome “Burgess stern,” which
+improved her appearance wonderfully. I joined the _Athlon_ at Black
+Rock, Conn., on Saturday, July 13th, and, after passing Sunday very
+pleasantly, turned in early, as the orders were to get under way next
+morning at five o’ clock, the early start being necessary, as our
+destination was New London, distant nearly fifty miles to the eastward.
+
+I recall that, as we were enjoying our pipes on deck preparatory to
+going below for the night, the weather looked dirty and the barometer
+was falling.
+
+The guests of Mr. Havens besides the writer were Mr. Levi Burgess and
+Mr. Havens, Jr. All of us were capable of lending a hand in an
+emergency, and when the time came we did our level best.
+
+[Illustration:
+
+  “ATHLON.”
+]
+
+The preparatory gun from the flagship aroused us next morning at an hour
+when the early birds were still roosting. Going on deck we found a light
+wind blowing from east-northeast and a drizzling rain falling. The sky
+looked threatening, and all round the horizon black and angry clouds
+were clustered. A glance at the aneroid in the companionway showed a
+fall of two-tenths of an inch during the night. While the men were
+sweating up the peak and throat halyards and heaving short on the anchor
+chain, Mr. Burgess and I sneaked below and interviewed the steward, with
+the result that we each got outside of a cup of fragrant coffee mellowed
+with some remarkable old cognac, carried on the _Athlon_ for medicinal
+purposes only. Fortified with this we joined our shipmates on deck,
+giving an imitation of two men looking eagerly for work and praying to
+the gods not to be successful in the quest.
+
+“Shall we get the jibtopsail out of the sail locker?” inquired young Mr.
+Havens of his father.
+
+“I guess the weather looks more like a double-reefed mainsail than a
+jibtopsail,” was the reply. So the jibtopsail reposed in the locker.
+
+Bang! went the gun from the _Cavalier_. It was the signal to start.
+Anchors were broken out smartly, jibs were hoisted, and the squadron
+sailed out of the harbor and began the long and dreary beat to New
+London in the chilly, pelting rain.
+
+As I remarked above, the _Athlon_ requires a strong breeze to start her,
+and, although our anchor was up in good time, the smart sloop
+_Anaconda_, with Mr. Prague at the helm, looming up like a gray ghost in
+the mist, glided past us and assumed the lead of the fleet. The
+_Anaconda_ was the only boat in her class that ever beat the swift Fife
+cutter _Clara_—an achievement that speaks volumes in her behalf.
+
+“Our turn will come by and by,” tersely remarked Mr. Burgess. Events
+proved that he was a prophet.
+
+Presently the _Anaconda_, far out to windward, was struck by a savage
+squall. Down came her flying kites by the run. I looked at her through
+the glass and saw her heel over until the water boiled and bubbled on
+her lee deck. All was now activity on the _Athlon_. The boats were swung
+in and everything was made snug for the approaching gale. Mr. Havens
+determined not to reef till the last moment, and just before the squall,
+with its long line of white water in marked contrast with the murky
+clouds above, smote us, we clewed up the gafftopsail. It wasn’t an
+instant too soon. Had that topsail been set when the blast hove us down
+nearly on our beam ends the topmast must have snapped off short, like
+the brittle end of a carrot. Mr. Havens was steering. He gave her a few
+spokes of lee helm and kept her shaking in the wind till the first fury
+of the squall was exhausted. It was almost as dark as pitch for ten
+minutes. When it cleared up a little we cast anxious eyes to windward
+and to leeward to see what had become of our companions. The _Anaconda_
+had snugged down to a couple of reefs. The 40-footer _Chispa_, a
+brand-new Burgess boat, was taking it easy under storm trysail and
+foresail. The sloop _Concord_ was scudding back to Black Rock under a
+bare pole, with the _Fanny_ chasing her under short sail. The schooner
+_Azalea_ was having a lot of trouble, and the flagship _Cavalier_ was
+making plucky efforts to collect her scattered and stormbeaten convoy
+about her.
+
+Just about this time the _Athlon_ began to go. She was carrying her
+whole mainsail, jib and foresail. Every now and then a shower of spray
+dashed over the weather bow and drenched the Commodore as he stood at
+the wheel. The yacht now and again careened to the puffs to such an
+extent as to take in green water over the lee coaming of the cockpit. We
+passed the _Chispa_ as if she was at anchor, and soon began to forereach
+on the _Anaconda_. Under the pressure of the gale the masthead fairly
+buckled. It was a case of carrying on sail with a vengeance, but the
+Commodore had confidence in his craft, and Mr. Burgess and I had
+confidence in the Commodore, so we went below and drank to the health of
+the brave little ship. The steward forsook his kitchen and pantry. He
+was too nervous to stay anywhere except on deck. As Byron sings:
+
+                          He was a man in years,
+          And long had voyaged through many a stormy sea,
+            And if he wept at length, they were not fears
+          That made his eyelids as a woman’s be;
+            But he, poor fellow, had a wife and children—
+            Two things for drowning sailors quite bewild’ring.
+
+The wind and sea increased. Lumbering schooners bound to the eastward
+showed only a rag of canvas, while the west-bound coasters were under
+single or double reefs. Still the _Athlon_ held on to everything,
+showing the ability of a representative centerboard sloop to do
+wonderful work in heavy weather. At last things came to such a pitch
+that we _just had to_ shorten sail. We were knocked down by a squall of
+particular violence. Anybody to windward of us might have caught a
+glimpse of _Athlon’s_ keel. We hauled down the jib and tied a single
+reef in the mainsail, which, being brand-new and soaked with rain and
+spray, was hard to handle. At last we got it reefed, and after swaying
+up the halyards taut as bars of steel we hammered at it once more.
+
+The gale was dead in our teeth. The other yachts of the fleet had
+disappeared, most of them seeking harbors of refuge. The _Athlon’s_
+destination, however, was New London, and thither she threshed her way
+right gallantly, making a short leg and a long leg along the Connecticut
+shore. Never before had I seen so heavy a sea in the Sound, and I had
+had a long experience on which to draw.
+
+The crew looked like drowned rats. Every time we tacked, the yacht
+shipped a good deal of water as she plunged her bows under in the steep
+head sea. It was hard work for all hands, but there was a lot of
+excitement in it. By and by we struck a streak of good luck. It was off
+Branford Beacon, and it was just one bell in the afternoon watch. The
+wind had a trifle more northing in it, so much so, in fact, that our
+saucy and stanch little ship was able to lay her course for Bartlett’s
+Reef lightship, thirty-five miles distant.
+
+This prospect cheered us up considerably. The steward resumed duty and
+gave us a square meal of fine cold roast beef and pickles, which we
+washed down with bottled Bass. Thus strengthened, we went on deck and
+set the jib, gave her a foot or two of the mainsheet, and, keeping her a
+good full, went smoking through the perturbed sea at a great rate. The
+whole distance to Bartlett’s Reef, at the entrance of the River Thames,
+was accomplished with the _Athlon’s_ lee rail under water. Strong gusts
+from the land smote her at frequent intervals. If all her gear hadn’t
+been of first-class material, something would have carried away. At
+half-past four o’clock we passed the lightship, having made the
+thirty-five miles in four hours—a highly creditable performance,
+considering the villainous weather we had had.
+
+Our troubles, however, were not over by a long shot. The ebb tide was
+running out of New London harbor with the velocity of a mill-race. It
+was blowing a living gale dead in our teeth. The beat to the city
+against wind and tide was as hard a one as I remember on this side of
+the Atlantic; but we drove her at it. Glad enough we were to cast anchor
+off the old steamboat landing at six o’clock, thus ending twelve hours
+of tough fighting, in triumph. The _Chispa_ arrived at a quarter to
+eight o’clock that evening. The rest of the fleet reached port in
+straggling order the next day. The _Athlon_ thus had the credit of
+beating the whole squadron, including several vessels treble her size.
+The _Cavalier_, of course, could easily have made the passage, but
+Commodore Hogan felt it his duty to stick to the bulk of the fleet, and
+for this he was justly commended. So thus it came to pass that _Athlon_
+made the record heavy weather run in her history, covered herself with
+glory, and made a convert of me.
+
+I have had some experience of yachtsmen, but I feel bound to say that I
+never saw a vessel handled better in a blow than _Athlon_ was by
+Commodore Havens on that occasion.
+
+This must be added. If the _Athlon_ had not been well-built,
+well-rigged, and her sails good, in addition to being handled most
+capably, it is not likely that she would have made such a splendid
+record.
+
+[Illustration:
+
+  CATBOAT “DOROTHY.”
+]
+
+The popularity of the catboat as a racing craft will never die out in
+this country. The horseless carriage may supersede the hansom-cab in our
+city streets, and the electric launch may usurp the place of the
+Venetian gondolas, and drive the gay gondoliers to adopt some other
+means of livelihood. But the catboat is destined to survive all such
+revolutionary changes, and a century hence it will doubtless be more in
+vogue for pleasure, sport and business than it is to-day. In hull and
+sail plan it will probably be much improved, but its general type will
+remain unaltered. For cruising as well as racing it will never fail of
+an array of enthusiastic admirers.
+
+Of catboats there are many varieties. They are plentiful at all
+waterside haunts, and as they glide gracefully to and fro they look so
+tempting and so easy to handle withal, that the visitor from the woods
+or the mountains longs to be afloat in one of them, grasping the tiller
+with his left hand, while his strong right arm encircles the slender
+waist of his trusting but slightly timid sweetheart. The average catboat
+is as safe as a church when sailed by a man who knows how, and the art
+of sailing her may soon be acquired. But when a lubber undertakes to
+handle her she may become as stubborn as a balky mare and as perilous as
+the bottomless pit.
+
+Many who have no liking, inherent or acquired, for the modern racing
+freak, whether in the 15-foot, 20-foot or 30-foot class, need not give
+up their hopes of acquiring fame in mosquito craft racing. A good, fast
+catboat is never out of date, and there are various classes of these
+wholesome little vessels in which there is always room at the top. The
+best of the racing cabin-cat is that she has not yet degenerated into a
+mere machine, but has certain modest accommodations which permit her to
+be used for pleasant cruises.
+
+The heavy sand bags, or shot bags, which a few years ago necessitated so
+much laborious toil and the carrying of such large crews, are now,
+happily, out of date, shifting ballast being barred in nearly all clubs.
+The modern cat carries outside ballast, which makes the sailing of her a
+pastime, not a perspiration-compelling task, while for handiness in rig
+the cat cannot be surpassed.
+
+[Illustration:
+
+  “KEWAYDIN.”
+]
+
+[Illustration:
+
+  THE HERRESHOFF CATBOAT “WANDA.”
+]
+
+By many ingenious methods and contrivances the mast is so securely
+stepped and stayed that there is now no danger in carrying a press of
+sail in a piping blow or a steep head sea. The boat can be sailed along
+and permitted to feel the full strength of the breeze without any fear
+of springing the mast or straining the boat forward.
+
+Catboats of many kinds there are, from the craft common in the Great
+South Bay, with its pleasant but rather flimsy summer cabin, to the
+robust boat of Cape Cod, which bravely dares the steep seas of a stormy
+coast, and is at her best in a vigorous blow. I don’t know of any craft
+of such light draught that can compare with the “Caper” for bad-weather
+qualities and general all-around usefulness. She is by no means pretty
+to look at, but her appearance can be materially improved without
+detriment to her sterling attributes. Mr. F. M. Randall has introduced
+to New York a modified “Caper.”
+
+All his boats have been built by the Crosbys, of Osterville, Mass., who
+now have a branch shop in South Brooklyn. They have been highly
+successful, and with _Ethel_, _Presto_, _Step Lively_, and _Scat_, Mr.
+Randall won pretty nearly everything he tried for.
+
+Not less successful was the catboat _Kittie_, designed and built for Mr.
+Hazen Morse, by Captain Thos. R. Webber, of New Rochelle. She has a lead
+shoe on her oaken keel, through which works her centerboard of Tobin
+bronze. Launched in 1894 and sailed by her owner, _Kittie_ won fourteen
+first prizes that year, and in 1895 she carried off seventeen firsts.
+She is now owned in Galveston, Texas. She is 27 feet over all, 20 feet
+on the load water-line, 9 feet beam, draught 2 feet, mast 30 feet, hoist
+19 feet, boom 33 feet, gaff 21 feet, and sail area 700 square feet.
+
+The racing catboat is such a fascinating theme that a whole volume might
+be devoted to its advantages and possibilities. No finer craft in which
+to learn the rudiments of yacht racing can be chosen by an amateur; and
+there are several classes, large and small, in which eager rivals
+compete from the beginning to the end of the yachting season, offering
+many opportunities for the winning of prizes.
+
+A successful racing cat is the 25-foot cabin craft _Wanda_, designed and
+built by the Herreshoffs, for Mr. F. T. Bedford, Jr., of Brooklyn. She
+is 30 feet over all, 21 feet 9 inches on the load water-line, with 12
+feet beam. Her record for 1898 was thirteen starts and thirteen firsts.
+
+                      _13 Starts._      _13 Firsts._
+
+  May 16th.—Norwalk.
+
+  May 30th.—Norwalk.
+
+  June 25th.—Indian Harbor.
+
+  July 2d.—New Rochelle.
+
+  July 4th.—Larchmont.
+
+  July 9th.—Riverside.
+
+  July 14th.—Seawanhaka; won in 30-foot class by eight minutes actual
+  time.
+
+  July 23d.—Norwalk.
+
+  July 30th.—Indian Harbor; won on resail.
+
+  August 13th.—Horseshoe; 30-foot class by twenty-six minutes.
+
+  August 20th.—Huguenot.
+
+  August 26th.—Huntington.
+
+  September 3d.—Atlantic.
+
+  25-foot cabin catboat _Wanda_: 21ft. 9in., l. w. l.; 30ft. o. a.; beam
+  12ft. Designed and built by the Herreshoff Manufacturing Co., Bristol,
+  R. I. Owned by F. T. Bedford, Jr., Brooklyn, N. Y.
+
+[Illustration:
+
+  MID-SECTION OF “EVOLUTION.”
+]
+
+[Illustration:
+
+  SHEER-PLAN OF “EVOLUTION.”
+]
+
+[Illustration:
+
+  LINES OF “JULLANAR.”
+]
+
+By a glance at the illustration of _Wanda_ (p. 104) it will be seen that
+Mr. Nat Herreshoff, her designer, has introduced the modified form of
+fin-keel which he exploited so successfully in _Vigilant_. _Wanda_, in
+point of fact, was designed and built to elude the measurement rule in
+force at the time of her creation. Like _Gloriana_, when heeled, she
+gets the benefit of long overhangs forward and aft, while at the same
+time she escapes the penalty of excessive length on the load water-line.
+Taking into consideration all her features, it must be candidly
+acknowledged that she is the most “scientific” catboat that
+“tonnage-cheating” ingenuity ever devised. Both the principles of yacht
+designing that worked so admirably in _Vigilant_ and _Gloriana_, namely
+the large lateral plane and the increased water-line length, when
+heeled, have been embodied in _Wanda_. The result has been a gratifying
+success. Catboats of the olden time used to measure about the same
+length over all and on the water-line. It remained for Mr. Herreshoff to
+produce a boat 21 feet on the water-line with an over-all length of 30
+feet.
+
+[Illustration:
+
+  “JUBILEE.”
+]
+
+[Illustration:
+
+  “DILEMMA.”
+]
+
+[Illustration:
+
+  “NIAGARA’S” LINES.
+]
+
+In marked contrast to the _Wanda_ is the catboat _Dorothy_, which is
+quite famous, both as a cruiser and a racer, on Long Island Sound. She
+is a sturdy boat that can give a good account of herself in a blow, and,
+in addition to this most excellent quality, she has a nice roomy cabin,
+in which every inch of space is utilized. Her mast is well secured by
+means of stays and spreaders, and, as may be seen from the illustration,
+her rig is scientific and down to date.
+
+[Illustration:
+
+  ENGLISH FIN-KEEL FREAK “NAMELESS.”
+]
+
+The _Dorothy_ is interesting as showing the transition stage between the
+old-fashioned catboat and the new _Wanda_, which is sure to become
+popular as a racing machine, but from her limited accommodations is not
+likely to be much sought after as a correct type for mere cruising.
+
+[Illustration:
+
+  “ROCKET,” 1851.
+]
+
+[Illustration:
+
+  “NIAGARA.”
+]
+
+I have said before that _Evolution_ was the parent of the ballast fin,
+and in an article I wrote for OUTING many years ago I think I made out a
+good case. She was designed by Mr. E. H. Bentall, an English
+manufacturer of ploughs and other agricultural implements, whose famous
+yawl, _Jullanar_, created a sensation when she came out in 1875, from
+the circumstance that the deadwood was cut away fore and aft in the most
+audacious manner. She was, perhaps, the most original tonnage cheater
+ever built, as a study of her plans will show. The cutting away of her
+forefoot was followed by Mr. G. L. Watson in his design of _Thistle_,
+but he overdid it, leaving the yacht without sufficient lateral plane
+for successful windward work. _Jullanar’s_ dimensions follow: Length
+over all, 110 feet 6 inches; depth of hold, 12 feet; length on load
+water-line, 99 feet; extreme beam, 16 feet 10 inches; draught forward, 1
+foot 6 inches; draught aft, 13 feet 6 inches.
+
+[Illustration:
+
+  “NIAGARA’S” MIDSHIP SECTION.
+]
+
+_Evolution_ was launched in 1880. She was built to sail in the ten-ton
+class, and was the first yacht of which I can find any record to carry a
+bulb of lead on the keel. The transition to the Herreshoff fin-keel was
+natural and easy.
+
+The first yacht to be fitted with a weighted centerboard was _Rocket_,
+whose sheer-plan and mid-section are on p. 112.
+
+[Illustration:
+
+  “RORQUAL,” TWO AND ONE-HALF RATER, 1894.
+]
+
+_Niagara_, a most successful yacht of the bulb-fin type, was designed by
+Mr. Nat Herreshoff for Mr. Howard Gould in 1895. She made a splendid
+record that year in British waters. She was sailed by Captain John Barr,
+who was skipper of _Thistle_ when _Volunteer_ beat her in 1887.
+
+[Illustration:
+
+  “DAD.”
+]
+
+[Illustration:
+
+  “VESPER.”
+]
+
+_Jubilee_, a fin-keel, with lead bulb and two centerboards, was designed
+by General Paine for a possible Cup defender in 1893. She was 122 feet
+over all, 84 feet 6 inches on the water-line, 22 feet 6 inches extreme
+beam, and had a draught of 13 feet 9 inches. She competed in the trial
+races of 1893 against _Vigilant_, _Colonia_ and _Pilgrim_, and was
+unsuccessful.
+
+Fin-keels of the freak variety were produced in large quantities on both
+sides of the Atlantic, following each other in quick succession. Two of
+English design are shown in the illustrations. One is the _Rorqual_, the
+other the _Nameless_. Neither proved successful.
+
+The last five years have been remarkable for the prolific production of
+“freaks” and monstrosities, three of which I show, the _Skate_, _Vesper_
+and _Dad_, all racing machines. In marked contrast to these abortions is
+the Seawanhaka knockabout _Kewaydin_, a wholesome type of boat with many
+good qualities to recommend it. I advise all my readers to fight shy of
+“freaks,” especially those of flimsy construction.
+
+As a matter of history it may be mentioned that the centerboard schooner
+_Vesta_, in the midwinter ocean race of 1866, and the centerboard
+schooner _Iroquois_, in the blizzard of March, 1888, both acquitted
+themselves admirably, much to the surprise of the prejudiced devotees of
+the keel type.
+
+[Illustration:
+
+  MONSTROSITY “SKATE.”
+]
+
+The double-hull type of craft came prominently before the yachting
+fraternity in 1898, and will doubtless be exploited in many ingenious
+ways hereafter. The development of a type of vessel whose origin is lost
+in the mist of antiquity into a racing machine like the twenty-footer
+_Dominion_ attracted the attention of naval architects generally to Mr.
+Herrick Duggan, the Canadian yacht designer, who for three consecutive
+years has humbled the pride of the Seawanhaka Corinthian Yacht Club by
+keeping in Kanuck hands the cherished international challenge cup, won
+with singular ease off Oyster Bay in 1896.
+
+[Illustration:
+
+  FIG. I. THE “DOMINION,” ON EVEN KEEL.
+]
+
+[Illustration:
+
+  FIG. II. THE “DOMINION,” HEELED.
+]
+
+Mr. Duggan, of course, did not pretend to be the originator of a new
+type of sailing craft, but he may safely lay claim to whatever laurels
+are due to the faculty of astute adaptation. He succeeded in a field
+where others tried and failed. He skillfully modified the principle of
+the Malay proa, and introduced its salient characteristics into a vessel
+small indeed in the matter of dimensions, but huge when its inherent
+scientific possibilities are considered. Since Nat Herreshoff made
+practicable the crude fin-keel of former designers, no such interesting
+phase of marine architecture has been evolved.
+
+As a matter of historical fact, it remained for Mr. Duggan to revive
+interest in the type, and this he did most effectually by the production
+of _Dominion_. The craft has given rise to much discussion among
+yachtsmen and in the press, both at home and abroad. The point of
+sailing in which _Dominion_ excels is close-hauled on a wind or with the
+wind abeam. It is then that she sails on her lee hull only, the weather
+hull serving the same purpose as the ballast of a “sand bagger,”
+enabling her to carry a good press of sail. This is shown by Figure II.,
+which portrays her when heeled. With the wind dead aft and both hulls
+immersed, _Dominion_ in the races at Dorval was slightly slower than her
+rival, her paramount advantage being gained when sailing with one hull
+immersed.
+
+_Dominion’s_ dimensions are: Length over all, 35 feet 10 inches; on load
+water-line, 17 feet 6 inches; extreme beam, 7 feet 7½ inches; beam, load
+water-line one bilge, 2 feet 5½ inches; draught of hull, 10 inches;
+draught with board, 6 feet; freeboard, 1 foot; displacement, 1,750 lbs.;
+area midship section, total 2.88 square feet; sail area, 500 square
+feet.
+
+[Illustration:
+
+  “DOMINION.”
+]
+
+I remember how fascinated I was as a boy by the perusal of “Lord Anson’s
+Voyage Round the World,” telling how that famous English navigator, in
+his stout ship _Centurion_, doubled Cape Horn in 1740, visited the
+romantic isle of Juan Fernandez, and enriched himself and his
+accompanying bold sea-dogs by the capture of a Spanish galleon literally
+laden with treasure. Incidentally, the book describes the surprise
+experienced by the ship’s company at the first sight of the proa, as
+used by the natives of the Ladrones. In a copy of the first edition of
+the work, in my father’s library, was a quaint illustration of the proa
+under sail, with a plan drawn to scale, from which I made a crude model,
+and sailed her on an arm of the sea that washed the beach not fifty
+yards from our front door. I was not slow to recognize the advantage of
+the type in windward work. It was my good fortune in the year 1870, from
+the deck of the East Indiaman _Hurkaru_, bound to Madras, to obtain my
+first view of the Singhalese type of flying proa off the coast of
+Ceylon. The sight was novel and picturesque, and, being young and
+impressionable in those days, it was photographed indelibly on my mind.
+
+The southwest monsoon was blowing briskly and the _Hurkaru_ was
+bowling along with stunsails set at a nine-knot gait. It was my
+forenoon watch below, and I was suddenly awakened by a shipmate who
+invited me on deck to look at the “queerest craft I ever saw.” Turning
+out in a hurry I followed him, and from the topgallant forecastle saw
+the proa in the act of shooting across our bows. The breeze piped at a
+“three-man power,” for that number of lithe and swarthy lascars
+straddled the outrigger to windward, hanging on by their eyelids,
+after the manner of mariners the seas over. The sail that propelled
+this craft was of the sprit variety, but was made of cotton stuff and
+not of matting, as was the sail described in “Anson’s Voyage.” She
+darted past us, with rare velocity, throwing the spray over her crew
+in fine style. There were six or seven of them in the main hull of the
+proa, the helmsman steering with a rather long paddle. After she had
+cleared the ship’s bows she luffed up sharp and seemed to point almost
+in the wind’s eye, the sail sitting quite flat, unlike the sails of
+the ordinary “country wallah,” which are, as a rule, of the baggy
+kind. I judged her speed at about sixteen knots—certainly not less.
+The mast and sprit of her sail were of bamboo, the rigging of kyar.
+Subsequently I had several opportunities of inspecting these proas,
+and subjecting them to a close examination—notably at Pointe de Galle,
+where the _Hurkaru_ touched to take in cargo on her homeward voyage.
+
+[Illustration:
+
+  THE DOUBLE-HULLER OF THE PACIFIC.
+]
+
+The main portion of the hull proper consists of a trunk of a tree
+hollowed out and hewn into symmetrical shape, bow and stern both being
+pointed. The bilge of the weather side is neatly rounded, while the lee
+side is as flat as the side of a half model of a vessel that is nailed
+to a board. Cut a double-end boat in two longitudinally, take one of the
+sections and nail on planks so as to form a wall-like side, and you have
+a fair imitation of the principle of the main hull of the Singhalese
+proa. To this trunk, when hewn into shape, are fastened the topsides,
+which consist of planks of suitable length and thickness bound with
+lashings of kyar rope, the seams being calked with cocoanut fibre, which
+swells when water-soaked. Not a nail is used in the construction of the
+craft, it resembling in this detail the famous Masoolah boats of the
+Madras coast. In all its essentials the characteristics of the proa of
+the Ladrones described by Anson are reproduced. The cigar-shaped log,
+which is connected to the main hull by bamboo outriggers (which give the
+necessary elasticity) and kyar lashings, is hewn out of a solid and
+rather heavy tree. This gives the required stability, and in a strong
+breeze pretty nearly all hands “hike out” to windward on it, leaving
+only the helmsmen (one at each end) aboard the main ship. It need not be
+said that the Singhalese are as nearly amphibious as it is possible for
+human bipeds to be.
+
+
+
+
+                                  IV.
+                       FITTING OUT AND TUNING UP.
+ HINTS AS TO GOING INTO COMMISSION AND MAKING THE CRAFT FIT FOR A RACE.
+
+
+We will now assume that, either by buying or building, the amateur
+yachtsman has come into possession of a craft which he intends to race
+this season. If he has had the vessel built to his order, the designer
+will have seen that she complies with the specifications, which, of
+course, include all gear necessary for her mug-hunting efforts. If he
+has purchased a second-hand vessel, after having her surveyed by a
+competent naval architect it might be well to learn from him what
+repairs, if any, are needed to her hull or rigging. The next thing to do
+is to obtain estimates for making the repairs; and unless the yachtsman
+is an old hand at the business, and knows approximately what should be
+the cost of such work, I should advise him to obtain figures from two or
+more concerns if extensive work is called for.
+
+It is unbusinesslike and unsatisfactory to order a master shipwright to
+haul a yacht out and make such alterations and repairs as he may deem
+requisite, but examples of such fatuousness have been known and have
+afforded much profit to lawyers and much unhappiness to clients on both
+sides. A shipwright may have views of his own about a racing yacht, and
+it is inadvisable to give _carte blanche_ to any builder of ships, or
+even of houses.
+
+In these days of progress in yacht naval architecture, to the man of
+sentiment there will always be one source of regret. The owner of a
+successful yacht that has gallantly won scores of well-contested races
+and has proudly flaunted a superb string of racing flags at the close of
+her second season, cannot help having an affection for his vessel,
+especially if she was designed and built to his order. To think that
+after a few short seasons she has become outclassed—a regular back
+number—naturally awakens many sad reflections.
+
+Old-timers remember that racing craft, when their cup-winning days were
+over, were converted into comfortable cruising craft, fishing-boats, or
+pilot cutters. Nowadays such a transition is impossible. In many cases
+an expensive fin-keel is outclassed in a single season, and I have yet
+to learn what use she can be put to when her career after cups comes to
+an inglorious finish. Her lead, metal bolts, spars, sails and rigging
+may fetch a fraction of their first cost in a junk-shop; but few
+yachtsmen would care to buy a vessel of the kind indicated for cruising
+or fishing purposes, not only because of the lack of accommodation, but
+also on account of the unhandiness of the fixed fin, whose vicious
+qualities can never be fully appreciated until one happens to get stuck
+in the mud or sand with the tide fast ebbing and no tug in sight or any
+other means of hauling off into deep water available.
+
+In the good old days of yacht racing it was customary to lengthen, “hip
+out,” rebuild and otherwise alter a boat that showed signs of having
+outlived her usefulness, and in a rejuvenated condition bring her to the
+line again and with her achieve new conquests. Such a method is rarely
+resorted to nowadays. In fact, it is doubtful whether it would pay. Mr.
+J. Rogers Maxwell, who owned the schooner _Emerald_, is one of the few
+yachtsmen in this country who, of late years, have made extensive
+alterations in large racing vessels with any degree of success. He
+practically rebuilt the sloop _Shamrock_, and greatly improved her
+speed, and has twice made radical changes in the _Emerald_ at great
+expense, both processes making her slightly faster.
+
+[Illustration:
+
+  SLOOP “GRACIE.”
+]
+
+[Illustration:
+
+  SCHOONER “SAPPHO.”
+]
+
+[Illustration:
+
+  CUTTER “GENESTA.”
+]
+
+Among the many yachts which were altered often and extensively may be
+mentioned the famous sloop _Gracie_, designed and built at
+Nyack-on-the-Hudson, by A. Polhemus. She was launched in July, 1868, her
+dimensions being 60 feet 3 inches over all, 58 feet on the water-line,
+18 feet 8 inches beam, 5 feet 6 inches depth of hold, and 5 feet
+draught. Her center board was lengthened 2 feet aft in 1869. She was
+altered in 1874, and when completed measured as follows: length over
+all, 72 feet 9 inches; on water-line 62 feet; beam, 20 feet 6 inches;
+depth of hold, 6 feet 6 inches; draught 5 feet 8 inches. In 1879 she was
+rebuilt by David Carll, at City Island, her length over all being 79
+feet 10 inches, on water-line 72 feet 2 inches; beam, 21 feet 6 inches;
+depth of hold, 7 feet 2 inches, and draught, 6 feet 6 inches. In 1886
+she was given 12 inches more freeboard. She sailed in the trial races
+against _Bedouin_, _Puritan_, and _Priscilla_, for the honor of
+defending the _America’s_ cup against _Genesta_, but that task was given
+to _Puritan_.
+
+The keel cutter _Colonia_, built by Herreshoff as a cup defender to sail
+against _Valkyrie II._, proved less fast than _Vigilant_. Her fault was
+a deficiency of lateral plane, which made her sag off bodily to leeward
+in a most discouraging manner. After serving as a drill ship for the
+crew of the _Defender_ in 1895, she was purchased by Commodore Clarence
+A. Postley, fitted with a centerboard from a plan by Cary Smith, at
+Lewis Nixon’s shipyard, and rigged as a schooner. She is now (1899) the
+crack American “two-sticker.”
+
+Old-timers will recollect how slow the schooner _Sappho_ was until Capt.
+“Bob” Fish hit upon the bold expedient of “hipping her out,” which was
+done by swelling out her midship section about fourteen inches, and
+tapering it off to nothing about thirty feet each way. The result was
+that _Sappho_, theretofore so sluggish that she could scarcely get out
+of her own way, beat nearly every craft bold enough to encounter her,
+and won many cups and much kudos for her sportsmanlike owner, Mr.
+William P. Douglas. Mr. A. Cass Canfield altered the sloop _Priscilla_
+considerably, but it cannot be said that he was altogether successful.
+When _Volunteer_ was transformed into a schooner her forebody was
+reconstructed, and she made an enviable record as a “two-sticker;” but
+when rerigged as a sloop she never showed an approach to her original
+splendid form, as I think most yachtsmen will frankly concede.
+
+[Illustration:
+
+  SCHOONER “COLONIA.”
+]
+
+Our British cousins used to have a perfect craze for rebuilding famous
+yachts, the old crack cutters _Alarm_ and _Arrow_—both celebrated
+prize-winners—being notable examples of this ruling passion. But both
+here and in England the custom of materially altering the form of a
+yacht’s hull in the hope of improving her speed may be said to have gone
+completely out of fashion. This is doubtless due to the radical and
+rapid changes in hulls, brought about by the frequently shifting rules
+of measurement for time allowance and the artfully ingenious methods of
+generations of yacht designers to get the better of those selfsame
+rules.
+
+I only mention these just to give a practical illustration of the way
+the old-timers used to alter and rebuild their beloved boats. The custom
+is now obsolete. If a racing machine of the present day is not
+outclassed in her third season she is looked upon as quite a smart
+craft. It may thus be perceived that conditions have altered
+considerably during the last decade.
+
+On general principles it is unwise to go in for very extensive
+alterations on a yacht of any kind, whether cruiser or racer. If,
+however, you are determined to go ahead, I advise you to be sure to have
+an iron-clad contract as to cost.
+
+[Illustration:
+
+  Rig of Cutter showing Masthead Shroud.
+]
+
+While your boat is being repaired or altered, ship your sailing-master,
+scrutinizing his references as to ability and character with care, and
+if possible supplement this examination by an interview with his last
+employer before engaging him.
+
+Of course, much depends upon the size of your craft and the depth of
+your pocket. A Hank Haff or a Charley Barr would be too expensive a
+luxury for a craft of modest dimensions, and a boat-owner in matters of
+this kind must depend much upon his own judgment; it is impossible to
+give him advice except in the most general way.
+
+The work of fitting out a racing yacht preparatory to tuning up for the
+season’s sport is exceptionally interesting to the real amateur, but the
+owner who has no true regard for yachting generally finds the process
+somewhat of a bore. In “Boat Sailing, Fair Weather and Foul,” a
+companion volume to this book, there is a chapter on “The Overhauling of
+a Yacht,” which contains a useful wrinkle or two, of which the reader
+may avail himself if he feels so disposed. The same is true of the
+chapter on “Laying up for the Winter,” which is indorsed by naval
+architects and practical seamen.
+
+It is customary with some builders to have a sail-loft annex to the
+shipyard, and these men are, in most cases, anxious to contract for the
+sails as well as for the hull of a boat. I should not advise any yacht
+owner who contemplates racing his craft to employ anyone but the most
+skilful manipulator of duck to make his sails, which are of as much
+consequence as the hull itself so far as the winning of cups and prizes
+is concerned.
+
+The man of fashion, ambitious of being well attired, so as to shine
+socially, doesn’t go to Baxter street for a dress suit. Neither does a
+yachtsman patronize a tentmaker for a racing mainsail or a well-cut jib.
+There is no objection to the shipbuilder contracting for the sails if he
+desires to make a little extra money, but the yacht owner should take
+care that the name of the sailmaker appears in the contract, and this
+will be a sufficient guarantee for first-class work. There are many
+firms in the United States justly famous as yacht sailmakers, and these
+are of such high standing that their names marked on the sails supplied
+insures the best in the way of cut and the quality of material. It is a
+great mistake to exercise any cheeseparing economy on a yacht’s means of
+propulsion, whether it be steam or duck. The best in the market, whether
+it be machinery or sails, is none too good.
+
+A cruising craft with a slovenly or slatternly owner may, perhaps, be
+content with a suit of sails that fits like a purser’s shirt on a
+handspike, with a mainsail all abag and head-sails that would disgrace a
+coal barge; but even a cruising craft may be caught on a lee shore with
+a gale of wind, and perhaps the owner will curse his fatuous economy
+when he has tried in vain to claw off the beach with his baggy sails and
+finds that his craft is crunching to pieces in the surf and he himself
+is struggling for life in the treacherous undertow.
+
+The cost of racing sails is high, and, ordinarily, a yacht that goes the
+cup-hunting circuit needs a new mainsail every season. Under careful
+management, however, a mainsail, with good luck, has been known to do
+good service for two summers. The quality of cotton duck has improved
+appreciably of late, owing to a better method of manufacture, and sails
+“sit” better and do not “bag” as they used to. Cotton is king, so far as
+racing sails go, in Europe as well as America, flax having been entirely
+superseded by it. The change from flax to cotton began in England about
+1893.
+
+The rig of a racing yacht should be no more neglected than her sails.
+The spars should be hollow on 20-footers and all in excess of that
+class. The standing rigging should be of silver-steel wire, set up by
+turnbuckles. The blocks should be strong and light, and the running
+rigging of the best quality. There should not be a superfluous ounce of
+weight in the craft alow or aloft if the winning of cups is what the
+owner has in view.
+
+Rigging screws or turnbuckles, which have superseded deadeyes and
+lanyards for the setting up of standing rigging, were first used in 1877
+on the English cutter _Verve_. They are used now on all racing yachts.
+
+In the old days of reefing bowsprits it was quite a usual event to carry
+away several bobstays during the season. The long overhang forward of
+the modern yacht has reduced the length of the bowsprit, and
+consequently the strain on the spar when pitching into a heavy head sea.
+The overhang also gives better facilities for handling the head-sails.
+
+Flexible silver-steel wire rope is now used for running rigging in many
+yachts, notably for runners and runner tackles, and also for peak and
+throat halyards.
+
+The best spars for large yachts are made of Oregon fir. This splendid
+wood is the best in the world for the purpose. Some spars have been
+known to measure nearly 40 inches in diameter, and some 172 feet long;
+the average length of spars shipped to Atlantic ports from the Pacific
+coast is 90 feet, and the diameter 22 to 23 inches. Oregon fir is
+stronger than spruce or white pine, and hence less diameter is required
+for the same height. Spruce is in general use for the spars of smaller
+craft. Steel booms for racing yachts were first used on _Defender_ and
+_Valkyrie III._
+
+The greatest improvements in the rigging of yachts of recent years have
+been the masthead shrouds, bridles on gaffs, and the comparatively new
+throat-halyard pennants. In a spanking breeze there is a great strain on
+the masthead, also much play, but by the adoption of the three devices
+mentioned the strains are both minimized and equalized. Large vessels
+carry double masthead shrouds, and smaller craft single ones. _Vigilant_
+was, I believe, the first American yacht to be fitted with them. Now
+they are carried by every craft of consequence. Gaff bridles and
+throat-halyard pennants are indispensable to the rigging of every racing
+yacht from the smallest cat to the largest schooner.
+
+If your craft is large enough to spread two shrouds on each side, have
+them fitted in pairs. A bight and a good seizing are preferable to two
+single eyes.
+
+The bowsprit-shroud outriggers or spreaders should be bolted fast to the
+ship without any hinged joint. This prevents any unnecessary play when
+the boat plunges bows under in a heavy head sea. There should be the
+same length of shroud between the spreader and the bowsprit end, and the
+spreader and the turnbuckle which sets them up. The strain is thus
+divided equally and advantageously. The bobstay spreader or
+dolphin-striker should always have a hinged joint.
+
+The rigging of _Uncas_ is fitted as follows: Bobstay, 2½-inch steel
+wire; forestay, 2-inch do.; jibstay, 1¼-inch do.; bowsprit shrouds,
+1½-inch do.; standing rigging, 1¼-inch do.; masthead shroud, 1⅜-inch
+do.; topmast gear, all 1-inch do.; runner shrouds, 1¼-inch do.; spring
+stay, 1½-inch do.; main lifts, 1½-inch flexible 19-thread steel wire;
+gaff bridles, 1¼-inch do.; peak and throat halyards, 2¼-inch manila
+bolt-rope; main sheet, 2-inch do.; fore sheet, 1¾-inch do.; head-sheets
+and minor gear in proportion.
+
+The _Vigil_, of similar design, is rigged precisely the same, with the
+exception that her main peak and throat halyards are of 1-inch flexible
+steel wire, the fore peak and throat halyards of ⅝-inch do.;
+club-topsail halyards, ⅝-inch do.
+
+Lengths of manila are so spliced to these flexible wire halyards that
+when they are belayed the splice is about six feet above the deck. This
+flexible steel answers remarkably well. When once set up, it stays set
+up. There is no “give” to it, and thus frequent “swaying on it,” as is
+the case with hemp rope, is quite unnecessary.
+
+[Illustration:
+
+  RIG AND SAIL PLAN OF “UNCAS.”
+]
+
+A modern 25-foot-water-line single-sticker with a pole mast, is rigged
+as follows: Bobstay, rod of steel ¾-inch in diameter, set up with a
+turnbuckle at end of bowsprit; shrouds, two on each side, 1⅛-inch steel
+wire; forestay set up to stem head, 1¼-inch do.; jib set flying, hoisted
+with ¾-inch 8-stranded flexible steel halyards, set up with a
+jig-purchase; runner shrouds of ⅝-inch steel wire canvased over; main
+lifts, ¾-inch flexible steel wire, painted, parceled, served over with
+white cod-line, and then covered with white canvas sewed on; the throat
+and peak halyards are of ¾-inch flexible steel wire. The blocks are all
+strapped with grommets of flexible steel wire, served and leathered.
+
+From these examples a fair idea of the modern method of rigging a racing
+craft may be gathered. Strength, lightness, and neatness are the
+qualities sought and attained. Steel wire is now largely used for the
+leech ropes of sails, and it is strongly recommended by our “swellest”
+sailmakers.
+
+The above I owe to my old seafaring friend, John F. Byno, who put the
+neatest splice ever seen in the Brooklyn Bridge cable, and is an expert
+with the marlinspike, as all the members of the Seawanhaka Corinthian
+Yacht Club can bear witness.
+
+[Illustration:
+
+  No. 1. Side view of main masthead.
+
+  No. 2. Back view of main masthead.
+
+  MASTHEADS OF “UNCAS.”
+]
+
+[Illustration:
+
+  No. 3. Side view of fore masthead.
+
+  No. 4. Back view of fore masthead.
+
+  MASTHEADS OF “UNCAS.”
+]
+
+Flexible steel wire rope is nearly if not quite as pliable as new hemp
+rope of the same strength. It is made with nineteen wires to the strand.
+The greater the diameter of the sheaves over which it passes, the longer
+it will last. The manufacturers recommend as a preservative a mixture of
+linseed oil and pine tar. It is impossible to belay wire rope to a
+cleat, as it will surely “render” or slip. Manila rope is therefore
+spliced to the hauling end of the wire, which makes it pleasanter to
+haul on, and insures its remaining fast after it is once belayed. I
+would not counsel a lubber to try to splice wire and rope together,
+unless in the privacy of a separate room. Why? Because the bystanders
+would be sure to laugh. It takes an artist to make this most difficult
+splice.
+
+Grommet straps for blocks made of flexible steel wire cannot be
+surpassed. After making the grommet, paint well with raw linseed oil and
+white lead; parcel with canvas, serve with marline, apply another coat
+of paint, and then cover with leather or canvas sewn on. For neatness,
+strength, and durability this method is superior to any other. But it
+requires an expert to do the work.
+
+With regard to turnbuckles for setting up all kinds of standing rigging,
+it must be conceded that they are indispensable for racing craft both
+large and small. One advantage of deadeye and lanyard for deep-water
+cruising is that if it should be necessary to cut away the mast to save
+the ship when hove on her beam ends, a cut with an axe will sever the
+weather lanyards and away goes the mast. The turnbuckle cannot be cut. A
+combination of turnbuckle, and deadeye and lanyard, might be fitted so
+as to combine the advantages of both.
+
+[Illustration:
+
+  CUTTER “MINERVA.”
+]
+
+The bulwarks of racing yachts have been reduced in height to mere
+battens. All deck fittings have been lightened as much as the designers
+dared. All with the intention of reducing weight, ironwork on spars
+looks very frail when compared with that of a decade ago, and the weight
+of blocks has been diminished in some cases more than fifty per cent.
+
+The abolition of all cabin fittings first took place in the Marquis of
+Ailsa’s _Bloodhound_, built in 1874. All she had in her cabin was a seat
+along each side.
+
+It is only comparatively recently that yacht designers have made serious
+efforts to reduce weight aloft. Sometimes they have gone too far. I
+remember a 40-foot cutter, built to sail against the Scotch cutter
+_Minerva_. She was dismasted in a puff on the occasion of her first
+race, which was also her maiden sail. The same mishap befell her later
+on in a fine sailing breeze off Newport. I was on the committee boat
+which towed her into port. If she hadn’t been well handled after being
+disabled some serious accident might have happened to her hull. The
+accident was ascribed to defective ironwork.
+
+It is of no benefit to stay the masts of pleasure vessels with rigging
+heavy enough for a great brig. A sense of proportion should be observed.
+Scientific men have calculated and tabulated the stress and strain that
+wood, metal, wire and hempen rope will bear, and these tables may be
+consulted by anybody able to read.
+
+It is a fact that piano wire plays a leading part in the rigging of some
+of the down-to-date little racing freaks one meets nowadays, especially
+in fresh water where it is less exposed to corrosion. It is highly
+spoken of by those who have used it. Better, however, not to go to
+extremes and always to beware of a spider-web rig. Like flimsy
+construction it causes a yacht to come to grief.
+
+[Illustration:
+
+  SAIL PLAN OF “ETHELWYNN.”
+]
+
+A good example of lightness of rig was the 15-footer _Ethelwynn_,
+designed by Mr. W. P. Stephens, to defend the International Challenge
+Cup of the Seawanhaka Corinthian Yacht Club. It will be remembered that
+she beat Mr. Brand’s _Spruce IV._, which boat was quite heavily rigged
+when compared with the American craft. The mast was a hollow spar of 4¼
+inches, a far too heavy stick, as experience proved, for one of 3 inches
+and about half the weight would have been sufficiently strong. The
+hollow boom was 2¾ inches diameter in the slings. The rigging was of
+phosphor-bronze wire rope, the forestay being ³⁄₃₂-inch diameter,
+shrouds ³⁄₁₆-inch diameter, and runners ⅛-inch. Main and jib halyards
+were of the same material, ⅛-inch diameter. The main-halyard ran over a
+2-inch sheave in the masthead, a single part with a whip-tackle at the
+deck. The jib-halyard was double with a jig. The running rigging was of
+imported English cord. She carried 198 square feet of duck.
+
+[Illustration:
+
+  HALF RATER “SPRUCE IV.”
+]
+
+[Illustration:
+
+  FIFTEEN-FOOTER “ETHELWYNN.”
+]
+
+I am indebted to Mr. Stephens for the description and the accompanying
+sail plan.
+
+J. M. James, Vice-Commodore of the Imperial Model Yacht Club, of Tokio,
+Japan, is enthusiastic in praise of lacquer as a coating for the outside
+skin of yachts. He says that all the club’s models have their topsides
+and bottoms lacquered; and after numerous experiments for testing those
+thus treated against painted craft an increase of speed, amounting to
+ten per cent., was found in favor of the lacquered ones. A model yacht
+once well lacquered, with care and barring accidents, will last a
+lifetime and retain its luster. He says that all the Japanese naval
+ships have their bottoms lacquered. The lacquer gives increased speed
+and almost prevents fouling, and if properly put on lasts for three
+years. The only drawback is that the process is very expensive.
+
+Here is an opportunity for some enterprising individual to experiment
+with lacquer. If he proves successful he will gain the gratitude of
+yachtsmen. Incidentally, he will also win a large pecuniary reward.
+
+In the matter of a compass the racing yachtsman should be careful. In
+thick weather, when steering for a mark, it is necessary that the
+deviation for every point should be known. In wooden yachts there is no
+difficulty, if ordinary precautions are taken, in keeping compasses
+exact. In iron and steel yachts they have to be licked into shape by a
+professional adjuster of reputation.
+
+In spite of opinions to the contrary, held by old salts, the compass is
+not affected by fog, thunder, or attraction of land. It should be
+remembered, however, that magnetism exerts its magical influence through
+all bodies, no matter how dense, while light, heat and electricity do
+not possess this wonderful property.
+
+Thus, casing an iron bulkhead with wood or covering an iron stanchion
+with copper or canvas will not prevent the metal from affecting the
+compass. It may be thought superfluous to assert such a well-known
+scientific fact in this year of the world, but experience teaches me
+that there is still much to be learned by those who go down to the sea
+in yachts.
+
+It is not generally known that no iron vessel has been struck by
+lightning. The wooden spars have been shattered frequently by the
+electric fluid, but, owing to the circumstance that water is a better
+conductor than iron, the hull of an iron vessel has never suffered. If
+the spars of an iron ship are made of iron, the vessel may be looked
+upon as immune from disaster by lightning.
+
+As soon as your craft is fitted out place her in commission, and proceed
+to become acquainted with her. Prizes are won only by hard work, and if
+you intend to make a record for yourself and your craft you can attain
+your end by honest industry only.
+
+Part of the sea-jockey’s stock in trade is to discover how slow a yacht
+may be made to go with every stitch of sail set ostensibly to the best
+advantage, with sheets pulling like horses and trimmed to perfection. It
+is only the most subtle and knowing customer that can so master a yacht
+as to excel in this. The most accomplished proficient I ever knew was
+the skipper of the Scotch ten-ton cutter _Madge_, which came over in
+1881, and created a great revolution in yachting. That man could make
+the boat almost speak. By manipulating the sheets, slacking one or
+flattening in another, and by other tricks unknown to this deponent, I
+have seen him allow an oyster-boat to beat the crack racing cutter. The
+name of that canny skipper was Duncan. The Yankee captains who sailed
+against him are not likely to forget it.
+
+I remember reading somewhere about a yacht skipper of experience who
+fooled a younger rival and caused him much unhappiness during a hotly
+contested race on the Solent. It was blowing a piping breeze, and
+_Sally_, the rival craft, had one reef in her mainsail and the topmast
+struck. _Bantam_, on the other hand, was the stiffer of the two, and
+held on to the whole mainsail, but also dowsed topmast. _Sally_ had
+passed _Bantam_, and was leading her some fifty yards. Both yachts were
+at that time sheltered by the land, but a few hundred yards ahead a big
+sea was running in the West Channel.
+
+It was at this moment that the sly old sea-dog played his low-down trick
+on the green young skipper, who was watching his every action.
+
+“Up with the topmast, lads!” yelled Captain Sly of the _Bantam_.
+
+His crew made a great pretense of swaying away on the heel rope, but
+somehow or other it got jammed and stayed jammed, in spite of the
+apparent efforts made to clear it.
+
+Captain Green thought he would be smart. He sent up his topmast in
+seamanlike style. The topsail was set just as the _Sally_ encountered
+the heavy sea in the channel. She made one dive and buried herself up to
+the skylight. The pressure was too much for her. In an instant
+_Bantam’s_ topmast was housed, and all the gear fast again, and while
+_Sally_ was pitching and ’scending in the choppy sea _Bantam_ crawled
+through her lee and beat her. Captain Green was so demoralized by the
+trick of which he was the victim that he did not regain his
+self-possession until it was too late.
+
+Captain Sly was convinced that Captain Green would imitate him in
+everything, and the result proved that he had formed a correct estimate
+of his opponent.
+
+It is not wise or politic to undervalue the sailing qualities of an
+opposing yacht, especially when she is practically an unknown quantity.
+In other words, don’t prophesy unless you know. Here is a case in point:
+
+When the _Madge_ was about due to sail her first race in these waters,
+the skipper of her Yankee opponent is said to have paid a visit to
+Sawyer, the sailmaker, and asked for the loan of some flying kites.
+
+“Any old stuff will do,” quoth the skipper. “I’ve only got to knock out
+that narrow-gutted coffin anchored yonder.”
+
+The sails were lent by Mr. Sawyer, and it is needless to say that they
+did _not_ fit “like paint on a post.” The “coffin” beat the “skimming
+dish” with singular ease.
+
+I put this little yarn on record only just to show the contempt the
+average American yachtsman had at that time for the epoch-making
+_Madge_.
+
+The proper balancing of sails is imperative when racing. To illustrate
+my meaning I need only refer to the decisive race between _Vigilant_ and
+_Valkyrie_ for the _America’s_ Cup, which all but resulted in the
+winning of the race by the British yacht. In point of fact, _Valkyrie_,
+had not her two spinnakers blown away, would have romped in
+victoriously. In the beat to the outward mark _Vigilant_ carried a
+reefed mainsail and a big jib, and, for the first time in her history,
+required lee helm. This blunder, in addition to her centerboard becoming
+jammed, made _Valkyrie_ beat her 1m. 55s. on the windward leg.
+_Valkyrie_ had a half-reef in her mainsail, but shifted her jib and set
+one whose center of effort was in exact accord with the reduced
+after-canvas. _Vigilant_ won by forty seconds only, and had it not been
+for the _Valkyrie’s_ hard luck would have been badly defeated.
+
+On July 13, 1889, the _Katrina_, while racing against the _Titania_ in a
+reefing breeze, carrying a big jib and a reefed mainsail, suffered a
+like deserved defeat. Under her ill-balanced sail-spread, for the first
+time in her history, she, too, carried lee helm, and sagged off to
+leeward like a haystack adrift. She made a pitiable exhibition of
+herself, and all hands rejoiced when her main boom snapped off and
+permitted her to withdraw without disgrace. Meanwhile _Titania_,
+splendidly handled by Captain Haff and Mr. C. Oliver Iselin, sailed over
+the course and won the race.
+
+[Illustration:
+
+  FORTY-FOOTER “GOSSOON.”
+]
+
+It is interesting to note that the mishaps to both _Katrina_ and
+_Vigilant_ occurred on the 13th of the month.
+
+The jibtopsail when a yacht is close-hauled is of very little use,
+especially in a bit of a breeze. Some skippers set what is known as a
+“baby-jibtopsail” when the wind is very light. It is questionable if the
+sail is of any benefit at all under such circumstances. In my opinion,
+the sail makes the boat’s head sag off to leeward, lee helm being the
+result. If no such sail were made, I think it would never be missed. Of
+course, with the wind free the jibtopsail, from its most diminutive size
+to its most extreme balloon development, is a very valuable sail.
+
+In taking note of the speed of boats the length should be considered. I
+remember that the 40-footer _Gossoon_, the conqueror of the Scotch
+cutter _Minerva_ in 1890, without any tide to help or retard her, made
+in a race I saw an average of nine knots an hour. This means that to
+accomplish this feat she had to run her length in 2¾ seconds. A little
+reflection will show that this is a remarkable achievement for so small
+a vessel.
+
+It may be mentioned here that a nautical mile, a knot, and a
+geographical mile are one and the same thing. A knot equals 1.15 statute
+miles. Multiply the number of knots by 1.15, and you have the distance
+in statute miles. There are 6,080 feet in a knot; 5,280 feet in a
+statute mile.
+
+Chronometers should be kept free from damp, dust, and draughts. When
+winding turn the key steadily, avoiding any jerky action. Most of them
+require seven and a half turns of the key. Wind slowly and steadily as
+far as the mechanism will permit. Wind punctually at the same hour every
+day. A chronometer that has run down, on being wound up again, will
+probably not start until it has been quickly but not violently slued
+half round and back again. This is easily done by placing the instrument
+on the table, and turning it horizontally between the hands. Take care
+that the instrument has neither too much nor too little side-play in the
+gimbals. A standard compass stowed away, while in port, close to a
+chronometer has been known to ruin the going of the watch, the powerful
+compass needles having by induction magnetized the steel portion of the
+balance. Do not stow a chronometer close to an iron bulkhead, an iron
+vessel’s side, the upper or lower end of a vertical iron stanchion, or
+within eight feet of compass compensating magnets. The chronometer case
+should not be screwed down to a table containing drawers which might
+possibly be used to hold spare compass cards. Chronometers should be
+kept away from iron almost as religiously as compasses.
+
+Jolting in a railway train or a conveyance of any description is liable
+to alter the steady going of a chronometer. The quick jerk of a boat
+propelled by oars is still more likely to prove injurious. If,
+therefore, a chronometer has to be taken from one place to another in a
+pulling boat, it should be held free in the hand by the leather straps,
+taking care to avoid a circular motion. When traveling by train place
+the instrument on a pile of overcoats or rugs, in such a position that
+it will not fall. Marine chronometers are intended always to be kept
+strictly horizontal with the face up. Never allow a chronometer to run
+longer than four years without having it overhauled by a first-class
+workman. If it is a new instrument, it should be looked at after a year
+or eighteen months.
+
+[Illustration:
+
+  “AMERICA,” 1899.
+]
+
+
+
+
+                                   V.
+                      DUTY AND DISCIPLINE AFLOAT.
+     THE SHIP’S COMPANY IN DETAIL FROM THE SKIPPER TO THE SEA-COOK.
+
+
+To cruise with pleasure from port to port and to win races—the yacht
+owner must remember that he can do neither unless his sailing-master
+thoroughly understands his business. Whether amateur or professional,
+the skipper must be a man of dash and daring tempered with a modest
+_soupçon_ of discretion, active, vigilant, with his weather eye wide
+open at all times and seasons. He must have the knack of handling men so
+as to get every foot-pound of energy out of them that is in them. He
+should be a strict, but not necessarily a stern, disciplinarian; and he
+should have sufficient diplomatic instinct in his make-up to know when
+to wink at a slight lapse on the part of a generally capable and
+faithful blue-jacket.
+
+The personnel of the racing yacht is of the greatest importance, and, if
+not of the best, the career of the vessel is not likely to be crowned
+with the laurels of success. The man in command must have the rare gift
+of personal magnetism, the art of inspiring enthusiasm, of compelling
+victory. A cool head is no less necessary than are nerves of steel. He
+must be a splendid helmsman, a good practical seaman and skillful
+navigator.
+
+A man possessed of all these attributes commands high wages and deserves
+all he can get. The discipline of his yacht is perfect. Everything goes
+with the precision of clockwork, at sea or in port. He is prepared for
+every emergency that may arise when at anchor or under way, and is never
+caught napping. Keeping a watchful eye on the interests of his owner, he
+is also careful of his crew, being fully aware of the evil consequences
+of a discontented forecastle, and knowing that sulky or surly sailors
+never yet were conducive to the capturing of sea trophies. A good
+skipper must therefore be a good judge of human nature, alive to the
+idiosyncrasies and frailties of sailors, who have in good sooth as many
+whims and vagaries as silly schoolgirls in the transition stage of
+development. In fact he should be quite a past master in the cunning art
+of “jollying along.” It is astonishing what a number of men there are
+who possess all these qualifications. Modest, unassuming men, skillful
+navigators and seamen they will prove to be, and you can avail yourself
+of their services for a moderate compensation.
+
+There is no fixed scale of wages for a yacht skipper. The sailing-master
+of a large steam yacht may be paid $3,000 a year, while the skipper of a
+racing 51-footer might think himself lucky if he gets $80 a month with
+the prospect of being paid off when the yacht goes out of commission.
+This practice of engaging a skipper for the season seems to me to be
+short-sighted policy. It cannot be expected that a captain hired for
+three months only will take more than a passing interest in the vessel.
+He would be more than human if he lay awake nights, scheming how to save
+his owner money. Whereas, an honest, conscientious skipper, assured of
+receiving living wages all the year round, will more than earn his
+salary by the extra care he takes of the yacht. He naturally looks upon
+the vessel as a prime source of revenue. He realizes that it is to his
+interest to run her as economically as possible, to keep her in thorough
+repair and order at the least possible cost, to make life aboard her as
+pleasant as possible to his owner and his guests, to win as many prizes
+as he can if the boat is a racer, or if simply a cruiser to get her
+talked about for a phenomenally fast passage from one port to another,
+for beating a rival of approximate size by a handsome margin, or for
+successfully reaching her destination in a heavy blow, when other boats
+were glad to scud under bare poles for a harbor. These little acts if
+performed with tact, make an owner prouder than ever of his yacht and
+more appreciative of the services of his skipper.
+
+Permit me to illustrate. A friend of mine several winters ago purposed
+to buy a schooner and fit her out for a West Indian cruise. He provided
+himself with a number of tickets of admission to several vessels laid up
+in a dock at South Brooklyn. He invited me to accompany him on a
+prospecting tour. It was a dirty day, sleet, snow and wind being the
+objectionable features that confronted us.
+
+Our first port of call was the office of the dock, where we found a man
+in charge who examined our credentials and sent to a neighboring tavern
+for the “ship-keeper,” who he said had “gone to lunch.” In about half an
+hour this functionary made his appearance, and piloted us to the pier
+where several schooners which we desired to look at were moored. We
+boarded the first on our list, a cruising vessel of some celebrity,
+whose owner desired to sell her, as he was building a steamer. The decks
+were deep with water, the scuppers being obstructed. Everywhere were
+signs of disgraceful neglect. The binnacle was a mass of verdigris.
+Costly and artistic wood carving was without protection from the
+weather. The handsome companionway of mahogany was without a canvas
+cover. Going below we found everything mildewed and musty. The bedding
+in the berths was damp. Water trickled from the deck beams. What really
+had been a most attractive interior presented an appearance of dampness
+most dispiriting, as well as every evidence of decay. It was indeed
+pitiable to see such a fine vessel in so sad a plight. We passed on, and
+inspected two other craft whose condition was only slightly better, and
+which presented few attractions from a purchaser’s point of view.
+
+The next yacht we visited was in marked contrast to the others. A
+handsome, sunburned man greeted us at the gangway, and after we had
+explained our mission, invited us below. He was the captain of the
+schooner, he told us, and was spending the winter aboard of her.
+Stepping down into the cabin we saw a snug and cozy saloon, a cheerful
+fire burning in the open grate, everything bright and spick and span, as
+though the yacht was in Newport at the height of the season. A pretty
+young woman was at work at a sewing machine, while a pampered Persian
+cat basked luxuriously on a handsome rug in front of the fire.
+
+“This is my wife, gentlemen,” he said, and then he showed us all over
+the vessel from right forward to right aft. The staterooms were in
+perfect order, not a sign of damp or mildew anywhere. Everything was
+clean and spotless as a new pin. We found that the skipper had been in
+charge of the yacht from the day of her launch, that he and the steward
+and a boy lived on her every winter and kept her in thorough order
+outside and inside.
+
+We were shown the logs of several deep-water cruises she had made,
+together with track charts of the voyages. We were entertained with an
+intelligent and interesting description of the yacht’s behavior in a
+hurricane off Bermuda, given with a wealth of seamanlike detail, which
+we both hugely enjoyed. It was evident that the skipper was a firm
+believer in his boat, and that he had tended her with care and loving
+kindness from her christening to that day. He explained that his owner
+had married a woman who hated the sea, and that the vessel was in the
+market at a reasonable price.
+
+That schooner now flies my friend’s private signal, and that same
+skipper is still her sailing-master, and, according to his employer, is
+worth his weight in gold. This practical illustration may demonstrate
+the advantage of employing a sailing-master by the year and not by the
+season.
+
+Every word I have written about a skipper applies, in the case of a
+steam yacht, to the engineer. And if possible, still more strongly, for
+the deterioration of marine engines left without care or protection is
+both rapid and, I need hardly add, costly in the extreme.
+
+I strongly advise a yacht owner who thinks he has the skill and
+knowledge requisite for the command of a yacht, to assume command
+himself and dispense with the services of a professional sailing-master.
+Let him ship a competent man as mate and give him to understand that his
+duty is to carry out the owner’s orders, and simply to act as executive
+officer. It is impossible that a yacht can have two captains and turn
+out a cup winner. Jacob found two wives in the same house quite
+incompatible; and the discipline of a racing craft with the owner and
+the sailing-master both issuing commands at the same time is not
+unlikely to be lax, and with lax discipline races cannot be won.
+
+The treatment of the sailing-master by the yacht owner varies according
+to the temperament and disposition of the latter. A gentleman is
+incapable of rudeness to an employé—especially to a man holding so
+responsible a position, and in charge of such a valuable piece of
+personal property as a yacht. The judicious owner always treats his
+skipper with respect. If he desires to preserve proper discipline
+aboard, he will let the crew see that the captain has his entire
+confidence. The owner, therefore, should always give his orders to the
+skipper, who will then communicate them to the crew. For instance, if he
+wants a boat lowered he should not sing out to the crew to lay aft and
+lower the launch. That would be a grave breach of yachting etiquette.
+The correct course to pursue is to tell the captain that he wants the
+boat, and leave to him the issuance of the necessary commands for the
+carrying out of his wish. This may seem a small matter, but it is really
+of importance. If neglected, it is subversive of discipline. The owner
+should always address the master as Mr. ——, never as “Skipper” or “Cap,”
+as is too often the case aboard a certain class of craft conducted after
+slipshod methods. The men should always address the sailing-master, and
+also the mate, as “Sir,” and no departure from this rule should be
+tolerated. The sailing-master should be held responsible for any breach
+of discipline on the part of the crew, and his authority should always
+be sustained by the owner.
+
+I have seen more than one sailing-master who, not content with
+tyrannizing over the crew, held the owner in complete subjection. It may
+be readily surmised what kind of worms these owners were. But take yacht
+skippers by and large, the average is worthy of confidence and respect.
+The percentage of black sheep among them is almost infinitesimal. The
+same remark applies to the mates and the men.
+
+The following hints to sailing-masters were written by a dyspeptic
+martinet of a yacht owner, but there is much good sense in them. They
+are hung up in his sailing-master’s berth:
+
+  1.— Never curse the crew. The owner will do all the swearing.
+
+  2.— Should the owner or any of his guests not use tobacco, never smoke
+        to windward of him or them. Have the goodness to step to
+        leeward.
+
+  3.— Always be at the gangway when the owner comes alongside. No matter
+        how warm it may be, do not receive him in your shirt-sleeves.
+
+  4.— Have a memorandum of all the stores in your department. Do not
+        rashly answer, “There is none on board,” without consulting your
+        list when asked for an article required.
+
+  5.— There are yachts afloat whose owners are run by the
+        sailing-masters. This yacht is governed differently.
+
+  6.— If the sailing-master is at any time dissatisfied with the owner
+        or the yacht he has an unfailing remedy, and the sooner he
+        avails himself of it the better.
+
+  7.— The owner trusts that pleasant relations will always prevail
+        between the sailing-master and himself.
+
+Having secured your skipper let him ship the crew. If your yacht is a
+large vessel you will need a mate. In the interest of harmony it is
+advisable to let the skipper have some say in the matter of his
+selection. It will be advisable to look over his credentials, with a
+view to finding out if he is competent to take charge of the vessel in
+the event of any accident befalling the captain. If you contemplate a
+blue-water voyage, be careful that the mate is a navigator and has the
+requisite license. If deprived of the services of your skipper by any
+unforeseen cause, it would be awkward to find yourself, say, a thousand
+miles from land, with nobody aboard capable of finding the vessel’s
+position otherwise than by dead reckoning—a hit or miss method always
+unreliable.
+
+The wages of mates vary. Some of them are paid $10 or $15 a month more
+than the men, whose pay ranges between $25 and $30 a month. This is much
+more than is paid to English yacht sailors, who have to feed themselves
+out of their pay.
+
+The mate’s duty is to take charge of the yacht when the master is below.
+When the master is on deck the mate’s station is forward. He
+superintends the setting, taking in and trimming of sails, and in a
+general way carries out the skipper’s orders. He is a very important man
+in a race, for then the captain’s place is at the helm and the mate is
+responsible for the proper working of the vessel and the prompt setting
+of balloon sails. If any of the running gear gets foul or parts he is
+tolerably certain of a brisk dressing-down, especially if the mishap
+causes the loss of the race. The reason of this is because he has charge
+of all the gear and sails and spars, and is responsible for their being
+always in good condition.
+
+The mate superintends the work of getting under way, sees the head-sails
+clear for hoisting, looks after the windlass, sees that the hose is
+played on the chain cable if the vessel has brought up on muddy bottom.
+Also when coming to anchor he sees that the mud-hook is clear for
+letting go, all halyards ready for lowering, booms in good shape for
+swinging out, and the boats in good condition for lowering. The captain
+is in command of the starboard watch, and the mate takes hold of the
+port watch. In long runs the watches are set as in ocean steamers, the
+men taking two-hour tricks at the helm and the same on the lookout.
+
+The mate, as executive officer, superintends the washing down of the
+decks in the morning, and is held responsible for the yacht’s ship-shape
+appearance. If any “Irish pennants” are seen towing overboard or if
+there is a speck of dirt anywhere to be found, the mate is brought up
+with a round turn. A good mate is invaluable, and if he and the
+sailing-master work in harmony together, the yacht, so far as discipline
+is concerned, will be perfect, and the vessel will be a pleasant one for
+all hands. The mate in large steam yachts has generally the charge of
+the launch, bringing aboard guests and taking them ashore. It is
+imperative that he should have a thorough knowledge of the art of
+boat-handling and that he should be a smart, all-round man in every
+detail.
+
+Only very large craft carry a boatswain. His duty is to care for the
+rigging and “pipe the side.” Personally, I like to hear the cheery sound
+of his whistle. It reminds me of old times. The boatswain nowadays finds
+no occupation for his “call” on a racing craft.
+
+Great Britain and the United States are the leading yachting nations of
+the world. The yachting flags of both countries have been seen in nearly
+every harbor of the globe. France, Italy and Germany have during the
+last decade made some noticeable progress in the pastime, but neither in
+racing nor in cruising have they accomplished anything of real
+significance.
+
+For instance, how galling must it have been to the patriotic pride of
+the German Emperor to be forced to sail his imperial racing cutter,
+_Meteor_, designed by a Scotchman and built on the Clyde, with a crew of
+Hampshire and Essex sailors. But stern necessity compelled him. The
+German seaman has many merits, but he doesn’t show up to advantage
+aboard a racing cutter. One would have thought that the Emperor would
+have trained a crew of Germans especially for the task, but the idea
+either did not occur to him or was judged not to be feasible.
+
+He might have followed the example of our countryman, Mr. C. Oliver
+Iselin, the managing owner of the _Defender_, who in 1895 turned the
+tables on certain of his British critics, who had declared that no
+American crew could possibly beat the trained British yacht sailors who
+formed the crew of the _Valkyrie_. These seamen, all hailed from
+Wivenhoe or Brightlingsea in Essex, had sailed in cutter yachts in the
+summer and cutter-rigged fishing smacks in the winter from boyhood, and
+were indeed the flower of the racing sailors of England. Captain
+Cranfield, one of the smartest skippers afloat, had drilled them for
+several seasons. They were pronounced invincible by recognized
+authorities.
+
+In previous contests for the _America’s_ cup the crews of the _Puritan_,
+_Mayflower_, _Volunteer_ and _Vigilant_ were composed largely of
+Scandinavians, concerning whose ability as seamen I have nothing to say
+except in praise. It was the general idea that without the Scandinavian
+element the battle was lost. Mr. Iselin undertook to expose the fallacy
+of this notion. Without disparagement of the excellent yacht sailors
+hailing from Danish, Swedish or Norwegian ports, he determined to prove
+practically that the native-born American sailor, when properly licked
+into shape, makes as fine a yachtsman as ever trod a deck or broke a
+biscuit.
+
+Accordingly Captain Haff was sent to Maine, and there the veteran
+skipper shipped an American crew worthy of the saucy Stripes and
+Stars—active young fellows who had never sailed on pleasure craft but
+had followed the sea on fishing schooners and coasting vessels. After
+being drilled by Captain Haff for a few weeks they became as smart and
+efficient a crew as ever tailed on to a mainsheet or manned club-topsail
+halyards.
+
+I had many opportunities of comparing them with their British opponents,
+and I pledge you my word as a sailor and a gentleman that one crew was
+as smart as the other in setting or shortening sail and in all marine
+manœuvres. It was a surprise to many, but nobody was more astonished
+than Captain Cranfield, who admiringly admitted the ability and
+efficiency of the boys from Maine who manned the _Defender_.
+
+This achievement opened the eyes of the British critics and showed them
+of what our raw material is capable. It was also a surprise to many of
+our racing skippers, who were laboring under the delusion that
+Scandinavian sailors alone are capable of manning our yachts. Never was
+a greater error. The native-born American, when properly trained, makes
+as smart a yacht sailor as ever walked a deck.
+
+Most of these Maine sailors, judging from their names, belonged to the
+great Anglo Saxon race whose deeds afloat are written on the bright
+pages of sea history. America has reason to be proud of her seafaring
+ancestors. The infallible law of heredity and the no less assured
+principle of the survival of the fittest have been well exemplified
+among the dwellers on the British coasts. The bold sea-dogs of the West
+Country to-day are fitting successors to those sturdy semi-pirates who
+under the flag of Frobisher, of Drake, of Raleigh and of Hawkins shed so
+much glory on the nation they upheld and so much of the enemy’s
+life-blood. The smugglers and privateers of the southern and eastern
+coasts may justly be classed as the progenitors of our racing yachtsmen.
+For be it remembered that speed was the prime necessity of their means
+of livelihood. The contests between revenue cutters and luggers were
+continuous struggles for sea supremacy. If a lugger was captured by a
+cutter, the keel of what was hoped to be a still faster lugger was laid,
+and so the war went on. British privateers generally got the best of
+their Gallic opponents. Nelson crushed Great Britain’s foes at sea as
+effectually as Wellington defeated her enemies ashore.
+
+In the war of 1812 America proved her naval superiority by many a heroic
+deed. Until the devastating cruise of the _Alabama_ our mercantile
+marine was our national pride. It is true that our mercantile fleet of
+to-day is by no means what it ought to be, but it is also a fact that
+our fine coasters and fishing vessels, although manned by a large
+percentage of foreigners, are, as a rule, commanded by native-born
+Americans. Those of our countrymen who follow the sea for a livelihood
+soon rise in their profession. The somewhat scanty emoluments offered
+are sufficient reasons for deterring the average ambitious American
+youth from seeking his fortune afloat, but should more liberal
+inducement ever be offered, the sea-loving Yankee will be to the fore
+again.
+
+That the raw material is at hand was proven by the adaptability of the
+Maine men to be transformed into efficient yachtsmen in so short a time.
+Had the Emperor of Germany tried to convert some of his seafaring
+subjects into a crew for the _Meteor_, he might have met with a far
+different result.
+
+Sailors are a queer lot, and good ones are to be found in every maritime
+country. In their native climes a crew of lascars, hard as nails and
+agile as monkeys, cannot be surpassed. Ship them aboard a vessel bound
+to the English Channel and due there in midwinter, and you might just as
+well have a ship’s company of frozen earwigs. In the Bay of Bengal, blow
+high or blow low, you couldn’t wish for smarter sailors. I speak from
+personal knowledge, having had command of a smart schooner engaged in a
+certain lucrative trade on the Coromandel coast and in the China seas,
+the precise nature of which I decline to divulge, but which called for
+quick work. Never have I sailed with a more satisfactory crew than
+Abdool, the Serang, and his twenty alert followers. They made that
+schooner talk. In the Bay of Biscay they would have been as useless as a
+dead steam-engine. They were the most economical sailors I ever
+knew—five rupees a month and a modest ration consisting principally of
+curry and rice. I wonder in what seas my faithful Abdool and his lithe
+and dusky shipmates are cruising to-day, for I am writing of thirty
+years ago, when I was a little spryer on my pins than I am at present.
+
+The selection of a crew, especially for a deep-water cruise likely to be
+of long duration, is an important piece of business. The skilled
+skipper, from long experience, possesses the instinctive faculty of
+picking out the right men from a small army of applicants. This, too,
+without any unnecessary delay. A short talk, a glance at papers, and the
+trick is done. A sea lawyer has no chance of being shipped. The skipper
+detects him at once. He knows that breed. The inexperienced yacht owner
+cannot appreciate what troubles he is saved from by the wise selection
+of his ship’s company. One sea lawyer with the pestilent gift of the gab
+will infect a whole forecastle full of honest and well-meaning men, just
+as one sheep with the rot will taint a sound and healthy flock. The
+incessant wagging of his jaw, his perpetual growlings like a bear with a
+sore head, are as likely as not to breed a mutiny, or, at any rate, to
+make a floating hell of that part of the vessel that is forward of the
+foremast. Such a man will grumble even if he gets roast beef and plum
+duff three times a day and a “nobbler” of rum every hour of the
+twenty-four.
+
+It is well, therefore, to exercise due care in shipping your crew if
+bound on a globe-circling expedition. Some owners insist that candidates
+for berths aboard their ships shall undergo a medical examination, in
+order to make sure that they are physically fit for a long voyage. This
+is, in my opinion, a wise course to pursue, for sickness at sea is like
+a wet blanket on the pleasure of a voyage, and no owner wants to ship a
+sailor unfit to fulfil the duties for which he signs articles.
+
+A crew intended for the usual coastwise cruising and racing, taking part
+in all the events of the season for which the yacht is eligible, should,
+of course, be selected with care. You will often see the same crew stick
+to a yacht for years. They are paid off at the close of the season, get
+through the winter as best they can, some of them subsisting on their
+summer savings, others shipping on coasting vessels or fishing craft, or
+even finding odd jobs to do ashore. When the yacht goes into commission
+at the beginning of the following summer, there they are to be found
+aboard of her, and ready for anything that may turn up. Smart and steady
+men are always in demand, and when they leave the yacht in the fall they
+get the tip from the sailing-master to report for duty in the spring.
+
+The prudent yacht owner, when preparing for a deep-water voyage, should
+ship a crew as small as possible for the proper working of the vessel.
+Every device for the economizing of labor should be adopted. In these
+days, when a crew of six, all told, sail a big fore-and-aft cargo
+schooner, a large ship’s company is not absolutely necessary aboard a
+yacht of moderate size. It is easier to keep a small crew in good health
+than a large one, especially when cruising in the tropics. The
+necessarily limited space at the disposal of the “jackies,” in spite of
+all the modern contrivances for their convenience and comfort, causes
+some forecastles to be unhealthy. Without taking into consideration the
+saving of money in the wages of men not absolutely necessary for the
+handling of the yacht, the owner is likely to get more solid comfort out
+of a small, contented crew of picked men than he would out of a large,
+injudiciously selected crowd of sailors. The fewer the mouths to feed
+the more stores and water for each can be carried. Personally, I would
+rather have twelve good men to work a large schooner, than a score of
+indifferent lubbers and skulkers masquerading under the names of able or
+ordinary seamen.
+
+These may seem to be revolutionary notions in these days of kid-gloved
+skippers and large crews. But let us go back half a century or so, and
+see what the custom was in the brave old days of the Yankee schooner
+_America_. In her historical voyage to England in 1851 she was commanded
+by Captain “Dick” Brown, with Nelson Comstock as mate, and only six men
+before the mast. Messrs. George Steers, James Steers and young Henry
+Steers were the passengers, and these, of course, lent a hand when
+required. But there were no more cats aboard than could catch mice.
+
+The _Sappho_, a much larger schooner, sailed from New York to Falmouth
+in July, 1868, the time of her passage being fourteen days. She was in
+charge of Captain T. P. Baldwin, a retired merchant skipper, two mates,
+and six men before the mast, none of whom were yacht sailors. Judging
+from the logs of these two representative schooners, no difficulty was
+experienced in handling them, and both made excellent passages, the
+_America_ reaching Havre in seventeen days and a half, in spite of the
+retarding circumstance that she carried only the small sails of the
+pilot boat _Mary Taylor_, a wonderfully fast schooner built by Mr.
+George Steers.
+
+Mr. E. F. Knight, the English yachtsman, has some very sensible things
+to say on this subject, and, as he speaks from wide experience, my
+readers will be interested in his remarks. He says:
+
+“It is my opinion that there should not be a single yacht sailor on
+board the foreign-cruising 50-tonner. It is difficult to get the right
+ones, and it will be bad for the owner if he fall in with the wrong
+ones—men who have been spoilt by foolish employers, for instance; a
+numerous class, I fear. We all know them. Smart-looking fellows enough,
+maybe, but shirkers of honest work. They prefer to ship on show yachts
+belonging to owners who like to exhibit themselves and their vessels in
+the fashionable yachting ports each season, but who are not sailors in
+any sense of the word, and have no real love of the sport, following it
+only for the swagger of the thing. Men who have served such owners would
+prove a great nuisance on an ocean cruise, and would not be likely to go
+far. I have heard such hands grumbling on a friend’s yacht because they
+had to pass one night at sea instead of in some port where they happened
+to have friends. They look to frequent tips from the ‘governor’s’
+visitors, and to other less legitimate perquisites. These they cannot
+get in mid-Atlantic, so it is not the place for them.
+
+“Hands from fishing-boats, sailing barges and small coasters, are the
+best men for the foreign cruiser of small tonnage. Among these, one is
+not likely to come across spoilt and pampered mariners, and they are
+accustomed to roughing it, and to the shifts of short-handed craft. But
+were I undertaking a lengthened tropical voyage I think I should ship my
+English crew simply for the run over to my first West Indian or South
+American port, and there engage a negro crew. These blacks are excellent
+fore-and-aft sailors, easy to manage, and always happy and ready for any
+amount of hard work, if kindly but firmly treated; while they are, of
+course, far better fitted than white men to withstand the debilitating
+influence of sultry climates, an influence, which, as everyone knows,
+has caused the ruin of many a good British sailor, driving hitherto
+sober men to injure their health by excess whenever they get shore
+leave.”
+
+Sir Edward Sullivan, Bart., who saw the _America_ win the cup that bears
+her name, over the Cowes course in 1851, and has been a devotee of the
+sport ever since, says: “Yacht sailors, as a rule, are sober, honest,
+obliging, goodtempered, original. During the many years I have yachted I
+have had crews from north, east, west, and south, and I have almost
+without exception found them the same. A man must be hard to please,
+indeed, if after a three or four months’ cruise, he does not part from
+his crew with regret, and with a genuine wish that they may meet again.
+Amongst yachting skippers I have come across some of the most honorable,
+trustworthy, honest men I have met in any class of life, men who knew
+their duty and were always willing and anxious to do it. The chief
+peculiarity of all the seafaring class that I have been brought into
+contact with, is their entire freedom from vulgarity. They are obliging
+to the utmost of their power, but never cringing or vulgar.
+
+“The winter half of their lives is spent in fishing-boats or coasters,
+or sea voyages, where they have to face dangers and hardships that must
+be experienced to be realized. As a rule they are religious, and their
+preparations for the Sabbath, their washings and soapings and brushings,
+show with what pleasure they welcome its recurrence. Yacht minstrelsy,
+with its accordion, its songs of twenty verses, its never-ending
+choruses, its pathos, is a thing of itself. Some day, perhaps, some
+Albert Chevalier will make it fashionable. Such as they are, I know of
+no class of Englishmen superior, if any be equal, to the sailors who man
+our yachts. Of course, there are sharks, or at any rate dogfish, in all
+waters, but where the good so immensely outnumber the bad, that man must
+be a fool indeed who gets into wrong hands.”
+
+With these sentiments I most cordially concur.
+
+The yacht owner will engage his cook and his steward to suit himself.
+Some seagoing _chefs_ of steam yachts get bigger pay than a commodore in
+the navy, while many stewards have grown wealthy out of their
+perquisites. With these men I have nothing to do. They belong to the
+owner exclusively, so let him deal with them as he may see fit. The
+ship’s cook, however, is a most important functionary, and every canny
+skipper tries to ship a thorough “tip-topper,” who will feed the boys
+“high,” while at the same time taking care of the owner’s interests by
+guarding against waste. A cook of genius will on a pinch “create” a
+savory dinner for all hands out of what may appear a most unpromising
+batch of materials, and I am glad to say that cooks of genius are by no
+means scarce. The Japs make excellent cooks, and so do the Portuguese.
+Hungry sailors go in for hearty fare. Beef and beans, pork and peas,
+clam chowder, roast joints, and plenty of fresh vegetables are their
+principal dishes, but they by no means despise the ice cream and the
+cabin delicacies which fall to their lot on cruises when there is a
+heavy sea, and landsmen feel more like throwing up their commissions
+than taking in ballast.
+
+“The internal economy of a yacht,” says Sir Edward Sullivan,
+“constitutes one of its greatest charms. Your cook with only a little
+stove for which a shore cook would scarcely find any use will send you
+up an excellent dinner cooked to perfection for any number of guests.
+And the steward! who can describe the work of a yacht’s steward? I doubt
+whether Briareus with his hundred hands could do more than a steward
+does with two. At seven in the morning he is ashore for the milk, and
+the breakfast, and the letters, and the flowers; he valets half-a-dozen
+people, prepares half-a-dozen baths, brushes heaven knows how many
+clothes, gets the breakfast, makes the beds, cleans the plate, tidies
+the cabin, provides luncheon, five o’clock tea, dinner, is always
+cheerful, obliging, painstaking, and more than repaid if occasionally he
+gets a _petit mot_ of compliment or congratulation. When he ever sleeps
+or eats I never can tell; and far from grumbling at his work he often
+resents the assistance of any shore-going servant.”
+
+I have quoted the above at length because it is in my judgment the best
+description of a _good_ cook and a _good_ steward ever written. What
+yachtsman cannot testify to the truth of every word? I have sailed with
+a _bad_ cook and an utterly worthless and incompetent steward, and my
+imperfect knowledge of the English language does not permit of my
+adequately describing the inevitable horrors and discomforts attending
+the martyrdom of my shipmates and myself. Therefore let us draw the
+curtain down on the unsavory subject. But nevertheless let us resolve in
+the interest of our brother yachtsmen never to give a misleading
+recommendation or certificate of character to either a bad cook or a
+worthless steward. If the first-named is a “grub-spoiler” masquerading
+under the guise of a _chef_, and the other is a sham and a fraud,
+hesitate not to brand them correctly and thus prevent them from imposing
+on others. Have backbone!
+
+In England there is a regular schedule of racing wages—a system which
+has not been adopted as yet in this country. The skipper gets five per
+cent. or ten per cent. of the value of the prize won, while every member
+of the crew is given $5 if you win and $2.50 if you lose. In addition to
+this expense, bounteous supplies of beef, soft tack and beer are
+generously dispensed on race days, while on other occasions the crew
+supply their own rations.
+
+The life of a yacht sailor is by no means hard. From twenty to thirty
+dollars a month and good grub should be attractive to the foreigners
+who, for the most part, man our pleasure fleet, and who would earn
+considerably less than half that sum in the vessels of their native
+mercantile navy. There are so many smart and deserving men in the
+market, that a yacht owner has no difficulty whatever in engaging a
+satisfactory ship’s company.
+
+[Illustration: [Yacht fender]]
+
+
+
+
+                                  VI.
+                       A DOWN-TO-DATE YACHT RACE,
+IN WHICH MAY BE FOUND SOME NOTEWORTHY EXAMPLES OF THE SEA-JOCKEY’S ART.
+
+
+Sailing as a visitor on a racing yacht is delightfully exciting. Let me
+transcribe from my log-book the yarn of the contest between the _Ghost_
+and the _Phantom_, two modern 51-footers. Stowed away between the lines
+may be found a wrinkle or two of value to the novice. So here goes:
+
+The bell on the _Phantom_ was striking eight as the gig rounded her
+graceful stern and brought up at the starboard gangway. The cutter had
+been completely “skinned” for the fray, as she was to compete for a
+valuable prize offered by the club. Everything had been taken ashore
+that the racing rules permitted, including books, cabin fittings, the
+cooking stove, deck scrubbers, buckets and brooms, mops, and other
+impedimenta comprised in the equipment of a properly fitted yacht. The
+cabin was bare—“cleared for action,” as the owner observed.
+
+[Illustration:
+
+  “Phantom.”
+]
+
+“All you will get to eat to-day won’t trouble your digestive organs,” he
+continued. “The steward has made a box of corned beef sandwiches, and
+that will be our plain and simple fare, with a toothful of grog to wash
+the grub down, and a pipe to settle everything. Today all hands fare
+alike, forward and aft, for we shall have no time to waste in devouring
+luxurious kickshaws. We must win that cup.”
+
+From the critical view of an expert yachtsman, everything was in
+ship-shape fashion for the race. There wasn’t an ounce of superfluous
+weight aboard. The very crew seemed to be characteristic of the vital
+elements of the vessel, namely, strength and lightness. Their muscular
+agility was displayed to advantage a few moments later, when, manning
+the throat and peak halyards, they spread the superb mainsail to woo the
+wind, which, at this time, wasn’t particularly strong. I noticed that
+the skipper did not “sweat up” the halyards too taut, but prudently
+reserved that process for a few minutes before weighing anchor, allowing
+the soft, warm breeze to expend its influence on the sail and stretch it
+evenly and gently before the final pull was given.
+
+The skipper sent the mate aloft to pass a preventer lashing round the
+gaff and masthead, so as to be prepared for the unfortunate contingency
+of the parting of the throat halyards. This is a precaution seldom
+taken, but Captain Marlin’s custom is to take no risks, and to be ready
+for every possible mishap. Judging from the appearance of the sky at
+that time, it did not seem probable that the halyards were to be
+subjected to any heavy strain; but the weather cannot be relied upon,
+and the carrying away of the throat halyards has lost many a race which
+a preventer might have saved.
+
+The club-topsail was handled next, in seamanlike style. It is a
+difficult sail to set properly at any time, and, when spread or dowsed
+in a fine sailing breeze, has made many a lubber use strong language.
+This particular piece of duck was mast-headed cleverly and silently, as
+is always the case in a yacht commanded by an able skipper and manned by
+a competent crew.
+
+Speculations are indulged in as to the outlook. Yachts about to compete
+in other classes are criticised, and many sage observations, made by the
+sailors concerning wind and weather, find their way aft to the
+quarter-deck, where the owner and his amateur tars are smoking their
+pipes and discussing and prognosticating the coming events of the day.
+The parting drag is given to the halyards, the head-sails are made
+ready, and the anchor is hove short.
+
+It is half an hour before the time announced for the start, and we know
+that the Chairman of the Race Committee is no trifler and that the
+preparatory gun will be fired sharp at the hour appointed. The outlook
+is promising. A fine sou’wester blows, ruffling the blue waters of the
+bay and making the small craft dance to the merry music of wind and
+wave. There is a goodly fleet at anchor and a large throng of visitors
+is seen on the veranda of the club-house, on the green lawn that almost
+kisses the water’s edge, and on the float, which is nearly surrounded by
+steam and naphtha launches, gigs, dinghies and other tenders. From a
+look aloft at the fleecy clouds and straggling mares’ tails that sail
+along in the cerulean sky, the breeze shows every sign of freshening as
+the day grows older; and the inevitable weather prophets, one or two of
+whom can be found in every yacht’s crew, talk sagely of single reefs and
+coming squalls.
+
+Our yacht is a down-to-date 51-footer, fitted with all modern appliances
+for the winning of cups, including a fin-keel that would scrape the
+bottom at a depth of more than ten feet, and frightens many a flounder
+from his feeding grounds. Witch-like she looks, as she tugs at her
+anchor eager to be off. Everything alow and aloft is taut and trim. Her
+standing rigging is set up as tight as bars of steel. Not a wrinkle
+shows in her well-cut mainsail, set just as it ought to be, with no
+abnormal strains visible in throat, peak or after leech, and not a
+symptom of bagginess in the whole symmetry of the sail. Above this the
+huge club-topsail is spread, stretching ambitiously skyward, and this,
+too, is a choice example of the sailmaker’s skill. The head-sails are
+ready for hoisting. The big jibtopsail is set in stops ready for
+breaking out as we cross the line, for the first leg of the triangular
+course is a reach with the wind abeam, and we shall have to carry on
+sail like a China clipper to get to the first mark before our
+antagonist, the _Ghost_, whose best sailing point is reaching or
+running.
+
+Our boat, the _Phantom_, though built from the same design as the
+_Ghost_ and carrying the same amount of sail, is the better at beating
+to windward. Once get her sheets trimmed in close-hauled to a breeze,
+and she will look up as high as any yacht afloat, and, what is more, you
+can rely on the saucy jade to fetch and weather any mark she points for.
+
+The _Ghost_, though phenomenally fast with the wind free, is not quite
+so good at windward work as we are, judging from her behavior in four
+former races, when we have given her a good dusting with the breeze dead
+in her teeth. But once get the _Ghost_ a-going with the wind anywhere
+from abeam to right aft, and the way she slides through the sea is
+exasperating to her opponents on the _Phantom_, who have often had to
+contemplate with annoyed admiration the shapely contour of the beauty’s
+counter.
+
+Who can satisfactorily account for the difference in the speed of the
+two boats? They are like shoes made from the same last, of the same
+material and finish. Why is it that one boat beats to windward better
+than the other, and that the other reaches and runs faster than her
+rival? Nobody has yet offered a satisfactory explanation of this
+peculiar state of affairs, which yachtsmen know to exist in all classes
+of one design.
+
+But here we are, aboard the _Phantom_ thirty minutes before gunfire. Our
+sportsmanlike owner and our seamanlike skipper are well qualified for
+the coming strife. They know the course like their A, B, C. They are
+acquainted with every tide-rip and current likely to be encountered. The
+sailing directions are explicit. The crew, amateur and professional, are
+old hands at the business, and if the _Phantom_ doesn’t win the cup and
+the side bet from the _Ghost_, why, all hands will be down in the dumps
+at the end of the race.
+
+But there is no mention of that dastard word, defeat. Owner and captain
+and crew have an abiding confidence in the yacht and in each other, and
+all hands are imbued with enthusiasm and zeal. This is apparent in every
+animated glance, in each cheery “Aye, aye, sir,” in response to orders,
+and in every active movement of body and limb.
+
+All hands have been through the mill before and are accustomed to pull
+together. The skipper knows the “hang” of the boat; he fully understands
+how to trim sail to the best advantage—just how much sheet to give to
+induce the highest rate of speed. The boat herself is balanced like a
+druggist’s scales, and is responsive as a sentient being to the
+slightest touch of the helm. The gear is of the best.
+
+[Illustration:
+
+  “GHOST.”
+]
+
+“Now, Captain Marlin,” says the owner, “we’ll get up the anchor and take
+a short trial spin across the bay, just to limber things before
+starting.”
+
+“Break the anchor out, boys,” says the skipper, “and stand by to hoist
+the head-sails.”
+
+In a few minutes the anchor is on deck and the foresail and jib are
+hoisted to the fast-increasing breeze. Away we go on the starboard tack,
+heeling over till the water boils up in the lee scuppers and an
+occasional spray comes inboard on the weather bow.
+
+As we pass through the fleet at anchor many admiring eyes examine us
+critically from quarter-deck and bridge; and many binoculars are leveled
+in our direction as we swiftly glide toward the open bay, where we shall
+feel the true force of the breeze and see whether the club-topsail will
+be too much for her with sheets flattened in.
+
+Captain Marlin is at the helm, with the owner beside him. Both view the
+sails with expert glances, quick to discover imperfections in fit or
+trim. The mainsail retains its shape admirably, because it has been
+beautifully stretched by a sailor and not “monkeyed with” by a
+countryman from an inland village. The jib is pulling magnificently, and
+the foresail is attending strictly to business.
+
+As soon as we reach the bay, away from the shelter of the protecting
+headland, we get the full strength of the wind, which, indeed, pipes
+high. A squall strikes us, and we careen under its influence till the
+lee rail—a mere batten—is almost awash. The skipper luffs a little until
+the fore leech of the mainsail quivers, but this seems to deaden the
+_Phantom’s_ way very little. She is off, with a gleaming white bone in
+her teeth and showing a great burst of speed.
+
+[Illustration:
+
+  A STERN CHASE.
+]
+
+“Ready about!”
+
+“Helm’s a-lee.”
+
+The boat swings into the wind like a top, and before you can say Jack
+Robinson she is filled and away on the other tack. But only a yachtsman
+can appreciate the smart handling of the craft. The setting up of the
+topmast-backstay while the vessel is in stays is work for men who are
+actually alive and haven’t a lazy bone in their bodies. The same remark
+applies to trimming the head-sheets. Of course there are “belaying
+marks” showing where they are to be made fast, but smartness must
+prevail first, last, and all the time in these days of rapid-spinning
+boats.
+
+And so back we fly through the squadron, most of them now under way. We
+luff up in the wind’s eye for a minute or so and get another pull on the
+jib halyards, sweating them up quite hard. We see the jibtopsail clear
+for breaking out from the stops; and while we dodge about with
+head-sheets hauled to windward, waiting for the preparatory gun, we see
+the _Ghost_ making for us and realize that if we are to secure the
+advantage of the windward berth and first away we must keep our weather
+eyes skinned.
+
+And mighty pretty our sleek-looking rival appears, with the sun shining
+on her creamy sails just new from the loft, but bearing the impress of
+artistic design and splendid fit. The only difference between _Ghost_
+and _Phantom_ is that the first-named is painted black, while _Phantom_
+is resplendent in a snow-white garb. Captain Spike, the _Ghost’s_
+skipper, a bronzed, bearded man of massive build, is steering, and as he
+passes under our stern we wave our hands or doff our caps in courteous
+salute. For although both ships are manned by sturdy fighters, yet we
+heartily respect each other, as gallant and honorable foes are wont to
+do in the domain of yachtdom.
+
+“Bang!” goes the preparatory gun, which conveys the information that our
+class will start in five minutes. Our owner had timed his watch by the
+chronometer on the club boat early that morning, and both timepieces
+agree to a fraction of a second. It is to be a flying start, and the two
+rival skippers, Spike and Marlin, are equally famous for getting away
+with the gun, and both are past masters in the art of sea-jockeying for
+a commanding position on the line. It is most interesting to watch the
+manœuvres of the two captains. The yachts circle round and round each
+other like two kittens at play, while the owners, with watches in hand,
+call out the time.
+
+“One minute gone” says our owner. “One minute gone,” repeats the alert
+skipper; “hard-a-lee!” About she goes once more. “Two minutes gone,” is
+soon heard, followed by another tack. “Three gone!” Then an anxious
+pause. “Four gone!” says our owner. We are at this time some
+considerable distance from the line, but fast approaching it, although
+our foresail-sheet is hauled to windward. To leeward, and a dozen
+lengths astern, is the _Ghost_.
+
+“Four minutes fifty seconds,” says our owner.
+
+“Let draw the foresail; break out the jibtopsail,” are the skipper’s
+next commands, and for the ten seconds that follow we are all on
+tenterhooks. If we cross the imaginary line between the committee’s
+steamer and the mark-boat before the signal is given we shall have to go
+back and cross the line again. It is indeed an anxious moment.
+
+“Fifty-five seconds, fifty-six, fifty-seven——”
+
+“Will they never fire?” think I.
+
+“Fifty-eight, fifty-nine——”
+
+“The gun!”
+
+“Hurrah, hurrah! you gauged her beautifully,” says the owner to the
+skipper, on whose mahoganized mug there grows a gratified grin.
+
+“_Ghost_ is ten seconds after the gun,” observed the owner, “but I guess
+she’ll pick that up and more too, on this leg, alone.”
+
+The _Phantom_ is now hissing along with the wind on the port beam, the
+main boom well eased off, the jibtopsail doing gigantic work, and the
+other sails contributing their share toward impelling the fairy-like
+fabric onward to the next goal, six nautical miles away. Not a quiver or
+a wrinkle in all the vast expanse of muslin extended to the breeze. The
+yacht’s sharp cutwater cleaves the blue sea, making little or no
+disturbance, but the fleecy foam travels aft with the speed of a
+mill-race and leaves a glittering wake astern. All the crew have come
+abaft the mast, and are up to windward as far as they can get. The yacht
+heels over in the puffs at times until the lee rail is under, and the
+water occasionally threatens to bubble up to the skylights, but never
+gets there. It is indeed glorious racing. Nobody has the slightest idea
+of shortening canvas. What she can’t carry she must drag.
+
+The skipper keeps his eyes on the sails and on the compass. He never
+dreams of looking astern to see how his friend Captain Spike, of the
+_Ghost_, is coming along. No yacht-racing skipper ever does look astern
+while he is steering. It would be a breach of an old tradition
+unpardonable in a professional. Our owner, however, watches our opponent
+quite carefully, and confides to me in a whisper that he fears she will
+overhaul us and pass us to windward before we reach the mark at the end
+of the first leg. “It is in the beat back from the second mark that we
+shall have him at our mercy. We are considerably faster to windward in a
+blow like this, and if it pipes any harder he will have to take in his
+club-topsail, and then he is our meat, sure,” he added.
+
+But there is no sign of shortening canvas on the _Ghost_. Captain Spike
+will hang on to the great sail until the topmast goes over the side
+rather than be beaten at “cracking on” by Captain Marlin. As a matter of
+fact, _Ghost_ stands up to her work very well indeed, heeling over to
+the pressure of the puissant breeze only a mere trifle more than
+_Phantom_.
+
+Other boats are competing in the regatta—a number of crack schooners and
+some of the new-fangled knockabouts—all of which carry single reefs in
+their mainsails and small jibs. It is evident, too, that even with this
+moderate sail they have as much as they can stagger under. We, however,
+have too much to do in the way of paying attention to our own craft and
+our immediate opponent to particularly regard the doings of the rest of
+the fleet.
+
+One thing that strikes me exceedingly is the splendid way that _Phantom_
+steers. One of the old-time racing boats would have been yawing about in
+rampant style in a breeze as potent as is now blowing. The helmsman
+would have all he could do to keep her on her course, the prevailing
+tendency of the ancient type being to gripe to windward most damnably.
+Yacht architects have made great progress since then, and the modern
+craft are balanced so exquisitely that they show little or no proneness
+to gripe, even with the wind abeam or on the quarter. _Phantom_ carries
+her rudder nearly amidships, only taking a spoke or two of weather helm.
+Captain Marlin steers her with one hand, and keeps as cool as a
+cucumber.
+
+Meanwhile _Ghost_ crawls up on us, inch by inch and foot by foot, her
+aim being to pass us to windward and to blanket us. This we will never
+permit without a hard fight.
+
+We are now half way to the first mark, the wind continuing true and
+strong—an ideal breeze for racing. The sea is not steep enough as yet to
+do us any harm when we trim in our sheets for the final beat; but before
+this shall come to pass we have a leg to sail with the wind dead aft,
+and even now the men are making sure that the spinnaker gear is all in
+readiness for setting that enormous sail immediately after rounding the
+first mark. We are going to do our prettiest to get the better of
+_Ghost_ at the turn, and the yacht that gets the spinnaker boom down
+first and the sail broken out most quickly has a big advantage.
+
+I can’t help remembering how a mishap to her spinnaker caused _Valkyrie
+II._ to lose her last race with _Vigilant_, and I express a silent but
+fervent hope that nothing untoward may occur to stop the smart setting
+of our own good sail.
+
+But now the sly and swift _Ghost_ is crawling up, pointing her bowsprit
+for our weather quarter, with the intent, if possible, of establishing
+an overlap and a consequent blanket. This leads to a luffing match which
+is mighty interesting while it lasts. The more we luff the faster we
+fly, and at last we get so far ahead that we are able to bear away on
+our course again and still maintain the lead.
+
+Now, what do you think is the next artful move of the skipper of the
+_Ghost_? That fellow is as cunning as a wagonload of monkeys. Seeing
+that he cannot pass us to windward, he eases his sheets a little, and,
+with a great spurt of speed which fairly took our breath away, walks
+through our lee like lubricated lightning and tries to luff up across
+our bows and so get the weather gauge.
+
+But it isn’t Captain Merlin’s watch below exactly. That ancient and
+tarry one has his eyes wide open and his wits all about him. He also
+luffs in time to establish an overlap, and so he balks the blanketing
+dodge of Captain Spike, who is thus hoist with his own petard. This
+skirmish shows the advantage of getting the lead at the start. Had
+_Ghost_ crossed the line first we could never have caught her, but as it
+is we are able to prevent her from passing us. And to the undying fame
+of our sterling skipper, by the exercise of all the devices known to the
+sea-jockey, we actually round the mark first!
+
+As we whirl round the raft from whose flagstaff the club burgee is
+noisily flapping, the main boom is eased off handsomely by the owner and
+myself, while the rest of the boys busy themselves with the spinnaker.
+As the boom is lowered, the sail neatly done up in stops is smartly
+hoisted to the topmast head. The after guy is hauled aft, the outhaul is
+manned, and with three tugs on the sheet the big sail bellies to the
+blast and pulls nobly.
+
+Now a more powerful puff than ever smites the _Phantom_. Its force makes
+the spinnaker boom up-end and the spinnaker itself puff out like a
+balloon. But both spar and duck are of the best and no misfortune
+befalls them. The balloon jibtopsail now takes the place of No. 2, so
+that if the wind shifts we shall be ready for it. When this is done all
+hands lie aft so as to lift her bow as much as possible, while not
+burying her counter, and, standing up so as to catch every breath of
+wind that is going to waste, are regaled on beer and sandwiches, which
+the steward passes round. He, like the willing and zealous fellow that
+he is, has been pulling and hauling with the rest of the crowd, and is
+puffing like a porpoise after the unusual exertion.
+
+In planning the day’s campaign it has been settled that we shall steer a
+direct course from the first to the second mark. We know that we have no
+chance to run before the wind so fast as the _Ghost_, which is now only
+twenty seconds astern of us, and is bound to pass us in spite of
+everything. Thus, we waste no time in jockeying.
+
+And glide past us she does, silently and slowly like the ghost that she
+is, her spinnaker and main booms forming the base of a lofty pyramid of
+canvas, arched out to the swelling breeze. The lapping waves break in
+milky foam under her counter, the spray sparkling like diamonds in the
+golden sunshine. Her crew look proud and exultant at their victory.
+
+But the demon of despair affects us not. We know what our stanch and
+noble craft will do when we haul on a wind for the final homeward
+thresh. So we light our pipes, and grin and bear our temporary defeat
+like the stoics of old. Meanwhile, we recollect that we shall have to
+gybe round the next mark and realize that this will be quite a ticklish
+job in so stiff a breeze. To luff round a stakeboat is easy as eating,
+but to swing over a main boom as long as ours from one quarter to the
+other with the huge club-topsail aloft requires coolness, skill and
+judgment. Besides, we want to make as clever and close a turn as
+possible, so as not to be swept too far to leeward before flattening in
+sheets and starting on our long windward beat.
+
+All has been provided for, however. We see all hands on the _Ghost_
+taking in the balloon jibtopsail and getting ready to dowse the
+spinnaker, for now the stakeboat looms mighty near and the great
+struggle of the day is at hand.
+
+“Take in the jibtopsail!” cries our skipper, and this is an easy task,
+for the enormous sail is almost becalmed. It is soon spilled, stopped up
+and bundled below. Foresail and jib are neatly set and their sheets
+trimmed down to the marks.
+
+“See the spinnaker gear clear for taking in,” is the next command. And
+this being done, there is silence for the next minute or two. All hands
+gather round the mast. One hand stands by to let go the outhaul, another
+the halyards, while all get ready to grapple with and spill and smother
+the bellying duck and bring it into subjection to the deck.
+
+We are almost on top of the mark when the skipper sings out: “In
+spinnaker!”
+
+As the outhaul is slacked, the men, grabbing the foot of the sail, lug
+it in, and, spilling the wind out of the flapping canvas, wrestle with
+it and victoriously overcome it, until it lies an inert mass at their
+feet. The boom is then topped up and all hands lie aft to tend the
+mainsheet, which is stretched along the deck to rally in quickly. The
+jib and foresail are set already and trimmed down to the marks. A couple
+of men stand by ready to “come up” the topmast-backstay and get it set
+up on the other side before an undue strain comes on the spar.
+
+“Now, boys, haul in the mainsheet,” says the skipper as he shifts the
+helm so as to bring the wind on the other quarter. Hand over hand the
+men drag in the boom, pulling as if for dear life. The wind pipes so
+breezily that the skipper has as much as he can do to gybe the boat so
+as to make a close turn round the mark and carry away nothing.
+
+The boom comes over with a whirl and a rush, and is checked by a turn
+round the cleat. The yacht flies up in the wind, but is met with the
+helm and the head-sails, and there we are, close-hauled on the port
+tack, with three strakes of the lee deck under water and a devil of a
+strain on the topmast. The yacht, as she comes to the wind, takes a
+header into a big green sea and floods the deck. This is her first fault
+of the day, and we cheerfully forgive her, not minding the wetting, and
+making up our minds for a hard tussle home against wind and sea.
+
+Now that we have fairly settled down to windward work, we have time to
+look after our opponent. We see that she, too, has rounded without
+parting a rope-yarn. She is ahead of us, and a wee bit to windward. We
+notice that she is being “nipped,” the luff of her mainsail shaking all
+the time. She isn’t quite so stiff as we are, and her immense
+club-topsail will bury her if her skipper will only give it a chance. He
+is afraid to take it in, for he knows that before he could get his
+“thimble-header” set we should work out half a mile on his weather, so
+he sails her close, and prays that the wind may lull.
+
+Captain Marlin, on the contrary, gives it to _Phantom_ hammer and tongs,
+letting her go clean through the water with the sails ramping full. The
+decks to leeward are wet, but little does that concern us, for we know
+that when we go about on the other tack we shall be able to cross our
+rival’s bows, unless she also goes about. And so it comes to pass. The
+next “board” assures us that the race is ours, unless we get crippled.
+We plant ourselves on the weather of the _Ghost_ and stick to her, tack
+and tack. We keep her jammed under our lee, in chancery, as it were; and
+there she remains until we cross the line, a winner by 2m. 42s.
+
+We come to anchor, furl the sails, send in a certificate that we have
+complied with all the sailing rules of the match, and hoist another
+winning flag to join our already long string. Then the steward is sent
+ashore, and he quickly returns with a fine feed for the crew, which is
+vastly enjoyed by them, after drinking a “horn” apiece to the further
+success of the _Phantom_ and her owner.
+
+
+
+
+                                  VII.
+                 RACING RULES AND THE RULE OF THE ROAD.
+  SOME IMPORTANT POINTS THAT AMATEURS AND PROFESSIONALS SHOULD BEAR IN
+                                 MIND.
+
+
+It is gratifying to all lovers of the sport that race committees now are
+in the habit of starting the yachts exactly at the time advertised—that
+is if wind and weather permit. The old custom of waiting half an hour or
+so for lazy laggards to reach the line is happily going out of fashion.
+As a general rule, there is no plausible excuse for a yacht being late,
+as under ordinary circumstances arrangements can easily be made for
+arriving on the scene, either in tow or under sail, in good season for
+the start.
+
+Nothing adds more to the popularity of a yacht club than a race
+committee that knows its business, starts the race punctually as
+advertised unless prevented by the weather, takes the time accurately of
+each craft as she crosses the line, sees that the racing rules are
+obeyed, and after the race is finished promptly posts up a list of the
+winners. Above all, the committee should make sure that all mark-boats
+are in their places before the starting signal is given. I once knew a
+race committee—but there, I won’t tell tales out of school.
+
+I hope it will not be held as presumptuous on my part if I ask the race
+committees to treat yachting reporters with courtesy. They are sometimes
+seasick; they generally would feel much happier ashore. They may
+sometimes appear too eager and zealous for information; but their motive
+is good, they are anxious to “file early copy” and thus avoid their
+editor’s wrath. The members of the club like to see good reports of
+their races in the public press, and this end is rarely achieved by
+insulting or snubbing a newspaper man, who after all is a human being,
+if not of such high degree as a haughty member of a race committee.
+Besides, the newspaper man dissembles his wrath, bides his time; and
+when his opportunity arrives doesn’t he just roast his insulter?
+
+Members of race committees should keep their eyes open all the time.
+They should try to become familiar with the general appearance of each
+competing yacht so that she may be identified without the aid of her
+number. They should be quick to detect any breach of the rules and
+should unhesitatingly punish offenders. Punctuality with the gun is a
+cardinal virtue, and strict impartiality is another. In this country, up
+to 1898, the decision of the race committee has always been final, there
+having been no court of last resort like the Y. R. A. of Great Britain
+to appeal to. I am proud to say that very few unsatisfactory decisions
+have come under my notice.
+
+As yacht racing is a gentleman’s sport, it is needless to lay stress on
+the yacht owner’s obligation to live up to its ethics, to observe the
+racing rules in spirit and letter, to be sparing in the use of the
+protest-flag—indeed never to display it unless he is convinced that
+there has been an undoubted violation of the rules. After he has made
+his protest he should not withdraw it, but allow the race committee to
+adjudicate upon it. The protest must be made in writing.
+
+A writer in the _Yachtsman_ some years ago, while discussing the whole
+subject of protests, suggested that a good way of checking the
+unsportsmanlike habit of hoisting a protest-flag without sufficient
+cause, would be to compel a competitor displaying the flag to deposit
+the sum of £1 with the sailing committee, which should be forfeited to
+the club fund in the event of the protest being withdrawn, and only be
+repaid in the event of the protest being decided in favor of the
+protesting party. This, in my judgment, is a capital suggestion and
+should be adopted whenever the time is ripe for it. The upholders of the
+maxim, “When in doubt, hoist a protest-flag,” should be brought up with
+a round turn. A better maxim is, “Be sure you are right, and then go
+ahead.”
+
+There is, however, one point which I wish to make. Not so long ago it
+was common report that the owner of a yacht in a class where shifting
+ballast was prohibited, habitually carried bags of shot in his cabin and
+when the breeze was heavy placed them on a shelf to windward, so as to
+increase the boat’s stability. The charge was never investigated.
+Whether true or false, I know not. If true, the offender should have
+been expelled from the club and from the society of gentlemen generally.
+If false, the same justice should have been meted out to his
+calumniators. In my opinion, the case called for the fullest inquiry.
+
+The practice of being measured with three light men aboard as crew and
+sailing the race with three heavyweights, was begun by certain
+unscrupulous tricksters. This was, however, stopped summarily by a hard
+and fast rule, defining the limit of live weight to be carried.
+
+The race committee, if it sees any transgression of the sailing rules,
+should disqualify the offender, whether a protest is made or not. For
+the honor of our yachtsmen be it said, that, generally, if they commit
+any breach of the rules, such as fouling a mark, they voluntarily report
+the incident to the officers and thus there is no need of an accuser.
+
+An owner above all should make it his business to see for himself that
+the taxable length of his yacht is never increased. Remembering the
+unhappy Dunraven episode, he should not make charges against his
+opponent which he is not prepared to substantiate by most convincing
+evidence. A gentleman is as chivalrous concerning his antagonist’s honor
+as he is about his own. If not, he ought to be. At the same time, if he
+observes any “sharp practice” on the part of a competitor, it is his
+duty to expose it in the interest of true sport.
+
+A racing skipper should have the racing rules at his fingers’ ends. For
+instance, if his yacht is sailing in the annual regatta of the New York
+Yacht Club, he must take care that the vessel’s private signal and her
+number are displayed according to the rule; that no more persons are on
+board than permissible by Rule 8; that a boat and two life-buoys are on
+deck.
+
+I remember having been a guest on the cutter _Mayflower_ in her race
+against the _Volunteer_ for the Goelet cup, when a mistake was made
+about a boat, which, if it had not been rectified in time, might have
+led to our disqualification. We carried a small boat on deck, but
+finding it rather in the way when working ship, we passed it down the
+skylight into the main saloon. One of Commodore E. D. Morgan’s guests
+pointed out that the rule stated plainly that the boat must be carried
+_on deck_. In a jiffy the offending boat was lugged up out of the cabin
+and placed where it rightfully belonged.
+
+The skipper must study the sailing instructions with critical care; he
+must not forget that, the preparatory signal once made, the yacht is
+amenable to the racing rules until the end of the contest; that a yacht
+going free keeps clear of a yacht close-hauled; that a yacht
+close-hauled on the port tack keeps clear of a yacht close-hauled on the
+starboard tack; that when going free on opposite tacks, the yacht with
+the wind on the port side keeps clear; that when going free on the same
+tack the windward yacht keeps clear; that a yacht with the wind aft
+keeps clear of all others; that when yachts which overlap are rounding a
+mark or passing an obstruction, the outside yacht must give room to and
+keep clear of the inside yacht.
+
+He should remember that a yacht on the port tack can be disqualified if
+she strike or be struck by a yacht on the starboard tack, also if the
+latter luff, tack or bear away to avoid being struck. This is a most
+important rule, because if a breach of it occurs, the yacht responsible
+for it is not only disqualified but is liable for any damage that may
+result.
+
+When yachts approach an obstruction close-hauled, and the leeward yacht
+cannot tack and clear the windward yacht, the helmsman of the leeward
+yacht should hail for room and the two yachts must then tack together.
+An overtaking yacht must keep clear of an overtaken yacht, which may
+luff but must not bear away out of her course to obstruct the passage of
+her competitor to leeward. If a yacht runs ashore, or fouls a vessel or
+other obstruction, she may use her own boats and gear to get clear, but
+she must take them aboard again, and is forbidden to accept help except
+from the crew of the vessel fouled. This rule is, however, qualified by
+another, which declares that when accidents occur competing yachts must
+assist to save life.
+
+A yacht must be propelled by sail alone after the preparatory gun. If
+she is late and is being towed toward the starting line when the
+preparatory signal is given, she may be disqualified. Tardy owners and
+skippers should keep tab on this. A yacht may anchor during a race, but
+she may not slip. She must not warp or kedge, or make fast to a buoy,
+pier, vessel or other obstruction. The government regulations regarding
+lights and fog signals, shall be observed by day and by night.
+
+These are the principal rules which the skipper should never forget if
+he desires to achieve or maintain a reputation. One thing I want to
+impress upon him is that in any emergency when his vessel may be in
+peril, it is his imperative duty to follow the regulations of the rule
+of the road at sea, as prescribed by international law, and disregard
+any racing rules that in the slightest degree conflict with a literal
+interpretation of this rule. If he fails in this duty his owner is
+responsible for any and all damage incurred by his vessel or by the
+vessel he collides with. In an admiralty court the racing rules of a
+yacht club or a yacht-racing association are disregarded. The case is
+judged by standard rules of law that prevail among all seafaring
+nations. Those who break the law must pay the penalty thereof. I cannot
+impress this little legal maxim too strongly on both owners and
+skippers.
+
+[Illustration: [Ship’s wheel]]
+
+[Illustration:
+
+  “VIGILANT.”
+]
+
+
+
+
+                                 VIII.
+                        EVOLUTION OF THE RACER.
+  HOW TONNAGE AND MEASUREMENT RULES HAVE AFFECTED FORM IN AMERICA AND
+                             GREAT BRITAIN.
+
+
+The growth of the English cutter from its cradle, on the south and east
+coasts, where the fantail stern was created, is an interesting study.
+From the _Pearl_, designed by Sainty, the smuggler, for the Marquis of
+Anglesey, down to the modern yacht of 1899, it is apparent that the
+evolution of the craft was slow and gradual until about 1880, since when
+strides of unprecedented length have been taken. Up to 1880 yacht
+designing advanced sluggishly, both here and abroad, but the progress of
+the art could be marked by the intelligent student, even as a trained
+forester can tell the age of an oak from a section of the trunk. The
+more closely you observe, the more clearly are you convinced that the
+naval architects of both countries have for some time been converging to
+a common goal. This goal they now seem to have attained.
+
+In order to give an intelligent summary of the development of the racing
+yacht of to-day, it is necessary, as we progress, to take note of the
+measurement or tonnage rule which caused the change in the form of the
+yacht.
+
+The yacht of the early part of the century was an apple-bowed craft of
+about three beams to length, ballasted with stone, gravel, or old iron.
+Competition was restricted to matches between two yachts, the bigger
+craft, other things being equal, usually winning. The first rule was
+derived from the mercantile marine, and had been in force since 1794. It
+was one in which length of keel and fore-rake, and the breadth at
+broadest place, were the only dimensions that were measured. It did not
+matter how high or how low the vessel was in the hold, half-breadth was
+taken to represent the depth, in calculating tonnage. The tendency of
+this rule was to make vessels high, narrow, and flat-sided, in order to
+get as large a carrier as possible with the smallest registered tonnage.
+This was called builder’s tonnage, and was in vogue until 1854 in the
+mercantile marine. It was applied to yachts simply as a guide for
+building them or for their purchase and sale. Up to 1854 there was no
+time allowance whatever. Big and little yachts raced together
+indiscriminately, and, of course, the larger boats had the advantage. It
+struck Mr. Holland Ackers as being somewhat of an anomaly, so he
+proposed a table of time allowances between large and small yachts, the
+basis being the difference in size, as measured by the merchant-ship
+tonnage rule, as given above, and the length of the course.
+
+[Illustration:
+
+  Photo by J. C. Hemment.
+
+  “DEFENDER” IN DRY DOCK.
+]
+
+To evade the heavy harbor dues, etc., to which merchant vessels were
+liable under the 1794 tonnage rule, shipbuilders naturally reduced beam,
+which was penalized twice over, and increased depth, which was not taxed
+at all, thus creating a vicious type of vessel. Yacht builders followed
+suit, gradually increasing draught and decreasing beam. Then came the
+raking sternpost, introduced about 1850 by Wanhill, of Poole, which gave
+on a given length of keel a much longer water-line. Outside lead
+followed.
+
+In 1854 the “Thames Rule” was adopted, by which the length on deck was
+measured and from this length the whole beam was subtracted.
+
+This system did fairly well till heavy lead keels were introduced. Then
+builders and owners found that with a lot of length and depth yachts
+could carry sail enough to make them faster and more powerful vessels
+than their predecessors, the reason being because they were far larger
+in reality, carrying about 25 per cent. more sail and ballast, whereas
+if the actual draught of water had been used as a factor in defining the
+tonnage no such abortions as this rule encouraged would ever have been
+built.
+
+The apple bow and barrel-like bottom flourished in England until 1851,
+when the schooner-yacht _America_ created a revolution in British yacht
+naval architecture. Then, following the shape of that memorable craft,
+the long, hollow bow became the fashion.
+
+In 1878 the Yacht Racing Association decided that the length should be
+measured on the load water-line instead of on deck. This was principally
+owing to the circumstance that designers, in order to cheat the rule,
+had adopted such devices as a ram bow and an immersed counter.
+
+[Illustration:
+
+  “THISTLE,” NOW “COMÈTE,” EMPEROR OF GERMANY, OWNER.
+]
+
+The yachts continued to get longer and narrower and deeper until, in
+1882, the Yacht Racing Association adopted a rule a trifle easier on
+beam; and in 1887 a rule was formulated in which length and sail area
+alone were penalized, beam being left free from any tax whatever. It is
+interesting to note that the first yacht built that took advantage of
+this rule was the _Thistle_, which challenged for the _America’s_ Cup in
+1887 and was defeated by _Volunteer_. _Thistle’s_ beam was 20.3 feet,
+while that of _Genesta_ and _Galatea_ was 15 feet. A comparison of two
+crack English craft and two smart Yankee yachts of the year 1893 shows
+how close Mr. Herreshoff and Mr. Watson were coming:
+
+                          _Length L. W. L. Feet._ _Beam. Feet._
+        _Britannia_                          87.8         23.66
+        _Valkyrie II_                        86.8         22.33
+        _Navahoe_, C. B.                    86.93         23.00
+        _Vigilant_, C. B.                   86.19         26.25
+
+[Illustration:
+
+  “VOLUNTEER.”
+]
+
+Still more significant are the measurements of _Valkyrie III._ and
+_Defender_, both keel Craft:
+
+                         _Length L. W. L. Feet._ _Beam. Feet._
+          _Valkyrie III_                   88.85         26.20
+          _Defender_                       88.45         22.20
+
+It will be seen that not only did the American designer discard the
+centerboard, but he gave his craft less beam than the British boat. I
+remember when both vessels were hauled out in the Erie Basin, Brooklyn,
+the American yacht was generally mistaken for the English, and vice
+versa; this, too, by experts looking on from a distance too remote to
+distinguish the names on their sterns.
+
+In 1892 the leading yacht designers of Great Britain, realizing the
+rating rule then in vogue, wrote to the Yacht Racing Association
+suggesting that the rule be so modified that a type of vessel having
+more body be evolved. In the same communication they said, defining what
+the general public requires in a yacht:
+
+“That she shall be safe in all conditions of wind and weather, that she
+shall combine the maximum of room on deck and below with the minimum of
+prime cost, and that she shall be driven as fast as may be, with the
+least expenditure of labor, _i. e._, that she shall have a moderate and
+workable sail area. Therefore, as but few men can afford to build for
+racing, and for racing only, and as the racer of to-day is the cruiser
+of a few years hence, any rating rule should, by its limitations,
+encourage such a wholesome type of vessel.”
+
+[Illustration:
+
+  Photo by J. C. Hemment
+
+  “VALKYRIE III.” IN DRY DOCK.
+]
+
+The Yacht Racing Association, on the other hand, held the view that what
+the yacht-owning public want in a racing yacht is speed first, last, and
+all the time, no matter what the cost. The only change made at that time
+was in the measurement of the fore triangle and marking the load
+water-line forward and aft.
+
+[Illustration:
+
+  Designed by Watson, 1894.
+
+  “ELLEN”—20-RATER.
+]
+
+_Thistle_ was the first big English racing cutter with a clipper bow.
+Her advent caused much critical comment among the experts, whose eyes
+had become so accustomed to the “cutter stem” that they fairly blinked
+when they first gazed on the new Clyde craft.
+
+Mr. Watson, writing about the defeat of the _Thistle_ in 1894, says:
+“Her surface was so cut down that sufficient lateral plane was not left
+to hold her to windward, and although she sailed the water as fast as
+the American champion, the _Volunteer_, she drifted bodily to leeward.”
+
+After Mr. Watson had realized the superiority of _Vigilant’s_ model over
+that of _Valkyrie II._, he designed the 20-rater _Ellen_, which I
+reproduce from a photograph. It will be noticed that her form is
+strikingly similar to that of _Vigilant_. Of a verity, imitation is the
+sincerest form of flattery!
+
+With the long overhang forward, the running bowsprit was abolished. The
+modified cutter rig thus resulting is practically the same in both
+America and England. Bobstays are now bars of steel or iron, and
+bowsprits are comparatively short when compared with those that used to
+project from the bows of the straight-stemmed cutters.
+
+The clipper bow was gradually altered and modified until the present
+stage was reached.
+
+That sterling old British racing skipper, Captain Tom Jay, talking about
+the modern cutter, with her cutaway forefoot and raking sternpost, being
+an awkward craft to handle in a seaway, said: “Believe me, sir, it’s not
+always so much the craft that’s awkward as the people that’s in her. Of
+course, being so easy to drive, they reach faster than the old-fashioned
+vessels, and that makes them drive harder into the seas; but that is
+mostly a matter of the canvas you set. Of course, the worst time is when
+you’re sailing a point or two free, because they go their ten knots, and
+that means that they throw it about a bit.”
+
+[Illustration:
+
+  BOW, 1892.
+]
+
+In our own country the measurement rules have also had a dominant
+influence on the form of our racing craft as they appear in 1899.
+
+[Illustration:
+
+  STERN, 1892.
+]
+
+[Illustration:
+
+  MIDSHIP SECTIONS OF FIVE ENGLISH CUTTERS.
+]
+
+[Illustration:
+
+  THE CUP CONTESTANTS.
+
+  The lower lines are approximately those of the English cutters, except
+    in the case of “Valkyrie III.,” which is wider and shallower than
+    “Defender.”
+]
+
+Monstrosities with fin-keels now monopolize the races in the larger
+classes, while scows and ingenious nondescripts, which sailors would
+never mistake for boats, control all the sport in the smaller classes.
+How to give the owner of the honest boat a fair show, while at the same
+time dealing justly with the owner of the racing machine, is a problem
+that seeks for solution at the hands of constituted yachting
+authorities. The present fleet of “freaks” is due in the first instance
+to the want of foresight displayed by the clubs in not legislating
+against them when they first made their appearance. Naval architects are
+only human, and they cannot be blamed for taking advantage of any and
+every ill-considered rule adopted by the clubs. For instance, when beam
+was taxed in Great Britain the result was the long, deep and narrow
+craft which so long prevailed across the Atlantic. The tax was taken off
+beam in 1886, and the consequence was the practical abolition of the
+narrow British cutter and the adoption of a beamier type of craft. At
+the present time beam as a factor is utilized in much the same way both
+in this country and in Great Britain. Until some sage discovers what is
+absolutely the best type of yacht, we shall continue to go beating about
+the bush.
+
+There is no doubt that a rating rule can be so framed as to make any
+particular type come into vogue, and in the end that type is bound to be
+pushed to extremes. Experience has shown that when this stage arises in
+an acute form the standard of rating is altered. This has been the case
+in the United States ever since the sport became established. When the
+New York Yacht Club was organized in 1844 the yachts were rated
+according to Custom House tonnage, first-class sloops allowing 35
+seconds a ton and second-class sloops allowing 45 seconds a ton to their
+inferiors. This system was in force for only two years. In 1840 a
+startling innovation was made. It was neither more nor less than getting
+the actual weight of the yachts, which was computed by the revolutions
+of screw-jacks placed under the keel of the boat when in dry dock. Here
+is an example culled from the club’s archives:
+
+[Illustration:
+
+  “VOLUNTEER” AND “THISTLE.”
+]
+
+[Illustration:
+
+  “VIGILANT” AND “VALKYRIE II.”
+]
+
+                            YACHT “SYREN.”
+                     Weight of boat   115,776 lbs.
+                     Weight of keel     3,400 lbs.
+                     Weight of rudder     219 lbs.
+                                      ———————
+                     Total            119,395 lbs.
+                     Racing measurement, 53 tons 6
+                              cwt. 9 lbs.
+
+From these data the allowances were computed. This queer rule was in
+vogue until 1852, when a widely different regulation was adopted. Sail
+area alone was taken into account, the following being the allowance:
+
+  First class—Over 3,300 square feet sail area, 1 second per foot.
+
+  Second class—Between 2,300 and 3,300 feet, 1¼ seconds per foot.
+
+  Third class—Less than 2,300 feet, 1½ seconds per foot.
+
+[Illustration:
+
+  “VALKYRIE II.”
+]
+
+The natural result of this rule was the adoption of the light-draught
+boats vulgarly designated as “skimming dishes.” It was found that it
+took less canvas to drive this type of yacht through the water, and the
+consequence was the building of many curious craft whose models may now
+be seen on the walls of the New York Yacht Club. Here is a striking
+example, which shows how the rule affected the sail area of the yachts.
+The schooner _Rebecca_, which, before the rule was made, used to carry a
+sail spread of 3,303 square feet, was cut down to an area of 1,306
+square feet. This absurd rule was in force with a few modifications
+until 1871, when yet another sweeping change was made. This time the
+elements consisted of the yacht’s displacement in cubic feet and the
+length of the water-line. In 1873 the rule was changed so as to take
+into account the cubic contents of the whole hull. In 1883 a plan was
+adopted taking into account, as a function of the new system, twice the
+water-line length and once the sail area. In 1890 the present rule was
+adopted by the New York Yacht Club.
+
+[Illustration:
+
+  “VALKYRIE III.”
+]
+
+[Illustration:
+
+  MODERN TYPE OF FIN.
+]
+
+[Illustration:
+
+  “DEFENDER” AND “VALKYRIE III.”
+]
+
+[Illustration:
+
+  Photo by J. C. Hemment
+
+  HOISTING “DEFENDER’S” MAINSAIL.
+]
+
+Personally, I am opposed to any system that restricts or taxes sail, and
+I am glad to be able to quote the veteran Scotch yacht designer, Mr.
+William Fife, Sr., as being on my side of the fence. He wrote, in
+January, 1895: “I am not a believer in restricting sail; every yacht
+should get what she can carry. I know this idea has many opponents,
+although I never saw a valid reason against it; a yacht can be spoiled
+with excessive spars and sails, and sail area may therefore be left to
+take care of itself. To satisfy those, however, who fear that, in the
+absence of any tax on sail area, excessive sail areas might be
+introduced, a maximum allowance of so many square feet per ton might be
+specified.”
+
+We are, however, confronted by conditions and not theories, but I could
+not help putting myself on record as being against the taxation of sail.
+I am almost alone in this. But to resume. _Madge_, _Clara_ and other
+imported British cutters had considerable influence, and caused our
+designers to modify the shallow underwater bodies and beamy tops, the
+_Puritan_ in 1885 being the first successful compromise vessel built in
+the United States. _Mayflower_ and _Volunteer_ followed.
+
+Under the British tonnage rule in vogue in 1886, a 90-foot yacht of
+26-foot beam would have been an impossibility, but as soon as the
+penalty was taken off beam the British designers took advantage of the
+circumstance and followed in the footsteps of the Americans, until, in
+the days of _Valkyrie III._ and _Defender_, the national types were
+practically the same, Herreshoff being a trifle in advance of Watson, as
+the victory of the British craft demonstrated.
+
+Meanwhile, the only way I see out of the difficulty between racing
+machines and honest boats is to sail them in different classes. The plan
+is good to draw up tables of scantlings and rules for the construction
+of all racing yachts to be built in the future. As for the “freaks”
+unhappily now in existence, it is consolatory to be assured that they
+will all fall to pieces very soon. It is a great wonder, indeed, that
+some of them did not succumb at the close of their first season.
+
+The photographs of _Valkyrie III._ and _Defender_, in dry dock, which,
+through the kindness of my friend Mr. J. C. Hemment, I am able to
+reproduce in this chapter, show the remarkable similarity that exists
+between the two yachts. Both were taken as the vessels appeared in the
+Erie Basin when, on the eve of the first race, they were docked to
+receive the final touches for the fray.
+
+_Defender’s_ hull is of metal, as I have previously mentioned, and she
+was subjected to a very thorough polishing-up above and below the
+water-line. I had an opportunity which I did not allow to escape me of
+closely examining the hull of the saucy Yankee craft and comparing her
+lines with those of the British boat. _Defender_, when after a little
+while you came to appreciate the wondrous symmetry of her underbody,
+exhibited a fairy-like form when contrasted with the less perfect shape
+of her rival. I make this criticism while at the same time having the
+profoundest respect for the genius of Mr. Watson, whose talent as a
+naval architect nobody admires more than I do.
+
+[Illustration:
+
+  Photo by J. C. Hemment
+
+  “DEFENDER” UNDER BROOKLYN BRIDGE.
+]
+
+But after my visit to the Erie Basin in Brooklyn I formed the opinion
+that the _America’s_ cup was, barring accidents, perfectly safe for
+another year. _Defender_ exhibited all the grace of a thoroughbred
+horse, while _Valkyrie_ was a clumsier but apparently a more powerful
+creation. _Defender_, in point of fact, was as highly finished a product
+of the skillful naval architect as was the Scotch cutter _Minerva_ when
+compared with some of the “brutes” that were built to beat her.
+
+I had plenty of time to examine both vessels, and I need not say that
+each had a wondrous attraction for me. I saw Captain Cranfield mix his
+famous black varnish for _Valkyrie’s_ bottom, a compound whose two
+principal elements are coal tar and “turps,” but which gives a
+surprising gloss and sleek finish when mingled in correct proportions. I
+saw this applied to the wooden planking of the English clipper, and
+thought to myself that something more potent and speed-compelling would
+be necessary to plaster her with if the cup were to be carried away. My
+friends on the staff of OUTING remember that on my return to the office
+from the Erie Basin I told them my views of the rival yachts, and
+predicted an easy victory for the Yankee craft.
+
+My sympathy was with the British boat. I realized that in the interest
+of true sport it would be a capital thing for the _America’s_ cup to
+leave our shores for a while, because it would put our yacht designers
+on their mettle, and produce something wondrous in the yacht line so far
+as speed is concerned. But it struck me that _Valkyrie_ was scarcely
+good enough to accomplish the task for which she was constructed. Now I
+am neither a prophet nor the son of a prophet, but I simply relate facts
+as they occurred. I am convinced also that Mr. Watson, after examining
+_Defender_ in dock, realized that his work had been in vain, and that
+_Valkyrie_, admirable as she was and is, was a wee bit inferior to the
+peerless Bristol flyer.
+
+The photograph of _Defender_ passing under Brooklyn Bridge, which her
+topmast truck barely cleared at the top of high water, shows the
+tauntness of her mast, and is a splendid object lesson, worthy of
+preservation for all time. The spirited photograph of her crew tailing
+onto the throat halyards of the mainsail shows the light but strong rig
+forward, the stumpy bowsprit, the batten-like bulwark, and the other
+modern features of the beau-ideal racing vessel of 1895.
+
+[Illustration:
+
+  “DEFENDER” UNDER SAIL.
+]
+
+Whatever developments there may be in store for us with regard to hull,
+rig and sail plan, I know not. But if within the next ten years as great
+progress is made as has been made during the past decade, the racing
+machine of that epoch will indeed be a marvelous scientific product.
+Personally, I am quite willing to endure my earthly burdens for a while
+longer if only for the pleasure of gratifying my curiosity about the
+yacht of the future, which has more charms for me than the evolution of
+the new woman, fascinating as this study doubtless is.
+
+During the many years in which I have been interested in yachting I have
+seen many eventful changes in the yachts, their rig, their sail plan,
+and also in the rules that govern their races. Speed has perhaps been
+developed at the expense of seaworthiness, but yacht sailors have also
+become more expert at their calling, having progressed with the times.
+Skippers have learned to handle craft like _Valkyrie_ or _Defender_,
+with main booms of steel 105 feet long, in half a gale of wind; and
+there is no doubt that, properly rigged and under capable charge, they
+are as safe for an ocean voyage as any other kind of craft. I will not
+say a word about the comfort or the accommodations to be found in one of
+the big racing cutters; but sailors are accustomed to hardships, even as
+eels to the knife of the cook that skins them.
+
+Much stress has been laid upon the superior advantages that _Defender_
+had over _Valkyrie III._, inasmuch as the challenger was built more
+strongly and heavily, as she had to cross the ocean to race for the cup.
+I don’t think that the mere circumstance of a transatlantic voyage would
+induce a modern yacht designer to add a single superfluous ounce of
+weight to a racing craft. Luck is depended on to a certain extent, but
+the bold and skillful skipper is relied on most of all.
+
+I remember reading the other day of a valiant sea captain whose steamer
+was disabled in a hurricane and lost her funnel. What did this brave
+fellow do? Give up the ship and take to the boats? Not he; he came from
+a different breed. He rigged up a jury funnel of timber, barrels and
+canvas, and by playing the hose on this improvised smokestack and
+keeping it continually drenched with water managed to keep up a good
+head of steam and eventually reach port. He came of the great Anglo
+Saxon race, which has done many heroic deeds afloat and will continue to
+achieve daring actions just as long as Old Ocean endures. Thus, while I
+am writing about the evolution of the racer, permit me to pay my humble
+tribute of praise to the brave seamen who man the racing yachts and have
+made as much headway in handling the marvelous pieces of mechanism as
+their designers have done in “creating” them.
+
+[Illustration:
+
+  “VALKYRIE III.”
+]
+
+
+
+
+                                  IX.
+                       THE ETIQUETTE OF YACHTING.
+     WHAT IS CONSIDERED TO BE “GOOD FORM” IN CRAFT, OWNER AND CREW.
+
+
+Every yachtsman should be conversant with the etiquette of his calling.
+If ignorant of the many nice points pertaining to his own personal
+behavior afloat, or of the proper conduct of his craft at anchor or
+under way, he may become the subject of a certain amount of ridicule,
+which is, to say the least, annoying in the extreme. There are many
+commodores who would rather forgive a man for breaking the majority of
+the Ten Commandments between dusk and dawn than for committing a breach
+of nautical etiquette as handed down from the days of the fathers of the
+sport and added to infinitesimally year by year.
+
+In Great Britain yachting etiquette is modeled largely after that of the
+Royal Navy, and the same is true in a measure of our own code of
+yachting manners.
+
+It ought to be unnecessary to urge that a yacht should always be clean
+and bright as a new pin; her decks white as a hound’s tooth; her
+brasswork gleaming, and her polished or varnished woodwork with a
+mirror-like burnish. Her masts should be correctly stayed, her standing
+rigging set up to the point of rigidity, her running gear hauled taut
+and snugly coiled down, her flags mast-headed right up to the truck, no
+“Irish pennants” towing overboard, but everything from truck to keelson
+ship-shape and Bristol fashion. A yacht kept in good order is a credit
+to all aboard from owner down to the cook’s mate. Not only is she a
+credit to those who man her, but also to the club whose burgee she
+flies. In this respect all yachtsmen, but especially racing yachtsmen,
+should aim at perfection, and not be satisfied until they make a clear
+bull’s eye.
+
+The reason for this is that a racing yacht invariably attracts more
+attention than does one of the purely cruising kind, and any
+carelessness, however minute, aboard her is generally sure to be
+magnified to a high degree by the microscopic eye of criticism.
+
+Racing crews should always be clean and smart as paint. Untidiness
+should never be allowed.
+
+In the matter of guns, Young America, particularly when afloat, is apt
+to be a trifle too demonstrative. It need hardly be said that the
+indiscriminate discharge of cannon from a yacht is, like the screeching
+salute of a steam whistle, opposed to good yachting manners. There are
+only a few occasions when it is necessary to waste good gunpowder on a
+yacht. The custom in this country is for all the yachts to salute the
+flag officer in command of a squadron when he joins the fleet, every
+boat that carries a gun banging away when the flagship drops anchor.
+This is a picturesque sight when the fleet is a big one. When the
+squadron of the New York Yacht Club used to rendezvous at New London for
+the annual cruise a big crowd of sightseers used to sally forth from the
+quaint old city to see the flagship join the squadron and receive the
+salutes. The bang of the big guns from the mighty steam yachts and the
+diminutive din from the pigmy popguns of tiny but pretentious craft made
+a rare noise in the harbor, especially when the fleet, as it often did,
+numbered more than one hundred sail. This saluting of the commodore is
+considered obligatory, and for the use of yachtsmen who do not care to
+include a brass cannon in their outfit some ingenious pyrotechnist
+invented a giant cracker, whose discharge is as earsplitting as that
+from the biggest yacht cannon ever carried. To hear such a threatening
+bang emanate from so small a yacht creates something akin to awe! When a
+squadron or part of a squadron is at anchor in a roadstead the flag
+officer in command or the senior captain present fires a gun at eight
+bells in the morning watch making “colors,” the fleet taking the time
+from the flagship. The same process is gone through at sundown, the
+fleet at the sound of the gun hauling down the ensign and the club
+burgee and hoisting the night pennant.
+
+The commodore, when in command of a squadron, when hoisting a signal to
+get under way or perform any other nautical manœuvre, calls attention to
+the signal by firing a gun. The yachts, in order to show that the signal
+has been observed, hoist the answering pennant of the commercial code of
+signals.
+
+Saluting by means of the gun when yachts meet under way is obsolete,
+although not forbidden by the code. Craft now content themselves with
+dipping the ensign, junior captains saluting first.
+
+No firing of guns is permissible on Sunday.
+
+Owners when not aboard should fly a blue rectangular flag from the
+starboard spreader (the main spreader of a schooner). In order that
+visitors may not intrude when the owner is at meals, a white rectangular
+flag is displayed from the spreader as above. A red pennant from the
+port fore spreader of a schooner or the port spreader of a single-masted
+craft denotes that the crew are at a meal.
+
+If I may make so bold as to give a hint to a real live commodore, I
+venture to suggest that he shall try his level best to appoint a
+fleet-captain of tact, good temper, sound judgment, discretion—in fact,
+a gentleman as well as a man of the world. I have been on a cruise with
+a fleet-captain possessing all the sterling attributes above enumerated,
+and I have also sailed with one his direct opposite. Thus I speak from
+experience. A fleet-captain may do much to make or mar the pleasure of a
+cruise.
+
+Single-masted vessels display the private signals of their owners when
+cruising; when at anchor they fly the club burgee.
+
+In making colors, salutes, etc., the yacht always represents the rank of
+the owner, whether he is aboard or not.
+
+Yachts in commission should hoist their colors at 8 o’clock A. M., and
+haul them down at sunset, taking time from the senior officer present.
+
+Before colors in the morning and after colors at sunset, the ensign and
+distinguishing flags should be shown when entering port, and should be
+hauled down immediately on coming to anchor.
+
+At all other times yachts should fly a night pennant at the main, from
+colors at sunset until colors the next morning.
+
+On Decoration Day and occasions of national mourning, the ensign only
+should be half-masted. On the death of the owner of the yacht, both the
+club flag and his private signal should be half-masted, but not the
+ensign. When mourning is ordered for the death of a member of the club,
+the club flag only should be half-masted. This rule applies to yachts
+both at anchor and under way.
+
+Flags should always be mast-headed before half-masting them, and should
+be mast-headed before hauling them down. Saluting with the ensign at
+half-mast should be done by mast-heading first.
+
+The senior officer present should be in command of the anchorage, should
+give the time for colors, make and return salutes, visits, etc.
+
+His yacht should remain the station vessel until a senior to him in rank
+arrives and assumes the command of the anchorage.
+
+Flag officers should always fly their pennants while in commission.
+
+From colors at sunset until sunrise the commodore should show, when on
+board, two blue lights, perpendicularly, at the stern; when absent, one
+blue light should be shown. The vice-commodore should show lights as
+provided for the commodore, substituting red lights instead of blue.
+Captains, when on board, should show a white light under the main boom;
+when absent this light should be extinguished.
+
+All salutes should be returned in kind.
+
+Yachts should always salute vessels of the United States Navy by dipping
+the ensign once.
+
+The commodore, on entering port to join the squadron, should be saluted,
+on coming to anchor, by the yachts present. On all other occasions the
+commodore should be saluted, on coming to anchor, by the officer in
+command.
+
+Junior flag officers should be saluted, on coming to anchor, by the
+officer in command, unless the latter be a senior in rank, in which case
+they should salute him.
+
+Captains should, on all occasions, salute the officer in command.
+
+The salute from yachts entering port should be made by dipping the
+ensign once, or by firing a gun on letting go anchor.
+
+The senior officer, when leaving the anchorage, excepting temporarily,
+should indicate the transfer of command to the next in rank by firing a
+gun on getting under way. All other yachts should salute the officer in
+command.
+
+All visits should be made according to rank.
+
+Yachts, passing one another, should always exchange salutes by dipping
+the ensign once, juniors saluting first. Steam whistles should never be
+used to make salutes.
+
+The salute to yachts entering port, entitled to a salute, should be made
+by dipping the ensign once, or by firing a gun when they let go anchor.
+
+An official salute to a foreign club should be made by firing a gun,
+with the flag of the foreign club at the fore on schooners and steamers
+and at the main on single-masted vessels, or, in the absence of such
+flag, by half-masting the club flag and firing a gun. When the salute
+has been returned, or a reasonable time for its return allowed, the flag
+should be hauled down and the club flag hoisted again.
+
+The salute from or to yachts arriving after sunset, or on Sunday, should
+be made immediately after colors on the following morning.
+
+When a flag officer makes an official visit, a gun should be fired, with
+his pennant at the fore on schooners and steamers, and at the main on
+single-masted vessels, while he remains on board.
+
+A yacht, acting as judges’ boat, should not be saluted during a race.
+
+The quarter-deck should always be saluted by lifting the cap on coming
+on board or from below.
+
+Yachts should report to the commanding officer on joining the squadron,
+and should obtain his permission before leaving it.
+
+When under way with the squadron, firing guns and signaling should be
+avoided, except when joining or parting company, or when repeating
+signals.
+
+When squadrons of different clubs meet at sea, salutes should be
+exchanged only by the commanding officers.
+
+Salutes from single yachts at sea should only be answered by the
+flagship.
+
+Single-masted vessels should fly the private signal of the owner when
+under way with the squadron; when at anchor, the club flag.
+
+When a foreign yacht arrives, the senior officer present should send on
+board, without regard to rank, a tender of the civilities of the club.
+
+Yachts should salute on entering port in the home waters of a foreign
+club, where any of its fleet are lying. After the tender of civilities
+has been made, owners of the entering yachts should visit the officer in
+command of the anchorage. All other visits should be made according to
+rank, visits to their equals in rank being made by the owners of the
+entering yachts.
+
+The time for colors in the home waters of a foreign club should be given
+with its senior flag officer present.
+
+The term “foreign” should be understood as applying to all clubs outside
+of the waters of the Gulf of Maine.
+
+Flag officers and the fleet-captain should fly their pennants, and
+captains their private signals, when in their boats; members, the club
+flag. After sunset a white light should be shown at the bow.
+
+Passing one another, juniors should salute seniors by raising the cap.
+
+Following are the words of command used in the handling of rowing boats:
+
+  _Give Way._—To begin rowing.
+
+  _Hold Water._—To stop the boat’s progress by keeping the blades of the
+      oars in the water in a vertical position, and at right angles to
+      the keel.
+
+  _In Bow._—To cease pulling the bow oar and to lay it down fore and aft
+      within the boat, the blade forward.
+
+  _Let Fall._—To let the oars drop from the vertical to the horizontal,
+      the loom resting in the rowlock, the blade held out of the water
+      and horizontal, the oar itself at right angles to the keel.
+
+  _Oars._—To cease rowing, and to maintain the oars in the same position
+      that they are in after executing the order “Let Fall.”
+
+  _Ship Oars._—To lift trailing oars out of the water alongside and hold
+      them as described for “Let Fall.”
+
+  _Shove Off._—To force the boat away from a vessel’s side or from a
+      wharf or float.
+
+  _Stern All._—To row the boat backwards—the opposite to “Give Way.”
+
+  _Toss._—To lift the oars out of the water and lay them down within the
+      boat, fore and aft, the blades forward.
+
+  _Trail._—To throw trailing oars out of the rowlock and allow them to
+      _trail_ alongside by their lanyards.
+
+  _Up Oars._—To raise the oars to the vertical, the blades kept fore and
+      aft—a preface to the order “Let Fall.”
+
+  _Way Enough._—To cease rowing, and to lift the oars out of the water
+      and boat them, at the coxswain’s word, “Toss.”
+
+When visiting a yacht at anchor, steer for the starboard gangway. The
+port gangway is the “back door” of a yacht and is reserved for sailors,
+stewards, etc.
+
+When boarding a yacht under way, or hove to, go to the lee side, no
+matter whether port or starboard.
+
+Don’t forget to “salute the quarter-deck” on reaching it by touching
+your cap in naval style.
+
+As soon as you get aboard pay your respects to the owner. If you don’t
+see him on deck send your card to him immediately.
+
+A young yachtsman, when about to embark in a boat from a yacht, should
+go over the side first and should take a modest seat. The owner of the
+yacht is last to leave and takes the post of honor at the tiller lines.
+
+When disembarking at a landing, returning to the yacht, or going aboard
+another vessel, the owner leaves the boat first, the modest youngster
+last.
+
+[Illustration:
+
+  Photo by R. B. Burchard.
+
+  DEFENDER—STERN.
+]
+
+
+
+
+                                   X.
+                         YACHTING INSURANCE.[1]
+ ALSO A FEW LEGAL WRINKLES ON THE STATUS AND RELATION OF OWNER TO CREW.
+
+Footnote 1:
+
+  The author is indebted to an eminent marine jurist (commonly known as
+  a sea lawyer) for all the information contained in this chapter.
+
+
+Underwriters, as a rule, seem not particularly anxious to run foot-races
+after the owners of small yachts who navigate their own craft. For some
+reason or other the amateur skipper is looked upon by them with
+suspicion and disfavor. Why, I do not know, for considering the immense
+number of pleasure craft in commission every year the ratio of loss
+through wreck, collision, or fire is remarkably low. I think, if
+underwriters took this circumstance into consideration, they would find
+it in their interest to offer more attractive inducements to owners of
+yachts to insure their floating property.
+
+The vast number of pleasure craft in commission on the Atlantic and
+Pacific seaboards, on our great fresh-water lakes, and on the large
+sheets of water that, like the Great South Bay, are divided from the
+ocean proper by a strip of sand, more or less narrow, should I think
+excite interest in marine underwriters, and induce them to offer
+attractive terms to yacht owners.
+
+The most dangerous fire risk in New York or any other great city is
+eagerly sought for by the lynx-eyed agents of insurance companies. No
+tenement is too flimsy; no habitation exposed to the accident of a mouse
+and a nest of matches is too perilous for the competition wallahs of the
+gigantic corporations.
+
+Bearing this in mind the owners of small craft have frequently tried, in
+the lack of aid from the large companies, to start a co-operative scheme
+of their own, but because of the want of an enterprising and intelligent
+organizer the project has always fallen through.
+
+Early in the present year I was asked by a friend of mine to try to get
+a policy of marine insurance on a 35-foot yacht which is worth at least
+$4,000 as she floats—lead keel and all the latest improvements. I had
+the greatest difficulty in effecting the deal. As a matter of fact no
+insurance company jumped out of its shoes with alacrity to accept the
+risk. Had it been some ramshackle old schooner, rotten in hull,
+deficient in sails and rigging, and manned by a scanty crew, I was told
+there would be little or no trouble in consummating the transaction.
+Pleasure vessels are viewed with suspicion that they do not deserve. I
+allude principally to the smaller classes of craft, which underwriters
+steer clear of as though they were affected by a hoodoo worse than that
+of Friday and the thirteenth day of the month.
+
+Marine insurance, so far as applicable to yachts, seems to be in a mixed
+and muddled condition. The owner of a steam yacht, commanded by a duly
+qualified master, and with the machinery in charge of a licensed
+engineer, has no difficulty in insuring his vessel at ordinary rates. As
+the risk is, generally speaking, not so hazardous as that of ships
+engaged in freight-carrying both summer and winter, underwriters, as a
+rule, give steam-yacht owners quite favorable terms, provided the yacht
+is seaworthy and well-found. A large, steel, steam yacht run under the
+foregoing conditions was insured up to her real value at a premium of
+three per cent. against losses by fire, collision, or the perils of the
+sea, the risk being divided _pro rata_ on the vessel’s hull, tackle,
+apparel and furniture, and the machinery and boilers.
+
+The policy, in this instance, protected the yacht against the “perils of
+the seas, men-of-war, fire, enemies, pirates, rovers, thieves,
+jettisons, letters of marque and countermarque, surprisals, takings at
+sea, arrests, restraints, and detainment of all kings, princes and
+people, of what nations, condition, or quality soever, barratry of the
+master and mariners, and all other perils, losses and misfortunes that
+have or shall come to the hurt, detriment or damage of the said ship,
+etc., or any part thereof. And in case of any loss or misfortune it
+shall be lawful for the assured, their factors, servants and assigns, to
+sue, labor and travel for, in and about the defence, safeguard and
+recovery of the said ship, etc., or any part thereof, without prejudice
+to this insurance; to the charges whereof the said insurance company
+will contribute according to the rate and quantity of the sum herein
+assured.
+
+“Each voyage to be subject to general average, particular average to be
+payable on each valuation separately or on the whole, if amounting to
+three per cent., or the vessel be _stranded, sunk, burnt, on fire, or in
+collision_. With leave to sail with or without pilots, to tow and to be
+towed, and to assist vessels and/or craft in all situations and to any
+extent, to render salvage services, and to go on trial trips. With leave
+to dock, undock, and change docks as often as may be required, and to go
+on slipway, gridiron and/or pontoon, and/or to adjust compasses,
+including the risk of launching.
+
+“In case of any claim for average the repairs to be paid without
+deduction of one-third, whether the average be particular or general.
+
+“General average and salvage charges as per foreign custom, payable as
+per foreign statement, and/or per York-Antwerp rules, if required; and
+in the event of salvage, towage or other assistance being rendered to
+the vessel hereby insured, by any vessel belonging in part or in whole
+to the same owners, it is hereby agreed that the value of such services
+(without regard to the common ownership of the vessels) shall be
+ascertained by arbitration in the manner hereinafter provided for under
+the collision clause, and the amount so awarded, so far as applicable to
+the interest hereby insured, shall constitute a charge under this
+policy.
+
+“And it is further agreed, that if the ship hereby insured shall come
+into collision with any other ship or vessel, and the assured shall in
+consequence thereof become liable to pay, and shall pay, by way of
+damages to any other person or persons, any sum or sums not exceeding in
+respect of any one such collision the value of the ship hereby insured,
+we, the assurers, will pay the assured such proportion of three-fourths
+of such sum or sums so paid as our subscriptions hereto bear to the
+value of the ship hereby insured. And in cases where the liability of
+the ship has been contested, with the consent, in writing, of a majority
+of the underwriters on the hull and/or machinery (in amount), we will
+also pay a like proportion of three-fourths part of the costs thereby
+incurred or paid; but when both vessels are to blame, then, unless the
+liability of the owners of one or both of such vessels becomes limited
+by law, claims under the collision clause shall be settled on the
+principle of cross liabilities as if the owners of each vessel had been
+compelled to pay to the owners of the other of such vessels such
+one-half or other proportion of the latter’s damages as may have been
+properly allowed in ascertaining the balance or sum payable by or to the
+assured in consequence of such collision; and it is further agreed that
+the principles involved in this clause shall apply to the case where
+both vessels are the property, in part or in whole, of the same owners,
+all questions of responsibility and amount of liability as between the
+two ships, being left to the decision of a single arbitrator, if the
+parties can agree upon a single arbitrator, or failing such agreement,
+to the decision of arbitrators, one to be appointed by the managing
+owners of both vessels, and one to be appointed by the majority in
+amount of underwriters interested in each vessel; the two arbitrators
+chosen to choose a third arbitrator before entering upon the reference,
+and the decision of such single, or of any two of such three
+arbitrators, appointed as above, to be final and binding.
+
+“This insurance also specially to cover loss of and/or damage to hull or
+machinery through the negligence of master, mariners, engineers, or
+pilots, or through explosions, bursting of boilers, breakage of shafts,
+or through any latent defect in the machinery or hull, provided such
+loss or damage has not resulted from want of due diligence by the
+manager.”
+
+By the terms of the above policy no damage under $100 could be
+collected.
+
+Another clause allowed the yacht to touch and stay at any ports or
+places, and for any and all purposes.
+
+Another clause made the liability cover the hulls, spars, sails, boats,
+etc.
+
+Yet another clause provided that a fixed sum should be returned for
+every fifteen days canceled and for a like number of days laid up
+dismantling, overhauling, repairing, etc. This, as the intelligent
+reader will see, is to guard against an usurious interest when the yacht
+is not exposed to the perils of corsairs or rovers on the deep green
+sea.
+
+The collision clause generally provides that although the yacht insured
+may be in fault the underwriters must pay up to three-fourths of the
+value of the policy toward the repair of the damaged vessel or the
+general repairs. For example, a yacht insured for $5,000 runs into
+another craft and damages her to the extent of $4,000. In that event the
+underwriters are responsible to the extent of $3,750.
+
+What is called the “racing clause” is sometimes added, which makes the
+underwriters liable for total or other loss while the yacht is in the
+act of racing.
+
+A policy for $1,250 covering five months should cost no more than ten
+per cent. if the yacht is in good condition. Rates vary on laying-up
+policies covering risks from fire, falling over, etc., while the craft
+is out of commission.
+
+A yacht should be insured for her full value. If insured for less the
+ratio which that amount bears to the true value will be deducted from
+the amount given as compensation for damages. Here is an English case in
+point. A man insured a boat for £200, her true value, as declared by him
+to Lloyd’s agent at the time, being £250. She suffered damages in a
+blow. The owner agreed to accept £25 for compensation. He was tendered
+£20, the explanation being that he had undertaken a fifth part of the
+risk on the craft himself, inasmuch as he had insured the boat for £50
+less than her real value; also that as he had agreed upon £25 as
+compensation for the damage sustained, the underwriters could only be
+called upon to pay £20. An appeal to the courts resulted in a judgment
+for the underwriters.
+
+It may be mentioned that English companies do the bulk of marine
+insurance, and that the law with regard to it is practically the same in
+the British Islands and this country.
+
+After mentioning all the dangers that may cause total loss, which is
+fully insured against, the policy states that where only partial damage
+is sustained the underwriters will pay an average for the repair of such
+damage at the rate of 3 per cent.
+
+The $100 clause is advantageous to the owner of a large yacht, for any
+damage that the craft might meet with while at sea, whether in the
+nature of collision, or carrying away of gear by stress of weather,
+would be more likely to exceed than come within the $100 limit. With
+small craft it is different. It would be a rather severe accident that
+would necessitate $100 worth of repairs. Some companies, realizing the
+injustice of this $100 clause, have lowered the amount to $50, but for
+this a slightly increased premium is demanded. I would advise all
+insurers of small boats to insist upon the $50 clause.
+
+When taking out a policy on a sailing yacht, whether for coasting or
+deep-water cruising, no stipulation is made as to the sailing-master
+being provided with a license. In fact, the law does not make it
+obligatory for the commander of a sailing yacht to pass any examination
+whatever; but the skipper of a steam yacht, like the engineer, must pass
+the regular examination and be provided with a license. The reason for
+this does not seem quite clear to the layman.
+
+The owner of a yacht, if he acts as his own skipper and engages the crew
+himself, has all the autocratic power of a master in the merchant
+marine. He can quell a mutiny with the pistol, clap a refractory
+“shell-back” into irons, and maintain stern discipline afloat. But
+happily the yachtsman is never called upon to exercise any severe
+measures such as those mentioned. If, however, the occasion called for
+the exercise of stringency the law would protect the yacht owner.
+
+If a sailor is discharged for misconduct he forfeits the outfit provided
+for him by the owner. Few yachtsmen, however, insist upon this, and the
+discharged seaman is allowed to take his “dunnage” ashore with him, but
+the outfit is legally the property of the owner.
+
+[Illustration: [Rowboat]]
+
+
+
+
+                                  XI.
+                         THE COST OF YACHTING.
+ CAUTIONARY AND ECONOMICAL HINTS TO TYROS ABOUT TO EMBARK IN THE SPORT.
+
+
+In a witty essay Mr. W. L. Alden, author of “The Canoe and the Flying
+Proa,” points out that the most reckless woman is vastly inferior in
+wild extravagance to the ordinary yacht whose owner has enrolled her in
+a yacht club. It is with yachts as it is with women, he argues. A man
+who provides himself with a pretty wife, equipped with a sufficient
+quantity of clothes, might keep her very cheaply if he did not permit
+her to go into society, which Mr. Alden conceives is about the same as
+introducing a yacht to the society of other fashionable yachts. He
+declares that when the once modest schooner or bashful sloop has once
+tasted the pleasures of a regatta, she proceeds to lavish her owner’s
+fortune with frightful recklessness. During the racing season she splits
+her sails as though they were lace flounces, and sheds topmasts and
+booms as though they were hairpins. At the close of the season he has to
+call in the aid of the shipbuilding profession, and to lavish upon her
+costly tonics of hemp and iron and other expensive remedies prescribed
+by skillful yachting specialists.
+
+When spring returns she is not satisfied with the position of her masts;
+she insists upon being provided with a new and more graceful stern and a
+complete wardrobe of new sails and signals. After these are supplied she
+declines to race unless her bow is lengthened ten or fifteen feet. Next,
+she finds fault with her figure and wants to be given more breadth of
+beam. Mr. Alden thinks that the owner of such a craft ought to have an
+independent fortune, or at least be counsel for an insolvent railroad. A
+yacht that squanders money like water all summer, undergoes elaborate
+repairs in the fall, and is completely remodeled every spring, is
+infinitely more extravagant than any woman who ever wore 32mo shoes or
+microscopic gloves. Mr. Alden concludes that the only way to be a happy
+yachtsman is to buy a slow and plain-looking yacht that rarely cares to
+go into society and carefully shuns the giddy regatta.
+
+There is much solid substance in the above, though at first sight it may
+appear to be somewhat fantastic. Unless an owner takes a personal
+interest in his yacht she is bound to prove a very costly luxury. If he
+gives _carte blanche_ to every Tom, Dick and Harry that has to do with
+her he will be amazed at the extent of the bills. The most expensive
+luxuries in the world are said to be racing stables and theatres run for
+the pleasure of rich men without business instincts. A large racing
+yacht conducted on the same extravagant and reckless basis might well
+hold the third place in the list.
+
+A prudent man, before investing in a yacht, will make inquiries as to
+the probable expense likely to be incurred, and will cut his coat
+according to his cloth. In this he will act as a sensible man making any
+other investment. Before purchasing a cottage at Newport, a person of
+average intelligence calculates the cost, and decides whether it is
+within his power to afford such a luxury. He doesn’t rush at it blindly
+like a bull at a gate. Most of our racing yachtsmen have begun when mere
+boys, generally with small craft, and have gradually worked their way
+upward tentatively, as it were, until they have owned the largest type
+of vessel. Take Mr. J. Rogers Maxwell, a representative yachtsman, as an
+instance. He commenced his yachting career with a mere cockleshell of a
+craft some fifteen feet long. He has ascended by easy stages, and knows
+the cost of building and running all kinds of pleasure craft. The result
+of his varied experience would be valuable indeed, for he has had a hand
+in the design of every craft that has carried his private signal.
+
+The life of the yacht owner, of course, is not all rose-colored. There
+is an occasional dash of bitterness in his daily draught. It is possible
+for him to hire a sailing-master who knows his business, to engage a
+temperance crew, and even to secure the services of a steward who is
+honest to the core. But there is ever present with him, from the morning
+he goes into commission in the spring until the chilly afternoon in the
+autumn when he hauls into winter quarters, the Yachting Parasite.
+
+The yacht owner soon becomes painfully aware of the existence of this
+excrescence. Whenever a camel falls down exhausted on the sands of the
+desert, a vulture is sure to await him with ravenous appetite and
+murderous beak and talons. So, too, wherever a yacht owner touches, he
+is always sure to be beset by some flattering knave eager for an
+invitation, and longing to stretch his legs under the cabin table and
+partake of its hospitable fare.
+
+This is the fellow to steer clear of, for if he once manages to get
+himself domesticated he becomes like a tame cat. He will flirt with the
+ladies aboard, if they are so foolish as to permit it; he will rook your
+son at cards; he will call for and drink your choicest vintages, and
+smoke your most fragrant weeds; and all this with an insolent air of
+proprietorship galling in the extreme. The only way to rid yourself of
+his presence is to burn the yacht, or to lash a couple of cannon balls
+to his legs and make him walk the plank. He is above taking even a broad
+hint to depart.
+
+The Yachting Parasite has an abundant feeding ground in America. Some of
+our yacht owners are marvelously susceptible to flattery. The Parasite
+is wide awake to this weakness and avails himself of it. He secures a
+season’s free board amid luxurious surroundings. He lives on the fat of
+the land, and the yacht owner hasn’t moral courage enough to kick him
+ashore. On the contrary, he seems to enjoy his sugary speeches. The
+Parasite is found under every flag, our American variety being naturally
+jealous of any foreign rival. Particularly objectionable to him is the
+English or Irish interloper with parasitical designs on what he regards
+as his own rightful prey. The successful Parasite thus lives a pleasant
+life during the yachting season. He has more fun than the owner, and
+neither expense nor responsibility. He sometimes is fortunate enough to
+be retained in his master’s household all winter. His fawnings have
+become indispensable to his patron’s comfort. A queer creature, truly,
+but he is one of our recognized yachting “institutions.” Guard against
+him, my brethren; never let him play the part of Old Man of the Sea to
+your Sindbad the Sailor. He is too unwholesome and expensive a luxury
+for you, and it is about time that he is abolished.
+
+In times of serious financial depression, when a cold wave of economy
+permeates the land, owners of large schooners need be at no loss for
+substantial reasons for tardiness in fitting out.
+
+These spacious craft are expensive to run. They are great gobblers up of
+greenbacks, their voracity being incapable of appeasement. As a matter
+of fact, yachtsmen fall an easy prey to land-sharks disguised as
+ship-chandlers and merchants who cater to the needs of those who take
+their pleasure afloat.
+
+Monster steam vessels and unwieldy schooners soon reduce the balance at
+the bank unless their owners bring to bear on the situation the same
+business shrewdness that dominates their offices in Wall street, where
+every little bill is audited with lynx-eyed subtleness, and the salary
+list, from the cashier to the three-dollar-a-week office boy, is
+scrutinized with economical care every week in the hope of cutting down
+expenses by reducing the working staff.
+
+My heart goes out to the man who cultivates yacht racing not for
+ostentatious and vulgar display, but from an innate and hearty love of
+the sport. If I can give him a few hints on the way of saving a dollar
+or two of his modest store, I shall only be too delighted.
+
+The carrying of large crews is obligatory in racing yachts but is by no
+means requisite. In another chapter I have mentioned the small number of
+men carried on the _America_ and _Sappho_ in their voyages across the
+ocean. In the Atlantic race of December, 1866, in which _Henrietta_,
+_Vesta_ and _Fleetwing_ took part, each yacht carried a complement of
+four officers and twenty-two men. This was a large ship’s company for a
+200-ton schooner, but the season was winter and the stakes $90,000, so
+no risk was taken. The centerboard schooner _Montauk_, in her voyage to
+the West Indies in 1884, carried a sailing-master and a crew of
+thirteen. The _Athlon_, a 60-foot sloop, is worked by a skipper, two men
+before the mast and a steward. Captain Henry Andruss of the _Sasqua_, a
+smart 35-footer, carries only one paid hand, but then Andruss is a host
+in himself and his son makes his weight felt when he tails on to the
+mainsheet.
+
+That this question is considered of importance in England is evident
+from the following editorial which I transcribe from the _Yachtsman_:
+
+“One of the best features in the early life of British yachting was that
+the vessels then engaged in racing did not depend so much as in these
+days on professional aid for smartness and seamanship. We may smile at
+times when we read the accounts of races sailed fifty years ago, and at
+the yarns of ‘the veteran’ anent ‘the good old days,’ etc.; but there
+cannot be a doubt that yacht racing has since then drifted too much into
+professional hands, and whilst we have learned (small credit to us) to
+look for greater smartness in the handling of our racing yachts, we must
+not ignore the fact that we pay for it right royally. In proportion to
+the number of racing yachts now afloat there can be no doubt that good
+amateur sailors are lamentably fewer than they were even twenty years
+ago.
+
+“If in the wisdom of the Y. R. A. it should be so decided that paid
+hands shall be limited in number for each class, the change should be
+hailed with joy, and to lessen the sorrow of the grumbler it may be
+pointed out that the smallest number likely to be assigned in every case
+would be far in excess of what our forefathers would have dreamed of.
+The cost of crews is enormous nowadays, not only from their numbers, but
+from the excessive remuneration for their services. This is a matter,
+indeed, which cannot be regulated in any feasible way that we know of,
+and therefore a limitation in the number of paid hands is the more
+desirable. To compare the wages, or ‘salaries,’ of to-day with those of
+past times, we may mention that when the old Clyde clipper _Clarence_
+was in her prime (about 60 or 65 years ago) her sailing-master received
+£1 per week, and her ordinary hands 18s. They had no outfits given them,
+and they were grateful for a glass of grog to celebrate the winning of a
+prize. This was a typical case until the early fifties, when the scale
+of wages seems to have gone up. In the _Stella_ and _Cymba_ days,
+sailing-masters of renown got £1 5s. per week, and the men £1, and then
+outfits and prize-money first began to appear, though on a very small
+scale. McKirdy, skipper of the _Cymba_, was the first sailing-master, so
+far as we know, who received a yearly salary.
+
+“Those were ‘the good old days,’ however, and in nothing have they gone
+beyond recall more than in the lowness of wages. That they are now
+beyond recall may easily be believed by all yacht owners, and,
+therefore, these should hail with gladness any scheme likely to stop one
+or two of the many leaks in their purses. Some of those leaks, however,
+might well be counteracted by the clubs through the simple expedient of
+increasing the amount of their prizes. To offer the 20-raters of to-day
+the same sum as was offered as a prize to the 20-tonners of 1870 is
+strikingly absurd.”
+
+In general it may be remarked that it is wise to ship no more cats than
+can catch mice; before making repairs to your vessel to procure
+estimates; to buy your stores and provisions in the open market and
+exercise judicious economy in the running of the yacht.
+
+It should be remembered that aside from the first cost it takes very
+little more to run a 30-footer than a 15-footer. In the latter you have
+no accommodations whatever, while a 30-footer can be made quite a roomy
+little ship if space is judiciously adapted. Three men can handle a
+30-footer with ease, if the fingers of the men are not all thumbs.
+
+Before buying a yacht see that there are no liens against her for unpaid
+wages or stores. If she has been libeled in the Court of Admiralty you
+will probably have to pay claim and costs. A creditor can without
+trouble libel a yacht and put an officer in possession. Your only course
+then to pursue, if you dispute the claim, is to give a bond for the
+amount and fight the matter in the courts.
+
+Following is the scale of wages for yacht sailors now prevailing:
+
+          Captains                  from $250 to $60 per month
+          Mates                      „    100 „   50     „
+          Engineers                  „    175 „   90     „
+          Engineers on small yachts  „    125 „   85     „
+          Stewards                   „    100 „   60     „
+          Cooks                      „    125 „   50     „
+          Sailors                    „     30 „   25     „
+
+The cost of outfits follows:
+
+                           Captain       $75
+                           Mate           55
+                           Engineer       60
+                           Cook           50
+                           Steward        40
+                           Sailors, each  35
+                           Messman        35
+
+The expense of keeping a 40-footer depends much upon the tastes of her
+owner and whether used for racing or cruising. Here, however, is an
+example. It will be noted that the rates are lower, owing to the size of
+the craft:
+
+                  Captain     $60 a month; outfit $25
+                  Two sailors  60    „       „     25
+                  Cook         50    „       „     20
+                  Waiter       35    „       „     18
+
+The grub for the crew would cost 50 cents per day per man.
+
+            Hauling out three times during the season, $ 50
+            New mainsail                                100
+
+Racing money is paid as follows in large yachts when a victory is
+scored:
+
+                              Captains $25
+                              Mates     10
+                              Sailors    5
+
+It is not usual in this country to pay “losing money.”
+
+
+
+
+                                  XII.
+                             THE LAST WORD.
+         FINAL HINTS TO TARS WHO WANT TO SAIL THEIR OWN CRAFT.
+
+
+The small cruising and racing yacht has now become so fashionable that a
+vast number of recruits have joined the already large navy of yachting
+amateurs. In many cases the owners of the craft new last season have
+only a slight and superficial knowledge of a boat, and will depend on
+their professional skippers for the navigating and general management of
+her. This is as it should be.
+
+There are, however, certain matters relating to the internal economy of
+a yacht which cannot be learned from the average skipper, and this
+article is devoted to their exposition and discussion. The hints given
+are practical, and may possibly be of use to men just embarking in the
+sport, as well as those entering upon their second season.
+
+The owner of a small racing yacht taking part in the squadron cruise of
+the New York Yacht Club, which sometimes extends as far as Bar Harbor,
+Me., should take care that he carries along with him a sufficient “sea
+kit” for all the emergencies of the voyage. Certain social functions at
+Newport, for instance, will render evening clothes necessary, if not
+indispensable, to any yachtsman desiring to participate in the social
+gayeties of the Cowes of America. A “claw-hammer” coat is my pet
+abomination, and personally I would never “hoodoo” a racing yacht with
+any such luxurious superfluity. So strong is my antipathy to this
+garment of civilization that my will contains a special clause
+forbidding my undertaker to attire me for the grave in a so-called dress
+suit, as is sometimes the custom in this country.
+
+But I am no prejudiced churl, and will willingly give the benefit of my
+experience to those who would not “feel at home” after sundown unless
+clad in the regulation society garb. Now a dress suit to look well must
+be kept free from damp, otherwise it will speedily mildew. The cabin of
+a little racer is always exposed to the danger of moisture, either in
+the form of rain or of spray. Sometimes a veritable “green sea” in an
+unguarded moment finds its way below, and then woe to the nautical dandy
+who has intrusted his shore toggery to the untender mercies of a leather
+portmanteau or dress-suit case! No self-respecting girl will dance with
+a young man whose evening clothes have been made unsightly by sea water,
+no matter how scarce the dancing species of the genus homo may happen to
+be.
+
+To preserve “swell togs” in spick-and-span condition the wise yachtsman
+will provide himself with a metal uniform case, airtight and waterproof,
+such as navy and army officers use when on service in tropical climates
+where humidity and cockroaches play havoc with unprotected uniforms. In
+this case the nautical dude may snugly stow his dress suit and dancing
+shoes, his “biled” shirts, collars, white ties, jewelry, and such other
+trifles as he may see fit, including stationery, postage stamps and
+whatever paper currency he may have with him. I say stationery and
+stamps advisedly, having experienced the annoyance of trying to write on
+paper damaged by spray and envelopes gummed up by heat and humidity. It
+might, however, be well to omit the ink as an inmate of your uniform
+case, as mishaps are rather more frequent afloat than ashore, and ink
+stains are difficult to eradicate from collars, shirts and cuffs. This
+case may be stored away in the most convenient location possible, and
+its owner may rely on finding its contents in good condition, no matter
+how severe the weather the little boat has encountered.
+
+The remainder of the owner’s wardrobe may be carried in a sailor’s
+painted duck bag, or, if this simple and inexpensive device is not
+“swagger” enough, in an india-rubber bag, such as may be obtained of any
+dealer in sportsmen’s supplies. Woolen underwear is preferable to any
+other, and as it can now be had in the lightest weights, the old
+objection of heaviness and too much warmth has lost its significance.
+Serge and flannel clothes are best suited for ordinary wear at sea, and
+flannel pajamas will also be found more serviceable and comfortable than
+those of any other material. Woolen socks and blue, hand-knitted
+guernseys are also to be recommended. These few hints with regard to
+clothing must suffice, as every man has his own peculiar ideas as to the
+rigging and adorning of his person, and is slow to adopt any other
+fellow’s notions or follow advice, no matter how kindly offered.
+
+Remember that it is not safe to put to sea without a corkscrew and a
+can-opener. In fact, these tools are so indispensable when on the briny
+that they should be duplicated or even triplicated. When a thirsty tar
+needs a glass of grog, medicinally or as a beverage, it is very
+provoking to be told that the corkscrew is mislaid. An old sea-crony of
+mine used to provide against such contingencies by always carrying, made
+fast to a lanyard round his neck, a sailor’s knife, whose “other blade
+was a corkscrew,” so he was never at a loss to tackle a rum bottle or a
+sardine can whenever the emergency arose. Shipmates! take an old
+sea-dog’s advice and follow this most excellent example.
+
+Matches should be carried in glass jars with wind and water tight
+covers. These are good receptacles also for tobacco, either in plugs or
+cut. Cigars, too, may be kept in them without that injury to their
+fragrance inseparable from their absorption of sea-air, which has ruined
+the flavor of the finest of Havanas. If these glass jars are covered
+with canvas neatly sewn on, they will run no risk of breakage.
+
+The yachtsman must use his own discretion regarding medical supplies. I
+recommend essence of ginger, extract of witch hazel, absorbent cotton,
+rubber sticking-plaster (which requires neither heat nor moisture for
+its application) rolled up in an airtight tin box, thread and needles,
+muslin bandages, a forceps for extracting splinters, vaseline, seidlitz
+powders (in an airtight tin), and Horsford’s acid phosphate as among the
+most pressing necessities to be taken along.
+
+A mixture of baking soda and vaseline in equal parts is a most excellent
+ointment for the cure of sunburn. I have known a landlubber’s lily-white
+skin to be so scarified by the burning rays of the sun as to cause him
+excruciating agony. An application of the mixture mentioned above
+afforded him quick relief.
+
+A large stowing place for ice is indispensable to health and comfort in
+these latitudes. If you should, however, happen to fall short of this
+necessary, it should not be forgotten that a canvas bucket filled with
+fresh water and covered with cheesecloth to keep out dust and flies, if
+hung up in the sun, will afford a supply of agreeably cold water. This
+is an old “wrinkle,” much used in tropical climates. A porous
+earthenware jar will also accomplish the same result, the effect being
+produced by evaporation.
+
+The cuisine of a small racing yacht is necessarily limited. The solution
+of the cooking-stove problem has not as yet been accomplished. Gasoline
+stoves are clean, convenient and efficient, but they are dangerous. Oil
+stoves with wicks, on account of their odor, smoke and dirt, are
+objectionable; cook and cabin are covered with lampblack. Coal stoves
+generate too much heat below for true comfort in our summers. The sea
+stove of the future will probably be an adaptation of the wickless oil
+stove, which is as cleanly as an alcohol stove and equally free from
+dirt and odor, and burns ordinary kerosene oil.
+
+The good quality of the canned meats, vegetables and fruits, as put up
+nowadays, renders a yachtsman pretty nearly independent of a galley.
+With a capacious ice box, he can store supplies of cooked meats and
+fowls, which, with the aid of his stock of canned goods, will keep him
+going. A stove on which he can boil a kettle for coffee or tea and fry a
+dish of fish or ham and eggs is all that is absolutely necessary. He
+wants all the available space for his racing sails and gear, and cannot
+spare room below for a Delmonico kitchen. Thus the æsthetic epicure or
+even the ordinary glutton (I guess there is but little difference
+between them) must make some notable gastronomical sacrifices while in
+the pursuit of yacht prizes, but he can easily atone for scanty fare
+afloat when he reaches the shore, where hotels with epicurean larders
+are within easy distance. But, as a matter of fact, the ordinary
+yachtsman will fare admirably on such “grub” as he can carry along from
+port to port, and he need never be forced to seek the hospitality of a
+caravansary.
+
+Some cooks have a violent prejudice against the humble and innocuous
+frying-pan. They denounce it until they are black in the face. I have
+found this culinary utensil invaluable in a small vessel where an oil
+stove only was possible, and the use of a broiler consequently
+impracticable. Procure not the ordinary shallow pan, such as is commonly
+used in kitchens ashore, but a deep pan with a tightly fitting cover and
+a long handle, such as French _chefs_ affect. In this a great variety of
+food can be prepared—savory stews, appetizing curries and soups. If you
+heat the pan very hot before you put a steak or a chop in it (omitting
+fat or butter), in flavor and tenderness you can scarcely distinguish it
+from a genuine grill. My word for it, a frying-pan, intelligently used,
+is a boon and a blessing aboard a small vessel. But mind and get a deep
+one with a cover, as a shallow one is of little use when the boat is
+pitching or rolling, or even sailing in smooth water but heeling over to
+the breeze.
+
+If you happen to get hold of a good “Jap” for a sea cook, he will be
+able to boil rice correctly. Some fellows don’t like rice. The reason is
+because they have never eaten it cooked to Oriental perfection, when
+every grain is plump and dry and separate from its fellow. It is
+different when you get a mushy abomination served up to you in lieu of a
+dish pretty to look at and grateful to the palate.
+
+I learned to cook rice when a boy plying on a schooner owned by the
+Jehanum Jow Juldee Railroad, which used to connect Negapatam with
+Madras. The native cook was my teacher. First he placed his measure of
+rice in a deck bucket, washing it repeatedly with water fresh from the
+ocean. He explained to me in his Tamil language, that unless this
+process was followed the grains of rice would cling together and
+coagulate and form into a porridge, loathsome to look at and worse to
+taste. After washing the rice thoroughly, he placed it in a pot of
+furiously boiling fresh water—no salt being added. Then he would fire up
+like an infernal stoker and keep the pot in a splendid state of
+ebullition. And mark you, messmates all, he never stirred the heated
+mass!
+
+After boiling for twenty minutes, he reduced the heat, strained off the
+water, carefully reserving it for drinking purposes (for congee water
+isn’t half bad), and then let the rice swell and dry for half an hour
+under a very moderate fire. The result was RICE!
+
+As a grateful accompaniment to this staple comestible, his custom was to
+prepare a curry, often of prawns, which grow to perfection on the
+Coromandel Coast. Now, far be it from me to decry the luscious
+excellence of the American prawn, whose toothsome delicacy has often
+tickled my palate, but in the interest of truth I must say that the
+species which flourishes under the Stars and Stripes must retire into
+insignificance in the matter of size, plumpness, juiciness and flavor
+when compared with the prawns of Madras. Some of these attain the length
+of nine inches. Parboiled in sea water, dexterously deprived of their
+scaly armor, and then impaled on thin strips of bamboo, they were ready
+for the deft and scientific touch of our Madrassee _chef_. In an
+earthenware “chatty” he placed a sufficient quantity of “ghee,” or
+native butter. When this reached the sizzling stage, he added a little
+finely shred onion and a suspicion of garlic, watching the stewpan with
+the kindly care of a mother until it reached the golden-brown stage.
+Next, with tender solicitude, he put in the prawns and the curry and
+watched the product stew in its own juice until its fragrance enticed
+all hands with watering mouths to cluster round his base of operations.
+
+About the curry? Please don’t ask me for its ingredients. I was only a
+hungry boy then and didn’t know enough to investigate its component
+parts. I am sure, however, that it contained chillies, turmeric, the
+pulp of green cocoanut and a host of other Eastern condiments, and that
+the result was gastronomic joy. To make a dish of palatable curry in a
+yacht’s kitchen and in half an hour is easy. In your deep frying-pan
+place a chunk of butter as big as an egg. When it melts and begins to
+smoke add a large onion sliced and a tablespoonful of curry powder and
+any cold meat or cold fish you may have on hand, cut up in small chunks.
+Let it cook for fifteen minutes and fall to and eat!
+
+Curry is like the true West India pepper-pot. It can be made of almost
+anything. Fresh meat or fish, canned meat or vegetables, will always
+taste good. All that is actually necessary in the way of condiments may
+be thus summarized: Butter, onions (garlic to those who believe it to be
+the violet of vegetables, always in a small quantity), red and black
+pepper, curry powder and chutnee. With these ingredients a palatable
+dish is always at hand. No Asian or Eurasian thickens his curry with
+flour. A squeeze of lemon or lime-juice adds zest to the dish.
+
+In concluding these culinary hints I may say that chops, ham and eggs,
+may be prepared with facility in the deep frying-pan already
+recommended. Let the pan be blazing hot when your ambition urges you to
+serve up a sirloin steak or an English mutton chop. Put no fat in the
+pan. The object is to sear up the fibre of the meat and keep in the
+juices. When you think the meat is cooked put it in a hot dish, butter
+it on both sides and pipe all hands to dinner.
+
+When you fry fish, oysters or clams, place them in boiling fat and cook
+rapidly. The best and freshest of fish is ruined by letting it get
+soddened in lukewarm grease.
+
+Now here is my recipe for fish chowder, and when you have once partaken
+thereof you will cry like a child for more. Procure a small codfish or
+haddock, while yet squirming from the hook, clean him well and parboil
+him, reserving the water in which he was cooked. Remove head, tail, skin
+and bone, and cut him up into moderate mouthfuls. Place an iron pot on
+the galley fire. When it is hot throw in a lump of butter and six onions
+sliced finely. When the fragrant odor of the onion arises throw in your
+fish. Cover the pot close so that the fish may absorb all the flavor.
+Then add potatoes in very small quantities and some of the broth the
+fish primarily simmered in, and wait till it is cooked and then ask a
+blessing and eat it. One hint and then I am done. Let each man flavor
+his own dish. Don’t you as sea cook usurp a man’s rights. Provide the
+usual condiments and sauces, pepper and salt, etc., but otherwise allow
+the true disciple of the goddess Gastronomia to reach his goal by means
+of his own.
+
+By using a little judgment and common sense one may easily avoid the
+“grub-spoiling” stage, and be able to boil a kettle of water without
+burning it, and finally master the art of making a cup of drinkable
+coffee, tea or chocolate, and of cooking a few simple dishes, which will
+agreeably vary the monotony of canned viands, which are distasteful to
+many of our _jeunesse dorée_ under any and all circumstances, sardines
+alone excepted, which seem never to clog on even the most jaded palate.
+
+Hardtack should be stored in airtight canisters, or it will soon become
+“soggy” and lose its dry crispness and wholesome savor. A glazed
+earthenware jar in the ice box makes a very capital receptacle for
+butter.
+
+With regard to beverages tastes will differ. Bottled beer is rather too
+bulky. California wines are wholesome and moderate in price. Some of the
+growths are equal to the produce of any foreign vineyard. In making out
+your list of liquid stores do not omit a bottle of old brandy for
+medicinal purposes, and take care to reserve it for a real emergency,
+never opening it, no matter how parched your throat may be or how
+plaintively your chum may cry out for a “nip.” Brandy has often saved
+life, and on general principles it is unwise to divert medical stores
+from their proper sphere of usage. Some racing yachtsmen quench their
+thirst with ice water qualified with a drain of Scotch whiskey or
+Plymouth gin. Both of these drinks are recommended by many fleet
+surgeons of my acquaintance as being wholesome when taken in moderation.
+But it is as hard to prescribe a man’s food or drink for him as to
+induce him to follow advice on how to dress. The foregoing hints are,
+therefore, given with good intent, and with no desire on my part to ram
+them down my readers’ throats.
+
+Beware, however, of the amateur “grub-spoiler.” He will play havoc with
+your larder, and make you use language which your spiritual director
+would highly disapprove. There is much truth in the aphorism that heaven
+sends cooks and that “grub-spoilers” come from “the other place.”
+
+With reference to remedies for seasickness I can offer only one
+suggestion. Ice bags for the spine, nitrite of amyl to inhale, chloral
+to take internally, are among the many nostrums recommended. Personally
+I have witnessed many marvelous cures by judicious doses of dry
+champagne, or, in default of this beverage, brandy and soda taken
+ice-cold. Sweet champagne seems to aggravate rather than relieve the
+awful nausea.
+
+Do not fail to take a good supply of lemons and limes with you when
+bound on a cruise. They are excellent for the compounding of temperance
+and other beverages.
+
+Do not fail to include in your list of necessaries a nautical almanac,
+which is full of useful information. Among the subjects are the time of
+sunrise and sunset, lighthouses and lightships, the moon’s phases,
+compass variations, tide tables, etc. Do not leave it ashore as did the
+Dutchman his anchor.
+
+Watertight sailcovers are great safeguards against mildew, but should
+not be used to cover sails already wet. Dry your sails thoroughly before
+you furl them snugly. If wet, leave them in loose folds secured with a
+stop or two.
+
+If your boat is bigger than a Herreshoff thirty-footer, which has no
+accommodations at all, by all means get into the wholesome habit of
+sleeping aboard and thus avoid the temptations in the way of dissipation
+which the shore has extended to mariners since the days of Jason and the
+good ship _Argo_. Remember that a windsail judiciously set to catch
+every stray breath of air, with its lower end down the forehatch or the
+cabin skylight, will keep the air below sufficiently cool for comfort,
+and refreshing sleep will follow as a matter of course.
+
+It is quite the correct thing for the owner of a racing yacht to invite
+a friend or two to go with him on a cruise and to accept their help in
+racing the yacht in the daily runs from port to port. For the benefit of
+those not well acquainted with the etiquette of yacht racing the
+following suggestions may be of use:
+
+It is well for all hands to get aboard in good time, so as to have ample
+opportunity to prepare for the business of the day. I will take it for
+granted that you are properly clad for the work ahead, that you have
+left your frock coat and gafftopsail hat ashore, where they belong, and
+that your apparel is suited for the occasion. I am no Beau Brummel, to
+act as _arbiter elegantiarum_ in the matter of attire afloat or ashore,
+but I have seen some queerly rigged specimens of amateur sailors in my
+time, and have observed what an amazing fund of fun they furnish to the
+curious onlooker surveying the scene from the outside. Gorgeous
+“blazers,” silken sashes of variegated hues, acting as soul and body
+lashings round the midship section and supporting trousers of spotless
+white jean, with the accessories of an expensive straw hat, a “biled”
+shirt, silken hose and pipeclayed deck shoes—all these may look
+ornamental and captivating, but the common-sense element of utility is
+lacking. Such bright plumage may be suitable for the deck of a steam
+yacht with pretty girls aboard, or for the casino of a swell seaside
+resort, but a simple suit of flannel and a white duck yachting cap is
+the sort of garb best adapted for the work to be tackled.
+
+For prudential reasons, in this uncertain climate a fellow should take
+his “oilers” along. Even as I write I am reminded of the advisability of
+this by certain unpleasant rheumatic twinges which rack my old
+weather-beaten hull, and which might perhaps have been avoided if I had
+kept myself drier in my youth. Let no “freshie” take an umbrella aboard,
+as it is a breeder of bad luck, and if there happens to be an old
+sea-dog in the craft, ten to one he will seize an early opportunity of
+surreptitiously heaving it overboard—a proceeding which every
+right-minded mariner will cordially approve.
+
+Do not burden yourself with walking-cane, field-glasses or camera, no
+matter how devoted you may be to the art of amateur photography. There
+is a time for everything, and your special duty during the match will be
+to pull and haul on ropes, to stick out to windward as far as possible
+when the yacht is close-hauled, and to hop lively about the decks as
+occasion requires, never heeding salt sea water coming aboard in showers
+of spray from the ocean, or the drenching downpour from the open
+heavens.
+
+It will occur to you that the fancy attire to which I have alluded above
+will be inappropriate to any but the calmest and sunniest weather.
+Enough said! If you wish to gratify the heart of the yacht owner you
+will invest in a close crop and a clean shave preparatory to reporting
+aboard, and will carry nothing but a knife and a handkerchief in your
+pockets, leaving your jewelry and watch and keys and other personal
+bric-à-brac ashore. If you should chance to fall overboard during the
+race you will not feel sorry if you availed yourself of this valuable
+hint, for salt water plays the devil with the works of a timepiece, and
+but few watch-cases are actually fluid-proof. Besides, every ounce of
+superfluous weight militates against the speed of a craft, and “mony a
+mickle makes a muckle.”
+
+One final word to the yacht owner. Be careful of the guests you invite.
+The sea frequently develops the harmless shore crank into a most
+detestable nuisance afloat. When once he is aboard the law does not
+permit you to heave him overboard.
+
+[Illustration: [Yacht]]
+
+
+
+
+                                 INDEX.
+
+
+ Ackers, Holland, 226
+
+ Alarm, First British Warship to be Coppered, 68
+
+ Alarm, Cutter, 138
+
+ Albany, Ocean-going Sloop, 83
+
+ Alden, W. L., Quoted, 282
+
+ Aluminum as a Yacht Metal, 50 _et seq._
+
+ America, Schooner 19, 22, 38;
+   Lines of, 39; 7, 81, 165, 184
+
+ America’s Cup, 30
+
+ Argo, Captain Jason, 14, 17
+
+ Ark, Captain Noah, 13, 14
+
+ Arrow, Cutter, 138
+
+ Athlon, Stormy Cruise on, 91 _et seq._; 288
+
+
+ Bedouin, Cutter, 136
+
+ Bloodhound, Cutter, 150
+
+ Boats, Yachts’, Handling of, 269
+
+ Boatswain, Duties of, 176
+
+ Bow, Type of, 1892, 237
+
+ Britannia, Cutter, 45
+
+ Burgess, Edward, 81
+
+
+ Carlyle, Thomas, Good Sailor, 27 _et seq._
+
+ Center, Robert, 62
+
+ Centerboard, Discussed, 78 _et seq._;
+   Germ of, 84
+
+ Charles II., King, and His Yacht, 17, 18
+
+ Chronometers, Care of, 164
+
+ Clara, Cutter, 45, 64
+
+ Colonia, 136, 137
+
+ Columbus, Flagship of, 17
+
+ Cookery on Small Yachts, 297
+
+ Cooks, 188–9;
+   Wages of, 291
+
+ Compass, Hints on Care of, 156
+
+ Corinthian Yacht Club of New York, 37
+
+ Corsair, Steam Yacht, 22
+
+ Cranfield, Captain, 253
+
+ Crews, Selection of, 183;
+   Wages of, 291
+
+ Cutter, Rig of, 139
+
+
+ Dad, Freak, 117, 120
+
+ Defender, 52–3–4, 177, 179;
+   Mid-Section of, 239;
+   Sheer Plan of, 246
+
+ Dilemma, 83, 110
+
+ Dominion, Double-Huller, 88, 122–3–4
+
+ Dorothy, Catboat, 101, 109, 113
+
+ Double-Huller of the Pacific, 128;
+   Singhalese Type, 126
+
+ Dragon III., 20-Rater, 63, 75
+
+ Duggan, Herrick, Designer of Dominion, 121
+
+ Duncan, Skipper of Madge, 157
+
+ Duty and Discipline Afloat, 166 _et seq._
+
+
+ Ellen, Watson 20-Rater, 235
+
+ Emerald, Schooner, 132
+
+ English Cutters, Mid-Sections of, 238
+
+ Ethelwynn, 15-footer, 152, 153
+
+ Evolution 81;
+   Lines of, 107
+
+
+ Fife, William, Sr., 245
+
+ Fitting Out and Tuning Up, 130 _et seq._
+
+ Flags, Proper Use of, 265 _et seq._
+
+
+ Galatea, Cutter, 45, 231;
+   Mid-Section of, 239
+
+ Genesta, Cutter, 45, 135, 231;
+   Mid-Section of, 239
+
+ Ghost, 51-footer, Race of, with Phantom, 192 _et seq._
+
+ Gimcrack, Schooner, J. C. Stevens’ Flagship, 18, 23, 25, 34
+
+ Gloriana, 79, 81, 83
+
+ Goshawk, Brig, Wreck of, with Author Aboard, 76
+
+ Gossoon, 40-footer, 161, 163
+
+ Gracie, Sloop, 132, 133
+
+ Guns, Proper Use of, 262
+
+
+ Haff, Captain, 178
+
+ Harvey, Designer John, 64
+
+ Havens, E. B., 91
+
+ Herreshoff, Nat., 45, 54, 81, 231
+
+ Hurkaru, East Indiaman, 126
+
+
+ Insurance, Yachting, 272 _et seq._
+
+ Iselin, C. Oliver, 177
+
+
+ Jay, Captain Tom, 236
+
+ Johnson, Dr., Quoted, 27
+
+ Jubilee, Lines of, 110;
+   Dimensions of, 118
+
+ Jullanar, Lines of, 108;
+   Dimensions of, 114
+
+
+ Katrina, 160
+
+ Kewaydin, Knockabout, 103
+
+ Kittie, Catboat, 105
+
+ Knight, E. F., Quoted, 185
+
+
+ Lascar Crews, 181
+
+ Leeboard, Dutch, 84
+
+
+ Madge, Cutter, 45, 81–2, 159
+
+ Maria, Sloop, 18, 19, 34, 38
+
+ Mary, Yacht of Charles II., 17, 18
+
+ Mary Taylor, Pilot Boat, 185
+
+ Mates, Duties of, 172;
+   Wages of, 291
+
+ Maxwell, J. Rogers, 284
+
+ Mayflower, 45;
+   Mid-Section of, 239
+
+ Measurement Rules, American and British, 240 _et seq._
+
+ Meteor, Cutter, 45, 177
+
+ Minerva, Cutter, 45, 151, 163
+
+ Montauk, Schooner, 288
+
+ Mosquito, First English Iron Yacht, 62
+
+
+ Nameless, British Freak, 111, 121
+
+ Niagara, Lines of, 110;
+   Midship Section of, 114;
+   Under Sail, 115, 117
+
+ New York Yacht Club, 18, 21, 43
+
+ Noah, Captain, 13, 14
+
+ Norse Galley, 17, 20
+
+ Nyanza, First Composite Yacht, 63
+
+
+ Oriva, Cutter, 67
+
+ Ouananiche, 21-footer, 71, 72
+
+ Outfits, Cost of for Crew, 291
+
+
+ Parasites, Yachting, 285
+
+ Phantom, 51-footer, Race of, with Ghost, 192 _et seq._
+
+ Piano Wire for Rigging, 151
+
+ Postley, Commodore C. A., 136
+
+ Priscilla, 136
+
+ Proa, Flying, Described by Anson, 128
+
+ Protests, 217
+
+ Puritan, 45, 81, 136;
+   Mid-Section of, 239
+
+
+ Race Committees, Duties of, 216
+
+ Racing Money, 291
+
+ Racing Rules, 215 _et seq._
+
+ Racing Yacht, The, 47 _et seq._;
+   Evolution of, 225 _et seq._
+
+ Randall, F. M., Cape Catboats of, 105
+
+ Rocket, Lines of, 112, 117, 121
+
+ Rorqual, Fin Freak, 116
+
+ Rule of the Road at Sea, 215 _et seq._
+
+
+ Sails, Cotton and Flax, 141;
+   Proper Balancing of, 159–60
+
+ Salutes, Etiquette of, 263 _et seq._
+
+ Sappho, Schooner, 134, 185
+
+ Sasqua, 288
+
+ Sea Jockeying, Examples of, 157–58
+
+ Sea-lawyers, 182
+
+ Sea-sickness, Remedies for, 304
+
+ Shamrock, Sloop, 132
+
+ Skate, Freak, 118, 120
+
+ Smith, Designer A. Cary, 62
+
+ Spars, 142
+
+ Spruce IV., 154
+
+ Steel, Gaffs and Booms of, 143
+
+ Stephens, W. P., on Centerboards, 86 _et seq._
+
+ Stern, Type of, 1892 237
+
+ Stevens, J. C., 18, 19, 31
+
+ Stewards, 188–89;
+   Wages of, 201
+
+ Sullivan, Sir Edward, Quoted, 184
+
+
+ Thistle, 141, 231, 235;
+   Mid-Section of, 239
+
+ Titania, 160
+
+ Trojans, Yacht Races of, 16
+
+ Turnbuckles, 142, 149
+
+
+ Uncas, Schooner, 70–1;
+   Rig of, 144–45–78
+
+
+ Valkyrie II., Mid-Section of, 239
+
+ Valkyrie III., 45, 52, 111, 177;
+   Mid-Section of, 239;
+   Sheer Plan of, 246
+
+ Vendenesse, Aluminum Cutter, 51
+
+ Vesper, Freak, 117, 120
+
+ Vesta, Schooner, 85, 121
+
+ Victoria, Queen, Patroness of Yachting, 46
+
+ Vigil, Schooner, Rig of, 144
+
+ Vigilant, Sloop, 50;
+   Mid-Section of, 239
+
+ Vigilant, Revenue Cutter, 27 _et seq._
+
+ Viking Ship, 17, 20
+
+ Vindex, First American Iron Yacht, 62
+
+ Volunteer, Sloop, 136, 231;
+   Mid-Section of, 239
+
+
+ Wainwright, Lieut.-Commander, 37
+
+ Wages, 289, 291
+
+ Wanda, Herreshoff Catboat, 104, 106, 109
+
+ Watson, Designer George L., 47, 67–8, 114, 231
+
+ Wire Rope, Flexible, 142
+
+
+ Yacht Racing as a Sport, 13 _et seq._
+
+ Y. R. A. of Long Island Sound, 44;
+   of Massachusetts, 44;
+   of Great Britain, 230, 232
+
+ Yachts, Type of, Discussed, 78 _et seq._;
+   Race, Down-to-Date Described, 192 _et seq._;
+   Captains of, 166, 168;
+   Legal Status of Owners of, 280
+
+ Yachting, Etiquette of, 261 _et seq._;
+   Cost of, 282 _et seq._
+
+ Yachting Reporters, A Plea for, 216
+
+------------------------------------------------------------------------
+
+
+
+
+                    =Everyone when drinking Pommery=
+
+
+=is invited to pay a little more attention than is usually bestowed upon
+so pleasant an occupation, and to note the “finesse” which the house is
+at such pains to secure. It will not be labor lost. The pleasure
+afforded by a glass of choice champagne when one can discern all its
+exquisitely delicate shades of flavor and bouquet, and perhaps even
+locate them, as it were, in their very birthplaces, is a delight
+undreamed of by the careless drinker.=
+
+=In this connection it is worthy of note that in London when the
+wholesale prices of Champagne are regulated solely upon quality, Pommery
+sells at a much higher price than any other brand, the retail price
+being, however, the same in America.=
+
+             =Pommery “Sec and Brut” is for Sale Everywhere.=
+
+                          =Chas. Graef & Co.,=
+
+                                    =Sole Agents for the United States.=
+
+=32 Beaver Street, New York.=
+
+
+
+
+                        THE ONLY NAPHTHA LAUNCH
+
+
+[Illustration]
+
+Nearly 3,000 in use. The Safest, Simplest, Speediest Power Boat.
+Superiority demonstrated by ten years’ experience.
+
+                         STEAM AND SAIL YACHTS.
+
+                     Send 10c. stamp for Catalogue.
+
+            MARINE ENGINES and “SEABURY” WATER TUBE BOILERS
+
+
+           Gas Engine & Power Co. and Chas. L. Seabury & Co.
+
+                              Consolidated
+
+                            Morris Heights,
+                             NEW YORK CITY
+
+
+
+
+[Illustration: [Yacht]]
+
+
+  =Nothing is more exasperating= at sea than a dead calm. A howling gale
+      is preferable, if your craft is a sailing vessel.
+
+  =Why not= put yourself in a position to laugh at the calm? Get the
+      =Gas Engine and Power Co.= and =Charles L. Seabury & Co.=
+      (Consolidated) to fit your yacht with a =Naphtha Motor=.
+
+  =Or, better still=, give them an order to build a down-to-date
+      auxiliary craft like _Alfredo_, shown in the cut—the flagship and
+      fleet of the Cuban navy, commanded by Johnny O’Brien, the famous
+      filibuster.
+
+She is fifty feet long, has a sixteen-horse-power motor and goes nine
+miles an hour under naphtha alone. She also sails like a witch, is a
+splendid sea boat, and has “bully” accommodations below. Just the ideal
+boat for pleasant cruising. Never becalmed with sails idly flapping.
+Always sure of making port.
+
+ _Ten cents in stamps will bring you a catalogue by return mail. It will
+                              interest you._
+
+
+           Gas Engine & Power Co. and Charles L. Seabury & Co.
+
+                            (=Consolidated.=)
+
+        Morris Heights, N. Y. City.      50 Broadway, N. Y. City.
+
+
+
+
+[Illustration: [Logo]]
+
+
+
+
+                      Neither Salt Nor Fresh Water
+
+
+Will affect our SPAR COMPOSITION. Composed of the Best Materials it is
+possible to purchase, it is the most durable marine varnish known, and
+will not crack, turn white or blister. It is particularly adapted for
+spars of steamships, yachts or canoes, and makes a superior finish for
+decks, outside doors, piazza floors, store fronts—in short, for any work
+that is exposed to the weather.
+
+                        OUR OTHER SPECIALTIES ARE:
+
+                    No. 1 Preservative,
+                        Waterproof Floor Finish,
+                            Pale, Hard Oil Finish,
+                                Liquid Pigment Filler.
+
+   Send for our ARCHITECTURAL HANDBOOK, giving prices and particulars.
+
+
+                       The David B. Crockett Co.
+
+                      BRIDGEPORT, CONN., U. S. A.
+
+                       _SAMUEL SWAN, President._
+                     _W. D. LENT, Vice-President._
+              _CHAS. F. TOWNER, Secretary and Treasurer._
+
+
+
+
+                               Yachtsmen
+
+
+[Illustration: [Yacht]]
+
+        Making the selection of Power for a Yacht or Launch a
+
+                                                 =_Question of Quality_=
+
+        can decide only on the
+
+
+
+
+                            =Daimler Motor=
+
+
+        We can prove this, and invite investigations and comparisons.
+
+  =MOTORS= from 1 to 50 Horse Power.
+
+  =BOATS= in all sizes and types, from a 16-ft. Tender to a 125-ft.
+    Yacht.
+
+FOR CATALOGUE, ADDRESS
+
+                       DAIMLER MANUFACTURING CO.,
+              945 Steinway Avenue, Long Island City, N. Y.
+                                   OR
+                    169–171 Broadway, New York City.
+
+
+
+
+                         Alfred B. Sands & Son,
+
+
+                           Yacht Plumbers, ❧
+                          AND MANUFACTURERS OF
+                      Yacht Plumbing Specialties.
+
+
+[Illustration: [Pump water closet]]
+
+                            PUMP
+                                WATER
+                                    CLOSETS
+
+                     For above or below water line.
+
+[Illustration: [Folding lavatory]]
+
+                                                              FOLDING
+                                                              LAVATORIES
+
+                       For Yacht and Launch use.
+
+
+                       134 Beekman Street, N. Y.
+
+                         TELEPHONE CONNECTION.
+
+
+
+
+                           Established 1840.
+                        GEO. B. CARPENTER & CO.
+
+
+[Illustration: [Yacht]]
+
+Yacht Sailmakers
+
+and dealers in every yachting requisite. We have all the new fabrics for
+racing sails. Send 6c in stamps for our up-to-date catalogue of yacht
+fittings and supplies, or 4c in stamps for catalogue of tents, etc.
+
+
+                    Tents, Camp Furniture and Flags.
+
+               202–208 South Water Street,       CHICAGO.
+
+
+
+
+                          Boat Sailing ❧ ❧ ❧ ❧
+
+
+                         FAIR WEATHER AND FOUL.
+
+                       BY CAPTAIN A. J. KENEALY.
+
+              IN ITS THIRD EDITION, REVISED AND BROUGHT UP
+                                TO DATE.
+
+  It is all there and stated in such a plain, practical way that anyone
+      can learn the tricks of wind and tide without any other teacher.
+
+                     215 PAGES. FULLY ILLUSTRATED.
+
+           Price, 50 cents in limp Buckram. In cloth, $1.00.
+
+
+               The following subjects lead the chapters:
+
+  Preliminary Hints to an Amateur with Ambitions Toward Owning a Boat.
+
+  The Choice of a Boat.
+
+  Trial Spin in a Cat-Boat—How to Get Under Way, Beat to Windward and
+      Run Back, with Instructions How to Act if Caught in a Squall or
+      Stranded on a Shoal, and How to Avoid Collisions and Come to
+      Anchor.
+
+  Advantages of the Yawl-Rig for General Cruising Purposes—Disadvantages
+      of the Ballast Fin for All Purposes Except Racing.
+
+  The Popularity of the Knockabout as an Excellent Cruising Craft, with
+      Some Observations on the One-design Classes from Schooners to
+      Dories.
+
+  Keep Your Weather-Eye Open All the Time When Afloat—How to Handle a
+      Boat in Heavy Weather or a Summer Squall.
+
+  Overhauling the Yacht—Practical Instructions for Cleaning and Painting
+      the Craft Inside and Out, with Hints on the Care of Hull, Spars,
+      Canvas and Running Gear.
+
+  Fitting Out for a Cruise
+
+  Combination Rowing and Sailing Boats.
+
+  Rigging and Sails—Standing and Running Gear, and the Bending and
+      Setting of Canvas.
+
+  Laying Up for the Winter—Practical Suggestions for Protecting a Boat
+      and Her Gear from the Stress of Our Inclement Climate.
+
+  Useful Hints and Recipes.
+
+  The Rule of the Road at Sea: Being a Digest of the Present
+      International Regulations for Preventing Collisions.
+
+  The Mariner’s Compass, with Remarks on Deviation, Variation, Leeway,
+      Etc.
+
+  Charts, with Some Hints as to Navigation by Dead-reckoning.
+
+  Marlinespike Seamanship.
+
+  Weather Wrinkles from the Scientific Point of View of Professional
+      Meteorologists and also Jack Tar.
+
+  Nautical Terms in Common Use.
+
+This Book given with a year’s Subscription to “Outing” for $3.50.
+
+                     THE OUTING PUBLISHING COMPANY,
+
+                       239 Fifth Ave., NEW YORK.
+
+
+                         The Yarn of the Yampa,
+
+                          BY E. L’H. McGINNIS,
+
+Is a true story of a Transatlantic Cruise of the Yacht “Yampa,” which
+has since become the property of the German Emperor.
+
+Handsomely bound in pale green cloth, gold, black and white stamping,
+160 pages, illustrated profusely, $1.00.
+
+
+                          Yacht Races for the
+                             America’s Cup.
+
+                           BY A. J. KENEALY.
+
+“This book is highly prized and will be carefully preserved.”—_Grover
+Cleveland._
+
+“A very attractive account of international yachting.”—_London Field._
+
+“Bright, fresh and interesting, including much in the way of anecdote
+and description to enliven the plain narrative of challenges and
+races.”—_Forest and Stream._
+
+180 pages, fully illustrated. Paper, 50c. Cloth, $1.50.
+
+
+                             College Days.
+
+                    A Story of Student Life at Yale.
+
+                          BY JOHN SEYMOUR WOOD
+
+Like Tom Brown at Rugby, Harry’s Career will live on, as long as our
+boys shall go to College.
+
+429 pages, fully illustrated. Cloth, $1.50.
+
+
+                         Saddle and Sentiment.
+
+                          A Story of the Turf.
+
+                           BY WENONA GILMAN.
+
+The attention of the reader is held intact from start to finish. Lovers
+of horse-flesh pronounce the descriptions of races as lacking in
+nothing. The flutter of silk and the thunder of hoofs are real, and
+every character introduced is faithfully drawn from life.
+
+284 pages, elaborately illustrated. Paper, 50c. Cloth, $1.00.
+
+
+                        Always Strong and Happy
+
+                    Or, KEY TO HEALTH AND STRENGTH.
+
+                          BY PROF. J. R. JUDD.
+
+  A full and comprehensive treatise on the care of the human body. 200
+                pages, fully illustrated. Cloth, $1.50.
+
+
+          THE OUTING PUBLISHING CO., 239 Fifth Ave., New York.
+
+
+
+
+                                 Outing
+
+
+_THE ILLUSTRATED MAGAZINE DEVOTED TO OUTDOOR LIFE._
+
+ Appeals to all who Indulge in any of the Amateur Sports and Pastimes.
+
+=Outing= deals with all the pastimes from the gentleman sportsman’s
+standpoint, and is worthy of your consideration as an interesting and
+suitable publication for your library table. Every number contains, in
+addition to the leading articles, a complete record of the principal
+doings in the world of Amateur Sport, together with editorials by the
+leading authorities, such as
+
+                          ED. W. SANDYS,
+                          WALTER CAMP,
+                          Capt. A. J. KENEALY,
+                          J. PARMLY PARET,
+                          MALCOLM W. FORD,
+                          PERCY ASHLEY,
+                          A. H. GODFREY,
+                          DR. NICOL,
+                          AND OTHERS.
+
+Every number is beautifully illustrated, and the magazine is foremost in
+every respect.
+
+               _Send a Two-cent Stamp for Specimen Copy._
+
+
+                       THE OUTING PUBLISHING CO.,
+
+                    239–241 Fifth Avenue, New York.
+
+                _Just the thing for a yachting cruise._
+
+
+
+
+                             HEALTH CIGARS?
+
+
+_You can’t tell the difference between them and other cigars so far as
+the taste and aroma are concerned. The poison of the nicotine is
+neutralized but not extracted by the wonderful discovery of Dr. Hugo
+Geroldy of the university of Halle, Germany. They won’t hurt you, no
+matter how many you smoke._
+
+_Fifty-two million sold in Europe during 1898._
+
+_Ask your dealer for them._
+
+  _If he doesn’t keep them, we will furnish you prices upon application.
+  Trial box of 12 sent postpaid for $1.00._
+
+                          _HEALTH TOBACCO CO.,
+                Fifth Avenue and 42d Street,—New York._
+
+                         _Telephone 3592–38th._
+
+------------------------------------------------------------------------
+
+
+
+
+                          TRANSCRIBER’S NOTES
+
+
+ ● Typos fixed; non-standard spelling and dialect retained.
+ ● Enclosed italics font in _underscores_.
+
+
+
+*** END OF THE PROJECT GUTENBERG EBOOK 76942 ***
diff --git a/76942-h/76942-h.htm b/76942-h/76942-h.htm
new file mode 100644
index 0000000..be4a793
--- /dev/null
+++ b/76942-h/76942-h.htm
@@ -0,0 +1,10820 @@
+<!DOCTYPE html>
+<html lang="en">
+  <head>
+    <meta charset="UTF-8">
+    <title>Yachting Wrinkles | Project Gutenberg</title>
+    <link rel="icon" href="images/cover.jpg" type="image/x-cover">
+    <style>
+       body { margin-left: 8%; margin-right: 10%; }
+       h1 { text-align: center; font-weight: bold; font-size: xx-large; }
+       h2 { text-align: center; font-weight: bold; font-size: x-large; }
+       .pageno { right: 1%; font-size: x-small; background-color: inherit; color: silver; 
+               text-indent: 0em; text-align: right; position: absolute; 
+               border: thin solid silver; padding: .1em .2em; font-style: normal; 
+               font-variant: normal; font-weight: normal; text-decoration: none; }
+       p { text-indent: 0; margin-top: 0.5em; margin-bottom: 0.5em; text-align: justify; }
+       sup { vertical-align: top; font-size: 0.6em; }
+       .fss { font-size: 75%; }
+       .sc { font-variant: small-caps; }
+       .large { font-size: large; }
+       .xlarge { font-size: x-large; }
+       .small { font-size: small; }
+       .xsmall { font-size: x-small; }
+       .under { text-decoration: underline; }
+       .lg-container-b { text-align: center; }
+       .x-ebookmaker .lg-container-b { clear: both; }
+       .lg-container-l { text-align: justify; }
+       .x-ebookmaker .lg-container-l { clear: both; }
+       .lg-container-r { text-align: right; }
+       .x-ebookmaker .lg-container-r { clear: both; }
+       .linegroup { display: inline-block; text-align: justify; }
+       .x-ebookmaker .linegroup { display: block; margin-left: 1.5em; }
+       .linegroup .group { margin: 1em auto; }
+       .linegroup .line { text-indent: -3em; padding-left: 3em; }
+       div.linegroup > :first-child { margin-top: 0; }
+       .linegroup .in12 { padding-left: 9.0em; }
+       .linegroup .in16 { padding-left: 11.0em; }
+       .linegroup .in2 { padding-left: 4.0em; }
+       .linegroup .in4 { padding-left: 5.0em; }
+       .linegroup .in8 { padding-left: 7.0em; }
+       .index li {text-indent: -1em; padding-left: 1em; }
+       .index ul {list-style-type: none;  padding-left: 0; }
+       ul.index  {list-style-type: none;  padding-left: 0; }
+       .dl_1 dd { text-align: justify; padding-top: .5em; padding-left: .5em;
+               margin-left: 3.2em; text-indent: -1em; }
+       .dl_1 dt { float: left; clear: left; text-align: right; width: 2.0em;
+               padding-top: .5em; padding-right: .5em; }
+       .ul_1 li {padding-left: 1em; text-indent: -1em; }
+       .x-ebookmaker  .dl_1 dt { float: left; clear: left; text-align: right;
+               width: 2.0em; padding-top: .5em; padding-right: .5em; } 
+       dl.dl_1 { margin-top: .5em; margin-bottom: .5em; }
+       ul.ul_1 {padding-left: 0; margin-left: 2.78%; margin-top: .5em;
+               margin-bottom: .5em; list-style-type: disc; }
+       div.footnote > :first-child { margin-top: 1em; }
+       div.footnote p { text-indent: 1em; margin-top: 0.25em; margin-bottom: 0.25em; }
+       div.pbb { page-break-before: always; }
+       hr.pb { border: none; border-bottom: thin solid; margin-bottom: 1em; }
+       .x-ebookmaker hr.pb { display: none; }
+       .chapter { clear: both; page-break-before: always; }
+       .figcenter { clear: both; max-width: 100%; margin: 2em auto; text-align: center; }
+       .figleft { clear: left; float: left; max-width: 100%; margin: 0.5em 1em 1em 0;
+               text-align: justify; }
+       .figright { clear: right; float: right; max-width: 100%; margin: 0.5em 0 1em 1em;
+               text-align: right; }
+       div.figcenter p { text-align: center; text-indent: 0; }
+       div.figleft p { text-align: center; text-indent: 0; }
+       div.figright p { text-align: center; text-indent: 0; }
+       .x-ebookmaker .figleft { float: left; }
+       .x-ebookmaker .figright { float: right; }
+       .figcenter img { max-width: 100%; height: auto; }
+       .figleft img { max-width: 100%; height: auto; }
+       .figright img { max-width: 100%; height: auto; }
+       .id001 { width:10%; }
+       .id002 { width:50%; }
+       .id003 { width:80%; }
+       .id004 { width:48%; }
+       .id005 { width:10%; }
+       .id007 { width:20%; }
+       .id008 { width:50%; }
+       .x-ebookmaker  .id001 { margin-left:45%; width:10%; }
+       .x-ebookmaker  .id002 { margin-left:25%; width:50%; }
+       .x-ebookmaker  .id003 { margin-left:10%; width:80%; }
+       .x-ebookmaker  .id007 { margin-left:40%; width:20%; }
+       .x-ebookmaker .id004 { width:48%; }
+       .x-ebookmaker .id005 { width:10%; }
+       .x-ebookmaker .id008 { width:50%; }
+       .ic002 { width:100%; } 
+       .ic006 { width:100%; } 
+       div.ic006 p { text-align:justify; } 
+       .ig001 { width:100%; } 
+       .table0 { margin: auto; margin-top: 2em; }
+       .table1 { margin: auto; }
+       .nf-center { text-align: center; }
+       .nf-center-c0 { text-align: justify; margin: 0.5em 0; }
+       .nf-center-c1 { text-align: justify; margin: 1em 0; }
+       p.drop-capa0_0_6 { text-indent: -0em; }
+       p.drop-capa0_0_6:first-letter { float: left; margin: 0.062em 0.062em 0em 0em;
+               font-size: 400%; line-height: 0.6em; text-indent: 0; }
+       .x-ebookmaker p.drop-capa0_0_6 { text-indent: 0; }
+       .x-ebookmaker   p.drop-capa0_0_6:first-letter { float: none; margin: 0;
+               font-size: 100%; }
+       .c000 { margin-top: 0.5em; margin-bottom: 0.5em; }
+       .c001 { margin-top: 4em; }
+       .c002 { page-break-before: always; margin-top: 4em; }
+       .c003 { margin-top: 2em; }
+       .c004 { margin-top: 1em; }
+       .c005 { page-break-before:auto; margin-top: 4em; }
+       .c006 { margin-top: 2em; margin-bottom: 0.25em; }
+       .c007 { text-indent: 1em; margin-top: 0.25em; margin-bottom: 0.25em; }
+       .c008 { text-align: center; }
+       .c009 { vertical-align: top; text-align: justify; padding-right: 1em; }
+       .c010 { vertical-align: bottom; text-align: right; }
+       .c011 { vertical-align: top; text-align: justify; text-indent: -1em;
+               padding-left: 1em; padding-right: 1em; }
+       .c012 { font-size: 80%; }
+       .c013 { font-size: 60%; }
+       .c014 { font-size: .9em; text-indent: 1em; margin-top: 0.25em;
+               margin-bottom: 0.25em; }
+       .c015 { margin-top: 1em; font-size: .9em; }
+       .c016 { font-size: .9em; }
+       .c017 { vertical-align: top; text-align: center; padding-right: 1em; }
+       .c018 { vertical-align: top; text-align: center; }
+       .c019 { vertical-align: top; text-align: right; padding-right: 1em; }
+       .c020 { vertical-align: top; text-align: right; }
+       .c021 { margin-left: 8.33%; text-indent: -5.56%; margin-top: 0.5em;
+               margin-bottom: 0.5em; }
+       .c022 { text-decoration: none; }
+       .c023 { margin-top: 2em; text-indent: 1em; margin-bottom: 0.25em; }
+       .c024 { margin-top: .5em; }
+       .c025 { text-indent: 0; margin-top: 2em; margin-bottom: 0.25em; }
+       .c026 { text-align: right; }
+       .c027 { text-indent: 0; margin-top: 0.25em; margin-bottom: 0.25em; }
+       .c028 { margin-top: 2em; margin-bottom: 0.5em; }
+       .c029 { margin-left: 8.33%; text-indent: -5.56%; margin-top: 4em;
+               margin-bottom: 0.5em; }
+       .c030 { text-indent: 0; margin-top: 2em; margin-bottom: 0.5em; }
+       .c031 { text-indent: 11.11%; margin-top: 2em; margin-bottom: 0.5em; }
+       .c032 { text-indent: 11.11%; margin-top: 0.5em; margin-bottom: 0.5em; }
+       .c033 { margin-left: 5.56%; text-indent: -2.78%; margin-top: 0.5em;
+               margin-bottom: 0.5em; }
+       .c034 { font-size: 40%; }
+       .c035 { margin-top: 0.25em; margin-bottom: 0.25em; }
+       div.tnotes { padding-left:1em;padding-right:1em;background-color:#E3E4FA;
+              border:thin solid silver; margin:2em 10% 0 10%; font-family: Georgia, serif;
+               clear: both; }
+       .covernote { visibility: hidden; display: none; }
+       div.tnotes p { text-align: justify; }
+       .x-ebookmaker .covernote { visibility: visible; display: block; }
+       .figcenter {font-size: .9em; page-break-inside: avoid; max-width: 100%;
+               max-height: 100%; }
+       .figleft,.figright {font-size: .9em; page-break-inside: avoid; max-width: 100%;
+               max-height: 100%; }
+       h1 {line-height: 150%; }
+       .footnote {font-size: .9em; }
+       div.footnote p {text-indent: 2em; margin-bottom: .5em; }
+       .chapter  { clear: both; page-break-before: always; }
+       .section { clear: both; page-break-before: always; }
+       body {font-family: Garamond, Georgia, serif; text-align: justify; }
+       table {font-size: .9em; padding: 1.5em .5em 1em; page-break-inside: avoid;
+               clear: both; }
+       div.titlepage {text-align: center; page-break-before: always;
+               page-break-after: always; }
+       div.titlepage p {text-align: center; text-indent: 0em; font-weight: bold;
+               line-height: 1.5; margin-top: 3em; }
+       .ph1 { text-indent: 0em; font-weight: bold; font-size: xx-large;
+               margin: .67em auto; page-break-before: always; }
+       .ph2 { text-indent: 0em; font-weight: bold; font-size: x-large; margin: .75em auto;
+               page-break-before: always; }
+       .ph3 { text-indent: 0em; font-weight: bold; font-size: large; margin: .83em auto;
+               page-break-before: always; }
+       .double {border-style: double;border-width: 4px; padding: 1em; clear: both; }
+       .border {border-style: solid;border-width: medium; padding: 1em; clear: both; }
+       .blackletter {font-family: 'Old English Text MT', serif; font-weight:bold;
+               font-style: normal; }
+       .x-ebookmaker p.dropcap:first-letter { float: left; }
+    </style>
+  </head>
+  <body>   
+<div style='text-align:center'>*** START OF THE PROJECT GUTENBERG EBOOK 76942 ***</div>
+
+<div class='tnotes covernote'>
+
+<p class='c000'><strong>Transcriber’s Note:</strong></p>
+
+<p class='c000'>New original cover art included with this eBook is granted to the public domain.</p>
+
+</div>
+
+<div class='chapter ph1'>
+
+<div class='nf-center-c0'>
+<div class='nf-center c001'>
+    <div>YACHTING WRINKLES.</div>
+  </div>
+</div>
+
+</div>
+<div class='titlepage'>
+
+<div>
+  <h1 class='c002'><span class='xlarge'>OUTING LIBRARY OF SPORT.</span><br> <span class='sc'>Yachting Wrinkles</span><br> <span class='small'>A PRACTICAL AND HISTORICAL HANDBOOK OF VALUABLE INFORMATION FOR THE RACING AND CRUISING YACHTSMAN.</span></h1>
+</div>
+
+<div class='nf-center-c0'>
+<div class='nf-center c003'>
+    <div>BY</div>
+    <div><span class='large'>CAPTAIN A. J. KENEALY,</span></div>
+    <div class='c004'><span class='small'>Author of “Boat Sailing, Fair Weather and Foul,” “Yacht Races for the America’s Cup,” Etc., Etc.</span></div>
+    <div class='c004'><span class='xsmall'>Wrinkle—Something Worth Knowing.—Nautical Lexicon.</span></div>
+  </div>
+</div>
+
+<div  class='figcenter id001'>
+<img src='images/i_004.jpg' alt='[Logo]' class='ig001'>
+</div>
+
+<div class='nf-center-c0'>
+  <div class='nf-center'>
+    <div><span class='xsmall'>With Apposite Anecdotes, Diagrams and Illustrations.</span></div>
+    <div class='c004'><span class='large'>OUTING PUBLISHING CO.,</span></div>
+    <div class='c004'>NEW YORK.     LONDON.</div>
+  </div>
+</div>
+
+</div>
+
+<div class='nf-center-c0'>
+<div class='nf-center c001'>
+    <div><span class='small'><span class='sc'>Copyrighted by B. J. Worman, 1899.</span></span></div>
+    <div><span class='small'><span class='sc'>New York</span></span></div>
+  </div>
+</div>
+
+<div class='chapter'>
+  <h2 class='c005'>PREFACE.</h2>
+</div>
+
+<p class='drop-capa0_0_6 c006'>The kind reception given by yachtsmen
+generally to “Boat Sailing,
+Fair Weather and Foul,” has induced
+me to embark in a new
+venture. The following “Wrinkles,”
+gleaned from practical experience, observation
+and study, are printed in the
+hope that they may prove of interest
+and value to lovers of sailing craft.</p>
+
+<p class='c007'>I want to warn off literary critics by
+the frank admission that I am not worthy
+of their steel, being an old sailor who
+went to sea when he was thirteen, and
+spent many years afloat where books
+were scarce. So far as yachting critics
+or nautical experts are concerned, I
+must let my work speak for itself. If
+it has no other merit, it has at least been
+conscientiously done.</p>
+
+<div class='lg-container-r'>
+  <div class='linegroup'>
+    <div class='group'>
+      <div class='line'><span class='sc'>A. J. Kenealy.</span></div>
+    </div>
+  </div>
+</div>
+
+<div class='lg-container-l'>
+  <div class='linegroup'>
+    <div class='group'>
+      <div class='line'><i>New York, March, 1899.</i></div>
+    </div>
+  </div>
+</div>
+
+<div class='chapter'>
+  <h2 class='c005'>CONTENTS.</h2>
+</div>
+
+<table class='table0'>
+  <tr><td class='c008' colspan='2'>CHAPTER I.</td></tr>
+  <tr>
+    <td class='c009'><span class='sc'>Yacht Racing as a Sport</span>—Brief Review of the Fascinating Pastime From Its Inception to the Present Time</td>
+    <td class='c010'><a href='#Page_13'>13</a></td>
+  </tr>
+  <tr>
+    <td class='c009'>&#160;</td>
+    <td class='c010'>&#160;</td>
+  </tr>
+  <tr><td class='c008' colspan='2'>CHAPTER II.</td></tr>
+  <tr>
+    <td class='c009'><span class='sc'>The Racing Yacht</span>—Some Remarks on the Material, Construction and Selection of a Vessel</td>
+    <td class='c010'><a href='#Page_47'>47</a></td>
+  </tr>
+  <tr>
+    <td class='c009'>&#160;</td>
+    <td class='c010'>&#160;</td>
+  </tr>
+  <tr><td class='c008' colspan='2'>CHAPTER III.</td></tr>
+  <tr>
+    <td class='c009'><span class='sc'>The Type of Yacht</span>—What Shall She Be—Keel, Centreboard or Bulb-fin?</td>
+    <td class='c010'><a href='#Page_78'>78</a></td>
+  </tr>
+  <tr>
+    <td class='c009'>&#160;</td>
+    <td class='c010'>&#160;</td>
+  </tr>
+  <tr><td class='c008' colspan='2'>CHAPTER IV.</td></tr>
+  <tr>
+    <td class='c009'><span class='sc'>Fitting Out and Tuning Up</span>—Hints As to Going Into Commission and Making the Craft Fit For a Race</td>
+    <td class='c010'><a href='#Page_130'>130</a></td>
+  </tr>
+  <tr>
+    <td class='c009'>&#160;</td>
+    <td class='c010'>&#160;</td>
+  </tr>
+  <tr><td class='c008' colspan='2'>CHAPTER V.</td></tr>
+  <tr>
+    <td class='c009'><span class='sc'>Duty and Discipline Afloat</span>—The Ship’s Company in Detail From the Skipper Down to the Sea Cook</td>
+    <td class='c010'><a href='#Page_166'>166</a></td>
+  </tr>
+  <tr>
+    <td class='c009'>&#160;</td>
+    <td class='c010'>&#160;</td>
+  </tr>
+  <tr><td class='c008' colspan='2'>CHAPTER VI.</td></tr>
+  <tr>
+    <td class='c009'><span class='sc'>A Down-to-Date Yacht Race</span>—In Which May Be Found Some Noteworthy Examples of the Sea-Jockey’s Art</td>
+    <td class='c010'><a href='#Page_192'>192</a></td>
+  </tr>
+  <tr>
+    <td class='c009'>&#160;</td>
+    <td class='c010'>&#160;</td>
+  </tr>
+  <tr><td class='c008' colspan='2'>CHAPTER VII.</td></tr>
+  <tr>
+    <td class='c009'><span class='sc'>Racing rules and the rule of the road</span>—Some Important Points That Amateurs and Professionals Should Bear in Mind</td>
+    <td class='c010'><a href='#Page_215'>215</a></td>
+  </tr>
+  <tr>
+    <td class='c009'>&#160;</td>
+    <td class='c010'>&#160;</td>
+  </tr>
+  <tr><td class='c008' colspan='2'>CHAPTER VIII.</td></tr>
+  <tr>
+    <td class='c009'><span class='sc'>Evolution of the Racer</span>—How Tonnage and Measurement Rules Have Affected Form in America and Great Britain</td>
+    <td class='c010'><a href='#Page_225'>225</a></td>
+  </tr>
+  <tr>
+    <td class='c009'>&#160;</td>
+    <td class='c010'>&#160;</td>
+  </tr>
+  <tr><td class='c008' colspan='2'>CHAPTER IX.</td></tr>
+  <tr>
+    <td class='c009'><span class='sc'>The Etiquette of Yachting</span>—What is Considered to Be “Good Form” in Craft, Owner and Crew</td>
+    <td class='c010'><a href='#Page_261'>261</a></td>
+  </tr>
+  <tr>
+    <td class='c009'>&#160;</td>
+    <td class='c010'>&#160;</td>
+  </tr>
+  <tr><td class='c008' colspan='2'>CHAPTER X.</td></tr>
+  <tr>
+    <td class='c009'><span class='sc'>Yachting Insurance</span>—Also a Few Legal Wrinkles on the Status and Relation of Owner to Crew</td>
+    <td class='c010'><a href='#Page_272'>272</a></td>
+  </tr>
+  <tr>
+    <td class='c009'>&#160;</td>
+    <td class='c010'>&#160;</td>
+  </tr>
+  <tr><td class='c008' colspan='2'>CHAPTER XI.</td></tr>
+  <tr>
+    <td class='c009'><span class='sc'>The Cost of Yachting</span>—Cautionary and Economical Hints to Those About to Embark in the Sport</td>
+    <td class='c010'><a href='#Page_282'>282</a></td>
+  </tr>
+  <tr>
+    <td class='c009'>&#160;</td>
+    <td class='c010'>&#160;</td>
+  </tr>
+  <tr><td class='c008' colspan='2'>CHAPTER XII.</td></tr>
+  <tr>
+    <td class='c009'><span class='sc'>The Last Word</span>—Final hints to tars who want to sail their own craft</td>
+    <td class='c010'><a href='#Page_292'>292</a></td>
+  </tr>
+</table>
+
+<div class='chapter'>
+  <h2 class='c005'>ILLUSTRATIONS.</h2>
+</div>
+
+<table class='table0'>
+  <tr>
+    <th class='c011'></th>
+    <th class='c010'>PAGE.</th>
+  </tr>
+  <tr>
+    <td class='c011'>Frontispiece, “With Topmasts Housed,”</td>
+    <td class='c010'><a href='#Page_12'>12</a></td>
+  </tr>
+  <tr>
+    <td class='c011'>Jason’s Yacht <i>Argo</i>,</td>
+    <td class='c010'><a href='#Page_15'>15</a></td>
+  </tr>
+  <tr>
+    <td class='c011'>Viking Ship,</td>
+    <td class='c010'><a href='#Page_20'>20</a></td>
+  </tr>
+  <tr>
+    <td class='c011'>Flagship of Columbus,</td>
+    <td class='c010'><a href='#Page_25'>25</a></td>
+  </tr>
+  <tr>
+    <td class='c011'>Dutch Yacht of Seventeenth Century,</td>
+    <td class='c010'><a href='#Page_28'>28</a></td>
+  </tr>
+  <tr>
+    <td class='c011'>Commodore John C. Stevens,</td>
+    <td class='c010'><a href='#Page_31'>31</a></td>
+  </tr>
+  <tr>
+    <td class='c011'><i>Gimcrack</i> and <i>Maria</i>,</td>
+    <td class='c010'><a href='#Page_34'>34</a></td>
+  </tr>
+  <tr>
+    <td class='c011'><i>America</i>, 1851,</td>
+    <td class='c010'><a href='#Page_38'>38</a></td>
+  </tr>
+  <tr>
+    <td class='c011'><i>Maria</i>, 1851,</td>
+    <td class='c010'><a href='#Page_38'>38</a></td>
+  </tr>
+  <tr>
+    <td class='c011'><i>America’s</i> Lines,</td>
+    <td class='c010'><a href='#Page_39'>39</a></td>
+  </tr>
+  <tr>
+    <td class='c011'>The Cutter <i>Oriva</i>,</td>
+    <td class='c010'><a href='#Page_48'>48</a></td>
+  </tr>
+  <tr>
+    <td class='c011'><i>Vigilant</i> in Dry-dock,</td>
+    <td class='c010'><a href='#Page_51'>51</a></td>
+  </tr>
+  <tr>
+    <td class='c011'><i>Uncas</i> in Frame,</td>
+    <td class='c010'><a href='#Page_55'>55</a></td>
+  </tr>
+  <tr>
+    <td class='c011'>Interior of <i>Uncas</i>,</td>
+    <td class='c010'><a href='#Page_60'>60</a></td>
+  </tr>
+  <tr>
+    <td class='c011'>Form of <i>Uncas</i>,</td>
+    <td class='c010'><a href='#Page_60'>60</a></td>
+  </tr>
+  <tr>
+    <td class='c011'><i>Uncas</i> on the Ways,</td>
+    <td class='c010'><a href='#Page_66'>66</a></td>
+  </tr>
+  <tr>
+    <td class='c011'><i>Ouananiche</i>,</td>
+    <td class='c010'><a href='#Page_71'>71</a></td>
+  </tr>
+  <tr>
+    <td class='c011'><i>Dragon III.</i>,</td>
+    <td class='c010'><a href='#Page_75'>75</a></td>
+  </tr>
+  <tr>
+    <td class='c011'><i>Gloriana</i>,</td>
+    <td class='c010'><a href='#Page_79'>79</a></td>
+  </tr>
+  <tr>
+    <td class='c011'><i>Madge</i>,</td>
+    <td class='c010'><a href='#Page_82'>82</a></td>
+  </tr>
+  <tr>
+    <td class='c011'>Germ of the Centerboard,</td>
+    <td class='c010'><a href='#Page_84'>84</a></td>
+  </tr>
+  <tr>
+    <td class='c011'><i>Vesta</i>,</td>
+    <td class='c010'><a href='#Page_85'>85</a></td>
+  </tr>
+  <tr>
+    <td class='c011'><i>Athlon</i>,</td>
+    <td class='c010'><a href='#Page_94'>94</a></td>
+  </tr>
+  <tr>
+    <td class='c011'>Catboat <i>Dorothy</i>,</td>
+    <td class='c010'><a href='#Page_101'>101</a></td>
+  </tr>
+  <tr>
+    <td class='c011'><i>Kewaydin</i>,</td>
+    <td class='c010'><a href='#Page_103'>103</a></td>
+  </tr>
+  <tr>
+    <td class='c011'>The Herreshoff Catboat <i>Wanda</i>,</td>
+    <td class='c010'><a href='#Page_104'>104</a></td>
+  </tr>
+  <tr>
+    <td class='c011'>Lines of <i>Evolution</i>,</td>
+    <td class='c010'><a href='#Page_107'>107</a></td>
+  </tr>
+  <tr>
+    <td class='c011'>Lines of <i>Jullanar</i>,</td>
+    <td class='c010'><a href='#Page_108'>108</a></td>
+  </tr>
+  <tr>
+    <td class='c011'>Lines of <i>Niagara</i>,</td>
+    <td class='c010'><a href='#Page_110'>110</a></td>
+  </tr>
+  <tr>
+    <td class='c011'>Lines of <i>Jubilee</i>,</td>
+    <td class='c010'><a href='#Page_110'>110</a></td>
+  </tr>
+  <tr>
+    <td class='c011'>Mid-section of <i>Dilemma</i>,</td>
+    <td class='c010'><a href='#Page_110'>110</a></td>
+  </tr>
+  <tr>
+    <td class='c011'>English Finkeel Freak <i>Nameless</i>,</td>
+    <td class='c010'><a href='#Page_111'>111</a></td>
+  </tr>
+  <tr>
+    <td class='c011'>Lines of <i>Rocket</i>,</td>
+    <td class='c010'><a href='#Page_112'>112</a></td>
+  </tr>
+  <tr>
+    <td class='c011'><i>Niagara’s</i> Midship Section,</td>
+    <td class='c010'><a href='#Page_113'>113</a></td>
+  </tr>
+  <tr>
+    <td class='c011'><i>Niagara</i> Under Sail,</td>
+    <td class='c010'><a href='#Page_114'>114</a></td>
+  </tr>
+  <tr>
+    <td class='c011'><i>Rorqual</i>,</td>
+    <td class='c010'><a href='#Page_116'>116</a></td>
+  </tr>
+  <tr>
+    <td class='c011'><i>Dad</i>,</td>
+    <td class='c010'><a href='#Page_117'>117</a></td>
+  </tr>
+  <tr>
+    <td class='c011'><i>Vesper</i>,</td>
+    <td class='c010'><a href='#Page_117'>117</a></td>
+  </tr>
+  <tr>
+    <td class='c011'>Monstrosity <i>Skate</i>,</td>
+    <td class='c010'><a href='#Page_118'>118</a></td>
+  </tr>
+  <tr>
+    <td class='c011'><i>Dominion</i> on Even Keel,</td>
+    <td class='c010'><a href='#Page_121'>121</a></td>
+  </tr>
+  <tr>
+    <td class='c011'><i>Dominion</i> Heeled,</td>
+    <td class='c010'><a href='#Page_121'>121</a></td>
+  </tr>
+  <tr>
+    <td class='c011'><i>Dominion</i> Under Sail,</td>
+    <td class='c010'><a href='#Page_123'>123</a></td>
+  </tr>
+  <tr>
+    <td class='c011'>Double-huller of the Pacific.,</td>
+    <td class='c010'><a href='#Page_126'>126</a></td>
+  </tr>
+  <tr>
+    <td class='c011'>Sloop <i>Gracie</i>,</td>
+    <td class='c010'><a href='#Page_133'>133</a></td>
+  </tr>
+  <tr>
+    <td class='c011'>Schooner <i>Sappho</i>,</td>
+    <td class='c010'><a href='#Page_134'>134</a></td>
+  </tr>
+  <tr>
+    <td class='c011'>Cutter <i>Genesta</i>,</td>
+    <td class='c010'><a href='#Page_135'>135</a></td>
+  </tr>
+  <tr>
+    <td class='c011'>Schooner <i>Colonia</i>,</td>
+    <td class='c010'><a href='#Page_137'>137</a></td>
+  </tr>
+  <tr>
+    <td class='c011'>Rig of Cutter Showing Masthead Shroud,</td>
+    <td class='c010'><a href='#Page_139'>139</a></td>
+  </tr>
+  <tr>
+    <td class='c011'>Rig and Sail Plan of <i>Uncas</i>,</td>
+    <td class='c010'><a href='#Page_145'>145</a></td>
+  </tr>
+  <tr>
+    <td class='c011'>Mastheads of <i>Uncas</i>,</td>
+    <td class='c010'><a href='#Page_147'>147</a>–8</td>
+  </tr>
+  <tr>
+    <td class='c011'>Cutter <i>Minerva</i>,</td>
+    <td class='c010'><a href='#Page_150'>150</a></td>
+  </tr>
+  <tr>
+    <td class='c011'>Sail Plan of <i>Ethelwynn</i>.,</td>
+    <td class='c010'><a href='#Page_152'>152</a></td>
+  </tr>
+  <tr>
+    <td class='c011'>Half-rater <i>Spruce IV.</i>,</td>
+    <td class='c010'><a href='#Page_153'>153</a></td>
+  </tr>
+  <tr>
+    <td class='c011'>Fifteen-footer <i>Ethelwynn</i>.,</td>
+    <td class='c010'><a href='#Page_153'>153</a></td>
+  </tr>
+  <tr>
+    <td class='c011'>Forty-footer <i>Gossoon</i>,</td>
+    <td class='c010'><a href='#Page_161'>161</a></td>
+  </tr>
+  <tr>
+    <td class='c011'><i>America</i>, 1899,</td>
+    <td class='c010'><a href='#Page_165'>165</a></td>
+  </tr>
+  <tr>
+    <td class='c011'><i>Phantom</i>,</td>
+    <td class='c010'><a href='#Page_193'>193</a></td>
+  </tr>
+  <tr>
+    <td class='c011'><i>Ghost</i>,</td>
+    <td class='c010'><a href='#Page_199'>199</a></td>
+  </tr>
+  <tr>
+    <td class='c011'>A Stern Chase,</td>
+    <td class='c010'><a href='#Page_201'>201</a></td>
+  </tr>
+  <tr>
+    <td class='c011'><i>Vigilant</i>,</td>
+    <td class='c010'><a href='#Page_224'>224</a></td>
+  </tr>
+  <tr>
+    <td class='c011'><i>Defender</i> in Dry-dock,</td>
+    <td class='c010'><a href='#Page_227'>227</a></td>
+  </tr>
+  <tr>
+    <td class='c011'><i>Thistle</i>, now <i>Comète</i>,</td>
+    <td class='c010'><a href='#Page_230'>230</a></td>
+  </tr>
+  <tr>
+    <td class='c011'><i>Volunteer</i>,</td>
+    <td class='c010'><a href='#Page_231'>231</a></td>
+  </tr>
+  <tr>
+    <td class='c011'><i>Valkyrie III.</i> in Dry-dock,</td>
+    <td class='c010'><a href='#Page_233'>233</a></td>
+  </tr>
+  <tr>
+    <td class='c011'><i>Ellen</i>, Twenty-rater,</td>
+    <td class='c010'><a href='#Page_235'>235</a></td>
+  </tr>
+  <tr>
+    <td class='c011'>Cutter’s Bow and Stern, 1892,</td>
+    <td class='c010'><a href='#Page_237'>237</a></td>
+  </tr>
+  <tr>
+    <td class='c011'>English Mid-sections,</td>
+    <td class='c010'><a href='#Page_238'>238</a></td>
+  </tr>
+  <tr>
+    <td class='c011'>Mid-sections of Cup Contestants,</td>
+    <td class='c010'><a href='#Page_239'>239</a></td>
+  </tr>
+  <tr>
+    <td class='c011'><i>Volunteer</i> and <i>Thistle</i>,</td>
+    <td class='c010'><a href='#Page_241'>241</a></td>
+  </tr>
+  <tr>
+    <td class='c011'><i>Vigilant</i> and <i>Valkyrie II.</i>,</td>
+    <td class='c010'><a href='#Page_241'>241</a></td>
+  </tr>
+  <tr>
+    <td class='c011'><i>Valkyrie II.</i>,</td>
+    <td class='c010'><a href='#Page_243'>243</a></td>
+  </tr>
+  <tr>
+    <td class='c011'><i>Valkyrie III.</i>, Stern View,</td>
+    <td class='c010'><a href='#Page_245'>245</a></td>
+  </tr>
+  <tr>
+    <td class='c011'>Modern Type of Fin,</td>
+    <td class='c010'><a href='#Page_246'>246</a></td>
+  </tr>
+  <tr>
+    <td class='c011'><i>Defender</i> and <i>Valkyrie III.</i>,</td>
+    <td class='c010'><a href='#Page_246'>246</a></td>
+  </tr>
+  <tr>
+    <td class='c011'>Hoisting <i>Defender’s</i> Mainsail,</td>
+    <td class='c010'><a href='#Page_247'>247</a></td>
+  </tr>
+  <tr>
+    <td class='c011'><i>Defender</i> Under Brooklyn Bridge,</td>
+    <td class='c010'><a href='#Page_251'>251</a></td>
+  </tr>
+  <tr>
+    <td class='c011'><i>Defender</i> Under Sail,</td>
+    <td class='c010'><a href='#Page_255'>255</a></td>
+  </tr>
+  <tr>
+    <td class='c011'><i>Valkyrie III.</i> Under Sail,</td>
+    <td class='c010'><a href='#Page_259'>259</a></td>
+  </tr>
+  <tr>
+    <td class='c011'><i>Defender’s</i> Stern,</td>
+    <td class='c010'><a href='#Page_271'>271</a></td>
+  </tr>
+</table>
+
+<div  class='figcenter id002'>
+<span class='pageno' id='Page_12'>12</span>
+<img src='images/i_011.jpg' alt='' class='ig001'>
+<div class='ic002'>
+<p>“WITH TOPMASTS HOUSED.”</p>
+</div>
+</div>
+
+<div class='chapter'>
+  <span class='pageno' id='Page_13'>13</span>
+  <h2 class='c005'>I.<br> <span class='c012'>YACHT RACING AS A SPORT.</span><br> <span class='c013'>BRIEF REVIEW OF THE FASCINATING PASTIME FROM ITS INCEPTION TO THE PRESENT TIME.</span></h2>
+</div>
+
+<p class='drop-capa0_0_6 c006'>About half a century ago, when I
+wasn’t so gray and grizzled as I
+am now, I was shipmate with
+John Gulliver, an ancient mariner
+who fully believed in the doctrine
+of the transmigration of souls. He used
+to spin the most wonderful yarns. He
+had in former incarnations animated
+the body of a whale, a green turtle and
+a sea-gull. He had also been cabin boy
+on the good ship <i>Ark</i>. He declared
+that, of all the skippers he had ever
+sailed under, Captain Noah was the
+strictest.</p>
+
+<p class='c007'>During the brief but memorable voyage
+of that historic craft, the crew, he
+declared, never once got an afternoon
+watch below. When they weren’t feeding
+the live stock they were kept busy
+on deck cleaning brasswork and hauling
+taut the lee crossjack brace. He said
+he felt very glad when the time came
+for the crew to be paid off. He had
+grown weary of the weevily biscuits
+<span class='pageno' id='Page_14'>14</span>and the tough salt junk. There were
+no “manavellings” aboard the tarnation
+hooker and the Old Man only
+served out rum once during the voyage,
+and that was when the <i>Ark</i> was hove-to
+under a goose-winged maintopsail and
+foretopmast staysail in the latitude and
+longitude of Mount Ararat, waiting for
+the dove to come aboard.</p>
+
+<p class='c007'>I remember I used to listen with my
+mouth wide open to the marvelous
+stories of this old salt. I once asked
+him to describe the interior fittings of
+Captain Noah’s ship, but from what I
+could gather from him there wasn’t
+much gilt gingerbread work in her
+main saloon. Everything was for use;
+nothing for ornament. There weren’t
+even brass hoops on the mess kids. Besides,
+she leaked like a sieve and
+wouldn’t steer well unless close-hauled
+on a bowline.</p>
+
+<p class='c007'>The ship <i>Argo</i>, in which Jason sailed
+in search of the Golden Fleece, had no
+artistic decorations below, but her hull,
+from all accounts, was a “dandy.”
+Built of lofty pines which flourished
+on Mount Pelion, she was pierced for
+fifty oars. She was daubed with coal-black
+pitch, and her bows were painted
+with vermilion. I don’t believe she
+ever made more than four knots an
+hour, even with fifty heroes pulling
+their hardest at the oars, all keeping
+time to the music of the harp of Orpheus,
+who had too much low cunning
+to do any work himself. The <i>Argo</i> was
+a yacht manned by Corinthians and
+the first one that ever sailed on the Euxine,
+vulgarly known as the Black Sea.
+So far as I know, there are no photographs
+extant of her interior, but judging
+from the log of her voyage she had
+a fine galley on deck, in which her crew
+of heroes used to cook the choice parts
+of swine and deer for their own use,
+offering up the offal as a sacrifice to the
+immortal gods—a circumstance showing
+that the ancient mariners were just
+as level-headed as the down-to-date seamen
+of to-day.</p>
+
+<div  class='figcenter id002'>
+<span class='pageno' id='Page_15'>15</span>
+<img src='images/i_014.jpg' alt='' class='ig001'>
+<div class='ic002'>
+<p>JASON’S YACHT “ARGO.”</p>
+</div>
+</div>
+
+<p class='c007'><span class='pageno' id='Page_16'>16</span>The handsome barges which belonged
+to the high civilization of ancient Egypt
+used to ply on the muddy waters of
+the Nile, and highly ornate vessels they
+were, manned by fifty rowers. They
+had sails of crimson silk, richly embroidered.
+Their cabins were sumptuous,
+spacious and luxurious, gold, silver
+and precious stones being used lavishly
+in their decoration. In such a stately
+craft Cleopatra and Mark Antony
+passed many halcyon hours of splendid
+ease and amorous dalliance. The
+Romans and Carthaginians had their
+pleasure craft, and so had the Greeks
+and Venetians.</p>
+
+<p class='c007'>It was the custom of the Romans to
+hold regattas of biremes and triremes,
+and according to the chronicles a good
+deal of money changed hands over the
+results. Every schoolboy remembers
+the exciting boat race between those
+gallant Trojan captains, Cloanthus and
+<span class='pageno' id='Page_17'>17</span>Sergestus, so ably reported by one Vergil.
+I know that I can never forget it.
+That regatta cost me many a cruel
+birching. In these competitions oars
+only were used. I fancy that sails were
+not set in those days except when the
+wind blew abaft the beam, the ancients
+not being well versed in the art of beating
+to windward. The swift ships in
+which Father Æneas, his faithful
+Achates and his devoted followers, fled
+from Troy, had, I suppose, but scanty
+cabin accommodations; and when bold
+Pilot Palinurus glanced at the compass
+to see if the helmsman was steering a
+correct course, no highly polished brass
+binnacle reflected that skillful old navigator’s
+bronzed and bearded face.</p>
+
+<p class='c007'>The flagship of Columbus may fairly
+be classed with the <i>Argo</i>, and so may
+the Norse galley which brought to the
+rugged New England coast those hardy
+salts who built the windmill at Newport
+and left their indelible marks on
+the primeval granite rocks of that region.</p>
+
+<p class='c007'>The Dutch, I think, were the inventors
+of the sailing yacht proper, and
+from Holland the finest diversion in the
+world spread to Great Britain, and became
+the sport of kings. Quaint old
+Pepys, in his diary, tells us of a sailing
+yacht named <i>Mary</i>, which was presented
+by the Dutch East India Company to
+King Charles II. in the year 1661.
+Charles was a tip-top yachtsman, the
+merry monarch being never sick at sea.
+<span class='pageno' id='Page_18'>18</span>His yacht <i>Mary</i> was beaten by another
+pleasure craft of English design, the
+match being the first between sailing
+yachts in the history of the pastime in
+England. According to Pepys, the
+<i>Mary</i> was snug and cozy below, quite
+comfortable, but not at all luxurious.
+The king cruised much in her up and
+down the English Channel in the palmy
+days of his reign.</p>
+
+<p class='c007'>Three hundred years before, when
+Marino Faliero was Doge of Venice, a
+merchant prince of that state originated
+pleasure sailing on the peaceful Adriatic.
+A Dutchman called Van Kompf
+transferred the craft to the German
+Ocean, and gave it the name of yacht.
+To the Dutch and Scandinavian strain
+in the English blood is owing that passion
+for the sea which has made yachting
+so favorite a recreation in Great Britain.
+Our own love for the sport is doubtless
+derived from the same source.</p>
+
+<p class='c007'>Turning to our own land the beginnings
+are naturally more definite. We
+know the exact facts, for the New York
+Yacht Club was organized aboard Mr.
+John C. Stevens’ schooner <i>Gimcrack</i> on
+July 30, 1844, the <i>Gimcrack</i> being at
+anchor off the Battery. In those days
+there were but few yachts, and most of
+them were small. The fittings of pleasure
+craft were then simple and inexpensive,
+when compared with the luxurious
+and costly appointments of the
+palatial vessels which are our pride to-day.
+The old <i>Maria</i>, which was the
+<span class='pageno' id='Page_19'>19</span>last yacht owned by Commodore
+Stevens, would not rank very high in
+the present fleet of magnificent steamers,
+schooners, sloops and cutters. She
+was the finest and fastest yacht of her
+day, having many of what are now termed
+“modern improvements,” such as
+outside lead, a heavily weighted main
+centerboard, also a forward centerboard,
+a hollow main boom ninety-five feet
+long and nine feet in circumference at
+its greatest girth, built of white oak
+staves, with doweled and keyed edges,
+iron bands and longitudinal iron trusses.
+Her main sheet was fitted with a rubber
+compressor.</p>
+
+<p class='c007'>Her former sailing-master is on record
+as saying: “She would work within
+seven points, and I have sailed her
+seventeen knots. On her trial trip with
+the <i>America</i> along the beach we beat her
+so badly that Mr. Stevens was in doubt
+whether it was good policy to send her
+to England; but as she defeated all the
+others by as much as we beat her, it
+was finally decided she ought to go.”</p>
+
+<p class='c007'>The <i>Maria</i> is said to have cost $100,000,
+a vast sum in those days even for
+Mr. Stevens, who owned nearly all Weehawken
+and Hoboken. It must be remembered,
+however, that she was continually
+being altered and improved, no
+expense being spared. The equipments
+and cabin fittings of all the pleasure
+craft of that period were plain and
+economical. The greater part of their
+cost was expended on hulls, spars and
+rigging, which were of the best material.
+The age was not so luxurious as
+it is to-day. Though bronze and aluminum
+hulls, steel booms, wire rigging,
+silken sails, and the one hundred and
+one “fads,” patented and otherwise,
+which are now considered indispensable
+for racing were unknown, the yachts
+cost a pretty round sum, but merely a
+trifle compared with the crack clippers
+of this year of grace.</p>
+
+<div  class='figcenter id002'>
+<span class='pageno' id='Page_20'>20</span>
+<img src='images/i_019.jpg' alt='' class='ig001'>
+<div class='ic002'>
+<p>THE VIKING SHIP.</p>
+</div>
+</div>
+
+<p class='c007'><span class='pageno' id='Page_21'>21</span>The cabins of those yachts were not
+finished in costly hard woods carved by
+artists and highly polished. No upholstery
+of silken plush or hangings of rich
+tapestry were to be seen. Sperm oil in
+brass lamps of no particular design
+illuminated the space below. The fare,
+too, was plain and simple. Little or no
+wine of costly vintage was consumed.
+Honest claret, mellow Medford rum,
+and fine old whisky were the staple
+beverages with which those sturdy salts
+moistened their clay, while they solaced
+their souls with Virginia tobacco smoked
+in pipes of quaint Dutch shape. It is
+needless to say that the “400” of half a
+century ago didn’t carry their valets
+with them while cruising on the Sound
+or while sailing to Cape May.</p>
+
+<p class='c007'>The old course of the club was from
+the club-house in the Elysian Fields,
+Hoboken, out to the Southwest Spit and
+back. The yachts, as a rule, were sailed
+by amateurs. No uniform was worn in
+those primitive days, and there was no
+red tape whatever. But it is questionable
+<span class='pageno' id='Page_22'>22</span>if a finer class of amateurs ever existed
+than those men who sailed the
+yachts of the club during the first twenty
+years of its history.</p>
+
+<p class='c007'>If some of those sturdy salts who
+flourished in the good old days of our
+famous schooner <i>America</i> could rise
+from their snuggeries in the cemeteries
+and sail on the squadron cruise of the
+New York Yacht Club next August, I
+would promise them a spectacle which
+would astonish them. I would first
+point out to them in Glen Cove a fleet
+of more than one hundred yachts, comprising
+some of the finest steam and
+sailing craft in the world. I would next
+call attention to the fairy-like electric,
+steam, and naphtha launches darting between
+the ships and the shore, some of
+them laden with ladies of bewitching
+loveliness, dressed so saucily and coquettishly
+in nautical raiment as to
+make a bachelor’s mouth water.</p>
+
+<p class='c007'>I would next take my resurrected
+friends in a naphtha launch on board
+one of the big steam yachts, and while
+on their way thither they would marvel
+at the handiness and speed of the little
+boat which carried them. If it was the
+flagship <i>Corsair</i> they visited, her owner
+would be sure to have the side piped in
+true man-o’-war fashion in honor of the
+old-time salts. Climbing up the gangway
+ladder, walking aft on the snowy
+deck, they would be invited below, to
+the hospitality of the <i>Corsair</i>, which
+they would indeed be loath to leave.</p>
+
+<p class='c007'><span class='pageno' id='Page_23'>23</span>I might then possibly convoy them
+aboard the big racing schooner <i>Colonia</i>
+and the new cup defender, and, after
+gazing upon these two marine marvels,
+you might wager that the old chaps
+would make a vigorous kick against
+returning to their little grass-covered
+beds.</p>
+
+<p class='c007'>While rummaging over some musty
+documents in the library of an old
+seafaring friend the other day, I happened
+to come across some interesting
+memoranda concerning the good old
+schooner <i>Gimcrack</i>, the first flagship of
+the New York Yacht Club. From these
+items I gather that she was fitted with
+a fixed centerboard of heavy plate iron,
+four feet deep and fifteen feet long, resembling
+the fin of to-day, but minus
+the bulb of lead on the base. This is
+another exemplification of the truth of
+the old adage that there is nothing new
+under the sun.</p>
+
+<p class='c007'>The pastime which was so ably started
+by those old and gallant sportsmen has
+prospered beyond belief, and no wonder,
+for yacht racing, in my judgment, is
+the most fascinating and wholesome
+sport in the world. Its devotees are
+actuated by no mercenary or money-making
+motives, but follow the pastime
+for the many delights its pursuit
+affords. The praiseworthy ambition
+that has for its goal the winning of
+sea trophies is devoid of all craving
+after filthy lucre, because the prizes
+obtained, no matter whether in cash
+<span class='pageno' id='Page_24'>24</span>or plate, are trifling in comparison
+with the first cost of the yacht and
+the incidental expenses of running her.
+There are many other reasons that may
+be adduced to prove that the pastime
+excels all others; but, in my opinion,
+the most convincing argument that can
+be urged is that no scandal has ever
+sullied the fair name of the sport, and
+that its followers the wide world over
+are the best fellows that breathe—generous,
+hearty and manly—the salt of
+the earth, in fact.</p>
+
+<p class='c007'>It is a sport in which the element of
+gambling rarely enters, except in the
+case of international events, when patriotic
+pride impels men to back their
+country’s flag with a modest wager. I
+have been a close student of yachting
+lore for more years than I care to recall,
+but I know of no instance where yacht
+racing has made a financial wreck of
+one of its faithful adherents. Of what
+other gentlemanly sport can as much
+be truthfully alleged?</p>
+
+<p class='c007'>If a rich man has sons with a leaning
+toward yachting he should encourage
+its complete development. I know of
+no better school for the cultivation of
+all manly virtues. There is no question
+concerning its healthfulness, but my
+contention is that a man’s moral tone as
+well as his physical constitution improves
+by association with the sea.
+Self-reliance, quickness of decision, action
+and resource, bravery and personal
+endurance, are qualities necessary for
+success in life. Where can all these
+desirable characteristics be acquired
+with more ease and greater satisfaction
+than on a racing vessel, preferably one
+of moderate size manned exclusively by
+amateurs or with the aid of one paid
+hand?</p>
+
+<div  class='figcenter id002'>
+<span class='pageno' id='Page_25'>25</span>
+<img src='images/i_024.jpg' alt='[The Flagship of Columbus]' class='ig001'>
+</div>
+
+<p class='c007'><span class='pageno' id='Page_26'>26</span>It may properly be remarked that the
+love of boating is innate and can never
+be acquired. The mere sight of the sea
+has an attraction to the true son of
+Neptune as cogent as that of the magnet
+to the pole. He eagerly desires to be
+afloat on it, and can sympathize with
+Charles Lever, who once said he would
+rather have a plank for a boat and a
+handkerchief for a sail than resign himself
+to give up boating altogether. The
+man who has not the nautical instinct
+can never come to regard a boat with
+more affection than he does a horse-car.
+When you rave ecstatically of the virtues
+of your little ship he feels inclined
+to think that you must be half crazy.
+You can never make a yachtsman out
+of material such as this. We cannot all
+be sailors, so therefore let the cobbler
+stick to his last and the cook to the foresheet,
+where he belongs!</p>
+
+<p class='c007'>The deduction from the above is that
+you should be careful as to the choice
+of your seagoing chum. The most
+congenial companion ashore may prove
+an insufferable bore afloat. And to tell
+the truth, you ought not to blame him
+for the lack of the nautical instinct, but
+rather yourself for inviting a person
+<span class='pageno' id='Page_27'>27</span>lacking that saving qualification to go
+sailing with you. <i>Nauticus nascitur,
+non fit</i> is a true adage. There is a huge
+army of our fellow creatures who think
+with Dr. Johnson that the pleasure of
+going to sea is getting ashore again
+from a prison, where there is also the
+risk of getting drowned. But a far
+brighter literary light than he, Thomas
+Carlyle, to wit, the crabbed, the cynic,
+who was ever ready to use his mordant
+pen of wormwood in holding up to execration
+the foibles and the sins of
+humanity ashore, was always blind to
+the faults of his fellow-man afloat. The
+acrid gall of his being, induced by the
+horrors of chronic dyspepsia, was converted
+into milk and honey by the magic
+influence of the Ocean.</p>
+
+<p class='c007'>Who can forget the account of his
+trip to Ostend and back in the revenue
+cutter <i>Vigilant</i> in 1842? He described
+the craft as a smart little trim ship of
+some 250 tons, rigged, fitted, kept and
+navigated in the highest style of English
+seacraft, made every way for sailing
+fast that she may catch smugglers.
+Outside and inside, in furniture, equipment,
+action and look, she seemed a
+model, clean as a lady’s work-box.</p>
+
+<div  class='figcenter id003'>
+<span class='pageno' id='Page_28'>28</span>
+<img src='images/i_027.jpg' alt='' class='ig001'>
+<div class='ic002'>
+<p>DUTCH YACHT OF 17TH CENTURY.</p>
+</div>
+</div>
+
+<p class='c007'>His biographer, Froude, has told, of
+their return trip, how at midnight they
+were in their berths aboard the <i>Vigilant</i>
+running out into the North Sea: “The
+wind fell in the morning and they were
+becalmed. They sighted the North
+Foreland before night, but the air was
+<span class='pageno' id='Page_29'>29</span>still light, and it was not till the next
+day that they were fairly in the river.
+Then a rattling breeze sprang up and
+the <i>Vigilant</i>, with her vast mainsail, her
+vast balloon jib, with all the canvas set
+which she could carry, flew through the
+water, passing sailing vessels, passing
+steamers, passing everything. They carried
+on as if they were entered for a
+racing cup. The jib, of too light material
+for such hard driving, split with a
+report like a cannon. Carlyle saw the
+‘Captain’s eyes twinkle; no other
+change.’ In ten minutes the flying
+wreck was gathered in, another jib was
+set and standing in place of it, and the
+yacht sped on as before. ‘To see men
+so perfect in their craft, fit for their
+work, and fitly ordered to it,’ was a real
+consolation to him. There was something
+still left in the public service of
+England which had survived Parliamentary
+eloquence. They entered at
+Deptford and the gig was lowered to
+take the party up to London.</p>
+
+<p class='c007'>“Five rowers with a boatswain; men
+unsurpassable, I do not doubt, in boat
+navigation; strong, tall men, all clean
+shaved, clean washed, in clean blue
+trousers, in massive clean check shirts,
+their black neckcloths tied round their
+waists, their large, clean brown hands,
+cunning in the craft of the sea—it was
+a kind of joy to look at it all. In a few
+minutes they shot us into the Custom
+House stairs, and here, waving our
+mild farewells, our travel’s history concluded.
+<span class='pageno' id='Page_30'>30</span>Thus had kind destiny projected
+us rocket-wise for a little space
+into the clear blue of heaven and freedom.
+Thus again were we swiftly reabsorbed
+into the great, smoky, simmering
+crater, and London’s soot volcano
+had again re-covered us.”</p>
+
+<p class='c007'>I am sure my readers will pardon me
+for quoting at such length from Carlyle,
+if only for the reason that the matter I
+reproduce is far more interesting than
+any I can originate. Besides, I need
+the extract to emphasize my argument
+concerning the healthful moral tonic
+of my much-loved sea. Here is atrabilious,
+doleful, indignant, and scornful
+Carlyle cured temporarily of all
+his mental disorders by a rattling run
+across the North Sea and back. He
+lands in a delightful frame of mind,
+and has nothing but the most pleasant
+reminiscences of the <i>Vigilant</i>, her skipper
+and her crew. The readers of his
+stories of other journeys by land will
+appreciate the surprising contrast.</p>
+
+<p class='c007'>Very few men go into yachting for
+the advertisement that it may offer. It is
+always possible for some seller of quack
+medicines to achieve cheap notoriety
+by claiming that he is about to build a
+yacht to defend or capture the <i>America’s</i>
+Cup. If he uses diligently whatever
+art of claptrap he is endowed with
+he will find numbers of newspapers
+gullible enough to give him columns
+and columns of gratuitous puffs. The
+public may be beguiled for a time into
+<span class='pageno' id='Page_31'>31</span>the belief that his intentions are really
+honest; but the experienced yachtsman
+will not be deceived for a moment, as
+he knows that no yacht club of repute
+will father the challenge of such a person,
+even in the unlikely event of his
+building a yacht for the purpose of a
+real race. Yacht clubs on both sides of
+the Atlantic, to their credit, fight very
+shy of such queer customers.</p>
+
+<div  class='figcenter id002'>
+<img src='images/i_030.jpg' alt='' class='ig001'>
+<div class='ic002'>
+<p>COMMODORE JOHN C. STEVENS, The Father of American Yachting.</p>
+</div>
+</div>
+
+<p class='c007'><span class='pageno' id='Page_32'>32</span>Thus it is that the sport is confined
+to gentlemen; nautical blacklegs, blackguards,
+and “welshers” being unknown.
+The membership committees
+of the clubs are very discriminating
+and cautious as to those whom they
+admit; and even if a “black sheep”
+succeeds in entering the flock his presence
+is soon discovered, and he quietly
+learns that his room is more desirable
+than his company. His resignation follows
+as a matter of course.</p>
+
+<p class='c007'>A yacht club composed principally of
+men who love the sport for the precious
+gifts it offers, and not for fashion’s sake,
+or because “It’s the proper caper, you
+know, to belong to a yacht club, don’t
+you see?” is an excellent school for a
+young man, both morally and physically.
+In the arena of professional sport,
+as we all know, objectionable characters,
+unhappily, fairly swarm. It would
+be invidious to particularize or to single
+out any one sport as being remarkable
+from the number of black sheep among
+its adherents. But of yachting it may
+truly be said that the pastime never has
+<span class='pageno' id='Page_33'>33</span>been disgraced or degraded by the professional
+hands necessarily employed in
+its service. Officers and men before the
+mast quickly realize that good conduct
+is the only secret of success, that braggarts
+and bullies have no place in its
+symmetry, and that dishonesty of any
+kind, whether selling a race or robbing
+a yacht owner, is quickly detected and
+punished. I have never known an instance
+of the first-named disgraceful
+offence, and the lack of it speaks
+volumes in behalf of the honor and
+integrity of yacht skippers the wide
+world over. Be it remembered that
+for a sailing-master to lose a race would
+be as easy as for a jockey to so ride a
+horse that in spite of his gameness or
+his speed he could not possibly win.
+Scandals such as in the past have made
+the turf a byword are happily unknown
+in yacht racing. In all my experience
+of yachtsmen I never heard
+one of them, in his most open and confidential
+moods, with his mind mellowed
+with grog, boast of winning a race by
+unfair or questionable methods.</p>
+
+<p class='c007'>Many stockbrokers race their yachts,
+and, although the Stock Exchange is
+supposed to have a peculiar effect on
+the moral tone of its members, yet
+when these gentlemen engage in a
+yacht race they display the nicest honor,
+the most chivalrous conduct toward
+their adversaries, that is indeed most
+admirable to contemplate. Lawyers,
+too, who in the exercise of their profession
+<span class='pageno' id='Page_34'>34</span>are full of wiles and stratagems,
+lose their chief characteristics when
+they enter their yacht club or get aboard
+their yachts. The transformation is
+magical. You fail to recognize in the
+bluff, open and honest sea-dog in his
+natty suit of serge the shrewd gentleman
+of the long robe who, with his
+quips and his quirks and his long list of
+precedents and his unfailing gift of the
+gab, has just succeeded in making the
+Supreme Court of the United States
+feel exquisitely unhappy. Talk of
+Aladdin’s lamp or any other famous
+storied talisman as you please but, upon
+my word, the sea has worked more wonders
+than them all!</p>
+
+<p class='c007'>There is much patriotism among our
+yachtsmen, the bulk of the Naval Militia
+of the various States, possessing such
+a volunteer organization, consisting of
+men who are devoted to the sport. That
+the United States Government is much
+indebted to yachtsmen is now generously
+conceded by our naval authorities,
+who, at the outset of the war with Spain,
+availed themselves of a large fleet of
+steam yachts, which were transformed
+with marvelous celerity into despatch
+boats, protected cruisers and torpedo boat
+destroyers. They proved of immense
+service to the navy, as that arm
+of our national defence was destitute of
+these almost indispensable vessels. It
+may be truthfully alleged that the navy
+would have been in an unpleasant predicament
+if it had not been possible to
+<span class='pageno' id='Page_35'>35</span>call upon the steam yachting fleet of the
+Atlantic coast. The splendid achievement
+of the converted yacht <i>Gloucester</i>,
+formerly the flagship of the New York
+Yacht Club, which drove ashore two
+Spanish torpedo boat destroyers near
+Santiago de Cuba on July 3, 1898, will
+always be remembered as one of the
+most brilliant episodes of that “most
+just and charitable war.” She was in
+command of Lieut.-Commander Wainwright,
+who was executive officer of the
+<i>Maine</i> when she was blown up in
+Havana harbor on February 15, 1898.</p>
+
+<div  class='figcenter id003'>
+<img src='images/i_034.jpg' alt='' class='ig001'>
+<div class='ic002'>
+<p>“GIMCRACK” AND “MARIA.”</p>
+</div>
+</div>
+
+<p class='c007'><span class='pageno' id='Page_37'>37</span>The generous response of the Naval
+Militia to the call of the President and
+the eagerness of yachtsmen generally
+to recruit its ranks have been highly
+appreciated. Yachtsmen will ever feel
+proud of the gallantry of the Naval
+Militia because it is so largely composed
+of their shipmates and messmates. It
+is needless to expatiate on the patriotic
+part of my theme. The advantages of
+yachting as a nursery for the navy in
+war-time are indisputable, and will
+occur to anybody who will give the
+matter due reflection.</p>
+
+<div  class='figcenter id002'>
+<span class='pageno' id='Page_38'>38</span>
+<img src='images/i_037a.jpg' alt='' class='ig001'>
+<div class='ic002'>
+<p>“AMERICA,” 1851.</p>
+</div>
+</div>
+
+<div  class='figcenter id002'>
+<img src='images/i_037b.jpg' alt='' class='ig001'>
+<div class='ic002'>
+<p>“MARIA,” 1851.</p>
+</div>
+</div>
+
+<p class='c007'>The Corinthian Yacht Club of New
+York, now unhappily extinct, did excellent
+work in its rather brief but not
+inglorious career. It achieved much in
+the way of the abolition of the pernicious
+broad and shallow type of boat
+which at the time of the Corinthian
+Club’s heyday was extremely popular.
+I should be disingenuous were I not to
+<span class='pageno' id='Page_39'>39</span>confess quite frankly that the extreme
+type of plank-on-edge cutters favored
+by the leading lights of this club was,
+in my judgment, nearly as objectionable
+as the class of craft it sought to supersede.
+But still it must be said that the
+boat of to-day, which is a compromise
+between the extremes mentioned, owes
+a share at least of its existence to the
+bold efforts of the Corinthians. To
+abolish the “skimming dish” was one
+of the chief aims of the club, and that it
+did yeoman’s service in that direction
+was one of its greatest glories.</p>
+
+<div  class='figcenter id003'>
+<img src='images/i_038.jpg' alt='' class='ig001'>
+<div class='ic002'>
+<p>“AMERICA’S” LINES.</p>
+</div>
+</div>
+
+<p class='c007'><span class='pageno' id='Page_40'>40</span>An innovation made by this club was
+the establishment of cadets as members.
+These cadets were the sons or relatives
+of members who took an interest in the
+sport. They were entitled to many of
+the privileges of their elders, including
+the right to wear the club button. It
+always impressed me that the idea was
+a good one. I know of no other club
+that has followed its example. Now
+that the ban against women has been
+removed by half-a-dozen clubs of importance,
+Young America may also be
+granted an opportunity to rise and shine.
+There is no doubt that the average
+American boy is fond of a sailor’s life.
+It is also true that some of the genus
+would hardly be a joy in the life of a
+yacht club if admitted to cadetship.
+There is every likelihood, therefore,
+that it may be long before the boy
+becomes an active participant in yachting,
+so far as clubs are concerned. But
+<span class='pageno' id='Page_41'>41</span>I know several ambitious youths who
+can handle their fathers’ vessels as well
+as a veteran, and who can be depended
+on to enter into the vigorous practice of
+the sport as soon as they get old enough
+to run their own affairs.</p>
+
+<p class='c007'>It is my intention to discuss in detail
+the cost of running a racing yacht, in a
+subsequent chapter, but I may say in a
+general way that capital sport may be
+had each season at a moderate outlay.
+There never before were so many yacht
+clubs as there are to-day, and never has
+a more intelligent interest been taken
+in the economical pursuit of racing.
+<i>Defenders</i>, <i>Vigilants</i>, <i>Colonias</i> and <i>Emeralds</i>
+are vessels beyond the reach of
+all but millionaires. It is only the very
+richest of our fellow citizens who can
+enjoy the delights of racing these large
+and costly vessels. But the popular restricted
+classes of 1899 offer inducements
+that the ordinary man of affairs earning
+a moderate income may easily avail
+himself of. Suppose that two chums,
+who have sailed together long enough
+to find out that their idiosyncrasies of
+disposition and temperament will allow
+them to dwell together in amity afloat,
+form a marine partnership and buy
+jointly a knockabout or raceabout for
+cup-hunting and cruising purposes. The
+first cost of the boat, complete and
+delivered, might be $800. A second-hand
+boat might be picked up much
+cheaper. The expense of keeping her
+in commission would be modest. No
+<span class='pageno' id='Page_42'>42</span>paid hand would be necessary, and the
+boat might be so moored that one of
+the club hands would keep a general
+watch on her to see that no harm befell
+her in a summer storm, his recompense
+for this being a generous “tip” at the
+end of the season.</p>
+
+<p class='c007'>In nearly all of the yacht clubs in the
+vicinity of the metropolis special efforts
+are made to induce owners of small
+craft to join, and there are facilities for
+the safe anchorage and also the hauling
+out of the club’s mosquito squadron.
+In this the clubs act wisely, for the
+small classes are really the life of the
+organization, which, without their active
+interest, might stand a fair chance of
+perishing of inanition.</p>
+
+<p class='c007'>Most pleasures are evanescent when
+compared with the comfort that a sea-dog
+gets from fixing up his cabin for
+the season’s sport. The ingenuity displayed
+in making the most of the necessarily
+limited quarters at his disposal,
+the stowage of his “dunnage,” so as to
+be able to put his hand on anything at
+a moment’s notice in the dark, the capacity
+of creating a home-like interior
+out of chaotic surroundings, call out
+every faculty.</p>
+
+<p class='c007'>The first sail on a new boat which is
+your very own causes a thrill of joy. To
+see the noble craft respond to the slightest
+touch of the tiller, to watch her gradually
+eat her way to windward in the
+teeth of a merry breeze, with a shining
+furrow of foam in her wake and her
+<span class='pageno' id='Page_43'>43</span>sharp cutwater cleaving the blue billows,
+and when, with sheet eased off and wind
+abeam, her lee rail almost awash, she puts
+on an extra spurt—all these are ecstatic
+raptures which your poor land-lubber
+has never experienced.</p>
+
+<p class='c007'>Yachts are fickle jades, as all who have
+been victims of their whims and humors
+must fain concede. It is no wonder that
+they belong to the feminine gender. No
+coquette can be coyer or more difficult
+to please than the highly strung racing
+yacht. On occasions it is hard to realize
+that she is an inanimate fabric. I have
+known one to develop nerves and even
+hysteria. It takes a man of great judgment
+and infinite tact and good temper
+to get the best speed out of a modern
+racehorse. Qualifications similar and
+quite as highly developed are necessary
+to the successful yacht skipper, be he
+amateur or be he professional.</p>
+
+<p class='c007'>The ambition to excel in the art of
+yacht racing has been the means of inducing
+a great number of our fashionable
+youth, both golden and gilded, to
+cultivate the sport of yachting. The
+wholesome and invigorating influence of
+sea life and salt water have developed
+scores of dudes into men; and the one-design
+classes, now so popular, do much
+to keep young fellows out of mischief.</p>
+
+<p class='c007'>Racing in the smaller classes is encouraged
+by all the clubs except one—the
+New York Yacht Club—and open
+regattas are plentiful, to which the boats
+belonging to all recognized clubs are
+<span class='pageno' id='Page_44'>44</span>not only eligible but cordially welcome.
+The Yacht Racing Association of Long
+Island Sound has made a specialty of
+encouraging and promoting these open
+regattas, and the result is a programme
+of most attractive events, with no conflicting
+dates, that offer golden opportunities
+to ambitious amateurs to win
+trophies of their skill and daring. All
+existing classes are invited to take part
+in these competitions, as the most generous
+and sportsmanlike spirit of comradeship
+pervades the yacht clubs of the
+Sound; so, if a man prefers a catboat or
+a sloop or a yawl to a knockabout, he
+will have many opportunities of gratifying
+his yacht-racing instincts. The
+rules of this Yacht Racing Association
+are so fair and liberal that the most
+carping of critics can find nothing in
+them to cavil at. A hearty welcome is
+accorded the owners of all visiting boats
+by the club holding the regatta, and
+nothing can be more satisfactory than
+the system which so happily obtains in
+this present year of grace.</p>
+
+<p class='c007'>The benefits bestowed by this association
+on the yachtsmen of New York
+and Connecticut are rivaled by those
+offered to Eastern yachtsmen by the
+Yacht Racing Association of Massachusetts.
+Similar associations exist on the
+Lakes and the Pacific Coast, while the
+International Yacht Racing Union, established
+in 1897, promises to wield a
+powerful and benignant influence in the
+immediate future on the promotion of
+<span class='pageno' id='Page_45'>45</span>international matches, which, in the past,
+have proved so beneficial to the sport.</p>
+
+<p class='c007'>It may thus be deduced that the outlook
+for sound and thriving sport was
+never brighter or more promising than
+it is to-day. White sails of racing craft
+dot the waters of our coast line where
+the sport is practicable. In the inland
+lakes the pastime, too, is pursued with
+zeal and intelligence. The advance and
+progress made in the sport date, strange
+to say, from 1880, when what is known
+as the “cutter craze” first made itself
+manifest in this country. In the light
+of history it should be candidly conceded
+that the lessons learned from the
+Scotch cutters <i>Madge</i>, <i>Clara</i> and <i>Minerva</i>
+proved of incalculable benefit to
+the sport in America. Broad-minded
+Britishers will also admit that the victories
+of moderate and able compromise
+craft like <i>Puritan</i> and <i>Mayflower</i>, combining
+the American breadth of beam
+and the centerboard with the British
+outside lead, over such representative
+English cutters as <i>Genesta</i> and <i>Galatea</i>
+caused the alteration of the British rule
+which penalized beam and which resulted
+in the building of vessels like
+<i>Britannia</i>, <i>Valkyrie</i> and <i>Meteor</i>.</p>
+
+<p class='c007'>The adoption by the English of cotton
+duck for sails, and also of the Yankee
+laced mainsail, show how our transAtlantic
+cousins appreciate a good thing
+when its advantages are made manifest.
+The eager way in which they snapped
+up the Herreshoff fin-keel is further
+<span class='pageno' id='Page_46'>46</span>proof of the active interest the British
+designers take in the development of
+American yacht naval architecture and
+how keen they are to avail themselves
+of any new “wrinkles” in hull, sails or
+rigging that Yankee genius may invent.</p>
+
+<p class='c007'>And while the British eye is kept
+wide open in our direction, it must not
+be thought that we are blind to the doings
+of our rivals across the sea. The
+friendly feelings that have been enhanced
+between the two great English-speaking
+nations ever since the outbreak
+of the late war with Spain did much
+to make another race for the <i>America’s</i>
+Cup possible and popular, and neither
+nation can afford to nap when the yachting
+supremacy of the sea is at stake.</p>
+
+<p class='c007'>Queen Victoria’s policy has ever been
+to encourage yacht racing, as the many
+Queen’s Cups she has presented to yacht
+clubs during her long reign abundantly
+prove. The most popular act of her
+life, so far as professional yacht sailors
+are concerned, took place on April 8,
+1897, when she visited the Prince of
+Wales’ cutter <i>Britannia</i>, at Nice, and
+presented Capt. John Carter, her skipper,
+with the medal of the Victoria
+Order, accompanying the gift with a
+graceful compliment. In America the
+yachting fraternity, both amateur and
+professional, has received no encouragement
+whatever from the Congress, and
+is still subject to harassing legislation.
+This is much to be regretted, as it is
+without question bad and unwise policy.</p>
+
+<div class='chapter'>
+  <span class='pageno' id='Page_47'>47</span>
+  <h2 class='c005'>II.<br> <span class='c012'>THE RACING YACHT.</span> <span class='c013'>SOME REMARKS ON THE MATERIAL, CONSTRUCTION AND SELECTION OF A VESSEL.</span></h2>
+</div>
+
+<p class='drop-capa0_0_6 c006'>It is a matter of some difficulty to advise
+a prospective yachtsman as to
+the acquisition of a racing craft.
+There are two courses open to him.
+He can either build or buy ready-made.
+If the question of money is purely a
+secondary consideration, the wealthy
+amateur will probably feel inclined to
+give an order to a fashionable naval
+architect for the down-to-date design
+of a tip-top craft in the class on which
+he has set his heart. He will find plenty
+of accommodating builders who will
+meet his views conscientiously and do
+their best to follow out the minutiæ of
+the draughtsman’s design. Swell sailmakers—and
+we have some of the best
+on earth—will supply his craft with a
+splendidly fitting and sitting suit of
+muslin, and he can hire a crack skipper
+who will teach him all the tricks of the
+most expert timoneer.</p>
+
+<div  class='figcenter id002'>
+<span class='pageno' id='Page_48'>48</span>
+<img src='images/i_047.jpg' alt='' class='ig001'>
+<div class='ic002'>
+<p>THE CUTTER “ORIVA.”</p>
+</div>
+</div>
+
+<p class='c007'>Mr. George L. Watson, the famous
+Scotch yacht designer, in a lecture on
+<span class='pageno' id='Page_49'>49</span>“Progress in Yachting and Yacht
+Building,” delivered early in 1881, said:</p>
+
+<p class='c007'>“As prophecy nowadays seems to be
+one of the branches of naval architecture,
+and we have been told by Sir E. J.
+Reed and others what kind of ships the
+next generation are to have, I am anxious
+to keep abreast of the age, and
+herewith present you with the outline
+specification of a 10-tonner for the season
+2000. You see I keep myself pretty
+safe, as but few of us will be alive to see
+her sail. The dimensions I won’t venture
+on. Some yachting authorities assert
+that you have only to make the
+boat long enough and heavy enough, to
+beat all existing racing craft; and it
+seems strange that, with this knowledge
+in their possession, they should not only
+have had sufficient self-denial to resist
+the building of certain successes, but
+have even gone the length of turning
+out duffers of normal dimensions. I
+think there is just a little more in it
+than that, and can’t believe that a 10-tonner
+80 feet long could ever be a success.</p>
+
+<p class='c007'>“We have not exhausted the possibilities
+of form yet, and really know very
+little more about it than Solomon did
+when he confessed his inability to understand
+‘the way of a ship on the sea;’
+and when we do arrive at perfection in
+shape, we can set to, then, to look out
+for better material.</p>
+
+<p class='c007'>“The frames and beams, then, of my
+ideal ship shall be of aluminum, the
+<span class='pageno' id='Page_50'>50</span>plating below water of manganese
+bronze and the topsides of aluminum,
+while I think it will be well to deck her,
+too, with that lightest of metals, as good
+yellow pine will soon be seen only in
+a museum. For ballast, of course we
+should have nothing but platinum, unless
+the owner grudged the expense,
+when we might put the top tier of gold.</p>
+
+<p class='c007'>“But by that date I hope we won’t
+care for sailing in such a sluggish element
+as the water. I firmly believe that
+some day the air will become as easily
+traversed as the earth or ocean.”</p>
+
+<p class='c007'>Now, in 1881, Mr. Watson’s fame as a
+naval architect was quite firmly established,
+but as a prophet he was without
+honor in his own and every other country.
+It is therefore remarkable that
+his prediction, made presumably in playful
+jest, was, in a great measure, fulfilled
+not very long after. A torpedo
+boat of manganese bronze was actually
+built in England for the French Government
+in 1891. Then followed the construction
+in France of the yacht <i>Vendenesse</i>,
+built almost altogether of aluminum,
+in 1892, and a series of French
+torpedo boats of aluminum in 1895–6.
+The Yankee <i>Vigilant</i> was constructed of
+Tobin bronze below the water-line and
+of steel above. She had a hollow bronze
+centerboard and a solid bronze rudder.
+The latest development of Mr. Watson’s
+fanciful idea was introduced in <i>Defender</i>
+in 1895. This celebrated yacht has topside
+plating, deck beams, deck-strapping
+<span class='pageno' id='Page_51'>51</span>and upper fittings of aluminum, 4 per
+cent. nickel alloy, while the bottom
+plating is of bronze. The stern, frames,
+floor-plates, stiffening-angles, bilge-stringers,
+inverted angle-bulbs, underdeck
+beams, the two deck beams inclosing
+mast, tie-plates round mast, stepping-socket,
+bed-plate fittings, and supports
+and chain-plates are of steel. All
+the rivets are of bronze, thus completing
+an intimate association of the three
+metals, which was followed in a short
+time by inevitable general corrosion.</p>
+
+<div  class='figcenter id003'>
+<img src='images/i_050.jpg' alt='' class='ig001'>
+<div class='ic002'>
+<p>Courtesy of Harper Bros.<br>  <br>  “VIGILANT,” CUP-DEFENDER OF 1893, IN DRY DOCK.</p>
+</div>
+</div>
+
+<p class='c007'><span class='pageno' id='Page_52'>52</span>Advocates of aluminum as a fit metal
+for use in shipbuilding point out that no
+effort at insulation of any kind whatsoever
+was made, not even the simple precautions
+which would have been insisted
+on in an ordinary case of steel and bronze
+construction. <i>Defender</i> was built with
+only one purpose in view—the winning
+of a series of races. Her subsequent
+proceedings were a matter of no interest
+to her owners and builder. Had she
+been built of steel throughout she would
+have cost about half as much as she actually
+did, and would have been good for
+fifteen years of hard sailing if built up
+to Lloyd’s rules. But she might, in that
+case, have failed to fulfill her only reason
+for existence—the beating of Lord Dunraven’s
+<i>Valkyrie III.</i></p>
+
+<p class='c007'>The scientist who will invent some
+alloy to combine with aluminum which
+will make the metal free from corrosion
+when immersed in salt water will confer
+a great boon on the builders of racing
+<span class='pageno' id='Page_53'>53</span>yachts and, incidentally, will enrich himself.
+That this problem will be solved
+eventually there is little doubt. I hope
+that Mr. Watson will live to see his
+prophecy realized, even to the extent
+of aerial navigation.</p>
+
+<p class='c007'>At present, however, the heavy first
+cost of aluminum and its short life, when
+exposed to the erosive action of sea
+water, bar its use in the construction of
+racing yachts, except when the sentiment
+of defending or regaining an historic
+national trophy is indulged in by a
+syndicate of capitalists. Probably no
+single millionaire would have gone to
+the expense of the <i>Defender</i>, but when
+the price of her was divided up among
+several, the plethoric purses were not so
+very much depleted after all.</p>
+
+<p class='c007'>Aluminum as a material for yachts
+has been an interesting subject to me
+ever since it was first used in shipbuilding.
+The aluminum used in the <i>Defender</i>
+had an alloy of from 12 to 15 per
+cent. of nickel. The majority of the
+plates used were ⁵⁄₁₆ and ⅜ of an inch in
+thickness. The heaviest plate weighed
+about 200 pounds, was 38½ inches wide,
+13 feet 10 inches long, and ⁵⁄₁₆ of an inch
+thick. This plate gave an ultimate tensile
+strength of 40,780 pounds per square
+inch, an elongation of 10 per cent. in 2
+inches, and the reduction of area at the
+point of fracture was 14.75 per cent.
+Each and every plate used was tested.</p>
+
+<p class='c007'>The <i>Defender</i> was constructed of
+aluminum plating from the water-line
+<span class='pageno' id='Page_54'>54</span>up. Her deck beams, lateral and diagonal
+braces under the deck, a stringer
+plate connecting the deck beams with
+the sides of the vessel, continuous
+throughout her length, and the rail
+were of aluminum. The same metal
+was also used for dead-light frames and
+covers and small interior fittings. The
+sheaves of all her blocks were of aluminum.</p>
+
+<p class='c007'>I have read nearly everything that
+scientific men have written on the subject
+of aluminum as used in <i>Defender</i>,
+and from my reading I deduce
+that the metal failed to prove satisfactory
+because proper care was not taken
+to prevent oxidation by galvanic action.
+In the first place, bronze rivets were
+used instead of aluminum rivets, or iron
+rivets galvanized. Secondly, the insides
+of the rivet holes were not coated with
+white lead, nor were the rivets themselves
+dipped in white lead or paraffine
+before driving, as might easily have
+been done. In fact, no precaution whatever
+was taken to minimize galvanic action.</p>
+
+<p class='c007'>Mr. Herreshoff was advised to lay
+strips of heavy canton flannel well
+soaked in white lead between the lapping
+aluminum plates of the topsides
+and the bronze plates of the underbody,
+and then rivet up with the flannel between
+the edges of the two plates, forming
+a neutral joint. This precaution
+was not taken, however, the result being
+great corrosion where, through the
+<span class='pageno' id='Page_55'>55</span>junction of the two metals, galvanic
+action set in.</p>
+
+<div  class='figcenter id003'>
+<img src='images/i_054.jpg' alt='' class='ig001'>
+<div class='ic002'>
+<p>“UNCAS” IN FRAME.</p>
+</div>
+</div>
+
+<p class='c007'><span class='pageno' id='Page_57'>57</span>As a general axiom it may be averred
+that whenever brass or copper comes
+into direct contact with aluminum exposed
+to sea water, corrosion is very
+rapid. It may also be averred that
+aluminum rivets can be made fully
+as strong as those of any other metal.
+Thus there is no good reason for using
+bronze rivets in the construction of an
+aluminum vessel.</p>
+
+<p class='c007'>The conclusion I arrive at is that
+aluminum as a material for a racing
+yacht should not be condemned until
+further experiments have been made.
+In strength and lightness it surpasses
+every other metal.</p>
+
+<p class='c007'>It is the general opinion of shipbuilders
+that the best system of construction
+is to use one material alone in
+a vessel. Let her be all wood or all one
+metal, and then the strains will be equal
+and corrosion will be avoided. There
+is no question that wood should be used
+in all of the smaller craft up to the 51-footers,
+at any rate. Strength and lightness
+may be most effectually combined
+by the double-skin system of construction,
+which is by all odds the most efficient
+and lasting. In boats larger than
+these, steel may be the material of the
+hull. Metal in small craft is necessarily
+so thin that unsightly bulges often disfigure
+the topsides of vessels built of
+sheet-iron, ships’ lifeboats, for instance.
+It is true, however, that these metal
+<span class='pageno' id='Page_58'>58</span>boats are light and durable, and when
+hung to a ship’s davits do not warp or
+shrink or become leaky when exposed
+to the burning rays of a tropical sun.
+These qualities, though of great value
+in the craft indicated, do not apply to
+small pleasure vessels, especially when
+the great heat of metal vessels in our
+hot summers is taken into consideration.
+Steel corrodes quickly and soon gets
+foul. It should, therefore, be kept well
+protected with a preservative anti-fouling
+paint.</p>
+
+<p class='c007'>Old-fashioned yachtsmen, a class of
+people almost extinct, prefer wood to
+any other material in sailing yachts of
+even the largest size. But the most
+prejudiced of these ancient mariners
+are forced to admit, however reluctantly,
+that wood will not satisfactorily stand
+the jarring strains of powerful modern
+marine engines. It would, of course, be
+possible to build an oaken vessel strong
+enough to sustain the stress of the
+machinery, but the timbers would have
+to be bulky indeed, and the weight
+would be far greater than if steel were
+made use of exclusively.</p>
+
+<p class='c007'>A friend of mine who is a devoted
+yachtsman, as well as a pretty fair hand
+with the rod and gun, having lost the
+bulk of his money by an unfortunate
+investment, was able by the exercise of
+ingenuity to build for himself a smart
+and able cruising schooner at a very
+moderate cost, and also to spend a
+winter very enjoyably. This is how
+<span class='pageno' id='Page_59'>59</span>he went about it: In the first place he
+had a thorough knowledge of the type
+of boat he wanted, and had a smattering
+of the shipbuilders’ art, being moderately
+handy with tools. So when he
+went to a naval architect he was able
+to give an intelligent notion of his real
+requirements, and wasted no precious
+professional time.</p>
+
+<p class='c007'>In the course of a few days the designer
+furnished him with the requisite
+working plans and specifications, all admirably
+clear and concise, and easily
+comprehensible by an intelligent mechanic.
+Armed with these plans he
+packed up his traps, not forgetting his
+guns, and started for a certain seaport
+in Maine, where some of the best coasting
+vessels in the world are built and
+where suitable timber is to be had at a
+very low price. Labor is cheap and so
+is the cost of living. He fell in with a
+skillful shipwright who owned a shipyard
+in the harbor, and he made satisfactory
+terms for the building of the
+vessel, the construction of which he
+generally supervised. She was built under
+cover, and thus was not damaged in
+the least by the severe winter weather.
+My friend made the seaport his headquarters,
+his expenses averaging no
+more than $1 a day. He went on several
+enjoyable shooting expeditions, and
+was much benefited in health by the
+pure and bracing air.</p>
+
+<div  class='figcenter id003'>
+<span class='pageno' id='Page_60'>60</span>
+<img src='images/i_059a.jpg' alt='' class='ig001'>
+<div class='ic002'>
+<p>INTERIOR OF “UNCAS.”</p>
+</div>
+</div>
+
+<div  class='figcenter id003'>
+<img src='images/i_059b.jpg' alt='' class='ig001'>
+<div class='ic002'>
+<p>FORM OF “UNCAS.”</p>
+</div>
+</div>
+
+<p class='c007'>The best of it was that by this means
+he became the owner of a very serviceable
+<span class='pageno' id='Page_61'>61</span>vessel. All her timbers were sound
+and seasoned. The estimate was so
+reasonable that, instead of galvanized
+fastenings, which the specifications
+called for, he found that he could afford
+yellow metal and copper bolts
+wherever prudence dictated their use.</p>
+
+<p class='c007'>Being a “crank,” as most good
+yachtsmen are, when the vessel was in
+frame he gave every inch of her a right-down
+good soaking with kerosene oil,
+applying as much as the dry wood was
+able to absorb. He says this process
+preserves the wood almost indefinitely.
+All the oak was fall-cut, and not a
+sappy timber found a place in the
+shapely hull.</p>
+
+<p class='c007'>In the late spring she was launched
+and rigged, and, when fitted out, her
+owner sailed her to New York, where
+the nautical critics carefully surveyed
+her and pronounced her good.</p>
+
+<p class='c007'>I would not, however, advise the
+average man to follow my friend’s
+example. The man of whom I write
+was exceptionally well qualified and
+equipped for the undertaking and carrying
+out of such a job. Outside of his
+general knowledge of shipbuilding and
+seamanship, he was a shrewd business
+man, with plenty of tact and knowledge
+of the world. It would be difficult for
+the most rascally of shipbuilders to get
+the better of him. He was also favored
+by good fortune, insomuch as the honesty
+and skill of the builder of his yacht
+were concerned. He tells me he saved
+<span class='pageno' id='Page_62'>62</span>twenty five per cent. in the actual cost
+of the vessel if built anywhere in the
+neighborhood of New York. Moreover,
+he got a boat capable of being classed
+in the highest standard at Lloyd’s and
+good for a quarter of a century’s hard
+cruising. Having seen the boat put
+together, he never felt anxious about
+straining her in a squall. There was
+no skimping of quantity in material to
+procure a flimsy kind of lightness. Hull,
+spars and rigging were all scientifically
+adapted to the heaviest strains they
+were likely to encounter, and a sufficient
+margin of extra strength was
+added in case of emergencies. The
+schooner has been in commission now
+for several years, her owner living
+aboard her practically all the year
+round. He has cruised south as far as
+the Caribbean Sea and north to Labrador.
+He is his own skipper, and a better
+seaman and navigator never broke a
+biscuit on his knee or drank grog out of
+a pannikin.</p>
+
+<p class='c007'>The only objection that can be made
+against iron or steel yachts in the larger
+classes is that their bottoms foul so
+rapidly. So far as their capacity to
+resist stress and strain is concerned,
+nothing can be said against them. The
+first English iron yacht was the <i>Mosquito</i>,
+designed by Tom Waterman and
+built on the Thames in 1848. The first
+American iron yacht was the cutter
+<i>Vindex</i>, designed by Mr. A. Cary Smith
+in 1870 for Mr. Robert Center.</p>
+
+<p class='c007'><span class='pageno' id='Page_63'>63</span>Nickel steel, as its name implies, is an
+alloy of steel with nickel. It possesses
+all the qualities of steel for shipbuilding
+purposes, but it has, in addition, a
+breaking strength of forty tons to the
+square inch, as against twenty-seven for
+ordinary steel. The twenty-rater <i>Dragon
+III.</i>, built in 1893, had frames and
+beams of this metal, which I think is
+destined to be much used in the construction
+of racing yachts.</p>
+
+<p class='c007'>The composite system of construction,
+namely, steel or iron frames and wooden
+planking, is in my judgment open to
+objection. The frames of a racing yacht
+are of course as light as the naval architect
+dares to make them in his effort
+to reduce weight in every detail of hull,
+spars and rigging. When it comes to
+pass that the seams of a composite yacht
+require calking, the strain of driving
+the oakum home produces such a pressure
+on the bolts that fasten the planks
+to the frames that they snap off.</p>
+
+<p class='c007'>The composite system was introduced
+in 1860 on the Clyde, many China clippers
+being built after that plan. Among
+the first composite yachts were <i>Nyanza</i>
+and <i>Oimara</i>, built by Robert Steele
+&#38; Co., of Greenock, about 1867. All
+the large racing yachts of the present
+time that are not constructed of
+metal have steel frames, as a sufficiently
+light wooden frame could not sustain
+the immense strains of the large sail
+plan and the heavy weight of the outside
+lead.</p>
+
+<p class='c007'><span class='pageno' id='Page_64'>64</span>If a man sets his heart on having a
+composite vessel he should take care
+that her skin is of double construction,
+one layer of plank overlapping the
+other, with a liberal luting of white lead
+between. Thus no calking whatever
+is necessary; the vessel is tight as a
+bottle and much stronger than if the
+old-fashioned plan is followed. The
+only objection is the expense.</p>
+
+<p class='c007'>John Harvey, the English yacht designer
+and builder, who was first to
+introduce the double-skin system in
+yachts, told me once that many composite
+yachts were hauled out in his
+yard at Wivenhoe to be repaired. He
+had been inside several of them when
+being calked, and seen the nuts break
+off and roll down in the bilges by the
+score as the oakum driven by the calking
+iron wedged the planks apart. This
+result is so obvious that it requires no
+further comment.</p>
+
+<p class='c007'>It may well be urged that it is scarcely
+worth while to incur so much more
+expenditure of hard cash on a boat that
+may be obsolete, so far as racing is concerned,
+after two or three seasons; and
+this argument will probably prevail
+with the average yacht owner. I consider
+it my duty, nevertheless, to call attention
+to the defects of the system
+generally in use, and to the advantages
+of the double skin; and I will give two
+striking illustrations which I think will
+prove my case.</p>
+
+<div  class='figcenter id003'>
+<span class='pageno' id='Page_66'>66</span>
+<img src='images/i_065.jpg' alt='' class='ig001'>
+<div class='ic002'>
+<p>“UNCAS” ON THE WAYS.</p>
+</div>
+</div>
+
+<p class='c007'>Mr. Coate’s smart 10-ton cutter <i>Madge</i>,
+<span class='pageno' id='Page_67'>67</span>designed by Mr. G. L. Watson, was a
+single-skin craft. She was built in 1879
+and created a great sensation when she
+came to this country and beat all our
+skimming dishes. In 1890 she was almost
+ready to fall to pieces, and her
+rickety frame had to be strengthened
+with iron knees and fitted with new
+topsides. In 1894 she was condemned
+as unseaworthy and fit only for the
+junkman.</p>
+
+<p class='c007'>On the other hand we have the cutter
+<i>Oriva</i>, designed by John Harvey and
+launched in 1881. She is of the double-skin
+construction, lighter in proportion
+to her size than <i>Madge</i>, and to-day she
+is as strong and stanch as she was
+when she was launched.</p>
+
+<p class='c007'>If the prospective builder decides to
+use wood as the material for his boat,
+he will find that American elm is the
+best material for the keel and the garboard
+strakes. When entirely submerged,
+elm will last for half a century
+or more, but is especially liable to decay
+between wind and water.</p>
+
+<p class='c007'>White oak should be used for the
+stem, sternpost, knightheads, apron,
+deadwoods and futtocks. The timbers
+should be of oak or hackmatack, and
+the planking of yellow pine. This material,
+if well seasoned and properly put
+together, should insure a sound boat.
+Yellow-metal fastenings should be used
+below the water-line, if the expense is
+not too much for the owner’s purse. If
+that should prove the case, galvanized
+<span class='pageno' id='Page_68'>68</span>iron may take their place. Personally,
+I believe in having the hull as perfect
+as possible. I would dispense with
+costly gingerbread work below deck,
+having everything cozy and attractive,
+and would expend the extra money, thus
+saved, on hull, spars and rigging, yellow-metal
+fastenings being my first object.
+Of course, if I were building a “freak”
+for a couple of seasons’ sport, I wouldn’t
+use a fragment of copper in her construction.</p>
+
+<p class='c007'>It is well to bear in mind that there is
+absolutely no market for an outclassed
+racer. For that reason I cannot recommend
+the expenditure of much money
+on the construction of a craft whose life
+in the usual course of events is limited
+to perhaps three seasons. Double skins
+and copper fastenings would be absurdly
+out of place in such craft. But when
+a man builds a cruiser, there is no reason
+why she should not be as sound and
+strong as a judicious expenditure of
+money can make her.</p>
+
+<p class='c007'>There is much to be said for and
+against copper sheathing for the bottom
+of a racing yacht. For some reason or
+other it has never been popular in this
+country. It was first used in 1761, when
+the British warship <i>Alarm</i> was coppered
+at Woolwich.</p>
+
+<p class='c007'>Mr. G. L. Watson is authority for the
+statement that, as early as 1834, a metal
+keel was fixed on the <i>Wave</i>, built for
+Mr. John Cross Buchanan by Messrs.
+Steele.</p>
+
+<p class='c007'><span class='pageno' id='Page_69'>69</span>The man desirous of obtaining distinction
+in the arena of yacht racing,
+supposing he decides to build a yacht of
+his own so that the luster appertaining
+to her achievements shall be inevitably
+associated with his name, should, in the
+first place, have a full and businesslike
+understanding with his designer, who
+will only be happy to meet him half way
+and will cheerfully name the honorarium
+for his draught. The designer supplies
+drawings, plans and specifications, and
+supervises the work of the builder.</p>
+
+<p class='c007'>The builder’s duty is to furnish an
+estimate of the cost of such yacht,
+which estimate, if accepted by the
+yachtsman, should be embodied in an
+agreement that takes the legal form of
+a contract, after being signed.</p>
+
+<p class='c007'>The agreement should specify:</p>
+
+<p class='c007'>1—That the yacht shall be constructed
+according to specifications and drawings
+furnished by the designer, complying
+with all requirements therein set forth
+regarding material and workmanship,
+and that all work shall be completed to
+the satisfaction of the designer and surveyor
+(if any).</p>
+
+<p class='c007'>2—That the yacht shall be delivered
+to the owner on a certain date afloat and
+complete, and in default of completion
+by such date, the builder shall pay a
+certain stipulated sum for each and
+every day afterward during which the
+yacht remains incomplete and undelivered,
+for liquidated damages, the
+owner being empowered to deduct
+<span class='pageno' id='Page_70'>70</span>such damages from the price of the
+vessel.</p>
+
+<p class='c007'>3—That the builder shall be paid by
+the owner a certain sum on the signing
+of the agreement, a further sum when
+the yacht shall be in frame, yet another
+sum when the yacht is timbered and
+planked, and the final payment when
+the yacht is completed to the satisfaction
+of the designer and surveyor,
+and delivered to the owner ready for
+sea.</p>
+
+<p class='c007'>4—All damage to the yacht, through
+fire or any other cause whatever, previous
+to her delivery to the owner, shall
+be made good by and at the expense of
+the builder, and to the satisfaction of
+the designer.</p>
+
+<p class='c007'>The specification should fully set
+forth the dimensions of the yacht and
+the material to be used in her construction.
+As an example I append the general
+specifications of the <i>Uncas</i>, one of
+the three one-design 46-foot schooners
+designed by Mr. A. Cary Smith in 1898:</p>
+
+<p class='c014'>General Dimensions.—Length over all, 64ft. 2in.;
+length on l.w.l., 46ft.; beam, extreme, 16ft.; draft without
+board, 6ft. 6in.; least freeboard, 3ft. Specifications:
+Keel, white oak, molded, 5½in.; stem, white oak, sided,
+4½in.; sternpost, white oak, sided, 5in.; frames, hackmatack,
+double, sided 2in., molded at keel 3½in., at
+planksheer 2¼in.; floors, sided 2½ right and left; trunk
+log, sided 6in. and molded 10in., bolted with ⅝ galvanized
+iron; sides of trunk, yellow pine and white
+pine, 2x8in., bolted with ⅝ galvanized bolts; centerboard,
+oak and yellow pine, bolted with ⅝ galvanized
+iron; pin and hanging to be of brass; ballast to be of
+lead furnished by owner, 20,000 lbs. in all, 18,000 on
+keel bolted with ¾in. Muntz metal bolts, 25 in number;
+planking of yellow pine, spike fastened; clamps, yellow
+pine, 2 in number, 1½x6in.; shelf, same, 5x2in., worked
+to shape, 1 through bolt on each frame; bilge strakes,
+yellow pine, 3 on a side, 1½x6in.; ceiling, only where
+cabin work calls for it, ¾in. pine; deck beams, white
+<span class='pageno' id='Page_71'>71</span>oak, sided 3in., molded 2⅜in.; partner beams and house
+beams to be sided 6in.; partners, hackmatack, kneed
+with same; planksheer, white oak, 1¾x7in.; deck plank,
+white pine, 1¾in. thick by 2¼in. wide, spiked; bulwarks,
+pine; stanchions, white oak; trunk cabin,
+tongued and grooved sides, 1½x3in., with wrapper;
+trunk deck, tongued and grooved stuff, 1½in., covered
+with canvas; hatches and slides, mahogany; bitts, locust;
+windlass, pump brake; anchors, 120 lbs., 160 lbs.;
+chains, 70 fathoms, ⅜ tested.</p>
+
+<div  class='figcenter id003'>
+<img src='images/i_070.jpg' alt='' class='ig001'>
+<div class='ic002'>
+<p>“OUANANICHE.”</p>
+</div>
+</div>
+
+<p class='c014'><span class='pageno' id='Page_72'>72</span>All chocks and kevels as required; steerer, Perley
+patent, mahogany wheel about 30in.; tanks, galvanized
+iron, to hold about 200 gals.; pump in galley
+basins to discharge in receivers (bilge pump); one
+small tank on C. B. trunk.</p>
+
+<p class='c014'><span class='pageno' id='Page_73'>73</span>Masts and spars of best spruce; rigging, best cast-steel
+wire rope and manila; sails to be as follows:
+mainsail, foresail, forestaysail, jib, small jib, small
+jibtopsail, second jibtopsail, spinnaker, two gaff-topsails,
+small maintopmast staysail; blocks of white ash;
+iron work of all kinds, of best iron galvanized; awning
+stanchions galvanized; joiner work to be of tongued
+and grooved stuff, where it will not be seen, and the
+rest to be paneled, of white pine, all to be of ¾ stuff;
+to be painted with three coats of paint.</p>
+
+<p class='c007'>The 21-footer <i>Ouananiche</i>, designed
+by Mr. T. E. Ferris and built at the
+same yard as <i>Uncas</i>, is an excellent
+example of the modern type of boat.
+Her accommodations are good and she
+is both fast and able.</p>
+
+<p class='c007'>The specifications may also include
+the cabin fittings and all furniture, upholstery
+for berths, and ship stores generally,
+not including edibles. It is more
+satisfactory to the owner to have an
+estimate of the total cost of the craft
+complete and ready for sea.</p>
+
+<p class='c007'>The owner too frequently suggests
+changes from the specifications, which,
+in all cases, entail considerable expense.
+These alterations are quite justly
+charged for by the builder as “extra
+work;” and if the owner is a good hand
+at “suggesting,” as the tyro generally
+is, the bill for “extra work” makes a big
+<span class='pageno' id='Page_74'>74</span>item when the final account is rendered.
+I have known it to amount to as much
+as $500 on a $2,000 craft. Sometimes
+vexatious litigation follows.</p>
+
+<p class='c007'>All this trouble may be avoided by
+having a clause inserted in the contract
+to the effect that no work done on the
+yacht without a written order, signed
+by the designer and countersigned by
+the owner, shall be deemed extra work.
+The careful builder will insist on such
+a clause if he is alive to his best interests.</p>
+
+<p class='c007'>A yacht, in the interesting process of
+construction, possesses a sort of hypnotic
+attraction to the man it is being
+built for. He haunts the shipyard from
+the hour the men turn to in the morning
+to the time they knock off at night.
+Naturally, he is anxious to know how she
+progresses. If he were a wise man he
+would keep religiously aloof from the
+scene of operations, and leave the work
+of inspection and supervision to his
+naval architect. These remarks apply
+only to the tyro, who is usually as proud
+of his first yacht as a young mother of
+her first-born. With old stagers it is
+different.</p>
+
+<p class='c007'>On the day of the launch it is customary
+for the owner to buy liquid refreshments
+for the workmen in the shipyard.
+The naval architect, too, feels
+hurt if he does not receive a personal
+invitation to the ceremony and a seat
+at the collation which follows the launch.</p>
+
+<p class='c007'>If a man has neither the means nor
+<span class='pageno' id='Page_75'>75</span>the inclination to build a boat of his
+own he need not despair. There are
+always in the market a number of serviceable
+boats. A shrewd buyer, if he
+keeps his weather eye open, may pick
+up a rare bargain. It is his own fault
+if he gets the worse of the transaction.
+Given a good designer and a good builder
+in the first place, he may safely conclude
+that the craft he has his eye on
+was not a “gingerbread” boat when she
+was launched.</p>
+
+<div  class='figcenter id002'>
+<img src='images/i_074.jpg' alt='' class='ig001'>
+<div class='ic002'>
+<p>“DRAGON III.”</p>
+</div>
+</div>
+
+<p class='c007'>Unless the purchaser is well versed in
+boats I should by all means advise him
+<span class='pageno' id='Page_76'>76</span>to have the craft surveyed by a competent
+man, whose charge will be moderate.
+It is sure to be money saved.
+A boat with a bulb fin or a heavily
+weighted centerboard is peculiarly susceptible
+to strains and wrenches which
+a tyro would be likely to pass over, but
+which would be clearly apparent to the
+unerring eye of an expert professional.</p>
+
+<p class='c007'>Sometimes a man who thinks he is
+built on the lines of a yachting enthusiast
+joins a yacht club and builds a
+boat in a fashionable class. After a few
+weeks he discovers that all his enthusiasm
+has evaporated; that he takes no
+interest whatever in the sport. His
+next course is to offer his craft for sale.
+He is often so disgusted that he lets a
+purchaser have her for a song. This is
+a shrewd man’s opportunity, and he
+should not let it escape. It is not often,
+however, that such windfalls come in
+one’s way, in spite of the old adage that
+a simpleton is born every minute.</p>
+
+<p class='c007'>Let me in all seriousness conjure you
+never to buy or launch a yacht on a Friday!
+If you do, you will surely rue it.
+The superstitions of old sailors are not
+to be despised. It is quaint and curious
+that superstition of the sea about the
+lucklessness of Friday, but I for one
+most devoutly believe in it. I have
+reason, too, for on one fine Friday morning,
+ever so many years ago, I set sail
+from the port of Sunderland in the stout
+brig <i>Goshawk</i>, hailing from the port of
+Shoreham, with Captain Cuddington in
+<span class='pageno' id='Page_77'>77</span>command. On Sunday morning we were
+ashore on the Long Sand in a howling
+gale, and the brig went to pieces in six
+hours. I was saved with others of the
+crew by a smack from Harwich, in
+charge of brave John Tigh, but a poor
+boy, just fresh from a Sussex farm, perished.
+I shall always remember that
+day. There were two life-buoys aboard,
+and these the captain and the cook secured.
+The instinct of self-preservation
+was strong, no doubt, and it was
+not an era of heroes. I was a romantic
+child at that time, on my first sea voyage,
+and fresh from a course of “The
+Three Musketeers,” “Monte Cristo,” and
+other such entertaining literature. I
+thought then that we two little frightened
+boys would have been allowed the
+safeguard of the life-buoys. Now I know
+better.</p>
+
+<div  class='figcenter id003'>
+<img src='images/i_076.jpg' alt='[Sunrise]' class='ig001'>
+</div>
+
+<div class='chapter'>
+  <span class='pageno' id='Page_78'>78</span>
+  <h2 class='c005'>III.<br> <span class='c012'>THE TYPE OF YACHT.</span><br> <span class='c013'>WHAT SHALL SHE BE—KEEL, CENTERBOARD, OR BULB-FIN?</span></h2>
+</div>
+
+<p class='drop-capa0_0_6 c006'>When we come to consider the
+type of yacht most desirable to
+buy or to build, the problem is
+perplexing. We must in every
+case be guided by circumstances. For
+instance, a deep bulb-fin boat for racing
+or cruising on the shallow waters of the
+Great South Bay would be manifestly
+out of place. Nor would a sharpie be
+the most desirable class of craft for use
+on the deep water of the lower Hudson.
+Locality is what must guide us in our
+choice. Build or buy a boat suitable for
+the work she is intended to do.</p>
+
+<p class='c007'>Remember that nearly every type of
+craft, keel, bulb-fin, centerboard or
+double-huller, has some good qualities
+to recommend it. For cruising, a keel
+yacht of moderate draught, so as to be
+able to enter harbors where the water
+is comparatively shallow, may be recommended.
+A centerboard vessel for the
+same purpose, to those who prefer
+the type, holds further inducements. A
+wholesome knockabout for general purposes,
+<span class='pageno' id='Page_79'>79</span>fishing and class-racing affords
+lots of sport. A modern fin-keel for
+racing only cannot be surpassed. So
+out of these various types you have only
+to choose. It is not necessary in this
+connection to sing the praises of the keel
+type. It speaks for itself. For speed
+and safety it is equally adapted. In
+war and in commerce as well as in yacht
+racing it has made its mark.</p>
+
+<div  class='figcenter id003'>
+<img src='images/i_078.jpg' alt='' class='ig001'>
+<div class='ic002'>
+<p>“GLORIANA.”</p>
+</div>
+</div>
+
+<p class='c007'><span class='pageno' id='Page_81'>81</span>There are a number of yachts which
+without exaggeration or affectation may
+well be characterized as epoch-making
+vessels. First comes the schooner <i>America</i>,
+which revolutionized yacht naval
+architecture in Great Britain. Then follows
+<i>Evolution</i>, the parent of the bulb-fin
+type of to-day. Next comes the
+Scotch cutter <i>Madge</i>, which was responsible
+for the decline and fall of our
+unwholesome “skimming-dish” type.
+<i>Puritan</i> is next—a compromise between
+the two extremes of deep cutter and
+shallow centerboard. It should be remembered
+in connection with this boat
+that she combined the factors of outside
+lead, moderate draught and ample
+beam, and was in every way a new departure,
+reflecting great credit on her
+talented designer, Mr. Edward Burgess.
+<i>Gloriana</i> was as pronounced a departure
+as <i>Puritan</i>, her famous spoon-bow and
+immense overhangs arousing all the
+British designers and causing them to
+steer a new course. Her influence was
+quite as great as that of <i>America</i>. She
+made Nat Herreshoff famous.</p>
+
+<div  class='figcenter id002'>
+<span class='pageno' id='Page_82'>82</span>
+<img src='images/i_081.jpg' alt='' class='ig001'>
+<div class='ic002'>
+<p>“MADGE.”</p>
+</div>
+</div>
+
+<p class='c007'><span class='pageno' id='Page_83'>83</span>The remarkable feature of <i>Gloriana</i>
+was that while her length on the load
+water-line was 45 feet 3 inches (she was
+built for the 46-foot class), her length
+over all was 70 feet. As the fullness of
+the bilge extended to bow and stern, the
+more she was inclined, the greater was
+her water-line length. I never saw a
+stiffer yacht. Her record for her first
+season (1890) was eight starts and eight
+first prizes. <i>Dilemma</i>, the Herreshoff
+fin-keel, may also be described as an
+epoch-maker, as her form and her fin
+were speedily adopted and adapted by
+British designers.</p>
+
+<p class='c007'>It will be noticed that all the yachts
+enumerated, except <i>Puritan</i> and <i>Dilemma</i>,
+are of the keel variety.</p>
+
+<p class='c007'>The long reign of what may be termed
+the demoralized centerboard type is
+happily over. It is really a matter of
+marvel that the shoal hulls of great
+beam, destitute of a safe range of stability,
+and carrying a dangerous spread
+of sail, did not oftener turn turtle and
+cause a greater loss of human life.</p>
+
+<p class='c007'>The Hudson River freight sloop was
+a safe and well-built craft, well adapted
+not only for the commerce of our coasts
+but also for long ocean voyages. So far
+back as 1785 the <i>Albany</i>, an 84-ton sloop,
+Stewart Dennis master, made a voyage
+to Canton, returning with a cargo of
+tea. Between 1790 and 1800 there were
+about a hundred sloops plying in the
+freight and passenger trade between
+New York and Albany, and proving
+<span class='pageno' id='Page_84'>84</span>fast and able. These packets flourished
+until steam drove them out of the business.</p>
+
+<div  class='figcenter id002'>
+<img src='images/i_083.jpg' alt='' class='ig001'>
+<div class='ic002'>
+<p>THE GERM OF THE CENTERBOARD.</p>
+</div>
+</div>
+
+<p class='c007'>The centerboard, an improvement on
+the Dutch leeboard, first used on the
+Hudson about 1830, has since been a
+necessity because of the shallowness of
+some of our harbors; and there is no
+reason why it should not continue to be
+popular, if the model is of sound design
+and the construction strong. Every
+objection against the centerboard system
+may be met by the argument that a large
+proportion of our coasting schooners on
+the Atlantic seaboard are fitted with
+centerboards, and ply their calling winter
+and summer, in storm and calm, and
+the unerring test of their seaworthiness
+is that the underwriters do not look upon
+<span class='pageno' id='Page_85'>85</span>them as greater risks than those of the
+keel variety. A marine underwriter is
+generally shrewd and businesslike, and
+keeps a close watch on the statistics of
+maritime losses. If it were proven by
+the wreck returns that centerboard vessels
+were more prone to succumb to the
+perils of the raging main than the craft
+not built with a movable fin, the inference
+is obvious, the premium of insurance
+would be graded to meet the risk.</p>
+
+<div  class='figcenter id002'>
+<img src='images/i_084.jpg' alt='' class='ig001'>
+<div class='ic002'>
+<p>“VESTA.”</p>
+</div>
+</div>
+
+<p class='c007'><span class='pageno' id='Page_86'>86</span>I think that this argument will appeal
+to all people of common sense, and
+will settle the question of the relative
+safety and seaworthiness of the two
+types. But there is this to be said on
+the subject, that very much difference
+exists between a craft constructed for
+carrying coal and another built for the
+purpose of pleasure. I think it may be
+averred without error that the early
+centerboard yachts were, as a rule,
+modeled by shipwrights who had a due
+regard for the factor of initial stability
+as well as strong hulls scientifically put
+together. But, step by step, a school
+of naval architecture came into vogue,
+so far as centerboard yachts were concerned,
+in which most of the sound principles
+of yacht designing were totally
+ignored. Mr. W. P. Stephens, in an interesting
+and scholarly paper read before
+the Society of Naval Architects
+and Marine Engineers in 1895, well says:</p>
+
+<p class='c007'>“The centerboard lent itself as a willing
+accessory to the sacrifice of that
+depth which is essential to a safe range
+<span class='pageno' id='Page_87'>87</span>of stability, mere sail-carrying power being
+derived from an excess of beam,
+which was but an additional element of
+danger. In the search for speed under
+special local conditions, mainly those of
+summer racing, the true principles of
+naval architecture, so apparent in the
+work of George Steers and others of the
+earlier designers, were utterly ignored,
+and a most dangerous and vicious
+school of designing prevailed throughout
+American yachting.</p>
+
+<p class='c007'>“Taking the centerboard sloop and
+schooner as they were up to 1880—dangerously
+shoal and wide in model; often
+clumsily built of soft wood, with the
+poorest of fastenings; faultily ballasted
+with stone and iron inside; the hull inherently
+weak in form from the great
+beam and lack of proportionate depth;
+the entire middle portion of keel and
+floors cut away, with the familiar ‘hinge
+joint’ where the mast was stepped, just
+forward of the trunk; and with the
+deck construction made worse than useless
+as an element of strength through
+the absence of all beams in the middle
+portion of the vessel and the presence
+of a great superstructure, the cabin
+trunk—the accepted laws of naval design
+and construction fail to give any
+reason why such craft capsized no
+oftener and kept afloat as long as they
+did; and we can only fall back for an
+explanation on the doctrine of a special
+providence.”</p>
+
+<p class='c007'>Mr. Stephens is not only a naval
+<span class='pageno' id='Page_88'>88</span>architect, but also a practical shipwright,
+and therefore, his scathing arraignment
+of the centerboard type must be taken
+as emanating from his ripe judgment
+and long experience. It must be remembered,
+however, that he is a pronounced
+advocate of the keel type, and
+has long waged war against the centerboard.
+So far as his denunciation applies
+to the vicious and exaggerated variety
+I agree with him, heart and soul.
+But I am not prepared to condemn the
+whole class because of the glaring imperfections
+to be found in examples.</p>
+
+<p class='c007'>It must be borne in mind that without
+the aid of the centerboard the pastime
+of yachting would be impracticable
+on innumerable sheets of shallow
+water, both salt and fresh, to be found
+in North America. With that point in
+view, the abolition of the vicious element
+in the type, and its succession by
+a sound and seaworthy class of pleasure
+craft, should be the aim of all yachtsmen.
+And since the year 1880 great
+strides have been made in that direction.
+I have witnessed with joy the decadence
+and abolition of the “sandbagger,”
+a craft of immense beam,
+shallow draft, and big sail plan. The
+sandbagger was the ideal racing machine
+of twenty five years ago. Its place
+has been taken by the fin-keel. I wonder
+if the fin-keel is destined to be succeeded
+by the double-huller, such as
+<i>Dominion</i>, which made her début in
+Canada in 1898?</p>
+
+<p class='c007'><span class='pageno' id='Page_89'>89</span>In the course of the same paper Mr.
+Stephens also says: “To us familiar
+with it [the centerboard] from our
+earliest knowledge of the water, the
+striking characteristics of the type appeal
+with little force; but if, with our
+knowledge of the sea, of naval instruction,
+and of the strains and stresses to
+which every vessel is subjected, the idea
+were laid before us, for the first time,
+of a vessel with the entire backbone and
+floor construction cut away for the middle
+third of her length, devoid of deck
+frames almost from mast to rudder-post,
+with a great box amidships open to the
+sea, and with a thin, movable plane
+projecting deep below the bottom, it
+would be strange if the majority would
+not condemn on sight a combination
+so unmechanical, so lubberly, and so
+dangerous.”</p>
+
+<p class='c007'>But Mr. Stephens gives the other
+side of the question also. He says: “In
+the hands of competent and honest
+shipwrights the centerboard coasting
+schooner has disproved all theories as
+to the non-utility of the type for seagoing
+purposes: in a hull of moderate
+first cost and running expense it has
+carried swiftly, safely and profitably its
+cargoes of coal, lumber, sugar, firewood,
+barley, bricks, or general freight, both
+on the lakes and on the Atlantic, up
+and down the ‘Beach,’ across Nantucket
+Shoals, and around Hatteras in winter,
+light or loaded, taking in and landing
+its cargoes in localities inaccessible to
+<span class='pageno' id='Page_90'>90</span>the keel vessel. In the ocean coasting
+trade it has been and still is a powerful
+factor for good; and in the local trade it
+has been a Godsend to the small farmer
+or miller or lumberman, carrying his
+product cheaply and safely from his own
+small creek or bay to a profitable market.
+In the face of such practical results
+all theories as to the initial weakness
+of the centerboard type or its inferiority
+as a seagoing vessel must
+stand aside; numerous instances of bad
+design and construction may be found,
+it is true, but they prove nothing
+against the type itself in capable hands.”</p>
+
+<p class='c007'>This last extract gives a fair presentment
+of the whole question. It is by
+practical results that the centerboard
+yacht must be judged, as well as the
+centerboard coaster. I believe that the
+centerboard has been beneficial to the
+sport of yachting. I will go further,
+and will say that without the board
+yachting could not possibly have attained
+the great popularity it now enjoys
+in this country.</p>
+
+<p class='c007'>Viewing the subject broadly, I see no
+reason why the centerboard should not
+be good for centuries to come in honest
+cruising and racing, especially in classes
+of moderate size. The keel will
+probably bear off the palm in the larger
+classes of cutters and schooners, but for
+craft in the thirty-foot class and under,
+the centerboard has advantages which
+the bulb-fin in my judgment does not
+possess. Those who care for speed alone
+<span class='pageno' id='Page_91'>91</span>and whose ambition it is to acquire a
+stock of more or less inartistic silverware,
+will continue to pin their faith to
+the fin. Others who like to enjoy a
+modicum of comfort when afloat may
+safely swear by the centerboard.</p>
+
+<p class='c007'>When I was a young man I had an
+unconquerable prejudice against the
+centerboard. My opinion of the type
+was often expressed in language of
+great warmth and strength. Mind you,
+I was not so utterly devoid of common
+sense as to be blind to the advantages
+of the “board” in shallow water. I had,
+however, a fixed idea that the average
+centerboard sloop was no good in a
+blow. This view has been considerably
+modified in the school of experience.
+It once fell to my lot to be
+an eye-witness of the excellent seaworthy
+and speedy qualities of a centerboard
+sloop in an easterly gale on Long
+Island Sound. When we reached port
+I was perfectly willing to confess that a
+vessel of the type aboard which I had
+been, if well-found and well-manned,
+was equal to any keel boat of her size
+that I had ever sailed on.</p>
+
+<p class='c007'>Permit me to spin you the yarn:</p>
+
+<p class='c007'>The cruise of the Atlantic Yacht
+Club in 1889 will always be remembered
+because of the bad weather encountered
+on the Sound between Black Rock and
+New London. In that year Jefferson
+Hogan was Commodore and the schooner
+<i>Cavalier</i> was the flagship. I was the
+guest of Vice-Commodore E. B. Havens
+<span class='pageno' id='Page_92'>92</span>on his stout sloop <i>Athlon</i>, a remarkably
+fast and able craft in heavy weather,
+but by no means speedy in light airs.
+She was built by Mumm, at Bay Ridge,
+for Dr. Barron. Mr. Havens bought her
+and lengthened her six feet, adding a
+handsome “Burgess stern,” which improved
+her appearance wonderfully. I
+joined the <i>Athlon</i> at Black Rock, Conn.,
+on Saturday, July 13th, and, after passing
+Sunday very pleasantly, turned in
+early, as the orders were to get under
+way next morning at five o’ clock, the
+early start being necessary, as our destination
+was New London, distant nearly
+fifty miles to the eastward.</p>
+
+<p class='c007'>I recall that, as we were enjoying our
+pipes on deck preparatory to going below
+for the night, the weather looked
+dirty and the barometer was falling.</p>
+
+<p class='c007'>The guests of Mr. Havens besides the
+writer were Mr. Levi Burgess and Mr.
+Havens, Jr. All of us were capable of
+lending a hand in an emergency, and
+when the time came we did our level
+best.</p>
+
+<div  class='figcenter id002'>
+<span class='pageno' id='Page_94'>94</span>
+<img src='images/i_093.jpg' alt='' class='ig001'>
+<div class='ic002'>
+<p>“ATHLON.”</p>
+</div>
+</div>
+
+<p class='c007'>The preparatory gun from the flagship
+aroused us next morning at an
+hour when the early birds were still
+roosting. Going on deck we found a
+light wind blowing from east-northeast
+and a drizzling rain falling. The sky
+looked threatening, and all round the
+horizon black and angry clouds were
+clustered. A glance at the aneroid in
+the companionway showed a fall of
+two-tenths of an inch during the night.
+<span class='pageno' id='Page_95'>95</span>While the men were sweating up the
+peak and throat halyards and heaving
+short on the anchor chain, Mr. Burgess
+and I sneaked below and interviewed
+the steward, with the result that
+we each got outside of a cup of fragrant
+coffee mellowed with some remarkable
+old cognac, carried on the <i>Athlon</i> for
+medicinal purposes only. Fortified with
+this we joined our shipmates on deck,
+giving an imitation of two men looking
+eagerly for work and praying to the
+gods not to be successful in the quest.</p>
+
+<p class='c007'>“Shall we get the jibtopsail out of
+the sail locker?” inquired young Mr.
+Havens of his father.</p>
+
+<p class='c007'>“I guess the weather looks more like
+a double-reefed mainsail than a jibtopsail,”
+was the reply. So the jibtopsail
+reposed in the locker.</p>
+
+<p class='c007'>Bang! went the gun from the <i>Cavalier</i>.
+It was the signal to start. Anchors
+were broken out smartly, jibs were
+hoisted, and the squadron sailed out of
+the harbor and began the long and
+dreary beat to New London in the chilly,
+pelting rain.</p>
+
+<p class='c007'>As I remarked above, the <i>Athlon</i> requires
+a strong breeze to start her, and,
+although our anchor was up in good
+time, the smart sloop <i>Anaconda</i>, with
+Mr. Prague at the helm, looming up like
+a gray ghost in the mist, glided past us
+and assumed the lead of the fleet. The
+<i>Anaconda</i> was the only boat in her class
+that ever beat the swift Fife cutter <i>Clara</i>—an
+achievement that speaks volumes
+in her behalf.</p>
+
+<p class='c007'><span class='pageno' id='Page_96'>96</span>“Our turn will come by and by,”
+tersely remarked Mr. Burgess. Events
+proved that he was a prophet.</p>
+
+<p class='c007'>Presently the <i>Anaconda</i>, far out to
+windward, was struck by a savage squall.
+Down came her flying kites by the run.
+I looked at her through the glass and
+saw her heel over until the water boiled
+and bubbled on her lee deck. All was
+now activity on the <i>Athlon</i>. The boats
+were swung in and everything was made
+snug for the approaching gale. Mr.
+Havens determined not to reef till the
+last moment, and just before the squall,
+with its long line of white water in
+marked contrast with the murky clouds
+above, smote us, we clewed up the gafftopsail.
+It wasn’t an instant too soon.
+Had that topsail been set when the
+blast hove us down nearly on our beam
+ends the topmast must have snapped off
+short, like the brittle end of a carrot.
+Mr. Havens was steering. He gave her
+a few spokes of lee helm and kept her
+shaking in the wind till the first fury of
+the squall was exhausted. It was almost
+as dark as pitch for ten minutes. When
+it cleared up a little we cast anxious
+eyes to windward and to leeward to see
+what had become of our companions.
+The <i>Anaconda</i> had snugged down to a
+couple of reefs. The 40-footer <i>Chispa</i>,
+a brand-new Burgess boat, was taking
+it easy under storm trysail and foresail.
+The sloop <i>Concord</i> was scudding back
+to Black Rock under a bare pole, with
+the <i>Fanny</i> chasing her under short sail.
+<span class='pageno' id='Page_97'>97</span>The schooner <i>Azalea</i> was having a lot
+of trouble, and the flagship <i>Cavalier</i> was
+making plucky efforts to collect her
+scattered and stormbeaten convoy about
+her.</p>
+
+<p class='c007'>Just about this time the <i>Athlon</i> began
+to go. She was carrying her whole
+mainsail, jib and foresail. Every now
+and then a shower of spray dashed over
+the weather bow and drenched the
+Commodore as he stood at the wheel.
+The yacht now and again careened to
+the puffs to such an extent as to take in
+green water over the lee coaming of the
+cockpit. We passed the <i>Chispa</i> as if
+she was at anchor, and soon began to
+forereach on the <i>Anaconda</i>. Under the
+pressure of the gale the masthead fairly
+buckled. It was a case of carrying on
+sail with a vengeance, but the Commodore
+had confidence in his craft, and
+Mr. Burgess and I had confidence in the
+Commodore, so we went below and
+drank to the health of the brave little
+ship. The steward forsook his kitchen
+and pantry. He was too nervous to
+stay anywhere except on deck. As
+Byron sings:</p>
+
+<div class='lg-container-b c015'>
+  <div class='linegroup'>
+    <div class='group'>
+      <div class='line in16'>He was a man in years,</div>
+      <div class='line'>And long had voyaged through many a stormy sea,</div>
+      <div class='line in2'>And if he wept at length, they were not fears</div>
+      <div class='line'>That made his eyelids as a woman’s be;</div>
+      <div class='line in2'>But he, poor fellow, had a wife and children—</div>
+      <div class='line in2'>Two things for drowning sailors quite bewild’ring.</div>
+    </div>
+  </div>
+</div>
+
+<p class='c007'>The wind and sea increased. Lumbering
+schooners bound to the eastward
+<span class='pageno' id='Page_98'>98</span>showed only a rag of canvas, while the
+west-bound coasters were under single
+or double reefs. Still the <i>Athlon</i> held
+on to everything, showing the ability of
+a representative centerboard sloop to
+do wonderful work in heavy weather.
+At last things came to such a pitch that
+we <i>just had to</i> shorten sail. We were
+knocked down by a squall of particular
+violence. Anybody to windward of us
+might have caught a glimpse of <i>Athlon’s</i>
+keel. We hauled down the jib and tied
+a single reef in the mainsail, which, being
+brand-new and soaked with rain and
+spray, was hard to handle. At last we
+got it reefed, and after swaying up the
+halyards taut as bars of steel we hammered
+at it once more.</p>
+
+<p class='c007'>The gale was dead in our teeth. The
+other yachts of the fleet had disappeared,
+most of them seeking harbors of
+refuge. The <i>Athlon’s</i> destination, however,
+was New London, and thither she
+threshed her way right gallantly, making
+a short leg and a long leg along the
+Connecticut shore. Never before had
+I seen so heavy a sea in the Sound, and
+I had had a long experience on which
+to draw.</p>
+
+<p class='c007'>The crew looked like drowned rats.
+Every time we tacked, the yacht shipped
+a good deal of water as she plunged her
+bows under in the steep head sea. It
+was hard work for all hands, but there
+was a lot of excitement in it. By and
+by we struck a streak of good luck. It
+was off Branford Beacon, and it was
+<span class='pageno' id='Page_99'>99</span>just one bell in the afternoon watch.
+The wind had a trifle more northing in
+it, so much so, in fact, that our saucy
+and stanch little ship was able to lay
+her course for Bartlett’s Reef lightship,
+thirty-five miles distant.</p>
+
+<p class='c007'>This prospect cheered us up considerably.
+The steward resumed duty and
+gave us a square meal of fine cold roast
+beef and pickles, which we washed
+down with bottled Bass. Thus strengthened,
+we went on deck and set the jib,
+gave her a foot or two of the mainsheet,
+and, keeping her a good full, went
+smoking through the perturbed sea at a
+great rate. The whole distance to
+Bartlett’s Reef, at the entrance of the
+River Thames, was accomplished with
+the <i>Athlon’s</i> lee rail under water. Strong
+gusts from the land smote her at frequent
+intervals. If all her gear hadn’t
+been of first-class material, something
+would have carried away. At half-past
+four o’clock we passed the lightship,
+having made the thirty-five miles in
+four hours—a highly creditable performance,
+considering the villainous
+weather we had had.</p>
+
+<p class='c007'>Our troubles, however, were not over
+by a long shot. The ebb tide was running
+out of New London harbor with
+the velocity of a mill-race. It was blowing
+a living gale dead in our teeth. The
+beat to the city against wind and tide
+was as hard a one as I remember on this
+side of the Atlantic; but we drove her
+at it. Glad enough we were to cast
+<span class='pageno' id='Page_100'>100</span>anchor off the old steamboat landing at
+six o’clock, thus ending twelve hours of
+tough fighting, in triumph. The <i>Chispa</i>
+arrived at a quarter to eight o’clock
+that evening. The rest of the fleet
+reached port in straggling order the
+next day. The <i>Athlon</i> thus had the
+credit of beating the whole squadron,
+including several vessels treble her
+size. The <i>Cavalier</i>, of course, could
+easily have made the passage, but Commodore
+Hogan felt it his duty to stick
+to the bulk of the fleet, and for this he
+was justly commended. So thus it came
+to pass that <i>Athlon</i> made the record
+heavy weather run in her history, covered
+herself with glory, and made a
+convert of me.</p>
+
+<p class='c007'>I have had some experience of yachtsmen,
+but I feel bound to say that I
+never saw a vessel handled better in a
+blow than <i>Athlon</i> was by Commodore
+Havens on that occasion.</p>
+
+<p class='c007'>This must be added. If the <i>Athlon</i>
+had not been well-built, well-rigged, and
+her sails good, in addition to being
+handled most capably, it is not likely
+that she would have made such a splendid
+record.</p>
+
+<div  class='figcenter id002'>
+<span class='pageno' id='Page_101'>101</span>
+<img src='images/i_100.jpg' alt='' class='ig001'>
+<div class='ic002'>
+<p>CATBOAT “DOROTHY.”</p>
+</div>
+</div>
+
+<p class='c007'>The popularity of the catboat as a
+racing craft will never die out in this
+country. The horseless carriage may
+supersede the hansom-cab in our city
+streets, and the electric launch may
+usurp the place of the Venetian gondolas,
+and drive the gay gondoliers to
+adopt some other means of livelihood.
+But the catboat is destined to survive all
+such revolutionary changes, and a century
+hence it will doubtless be more in
+vogue for pleasure, sport and business
+than it is to-day. In hull and sail plan it
+will probably be much improved, but its
+<span class='pageno' id='Page_102'>102</span>general type will remain unaltered. For
+cruising as well as racing it will never
+fail of an array of enthusiastic admirers.</p>
+
+<p class='c007'>Of catboats there are many varieties.
+They are plentiful at all waterside
+haunts, and as they glide gracefully to
+and fro they look so tempting and so
+easy to handle withal, that the visitor
+from the woods or the mountains longs
+to be afloat in one of them, grasping the
+tiller with his left hand, while his strong
+right arm encircles the slender waist of
+his trusting but slightly timid sweetheart.
+The average catboat is as safe
+as a church when sailed by a man who
+knows how, and the art of sailing her
+may soon be acquired. But when a lubber
+undertakes to handle her she may
+become as stubborn as a balky mare
+and as perilous as the bottomless pit.</p>
+
+<p class='c007'>Many who have no liking, inherent or
+acquired, for the modern racing freak,
+whether in the 15-foot, 20-foot or 30-foot
+class, need not give up their hopes of
+acquiring fame in mosquito craft racing.
+A good, fast catboat is never out of
+date, and there are various classes of
+these wholesome little vessels in which
+there is always room at the top. The
+best of the racing cabin-cat is that she
+has not yet degenerated into a mere
+machine, but has certain modest accommodations
+which permit her to be
+used for pleasant cruises.</p>
+
+<p class='c007'>The heavy sand bags, or shot bags,
+which a few years ago necessitated so
+much laborious toil and the carrying of
+<span class='pageno' id='Page_103'>103</span>such large crews, are now, happily, out
+of date, shifting ballast being barred in
+nearly all clubs. The modern cat carries
+outside ballast, which makes the
+sailing of her a pastime, not a perspiration-compelling
+task, while for handiness
+in rig the cat cannot be surpassed.</p>
+
+<div  class='figcenter id002'>
+<img src='images/i_102.jpg' alt='' class='ig001'>
+<div class='ic002'>
+<p>“KEWAYDIN.”</p>
+</div>
+</div>
+
+<div  class='figcenter id003'>
+<span class='pageno' id='Page_104'>104</span>
+<img src='images/i_103.jpg' alt='' class='ig001'>
+<div class='ic002'>
+<p>THE HERRESHOFF CATBOAT “WANDA.”</p>
+</div>
+</div>
+
+<p class='c007'>By many ingenious methods and contrivances
+the mast is so securely stepped
+and stayed that there is now no danger
+in carrying a press of sail in a piping
+<span class='pageno' id='Page_105'>105</span>blow or a steep head sea. The boat
+can be sailed along and permitted to
+feel the full strength of the breeze without
+any fear of springing the mast or
+straining the boat forward.</p>
+
+<p class='c007'>Catboats of many kinds there are,
+from the craft common in the Great
+South Bay, with its pleasant but rather
+flimsy summer cabin, to the robust boat
+of Cape Cod, which bravely dares the
+steep seas of a stormy coast, and is at her
+best in a vigorous blow. I don’t know
+of any craft of such light draught that
+can compare with the “Caper” for bad-weather
+qualities and general all-around
+usefulness. She is by no means pretty
+to look at, but her appearance can be
+materially improved without detriment
+to her sterling attributes. Mr. F. M.
+Randall has introduced to New York a
+modified “Caper.”</p>
+
+<p class='c007'>All his boats have been built by the
+Crosbys, of Osterville, Mass., who now
+have a branch shop in South Brooklyn.
+They have been highly successful, and
+with <i>Ethel</i>, <i>Presto</i>, <i>Step Lively</i>, and <i>Scat</i>,
+Mr. Randall won pretty nearly everything
+he tried for.</p>
+
+<p class='c007'>Not less successful was the catboat
+<i>Kittie</i>, designed and built for Mr. Hazen
+Morse, by Captain Thos. R. Webber, of
+New Rochelle. She has a lead shoe
+on her oaken keel, through which
+works her centerboard of Tobin bronze.
+Launched in 1894 and sailed by her
+owner, <i>Kittie</i> won fourteen first prizes
+that year, and in 1895 she carried off
+<span class='pageno' id='Page_106'>106</span>seventeen firsts. She is now owned in
+Galveston, Texas. She is 27 feet over
+all, 20 feet on the load water-line, 9 feet
+beam, draught 2 feet, mast 30 feet, hoist
+19 feet, boom 33 feet, gaff 21 feet, and
+sail area 700 square feet.</p>
+
+<p class='c007'>The racing catboat is such a fascinating
+theme that a whole volume
+might be devoted to its advantages and
+possibilities. No finer craft in which
+to learn the rudiments of yacht racing
+can be chosen by an amateur; and
+there are several classes, large and
+small, in which eager rivals compete
+from the beginning to the end of the
+yachting season, offering many opportunities
+for the winning of prizes.</p>
+
+<p class='c007'>A successful racing cat is the 25-foot
+cabin craft <i>Wanda</i>, designed and built
+by the Herreshoffs, for Mr. F. T. Bedford,
+Jr., of Brooklyn. She is 30 feet over all,
+21 feet 9 inches on the load water-line,
+with 12 feet beam. Her record for 1898
+was thirteen starts and thirteen firsts.</p>
+
+<div class='nf-center-c0'>
+<div class='nf-center c016'>
+    <div><i>13 Starts.</i>&#8196; &#8196; &#8196; <i>13 Firsts.</i></div>
+  </div>
+</div>
+
+<p class='c014'>May 16th.—Norwalk.</p>
+
+<p class='c014'>May 30th.—Norwalk.</p>
+
+<p class='c014'>June 25th.—Indian Harbor.</p>
+
+<p class='c014'>July 2d.—New Rochelle.</p>
+
+<p class='c014'>July 4th.—Larchmont.</p>
+
+<p class='c014'>July 9th.—Riverside.</p>
+
+<p class='c014'>July 14th.—Seawanhaka; won in 30-foot class by
+eight minutes actual time.</p>
+
+<p class='c014'>July 23d.—Norwalk.</p>
+
+<p class='c014'>July 30th.—Indian Harbor; won on resail.</p>
+
+<p class='c014'>August 13th.—Horseshoe; 30-foot class by twenty-six
+minutes.</p>
+
+<p class='c014'>August 20th.—Huguenot.</p>
+
+<p class='c014'>August 26th.—Huntington.</p>
+
+<p class='c014'>September 3d.—Atlantic.</p>
+
+<p class='c014'>25-foot cabin catboat <i>Wanda</i>: 21ft. 9in., l. w. l.; 30ft.
+o. a.; beam 12ft. Designed and built by the Herreshoff
+Manufacturing Co., Bristol, R. I. Owned by F. T.
+Bedford, Jr., Brooklyn, N. Y.</p>
+
+<div  class='figcenter id002'>
+<span class='pageno' id='Page_107'>107</span>
+<img src='images/i_106a.jpg' alt='' class='ig001'>
+<div class='ic002'>
+<p>MID-SECTION OF “EVOLUTION.”</p>
+</div>
+</div>
+
+<div  class='figcenter id002'>
+<img src='images/i_106b.jpg' alt='' class='ig001'>
+<div class='ic002'>
+<p>SHEER-PLAN OF “EVOLUTION.”</p>
+</div>
+</div>
+
+<div  class='figcenter id003'>
+<span class='pageno' id='Page_108'>108</span>
+<img src='images/i_107.jpg' alt='' class='ig001'>
+<div class='ic002'>
+<p>LINES OF “JULLANAR.”</p>
+</div>
+</div>
+
+<p class='c007'><span class='pageno' id='Page_109'>109</span>By a glance at the illustration of
+<i>Wanda</i> (p. <a href='#Page_104'>104</a>) it will be seen that Mr.
+Nat Herreshoff, her designer, has introduced
+the modified form of fin-keel
+which he exploited so successfully in
+<i>Vigilant</i>. <i>Wanda</i>, in point of fact, was
+designed and built to elude the measurement
+rule in force at the time of her
+creation. Like <i>Gloriana</i>, when heeled,
+she gets the benefit of long overhangs
+forward and aft, while at the same time
+she escapes the penalty of excessive
+length on the load water-line. Taking
+into consideration all her features, it
+must be candidly acknowledged that
+she is the most “scientific” catboat
+that “tonnage-cheating” ingenuity ever
+devised. Both the principles of yacht
+designing that worked so admirably in
+<i>Vigilant</i> and <i>Gloriana</i>, namely the
+large lateral plane and the increased
+water-line length, when heeled, have
+been embodied in <i>Wanda</i>. The result
+has been a gratifying success. Catboats
+of the olden time used to measure about
+the same length over all and on the
+water-line. It remained for Mr. Herreshoff
+to produce a boat 21 feet on
+the water-line with an over-all length
+of 30 feet.</p>
+
+<div  class='figleft id004'>
+<span class='pageno' id='Page_110'>110</span>
+<img src='images/i_109a.jpg' alt='' class='ig001'>
+<div class='ic002'>
+<p>“JUBILEE.”</p>
+</div>
+</div>
+
+<div  class='figright id004'>
+<img src='images/i_109b.jpg' alt='' class='ig001'>
+<div class='ic002'>
+<p>“DILEMMA.”</p>
+</div>
+</div>
+
+<div  class='figcenter id003'>
+<img src='images/i_109c.jpg' alt='' class='ig001'>
+<div class='ic002'>
+<p>“NIAGARA’S” LINES.</p>
+</div>
+</div>
+
+<p class='c007'>In marked contrast to the <i>Wanda</i> is
+the catboat <i>Dorothy</i>, which is quite
+famous, both as a cruiser and a racer,
+on Long Island Sound. She is a sturdy
+boat that can give a good account of
+herself in a blow, and, in addition to
+this most excellent quality, she has a
+<span class='pageno' id='Page_111'>111</span>nice roomy cabin, in which every inch
+of space is utilized. Her mast is well
+secured by means of stays and spreaders,
+and, as may be seen from the
+illustration, her rig is scientific and
+down to date.</p>
+
+<div  class='figcenter id003'>
+<img src='images/i_110.jpg' alt='' class='ig001'>
+<div class='ic002'>
+<p>ENGLISH FIN-KEEL FREAK “NAMELESS.”</p>
+</div>
+</div>
+
+<p class='c007'><span class='pageno' id='Page_112'>112</span>The <i>Dorothy</i> is interesting as showing
+the transition stage between the
+old-fashioned catboat and the new
+<i>Wanda</i>, which is sure to become popular
+as a racing machine, but from her
+limited accommodations is not likely to
+be much sought after as a correct type
+for mere cruising.</p>
+
+<div  class='figcenter id003'>
+<img src='images/i_111.jpg' alt='' class='ig001'>
+<div class='ic002'>
+<p>“ROCKET,” 1851.</p>
+</div>
+</div>
+
+<div  class='figcenter id002'>
+<span class='pageno' id='Page_113'>113</span>
+<img src='images/i_112.jpg' alt='' class='ig001'>
+<div class='ic002'>
+<p>“NIAGARA.”</p>
+</div>
+</div>
+
+<p class='c007'><span class='pageno' id='Page_114'>114</span>I have said before that <i>Evolution</i> was
+the parent of the ballast fin, and in an
+article I wrote for <span class='sc'>Outing</span> many years
+ago I think I made out a good case.
+She was designed by Mr. E. H. Bentall,
+an English manufacturer of ploughs
+and other agricultural implements,
+whose famous yawl, <i>Jullanar</i>, created a
+sensation when she came out in 1875,
+<span class='pageno' id='Page_115'>115</span>from the circumstance that the deadwood
+was cut away fore and aft in the
+most audacious manner. She was, perhaps,
+the most original tonnage cheater
+ever built, as a study of her plans will
+show. The cutting away of her forefoot
+was followed by Mr. G. L. Watson
+in his design of <i>Thistle</i>, but he overdid
+it, leaving the yacht without sufficient
+lateral plane for successful windward
+work. <i>Jullanar’s</i> dimensions follow:
+Length over all, 110 feet 6 inches;
+depth of hold, 12 feet; length on load
+water-line, 99 feet; extreme beam, 16
+feet 10 inches; draught forward, 1 foot
+6 inches; draught aft, 13 feet 6 inches.</p>
+
+<div  class='figcenter id002'>
+<img src='images/i_114.jpg' alt='' class='ig001'>
+<div class='ic002'>
+<p>“NIAGARA’S” MIDSHIP SECTION.</p>
+</div>
+</div>
+
+<p class='c007'><span class='pageno' id='Page_116'>116</span><i>Evolution</i> was launched in 1880. She
+was built to sail in the ten-ton class,
+and was the first yacht of which I can
+find any record to carry a bulb of lead
+on the keel. The transition to the Herreshoff
+fin-keel was natural and easy.</p>
+
+<p class='c007'>The first yacht to be fitted with a
+weighted centerboard was <i>Rocket</i>, whose
+sheer-plan and mid-section are on p. <a href='#Page_112'>112</a>.</p>
+
+<div  class='figcenter id003'>
+<img src='images/i_115.jpg' alt='' class='ig001'>
+<div class='ic002'>
+<p>“RORQUAL,” TWO AND ONE-HALF RATER, 1894.</p>
+</div>
+</div>
+
+<p class='c007'><i>Niagara</i>, a most successful yacht of
+the bulb-fin type, was designed by Mr.
+Nat Herreshoff for Mr. Howard Gould
+in 1895. She made a splendid record
+that year in British waters. She was
+sailed by Captain John Barr, who was
+skipper of <i>Thistle</i> when <i>Volunteer</i> beat
+her in 1887.</p>
+
+<div  class='figcenter id003'>
+<span class='pageno' id='Page_117'>117</span>
+<img src='images/i_116a.jpg' alt='' class='ig001'>
+<div class='ic002'>
+<p>“DAD.”</p>
+</div>
+</div>
+
+<div  class='figcenter id003'>
+<img src='images/i_116b.jpg' alt='' class='ig001'>
+<div class='ic002'>
+<p>“VESPER.”</p>
+</div>
+</div>
+
+<p class='c007'><i>Jubilee</i>, a fin-keel, with lead bulb and
+two centerboards, was designed by
+General Paine for a possible Cup defender
+in 1893. She was 122 feet over
+all, 84 feet 6 inches on the water-line,
+<span class='pageno' id='Page_118'>118</span>22 feet 6 inches extreme beam, and had
+a draught of 13 feet 9 inches. She competed
+in the trial races of 1893 against
+<i>Vigilant</i>, <i>Colonia</i> and <i>Pilgrim</i>, and was
+unsuccessful.</p>
+
+<p class='c007'>Fin-keels of the freak variety were
+produced in large quantities on both
+sides of the Atlantic, following each
+other in quick succession. Two of English
+design are shown in the illustrations.
+One is the <i>Rorqual</i>, the other the
+<i>Nameless</i>. Neither proved successful.</p>
+
+<p class='c007'>The last five years have been remarkable
+for the prolific production of
+“freaks” and monstrosities, three of
+which I show, the <i>Skate</i>, <i>Vesper</i> and
+<i>Dad</i>, all racing machines. In marked
+contrast to these abortions is the
+Seawanhaka knockabout <i>Kewaydin</i>, a
+wholesome type of boat with many good
+qualities to recommend it. I advise
+all my readers to fight shy of “freaks,”
+especially those of flimsy construction.</p>
+
+<p class='c007'>As a matter of history it may be mentioned
+that the centerboard schooner
+<i>Vesta</i>, in the midwinter ocean race of
+1866, and the centerboard schooner <i>Iroquois</i>,
+in the blizzard of March, 1888,
+both acquitted themselves admirably,
+much to the surprise of the prejudiced
+devotees of the keel type.</p>
+
+<div  class='figcenter id003'>
+<span class='pageno' id='Page_120'>120</span>
+<img src='images/i_119.jpg' alt='' class='ig001'>
+<div class='ic002'>
+<p>MONSTROSITY “SKATE.”</p>
+</div>
+</div>
+
+<p class='c007'>The double-hull type of craft came
+prominently before the yachting fraternity
+in 1898, and will doubtless be
+exploited in many ingenious ways hereafter.
+The development of a type of
+vessel whose origin is lost in the mist of
+<span class='pageno' id='Page_121'>121</span>antiquity into a racing machine like the
+twenty-footer <i>Dominion</i> attracted the
+attention of naval architects generally
+to Mr. Herrick Duggan, the Canadian
+yacht designer, who for three consecutive
+years has humbled the pride of the
+Seawanhaka Corinthian Yacht Club by
+keeping in Kanuck hands the cherished
+international challenge cup, won with
+singular ease off Oyster Bay in 1896.</p>
+
+<div  class='figcenter id003'>
+<img src='images/i_120a.jpg' alt='' class='ig001'>
+<div class='ic002'>
+<p>FIG. I. THE “DOMINION,” ON EVEN KEEL.</p>
+</div>
+</div>
+
+<div  class='figcenter id003'>
+<img src='images/i_120b.jpg' alt='' class='ig001'>
+<div class='ic002'>
+<p>FIG. II. THE “DOMINION,” HEELED.</p>
+</div>
+</div>
+
+<p class='c007'>Mr. Duggan, of course, did not pretend
+to be the originator of a new type of sailing
+craft, but he may safely lay claim
+to whatever laurels are due to the faculty
+of astute adaptation. He succeeded
+in a field where others tried and failed.
+He skillfully modified the principle of
+the Malay proa, and introduced its salient
+characteristics into a vessel small
+indeed in the matter of dimensions, but
+<span class='pageno' id='Page_122'>122</span>huge when its inherent scientific possibilities
+are considered. Since Nat Herreshoff
+made practicable the crude fin-keel
+of former designers, no such interesting
+phase of marine architecture has
+been evolved.</p>
+
+<p class='c007'>As a matter of historical fact, it remained
+for Mr. Duggan to revive interest
+in the type, and this he did most
+effectually by the production of <i>Dominion</i>.
+The craft has given rise to much
+discussion among yachtsmen and in the
+press, both at home and abroad. The
+point of sailing in which <i>Dominion</i> excels
+is close-hauled on a wind or with
+the wind abeam. It is then that she sails
+on her lee hull only, the weather hull
+serving the same purpose as the ballast
+of a “sand bagger,” enabling her to
+carry a good press of sail. This is
+shown by Figure II., which portrays her
+when heeled. With the wind dead aft
+and both hulls immersed, <i>Dominion</i> in
+the races at Dorval was slightly slower
+than her rival, her paramount advantage
+being gained when sailing with one hull
+immersed.</p>
+
+<p class='c007'><i>Dominion’s</i> dimensions are: Length
+over all, 35 feet 10 inches; on load
+water-line, 17 feet 6 inches; extreme
+beam, 7 feet 7½ inches; beam, load
+water-line one bilge, 2 feet 5½ inches;
+draught of hull, 10 inches; draught
+with board, 6 feet; freeboard, 1 foot;
+displacement, 1,750 lbs.; area midship
+section, total 2.88 square feet; sail area,
+500 square feet.</p>
+
+<div  class='figcenter id002'>
+<span class='pageno' id='Page_123'>123</span>
+<img src='images/i_122.jpg' alt='' class='ig001'>
+<div class='ic002'>
+<p>“DOMINION.”</p>
+</div>
+</div>
+
+<p class='c007'><span class='pageno' id='Page_125'>125</span>I remember how fascinated I was as
+a boy by the perusal of “Lord Anson’s
+Voyage Round the World,” telling how
+that famous English navigator, in his
+stout ship <i>Centurion</i>, doubled Cape
+Horn in 1740, visited the romantic isle
+of Juan Fernandez, and enriched himself
+and his accompanying bold sea-dogs
+by the capture of a Spanish galleon
+literally laden with treasure. Incidentally,
+the book describes the surprise experienced
+by the ship’s company at the
+first sight of the proa, as used by the
+natives of the Ladrones. In a copy of
+the first edition of the work, in my
+father’s library, was a quaint illustration
+of the proa under sail, with a plan
+drawn to scale, from which I made a
+crude model, and sailed her on an arm
+of the sea that washed the beach not
+fifty yards from our front door. I was
+not slow to recognize the advantage of
+the type in windward work. It was
+my good fortune in the year 1870, from
+the deck of the East Indiaman <i>Hurkaru</i>,
+bound to Madras, to obtain my first
+view of the Singhalese type of flying
+proa off the coast of Ceylon. The sight
+was novel and picturesque, and, being
+young and impressionable in those days,
+it was photographed indelibly on my
+mind.</p>
+
+<p class='c007'>The southwest monsoon was blowing
+briskly and the <i>Hurkaru</i> was bowling
+along with stunsails set at a nine-knot
+gait. It was my forenoon watch below,
+and I was suddenly awakened by a shipmate
+<span class='pageno' id='Page_126'>126</span>who invited me on deck to look at
+the “queerest craft I ever saw.” Turning
+out in a hurry I followed him, and
+from the topgallant forecastle saw the
+proa in the act of shooting across our
+bows. The breeze piped at a “three-man
+power,” for that number of lithe
+and swarthy lascars straddled the outrigger
+to windward, hanging on by their
+eyelids, after the manner of mariners
+the seas over. The sail that propelled
+this craft was of the sprit variety, but
+was made of cotton stuff and not of
+matting, as was the sail described in
+“Anson’s Voyage.” She darted past us,
+with rare velocity, throwing the spray
+over her crew in fine style. There were
+six or seven of them in the main hull of
+the proa, the helmsman steering with
+a rather long paddle. After she had
+cleared the ship’s bows she luffed up
+sharp and seemed to point almost in the
+wind’s eye, the sail sitting quite flat, unlike
+the sails of the ordinary “country
+wallah,” which are, as a rule, of the
+baggy kind. I judged her speed at
+about sixteen knots—certainly not less.
+The mast and sprit of her sail were of
+bamboo, the rigging of kyar. Subsequently
+I had several opportunities of
+inspecting these proas, and subjecting
+them to a close examination—notably at
+Pointe de Galle, where the <i>Hurkaru</i>
+touched to take in cargo on her homeward
+voyage.</p>
+
+<div  class='figcenter id003'>
+<span class='pageno' id='Page_127'>127</span>
+<img src='images/i_126.jpg' alt='' class='ig001'>
+<div class='ic002'>
+<p>THE DOUBLE-HULLER OF THE PACIFIC.</p>
+</div>
+</div>
+
+<p class='c007'><span class='pageno' id='Page_128'>128</span>The main portion of the hull proper
+consists of a trunk of a tree hollowed
+<span class='pageno' id='Page_129'>129</span>out and hewn into symmetrical shape,
+bow and stern both being pointed. The
+bilge of the weather side is neatly
+rounded, while the lee side is as flat as
+the side of a half model of a vessel that
+is nailed to a board. Cut a double-end
+boat in two longitudinally, take one of
+the sections and nail on planks so as to
+form a wall-like side, and you have a fair
+imitation of the principle of the main
+hull of the Singhalese proa. To this
+trunk, when hewn into shape, are fastened
+the topsides, which consist of
+planks of suitable length and thickness
+bound with lashings of kyar rope, the
+seams being calked with cocoanut fibre,
+which swells when water-soaked. Not
+a nail is used in the construction of the
+craft, it resembling in this detail the
+famous Masoolah boats of the Madras
+coast. In all its essentials the characteristics
+of the proa of the Ladrones described
+by Anson are reproduced. The
+cigar-shaped log, which is connected to
+the main hull by bamboo outriggers
+(which give the necessary elasticity) and
+kyar lashings, is hewn out of a solid and
+rather heavy tree. This gives the required
+stability, and in a strong breeze
+pretty nearly all hands “hike out” to
+windward on it, leaving only the helmsmen
+(one at each end) aboard the main
+ship. It need not be said that the
+Singhalese are as nearly amphibious as
+it is possible for human bipeds to be.</p>
+
+<div class='chapter'>
+  <span class='pageno' id='Page_130'>130</span>
+  <h2 class='c005'>IV.<br> <span class='c012'>FITTING OUT AND TUNING UP.</span><br> <span class='c013'>HINTS AS TO GOING INTO COMMISSION AND MAKING THE CRAFT FIT FOR A RACE.</span></h2>
+</div>
+
+<p class='drop-capa0_0_6 c006'>We will now assume that, either by
+buying or building, the amateur
+yachtsman has come into possession
+of a craft which he intends
+to race this season. If he has had
+the vessel built to his order, the designer
+will have seen that she complies
+with the specifications, which, of course,
+include all gear necessary for her mug-hunting
+efforts. If he has purchased a
+second-hand vessel, after having her
+surveyed by a competent naval architect
+it might be well to learn from him
+what repairs, if any, are needed to her
+hull or rigging. The next thing to do
+is to obtain estimates for making the repairs;
+and unless the yachtsman is an
+old hand at the business, and knows approximately
+what should be the cost of
+such work, I should advise him to obtain
+figures from two or more concerns
+if extensive work is called for.</p>
+
+<p class='c007'>It is unbusinesslike and unsatisfactory
+to order a master shipwright to haul a
+yacht out and make such alterations
+<span class='pageno' id='Page_131'>131</span>and repairs as he may deem requisite,
+but examples of such fatuousness have
+been known and have afforded much
+profit to lawyers and much unhappiness
+to clients on both sides. A shipwright
+may have views of his own about a racing
+yacht, and it is inadvisable to give
+<i>carte blanche</i> to any builder of ships, or
+even of houses.</p>
+
+<p class='c007'>In these days of progress in yacht
+naval architecture, to the man of sentiment
+there will always be one source
+of regret. The owner of a successful
+yacht that has gallantly won scores
+of well-contested races and has proudly
+flaunted a superb string of racing
+flags at the close of her second season,
+cannot help having an affection
+for his vessel, especially if she was
+designed and built to his order. To
+think that after a few short seasons she
+has become outclassed—a regular back
+number—naturally awakens many sad
+reflections.</p>
+
+<p class='c007'>Old-timers remember that racing
+craft, when their cup-winning days were
+over, were converted into comfortable
+cruising craft, fishing-boats, or pilot cutters.
+Nowadays such a transition is impossible.
+In many cases an expensive
+fin-keel is outclassed in a single season,
+and I have yet to learn what use
+she can be put to when her career after
+cups comes to an inglorious finish. Her
+lead, metal bolts, spars, sails and rigging
+may fetch a fraction of their first
+cost in a junk-shop; but few yachtsmen
+<span class='pageno' id='Page_132'>132</span>would care to buy a vessel of the kind
+indicated for cruising or fishing purposes,
+not only because of the lack of
+accommodation, but also on account of
+the unhandiness of the fixed fin, whose
+vicious qualities can never be fully appreciated
+until one happens to get stuck
+in the mud or sand with the tide fast
+ebbing and no tug in sight or any other
+means of hauling off into deep water
+available.</p>
+
+<p class='c007'>In the good old days of yacht racing
+it was customary to lengthen, “hip out,”
+rebuild and otherwise alter a boat that
+showed signs of having outlived her
+usefulness, and in a rejuvenated condition
+bring her to the line again and
+with her achieve new conquests. Such a
+method is rarely resorted to nowadays.
+In fact, it is doubtful whether it would
+pay. Mr. J. Rogers Maxwell, who owned
+the schooner <i>Emerald</i>, is one of the few
+yachtsmen in this country who, of late
+years, have made extensive alterations
+in large racing vessels with any degree
+of success. He practically rebuilt the
+sloop <i>Shamrock</i>, and greatly improved
+her speed, and has twice made radical
+changes in the <i>Emerald</i> at great expense,
+both processes making her slightly
+faster.</p>
+
+<div  class='figcenter id002'>
+<span class='pageno' id='Page_133'>133</span>
+<img src='images/i_132.jpg' alt='' class='ig001'>
+<div class='ic002'>
+<p>SLOOP “GRACIE.”</p>
+</div>
+</div>
+
+<div  class='figcenter id002'>
+<span class='pageno' id='Page_134'>134</span>
+<img src='images/i_133.jpg' alt='' class='ig001'>
+<div class='ic002'>
+<p>SCHOONER “SAPPHO.”</p>
+</div>
+</div>
+
+<div  class='figcenter id002'>
+<span class='pageno' id='Page_135'>135</span>
+<img src='images/i_134.jpg' alt='' class='ig001'>
+<div class='ic002'>
+<p>CUTTER “GENESTA.”</p>
+</div>
+</div>
+
+<p class='c007'>Among the many yachts which were
+altered often and extensively may be
+mentioned the famous sloop <i>Gracie</i>,
+designed and built at Nyack-on-the-Hudson,
+by A. Polhemus. She was
+launched in July, 1868, her dimensions
+being 60 feet 3 inches over all, 58 feet on
+the water-line, 18 feet 8 inches beam,
+5 feet 6 inches depth of hold, and
+5 feet draught. Her center board was
+lengthened 2 feet aft in 1869. She was
+altered in 1874, and when completed
+measured as follows: length over all,
+72 feet 9 inches; on water-line 62 feet;
+beam, 20 feet 6 inches; depth of hold, 6
+feet 6 inches; draught 5 feet 8 inches.
+In 1879 she was rebuilt by David Carll,
+at City Island, her length over all
+being 79 feet 10 inches, on water-line
+72 feet 2 inches; beam, 21 feet 6 inches;
+depth of hold, 7 feet 2 inches, and
+draught, 6 feet 6 inches. In 1886 she
+was given 12 inches more freeboard.
+<span class='pageno' id='Page_136'>136</span>She sailed in the trial races against
+<i>Bedouin</i>, <i>Puritan</i>, and <i>Priscilla</i>, for the
+honor of defending the <i>America’s</i> cup
+against <i>Genesta</i>, but that task was given
+to <i>Puritan</i>.</p>
+
+<p class='c007'>The keel cutter <i>Colonia</i>, built by Herreshoff
+as a cup defender to sail against
+<i>Valkyrie II.</i>, proved less fast than <i>Vigilant</i>.
+Her fault was a deficiency of lateral
+plane, which made her sag off
+bodily to leeward in a most discouraging
+manner. After serving as a drill ship
+for the crew of the <i>Defender</i> in 1895, she
+was purchased by Commodore Clarence
+A. Postley, fitted with a centerboard
+from a plan by Cary Smith, at Lewis
+Nixon’s shipyard, and rigged as a
+schooner. She is now (1899) the crack
+American “two-sticker.”</p>
+
+<p class='c007'>Old-timers will recollect how slow the
+schooner <i>Sappho</i> was until Capt. “Bob”
+Fish hit upon the bold expedient of
+“hipping her out,” which was done by
+swelling out her midship section about
+fourteen inches, and tapering it off to
+nothing about thirty feet each way. The
+result was that <i>Sappho</i>, theretofore so
+sluggish that she could scarcely get out
+of her own way, beat nearly every craft
+bold enough to encounter her, and won
+many cups and much kudos for her
+sportsmanlike owner, Mr. William P.
+Douglas. Mr. A. Cass Canfield altered
+the sloop <i>Priscilla</i> considerably, but it
+cannot be said that he was altogether
+successful. When <i>Volunteer</i> was transformed
+into a schooner her forebody
+<span class='pageno' id='Page_137'>137</span>was reconstructed, and she made an enviable
+record as a “two-sticker;” but
+when rerigged as a sloop she never
+showed an approach to her original
+splendid form, as I think most yachtsmen
+will frankly concede.</p>
+
+<div  class='figcenter id003'>
+<img src='images/i_136.jpg' alt='' class='ig001'>
+<div class='ic002'>
+<p>SCHOONER “COLONIA.”</p>
+</div>
+</div>
+
+<p class='c007'><span class='pageno' id='Page_138'>138</span>Our British cousins used to have a
+perfect craze for rebuilding famous
+yachts, the old crack cutters <i>Alarm</i> and
+<i>Arrow</i>—both celebrated prize-winners—being
+notable examples of this ruling
+passion. But both here and in England
+the custom of materially altering the
+form of a yacht’s hull in the hope of improving
+her speed may be said to have
+gone completely out of fashion. This
+is doubtless due to the radical and rapid
+changes in hulls, brought about by the
+frequently shifting rules of measurement
+for time allowance and the artfully
+ingenious methods of generations
+of yacht designers to get the better of
+those selfsame rules.</p>
+
+<p class='c007'>I only mention these just to give a
+practical illustration of the way the old-timers
+used to alter and rebuild their
+beloved boats. The custom is now obsolete.
+If a racing machine of the
+present day is not outclassed in her
+third season she is looked upon as quite
+a smart craft. It may thus be perceived
+that conditions have altered considerably
+during the last decade.</p>
+
+<p class='c007'>On general principles it is unwise to go
+in for very extensive alterations on a
+yacht of any kind, whether cruiser or
+racer. If, however, you are determined
+<span class='pageno' id='Page_139'>139</span>to go ahead, I advise you to
+be sure to have an iron-clad
+contract as to cost.</p>
+
+<div  class='figleft id005'>
+<img src='images/i_138.jpg' alt='' class='ig001'>
+<div class='ic002'>
+<p>Rig of Cutter showing Masthead Shroud.</p>
+</div>
+</div>
+
+<p class='c007'>While your boat is being
+repaired or altered, ship
+your sailing-master, scrutinizing
+his references as to
+ability and character with
+care, and if possible supplement
+this examination by an
+interview with his last employer
+before engaging him.</p>
+
+<p class='c007'>Of course, much depends
+upon the size of your craft
+and the depth of your
+pocket. A Hank Haff or a
+Charley Barr would be too
+expensive a luxury for a
+craft of modest dimensions,
+and a boat-owner in matters
+of this kind must depend
+much upon his own judgment;
+it is impossible to
+give him advice except in
+the most general way.</p>
+
+<p class='c007'>The work of fitting out a
+racing yacht preparatory to
+tuning up for the season’s
+sport is exceptionally interesting
+to the real amateur,
+but the owner who has no
+true regard for yachting
+generally finds the process
+somewhat of a bore. In
+“Boat Sailing, Fair Weather
+and Foul,” a companion
+volume to this book, there
+<span class='pageno' id='Page_140'>140</span>is a chapter on “The Overhauling of a
+Yacht,” which contains a useful wrinkle
+or two, of which the reader may avail
+himself if he feels so disposed. The
+same is true of the chapter on “Laying
+up for the Winter,” which is indorsed by
+naval architects and practical seamen.</p>
+
+<p class='c007'>It is customary with some builders to
+have a sail-loft annex to the shipyard,
+and these men are, in most cases, anxious
+to contract for the sails as well as
+for the hull of a boat. I should not advise
+any yacht owner who contemplates
+racing his craft to employ anyone but
+the most skilful manipulator of duck to
+make his sails, which are of as much
+consequence as the hull itself so far as
+the winning of cups and prizes is concerned.</p>
+
+<p class='c007'>The man of fashion, ambitious of being
+well attired, so as to shine socially,
+doesn’t go to Baxter street for a dress
+suit. Neither does a yachtsman patronize
+a tentmaker for a racing mainsail or
+a well-cut jib. There is no objection to
+the shipbuilder contracting for the sails
+if he desires to make a little extra
+money, but the yacht owner should take
+care that the name of the sailmaker appears
+in the contract, and this will be a
+sufficient guarantee for first-class work.
+There are many firms in the United
+States justly famous as yacht sailmakers,
+and these are of such high standing
+that their names marked on the sails
+supplied insures the best in the way of
+cut and the quality of material. It is a
+<span class='pageno' id='Page_141'>141</span>great mistake to exercise any cheeseparing
+economy on a yacht’s means of
+propulsion, whether it be steam or duck.
+The best in the market, whether it be
+machinery or sails, is none too good.</p>
+
+<p class='c007'>A cruising craft with a slovenly or
+slatternly owner may, perhaps, be content
+with a suit of sails that fits like a
+purser’s shirt on a handspike, with a
+mainsail all abag and head-sails that
+would disgrace a coal barge; but even a
+cruising craft may be caught on a lee
+shore with a gale of wind, and perhaps
+the owner will curse his fatuous economy
+when he has tried in vain to claw off
+the beach with his baggy sails and finds
+that his craft is crunching to pieces in
+the surf and he himself is struggling
+for life in the treacherous undertow.</p>
+
+<p class='c007'>The cost of racing sails is high, and,
+ordinarily, a yacht that goes the cup-hunting
+circuit needs a new mainsail
+every season. Under careful management,
+however, a mainsail, with good
+luck, has been known to do good service
+for two summers. The quality of
+cotton duck has improved appreciably
+of late, owing to a better method of
+manufacture, and sails “sit” better and
+do not “bag” as they used to. Cotton
+is king, so far as racing sails go, in Europe
+as well as America, flax having
+been entirely superseded by it. The
+change from flax to cotton began in
+England about 1893.</p>
+
+<p class='c007'>The rig of a racing yacht should be
+no more neglected than her sails. The
+<span class='pageno' id='Page_142'>142</span>spars should be hollow on 20-footers and
+all in excess of that class. The standing
+rigging should be of silver-steel
+wire, set up by turnbuckles. The blocks
+should be strong and light, and the running
+rigging of the best quality. There
+should not be a superfluous ounce of
+weight in the craft alow or aloft if the
+winning of cups is what the owner has
+in view.</p>
+
+<p class='c007'>Rigging screws or turnbuckles, which
+have superseded deadeyes and lanyards
+for the setting up of standing rigging,
+were first used in 1877 on the English
+cutter <i>Verve</i>. They are used now on
+all racing yachts.</p>
+
+<p class='c007'>In the old days of reefing bowsprits
+it was quite a usual event to carry
+away several bobstays during the season.
+The long overhang forward of the
+modern yacht has reduced the length
+of the bowsprit, and consequently the
+strain on the spar when pitching into a
+heavy head sea. The overhang also
+gives better facilities for handling the
+head-sails.</p>
+
+<p class='c007'>Flexible silver-steel wire rope is now
+used for running rigging in many yachts,
+notably for runners and runner tackles,
+and also for peak and throat halyards.</p>
+
+<p class='c007'>The best spars for large yachts are
+made of Oregon fir. This splendid
+wood is the best in the world for the
+purpose. Some spars have been known
+to measure nearly 40 inches in diameter,
+and some 172 feet long; the average
+length of spars shipped to Atlantic ports
+<span class='pageno' id='Page_143'>143</span>from the Pacific coast is 90 feet, and
+the diameter 22 to 23 inches. Oregon
+fir is stronger than spruce or white pine,
+and hence less diameter is required for
+the same height. Spruce is in general
+use for the spars of smaller craft. Steel
+booms for racing yachts were first used
+on <i>Defender</i> and <i>Valkyrie III.</i></p>
+
+<p class='c007'>The greatest improvements in the
+rigging of yachts of recent years have
+been the masthead shrouds, bridles on
+gaffs, and the comparatively new throat-halyard
+pennants. In a spanking breeze
+there is a great strain on the masthead,
+also much play, but by the adoption of
+the three devices mentioned the strains
+are both minimized and equalized.
+Large vessels carry double masthead
+shrouds, and smaller craft single ones.
+<i>Vigilant</i> was, I believe, the first American
+yacht to be fitted with them. Now
+they are carried by every craft of consequence.
+Gaff bridles and throat-halyard
+pennants are indispensable to the
+rigging of every racing yacht from the
+smallest cat to the largest schooner.</p>
+
+<p class='c007'>If your craft is large enough to spread
+two shrouds on each side, have them
+fitted in pairs. A bight and a good seizing
+are preferable to two single eyes.</p>
+
+<p class='c007'>The bowsprit-shroud outriggers or
+spreaders should be bolted fast to the
+ship without any hinged joint. This
+prevents any unnecessary play when the
+boat plunges bows under in a heavy
+head sea. There should be the same
+length of shroud between the spreader
+<span class='pageno' id='Page_144'>144</span>and the bowsprit end, and the spreader
+and the turnbuckle which sets them up.
+The strain is thus divided equally and
+advantageously. The bobstay spreader
+or dolphin-striker should always have a
+hinged joint.</p>
+
+<p class='c007'>The rigging of <i>Uncas</i> is fitted as follows:
+Bobstay, 2½-inch steel wire; forestay,
+2-inch do.; jibstay, 1¼-inch do.;
+bowsprit shrouds, 1½-inch do.; standing
+rigging, 1¼-inch do.; masthead shroud,
+1⅜-inch do.; topmast gear, all 1-inch
+do.; runner shrouds, 1¼-inch do.; spring
+stay, 1½-inch do.; main lifts, 1½-inch
+flexible 19-thread steel wire; gaff
+bridles, 1¼-inch do.; peak and throat
+halyards, 2¼-inch manila bolt-rope;
+main sheet, 2-inch do.; fore sheet, 1¾-inch
+do.; head-sheets and minor gear in
+proportion.</p>
+
+<p class='c007'>The <i>Vigil</i>, of similar design, is rigged
+precisely the same, with the exception
+that her main peak and throat halyards
+are of 1-inch flexible steel wire, the fore
+peak and throat halyards of ⅝-inch
+do.; club-topsail halyards, ⅝-inch do.</p>
+
+<p class='c007'>Lengths of manila are so spliced to
+these flexible wire halyards that when
+they are belayed the splice is about six
+feet above the deck. This flexible steel
+answers remarkably well. When once
+set up, it stays set up. There is no
+“give” to it, and thus frequent “swaying
+on it,” as is the case with hemp rope,
+is quite unnecessary.</p>
+
+<div  class='figcenter id003'>
+<span class='pageno' id='Page_145'>145</span>
+<img src='images/i_144.jpg' alt='' class='ig001'>
+<div class='ic002'>
+<p>RIG AND SAIL PLAN OF “UNCAS.”</p>
+</div>
+</div>
+
+<p class='c007'>A modern 25-foot-water-line single-sticker
+with a pole mast, is rigged as
+<span class='pageno' id='Page_146'>146</span>follows: Bobstay, rod of steel ¾-inch
+in diameter, set up with a turnbuckle
+at end of bowsprit; shrouds, two on
+each side, 1⅛-inch steel wire; forestay
+set up to stem head, 1¼-inch do.; jib
+set flying, hoisted with ¾-inch 8-stranded
+flexible steel halyards, set up with a
+jig-purchase; runner shrouds of ⅝-inch
+steel wire canvased over; main lifts, ¾-inch
+flexible steel wire, painted, parceled,
+served over with white cod-line,
+and then covered with white canvas
+sewed on; the throat and peak halyards
+are of ¾-inch flexible steel wire. The
+blocks are all strapped with grommets
+of flexible steel wire, served and leathered.</p>
+
+<p class='c007'>From these examples a fair idea of
+the modern method of rigging a racing
+craft may be gathered. Strength, lightness,
+and neatness are the qualities
+sought and attained. Steel wire is now
+largely used for the leech ropes of sails,
+and it is strongly recommended by our
+“swellest” sailmakers.</p>
+
+<p class='c007'>The above I owe to my old seafaring
+friend, John F. Byno, who put the neatest
+splice ever seen in the Brooklyn
+Bridge cable, and is an expert with the
+marlinspike, as all the members of
+the Seawanhaka Corinthian Yacht Club
+can bear witness.</p>
+
+<div  class='figcenter id003'>
+<span class='pageno' id='Page_147'>147</span>
+<img src='images/i_146.jpg' alt='' class='ig001'>
+<div class='ic006'>
+<p>No. 1. Side view of main masthead.<br>  <br>  No. 2. Back view of main masthead.<br>  <br>  MASTHEADS OF “UNCAS.”</p>
+</div>
+</div>
+
+<div  class='figcenter id003'>
+<span class='pageno' id='Page_148'>148</span>
+<img src='images/i_147.jpg' alt='' class='ig001'>
+<div class='ic006'>
+<p>No. 3. Side view of fore masthead.<br>  <br>  No. 4. Back view of fore masthead.<br>  <br>  MASTHEADS OF “UNCAS.”</p>
+</div>
+</div>
+
+<p class='c007'><span class='pageno' id='Page_149'>149</span>Flexible steel wire rope is nearly if
+not quite as pliable as new hemp rope
+of the same strength. It is made with
+nineteen wires to the strand. The
+greater the diameter of the sheaves
+over which it passes, the longer it will
+last. The manufacturers recommend
+as a preservative a mixture of linseed
+oil and pine tar. It is impossible to
+belay wire rope to a cleat, as it will
+surely “render” or slip. Manila rope
+is therefore spliced to the hauling end
+of the wire, which makes it pleasanter
+to haul on, and insures its remaining
+fast after it is once belayed. I would
+not counsel a lubber to try to splice wire
+and rope together, unless in the privacy
+of a separate room. Why? Because
+the bystanders would be sure to laugh.
+It takes an artist to make this most
+difficult splice.</p>
+
+<p class='c007'>Grommet straps for blocks made of
+flexible steel wire cannot be surpassed.
+After making the grommet, paint well
+with raw linseed oil and white lead;
+parcel with canvas, serve with marline,
+apply another coat of paint, and then
+cover with leather or canvas sewn on.
+For neatness, strength, and durability
+this method is superior to any other.
+But it requires an expert to do the work.</p>
+
+<p class='c007'>With regard to turnbuckles for setting
+up all kinds of standing rigging, it
+must be conceded that they are indispensable
+for racing craft both large
+and small. One advantage of deadeye
+and lanyard for deep-water cruising is
+that if it should be necessary to cut
+away the mast to save the ship when
+hove on her beam ends, a cut with an
+axe will sever the weather lanyards and
+away goes the mast. The turnbuckle
+<span class='pageno' id='Page_150'>150</span>cannot be cut. A combination of turnbuckle,
+and deadeye and lanyard, might
+be fitted so as to combine the advantages
+of both.</p>
+
+<div  class='figcenter id002'>
+<img src='images/i_149.jpg' alt='' class='ig001'>
+<div class='ic002'>
+<p>CUTTER “MINERVA.”</p>
+</div>
+</div>
+
+<p class='c007'>The bulwarks of racing yachts have
+been reduced in height to mere battens.
+All deck fittings have been lightened as
+much as the designers dared. All with
+the intention of reducing weight, ironwork
+on spars looks very frail when
+compared with that of a decade ago, and
+the weight of blocks has been diminished
+in some cases more than fifty per cent.</p>
+
+<p class='c007'>The abolition of all cabin fittings first
+took place in the Marquis of Ailsa’s
+<i>Bloodhound</i>, built in 1874. All she had
+in her cabin was a seat along each side.</p>
+
+<p class='c007'><span class='pageno' id='Page_151'>151</span>It is only comparatively recently that
+yacht designers have made serious efforts
+to reduce weight aloft. Sometimes
+they have gone too far. I remember
+a 40-foot cutter, built to sail
+against the Scotch cutter <i>Minerva</i>. She
+was dismasted in a puff on the occasion
+of her first race, which was also her
+maiden sail. The same mishap befell
+her later on in a fine sailing breeze off
+Newport. I was on the committee boat
+which towed her into port. If she
+hadn’t been well handled after being
+disabled some serious accident might
+have happened to her hull. The accident
+was ascribed to defective ironwork.</p>
+
+<p class='c007'>It is of no benefit to stay the masts
+of pleasure vessels with rigging heavy
+enough for a great brig. A sense of
+proportion should be observed. Scientific
+men have calculated and tabulated
+the stress and strain that wood, metal,
+wire and hempen rope will bear, and
+these tables may be consulted by anybody
+able to read.</p>
+
+<p class='c007'>It is a fact that piano wire plays a
+leading part in the rigging of some
+of the down-to-date little racing freaks
+one meets nowadays, especially in fresh
+water where it is less exposed to corrosion.
+It is highly spoken of by those
+who have used it. Better, however, not
+to go to extremes and always to beware
+of a spider-web rig. Like flimsy
+construction it causes a yacht to come
+to grief.</p>
+
+<div  class='figcenter id002'>
+<span class='pageno' id='Page_152'>152</span>
+<img src='images/i_151.jpg' alt='' class='ig001'>
+<div class='ic002'>
+<p>SAIL PLAN OF “ETHELWYNN.”</p>
+</div>
+</div>
+
+<p class='c007'>A good example of lightness of rig
+was the 15-footer <i>Ethelwynn</i>, designed
+by Mr. W. P. Stephens, to defend
+the International Challenge Cup
+of the Seawanhaka Corinthian Yacht
+Club. It will be remembered that she
+beat Mr. Brand’s <i>Spruce IV.</i>, which boat
+was quite heavily rigged when compared
+with the American craft. The
+mast was a hollow spar of 4¼ inches,
+a far too heavy stick, as experience
+proved, for one of 3 inches and about
+half the weight would have been sufficiently
+strong. The hollow boom was
+2¾ inches diameter in the slings. The
+rigging was of phosphor-bronze wire
+rope, the forestay being ³⁄₃₂-inch diameter,
+shrouds ³⁄₁₆-inch diameter, and
+runners ⅛-inch. Main and jib halyards
+were of the same material, ⅛-inch diameter.
+The main-halyard ran over a 2-inch
+sheave in the masthead, a single
+part with a whip-tackle at the deck. The
+jib-halyard was double with a jig. The
+running rigging was of imported English
+cord. She carried 198 square feet
+of duck.</p>
+
+<div  class='figcenter id002'>
+<span class='pageno' id='Page_153'>153</span>
+<img src='images/i_152a.jpg' alt='' class='ig001'>
+<div class='ic002'>
+<p>HALF RATER “SPRUCE IV.”</p>
+</div>
+</div>
+
+<div  class='figcenter id002'>
+<img src='images/i_152b.jpg' alt='' class='ig001'>
+<div class='ic002'>
+<p>FIFTEEN-FOOTER “ETHELWYNN.”</p>
+</div>
+</div>
+
+<p class='c007'><span class='pageno' id='Page_154'>154</span>I am indebted to Mr. Stephens for the
+description and the accompanying sail
+plan.</p>
+
+<p class='c007'><span class='pageno' id='Page_155'>155</span>J. M. James, Vice-Commodore of the
+Imperial Model Yacht Club, of Tokio,
+Japan, is enthusiastic in praise of lacquer
+as a coating for the outside skin of
+yachts. He says that all the club’s
+models have their topsides and bottoms
+lacquered; and after numerous experiments
+for testing those thus treated
+against painted craft an increase of
+speed, amounting to ten per cent., was
+found in favor of the lacquered ones.
+A model yacht once well lacquered, with
+care and barring accidents, will last a
+lifetime and retain its luster. He says
+that all the Japanese naval ships have
+their bottoms lacquered. The lacquer
+gives increased speed and almost prevents
+fouling, and if properly put on
+lasts for three years. The only drawback
+is that the process is very expensive.</p>
+
+<p class='c007'><span class='pageno' id='Page_156'>156</span>Here is an opportunity for some enterprising
+individual to experiment with
+lacquer. If he proves successful he
+will gain the gratitude of yachtsmen.
+Incidentally, he will also win a large
+pecuniary reward.</p>
+
+<p class='c007'>In the matter of a compass the racing
+yachtsman should be careful. In thick
+weather, when steering for a mark, it is
+necessary that the deviation for every
+point should be known. In wooden
+yachts there is no difficulty, if ordinary
+precautions are taken, in keeping compasses
+exact. In iron and steel yachts
+they have to be licked into shape by a
+professional adjuster of reputation.</p>
+
+<p class='c007'>In spite of opinions to the contrary,
+held by old salts, the compass is not affected
+by fog, thunder, or attraction of
+land. It should be remembered, however,
+that magnetism exerts its magical
+influence through all bodies, no matter
+how dense, while light, heat and electricity
+do not possess this wonderful
+property.</p>
+
+<p class='c007'>Thus, casing an iron bulkhead with
+wood or covering an iron stanchion with
+copper or canvas will not prevent the
+metal from affecting the compass. It
+may be thought superfluous to assert
+such a well-known scientific fact in this
+year of the world, but experience teaches
+me that there is still much to be learned
+by those who go down to the sea in
+yachts.</p>
+
+<p class='c007'>It is not generally known that no iron
+vessel has been struck by lightning.
+<span class='pageno' id='Page_157'>157</span>The wooden spars have been shattered
+frequently by the electric fluid, but,
+owing to the circumstance that water is
+a better conductor than iron, the hull
+of an iron vessel has never suffered. If
+the spars of an iron ship are made of
+iron, the vessel may be looked upon as
+immune from disaster by lightning.</p>
+
+<p class='c007'>As soon as your craft is fitted out
+place her in commission, and proceed to
+become acquainted with her. Prizes
+are won only by hard work, and if you
+intend to make a record for yourself
+and your craft you can attain your end
+by honest industry only.</p>
+
+<p class='c007'>Part of the sea-jockey’s stock in trade
+is to discover how slow a yacht may be
+made to go with every stitch of sail set
+ostensibly to the best advantage, with
+sheets pulling like horses and trimmed
+to perfection. It is only the most subtle
+and knowing customer that can so master
+a yacht as to excel in this. The most
+accomplished proficient I ever knew
+was the skipper of the Scotch ten-ton
+cutter <i>Madge</i>, which came over in 1881,
+and created a great revolution in yachting.
+That man could make the boat
+almost speak. By manipulating the
+sheets, slacking one or flattening in another,
+and by other tricks unknown to
+this deponent, I have seen him allow
+an oyster-boat to beat the crack racing
+cutter. The name of that canny skipper
+was Duncan. The Yankee captains
+who sailed against him are not likely to
+forget it.</p>
+
+<p class='c007'><span class='pageno' id='Page_158'>158</span>I remember reading somewhere about
+a yacht skipper of experience who fooled
+a younger rival and caused him much
+unhappiness during a hotly contested
+race on the Solent. It was blowing a
+piping breeze, and <i>Sally</i>, the rival craft,
+had one reef in her mainsail and the
+topmast struck. <i>Bantam</i>, on the other
+hand, was the stiffer of the two, and
+held on to the whole mainsail, but also
+dowsed topmast. <i>Sally</i> had passed <i>Bantam</i>,
+and was leading her some fifty
+yards. Both yachts were at that time
+sheltered by the land, but a few hundred
+yards ahead a big sea was running
+in the West Channel.</p>
+
+<p class='c007'>It was at this moment that the sly old
+sea-dog played his low-down trick on
+the green young skipper, who was
+watching his every action.</p>
+
+<p class='c007'>“Up with the topmast, lads!” yelled
+Captain Sly of the <i>Bantam</i>.</p>
+
+<p class='c007'>His crew made a great pretense of
+swaying away on the heel rope, but
+somehow or other it got jammed and
+stayed jammed, in spite of the apparent
+efforts made to clear it.</p>
+
+<p class='c007'>Captain Green thought he would be
+smart. He sent up his topmast in seamanlike
+style. The topsail was set just
+as the <i>Sally</i> encountered the heavy sea
+in the channel. She made one dive and
+buried herself up to the skylight. The
+pressure was too much for her. In an
+instant <i>Bantam’s</i> topmast was housed,
+and all the gear fast again, and while
+<i>Sally</i> was pitching and ’scending in the
+<span class='pageno' id='Page_159'>159</span>choppy sea <i>Bantam</i> crawled through
+her lee and beat her. Captain Green
+was so demoralized by the trick of
+which he was the victim that he did not
+regain his self-possession until it was
+too late.</p>
+
+<p class='c007'>Captain Sly was convinced that Captain
+Green would imitate him in everything,
+and the result proved that he had
+formed a correct estimate of his opponent.</p>
+
+<p class='c007'>It is not wise or politic to undervalue
+the sailing qualities of an opposing
+yacht, especially when she is practically
+an unknown quantity. In other words,
+don’t prophesy unless you know. Here
+is a case in point:</p>
+
+<p class='c007'>When the <i>Madge</i> was about due to
+sail her first race in these waters, the
+skipper of her Yankee opponent is said
+to have paid a visit to Sawyer, the sailmaker,
+and asked for the loan of some
+flying kites.</p>
+
+<p class='c007'>“Any old stuff will do,” quoth the
+skipper. “I’ve only got to knock out
+that narrow-gutted coffin anchored
+yonder.”</p>
+
+<p class='c007'>The sails were lent by Mr. Sawyer,
+and it is needless to say that they did
+<i>not</i> fit “like paint on a post.” The
+“coffin” beat the “skimming dish”
+with singular ease.</p>
+
+<p class='c007'>I put this little yarn on record only
+just to show the contempt the average
+American yachtsman had at that time
+for the epoch-making <i>Madge</i>.</p>
+
+<p class='c007'>The proper balancing of sails is imperative
+<span class='pageno' id='Page_160'>160</span>when racing. To illustrate my
+meaning I need only refer to the decisive
+race between <i>Vigilant</i> and <i>Valkyrie</i>
+for the <i>America’s</i> Cup, which all but resulted
+in the winning of the race by the
+British yacht. In point of fact, <i>Valkyrie</i>,
+had not her two spinnakers blown
+away, would have romped in victoriously.
+In the beat to the outward
+mark <i>Vigilant</i> carried a reefed mainsail
+and a big jib, and, for the first time
+in her history, required lee helm. This
+blunder, in addition to her centerboard
+becoming jammed, made <i>Valkyrie</i> beat
+her 1m. 55s. on the windward leg. <i>Valkyrie</i>
+had a half-reef in her mainsail,
+but shifted her jib and set one whose
+center of effort was in exact accord
+with the reduced after-canvas. <i>Vigilant</i>
+won by forty seconds only, and had
+it not been for the <i>Valkyrie’s</i> hard luck
+would have been badly defeated.</p>
+
+<p class='c007'>On July 13, 1889, the <i>Katrina</i>, while
+racing against the <i>Titania</i> in a reefing
+breeze, carrying a big jib and a reefed
+mainsail, suffered a like deserved defeat.
+Under her ill-balanced sail-spread, for
+the first time in her history, she, too,
+carried lee helm, and sagged off to leeward
+like a haystack adrift. She made
+a pitiable exhibition of herself, and all
+hands rejoiced when her main boom
+snapped off and permitted her to withdraw
+without disgrace. Meanwhile <i>Titania</i>,
+splendidly handled by Captain
+Haff and Mr. C. Oliver Iselin, sailed
+over the course and won the race.</p>
+
+<div  class='figcenter id003'>
+<span class='pageno' id='Page_161'>161</span>
+<img src='images/i_160.jpg' alt='' class='ig001'>
+<div class='ic002'>
+<p>FORTY-FOOTER “GOSSOON.”</p>
+</div>
+</div>
+
+<p class='c007'><span class='pageno' id='Page_163'>163</span>It is interesting to note that the mishaps
+to both <i>Katrina</i> and <i>Vigilant</i>
+occurred on the 13th of the month.</p>
+
+<p class='c007'>The jibtopsail when a yacht is close-hauled
+is of very little use, especially in
+a bit of a breeze. Some skippers set
+what is known as a “baby-jibtopsail”
+when the wind is very light. It is questionable
+if the sail is of any benefit at
+all under such circumstances. In my
+opinion, the sail makes the boat’s head
+sag off to leeward, lee helm being the
+result. If no such sail were made, I
+think it would never be missed. Of
+course, with the wind free the jibtopsail,
+from its most diminutive size to its
+most extreme balloon development, is a
+very valuable sail.</p>
+
+<p class='c007'>In taking note of the speed of boats
+the length should be considered. I remember
+that the 40-footer <i>Gossoon</i>, the
+conqueror of the Scotch cutter <i>Minerva</i>
+in 1890, without any tide to help or retard
+her, made in a race I saw an average
+of nine knots an hour. This means
+that to accomplish this feat she had to
+run her length in 2¾ seconds. A little
+reflection will show that this is a remarkable
+achievement for so small a vessel.</p>
+
+<p class='c007'>It may be mentioned here that a
+nautical mile, a knot, and a geographical
+mile are one and the same thing. A
+knot equals 1.15 statute miles. Multiply
+the number of knots by 1.15, and you
+have the distance in statute miles.
+There are 6,080 feet in a knot; 5,280
+feet in a statute mile.</p>
+
+<p class='c007'><span class='pageno' id='Page_164'>164</span>Chronometers should be kept free
+from damp, dust, and draughts. When
+winding turn the key steadily, avoiding
+any jerky action. Most of them require
+seven and a half turns of the key.
+Wind slowly and steadily as far as the
+mechanism will permit. Wind punctually
+at the same hour every day. A
+chronometer that has run down, on
+being wound up again, will probably
+not start until it has been quickly but
+not violently slued half round and
+back again. This is easily done by
+placing the instrument on the table,
+and turning it horizontally between
+the hands. Take care that the instrument
+has neither too much nor too little
+side-play in the gimbals. A standard
+compass stowed away, while in port,
+close to a chronometer has been known
+to ruin the going of the watch, the
+powerful compass needles having by
+induction magnetized the steel portion
+of the balance. Do not stow a chronometer
+close to an iron bulkhead, an iron
+vessel’s side, the upper or lower end of
+a vertical iron stanchion, or within eight
+feet of compass compensating magnets.
+The chronometer case should not be
+screwed down to a table containing
+drawers which might possibly be used
+to hold spare compass cards. Chronometers
+should be kept away from iron
+almost as religiously as compasses.</p>
+
+<p class='c007'>Jolting in a railway train or a conveyance
+of any description is liable to
+alter the steady going of a chronometer.
+<span class='pageno' id='Page_165'>165</span>The quick jerk of a boat propelled
+by oars is still more likely to
+prove injurious. If, therefore, a chronometer
+has to be taken from one place
+to another in a pulling boat, it should
+be held free in the hand by the leather
+straps, taking care to avoid a circular
+motion. When traveling by train place
+the instrument on a pile of overcoats or
+rugs, in such a position that it will not
+fall. Marine chronometers are intended
+always to be kept strictly horizontal
+with the face up. Never allow a chronometer
+to run longer than four years
+without having it overhauled by a first-class
+workman. If it is a new instrument,
+it should be looked at after a year
+or eighteen months.</p>
+
+<div  class='figcenter id002'>
+<img src='images/i_164.jpg' alt='' class='ig001'>
+<div class='ic002'>
+<p>“AMERICA,” 1899.</p>
+</div>
+</div>
+
+<div class='chapter'>
+  <span class='pageno' id='Page_166'>166</span>
+  <h2 class='c005'>V.<br> <span class='c012'>DUTY AND DISCIPLINE AFLOAT.</span><br> <span class='c013'>THE SHIP’S COMPANY IN DETAIL FROM THE SKIPPER TO THE SEA-COOK.</span></h2>
+</div>
+
+<p class='drop-capa0_0_6 c006'>To cruise with pleasure from port
+to port and to win races—the
+yacht owner must remember that
+he can do neither unless his sailing-master
+thoroughly understands his
+business. Whether amateur or professional,
+the skipper must be a man of
+dash and daring tempered with a modest
+<i>soupçon</i> of discretion, active, vigilant,
+with his weather eye wide open at
+all times and seasons. He must have
+the knack of handling men so as to get
+every foot-pound of energy out of them
+that is in them. He should be a strict,
+but not necessarily a stern, disciplinarian;
+and he should have sufficient diplomatic
+instinct in his make-up to know
+when to wink at a slight lapse on the
+part of a generally capable and faithful
+blue-jacket.</p>
+
+<p class='c007'>The personnel of the racing yacht is
+of the greatest importance, and, if not of
+the best, the career of the vessel is not
+likely to be crowned with the laurels of
+success. The man in command must
+have the rare gift of personal magnetism,
+<span class='pageno' id='Page_167'>167</span>the art of inspiring enthusiasm, of
+compelling victory. A cool head is no
+less necessary than are nerves of steel.
+He must be a splendid helmsman, a good
+practical seaman and skillful navigator.</p>
+
+<p class='c007'>A man possessed of all these attributes
+commands high wages and deserves
+all he can get. The discipline of
+his yacht is perfect. Everything goes
+with the precision of clockwork, at sea
+or in port. He is prepared for every
+emergency that may arise when at anchor
+or under way, and is never caught
+napping. Keeping a watchful eye on
+the interests of his owner, he is also
+careful of his crew, being fully aware
+of the evil consequences of a discontented
+forecastle, and knowing that
+sulky or surly sailors never yet were
+conducive to the capturing of sea trophies.
+A good skipper must therefore
+be a good judge of human nature, alive
+to the idiosyncrasies and frailties of
+sailors, who have in good sooth as many
+whims and vagaries as silly schoolgirls
+in the transition stage of development.
+In fact he should be quite a past master in
+the cunning art of “jollying along.” It
+is astonishing what a number of men
+there are who possess all these qualifications.
+Modest, unassuming men, skillful
+navigators and seamen they will
+prove to be, and you can avail yourself
+of their services for a moderate compensation.</p>
+
+<p class='c007'>There is no fixed scale of wages for a
+yacht skipper. The sailing-master of a
+<span class='pageno' id='Page_168'>168</span>large steam yacht may be paid $3,000 a
+year, while the skipper of a racing 51-footer
+might think himself lucky if he gets
+$80 a month with the prospect of being
+paid off when the yacht goes out of commission.
+This practice of engaging a
+skipper for the season seems to me to
+be short-sighted policy. It cannot be
+expected that a captain hired for three
+months only will take more than a passing
+interest in the vessel. He would be
+more than human if he lay awake nights,
+scheming how to save his owner money.
+Whereas, an honest, conscientious skipper,
+assured of receiving living wages
+all the year round, will more than earn
+his salary by the extra care he takes of
+the yacht. He naturally looks upon
+the vessel as a prime source of revenue.
+He realizes that it is to his interest to
+run her as economically as possible, to
+keep her in thorough repair and order
+at the least possible cost, to make life
+aboard her as pleasant as possible to his
+owner and his guests, to win as many
+prizes as he can if the boat is a racer, or
+if simply a cruiser to get her talked
+about for a phenomenally fast passage
+from one port to another, for beating a
+rival of approximate size by a handsome
+margin, or for successfully reaching her
+destination in a heavy blow, when other
+boats were glad to scud under bare poles
+for a harbor. These little acts if performed
+with tact, make an owner prouder
+than ever of his yacht and more appreciative
+of the services of his skipper.</p>
+
+<p class='c007'><span class='pageno' id='Page_169'>169</span>Permit me to illustrate. A friend of
+mine several winters ago purposed to
+buy a schooner and fit her out for a
+West Indian cruise. He provided himself
+with a number of tickets of admission
+to several vessels laid up in a dock
+at South Brooklyn. He invited me to
+accompany him on a prospecting tour.
+It was a dirty day, sleet, snow and wind
+being the objectionable features that
+confronted us.</p>
+
+<p class='c007'>Our first port of call was the office of
+the dock, where we found a man in
+charge who examined our credentials
+and sent to a neighboring tavern for the
+“ship-keeper,” who he said had “gone
+to lunch.” In about half an hour this
+functionary made his appearance, and
+piloted us to the pier where several
+schooners which we desired to look at
+were moored. We boarded the first on
+our list, a cruising vessel of some celebrity,
+whose owner desired to sell her, as
+he was building a steamer. The decks
+were deep with water, the scuppers being
+obstructed. Everywhere were signs
+of disgraceful neglect. The binnacle
+was a mass of verdigris. Costly and artistic
+wood carving was without protection
+from the weather. The handsome
+companionway of mahogany was without
+a canvas cover. Going below we
+found everything mildewed and musty.
+The bedding in the berths was damp.
+Water trickled from the deck beams.
+What really had been a most attractive
+interior presented an appearance of
+<span class='pageno' id='Page_170'>170</span>dampness most dispiriting, as well as
+every evidence of decay. It was indeed
+pitiable to see such a fine vessel in so
+sad a plight. We passed on, and inspected
+two other craft whose condition
+was only slightly better, and which presented
+few attractions from a purchaser’s
+point of view.</p>
+
+<p class='c007'>The next yacht we visited was in
+marked contrast to the others. A handsome,
+sunburned man greeted us at the
+gangway, and after we had explained
+our mission, invited us below. He was
+the captain of the schooner, he told us,
+and was spending the winter aboard of
+her. Stepping down into the cabin we
+saw a snug and cozy saloon, a cheerful
+fire burning in the open grate, everything
+bright and spick and span, as
+though the yacht was in Newport at the
+height of the season. A pretty young
+woman was at work at a sewing machine,
+while a pampered Persian cat
+basked luxuriously on a handsome rug
+in front of the fire.</p>
+
+<p class='c007'>“This is my wife, gentlemen,” he
+said, and then he showed us all over the
+vessel from right forward to right aft.
+The staterooms were in perfect order,
+not a sign of damp or mildew anywhere.
+Everything was clean and spotless as a
+new pin. We found that the skipper
+had been in charge of the yacht from
+the day of her launch, that he and the
+steward and a boy lived on her every
+winter and kept her in thorough order
+outside and inside.</p>
+
+<p class='c007'><span class='pageno' id='Page_171'>171</span>We were shown the logs of several
+deep-water cruises she had made, together
+with track charts of the voyages.
+We were entertained with an intelligent
+and interesting description of the yacht’s
+behavior in a hurricane off Bermuda,
+given with a wealth of seamanlike detail,
+which we both hugely enjoyed. It
+was evident that the skipper was a firm
+believer in his boat, and that he had
+tended her with care and loving kindness
+from her christening to that day.
+He explained that his owner had married
+a woman who hated the sea, and
+that the vessel was in the market at a
+reasonable price.</p>
+
+<p class='c007'>That schooner now flies my friend’s
+private signal, and that same skipper is
+still her sailing-master, and, according
+to his employer, is worth his weight
+in gold. This practical illustration may
+demonstrate the advantage of employing
+a sailing-master by the year and not
+by the season.</p>
+
+<p class='c007'>Every word I have written about a
+skipper applies, in the case of a steam
+yacht, to the engineer. And if possible,
+still more strongly, for the deterioration
+of marine engines left without care or
+protection is both rapid and, I need
+hardly add, costly in the extreme.</p>
+
+<p class='c007'>I strongly advise a yacht owner who
+thinks he has the skill and knowledge
+requisite for the command of a yacht, to
+assume command himself and dispense
+with the services of a professional sailing-master.
+Let him ship a competent
+<span class='pageno' id='Page_172'>172</span>man as mate and give him to understand
+that his duty is to carry out the owner’s
+orders, and simply to act as executive
+officer. It is impossible that a yacht can
+have two captains and turn out a cup
+winner. Jacob found two wives in the
+same house quite incompatible; and the
+discipline of a racing craft with the
+owner and the sailing-master both issuing
+commands at the same time is not
+unlikely to be lax, and with lax discipline
+races cannot be won.</p>
+
+<p class='c007'>The treatment of the sailing-master by
+the yacht owner varies according to
+the temperament and disposition of the
+latter. A gentleman is incapable of
+rudeness to an employé—especially to a
+man holding so responsible a position,
+and in charge of such a valuable piece of
+personal property as a yacht. The judicious
+owner always treats his skipper
+with respect. If he desires to preserve
+proper discipline aboard, he will let the
+crew see that the captain has his entire
+confidence. The owner, therefore,
+should always give his orders to the
+skipper, who will then communicate
+them to the crew. For instance, if he
+wants a boat lowered he should not sing
+out to the crew to lay aft and lower the
+launch. That would be a grave breach
+of yachting etiquette. The correct
+course to pursue is to tell the captain
+that he wants the boat, and leave to him
+the issuance of the necessary commands
+for the carrying out of his wish. This
+may seem a small matter, but it is really
+<span class='pageno' id='Page_173'>173</span>of importance. If neglected, it is subversive
+of discipline. The owner should
+always address the master as Mr. ——,
+never as “Skipper” or “Cap,” as is too
+often the case aboard a certain class of
+craft conducted after slipshod methods.
+The men should always address the
+sailing-master, and also the mate, as
+“Sir,” and no departure from this rule
+should be tolerated. The sailing-master
+should be held responsible for any
+breach of discipline on the part of the
+crew, and his authority should always
+be sustained by the owner.</p>
+
+<p class='c007'>I have seen more than one sailing-master
+who, not content with tyrannizing
+over the crew, held the owner in
+complete subjection. It may be readily
+surmised what kind of worms these
+owners were. But take yacht skippers
+by and large, the average is worthy of
+confidence and respect. The percentage
+of black sheep among them is almost
+infinitesimal. The same remark
+applies to the mates and the men.</p>
+
+<p class='c007'>The following hints to sailing-masters
+were written by a dyspeptic martinet of
+a yacht owner, but there is much good
+sense in them. They are hung up in
+his sailing-master’s berth:</p>
+
+  <dl class='dl_1'>
+    <dt>1.—</dt>
+    <dd>Never curse the crew. The owner will do all the swearing.
+    </dd>
+    <dt>2.—</dt>
+    <dd>Should the owner or any of his guests not use tobacco, never smoke to windward of him or 
+    them. Have the goodness to step to leeward.
+    </dd>
+    <dt>3.—</dt>
+    <dd>Always be at the gangway when <span class='pageno' id='Page_174'>174</span>the owner comes alongside. No matter how warm it 
+    may be, do not receive him in your shirt-sleeves.
+    </dd>
+    <dt>4.—</dt>
+    <dd>Have a memorandum of all the stores in your department. Do not rashly answer, “There is 
+    none on board,” without consulting your list when asked for an article required.
+    </dd>
+    <dt>5.—</dt>
+    <dd>There are yachts afloat whose owners are run by the sailing-masters. This yacht is 
+    governed differently.
+    </dd>
+    <dt>6.—</dt>
+    <dd>If the sailing-master is at any time dissatisfied with the owner or the yacht he has an 
+    unfailing remedy, and the sooner he avails himself of it the better.
+    </dd>
+    <dt>7.—</dt>
+    <dd>The owner trusts that pleasant relations will always prevail between the sailing-master 
+    and himself.
+    </dd>
+    </dl>
+
+<p class='c007'>Having secured your skipper let him
+ship the crew. If your yacht is a large
+vessel you will need a mate. In the interest
+of harmony it is advisable to let
+the skipper have some say in the matter
+of his selection. It will be advisable to
+look over his credentials, with a view to
+finding out if he is competent to take
+charge of the vessel in the event of any
+accident befalling the captain. If you
+contemplate a blue-water voyage, be
+careful that the mate is a navigator and
+has the requisite license. If deprived
+of the services of your skipper by any
+unforeseen cause, it would be awkward
+to find yourself, say, a thousand miles
+from land, with nobody aboard capable
+of finding the vessel’s position otherwise
+<span class='pageno' id='Page_175'>175</span>than by dead reckoning—a hit or miss
+method always unreliable.</p>
+
+<p class='c007'>The wages of mates vary. Some of
+them are paid $10 or $15 a month more
+than the men, whose pay ranges between
+$25 and $30 a month. This is
+much more than is paid to English
+yacht sailors, who have to feed themselves
+out of their pay.</p>
+
+<p class='c007'>The mate’s duty is to take charge of
+the yacht when the master is below.
+When the master is on deck the mate’s
+station is forward. He superintends
+the setting, taking in and trimming of
+sails, and in a general way carries out
+the skipper’s orders. He is a very important
+man in a race, for then the
+captain’s place is at the helm and the
+mate is responsible for the proper working
+of the vessel and the prompt setting
+of balloon sails. If any of the running
+gear gets foul or parts he is tolerably
+certain of a brisk dressing-down, especially
+if the mishap causes the loss of
+the race. The reason of this is because
+he has charge of all the gear and sails
+and spars, and is responsible for their
+being always in good condition.</p>
+
+<p class='c007'>The mate superintends the work of
+getting under way, sees the head-sails
+clear for hoisting, looks after the windlass,
+sees that the hose is played on the
+chain cable if the vessel has brought up
+on muddy bottom. Also when coming
+to anchor he sees that the mud-hook is
+clear for letting go, all halyards ready
+for lowering, booms in good shape for
+<span class='pageno' id='Page_176'>176</span>swinging out, and the boats in good condition
+for lowering. The captain is in
+command of the starboard watch, and
+the mate takes hold of the port watch.
+In long runs the watches are set as in
+ocean steamers, the men taking two-hour
+tricks at the helm and the same
+on the lookout.</p>
+
+<p class='c007'>The mate, as executive officer, superintends
+the washing down of the decks
+in the morning, and is held responsible
+for the yacht’s ship-shape appearance.
+If any “Irish pennants” are seen towing
+overboard or if there is a speck of dirt
+anywhere to be found, the mate is
+brought up with a round turn. A good
+mate is invaluable, and if he and the
+sailing-master work in harmony together,
+the yacht, so far as discipline is
+concerned, will be perfect, and the vessel
+will be a pleasant one for all hands.
+The mate in large steam yachts has
+generally the charge of the launch,
+bringing aboard guests and taking them
+ashore. It is imperative that he should
+have a thorough knowledge of the art
+of boat-handling and that he should be a
+smart, all-round man in every detail.</p>
+
+<p class='c007'>Only very large craft carry a boatswain.
+His duty is to care for the rigging
+and “pipe the side.” Personally, I
+like to hear the cheery sound of his
+whistle. It reminds me of old times.
+The boatswain nowadays finds no occupation
+for his “call” on a racing craft.</p>
+
+<p class='c007'>Great Britain and the United States
+are the leading yachting nations of the
+<span class='pageno' id='Page_177'>177</span>world. The yachting flags of both
+countries have been seen in nearly every
+harbor of the globe. France, Italy and
+Germany have during the last decade
+made some noticeable progress in the
+pastime, but neither in racing nor in
+cruising have they accomplished anything
+of real significance.</p>
+
+<p class='c007'>For instance, how galling must it
+have been to the patriotic pride of the
+German Emperor to be forced to sail
+his imperial racing cutter, <i>Meteor</i>, designed
+by a Scotchman and built on the
+Clyde, with a crew of Hampshire and
+Essex sailors. But stern necessity compelled
+him. The German seaman has
+many merits, but he doesn’t show up
+to advantage aboard a racing cutter.
+One would have thought that the Emperor
+would have trained a crew of
+Germans especially for the task, but the
+idea either did not occur to him or was
+judged not to be feasible.</p>
+
+<p class='c007'>He might have followed the example
+of our countryman, Mr. C. Oliver Iselin,
+the managing owner of the <i>Defender</i>,
+who in 1895 turned the tables on certain
+of his British critics, who had declared
+that no American crew could possibly
+beat the trained British yacht sailors who
+formed the crew of the <i>Valkyrie</i>. These
+seamen, all hailed from Wivenhoe or
+Brightlingsea in Essex, had sailed in
+cutter yachts in the summer and cutter-rigged
+fishing smacks in the winter from
+boyhood, and were indeed the flower of
+the racing sailors of England. Captain
+<span class='pageno' id='Page_178'>178</span>Cranfield, one of the smartest skippers
+afloat, had drilled them for several seasons.
+They were pronounced invincible
+by recognized authorities.</p>
+
+<p class='c007'>In previous contests for the <i>America’s</i>
+cup the crews of the <i>Puritan</i>, <i>Mayflower</i>,
+<i>Volunteer</i> and <i>Vigilant</i> were composed
+largely of Scandinavians, concerning
+whose ability as seamen I have nothing
+to say except in praise. It was the
+general idea that without the Scandinavian
+element the battle was lost. Mr.
+Iselin undertook to expose the fallacy of
+this notion. Without disparagement of
+the excellent yacht sailors hailing from
+Danish, Swedish or Norwegian ports,
+he determined to prove practically that
+the native-born American sailor, when
+properly licked into shape, makes as
+fine a yachtsman as ever trod a deck or
+broke a biscuit.</p>
+
+<p class='c007'>Accordingly Captain Haff was sent to
+Maine, and there the veteran skipper
+shipped an American crew worthy of
+the saucy Stripes and Stars—active
+young fellows who had never sailed on
+pleasure craft but had followed the sea
+on fishing schooners and coasting vessels.
+After being drilled by Captain
+Haff for a few weeks they became as
+smart and efficient a crew as ever tailed
+on to a mainsheet or manned club-topsail
+halyards.</p>
+
+<p class='c007'>I had many opportunities of comparing
+them with their British opponents,
+and I pledge you my word as a sailor
+and a gentleman that one crew was as
+<span class='pageno' id='Page_179'>179</span>smart as the other in setting or shortening
+sail and in all marine manœuvres.
+It was a surprise to many, but nobody
+was more astonished than Captain Cranfield,
+who admiringly admitted the ability
+and efficiency of the boys from
+Maine who manned the <i>Defender</i>.</p>
+
+<p class='c007'>This achievement opened the eyes of
+the British critics and showed them of
+what our raw material is capable. It
+was also a surprise to many of our racing
+skippers, who were laboring under
+the delusion that Scandinavian sailors
+alone are capable of manning our yachts.
+Never was a greater error. The native-born
+American, when properly trained,
+makes as smart a yacht sailor as ever
+walked a deck.</p>
+
+<p class='c007'>Most of these Maine sailors, judging
+from their names, belonged to the great
+Anglo Saxon race whose deeds afloat
+are written on the bright pages of sea
+history. America has reason to be proud
+of her seafaring ancestors. The infallible
+law of heredity and the no less
+assured principle of the survival of the
+fittest have been well exemplified among
+the dwellers on the British coasts. The
+bold sea-dogs of the West Country to-day
+are fitting successors to those sturdy
+semi-pirates who under the flag of
+Frobisher, of Drake, of Raleigh and of
+Hawkins shed so much glory on the
+nation they upheld and so much of the
+enemy’s life-blood. The smugglers and
+privateers of the southern and eastern
+coasts may justly be classed as the progenitors
+<span class='pageno' id='Page_180'>180</span>of our racing yachtsmen. For
+be it remembered that speed was the
+prime necessity of their means of livelihood.
+The contests between revenue
+cutters and luggers were continuous
+struggles for sea supremacy. If a lugger
+was captured by a cutter, the keel of
+what was hoped to be a still faster
+lugger was laid, and so the war went
+on. British privateers generally got the
+best of their Gallic opponents. Nelson
+crushed Great Britain’s foes at sea as
+effectually as Wellington defeated her
+enemies ashore.</p>
+
+<p class='c007'>In the war of 1812 America proved
+her naval superiority by many a heroic
+deed. Until the devastating cruise of
+the <i>Alabama</i> our mercantile marine was
+our national pride. It is true that our
+mercantile fleet of to-day is by no means
+what it ought to be, but it is also a fact
+that our fine coasters and fishing vessels,
+although manned by a large percentage
+of foreigners, are, as a rule, commanded
+by native-born Americans. Those of
+our countrymen who follow the sea for
+a livelihood soon rise in their profession.
+The somewhat scanty emoluments offered
+are sufficient reasons for deterring
+the average ambitious American youth
+from seeking his fortune afloat, but
+should more liberal inducement ever be
+offered, the sea-loving Yankee will be
+to the fore again.</p>
+
+<p class='c007'>That the raw material is at hand was
+proven by the adaptability of the Maine
+men to be transformed into efficient
+<span class='pageno' id='Page_181'>181</span>yachtsmen in so short a time. Had the
+Emperor of Germany tried to convert
+some of his seafaring subjects into a
+crew for the <i>Meteor</i>, he might have met
+with a far different result.</p>
+
+<p class='c007'>Sailors are a queer lot, and good ones
+are to be found in every maritime country.
+In their native climes a crew of
+lascars, hard as nails and agile as monkeys,
+cannot be surpassed. Ship them
+aboard a vessel bound to the English
+Channel and due there in midwinter,
+and you might just as well have a ship’s
+company of frozen earwigs. In the Bay
+of Bengal, blow high or blow low, you
+couldn’t wish for smarter sailors. I
+speak from personal knowledge, having
+had command of a smart schooner engaged
+in a certain lucrative trade on
+the Coromandel coast and in the China
+seas, the precise nature of which I decline
+to divulge, but which called for
+quick work. Never have I sailed with
+a more satisfactory crew than Abdool,
+the Serang, and his twenty alert followers.
+They made that schooner talk.
+In the Bay of Biscay they would have
+been as useless as a dead steam-engine.
+They were the most economical sailors
+I ever knew—five rupees a month and
+a modest ration consisting principally
+of curry and rice. I wonder in what
+seas my faithful Abdool and his lithe
+and dusky shipmates are cruising to-day,
+for I am writing of thirty years
+ago, when I was a little spryer on my
+pins than I am at present.</p>
+
+<p class='c007'><span class='pageno' id='Page_182'>182</span>The selection of a crew, especially for
+a deep-water cruise likely to be of long
+duration, is an important piece of business.
+The skilled skipper, from long
+experience, possesses the instinctive
+faculty of picking out the right men
+from a small army of applicants. This,
+too, without any unnecessary delay. A
+short talk, a glance at papers, and the
+trick is done. A sea lawyer has no
+chance of being shipped. The skipper
+detects him at once. He knows that
+breed. The inexperienced yacht owner
+cannot appreciate what troubles he is
+saved from by the wise selection of his
+ship’s company. One sea lawyer with
+the pestilent gift of the gab will infect
+a whole forecastle full of honest and
+well-meaning men, just as one sheep
+with the rot will taint a sound and
+healthy flock. The incessant wagging
+of his jaw, his perpetual growlings like
+a bear with a sore head, are as likely as
+not to breed a mutiny, or, at any rate,
+to make a floating hell of that part of
+the vessel that is forward of the foremast.
+Such a man will grumble even
+if he gets roast beef and plum duff
+three times a day and a “nobbler” of
+rum every hour of the twenty-four.</p>
+
+<p class='c007'>It is well, therefore, to exercise due
+care in shipping your crew if bound on
+a globe-circling expedition. Some owners
+insist that candidates for berths
+aboard their ships shall undergo a medical
+examination, in order to make sure
+that they are physically fit for a long
+<span class='pageno' id='Page_183'>183</span>voyage. This is, in my opinion, a wise
+course to pursue, for sickness at sea is
+like a wet blanket on the pleasure of a
+voyage, and no owner wants to ship a
+sailor unfit to fulfil the duties for which
+he signs articles.</p>
+
+<p class='c007'>A crew intended for the usual coastwise
+cruising and racing, taking part in
+all the events of the season for which
+the yacht is eligible, should, of course,
+be selected with care. You will often
+see the same crew stick to a yacht for
+years. They are paid off at the close of
+the season, get through the winter as
+best they can, some of them subsisting
+on their summer savings, others shipping
+on coasting vessels or fishing craft,
+or even finding odd jobs to do ashore.
+When the yacht goes into commission
+at the beginning of the following summer,
+there they are to be found aboard
+of her, and ready for anything that may
+turn up. Smart and steady men are
+always in demand, and when they leave
+the yacht in the fall they get the tip
+from the sailing-master to report for
+duty in the spring.</p>
+
+<p class='c007'>The prudent yacht owner, when preparing
+for a deep-water voyage, should
+ship a crew as small as possible for the
+proper working of the vessel. Every
+device for the economizing of labor
+should be adopted. In these days, when
+a crew of six, all told, sail a big fore-and-aft
+cargo schooner, a large ship’s company
+is not absolutely necessary aboard
+a yacht of moderate size. It is easier
+<span class='pageno' id='Page_184'>184</span>to keep a small crew in good health
+than a large one, especially when
+cruising in the tropics. The necessarily
+limited space at the disposal of the
+“jackies,” in spite of all the modern
+contrivances for their convenience
+and comfort, causes some forecastles
+to be unhealthy. Without taking into
+consideration the saving of money in
+the wages of men not absolutely necessary
+for the handling of the yacht, the
+owner is likely to get more solid comfort
+out of a small, contented crew of
+picked men than he would out of a
+large, injudiciously selected crowd of
+sailors. The fewer the mouths to feed
+the more stores and water for each can
+be carried. Personally, I would rather
+have twelve good men to work a large
+schooner, than a score of indifferent lubbers
+and skulkers masquerading under
+the names of able or ordinary seamen.</p>
+
+<p class='c007'>These may seem to be revolutionary
+notions in these days of kid-gloved
+skippers and large crews. But let us go
+back half a century or so, and see what
+the custom was in the brave old days of
+the Yankee schooner <i>America</i>. In her
+historical voyage to England in 1851 she
+was commanded by Captain “Dick”
+Brown, with Nelson Comstock as mate,
+and only six men before the mast.
+Messrs. George Steers, James Steers
+and young Henry Steers were the passengers,
+and these, of course, lent a
+hand when required. But there were no
+more cats aboard than could catch mice.</p>
+
+<p class='c007'><span class='pageno' id='Page_185'>185</span>The <i>Sappho</i>, a much larger schooner,
+sailed from New York to Falmouth in
+July, 1868, the time of her passage being
+fourteen days. She was in charge
+of Captain T. P. Baldwin, a retired
+merchant skipper, two mates, and six
+men before the mast, none of whom
+were yacht sailors. Judging from the
+logs of these two representative schooners,
+no difficulty was experienced in
+handling them, and both made excellent
+passages, the <i>America</i> reaching
+Havre in seventeen days and a half, in
+spite of the retarding circumstance that
+she carried only the small sails of the
+pilot boat <i>Mary Taylor</i>, a wonderfully
+fast schooner built by Mr. George
+Steers.</p>
+
+<p class='c007'>Mr. E. F. Knight, the English yachtsman,
+has some very sensible things to
+say on this subject, and, as he speaks
+from wide experience, my readers will
+be interested in his remarks. He says:</p>
+
+<p class='c007'>“It is my opinion that there should
+not be a single yacht sailor on board
+the foreign-cruising 50-tonner. It is
+difficult to get the right ones, and it
+will be bad for the owner if he fall in
+with the wrong ones—men who have
+been spoilt by foolish employers, for instance;
+a numerous class, I fear. We
+all know them. Smart-looking fellows
+enough, maybe, but shirkers of honest
+work. They prefer to ship on show
+yachts belonging to owners who like to
+exhibit themselves and their vessels in
+the fashionable yachting ports each season,
+<span class='pageno' id='Page_186'>186</span>but who are not sailors in any sense
+of the word, and have no real love of the
+sport, following it only for the swagger
+of the thing. Men who have served
+such owners would prove a great nuisance
+on an ocean cruise, and would not
+be likely to go far. I have heard such
+hands grumbling on a friend’s yacht
+because they had to pass one night at sea
+instead of in some port where they happened
+to have friends. They look to
+frequent tips from the ‘governor’s’ visitors,
+and to other less legitimate perquisites.
+These they cannot get in
+mid-Atlantic, so it is not the place for
+them.</p>
+
+<p class='c007'>“Hands from fishing-boats, sailing
+barges and small coasters, are the best
+men for the foreign cruiser of small
+tonnage. Among these, one is not likely
+to come across spoilt and pampered
+mariners, and they are accustomed to
+roughing it, and to the shifts of short-handed
+craft. But were I undertaking
+a lengthened tropical voyage I think I
+should ship my English crew simply for
+the run over to my first West Indian or
+South American port, and there engage
+a negro crew. These blacks are excellent
+fore-and-aft sailors, easy to manage,
+and always happy and ready for any
+amount of hard work, if kindly but
+firmly treated; while they are, of course,
+far better fitted than white men to withstand
+the debilitating influence of sultry
+climates, an influence, which, as
+everyone knows, has caused the ruin of
+<span class='pageno' id='Page_187'>187</span>many a good British sailor, driving
+hitherto sober men to injure their health
+by excess whenever they get shore
+leave.”</p>
+
+<p class='c007'>Sir Edward Sullivan, Bart., who saw
+the <i>America</i> win the cup that bears her
+name, over the Cowes course in 1851,
+and has been a devotee of the sport
+ever since, says: “Yacht sailors, as a
+rule, are sober, honest, obliging, goodtempered,
+original. During the many
+years I have yachted I have had crews
+from north, east, west, and south, and I
+have almost without exception found
+them the same. A man must be hard
+to please, indeed, if after a three or four
+months’ cruise, he does not part from
+his crew with regret, and with a genuine
+wish that they may meet again. Amongst
+yachting skippers I have come across
+some of the most honorable, trustworthy,
+honest men I have met in any
+class of life, men who knew their duty
+and were always willing and anxious to
+do it. The chief peculiarity of all the
+seafaring class that I have been brought
+into contact with, is their entire freedom
+from vulgarity. They are obliging
+to the utmost of their power, but never
+cringing or vulgar.</p>
+
+<p class='c007'>“The winter half of their lives is
+spent in fishing-boats or coasters, or
+sea voyages, where they have to face
+dangers and hardships that must be experienced
+to be realized. As a rule they
+are religious, and their preparations
+for the Sabbath, their washings and
+<span class='pageno' id='Page_188'>188</span>soapings and brushings, show with what
+pleasure they welcome its recurrence.
+Yacht minstrelsy, with its accordion, its
+songs of twenty verses, its never-ending
+choruses, its pathos, is a thing of itself.
+Some day, perhaps, some Albert Chevalier
+will make it fashionable. Such as
+they are, I know of no class of Englishmen
+superior, if any be equal, to the
+sailors who man our yachts. Of course,
+there are sharks, or at any rate dogfish,
+in all waters, but where the good so immensely
+outnumber the bad, that man
+must be a fool indeed who gets into
+wrong hands.”</p>
+
+<p class='c007'>With these sentiments I most cordially
+concur.</p>
+
+<p class='c007'>The yacht owner will engage his cook
+and his steward to suit himself. Some
+seagoing <i>chefs</i> of steam yachts get
+bigger pay than a commodore in the
+navy, while many stewards have grown
+wealthy out of their perquisites. With
+these men I have nothing to do. They
+belong to the owner exclusively, so let
+him deal with them as he may see fit.
+The ship’s cook, however, is a most important
+functionary, and every canny
+skipper tries to ship a thorough “tip-topper,”
+who will feed the boys “high,”
+while at the same time taking care of
+the owner’s interests by guarding against
+waste. A cook of genius will on a pinch
+“create” a savory dinner for all hands
+out of what may appear a most unpromising
+batch of materials, and I am glad
+to say that cooks of genius are by no
+<span class='pageno' id='Page_189'>189</span>means scarce. The Japs make excellent
+cooks, and so do the Portuguese.
+Hungry sailors go in for hearty fare.
+Beef and beans, pork and peas, clam
+chowder, roast joints, and plenty of
+fresh vegetables are their principal
+dishes, but they by no means despise
+the ice cream and the cabin delicacies
+which fall to their lot on cruises when
+there is a heavy sea, and landsmen feel
+more like throwing up their commissions
+than taking in ballast.</p>
+
+<p class='c007'>“The internal economy of a yacht,”
+says Sir Edward Sullivan, “constitutes
+one of its greatest charms. Your cook with
+only a little stove for which a shore cook
+would scarcely find any use will send
+you up an excellent dinner cooked to
+perfection for any number of guests.
+And the steward! who can describe the
+work of a yacht’s steward? I doubt
+whether Briareus with his hundred hands
+could do more than a steward does with
+two. At seven in the morning he is
+ashore for the milk, and the breakfast,
+and the letters, and the flowers; he valets
+half-a-dozen people, prepares half-a-dozen
+baths, brushes heaven knows how
+many clothes, gets the breakfast, makes
+the beds, cleans the plate, tidies the cabin,
+provides luncheon, five o’clock tea, dinner,
+is always cheerful, obliging, painstaking,
+and more than repaid if occasionally
+he gets a <i>petit mot</i> of compliment or
+congratulation. When he ever sleeps or
+eats I never can tell; and far from
+grumbling at his work he often resents
+<span class='pageno' id='Page_190'>190</span>the assistance of any shore-going servant.”</p>
+
+<p class='c007'>I have quoted the above at length because
+it is in my judgment the best description
+of a <i>good</i> cook and a <i>good</i>
+steward ever written. What yachtsman
+cannot testify to the truth of every
+word? I have sailed with a <i>bad</i> cook
+and an utterly worthless and incompetent
+steward, and my imperfect knowledge
+of the English language does not
+permit of my adequately describing the
+inevitable horrors and discomforts attending
+the martyrdom of my shipmates
+and myself. Therefore let us
+draw the curtain down on the unsavory
+subject. But nevertheless let us resolve
+in the interest of our brother yachtsmen
+never to give a misleading recommendation
+or certificate of character to either
+a bad cook or a worthless steward. If
+the first-named is a “grub-spoiler”
+masquerading under the guise of a <i>chef</i>,
+and the other is a sham and a fraud,
+hesitate not to brand them correctly
+and thus prevent them from imposing
+on others. Have backbone!</p>
+
+<p class='c007'>In England there is a regular schedule
+of racing wages—a system which has
+not been adopted as yet in this country.
+The skipper gets five per cent. or ten per
+cent. of the value of the prize won, while
+every member of the crew is given $5
+if you win and $2.50 if you lose. In
+addition to this expense, bounteous supplies
+of beef, soft tack and beer are generously
+dispensed on race days, while
+<span class='pageno' id='Page_191'>191</span>on other occasions the crew supply
+their own rations.</p>
+
+<p class='c007'>The life of a yacht sailor is by no
+means hard. From twenty to thirty
+dollars a month and good grub should be
+attractive to the foreigners who, for the
+most part, man our pleasure fleet, and
+who would earn considerably less than
+half that sum in the vessels of their
+native mercantile navy. There are so
+many smart and deserving men in the
+market, that a yacht owner has no difficulty
+whatever in engaging a satisfactory
+ship’s company.</p>
+
+<div  class='figcenter id003'>
+<img src='images/i_190.jpg' alt='[Yacht fender]' class='ig001'>
+</div>
+
+<div class='chapter'>
+  <span class='pageno' id='Page_192'>192</span>
+  <h2 class='c005'>VI.<br> <span class='c012'>A DOWN-TO-DATE YACHT RACE,</span><br> <span class='c013'>IN  WHICH MAY  BE  FOUND  SOME NOTEWORTHY EXAMPLES OF THE SEA-JOCKEY’S ART.</span></h2>
+</div>
+
+<p class='drop-capa0_0_6 c006'>Sailing as a visitor on a racing
+yacht is delightfully exciting. Let
+me transcribe from my log-book
+the yarn of the contest between the
+<i>Ghost</i> and the <i>Phantom</i>, two modern 51-footers.
+Stowed away between the lines
+may be found a wrinkle or two of value
+to the novice. So here goes:</p>
+
+<p class='c007'>The bell on the <i>Phantom</i> was striking
+eight as the gig rounded her graceful
+stern and brought up at the starboard
+gangway. The cutter had been completely
+“skinned” for the fray, as she was
+to compete for a valuable prize offered
+by the club. Everything had been taken
+ashore that the racing rules permitted,
+including books, cabin fittings, the cooking
+stove, deck scrubbers, buckets and
+brooms, mops, and other impedimenta
+comprised in the equipment of a properly
+fitted yacht. The cabin was bare—“cleared
+for action,” as the owner observed.</p>
+
+<div  class='figcenter id003'>
+<span class='pageno' id='Page_193'>193</span>
+<img src='images/i_192.jpg' alt='' class='ig001'>
+<div class='ic002'>
+<p>“Phantom.”</p>
+</div>
+</div>
+
+<p class='c007'>“All you will get to eat to-day won’t
+trouble your digestive organs,” he continued.
+<span class='pageno' id='Page_194'>194</span>“The steward has made a box
+of corned beef sandwiches, and that will
+be our plain and simple fare, with a
+toothful of grog to wash the grub down,
+and a pipe to settle everything. Today
+all hands fare alike, forward and
+aft, for we shall have no time to waste
+in devouring luxurious kickshaws. We
+must win that cup.”</p>
+
+<p class='c007'>From the critical view of an expert
+yachtsman, everything was in ship-shape
+fashion for the race. There wasn’t an
+ounce of superfluous weight aboard.
+The very crew seemed to be characteristic
+of the vital elements of the vessel,
+namely, strength and lightness. Their
+muscular agility was displayed to advantage
+a few moments later, when,
+manning the throat and peak halyards,
+they spread the superb mainsail to woo
+the wind, which, at this time, wasn’t
+particularly strong. I noticed that the
+skipper did not “sweat up” the halyards
+too taut, but prudently reserved
+that process for a few minutes before
+weighing anchor, allowing the soft,
+warm breeze to expend its influence on
+the sail and stretch it evenly and gently
+before the final pull was given.</p>
+
+<p class='c007'>The skipper sent the mate aloft to
+pass a preventer lashing round the gaff
+and masthead, so as to be prepared for
+the unfortunate contingency of the parting
+of the throat halyards. This is a
+precaution seldom taken, but Captain
+Marlin’s custom is to take no risks, and
+to be ready for every possible mishap.
+<span class='pageno' id='Page_195'>195</span>Judging from the appearance of the sky
+at that time, it did not seem probable
+that the halyards were to be subjected
+to any heavy strain; but the weather
+cannot be relied upon, and the carrying
+away of the throat halyards has lost
+many a race which a preventer might
+have saved.</p>
+
+<p class='c007'>The club-topsail was handled next, in
+seamanlike style. It is a difficult sail
+to set properly at any time, and, when
+spread or dowsed in a fine sailing
+breeze, has made many a lubber use
+strong language. This particular piece
+of duck was mast-headed cleverly and
+silently, as is always the case in a yacht
+commanded by an able skipper and
+manned by a competent crew.</p>
+
+<p class='c007'>Speculations are indulged in as to the
+outlook. Yachts about to compete in
+other classes are criticised, and many
+sage observations, made by the sailors
+concerning wind and weather, find their
+way aft to the quarter-deck, where the
+owner and his amateur tars are smoking
+their pipes and discussing and prognosticating
+the coming events of the day.
+The parting drag is given to the halyards,
+the head-sails are made ready,
+and the anchor is hove short.</p>
+
+<p class='c007'>It is half an hour before the time announced
+for the start, and we know that
+the Chairman of the Race Committee is
+no trifler and that the preparatory gun
+will be fired sharp at the hour appointed.
+The outlook is promising. A
+fine sou’wester blows, ruffling the blue
+<span class='pageno' id='Page_196'>196</span>waters of the bay and making the small
+craft dance to the merry music of wind
+and wave. There is a goodly fleet at
+anchor and a large throng of visitors
+is seen on the veranda of the club-house,
+on the green lawn that almost kisses
+the water’s edge, and on the float, which
+is nearly surrounded by steam and
+naphtha launches, gigs, dinghies and
+other tenders. From a look aloft at the
+fleecy clouds and straggling mares’ tails
+that sail along in the cerulean sky, the
+breeze shows every sign of freshening as
+the day grows older; and the inevitable
+weather prophets, one or two of whom
+can be found in every yacht’s crew,
+talk sagely of single reefs and coming
+squalls.</p>
+
+<p class='c007'>Our yacht is a down-to-date 51-footer,
+fitted with all modern appliances for
+the winning of cups, including a fin-keel
+that would scrape the bottom at
+a depth of more than ten feet, and
+frightens many a flounder from his feeding
+grounds. Witch-like she looks, as
+she tugs at her anchor eager to be off.
+Everything alow and aloft is taut and
+trim. Her standing rigging is set up
+as tight as bars of steel. Not a wrinkle
+shows in her well-cut mainsail, set just
+as it ought to be, with no abnormal
+strains visible in throat, peak or after
+leech, and not a symptom of bagginess
+in the whole symmetry of the sail.
+Above this the huge club-topsail is
+spread, stretching ambitiously skyward,
+and this, too, is a choice example of the
+<span class='pageno' id='Page_197'>197</span>sailmaker’s skill. The head-sails are
+ready for hoisting. The big jibtopsail
+is set in stops ready for breaking out as
+we cross the line, for the first leg of the
+triangular course is a reach with the
+wind abeam, and we shall have to carry
+on sail like a China clipper to get to the
+first mark before our antagonist, the
+<i>Ghost</i>, whose best sailing point is reaching
+or running.</p>
+
+<p class='c007'>Our boat, the <i>Phantom</i>, though built
+from the same design as the <i>Ghost</i> and
+carrying the same amount of sail, is the
+better at beating to windward. Once
+get her sheets trimmed in close-hauled
+to a breeze, and she will look up as high
+as any yacht afloat, and, what is more,
+you can rely on the saucy jade to fetch
+and weather any mark she points for.</p>
+
+<p class='c007'>The <i>Ghost</i>, though phenomenally fast
+with the wind free, is not quite so good
+at windward work as we are, judging
+from her behavior in four former races,
+when we have given her a good dusting
+with the breeze dead in her teeth. But
+once get the <i>Ghost</i> a-going with the
+wind anywhere from abeam to right aft,
+and the way she slides through the sea
+is exasperating to her opponents on the
+<i>Phantom</i>, who have often had to contemplate
+with annoyed admiration the
+shapely contour of the beauty’s counter.</p>
+
+<p class='c007'>Who can satisfactorily account for the
+difference in the speed of the two boats?
+They are like shoes made from the same
+last, of the same material and finish.
+Why is it that one boat beats to windward
+<span class='pageno' id='Page_198'>198</span>better than the other, and that the
+other reaches and runs faster than her
+rival? Nobody has yet offered a satisfactory
+explanation of this peculiar
+state of affairs, which yachtsmen know
+to exist in all classes of one design.</p>
+
+<p class='c007'>But here we are, aboard the <i>Phantom</i>
+thirty minutes before gunfire. Our
+sportsmanlike owner and our seamanlike
+skipper are well qualified for the
+coming strife. They know the course
+like their A, B, C. They are acquainted
+with every tide-rip and current likely to
+be encountered. The sailing directions
+are explicit. The crew, amateur and
+professional, are old hands at the business,
+and if the <i>Phantom</i> doesn’t win the
+cup and the side bet from the <i>Ghost</i>,
+why, all hands will be down in the
+dumps at the end of the race.</p>
+
+<p class='c007'>But there is no mention of that dastard
+word, defeat. Owner and captain
+and crew have an abiding confidence in
+the yacht and in each other, and all
+hands are imbued with enthusiasm and
+zeal. This is apparent in every animated
+glance, in each cheery “Aye, aye,
+sir,” in response to orders, and in every
+active movement of body and limb.</p>
+
+<p class='c007'>All hands have been through the
+mill before and are accustomed to pull
+together. The skipper knows the “hang”
+of the boat; he fully understands how
+to trim sail to the best advantage—just
+how much sheet to give to induce the
+highest rate of speed. The boat herself
+is balanced like a druggist’s scales, and
+<span class='pageno' id='Page_199'>199</span>is responsive as a sentient being to the
+slightest touch of the helm. The gear
+is of the best.</p>
+
+<div  class='figcenter id002'>
+<img src='images/i_198.jpg' alt='' class='ig001'>
+<div class='ic002'>
+<p>“GHOST.”</p>
+</div>
+</div>
+
+<p class='c007'>“Now, Captain Marlin,” says the
+owner, “we’ll get up the anchor and take
+a short trial spin across the bay, just
+to limber things before starting.”</p>
+
+<p class='c007'><span class='pageno' id='Page_200'>200</span>“Break the anchor out, boys,” says
+the skipper, “and stand by to hoist the
+head-sails.”</p>
+
+<p class='c007'>In a few minutes the anchor is on
+deck and the foresail and jib are hoisted
+to the fast-increasing breeze. Away we
+go on the starboard tack, heeling over
+till the water boils up in the lee scuppers
+and an occasional spray comes inboard
+on the weather bow.</p>
+
+<p class='c007'>As we pass through the fleet at anchor
+many admiring eyes examine us
+critically from quarter-deck and bridge;
+and many binoculars are leveled in our
+direction as we swiftly glide toward the
+open bay, where we shall feel the true
+force of the breeze and see whether the
+club-topsail will be too much for her
+with sheets flattened in.</p>
+
+<p class='c007'>Captain Marlin is at the helm, with
+the owner beside him. Both view the
+sails with expert glances, quick to discover
+imperfections in fit or trim. The
+mainsail retains its shape admirably,
+because it has been beautifully stretched
+by a sailor and not “monkeyed with”
+by a countryman from an inland village.
+The jib is pulling magnificently,
+and the foresail is attending strictly to
+business.</p>
+
+<p class='c007'>As soon as we reach the bay, away
+from the shelter of the protecting headland,
+we get the full strength of the
+wind, which, indeed, pipes high. A
+squall strikes us, and we careen under
+its influence till the lee rail—a mere
+batten—is almost awash. The skipper
+<span class='pageno' id='Page_201'>201</span>luffs a little until the fore leech of the
+mainsail quivers, but this seems to deaden
+the <i>Phantom’s</i> way very little. She
+is off, with a gleaming white bone in
+her teeth and showing a great burst of
+speed.</p>
+
+<div  class='figcenter id002'>
+<img src='images/i_200.jpg' alt='' class='ig001'>
+<div class='ic002'>
+<p>A STERN CHASE.</p>
+</div>
+</div>
+
+<p class='c007'><span class='pageno' id='Page_203'>203</span>“Ready about!”</p>
+
+<p class='c007'>“Helm’s a-lee.”</p>
+
+<p class='c007'>The boat swings into the wind like a
+top, and before you can say Jack Robinson
+she is filled and away on the other
+tack. But only a yachtsman can appreciate
+the smart handling of the craft.
+The setting up of the topmast-backstay
+while the vessel is in stays is work
+for men who are actually alive and
+haven’t a lazy bone in their bodies. The
+same remark applies to trimming the
+head-sheets. Of course there are “belaying
+marks” showing where they are
+to be made fast, but smartness must
+prevail first, last, and all the time in
+these days of rapid-spinning boats.</p>
+
+<p class='c007'>And so back we fly through the
+squadron, most of them now under
+way. We luff up in the wind’s eye for
+a minute or so and get another pull on
+the jib halyards, sweating them up quite
+hard. We see the jibtopsail clear for
+breaking out from the stops; and while
+we dodge about with head-sheets hauled
+to windward, waiting for the preparatory
+gun, we see the <i>Ghost</i> making for us and
+realize that if we are to secure the advantage
+of the windward berth and
+first away we must keep our weather
+eyes skinned.</p>
+
+<p class='c007'><span class='pageno' id='Page_204'>204</span>And mighty pretty our sleek-looking
+rival appears, with the sun shining on
+her creamy sails just new from the loft,
+but bearing the impress of artistic design
+and splendid fit. The only difference
+between <i>Ghost</i> and <i>Phantom</i> is
+that the first-named is painted black,
+while <i>Phantom</i> is resplendent in a snow-white
+garb. Captain Spike, the <i>Ghost’s</i>
+skipper, a bronzed, bearded man of
+massive build, is steering, and as he
+passes under our stern we wave our
+hands or doff our caps in courteous
+salute. For although both ships are
+manned by sturdy fighters, yet we
+heartily respect each other, as gallant
+and honorable foes are wont to do in the
+domain of yachtdom.</p>
+
+<p class='c007'>“Bang!” goes the preparatory gun,
+which conveys the information that our
+class will start in five minutes. Our
+owner had timed his watch by the
+chronometer on the club boat early that
+morning, and both timepieces agree to
+a fraction of a second. It is to be a flying
+start, and the two rival skippers,
+Spike and Marlin, are equally famous
+for getting away with the gun, and
+both are past masters in the art of sea-jockeying
+for a commanding position
+on the line. It is most interesting to
+watch the manœuvres of the two captains.
+The yachts circle round and
+round each other like two kittens at
+play, while the owners, with watches in
+hand, call out the time.</p>
+
+<p class='c007'>“One minute gone” says our owner.
+<span class='pageno' id='Page_205'>205</span>“One minute gone,” repeats the alert
+skipper; “hard-a-lee!” About she goes
+once more. “Two minutes gone,” is
+soon heard, followed by another tack.
+“Three gone!” Then an anxious
+pause. “Four gone!” says our owner.
+We are at this time some considerable
+distance from the line, but fast approaching
+it, although our foresail-sheet
+is hauled to windward. To leeward,
+and a dozen lengths astern, is the <i>Ghost</i>.</p>
+
+<p class='c007'>“Four minutes fifty seconds,” says
+our owner.</p>
+
+<p class='c007'>“Let draw the foresail; break out
+the jibtopsail,” are the skipper’s next
+commands, and for the ten seconds that
+follow we are all on tenterhooks. If
+we cross the imaginary line between
+the committee’s steamer and the mark-boat
+before the signal is given we shall
+have to go back and cross the line again.
+It is indeed an anxious moment.</p>
+
+<p class='c007'>“Fifty-five seconds, fifty-six, fifty-seven——”</p>
+
+<p class='c007'>“Will they never fire?” think I.</p>
+
+<p class='c007'>“Fifty-eight, fifty-nine——”</p>
+
+<p class='c007'>“The gun!”</p>
+
+<p class='c007'>“Hurrah, hurrah! you gauged her
+beautifully,” says the owner to the skipper,
+on whose mahoganized mug there
+grows a gratified grin.</p>
+
+<p class='c007'>“<i>Ghost</i> is ten seconds after the gun,”
+observed the owner, “but I guess she’ll
+pick that up and more too, on this leg,
+alone.”</p>
+
+<p class='c007'>The <i>Phantom</i> is now hissing along
+with the wind on the port beam, the
+<span class='pageno' id='Page_206'>206</span>main boom well eased off, the jibtopsail
+doing gigantic work, and the other sails
+contributing their share toward impelling
+the fairy-like fabric onward to the
+next goal, six nautical miles away. Not
+a quiver or a wrinkle in all the vast expanse
+of muslin extended to the breeze.
+The yacht’s sharp cutwater cleaves the
+blue sea, making little or no disturbance,
+but the fleecy foam travels aft with the
+speed of a mill-race and leaves a glittering
+wake astern. All the crew have
+come abaft the mast, and are up to windward
+as far as they can get. The yacht
+heels over in the puffs at times until the
+lee rail is under, and the water occasionally
+threatens to bubble up to the skylights,
+but never gets there. It is indeed
+glorious racing. Nobody has the slightest
+idea of shortening canvas. What she
+can’t carry she must drag.</p>
+
+<p class='c007'>The skipper keeps his eyes on the
+sails and on the compass. He never
+dreams of looking astern to see how
+his friend Captain Spike, of the <i>Ghost</i>,
+is coming along. No yacht-racing skipper
+ever does look astern while he is
+steering. It would be a breach of an
+old tradition unpardonable in a professional.
+Our owner, however, watches
+our opponent quite carefully, and confides
+to me in a whisper that he fears
+she will overhaul us and pass us to windward
+before we reach the mark at the
+end of the first leg. “It is in the beat
+back from the second mark that we shall
+have him at our mercy. We are considerably
+<span class='pageno' id='Page_207'>207</span>faster to windward in a blow
+like this, and if it pipes any harder he
+will have to take in his club-topsail, and
+then he is our meat, sure,” he added.</p>
+
+<p class='c007'>But there is no sign of shortening
+canvas on the <i>Ghost</i>. Captain Spike
+will hang on to the great sail until the
+topmast goes over the side rather than
+be beaten at “cracking on” by Captain
+Marlin. As a matter of fact, <i>Ghost</i>
+stands up to her work very well indeed,
+heeling over to the pressure of the puissant
+breeze only a mere trifle more
+than <i>Phantom</i>.</p>
+
+<p class='c007'>Other boats are competing in the regatta—a
+number of crack schooners and
+some of the new-fangled knockabouts—all
+of which carry single reefs in their
+mainsails and small jibs. It is evident,
+too, that even with this moderate sail
+they have as much as they can stagger
+under. We, however, have too much to
+do in the way of paying attention to our
+own craft and our immediate opponent
+to particularly regard the doings of the
+rest of the fleet.</p>
+
+<p class='c007'>One thing that strikes me exceedingly
+is the splendid way that <i>Phantom</i> steers.
+One of the old-time racing boats would
+have been yawing about in rampant
+style in a breeze as potent as is now
+blowing. The helmsman would have
+all he could do to keep her on her course,
+the prevailing tendency of the ancient
+type being to gripe to windward most
+damnably. Yacht architects have made
+great progress since then, and the modern
+<span class='pageno' id='Page_208'>208</span>craft are balanced so exquisitely that they
+show little or no proneness to gripe, even
+with the wind abeam or on the quarter.
+<i>Phantom</i> carries her rudder nearly amidships,
+only taking a spoke or two of
+weather helm. Captain Marlin steers
+her with one hand, and keeps as cool as
+a cucumber.</p>
+
+<p class='c007'>Meanwhile <i>Ghost</i> crawls up on us, inch
+by inch and foot by foot, her aim being
+to pass us to windward and to blanket
+us. This we will never permit without
+a hard fight.</p>
+
+<p class='c007'>We are now half way to the first mark,
+the wind continuing true and strong—an
+ideal breeze for racing. The sea is not
+steep enough as yet to do us any harm
+when we trim in our sheets for the final
+beat; but before this shall come to pass
+we have a leg to sail with the wind dead
+aft, and even now the men are making
+sure that the spinnaker gear is all in
+readiness for setting that enormous sail
+immediately after rounding the first
+mark. We are going to do our prettiest
+to get the better of <i>Ghost</i> at the turn,
+and the yacht that gets the spinnaker
+boom down first and the sail broken out
+most quickly has a big advantage.</p>
+
+<p class='c007'>I can’t help remembering how a mishap
+to her spinnaker caused <i>Valkyrie II.</i>
+to lose her last race with <i>Vigilant</i>, and I
+express a silent but fervent hope that
+nothing untoward may occur to stop the
+smart setting of our own good sail.</p>
+
+<p class='c007'>But now the sly and swift <i>Ghost</i> is
+crawling up, pointing her bowsprit for
+<span class='pageno' id='Page_209'>209</span>our weather quarter, with the intent, if
+possible, of establishing an overlap and
+a consequent blanket. This leads to a
+luffing match which is mighty interesting
+while it lasts. The more we luff the
+faster we fly, and at last we get so far
+ahead that we are able to bear away on
+our course again and still maintain the
+lead.</p>
+
+<p class='c007'>Now, what do you think is the next
+artful move of the skipper of the <i>Ghost</i>?
+That fellow is as cunning as a wagonload
+of monkeys. Seeing that he cannot
+pass us to windward, he eases his sheets
+a little, and, with a great spurt of speed
+which fairly took our breath away, walks
+through our lee like lubricated lightning
+and tries to luff up across our bows
+and so get the weather gauge.</p>
+
+<p class='c007'>But it isn’t Captain Merlin’s watch
+below exactly. That ancient and tarry
+one has his eyes wide open and his wits
+all about him. He also luffs in time to
+establish an overlap, and so he balks
+the blanketing dodge of Captain Spike,
+who is thus hoist with his own petard.
+This skirmish shows the advantage of
+getting the lead at the start. Had <i>Ghost</i>
+crossed the line first we could never
+have caught her, but as it is we are able
+to prevent her from passing us. And
+to the undying fame of our sterling skipper,
+by the exercise of all the devices
+known to the sea-jockey, we actually
+round the mark first!</p>
+
+<p class='c007'>As we whirl round the raft from whose
+flagstaff the club burgee is noisily flapping,
+<span class='pageno' id='Page_210'>210</span>the main boom is eased off handsomely
+by the owner and myself, while
+the rest of the boys busy themselves
+with the spinnaker. As the boom is
+lowered, the sail neatly done up in stops
+is smartly hoisted to the topmast head.
+The after guy is hauled aft, the outhaul
+is manned, and with three tugs on the
+sheet the big sail bellies to the blast
+and pulls nobly.</p>
+
+<p class='c007'>Now a more powerful puff than ever
+smites the <i>Phantom</i>. Its force makes
+the spinnaker boom up-end and the
+spinnaker itself puff out like a balloon.
+But both spar and duck are of the best
+and no misfortune befalls them. The
+balloon jibtopsail now takes the place
+of No. 2, so that if the wind shifts we
+shall be ready for it. When this is done
+all hands lie aft so as to lift her bow as
+much as possible, while not burying
+her counter, and, standing up so as
+to catch every breath of wind that is
+going to waste, are regaled on beer
+and sandwiches, which the steward
+passes round. He, like the willing and
+zealous fellow that he is, has been pulling
+and hauling with the rest of the
+crowd, and is puffing like a porpoise
+after the unusual exertion.</p>
+
+<p class='c007'>In planning the day’s campaign it has
+been settled that we shall steer a direct
+course from the first to the second
+mark. We know that we have no
+chance to run before the wind so fast
+as the <i>Ghost</i>, which is now only twenty
+seconds astern of us, and is bound to
+<span class='pageno' id='Page_211'>211</span>pass us in spite of everything. Thus,
+we waste no time in jockeying.</p>
+
+<p class='c007'>And glide past us she does, silently
+and slowly like the ghost that she is,
+her spinnaker and main booms forming
+the base of a lofty pyramid of canvas,
+arched out to the swelling breeze. The
+lapping waves break in milky foam
+under her counter, the spray sparkling
+like diamonds in the golden sunshine.
+Her crew look proud and exultant at
+their victory.</p>
+
+<p class='c007'>But the demon of despair affects us
+not. We know what our stanch and
+noble craft will do when we haul on a
+wind for the final homeward thresh.
+So we light our pipes, and grin and bear
+our temporary defeat like the stoics of
+old. Meanwhile, we recollect that we
+shall have to gybe round the next mark
+and realize that this will be quite a
+ticklish job in so stiff a breeze. To luff
+round a stakeboat is easy as eating, but
+to swing over a main boom as long as
+ours from one quarter to the other with
+the huge club-topsail aloft requires coolness,
+skill and judgment. Besides, we
+want to make as clever and close a turn
+as possible, so as not to be swept too far
+to leeward before flattening in sheets
+and starting on our long windward beat.</p>
+
+<p class='c007'>All has been provided for, however.
+We see all hands on the <i>Ghost</i> taking in
+the balloon jibtopsail and getting ready
+to dowse the spinnaker, for now the
+stakeboat looms mighty near and the
+great struggle of the day is at hand.</p>
+
+<p class='c007'><span class='pageno' id='Page_212'>212</span>“Take in the jibtopsail!” cries our
+skipper, and this is an easy task, for the
+enormous sail is almost becalmed. It
+is soon spilled, stopped up and bundled
+below. Foresail and jib are neatly set
+and their sheets trimmed down to the
+marks.</p>
+
+<p class='c007'>“See the spinnaker gear clear for
+taking in,” is the next command. And
+this being done, there is silence for
+the next minute or two. All hands
+gather round the mast. One hand
+stands by to let go the outhaul, another
+the halyards, while all get ready to
+grapple with and spill and smother the
+bellying duck and bring it into subjection
+to the deck.</p>
+
+<p class='c007'>We are almost on top of the mark
+when the skipper sings out: “In
+spinnaker!”</p>
+
+<p class='c007'>As the outhaul is slacked, the men,
+grabbing the foot of the sail, lug it in,
+and, spilling the wind out of the flapping
+canvas, wrestle with it and victoriously
+overcome it, until it lies an inert mass at
+their feet. The boom is then topped up
+and all hands lie aft to tend the mainsheet,
+which is stretched along the deck
+to rally in quickly. The jib and foresail
+are set already and trimmed down
+to the marks. A couple of men stand
+by ready to “come up” the topmast-backstay
+and get it set up on the other
+side before an undue strain comes on
+the spar.</p>
+
+<p class='c007'>“Now, boys, haul in the mainsheet,”
+says the skipper as he shifts the helm
+<span class='pageno' id='Page_213'>213</span>so as to bring the wind on the other
+quarter. Hand over hand the men
+drag in the boom, pulling as if for dear
+life. The wind pipes so breezily that
+the skipper has as much as he can do to
+gybe the boat so as to make a close turn
+round the mark and carry away nothing.</p>
+
+<p class='c007'>The boom comes over with a whirl
+and a rush, and is checked by a turn
+round the cleat. The yacht flies up in
+the wind, but is met with the helm and
+the head-sails, and there we are, close-hauled
+on the port tack, with three
+strakes of the lee deck under water and
+a devil of a strain on the topmast. The
+yacht, as she comes to the wind, takes a
+header into a big green sea and floods
+the deck. This is her first fault of the
+day, and we cheerfully forgive her, not
+minding the wetting, and making up
+our minds for a hard tussle home against
+wind and sea.</p>
+
+<p class='c007'>Now that we have fairly settled down
+to windward work, we have time to look
+after our opponent. We see that she,
+too, has rounded without parting a rope-yarn.
+She is ahead of us, and a wee bit
+to windward. We notice that she is being
+“nipped,” the luff of her mainsail
+shaking all the time. She isn’t quite so
+stiff as we are, and her immense club-topsail
+will bury her if her skipper will
+only give it a chance. He is afraid to
+take it in, for he knows that before he
+could get his “thimble-header” set we
+should work out half a mile on his
+weather, so he sails her close, and prays
+that the wind may lull.</p>
+
+<p class='c007'><span class='pageno' id='Page_214'>214</span>Captain Marlin, on the contrary, gives
+it to <i>Phantom</i> hammer and tongs, letting
+her go clean through the water
+with the sails ramping full. The decks
+to leeward are wet, but little does that
+concern us, for we know that when we
+go about on the other tack we shall be
+able to cross our rival’s bows, unless
+she also goes about. And so it comes
+to pass. The next “board” assures us
+that the race is ours, unless we get
+crippled. We plant ourselves on the
+weather of the <i>Ghost</i> and stick to her,
+tack and tack. We keep her jammed
+under our lee, in chancery, as it were;
+and there she remains until we cross
+the line, a winner by 2m. 42s.</p>
+
+<p class='c007'>We come to anchor, furl the sails,
+send in a certificate that we have complied
+with all the sailing rules of the
+match, and hoist another winning flag
+to join our already long string. Then
+the steward is sent ashore, and he quickly
+returns with a fine feed for the crew,
+which is vastly enjoyed by them, after
+drinking a “horn” apiece to the further
+success of the <i>Phantom</i> and her owner.</p>
+
+<div class='chapter'>
+  <span class='pageno' id='Page_215'>215</span>
+  <h2 class='c005'>VII.<br> <span class='c012'>RACING RULES AND THE RULE OF THE ROAD.</span><br> <span class='c013'>SOME IMPORTANT POINTS THAT AMATEURS AND PROFESSIONALS SHOULD BEAR IN MIND.</span></h2>
+</div>
+
+<p class='drop-capa0_0_6 c006'>It is gratifying to all lovers of the
+sport that race committees now are
+in the habit of starting the yachts
+exactly at the time advertised—that
+is if wind and weather permit. The old
+custom of waiting half an hour or so for
+lazy laggards to reach the line is happily
+going out of fashion. As a general rule,
+there is no plausible excuse for a yacht
+being late, as under ordinary circumstances
+arrangements can easily be
+made for arriving on the scene, either
+in tow or under sail, in good season for
+the start.</p>
+
+<p class='c007'>Nothing adds more to the popularity
+of a yacht club than a race committee
+that knows its business, starts the race
+punctually as advertised unless prevented
+by the weather, takes the time
+accurately of each craft as she crosses
+the line, sees that the racing rules are
+obeyed, and after the race is finished
+promptly posts up a list of the winners.
+Above all, the committee should make
+<span class='pageno' id='Page_216'>216</span>sure that all mark-boats are in their
+places before the starting signal is given.
+I once knew a race committee—but
+there, I won’t tell tales out of school.</p>
+
+<p class='c007'>I hope it will not be held as presumptuous
+on my part if I ask the race committees
+to treat yachting reporters with
+courtesy. They are sometimes seasick;
+they generally would feel much happier
+ashore. They may sometimes appear
+too eager and zealous for information;
+but their motive is good, they are anxious
+to “file early copy” and thus avoid
+their editor’s wrath. The members of
+the club like to see good reports of their
+races in the public press, and this end
+is rarely achieved by insulting or snubbing
+a newspaper man, who after all is
+a human being, if not of such high degree
+as a haughty member of a race
+committee. Besides, the newspaper man
+dissembles his wrath, bides his time; and
+when his opportunity arrives doesn’t he
+just roast his insulter?</p>
+
+<p class='c007'>Members of race committees should
+keep their eyes open all the time. They
+should try to become familiar with the
+general appearance of each competing
+yacht so that she may be identified
+without the aid of her number. They
+should be quick to detect any breach
+of the rules and should unhesitatingly
+punish offenders. Punctuality with the
+gun is a cardinal virtue, and strict impartiality
+is another. In this country,
+up to 1898, the decision of the race committee
+has always been final, there having
+<span class='pageno' id='Page_217'>217</span>been no court of last resort like the
+Y. R. A. of Great Britain to appeal to.
+I am proud to say that very few unsatisfactory
+decisions have come under my
+notice.</p>
+
+<p class='c007'>As yacht racing is a gentleman’s sport,
+it is needless to lay stress on the yacht
+owner’s obligation to live up to its ethics,
+to observe the racing rules in spirit
+and letter, to be sparing in the use of
+the protest-flag—indeed never to display
+it unless he is convinced that there
+has been an undoubted violation of the
+rules. After he has made his protest he
+should not withdraw it, but allow the
+race committee to adjudicate upon it.
+The protest must be made in writing.</p>
+
+<p class='c007'>A writer in the <i>Yachtsman</i> some years
+ago, while discussing the whole subject
+of protests, suggested that a good way
+of checking the unsportsmanlike habit
+of hoisting a protest-flag without sufficient
+cause, would be to compel a competitor
+displaying the flag to deposit the
+sum of £1 with the sailing committee,
+which should be forfeited to the club
+fund in the event of the protest being
+withdrawn, and only be repaid in the
+event of the protest being decided in
+favor of the protesting party. This, in
+my judgment, is a capital suggestion
+and should be adopted whenever the
+time is ripe for it. The upholders of
+the maxim, “When in doubt, hoist a
+protest-flag,” should be brought up with
+a round turn. A better maxim is, “Be
+sure you are right, and then go ahead.”</p>
+
+<p class='c007'><span class='pageno' id='Page_218'>218</span>There is, however, one point which I
+wish to make. Not so long ago it was
+common report that the owner of a
+yacht in a class where shifting ballast
+was prohibited, habitually carried bags
+of shot in his cabin and when the breeze
+was heavy placed them on a shelf to
+windward, so as to increase the boat’s
+stability. The charge was never investigated.
+Whether true or false, I know
+not. If true, the offender should have
+been expelled from the club and from
+the society of gentlemen generally. If
+false, the same justice should have been
+meted out to his calumniators. In my
+opinion, the case called for the fullest
+inquiry.</p>
+
+<p class='c007'>The practice of being measured with
+three light men aboard as crew and sailing
+the race with three heavyweights,
+was begun by certain unscrupulous
+tricksters. This was, however, stopped
+summarily by a hard and fast rule, defining
+the limit of live weight to be carried.</p>
+
+<p class='c007'>The race committee, if it sees any
+transgression of the sailing rules, should
+disqualify the offender, whether a protest
+is made or not. For the honor of
+our yachtsmen be it said, that, generally,
+if they commit any breach of the rules,
+such as fouling a mark, they voluntarily
+report the incident to the officers and
+thus there is no need of an accuser.</p>
+
+<p class='c007'>An owner above all should make it
+his business to see for himself that the
+taxable length of his yacht is never
+<span class='pageno' id='Page_219'>219</span>increased. Remembering the unhappy
+Dunraven episode, he should not make
+charges against his opponent which he
+is not prepared to substantiate by most
+convincing evidence. A gentleman is
+as chivalrous concerning his antagonist’s
+honor as he is about his own. If
+not, he ought to be. At the same time,
+if he observes any “sharp practice” on
+the part of a competitor, it is his duty to
+expose it in the interest of true sport.</p>
+
+<p class='c007'>A racing skipper should have the racing
+rules at his fingers’ ends. For instance,
+if his yacht is sailing in the annual
+regatta of the New York Yacht
+Club, he must take care that the vessel’s
+private signal and her number are displayed
+according to the rule; that no
+more persons are on board than permissible
+by Rule 8; that a boat and two
+life-buoys are on deck.</p>
+
+<p class='c007'>I remember having been a guest on
+the cutter <i>Mayflower</i> in her race against
+the <i>Volunteer</i> for the Goelet cup, when
+a mistake was made about a boat, which,
+if it had not been rectified in time,
+might have led to our disqualification.
+We carried a small boat on deck, but
+finding it rather in the way when working
+ship, we passed it down the skylight
+into the main saloon. One of Commodore
+E. D. Morgan’s guests pointed out
+that the rule stated plainly that the boat
+must be carried <i>on deck</i>. In a jiffy the
+offending boat was lugged up out of the
+cabin and placed where it rightfully belonged.</p>
+
+<p class='c007'><span class='pageno' id='Page_220'>220</span>The skipper must study the sailing
+instructions with critical care; he must
+not forget that, the preparatory signal
+once made, the yacht is amenable to the
+racing rules until the end of the contest;
+that a yacht going free keeps clear
+of a yacht close-hauled; that a yacht
+close-hauled on the port tack keeps clear
+of a yacht close-hauled on the starboard
+tack; that when going free on opposite
+tacks, the yacht with the wind on the
+port side keeps clear; that when going
+free on the same tack the windward
+yacht keeps clear; that a yacht with
+the wind aft keeps clear of all others;
+that when yachts which overlap are
+rounding a mark or passing an obstruction,
+the outside yacht must give
+room to and keep clear of the inside
+yacht.</p>
+
+<p class='c007'>He should remember that a yacht on
+the port tack can be disqualified if she
+strike or be struck by a yacht on the
+starboard tack, also if the latter luff,
+tack or bear away to avoid being struck.
+This is a most important rule, because
+if a breach of it occurs, the yacht responsible
+for it is not only disqualified
+but is liable for any damage that may
+result.</p>
+
+<p class='c007'>When yachts approach an obstruction
+close-hauled, and the leeward yacht
+cannot tack and clear the windward
+yacht, the helmsman of the leeward
+yacht should hail for room and the two
+yachts must then tack together. An
+overtaking yacht must keep clear of an
+<span class='pageno' id='Page_221'>221</span>overtaken yacht, which may luff but
+must not bear away out of her course
+to obstruct the passage of her competitor
+to leeward. If a yacht runs ashore, or
+fouls a vessel or other obstruction, she
+may use her own boats and gear to get
+clear, but she must take them aboard
+again, and is forbidden to accept help
+except from the crew of the vessel
+fouled. This rule is, however, qualified
+by another, which declares that when
+accidents occur competing yachts must
+assist to save life.</p>
+
+<p class='c007'>A yacht must be propelled by sail
+alone after the preparatory gun. If she
+is late and is being towed toward the
+starting line when the preparatory signal
+is given, she may be disqualified.
+Tardy owners and skippers should keep
+tab on this. A yacht may anchor during
+a race, but she may not slip. She
+must not warp or kedge, or make fast
+to a buoy, pier, vessel or other obstruction.
+The government regulations regarding
+lights and fog signals, shall be
+observed by day and by night.</p>
+
+<p class='c007'>These are the principal rules which
+the skipper should never forget if he
+desires to achieve or maintain a reputation.
+One thing I want to impress upon
+him is that in any emergency when his
+vessel may be in peril, it is his imperative
+duty to follow the regulations of
+the rule of the road at sea, as prescribed
+by international law, and disregard any
+racing rules that in the slightest degree
+conflict with a literal interpretation of
+<span class='pageno' id='Page_222'>222</span>this rule. If he fails in this duty his
+owner is responsible for any and all
+damage incurred by his vessel or by the
+vessel he collides with. In an admiralty
+court the racing rules of a yacht club
+or a yacht-racing association are disregarded.
+The case is judged by standard
+rules of law that prevail among all seafaring
+nations. Those who break the
+law must pay the penalty thereof. I
+cannot impress this little legal maxim
+too strongly on both owners and skippers.</p>
+
+<div  class='figcenter id002'>
+<img src='images/i_221.jpg' alt='[Ship’s wheel]' class='ig001'>
+</div>
+
+<div  class='figcenter id002'>
+<span class='pageno' id='Page_224'>224</span>
+<img src='images/i_223.jpg' alt='' class='ig001'>
+<div class='ic002'>
+<p>“VIGILANT.”</p>
+</div>
+</div>
+
+<div class='chapter'>
+  <span class='pageno' id='Page_225'>225</span>
+  <h2 class='c005'>VIII.<br> <span class='c012'>EVOLUTION OF THE RACER.</span><br> <span class='c013'>HOW TONNAGE AND MEASUREMENT RULES HAVE AFFECTED FORM IN AMERICA AND GREAT BRITAIN.</span></h2>
+</div>
+
+<p class='drop-capa0_0_6 c006'>The growth of the English cutter
+from its cradle, on the south and
+east coasts, where the fantail
+stern was created, is an interesting
+study. From the <i>Pearl</i>, designed by
+Sainty, the smuggler, for the Marquis of
+Anglesey, down to the modern yacht of
+1899, it is apparent that the evolution of
+the craft was slow and gradual until
+about 1880, since when strides of unprecedented
+length have been taken. Up
+to 1880 yacht designing advanced sluggishly,
+both here and abroad, but the
+progress of the art could be marked by
+the intelligent student, even as a trained
+forester can tell the age of an oak from
+a section of the trunk. The more closely
+you observe, the more clearly are you
+convinced that the naval architects of
+both countries have for some time been
+converging to a common goal. This
+goal they now seem to have attained.</p>
+
+<p class='c007'>In order to give an intelligent summary
+of the development of the racing
+yacht of to-day, it is necessary, as we
+<span class='pageno' id='Page_226'>226</span>progress, to take note of the measurement
+or tonnage rule which caused the
+change in the form of the yacht.</p>
+
+<p class='c007'>The yacht of the early part of the
+century was an apple-bowed craft of
+about three beams to length, ballasted
+with stone, gravel, or old iron. Competition
+was restricted to matches between
+two yachts, the bigger craft,
+other things being equal, usually winning.
+The first rule was derived from
+the mercantile marine, and had been in
+force since 1794. It was one in which
+length of keel and fore-rake, and the
+breadth at broadest place, were the only
+dimensions that were measured. It did
+not matter how high or how low the
+vessel was in the hold, half-breadth was
+taken to represent the depth, in calculating
+tonnage. The tendency of this
+rule was to make vessels high, narrow,
+and flat-sided, in order to get as large a
+carrier as possible with the smallest
+registered tonnage. This was called
+builder’s tonnage, and was in vogue
+until 1854 in the mercantile marine. It
+was applied to yachts simply as a guide
+for building them or for their purchase
+and sale. Up to 1854 there was no time
+allowance whatever. Big and little
+yachts raced together indiscriminately,
+and, of course, the larger boats had the
+advantage. It struck Mr. Holland
+Ackers as being somewhat of an anomaly,
+so he proposed a table of time allowances
+between large and small
+yachts, the basis being the difference in
+<span class='pageno' id='Page_227'>227</span>size, as measured by the merchant-ship
+tonnage rule, as given above, and the
+length of the course.</p>
+
+<div  class='figcenter id003'>
+<img src='images/i_226.jpg' alt='' class='ig001'>
+<div class='ic002'>
+<p>Photo by J. C. Hemment.<br>  <br>  “DEFENDER” IN DRY DOCK.</p>
+</div>
+</div>
+
+<p class='c007'><span class='pageno' id='Page_229'>229</span>To evade the heavy harbor dues, etc.,
+to which merchant vessels were liable
+under the 1794 tonnage rule, shipbuilders
+naturally reduced beam, which was
+penalized twice over, and increased
+depth, which was not taxed at all, thus
+creating a vicious type of vessel. Yacht
+builders followed suit, gradually increasing
+draught and decreasing beam.
+Then came the raking sternpost, introduced
+about 1850 by Wanhill, of Poole,
+which gave on a given length of keel a
+much longer water-line. Outside lead
+followed.</p>
+
+<p class='c007'>In 1854 the “Thames Rule” was
+adopted, by which the length on deck
+was measured and from this length the
+whole beam was subtracted.</p>
+
+<p class='c007'>This system did fairly well till heavy
+lead keels were introduced. Then
+builders and owners found that with a
+lot of length and depth yachts could
+carry sail enough to make them faster
+and more powerful vessels than their
+predecessors, the reason being because
+they were far larger in reality, carrying
+about 25 per cent. more sail and ballast,
+whereas if the actual draught of water
+had been used as a factor in defining
+the tonnage no such abortions as this
+rule encouraged would ever have been
+built.</p>
+
+<p class='c007'>The apple bow and barrel-like bottom
+flourished in England until 1851, when
+<span class='pageno' id='Page_230'>230</span>the schooner-yacht <i>America</i> created a
+revolution in British yacht naval architecture.
+Then, following the shape of
+that memorable craft, the long, hollow
+bow became the fashion.</p>
+
+<p class='c007'>In 1878 the Yacht Racing Association
+decided that the length should be measured
+on the load water-line instead of on
+deck. This was principally owing to the
+circumstance that designers, in order to
+cheat the rule, had adopted such devices
+as a ram bow and an immersed counter.</p>
+
+<div  class='figcenter id002'>
+<img src='images/i_229.jpg' alt='' class='ig001'>
+<div class='ic002'>
+<p>“THISTLE,” NOW “COMÈTE,” EMPEROR OF GERMANY, OWNER.</p>
+</div>
+</div>
+
+<p class='c007'>The yachts continued to get longer
+and narrower and deeper until, in 1882,
+the Yacht Racing Association adopted a
+rule a trifle easier on beam; and in 1887
+a rule was formulated in which length
+<span class='pageno' id='Page_231'>231</span>and sail area alone were penalized, beam
+being left free from any tax whatever.
+It is interesting to note that the first
+yacht built that took advantage of this
+rule was the <i>Thistle</i>, which challenged
+for the <i>America’s</i> Cup in 1887 and was
+defeated by <i>Volunteer</i>. <i>Thistle’s</i> beam
+was 20.3 feet, while that of <i>Genesta</i> and
+<i>Galatea</i> was 15 feet. A comparison of
+two crack English craft and two smart
+Yankee yachts of the year 1893 shows
+how close Mr. Herreshoff and Mr. Watson
+were coming:</p>
+
+<table class='table1'>
+  <tr>
+    <th class='c011'></th>
+    <th class='c017'><i>Length L. W. L. Feet.</i></th>
+    <th class='c018'><i>Beam. Feet.</i></th>
+  </tr>
+  <tr>
+    <td class='c011'><i>Britannia</i></td>
+    <td class='c019'>87.8</td>
+    <td class='c020'>23.66</td>
+  </tr>
+  <tr>
+    <td class='c011'><i>Valkyrie II</i></td>
+    <td class='c019'>86.8</td>
+    <td class='c020'>22.33</td>
+  </tr>
+  <tr>
+    <td class='c011'><i>Navahoe</i>, C. B.</td>
+    <td class='c019'>86.93</td>
+    <td class='c020'>23.00</td>
+  </tr>
+  <tr>
+    <td class='c011'><i>Vigilant</i>, C. B.</td>
+    <td class='c019'>86.19</td>
+    <td class='c020'>26.25</td>
+  </tr>
+</table>
+
+<div  class='figcenter id002'>
+<img src='images/i_230.jpg' alt='' class='ig001'>
+<div class='ic002'>
+<p>“VOLUNTEER.”</p>
+</div>
+</div>
+
+<p class='c007'><span class='pageno' id='Page_232'>232</span>Still more significant are the measurements
+of <i>Valkyrie III.</i> and <i>Defender</i>,
+both keel Craft:</p>
+
+<table class='table1'>
+  <tr>
+    <th class='c011'></th>
+    <th class='c017'><i>Length L. W. L. Feet.</i></th>
+    <th class='c018'><i>Beam. Feet.</i></th>
+  </tr>
+  <tr>
+    <td class='c011'><i>Valkyrie III</i></td>
+    <td class='c019'>88.85</td>
+    <td class='c020'>26.20</td>
+  </tr>
+  <tr>
+    <td class='c011'><i>Defender</i></td>
+    <td class='c019'>88.45</td>
+    <td class='c020'>22.20</td>
+  </tr>
+</table>
+
+<p class='c007'>It will be seen that not only did the
+American designer discard the centerboard,
+but he gave his craft less beam
+than the British boat. I remember when
+both vessels were hauled out in the Erie
+Basin, Brooklyn, the American yacht
+was generally mistaken for the English,
+and vice versa; this, too, by experts looking
+on from a distance too remote to
+distinguish the names on their sterns.</p>
+
+<p class='c007'>In 1892 the leading yacht designers of
+Great Britain, realizing the rating rule
+then in vogue, wrote to the Yacht Racing
+Association suggesting that the rule be
+so modified that a type of vessel having
+more body be evolved. In the same
+communication they said, defining what
+the general public requires in a yacht:</p>
+
+<p class='c007'>“That she shall be safe in all conditions
+of wind and weather, that she shall combine
+the maximum of room on deck and
+below with the minimum of prime cost,
+and that she shall be driven as fast as
+may be, with the least expenditure of
+labor, <i>i. e.</i>, that she shall have a moderate
+and workable sail area. Therefore,
+as but few men can afford to build for
+racing, and for racing only, and as the
+racer of to-day is the cruiser of a few
+years hence, any rating rule should, by
+its limitations, encourage such a wholesome
+type of vessel.”</p>
+
+<div  class='figcenter id003'>
+<span class='pageno' id='Page_233'>233</span>
+<img src='images/i_232.jpg' alt='' class='ig001'>
+<div class='ic002'>
+<p>Photo by J. C. Hemment<br>  <br>  “VALKYRIE III.” IN DRY DOCK.</p>
+</div>
+</div>
+
+<p class='c007'><span class='pageno' id='Page_235'>235</span>The Yacht Racing Association, on the
+other hand, held the view that what the
+yacht-owning public want in a racing
+yacht is speed first, last, and all the
+time, no matter what the cost. The only
+change made at that time was in the
+measurement of the fore triangle and
+marking the load water-line forward
+and aft.</p>
+
+<div  class='figcenter id003'>
+<img src='images/i_234.jpg' alt='' class='ig001'>
+<div class='ic002'>
+<p>Designed by Watson, 1894.<br>  <br>  “ELLEN”—20-RATER.</p>
+</div>
+</div>
+
+<p class='c007'><i>Thistle</i> was the first big English racing
+cutter with a clipper bow. Her
+advent caused much critical comment
+among the experts, whose eyes had become
+so accustomed to the “cutter stem”
+that they fairly blinked when they first
+gazed on the new Clyde craft.</p>
+
+<p class='c007'>Mr. Watson, writing about the defeat
+of the <i>Thistle</i> in 1894, says: “Her surface
+was so cut down that sufficient
+<span class='pageno' id='Page_236'>236</span>lateral plane was not left to hold her to
+windward, and although she sailed the
+water as fast as the American champion,
+the <i>Volunteer</i>, she drifted bodily
+to leeward.”</p>
+
+<p class='c007'>After Mr. Watson had realized the
+superiority of <i>Vigilant’s</i> model over that
+of <i>Valkyrie II.</i>, he designed the 20-rater
+<i>Ellen</i>, which I reproduce from a photograph.
+It will be noticed that her
+form is strikingly similar to that of
+<i>Vigilant</i>. Of a verity, imitation is the
+sincerest form of flattery!</p>
+
+<p class='c007'>With the long overhang forward, the
+running bowsprit was abolished. The
+modified cutter rig thus resulting is
+practically the same in both America
+and England. Bobstays are now bars
+of steel or iron, and bowsprits are comparatively
+short when compared with
+those that used to project from the
+bows of the straight-stemmed cutters.</p>
+
+<p class='c007'>The clipper bow was gradually altered
+and modified until the present
+stage was reached.</p>
+
+<p class='c007'>That sterling old British racing skipper,
+Captain Tom Jay, talking about
+the modern cutter, with her cutaway
+forefoot and raking sternpost, being an
+awkward craft to handle in a seaway,
+said: “Believe me, sir, it’s not always
+so much the craft that’s awkward as the
+people that’s in her. Of course, being
+so easy to drive, they reach faster than
+the old-fashioned vessels, and that
+makes them drive harder into the seas;
+but that is mostly a matter of the canvas
+<span class='pageno' id='Page_237'>237</span>you set. Of course, the worst time
+is when you’re sailing a point or two
+free, because they go their ten knots,
+and that means that they throw it
+about a bit.”</p>
+
+<div  class='figcenter id003'>
+<img src='images/i_236a.jpg' alt='' class='ig001'>
+<div class='ic002'>
+<p>BOW, 1892.</p>
+</div>
+</div>
+
+<p class='c007'>In our own country the measurement
+rules have also had a dominant influence
+on the form of our racing craft as they
+appear in 1899.</p>
+
+<div  class='figcenter id003'>
+<img src='images/i_236b.jpg' alt='' class='ig001'>
+<div class='ic002'>
+<p>STERN, 1892.</p>
+</div>
+</div>
+
+<div  class='figcenter id007'>
+<span class='pageno' id='Page_238'>238</span>
+<img src='images/i_237.jpg' alt='REVENUE CUTTER, 1830. “MOSQUITO,” 1848. “VANESSA,” 1873. “JULLANAR,” 1875. “CHITTYWEE,” 1882.' class='ig001'>
+<div class='ic002'>
+<p>MIDSHIP SECTIONS OF FIVE ENGLISH CUTTERS.</p>
+</div>
+</div>
+
+<div  class='figcenter id007'>
+<span class='pageno' id='Page_239'>239</span>
+<img src='images/i_238.jpg' alt='“PURITAN” AND “GENESTA,” 1885. “MAYFLOWER” AND “GALATEA,” 1886. “VOLUNTEER” AND “THISTLE,” 1887. “VIGILANT” AND “VALKYRIE II.,” 1893. “DEFENDER” AND “VALKYRIE III.,” 1895.' class='ig001'>
+<div class='ic002'>
+<p>THE CUP CONTESTANTS.<br>  <br>  The lower lines are approximately those of the English cutters, except in the case of “Valkyrie III.,” which is wider and shallower than “Defender.”</p>
+</div>
+</div>
+
+<p class='c007'>Monstrosities with fin-keels now monopolize
+the races in the larger classes,
+while scows and ingenious nondescripts,
+which sailors would never mistake for
+boats, control all the sport in the smaller
+classes. How to give the owner of the
+honest boat a fair show, while at the
+same time dealing justly with the owner
+of the racing machine, is a problem that
+<span class='pageno' id='Page_240'>240</span>seeks for solution at the hands of constituted
+yachting authorities. The present
+fleet of “freaks” is due in the first
+instance to the want of foresight displayed
+by the clubs in not legislating
+against them when they first made their
+appearance. Naval architects are only
+human, and they cannot be blamed for
+taking advantage of any and every ill-considered
+rule adopted by the clubs.
+For instance, when beam was taxed in
+Great Britain the result was the long,
+deep and narrow craft which so long
+prevailed across the Atlantic. The tax
+was taken off beam in 1886, and the
+consequence was the practical abolition
+of the narrow British cutter and the
+adoption of a beamier type of craft. At
+the present time beam as a factor is utilized
+in much the same way both in this
+country and in Great Britain. Until
+some sage discovers what is absolutely
+the best type of yacht, we shall continue
+to go beating about the bush.</p>
+
+<p class='c007'>There is no doubt that a rating rule
+can be so framed as to make any particular
+type come into vogue, and in the
+end that type is bound to be pushed to
+extremes. Experience has shown that
+when this stage arises in an acute form
+the standard of rating is altered. This
+has been the case in the United States
+ever since the sport became established.
+When the New York Yacht Club was
+organized in 1844 the yachts were rated
+according to Custom House tonnage,
+first-class sloops allowing 35 seconds a
+ton and second-class sloops allowing 45
+seconds a ton to their inferiors. This
+system was in force for only two years.
+In 1840 a startling innovation was made.
+It was neither more nor less than getting
+the actual weight of the yachts,
+which was computed by the revolutions
+of screw-jacks placed under the keel of
+the boat when in dry dock. Here is an
+example culled from the club’s archives:</p>
+
+<div  class='figcenter id003'>
+<span class='pageno' id='Page_241'>241</span>
+<img src='images/i_240a.jpg' alt='Dotted lines show “Volunteer.”' class='ig001'>
+<div class='ic002'>
+<p>“VOLUNTEER” AND “THISTLE.”</p>
+</div>
+</div>
+
+<div  class='figcenter id003'>
+<img src='images/i_240b.jpg' alt='Dotted lines show “Vigilant.”' class='ig001'>
+<div class='ic002'>
+<p>“VIGILANT” AND “VALKYRIE II.”</p>
+</div>
+</div>
+
+<table class='table1'>
+  <tr><td class='c008' colspan='3'><span class='pageno' id='Page_242'>242</span></td></tr>
+  <tr><th class='c008' colspan='3'>YACHT “SYREN.”</th></tr>
+  <tr>
+    <td class='c011'>Weight of boat</td>
+    <td class='c019'>115,776</td>
+    <td class='c020'>lbs.</td>
+  </tr>
+  <tr>
+    <td class='c011'>Weight of keel</td>
+    <td class='c019'>3,400</td>
+    <td class='c020'>lbs.</td>
+  </tr>
+  <tr>
+    <td class='c011'>Weight of rudder</td>
+    <td class='c019'>219</td>
+    <td class='c020'>lbs.</td>
+  </tr>
+  <tr>
+    <td class='c011'>&#160;</td>
+    <td class='c019'><hr></td>
+    <td class='c020'>&#160;</td>
+  </tr>
+  <tr>
+    <td class='c011'>Total</td>
+    <td class='c019'>119,395</td>
+    <td class='c020'>lbs.</td>
+  </tr>
+  <tr><td class='c008' colspan='3'>Racing measurement, 53 tons 6 cwt. 9 lbs.</td></tr>
+</table>
+
+<p class='c007'>From these data the allowances were
+computed. This queer rule was in
+vogue until 1852, when a widely different
+regulation was adopted. Sail area
+alone was taken into account, the following
+being the allowance:</p>
+
+<p class='c014'>First class—Over 3,300 square feet sail area, 1 second per foot.</p>
+
+<p class='c014'>Second class—Between 2,300 and 3,300 feet, 1¼ seconds per foot.</p>
+
+<p class='c014'>Third class—Less than 2,300 feet, 1½ seconds per foot.</p>
+
+<div  class='figcenter id002'>
+<span class='pageno' id='Page_243'>243</span>
+<img src='images/i_242.jpg' alt='' class='ig001'>
+<div class='ic002'>
+<p>“VALKYRIE II.”</p>
+</div>
+</div>
+
+<p class='c007'>The natural result of this rule was the
+adoption of the light-draught boats vulgarly
+designated as “skimming dishes.”
+It was found that it took less canvas to
+drive this type of yacht through the
+water, and the consequence was the
+building of many curious craft whose
+models may now be seen on the walls
+of the New York Yacht Club. Here is
+a striking example, which shows how
+the rule affected the sail area of the
+yachts. The schooner <i>Rebecca</i>, which,
+<span class='pageno' id='Page_245'>245</span>before the rule was made, used to carry
+a sail spread of 3,303 square feet, was
+cut down to an area of 1,306 square feet.
+This absurd rule was in force with a
+few modifications until 1871, when yet
+another sweeping change was made.
+This time the elements consisted of the
+yacht’s displacement in cubic feet and
+the length of the water-line. In 1873 the
+rule was changed so as to take into account
+the cubic contents of the whole
+hull. In 1883 a plan was adopted taking
+into account, as a function of the new
+system, twice the water-line length and
+once the sail area. In 1890 the present
+rule was adopted by the New York Yacht
+Club.</p>
+
+<div  class='figcenter id003'>
+<img src='images/i_244.jpg' alt='' class='ig001'>
+<div class='ic002'>
+<p>“VALKYRIE III.”</p>
+</div>
+</div>
+
+<div  class='figcenter id003'>
+<span class='pageno' id='Page_246'>246</span>
+<img src='images/i_245a.jpg' alt='' class='ig001'>
+<div class='ic002'>
+<p>MODERN TYPE OF FIN.</p>
+</div>
+</div>
+
+<div  class='figcenter id003'>
+<img src='images/i_245b.jpg' alt='' class='ig001'>
+<div class='ic002'>
+<p>“DEFENDER” AND “VALKYRIE III.”</p>
+</div>
+</div>
+
+<div  class='figcenter id003'>
+<span class='pageno' id='Page_247'>247</span>
+<img src='images/i_246.jpg' alt='' class='ig001'>
+<div class='ic002'>
+<p>Photo by J. C. Hemment<br>  <br>  HOISTING “DEFENDER’S” MAINSAIL.</p>
+</div>
+</div>
+
+<p class='c007'>Personally, I am opposed to any system
+that restricts or taxes sail, and I am
+glad to be able to quote the veteran
+Scotch yacht designer, Mr. William Fife,
+Sr., as being on my side of the fence.
+He wrote, in January, 1895: “I am not
+a believer in restricting sail; every
+<span class='pageno' id='Page_249'>249</span>yacht should get what she can carry. I
+know this idea has many opponents,
+although I never saw a valid reason
+against it; a yacht can be spoiled with
+excessive spars and sails, and sail area
+may therefore be left to take care of itself.
+To satisfy those, however, who
+fear that, in the absence of any tax on
+sail area, excessive sail areas might be
+introduced, a maximum allowance of so
+many square feet per ton might be specified.”</p>
+
+<p class='c007'>We are, however, confronted by conditions
+and not theories, but I could not
+help putting myself on record as being
+against the taxation of sail. I am almost
+alone in this. But to resume.
+<i>Madge</i>, <i>Clara</i> and other imported British
+cutters had considerable influence, and
+caused our designers to modify the
+shallow underwater bodies and beamy
+tops, the <i>Puritan</i> in 1885 being the first
+successful compromise vessel built in
+the United States. <i>Mayflower</i> and <i>Volunteer</i>
+followed.</p>
+
+<p class='c007'>Under the British tonnage rule in
+vogue in 1886, a 90-foot yacht of 26-foot
+beam would have been an impossibility,
+but as soon as the penalty was taken off
+beam the British designers took advantage
+of the circumstance and followed
+in the footsteps of the Americans,
+until, in the days of <i>Valkyrie III.</i> and
+<i>Defender</i>, the national types were practically
+the same, Herreshoff being a
+trifle in advance of Watson, as the victory
+of the British craft demonstrated.</p>
+
+<p class='c007'><span class='pageno' id='Page_250'>250</span>Meanwhile, the only way I see out of
+the difficulty between racing machines
+and honest boats is to sail them in different
+classes. The plan is good to draw
+up tables of scantlings and rules for the
+construction of all racing yachts to be
+built in the future. As for the “freaks”
+unhappily now in existence, it is consolatory
+to be assured that they will all
+fall to pieces very soon. It is a great
+wonder, indeed, that some of them did
+not succumb at the close of their first
+season.</p>
+
+<p class='c007'>The photographs of <i>Valkyrie III.</i>
+and <i>Defender</i>, in dry dock, which,
+through the kindness of my friend Mr.
+J. C. Hemment, I am able to reproduce
+in this chapter, show the remarkable
+similarity that exists between the two
+yachts. Both were taken as the vessels
+appeared in the Erie Basin when, on the
+eve of the first race, they were docked
+to receive the final touches for the fray.</p>
+
+<p class='c007'><i>Defender’s</i> hull is of metal, as I have
+previously mentioned, and she was subjected
+to a very thorough polishing-up
+above and below the water-line. I had
+an opportunity which I did not allow to
+escape me of closely examining the hull
+of the saucy Yankee craft and comparing
+her lines with those of the British
+boat. <i>Defender</i>, when after a little while
+you came to appreciate the wondrous
+symmetry of her underbody, exhibited
+a fairy-like form when contrasted with
+the less perfect shape of her rival. I
+make this criticism while at the same
+<span class='pageno' id='Page_251'>251</span>time having the profoundest respect for
+the genius of Mr. Watson, whose talent
+as a naval architect nobody admires
+more than I do.</p>
+
+<div  class='figcenter id002'>
+<img src='images/i_250.jpg' alt='' class='ig001'>
+<div class='ic002'>
+<p>Photo by J. C. Hemment<br>  <br>  “DEFENDER” UNDER BROOKLYN BRIDGE.</p>
+</div>
+</div>
+
+<p class='c007'><span class='pageno' id='Page_253'>253</span>But after my visit to the Erie Basin
+in Brooklyn I formed the opinion that
+the <i>America’s</i> cup was, barring accidents,
+perfectly safe for another year.
+<i>Defender</i> exhibited all the grace of a
+thoroughbred horse, while <i>Valkyrie</i> was
+a clumsier but apparently a more powerful
+creation. <i>Defender</i>, in point of fact,
+was as highly finished a product of the
+skillful naval architect as was the Scotch
+cutter <i>Minerva</i> when compared with
+some of the “brutes” that were built to
+beat her.</p>
+
+<p class='c007'>I had plenty of time to examine both
+vessels, and I need not say that each had
+a wondrous attraction for me. I saw
+Captain Cranfield mix his famous black
+varnish for <i>Valkyrie’s</i> bottom, a compound
+whose two principal elements are
+coal tar and “turps,” but which gives a
+surprising gloss and sleek finish when
+mingled in correct proportions. I saw
+this applied to the wooden planking of
+the English clipper, and thought to
+myself that something more potent and
+speed-compelling would be necessary to
+plaster her with if the cup were to be
+carried away. My friends on the staff
+of <span class='sc'>Outing</span> remember that on my return
+to the office from the Erie Basin I told
+them my views of the rival yachts, and
+predicted an easy victory for the Yankee
+craft.</p>
+
+<p class='c007'><span class='pageno' id='Page_254'>254</span>My sympathy was with the British
+boat. I realized that in the interest of
+true sport it would be a capital thing
+for the <i>America’s</i> cup to leave our
+shores for a while, because it would put
+our yacht designers on their mettle, and
+produce something wondrous in the
+yacht line so far as speed is concerned.
+But it struck me that <i>Valkyrie</i> was
+scarcely good enough to accomplish the
+task for which she was constructed.
+Now I am neither a prophet nor the son
+of a prophet, but I simply relate facts as
+they occurred. I am convinced also
+that Mr. Watson, after examining <i>Defender</i>
+in dock, realized that his work
+had been in vain, and that <i>Valkyrie</i>,
+admirable as she was and is, was a wee
+bit inferior to the peerless Bristol flyer.</p>
+
+<p class='c007'>The photograph of <i>Defender</i> passing
+under Brooklyn Bridge, which her topmast
+truck barely cleared at the top of
+high water, shows the tauntness of her
+mast, and is a splendid object lesson,
+worthy of preservation for all time. The
+spirited photograph of her crew tailing
+onto the throat halyards of the mainsail
+shows the light but strong rig forward,
+the stumpy bowsprit, the batten-like
+bulwark, and the other modern features
+of the beau-ideal racing vessel of 1895.</p>
+
+<div  class='figcenter id002'>
+<span class='pageno' id='Page_255'>255</span>
+<img src='images/i_254.jpg' alt='' class='ig001'>
+<div class='ic002'>
+<p>“DEFENDER” UNDER SAIL.</p>
+</div>
+</div>
+
+<p class='c007'>Whatever developments there may be
+in store for us with regard to hull, rig
+and sail plan, I know not. But if within
+the next ten years as great progress is
+made as has been made during the past
+decade, the racing machine of that epoch
+<span class='pageno' id='Page_257'>257</span>will indeed be a marvelous scientific
+product. Personally, I am quite willing
+to endure my earthly burdens for a
+while longer if only for the pleasure of
+gratifying my curiosity about the yacht
+of the future, which has more charms
+for me than the evolution of the new
+woman, fascinating as this study doubtless
+is.</p>
+
+<p class='c007'>During the many years in which I
+have been interested in yachting I have
+seen many eventful changes in the
+yachts, their rig, their sail plan, and also
+in the rules that govern their races.
+Speed has perhaps been developed at
+the expense of seaworthiness, but yacht
+sailors have also become more expert at
+their calling, having progressed with the
+times. Skippers have learned to handle
+craft like <i>Valkyrie</i> or <i>Defender</i>, with
+main booms of steel 105 feet long, in
+half a gale of wind; and there is no
+doubt that, properly rigged and under
+capable charge, they are as safe for an
+ocean voyage as any other kind of craft.
+I will not say a word about the comfort
+or the accommodations to be found in
+one of the big racing cutters; but sailors
+are accustomed to hardships, even as eels
+to the knife of the cook that skins them.</p>
+
+<p class='c007'>Much stress has been laid upon the
+superior advantages that <i>Defender</i> had
+over <i>Valkyrie III.</i>, inasmuch as the
+challenger was built more strongly and
+heavily, as she had to cross the ocean to
+race for the cup. I don’t think that the
+mere circumstance of a transatlantic
+<span class='pageno' id='Page_258'>258</span>voyage would induce a modern yacht designer
+to add a single superfluous
+ounce of weight to a racing craft. Luck
+is depended on to a certain extent, but
+the bold and skillful skipper is relied on
+most of all.</p>
+
+<p class='c007'>I remember reading the other day of
+a valiant sea captain whose steamer was
+disabled in a hurricane and lost her
+funnel. What did this brave fellow do?
+Give up the ship and take to the boats?
+Not he; he came from a different breed.
+He rigged up a jury funnel of timber,
+barrels and canvas, and by playing the
+hose on this improvised smokestack and
+keeping it continually drenched with
+water managed to keep up a good head
+of steam and eventually reach port. He
+came of the great Anglo Saxon race,
+which has done many heroic deeds afloat
+and will continue to achieve daring
+actions just as long as Old Ocean endures.
+Thus, while I am writing about
+the evolution of the racer, permit me to
+pay my humble tribute of praise to the
+brave seamen who man the racing
+yachts and have made as much headway
+in handling the marvelous pieces
+of mechanism as their designers have
+done in “creating” them.</p>
+
+<div  class='figcenter id002'>
+<span class='pageno' id='Page_259'>259</span>
+<img src='images/i_258.jpg' alt='' class='ig001'>
+<div class='ic002'>
+<p>“VALKYRIE III.”</p>
+</div>
+</div>
+
+<div class='chapter'>
+  <span class='pageno' id='Page_261'>261</span>
+  <h2 class='c005'>IX.<br> <span class='c012'>THE ETIQUETTE OF YACHTING.</span><br> <span class='c013'>WHAT IS CONSIDERED TO BE “GOOD FORM” IN CRAFT, OWNER AND CREW.</span></h2>
+</div>
+
+<p class='drop-capa0_0_6 c006'>Every yachtsman should be conversant
+with the etiquette of his
+calling. If ignorant of the many
+nice points pertaining to his own
+personal behavior afloat, or of the proper
+conduct of his craft at anchor or under
+way, he may become the subject of a
+certain amount of ridicule, which is, to
+say the least, annoying in the extreme.
+There are many commodores who would
+rather forgive a man for breaking the
+majority of the Ten Commandments between
+dusk and dawn than for committing
+a breach of nautical etiquette as
+handed down from the days of the
+fathers of the sport and added to infinitesimally
+year by year.</p>
+
+<p class='c007'>In Great Britain yachting etiquette is
+modeled largely after that of the Royal
+Navy, and the same is true in a measure
+of our own code of yachting manners.</p>
+
+<p class='c007'>It ought to be unnecessary to urge
+that a yacht should always be clean and
+bright as a new pin; her decks white as
+<span class='pageno' id='Page_262'>262</span>a hound’s tooth; her brasswork gleaming,
+and her polished or varnished
+woodwork with a mirror-like burnish.
+Her masts should be correctly stayed,
+her standing rigging set up to the point
+of rigidity, her running gear hauled
+taut and snugly coiled down, her flags
+mast-headed right up to the truck, no
+“Irish pennants” towing overboard,
+but everything from truck to keelson
+ship-shape and Bristol fashion. A yacht
+kept in good order is a credit to all
+aboard from owner down to the cook’s
+mate. Not only is she a credit to those
+who man her, but also to the club whose
+burgee she flies. In this respect all
+yachtsmen, but especially racing yachtsmen,
+should aim at perfection, and not
+be satisfied until they make a clear
+bull’s eye.</p>
+
+<p class='c007'>The reason for this is that a racing
+yacht invariably attracts more attention
+than does one of the purely cruising
+kind, and any carelessness, however
+minute, aboard her is generally sure to
+be magnified to a high degree by the
+microscopic eye of criticism.</p>
+
+<p class='c007'>Racing crews should always be clean
+and smart as paint. Untidiness should
+never be allowed.</p>
+
+<p class='c007'>In the matter of guns, Young America,
+particularly when afloat, is apt to be
+a trifle too demonstrative. It need
+hardly be said that the indiscriminate
+discharge of cannon from a yacht is,
+like the screeching salute of a steam
+whistle, opposed to good yachting manners.
+<span class='pageno' id='Page_263'>263</span>There are only a few occasions
+when it is necessary to waste good gunpowder
+on a yacht. The custom in this
+country is for all the yachts to salute
+the flag officer in command of a squadron
+when he joins the fleet, every boat
+that carries a gun banging away when
+the flagship drops anchor. This is a
+picturesque sight when the fleet is a big
+one. When the squadron of the New
+York Yacht Club used to rendezvous at
+New London for the annual cruise a
+big crowd of sightseers used to sally
+forth from the quaint old city to see the
+flagship join the squadron and receive
+the salutes. The bang of the big guns
+from the mighty steam yachts and the
+diminutive din from the pigmy popguns
+of tiny but pretentious craft made a
+rare noise in the harbor, especially when
+the fleet, as it often did, numbered more
+than one hundred sail. This saluting
+of the commodore is considered obligatory,
+and for the use of yachtsmen who
+do not care to include a brass cannon
+in their outfit some ingenious pyrotechnist
+invented a giant cracker, whose
+discharge is as earsplitting as that from
+the biggest yacht cannon ever carried.
+To hear such a threatening bang emanate
+from so small a yacht creates something
+akin to awe! When a squadron
+or part of a squadron is at anchor in a
+roadstead the flag officer in command
+or the senior captain present fires a gun
+at eight bells in the morning watch
+making “colors,” the fleet taking the
+<span class='pageno' id='Page_264'>264</span>time from the flagship. The same process
+is gone through at sundown, the
+fleet at the sound of the gun hauling
+down the ensign and the club burgee
+and hoisting the night pennant.</p>
+
+<p class='c007'>The commodore, when in command
+of a squadron, when hoisting a signal to
+get under way or perform any other
+nautical manœuvre, calls attention to
+the signal by firing a gun. The yachts,
+in order to show that the signal has
+been observed, hoist the answering pennant
+of the commercial code of signals.</p>
+
+<p class='c007'>Saluting by means of the gun when
+yachts meet under way is obsolete, although
+not forbidden by the code. Craft
+now content themselves with dipping
+the ensign, junior captains saluting
+first.</p>
+
+<p class='c007'>No firing of guns is permissible on
+Sunday.</p>
+
+<p class='c007'>Owners when not aboard should fly a
+blue rectangular flag from the starboard
+spreader (the main spreader of a schooner).
+In order that visitors may not intrude
+when the owner is at meals, a
+white rectangular flag is displayed from
+the spreader as above. A red pennant
+from the port fore spreader of a schooner
+or the port spreader of a single-masted
+craft denotes that the crew are
+at a meal.</p>
+
+<p class='c007'>If I may make so bold as to give a
+hint to a real live commodore, I venture
+to suggest that he shall try his level best
+to appoint a fleet-captain of tact, good
+temper, sound judgment, discretion—in
+<span class='pageno' id='Page_265'>265</span>fact, a gentleman as well as a man of
+the world. I have been on a cruise with
+a fleet-captain possessing all the sterling
+attributes above enumerated, and I
+have also sailed with one his direct opposite.
+Thus I speak from experience.
+A fleet-captain may do much to make or
+mar the pleasure of a cruise.</p>
+
+<p class='c007'>Single-masted vessels display the
+private signals of their owners when
+cruising; when at anchor they fly the
+club burgee.</p>
+
+<p class='c007'>In making colors, salutes, etc., the
+yacht always represents the rank of the
+owner, whether he is aboard or not.</p>
+
+<p class='c007'>Yachts in commission should hoist
+their colors at 8 o’clock <span class='fss'>A. M.</span>, and haul
+them down at sunset, taking time from
+the senior officer present.</p>
+
+<p class='c007'>Before colors in the morning and after
+colors at sunset, the ensign and distinguishing
+flags should be shown when
+entering port, and should be hauled
+down immediately on coming to anchor.</p>
+
+<p class='c007'>At all other times yachts should fly a
+night pennant at the main, from colors
+at sunset until colors the next morning.</p>
+
+<p class='c007'>On Decoration Day and occasions of
+national mourning, the ensign only
+should be half-masted. On the death of
+the owner of the yacht, both the club
+flag and his private signal should be
+half-masted, but not the ensign. When
+mourning is ordered for the death of a
+member of the club, the club flag only
+should be half-masted. This rule applies
+to yachts both at anchor and under way.</p>
+
+<p class='c007'><span class='pageno' id='Page_266'>266</span>Flags should always be mast-headed
+before half-masting them, and should be
+mast-headed before hauling them down.
+Saluting with the ensign at half-mast
+should be done by mast-heading first.</p>
+
+<p class='c007'>The senior officer present should be in
+command of the anchorage, should give
+the time for colors, make and return salutes,
+visits, etc.</p>
+
+<p class='c007'>His yacht should remain the station
+vessel until a senior to him in rank arrives
+and assumes the command of the
+anchorage.</p>
+
+<p class='c007'>Flag officers should always fly their
+pennants while in commission.</p>
+
+<p class='c007'>From colors at sunset until sunrise
+the commodore should show, when on
+board, two blue lights, perpendicularly,
+at the stern; when absent, one blue
+light should be shown. The vice-commodore
+should show lights as provided
+for the commodore, substituting red
+lights instead of blue. Captains, when
+on board, should show a white light under
+the main boom; when absent this
+light should be extinguished.</p>
+
+<p class='c007'>All salutes should be returned in
+kind.</p>
+
+<p class='c007'>Yachts should always salute vessels of
+the United States Navy by dipping the
+ensign once.</p>
+
+<p class='c007'>The commodore, on entering port to
+join the squadron, should be saluted, on
+coming to anchor, by the yachts present.
+On all other occasions the commodore
+should be saluted, on coming to anchor,
+by the officer in command.</p>
+
+<p class='c007'><span class='pageno' id='Page_267'>267</span>Junior flag officers should be saluted,
+on coming to anchor, by the officer in
+command, unless the latter be a senior
+in rank, in which case they should salute
+him.</p>
+
+<p class='c007'>Captains should, on all occasions, salute
+the officer in command.</p>
+
+<p class='c007'>The salute from yachts entering port
+should be made by dipping the ensign
+once, or by firing a gun on letting go
+anchor.</p>
+
+<p class='c007'>The senior officer, when leaving the
+anchorage, excepting temporarily,
+should indicate the transfer of command
+to the next in rank by firing a gun on
+getting under way. All other yachts
+should salute the officer in command.</p>
+
+<p class='c007'>All visits should be made according to
+rank.</p>
+
+<p class='c007'>Yachts, passing one another, should
+always exchange salutes by dipping the
+ensign once, juniors saluting first. Steam
+whistles should never be used to make
+salutes.</p>
+
+<p class='c007'>The salute to yachts entering port,
+entitled to a salute, should be made by
+dipping the ensign once, or by firing a
+gun when they let go anchor.</p>
+
+<p class='c007'>An official salute to a foreign club
+should be made by firing a gun, with
+the flag of the foreign club at the fore on
+schooners and steamers and at the main
+on single-masted vessels, or, in the absence
+of such flag, by half-masting the
+club flag and firing a gun. When the
+salute has been returned, or a reasonable
+time for its return allowed, the flag
+<span class='pageno' id='Page_268'>268</span>should be hauled down and the club
+flag hoisted again.</p>
+
+<p class='c007'>The salute from or to yachts arriving
+after sunset, or on Sunday, should be
+made immediately after colors on the
+following morning.</p>
+
+<p class='c007'>When a flag officer makes an official
+visit, a gun should be fired, with his pennant
+at the fore on schooners and steamers,
+and at the main on single-masted
+vessels, while he remains on board.</p>
+
+<p class='c007'>A yacht, acting as judges’ boat, should
+not be saluted during a race.</p>
+
+<p class='c007'>The quarter-deck should always be
+saluted by lifting the cap on coming on
+board or from below.</p>
+
+<p class='c007'>Yachts should report to the commanding
+officer on joining the squadron, and
+should obtain his permission before leaving
+it.</p>
+
+<p class='c007'>When under way with the squadron,
+firing guns and signaling should be
+avoided, except when joining or parting
+company, or when repeating signals.</p>
+
+<p class='c007'>When squadrons of different clubs
+meet at sea, salutes should be exchanged
+only by the commanding officers.</p>
+
+<p class='c007'>Salutes from single yachts at sea
+should only be answered by the flagship.</p>
+
+<p class='c007'>Single-masted vessels should fly the
+private signal of the owner when under
+way with the squadron; when at anchor,
+the club flag.</p>
+
+<p class='c007'>When a foreign yacht arrives, the
+senior officer present should send on
+board, without regard to rank, a tender
+of the civilities of the club.</p>
+
+<p class='c007'><span class='pageno' id='Page_269'>269</span>Yachts should salute on entering port
+in the home waters of a foreign club,
+where any of its fleet are lying. After
+the tender of civilities has been made,
+owners of the entering yachts should
+visit the officer in command of the anchorage.
+All other visits should be
+made according to rank, visits to their
+equals in rank being made by the owners
+of the entering yachts.</p>
+
+<p class='c007'>The time for colors in the home waters
+of a foreign club should be given with
+its senior flag officer present.</p>
+
+<p class='c007'>The term “foreign” should be understood
+as applying to all clubs outside of
+the waters of the Gulf of Maine.</p>
+
+<p class='c007'>Flag officers and the fleet-captain
+should fly their pennants, and captains
+their private signals, when in their
+boats; members, the club flag. After
+sunset a white light should be shown at
+the bow.</p>
+
+<p class='c007'>Passing one another, juniors should
+salute seniors by raising the cap.</p>
+
+<p class='c007'>Following are the words of command
+used in the handling of rowing
+boats:</p>
+
+<p class='c021'><i>Give Way.</i>—To begin rowing.</p>
+
+<p class='c021'><i>Hold Water.</i>—To stop the boat’s progress
+by keeping the blades of the
+oars in the water in a vertical position,
+and at right angles to the keel.</p>
+
+<p class='c021'><i>In Bow.</i>—To cease pulling the bow oar
+and to lay it down fore and aft
+within the boat, the blade forward.</p>
+
+<p class='c021'><i>Let Fall.</i>—To let the oars drop from the
+vertical to the horizontal, the loom
+<span class='pageno' id='Page_270'>270</span>resting in the rowlock, the blade
+held out of the water and horizontal,
+the oar itself at right angles
+to the keel.</p>
+
+<p class='c021'><i>Oars.</i>—To cease rowing, and to maintain
+the oars in the same position
+that they are in after executing the
+order “Let Fall.”</p>
+
+<p class='c021'><i>Ship Oars.</i>—To lift trailing oars out of
+the water alongside and hold them
+as described for “Let Fall.”</p>
+
+<p class='c021'><i>Shove Off.</i>—To force the boat away
+from a vessel’s side or from a wharf
+or float.</p>
+
+<p class='c021'><i>Stern All.</i>—To row the boat backwards—the
+opposite to “Give Way.”</p>
+
+<p class='c021'><i>Toss.</i>—To lift the oars out of the water
+and lay them down within the boat,
+fore and aft, the blades forward.</p>
+
+<p class='c021'><i>Trail.</i>—To throw trailing oars out of the
+rowlock and allow them to <i>trail</i>
+alongside by their lanyards.</p>
+
+<p class='c021'><i>Up Oars.</i>—To raise the oars to the vertical,
+the blades kept fore and aft—a
+preface to the order “Let Fall.”</p>
+
+<p class='c021'><i>Way Enough.</i>—To cease rowing, and to
+lift the oars out of the water and
+boat them, at the coxswain’s word,
+“Toss.”</p>
+
+<p class='c007'>When visiting a yacht at anchor, steer
+for the starboard gangway. The port
+gangway is the “back door” of a yacht
+and is reserved for sailors, stewards, etc.</p>
+
+<p class='c007'>When boarding a yacht under way, or
+hove to, go to the lee side, no matter
+whether port or starboard.</p>
+
+<p class='c007'>Don’t forget to “salute the quarter-deck”
+<span class='pageno' id='Page_271'>271</span>on reaching it by touching your
+cap in naval style.</p>
+
+<p class='c007'>As soon as you get aboard pay your
+respects to the owner. If you don’t see
+him on deck send your card to him immediately.</p>
+
+<p class='c007'>A young yachtsman, when about to
+embark in a boat from a yacht, should
+go over the side first and should take a
+modest seat. The owner of the yacht
+is last to leave and takes the post of
+honor at the tiller lines.</p>
+
+<p class='c007'>When disembarking at a landing, returning
+to the yacht, or going aboard
+another vessel, the owner leaves the
+boat first, the modest youngster last.</p>
+
+<div  class='figcenter id002'>
+<img src='images/i_270.jpg' alt='' class='ig001'>
+<div class='ic002'>
+<p>Photo by R. B. Burchard.<br>  <br>  DEFENDER—STERN.</p>
+</div>
+</div>
+
+<div class='chapter'>
+  <span class='pageno' id='Page_272'>272</span>
+  <h2 class='c005'>X.<br> <span class='c012'>YACHTING INSURANCE.<a id='r1'></a><a href='#f1' class='c022'><sup>[1]</sup></a></span><br> <span class='c013'>ALSO A FEW LEGAL WRINKLES ON THE STATUS AND RELATION OF OWNER TO CREW.</span></h2>
+</div>
+
+<div class='footnote' id='f1'>
+<p class='c023'><a href='#r1'>1</a>. The author is indebted to an eminent marine jurist
+(commonly known as a sea lawyer) for all the information
+contained in this chapter.</p>
+</div>
+
+<p class='drop-capa0_0_6 c006'>Underwriters, as a rule, seem
+not particularly anxious to run
+foot-races after the owners of
+small yachts who navigate their
+own craft. For some reason or other
+the amateur skipper is looked upon by
+them with suspicion and disfavor. Why,
+I do not know, for considering the immense
+number of pleasure craft in
+commission every year the ratio of loss
+through wreck, collision, or fire is remarkably
+low. I think, if underwriters
+took this circumstance into consideration,
+they would find it in their interest
+to offer more attractive inducements to
+owners of yachts to insure their floating
+property.</p>
+
+<p class='c007'>The vast number of pleasure craft in
+commission on the Atlantic and Pacific
+seaboards, on our great fresh-water
+lakes, and on the large sheets of water
+that, like the Great South Bay, are divided
+from the ocean proper by a strip
+<span class='pageno' id='Page_273'>273</span>of sand, more or less narrow, should I
+think excite interest in marine underwriters,
+and induce them to offer attractive
+terms to yacht owners.</p>
+
+<p class='c007'>The most dangerous fire risk in New
+York or any other great city is eagerly
+sought for by the lynx-eyed agents of
+insurance companies. No tenement is
+too flimsy; no habitation exposed to
+the accident of a mouse and a nest of
+matches is too perilous for the competition
+wallahs of the gigantic corporations.</p>
+
+<p class='c007'>Bearing this in mind the owners of
+small craft have frequently tried, in the
+lack of aid from the large companies, to
+start a co-operative scheme of their
+own, but because of the want of an enterprising
+and intelligent organizer the
+project has always fallen through.</p>
+
+<p class='c007'>Early in the present year I was asked
+by a friend of mine to try to get a
+policy of marine insurance on a 35-foot
+yacht which is worth at least $4,000 as
+she floats—lead keel and all the latest
+improvements. I had the greatest difficulty
+in effecting the deal. As a matter
+of fact no insurance company jumped
+out of its shoes with alacrity to accept
+the risk. Had it been some ramshackle
+old schooner, rotten in hull, deficient in
+sails and rigging, and manned by a
+scanty crew, I was told there would be
+little or no trouble in consummating the
+transaction. Pleasure vessels are viewed
+with suspicion that they do not deserve.
+I allude principally to the smaller
+<span class='pageno' id='Page_274'>274</span>classes of craft, which underwriters
+steer clear of as though they were affected
+by a hoodoo worse than that of
+Friday and the thirteenth day of the
+month.</p>
+
+<p class='c007'>Marine insurance, so far as applicable
+to yachts, seems to be in a mixed and
+muddled condition. The owner of a
+steam yacht, commanded by a duly qualified
+master, and with the machinery in
+charge of a licensed engineer, has no
+difficulty in insuring his vessel at ordinary
+rates. As the risk is, generally
+speaking, not so hazardous as that of
+ships engaged in freight-carrying both
+summer and winter, underwriters, as a
+rule, give steam-yacht owners quite
+favorable terms, provided the yacht is
+seaworthy and well-found. A large,
+steel, steam yacht run under the foregoing
+conditions was insured up to her
+real value at a premium of three per
+cent. against losses by fire, collision, or
+the perils of the sea, the risk being divided
+<i>pro rata</i> on the vessel’s hull,
+tackle, apparel and furniture, and the
+machinery and boilers.</p>
+
+<p class='c007'>The policy, in this instance, protected
+the yacht against the “perils of the seas,
+men-of-war, fire, enemies, pirates, rovers,
+thieves, jettisons, letters of marque
+and countermarque, surprisals, takings
+at sea, arrests, restraints, and detainment
+of all kings, princes and people, of
+what nations, condition, or quality soever,
+barratry of the master and mariners, and
+all other perils, losses and misfortunes
+<span class='pageno' id='Page_275'>275</span>that have or shall come to the hurt,
+detriment or damage of the said ship,
+etc., or any part thereof. And in case
+of any loss or misfortune it shall be lawful
+for the assured, their factors, servants
+and assigns, to sue, labor and travel
+for, in and about the defence, safeguard
+and recovery of the said ship, etc.,
+or any part thereof, without prejudice
+to this insurance; to the charges whereof
+the said insurance company will contribute
+according to the rate and quantity
+of the sum herein assured.</p>
+
+<p class='c007'>“Each voyage to be subject to general
+average, particular average to be
+payable on each valuation separately or
+on the whole, if amounting to three per
+cent., or the vessel be <i>stranded, sunk,
+burnt, on fire, or in collision</i>. With leave
+to sail with or without pilots, to tow and
+to be towed, and to assist vessels and/or
+craft in all situations and to any extent,
+to render salvage services, and to go on
+trial trips. With leave to dock, undock,
+and change docks as often as may be
+required, and to go on slipway, gridiron
+and/or pontoon, and/or to adjust
+compasses, including the risk of launching.</p>
+
+<p class='c007'>“In case of any claim for average the
+repairs to be paid without deduction of
+one-third, whether the average be particular
+or general.</p>
+
+<p class='c007'>“General average and salvage charges
+as per foreign custom, payable as per
+foreign statement, and/or per York-Antwerp
+rules, if required; and in the
+<span class='pageno' id='Page_276'>276</span>event of salvage, towage or other assistance
+being rendered to the vessel
+hereby insured, by any vessel belonging
+in part or in whole to the same owners,
+it is hereby agreed that the value of
+such services (without regard to the
+common ownership of the vessels) shall
+be ascertained by arbitration in the
+manner hereinafter provided for under
+the collision clause, and the amount so
+awarded, so far as applicable to the interest
+hereby insured, shall constitute a
+charge under this policy.</p>
+
+<p class='c007'>“And it is further agreed, that if the
+ship hereby insured shall come into collision
+with any other ship or vessel, and
+the assured shall in consequence thereof
+become liable to pay, and shall pay, by
+way of damages to any other person or
+persons, any sum or sums not exceeding
+in respect of any one such collision the
+value of the ship hereby insured, we, the
+assurers, will pay the assured such proportion
+of three-fourths of such sum or
+sums so paid as our subscriptions hereto
+bear to the value of the ship hereby insured.
+And in cases where the liability
+of the ship has been contested, with the
+consent, in writing, of a majority of the
+underwriters on the hull and/or machinery
+(in amount), we will also pay a
+like proportion of three-fourths part of
+the costs thereby incurred or paid; but
+when both vessels are to blame, then,
+unless the liability of the owners of one
+or both of such vessels becomes limited
+by law, claims under the collision clause
+<span class='pageno' id='Page_277'>277</span>shall be settled on the principle of cross
+liabilities as if the owners of each vessel
+had been compelled to pay to the
+owners of the other of such vessels such
+one-half or other proportion of the latter’s
+damages as may have been properly
+allowed in ascertaining the balance or
+sum payable by or to the assured in consequence
+of such collision; and it is
+further agreed that the principles involved
+in this clause shall apply to the
+case where both vessels are the property,
+in part or in whole, of the same
+owners, all questions of responsibility
+and amount of liability as between the
+two ships, being left to the decision of
+a single arbitrator, if the parties can
+agree upon a single arbitrator, or failing
+such agreement, to the decision of arbitrators,
+one to be appointed by the managing
+owners of both vessels, and one
+to be appointed by the majority in
+amount of underwriters interested in
+each vessel; the two arbitrators chosen
+to choose a third arbitrator before entering
+upon the reference, and the decision
+of such single, or of any two of
+such three arbitrators, appointed as
+above, to be final and binding.</p>
+
+<p class='c007'>“This insurance also specially to cover
+loss of and/or damage to hull or machinery
+through the negligence of master,
+mariners, engineers, or pilots, or
+through explosions, bursting of boilers,
+breakage of shafts, or through any latent
+defect in the machinery or hull,
+provided such loss or damage has not
+<span class='pageno' id='Page_278'>278</span>resulted from want of due diligence by
+the manager.”</p>
+
+<p class='c007'>By the terms of the above policy no
+damage under $100 could be collected.</p>
+
+<p class='c007'>Another clause allowed the yacht to
+touch and stay at any ports or places,
+and for any and all purposes.</p>
+
+<p class='c007'>Another clause made the liability
+cover the hulls, spars, sails, boats, etc.</p>
+
+<p class='c007'>Yet another clause provided that a
+fixed sum should be returned for every
+fifteen days canceled and for a like
+number of days laid up dismantling,
+overhauling, repairing, etc. This, as
+the intelligent reader will see, is to guard
+against an usurious interest when the
+yacht is not exposed to the perils of corsairs
+or rovers on the deep green sea.</p>
+
+<p class='c007'>The collision clause generally provides
+that although the yacht insured
+may be in fault the underwriters must
+pay up to three-fourths of the value of
+the policy toward the repair of the
+damaged vessel or the general repairs.
+For example, a yacht insured for $5,000
+runs into another craft and damages
+her to the extent of $4,000. In that event
+the underwriters are responsible to the
+extent of $3,750.</p>
+
+<p class='c007'>What is called the “racing clause” is
+sometimes added, which makes the underwriters
+liable for total or other loss
+while the yacht is in the act of racing.</p>
+
+<p class='c007'>A policy for $1,250 covering five
+months should cost no more than ten
+per cent. if the yacht is in good condition.
+Rates vary on laying-up policies
+<span class='pageno' id='Page_279'>279</span>covering risks from fire, falling over,
+etc., while the craft is out of commission.</p>
+
+<p class='c007'>A yacht should be insured for her full
+value. If insured for less the ratio
+which that amount bears to the true
+value will be deducted from the amount
+given as compensation for damages.
+Here is an English case in point. A
+man insured a boat for £200, her true
+value, as declared by him to Lloyd’s
+agent at the time, being £250. She suffered
+damages in a blow. The owner
+agreed to accept £25 for compensation.
+He was tendered £20, the explanation
+being that he had undertaken a fifth
+part of the risk on the craft himself, inasmuch
+as he had insured the boat for
+£50 less than her real value; also that
+as he had agreed upon £25 as compensation
+for the damage sustained, the
+underwriters could only be called upon
+to pay £20. An appeal to the courts
+resulted in a judgment for the underwriters.</p>
+
+<p class='c007'>It may be mentioned that English
+companies do the bulk of marine insurance,
+and that the law with regard to
+it is practically the same in the British
+Islands and this country.</p>
+
+<p class='c007'>After mentioning all the dangers that
+may cause total loss, which is fully insured
+against, the policy states that
+where only partial damage is sustained
+the underwriters will pay an average
+for the repair of such damage at the
+rate of 3 per cent.</p>
+
+<p class='c007'><span class='pageno' id='Page_280'>280</span>The $100 clause is advantageous to
+the owner of a large yacht, for any
+damage that the craft might meet with
+while at sea, whether in the nature of
+collision, or carrying away of gear by
+stress of weather, would be more likely
+to exceed than come within the $100
+limit. With small craft it is different.
+It would be a rather severe accident
+that would necessitate $100 worth of
+repairs. Some companies, realizing the
+injustice of this $100 clause, have
+lowered the amount to $50, but for this
+a slightly increased premium is demanded.
+I would advise all insurers of
+small boats to insist upon the $50 clause.</p>
+
+<p class='c007'>When taking out a policy on a sailing
+yacht, whether for coasting or deep-water
+cruising, no stipulation is made
+as to the sailing-master being provided
+with a license. In fact, the law does
+not make it obligatory for the commander
+of a sailing yacht to pass any
+examination whatever; but the skipper
+of a steam yacht, like the engineer, must
+pass the regular examination and be
+provided with a license. The reason
+for this does not seem quite clear to the
+layman.</p>
+
+<p class='c007'>The owner of a yacht, if he acts as
+his own skipper and engages the crew
+himself, has all the autocratic power of
+a master in the merchant marine. He
+can quell a mutiny with the pistol, clap
+a refractory “shell-back” into irons, and
+maintain stern discipline afloat. But
+happily the yachtsman is never called
+<span class='pageno' id='Page_281'>281</span>upon to exercise any severe measures
+such as those mentioned. If, however,
+the occasion called for the exercise of
+stringency the law would protect the
+yacht owner.</p>
+
+<p class='c007'>If a sailor is discharged for misconduct
+he forfeits the outfit provided for
+him by the owner. Few yachtsmen,
+however, insist upon this, and the discharged
+seaman is allowed to take his
+“dunnage” ashore with him, but the
+outfit is legally the property of the
+owner.</p>
+
+<div  class='figcenter id002'>
+<img src='images/i_280.jpg' alt='[Rowboat]' class='ig001'>
+</div>
+
+<div class='chapter'>
+  <span class='pageno' id='Page_282'>282</span>
+  <h2 class='c005'>XI.<br> <span class='c012'>THE COST OF YACHTING.</span><br> <span class='c013'>CAUTIONARY AND ECONOMICAL HINTS TO TYROS ABOUT TO EMBARK IN THE SPORT.</span></h2>
+</div>
+
+<p class='drop-capa0_0_6 c006'>In a witty essay Mr. W. L. Alden,
+author of “The Canoe and the Flying
+Proa,” points out that the most
+reckless woman is vastly inferior in
+wild extravagance to the ordinary yacht
+whose owner has enrolled her in a yacht
+club. It is with yachts as it is with
+women, he argues. A man who provides
+himself with a pretty wife,
+equipped with a sufficient quantity of
+clothes, might keep her very cheaply if
+he did not permit her to go into society,
+which Mr. Alden conceives is about the
+same as introducing a yacht to the society
+of other fashionable yachts. He
+declares that when the once modest
+schooner or bashful sloop has once
+tasted the pleasures of a regatta, she
+proceeds to lavish her owner’s fortune
+with frightful recklessness. During the
+racing season she splits her sails as
+though they were lace flounces, and
+sheds topmasts and booms as though
+they were hairpins. At the close of the
+season he has to call in the aid of the
+shipbuilding profession, and to lavish
+<span class='pageno' id='Page_283'>283</span>upon her costly tonics of hemp and iron
+and other expensive remedies prescribed
+by skillful yachting specialists.</p>
+
+<p class='c007'>When spring returns she is not satisfied
+with the position of her masts; she
+insists upon being provided with a new
+and more graceful stern and a complete
+wardrobe of new sails and signals.
+After these are supplied she declines to
+race unless her bow is lengthened ten
+or fifteen feet. Next, she finds fault
+with her figure and wants to be given
+more breadth of beam. Mr. Alden
+thinks that the owner of such a craft
+ought to have an independent fortune,
+or at least be counsel for an insolvent
+railroad. A yacht that squanders money
+like water all summer, undergoes elaborate
+repairs in the fall, and is completely
+remodeled every spring, is infinitely
+more extravagant than any woman who
+ever wore 32mo shoes or microscopic
+gloves. Mr. Alden concludes that the
+only way to be a happy yachtsman is to
+buy a slow and plain-looking yacht that
+rarely cares to go into society and carefully
+shuns the giddy regatta.</p>
+
+<p class='c007'>There is much solid substance in the
+above, though at first sight it may appear
+to be somewhat fantastic. Unless
+an owner takes a personal interest in
+his yacht she is bound to prove a very
+costly luxury. If he gives <i>carte blanche</i>
+to every Tom, Dick and Harry that has
+to do with her he will be amazed at the
+extent of the bills. The most expensive
+luxuries in the world are said to be
+<span class='pageno' id='Page_284'>284</span>racing stables and theatres run for the
+pleasure of rich men without business
+instincts. A large racing yacht conducted
+on the same extravagant and
+reckless basis might well hold the third
+place in the list.</p>
+
+<p class='c007'>A prudent man, before investing in a
+yacht, will make inquiries as to the probable
+expense likely to be incurred, and
+will cut his coat according to his cloth.
+In this he will act as a sensible man
+making any other investment. Before
+purchasing a cottage at Newport, a
+person of average intelligence calculates
+the cost, and decides whether it is
+within his power to afford such a luxury.
+He doesn’t rush at it blindly like a bull
+at a gate. Most of our racing yachtsmen
+have begun when mere boys,
+generally with small craft, and have
+gradually worked their way upward
+tentatively, as it were, until they have
+owned the largest type of vessel. Take
+Mr. J. Rogers Maxwell, a representative
+yachtsman, as an instance. He commenced
+his yachting career with a
+mere cockleshell of a craft some fifteen
+feet long. He has ascended by easy
+stages, and knows the cost of building
+and running all kinds of pleasure craft.
+The result of his varied experience
+would be valuable indeed, for he has
+had a hand in the design of every craft
+that has carried his private signal.</p>
+
+<p class='c007'>The life of the yacht owner, of course,
+is not all rose-colored. There is an
+occasional dash of bitterness in his daily
+<span class='pageno' id='Page_285'>285</span>draught. It is possible for him to hire
+a sailing-master who knows his business,
+to engage a temperance crew, and
+even to secure the services of a steward
+who is honest to the core. But there is
+ever present with him, from the morning
+he goes into commission in the
+spring until the chilly afternoon in the
+autumn when he hauls into winter
+quarters, the Yachting Parasite.</p>
+
+<p class='c007'>The yacht owner soon becomes painfully
+aware of the existence of this excrescence.
+Whenever a camel falls down
+exhausted on the sands of the desert, a
+vulture is sure to await him with ravenous
+appetite and murderous beak and
+talons. So, too, wherever a yacht owner
+touches, he is always sure to be beset by
+some flattering knave eager for an invitation,
+and longing to stretch his legs
+under the cabin table and partake of its
+hospitable fare.</p>
+
+<p class='c007'>This is the fellow to steer clear of, for
+if he once manages to get himself domesticated
+he becomes like a tame cat.
+He will flirt with the ladies aboard, if
+they are so foolish as to permit it; he
+will rook your son at cards; he will call
+for and drink your choicest vintages,
+and smoke your most fragrant weeds;
+and all this with an insolent air of proprietorship
+galling in the extreme. The
+only way to rid yourself of his presence
+is to burn the yacht, or to lash a couple
+of cannon balls to his legs and make
+him walk the plank. He is above taking
+even a broad hint to depart.</p>
+
+<p class='c007'><span class='pageno' id='Page_286'>286</span>The Yachting Parasite has an abundant
+feeding ground in America. Some
+of our yacht owners are marvelously
+susceptible to flattery. The Parasite is
+wide awake to this weakness and avails
+himself of it. He secures a season’s
+free board amid luxurious surroundings.
+He lives on the fat of the land, and
+the yacht owner hasn’t moral courage
+enough to kick him ashore. On the contrary,
+he seems to enjoy his sugary
+speeches. The Parasite is found under
+every flag, our American variety being
+naturally jealous of any foreign rival.
+Particularly objectionable to him is the
+English or Irish interloper with parasitical
+designs on what he regards as his
+own rightful prey. The successful Parasite
+thus lives a pleasant life during the
+yachting season. He has more fun than
+the owner, and neither expense nor responsibility.
+He sometimes is fortunate
+enough to be retained in his master’s
+household all winter. His fawnings
+have become indispensable to his patron’s
+comfort. A queer creature, truly,
+but he is one of our recognized yachting
+“institutions.” Guard against him,
+my brethren; never let him play the
+part of Old Man of the Sea to your
+Sindbad the Sailor. He is too unwholesome
+and expensive a luxury for you,
+and it is about time that he is abolished.</p>
+
+<p class='c007'>In times of serious financial depression,
+when a cold wave of economy permeates
+the land, owners of large schooners
+<span class='pageno' id='Page_287'>287</span>need be at no loss for substantial
+reasons for tardiness in fitting out.</p>
+
+<p class='c007'>These spacious craft are expensive to
+run. They are great gobblers up of
+greenbacks, their voracity being incapable
+of appeasement. As a matter of
+fact, yachtsmen fall an easy prey to
+land-sharks disguised as ship-chandlers
+and merchants who cater to the needs
+of those who take their pleasure afloat.</p>
+
+<p class='c007'>Monster steam vessels and unwieldy
+schooners soon reduce the balance at
+the bank unless their owners bring to
+bear on the situation the same business
+shrewdness that dominates their offices
+in Wall street, where every little bill is
+audited with lynx-eyed subtleness, and
+the salary list, from the cashier to the
+three-dollar-a-week office boy, is scrutinized
+with economical care every
+week in the hope of cutting down expenses
+by reducing the working staff.</p>
+
+<p class='c007'>My heart goes out to the man who
+cultivates yacht racing not for ostentatious
+and vulgar display, but from an innate
+and hearty love of the sport. If I
+can give him a few hints on the way of
+saving a dollar or two of his modest
+store, I shall only be too delighted.</p>
+
+<p class='c007'>The carrying of large crews is obligatory
+in racing yachts but is by no means
+requisite. In another chapter I have
+mentioned the small number of men
+carried on the <i>America</i> and <i>Sappho</i> in
+their voyages across the ocean. In the
+Atlantic race of December, 1866, in
+which <i>Henrietta</i>, <i>Vesta</i> and <i>Fleetwing</i>
+<span class='pageno' id='Page_288'>288</span>took part, each yacht carried a complement
+of four officers and twenty-two
+men. This was a large ship’s company
+for a 200-ton schooner, but the season
+was winter and the stakes $90,000, so no
+risk was taken. The centerboard schooner
+<i>Montauk</i>, in her voyage to the West
+Indies in 1884, carried a sailing-master
+and a crew of thirteen. The <i>Athlon</i>, a
+60-foot sloop, is worked by a skipper, two
+men before the mast and a steward.
+Captain Henry Andruss of the <i>Sasqua</i>,
+a smart 35-footer, carries only one paid
+hand, but then Andruss is a host in himself
+and his son makes his weight felt
+when he tails on to the mainsheet.</p>
+
+<p class='c007'>That this question is considered of importance
+in England is evident from the
+following editorial which I transcribe
+from the <i>Yachtsman</i>:</p>
+
+<p class='c007'>“One of the best features in the early
+life of British yachting was that the
+vessels then engaged in racing did not
+depend so much as in these days on
+professional aid for smartness and seamanship.
+We may smile at times when
+we read the accounts of races sailed fifty
+years ago, and at the yarns of ‘the veteran’
+anent ‘the good old days,’ etc.; but
+there cannot be a doubt that yacht racing
+has since then drifted too much into
+professional hands, and whilst we have
+learned (small credit to us) to look for
+greater smartness in the handling of our
+racing yachts, we must not ignore the
+fact that we pay for it right royally. In
+proportion to the number of racing
+<span class='pageno' id='Page_289'>289</span>yachts now afloat there can be no doubt
+that good amateur sailors are lamentably
+fewer than they were even twenty years
+ago.</p>
+
+<p class='c007'>“If in the wisdom of the Y. R. A. it
+should be so decided that paid hands
+shall be limited in number for each class,
+the change should be hailed with joy,
+and to lessen the sorrow of the grumbler
+it may be pointed out that the smallest
+number likely to be assigned in every
+case would be far in excess of what our
+forefathers would have dreamed of. The
+cost of crews is enormous nowadays, not
+only from their numbers, but from the
+excessive remuneration for their services.
+This is a matter, indeed, which
+cannot be regulated in any feasible way
+that we know of, and therefore a limitation
+in the number of paid hands is the
+more desirable. To compare the wages,
+or ‘salaries,’ of to-day with those of past
+times, we may mention that when the
+old Clyde clipper <i>Clarence</i> was in her
+prime (about 60 or 65 years ago) her
+sailing-master received £1 per week,
+and her ordinary hands 18s. They had
+no outfits given them, and they were
+grateful for a glass of grog to celebrate
+the winning of a prize. This was a typical
+case until the early fifties, when the
+scale of wages seems to have gone up.
+In the <i>Stella</i> and <i>Cymba</i> days, sailing-masters
+of renown got £1 5s. per week,
+and the men £1, and then outfits and
+prize-money first began to appear, though
+on a very small scale. McKirdy, skipper
+<span class='pageno' id='Page_290'>290</span>of the <i>Cymba</i>, was the first sailing-master,
+so far as we know, who received a
+yearly salary.</p>
+
+<p class='c007'>“Those were ‘the good old days,’
+however, and in nothing have they gone
+beyond recall more than in the lowness
+of wages. That they are now beyond
+recall may easily be believed by all
+yacht owners, and, therefore, these
+should hail with gladness any scheme
+likely to stop one or two of the many
+leaks in their purses. Some of those
+leaks, however, might well be counteracted
+by the clubs through the simple
+expedient of increasing the amount of
+their prizes. To offer the 20-raters of
+to-day the same sum as was offered as a
+prize to the 20-tonners of 1870 is strikingly
+absurd.”</p>
+
+<p class='c007'>In general it may be remarked that it
+is wise to ship no more cats than can
+catch mice; before making repairs to
+your vessel to procure estimates; to buy
+your stores and provisions in the open
+market and exercise judicious economy
+in the running of the yacht.</p>
+
+<p class='c007'>It should be remembered that aside
+from the first cost it takes very little
+more to run a 30-footer than a 15-footer.
+In the latter you have no accommodations
+whatever, while a 30-footer can be
+made quite a roomy little ship if space
+is judiciously adapted. Three men can
+handle a 30-footer with ease, if the fingers
+of the men are not all thumbs.</p>
+
+<p class='c007'>Before buying a yacht see that there
+are no liens against her for unpaid wages
+<span class='pageno' id='Page_291'>291</span>or stores. If she has been libeled in the
+Court of Admiralty you will probably
+have to pay claim and costs. A creditor
+can without trouble libel a yacht and put
+an officer in possession. Your only course
+then to pursue, if you dispute the claim,
+is to give a bond for the amount and
+fight the matter in the courts.</p>
+
+<p class='c007'>Following is the scale of wages for
+yacht sailors now prevailing:</p>
+
+<table class='table1'>
+  <tr>
+    <td class='c011'>Captains</td>
+    <td class='c017'>from</td>
+    <td class='c019'>$250</td>
+    <td class='c017'>to</td>
+    <td class='c019'>$60</td>
+    <td class='c018'>per month</td>
+  </tr>
+  <tr>
+    <td class='c011'>Mates</td>
+    <td class='c017'>„</td>
+    <td class='c019'>100</td>
+    <td class='c017'>„</td>
+    <td class='c019'>50</td>
+    <td class='c018'>„</td>
+  </tr>
+  <tr>
+    <td class='c011'>Engineers</td>
+    <td class='c017'>„</td>
+    <td class='c019'>175</td>
+    <td class='c017'>„</td>
+    <td class='c019'>90</td>
+    <td class='c018'>„</td>
+  </tr>
+  <tr>
+    <td class='c011'>Engineers on small yachts</td>
+    <td class='c017'>„</td>
+    <td class='c019'>125</td>
+    <td class='c017'>„</td>
+    <td class='c019'>85</td>
+    <td class='c018'>„</td>
+  </tr>
+  <tr>
+    <td class='c011'>Stewards</td>
+    <td class='c017'>„</td>
+    <td class='c019'>100</td>
+    <td class='c017'>„</td>
+    <td class='c019'>60</td>
+    <td class='c018'>„</td>
+  </tr>
+  <tr>
+    <td class='c011'>Cooks</td>
+    <td class='c017'>„</td>
+    <td class='c019'>125</td>
+    <td class='c017'>„</td>
+    <td class='c019'>50</td>
+    <td class='c018'>„</td>
+  </tr>
+  <tr>
+    <td class='c011'>Sailors</td>
+    <td class='c017'>„</td>
+    <td class='c019'>30</td>
+    <td class='c017'>„</td>
+    <td class='c019'>25</td>
+    <td class='c018'>„</td>
+  </tr>
+</table>
+<p class='c007'>The cost of outfits follows:</p>
+
+<table class='table1'>
+  <tr>
+    <td class='c011'>Captain</td>
+    <td class='c020'>$75</td>
+  </tr>
+  <tr>
+    <td class='c011'>Mate</td>
+    <td class='c020'>55</td>
+  </tr>
+  <tr>
+    <td class='c011'>Engineer</td>
+    <td class='c020'>60</td>
+  </tr>
+  <tr>
+    <td class='c011'>Cook</td>
+    <td class='c020'>50</td>
+  </tr>
+  <tr>
+    <td class='c011'>Steward</td>
+    <td class='c020'>40</td>
+  </tr>
+  <tr>
+    <td class='c011'>Sailors, each</td>
+    <td class='c020'>35</td>
+  </tr>
+  <tr>
+    <td class='c011'>Messman</td>
+    <td class='c020'>35</td>
+  </tr>
+</table>
+
+<p class='c007'>The expense of keeping a 40-footer depends
+much upon the tastes of her owner
+and whether used for racing or cruising.
+Here, however, is an example. It will
+be noted that the rates are lower, owing
+to the size of the craft:</p>
+
+<table class='table1'>
+  <tr>
+    <td class='c011'>Captain</td>
+    <td class='c019'>$60</td>
+    <td class='c017'>a month;</td>
+    <td class='c017'>outfit</td>
+    <td class='c020'>$25</td>
+  </tr>
+  <tr>
+    <td class='c011'>Two sailors</td>
+    <td class='c019'>60</td>
+    <td class='c017'>„</td>
+    <td class='c017'>„</td>
+    <td class='c020'>25</td>
+  </tr>
+  <tr>
+    <td class='c011'>Cook</td>
+    <td class='c019'>50</td>
+    <td class='c017'>„</td>
+    <td class='c017'>„</td>
+    <td class='c020'>20</td>
+  </tr>
+  <tr>
+    <td class='c011'>Waiter</td>
+    <td class='c019'>35</td>
+    <td class='c017'>„</td>
+    <td class='c017'>„</td>
+    <td class='c020'>18</td>
+  </tr>
+</table>
+
+<p class='c007'>The grub for the crew would cost 50
+cents per day per man.</p>
+
+<table class='table1'>
+  <tr>
+    <td class='c011'>Hauling out three times during the season,</td>
+    <td class='c020'>$ 50</td>
+  </tr>
+  <tr>
+    <td class='c011'>New mainsail</td>
+    <td class='c020'>100</td>
+  </tr>
+</table>
+
+<p class='c007'>Racing money is paid as follows in
+large yachts when a victory is scored:</p>
+
+<table class='table1'>
+  <tr>
+    <td class='c011'>Captains</td>
+    <td class='c020'>$25</td>
+  </tr>
+  <tr>
+    <td class='c011'>Mates</td>
+    <td class='c020'>10</td>
+  </tr>
+  <tr>
+    <td class='c011'>Sailors</td>
+    <td class='c020'>5</td>
+  </tr>
+</table>
+
+<p class='c007'>It is not usual in this country to pay
+“losing money.”</p>
+
+<div class='chapter'>
+  <span class='pageno' id='Page_292'>292</span>
+  <h2 class='c005'>XII.<br> <span class='c012'>THE LAST WORD.</span><br> <span class='c013'>FINAL HINTS TO TARS WHO WANT TO SAIL THEIR OWN CRAFT.</span></h2>
+</div>
+
+<p class='drop-capa0_0_6 c006'>The small cruising and racing yacht
+has now become so fashionable
+that a vast number of recruits
+have joined the already large
+navy of yachting amateurs. In many
+cases the owners of the craft new last
+season have only a slight and superficial
+knowledge of a boat, and will depend
+on their professional skippers for the
+navigating and general management of
+her. This is as it should be.</p>
+
+<p class='c007'>There are, however, certain matters
+relating to the internal economy of a
+yacht which cannot be learned from the
+average skipper, and this article is devoted
+to their exposition and discussion.
+The hints given are practical,
+and may possibly be of use to men just
+embarking in the sport, as well as those
+entering upon their second season.</p>
+
+<p class='c007'>The owner of a small racing yacht
+taking part in the squadron cruise of
+the New York Yacht Club, which sometimes
+extends as far as Bar Harbor,
+Me., should take care that he carries
+<span class='pageno' id='Page_293'>293</span>along with him a sufficient “sea kit”
+for all the emergencies of the voyage.
+Certain social functions at Newport, for
+instance, will render evening clothes
+necessary, if not indispensable, to any
+yachtsman desiring to participate in the
+social gayeties of the Cowes of America.
+A “claw-hammer” coat is my pet
+abomination, and personally I would
+never “hoodoo” a racing yacht with
+any such luxurious superfluity. So
+strong is my antipathy to this garment
+of civilization that my will contains a
+special clause forbidding my undertaker
+to attire me for the grave in a so-called
+dress suit, as is sometimes the
+custom in this country.</p>
+
+<p class='c007'>But I am no prejudiced churl, and
+will willingly give the benefit of my experience
+to those who would not “feel
+at home” after sundown unless clad in
+the regulation society garb. Now a
+dress suit to look well must be kept free
+from damp, otherwise it will speedily
+mildew. The cabin of a little racer is
+always exposed to the danger of moisture,
+either in the form of rain or of
+spray. Sometimes a veritable “green
+sea” in an unguarded moment finds its
+way below, and then woe to the nautical
+dandy who has intrusted his shore toggery
+to the untender mercies of a
+leather portmanteau or dress-suit case!
+No self-respecting girl will dance with
+a young man whose evening clothes
+have been made unsightly by sea water,
+no matter how scarce the dancing
+<span class='pageno' id='Page_294'>294</span>species of the genus homo may happen
+to be.</p>
+
+<p class='c007'>To preserve “swell togs” in spick-and-span
+condition the wise yachtsman
+will provide himself with a metal uniform
+case, airtight and waterproof,
+such as navy and army officers use when
+on service in tropical climates where
+humidity and cockroaches play havoc
+with unprotected uniforms. In this case
+the nautical dude may snugly stow his
+dress suit and dancing shoes, his
+“biled” shirts, collars, white ties, jewelry,
+and such other trifles as he may
+see fit, including stationery, postage
+stamps and whatever paper currency he
+may have with him. I say stationery
+and stamps advisedly, having experienced
+the annoyance of trying to write
+on paper damaged by spray and envelopes
+gummed up by heat and humidity.
+It might, however, be well to omit the
+ink as an inmate of your uniform case,
+as mishaps are rather more frequent
+afloat than ashore, and ink stains are
+difficult to eradicate from collars, shirts
+and cuffs. This case may be stored
+away in the most convenient location
+possible, and its owner may rely on
+finding its contents in good condition,
+no matter how severe the weather the
+little boat has encountered.</p>
+
+<p class='c007'>The remainder of the owner’s wardrobe
+may be carried in a sailor’s painted
+duck bag, or, if this simple and inexpensive
+device is not “swagger”
+enough, in an india-rubber bag, such
+<span class='pageno' id='Page_295'>295</span>as may be obtained of any dealer in
+sportsmen’s supplies. Woolen underwear
+is preferable to any other, and as
+it can now be had in the lightest weights,
+the old objection of heaviness and too
+much warmth has lost its significance.
+Serge and flannel clothes are best suited
+for ordinary wear at sea, and flannel
+pajamas will also be found more serviceable
+and comfortable than those of any
+other material. Woolen socks and blue,
+hand-knitted guernseys are also to be
+recommended. These few hints with
+regard to clothing must suffice, as every
+man has his own peculiar ideas as to
+the rigging and adorning of his person,
+and is slow to adopt any other fellow’s
+notions or follow advice, no matter how
+kindly offered.</p>
+
+<p class='c007'>Remember that it is not safe to put
+to sea without a corkscrew and a can-opener.
+In fact, these tools are so indispensable
+when on the briny that they
+should be duplicated or even triplicated.
+When a thirsty tar needs a glass of
+grog, medicinally or as a beverage, it is
+very provoking to be told that the corkscrew
+is mislaid. An old sea-crony of
+mine used to provide against such contingencies
+by always carrying, made fast
+to a lanyard round his neck, a sailor’s
+knife, whose “other blade was a corkscrew,”
+so he was never at a loss to
+tackle a rum bottle or a sardine can
+whenever the emergency arose. Shipmates!
+take an old sea-dog’s advice and
+follow this most excellent example.</p>
+
+<p class='c007'><span class='pageno' id='Page_296'>296</span>Matches should be carried in glass
+jars with wind and water tight covers.
+These are good receptacles also for tobacco,
+either in plugs or cut. Cigars,
+too, may be kept in them without that
+injury to their fragrance inseparable
+from their absorption of sea-air, which
+has ruined the flavor of the finest of
+Havanas. If these glass jars are covered
+with canvas neatly sewn on, they
+will run no risk of breakage.</p>
+
+<p class='c007'>The yachtsman must use his own discretion
+regarding medical supplies. I
+recommend essence of ginger, extract
+of witch hazel, absorbent cotton, rubber
+sticking-plaster (which requires neither
+heat nor moisture for its application)
+rolled up in an airtight tin box, thread
+and needles, muslin bandages, a forceps
+for extracting splinters, vaseline, seidlitz
+powders (in an airtight tin), and Horsford’s
+acid phosphate as among the most
+pressing necessities to be taken along.</p>
+
+<p class='c007'>A mixture of baking soda and vaseline
+in equal parts is a most excellent
+ointment for the cure of sunburn. I
+have known a landlubber’s lily-white
+skin to be so scarified by the burning
+rays of the sun as to cause him excruciating
+agony. An application of the
+mixture mentioned above afforded him
+quick relief.</p>
+
+<p class='c007'>A large stowing place for ice is indispensable
+to health and comfort in
+these latitudes. If you should, however,
+happen to fall short of this necessary,
+it should not be forgotten that a
+<span class='pageno' id='Page_297'>297</span>canvas bucket filled with fresh water
+and covered with cheesecloth to keep
+out dust and flies, if hung up in the
+sun, will afford a supply of agreeably
+cold water. This is an old “wrinkle,”
+much used in tropical climates. A porous
+earthenware jar will also accomplish
+the same result, the effect being
+produced by evaporation.</p>
+
+<p class='c007'>The cuisine of a small racing yacht is
+necessarily limited. The solution of
+the cooking-stove problem has not as
+yet been accomplished. Gasoline stoves
+are clean, convenient and efficient, but
+they are dangerous. Oil stoves with
+wicks, on account of their odor, smoke
+and dirt, are objectionable; cook and
+cabin are covered with lampblack. Coal
+stoves generate too much heat below for
+true comfort in our summers. The sea
+stove of the future will probably be an
+adaptation of the wickless oil stove,
+which is as cleanly as an alcohol stove
+and equally free from dirt and odor, and
+burns ordinary kerosene oil.</p>
+
+<p class='c007'>The good quality of the canned meats,
+vegetables and fruits, as put up nowadays,
+renders a yachtsman pretty nearly
+independent of a galley. With a capacious
+ice box, he can store supplies of
+cooked meats and fowls, which, with
+the aid of his stock of canned goods,
+will keep him going. A stove on which
+he can boil a kettle for coffee or tea and
+fry a dish of fish or ham and eggs is all
+that is absolutely necessary. He wants
+all the available space for his racing
+<span class='pageno' id='Page_298'>298</span>sails and gear, and cannot spare room
+below for a Delmonico kitchen. Thus
+the æsthetic epicure or even the ordinary
+glutton (I guess there is but little
+difference between them) must make
+some notable gastronomical sacrifices
+while in the pursuit of yacht prizes, but
+he can easily atone for scanty fare
+afloat when he reaches the shore, where
+hotels with epicurean larders are within
+easy distance. But, as a matter of fact,
+the ordinary yachtsman will fare admirably
+on such “grub” as he can carry
+along from port to port, and he need
+never be forced to seek the hospitality
+of a caravansary.</p>
+
+<p class='c007'>Some cooks have a violent prejudice
+against the humble and innocuous frying-pan.
+They denounce it until they
+are black in the face. I have found this
+culinary utensil invaluable in a small
+vessel where an oil stove only was possible,
+and the use of a broiler consequently
+impracticable. Procure not the
+ordinary shallow pan, such as is commonly
+used in kitchens ashore, but a
+deep pan with a tightly fitting cover
+and a long handle, such as French <i>chefs</i>
+affect. In this a great variety of food
+can be prepared—savory stews, appetizing
+curries and soups. If you heat the
+pan very hot before you put a steak or
+a chop in it (omitting fat or butter), in
+flavor and tenderness you can scarcely
+distinguish it from a genuine grill. My
+word for it, a frying-pan, intelligently
+used, is a boon and a blessing aboard a
+<span class='pageno' id='Page_299'>299</span>small vessel. But mind and get a deep
+one with a cover, as a shallow one is of
+little use when the boat is pitching or
+rolling, or even sailing in smooth water
+but heeling over to the breeze.</p>
+
+<p class='c007'>If you happen to get hold of a good
+“Jap” for a sea cook, he will be able to
+boil rice correctly. Some fellows don’t
+like rice. The reason is because they
+have never eaten it cooked to Oriental
+perfection, when every grain is plump
+and dry and separate from its fellow. It
+is different when you get a mushy abomination
+served up to you in lieu of a dish
+pretty to look at and grateful to the
+palate.</p>
+
+<p class='c007'>I learned to cook rice when a boy
+plying on a schooner owned by the
+Jehanum Jow Juldee Railroad, which
+used to connect Negapatam with Madras.
+The native cook was my teacher.
+First he placed his measure of rice in a
+deck bucket, washing it repeatedly with
+water fresh from the ocean. He explained
+to me in his Tamil language,
+that unless this process was followed
+the grains of rice would cling together
+and coagulate and form into a porridge,
+loathsome to look at and worse to taste.
+After washing the rice thoroughly, he
+placed it in a pot of furiously boiling
+fresh water—no salt being added. Then
+he would fire up like an infernal stoker
+and keep the pot in a splendid state of
+ebullition. And mark you, messmates
+all, he never stirred the heated mass!</p>
+
+<p class='c007'>After boiling for twenty minutes, he
+<span class='pageno' id='Page_300'>300</span>reduced the heat, strained off the water,
+carefully reserving it for drinking purposes
+(for congee water isn’t half bad),
+and then let the rice swell and dry for
+half an hour under a very moderate fire.
+The result was <span class='sc'>Rice</span>!</p>
+
+<p class='c007'>As a grateful accompaniment to this
+staple comestible, his custom was to
+prepare a curry, often of prawns, which
+grow to perfection on the Coromandel
+Coast. Now, far be it from me to decry
+the luscious excellence of the American
+prawn, whose toothsome delicacy has
+often tickled my palate, but in the interest
+of truth I must say that the species
+which flourishes under the Stars and
+Stripes must retire into insignificance in
+the matter of size, plumpness, juiciness
+and flavor when compared with the
+prawns of Madras. Some of these attain
+the length of nine inches. Parboiled
+in sea water, dexterously deprived
+of their scaly armor, and then impaled
+on thin strips of bamboo, they were ready
+for the deft and scientific touch of our
+Madrassee <i>chef</i>. In an earthenware
+“chatty” he placed a sufficient quantity
+of “ghee,” or native butter. When this
+reached the sizzling stage, he added a
+little finely shred onion and a suspicion
+of garlic, watching the stewpan with
+the kindly care of a mother until it
+reached the golden-brown stage. Next,
+with tender solicitude, he put in the
+prawns and the curry and watched the
+product stew in its own juice until its
+fragrance enticed all hands with watering
+<span class='pageno' id='Page_301'>301</span>mouths to cluster round his base of
+operations.</p>
+
+<p class='c007'>About the curry? Please don’t ask
+me for its ingredients. I was only a
+hungry boy then and didn’t know enough
+to investigate its component parts. I
+am sure, however, that it contained
+chillies, turmeric, the pulp of green cocoanut
+and a host of other Eastern condiments,
+and that the result was gastronomic
+joy. To make a dish of palatable
+curry in a yacht’s kitchen and in half an
+hour is easy. In your deep frying-pan
+place a chunk of butter as big as an egg.
+When it melts and begins to smoke add
+a large onion sliced and a tablespoonful
+of curry powder and any cold meat or
+cold fish you may have on hand, cut up
+in small chunks. Let it cook for fifteen
+minutes and fall to and eat!</p>
+
+<p class='c007'>Curry is like the true West India pepper-pot.
+It can be made of almost anything.
+Fresh meat or fish, canned meat
+or vegetables, will always taste good. All
+that is actually necessary in the way of
+condiments may be thus summarized:
+Butter, onions (garlic to those who believe
+it to be the violet of vegetables,
+always in a small quantity), red and
+black pepper, curry powder and chutnee.
+With these ingredients a palatable dish
+is always at hand. No Asian or Eurasian
+thickens his curry with flour. A squeeze
+of lemon or lime-juice adds zest to the
+dish.</p>
+
+<p class='c007'>In concluding these culinary hints I
+may say that chops, ham and eggs, may
+<span class='pageno' id='Page_302'>302</span>be prepared with facility in the deep
+frying-pan already recommended. Let
+the pan be blazing hot when your ambition
+urges you to serve up a sirloin steak
+or an English mutton chop. Put no fat
+in the pan. The object is to sear up the
+fibre of the meat and keep in the juices.
+When you think the meat is cooked put
+it in a hot dish, butter it on both sides
+and pipe all hands to dinner.</p>
+
+<p class='c007'>When you fry fish, oysters or clams,
+place them in boiling fat and cook rapidly.
+The best and freshest of fish is
+ruined by letting it get soddened in lukewarm
+grease.</p>
+
+<p class='c007'>Now here is my recipe for fish chowder,
+and when you have once partaken
+thereof you will cry like a child for
+more. Procure a small codfish or haddock,
+while yet squirming from the hook,
+clean him well and parboil him, reserving
+the water in which he was cooked.
+Remove head, tail, skin and bone, and cut
+him up into moderate mouthfuls. Place
+an iron pot on the galley fire. When it
+is hot throw in a lump of butter and six
+onions sliced finely. When the fragrant
+odor of the onion arises throw in your
+fish. Cover the pot close so that the fish
+may absorb all the flavor. Then add
+potatoes in very small quantities and
+some of the broth the fish primarily simmered
+in, and wait till it is cooked and
+then ask a blessing and eat it. One hint
+and then I am done. Let each man flavor
+his own dish. Don’t you as sea cook
+usurp a man’s rights. Provide the usual
+<span class='pageno' id='Page_303'>303</span>condiments and sauces, pepper and salt,
+etc., but otherwise allow the true disciple
+of the goddess Gastronomia to reach his
+goal by means of his own.</p>
+
+<p class='c007'>By using a little judgment and common
+sense one may easily avoid the
+“grub-spoiling” stage, and be able to
+boil a kettle of water without burning
+it, and finally master the art of making
+a cup of drinkable coffee, tea or chocolate,
+and of cooking a few simple dishes,
+which will agreeably vary the monotony
+of canned viands, which are distasteful
+to many of our <i>jeunesse dorée</i> under any
+and all circumstances, sardines alone
+excepted, which seem never to clog on
+even the most jaded palate.</p>
+
+<p class='c007'>Hardtack should be stored in airtight
+canisters, or it will soon become “soggy”
+and lose its dry crispness and
+wholesome savor. A glazed earthenware
+jar in the ice box makes a very
+capital receptacle for butter.</p>
+
+<p class='c007'>With regard to beverages tastes will
+differ. Bottled beer is rather too bulky.
+California wines are wholesome and
+moderate in price. Some of the growths
+are equal to the produce of any foreign
+vineyard. In making out your list of
+liquid stores do not omit a bottle of old
+brandy for medicinal purposes, and
+take care to reserve it for a real emergency,
+never opening it, no matter how
+parched your throat may be or how
+plaintively your chum may cry out for
+a “nip.” Brandy has often saved life,
+and on general principles it is unwise to
+<span class='pageno' id='Page_304'>304</span>divert medical stores from their proper
+sphere of usage. Some racing yachtsmen
+quench their thirst with ice water
+qualified with a drain of Scotch whiskey
+or Plymouth gin. Both of these drinks
+are recommended by many fleet surgeons
+of my acquaintance as being
+wholesome when taken in moderation.
+But it is as hard to prescribe a man’s food
+or drink for him as to induce him to
+follow advice on how to dress. The foregoing
+hints are, therefore, given with
+good intent, and with no desire on my
+part to ram them down my readers’
+throats.</p>
+
+<p class='c007'>Beware, however, of the amateur
+“grub-spoiler.” He will play havoc with
+your larder, and make you use language
+which your spiritual director
+would highly disapprove. There is
+much truth in the aphorism that heaven
+sends cooks and that “grub-spoilers”
+come from “the other place.”</p>
+
+<p class='c007'>With reference to remedies for seasickness
+I can offer only one suggestion.
+Ice bags for the spine, nitrite of amyl
+to inhale, chloral to take internally, are
+among the many nostrums recommended.
+Personally I have witnessed many
+marvelous cures by judicious doses of
+dry champagne, or, in default of this
+beverage, brandy and soda taken ice-cold.
+Sweet champagne seems to aggravate
+rather than relieve the awful nausea.</p>
+
+<p class='c007'>Do not fail to take a good supply of
+lemons and limes with you when bound
+<span class='pageno' id='Page_305'>305</span>on a cruise. They are excellent for the
+compounding of temperance and other
+beverages.</p>
+
+<p class='c007'>Do not fail to include in your list of
+necessaries a nautical almanac, which is
+full of useful information. Among the
+subjects are the time of sunrise and
+sunset, lighthouses and lightships, the
+moon’s phases, compass variations, tide
+tables, etc. Do not leave it ashore as
+did the Dutchman his anchor.</p>
+
+<p class='c007'>Watertight sailcovers are great safeguards
+against mildew, but should not
+be used to cover sails already wet. Dry
+your sails thoroughly before you furl
+them snugly. If wet, leave them in
+loose folds secured with a stop or two.</p>
+
+<p class='c007'>If your boat is bigger than a Herreshoff
+thirty-footer, which has no accommodations
+at all, by all means get into
+the wholesome habit of sleeping aboard
+and thus avoid the temptations in the
+way of dissipation which the shore has
+extended to mariners since the days of
+Jason and the good ship <i>Argo</i>. Remember
+that a windsail judiciously set
+to catch every stray breath of air, with
+its lower end down the forehatch or the
+cabin skylight, will keep the air below
+sufficiently cool for comfort, and refreshing
+sleep will follow as a matter of
+course.</p>
+
+<p class='c007'>It is quite the correct thing for the
+owner of a racing yacht to invite a
+friend or two to go with him on a cruise
+and to accept their help in racing the
+yacht in the daily runs from port to
+<span class='pageno' id='Page_306'>306</span>port. For the benefit of those not well
+acquainted with the etiquette of yacht
+racing the following suggestions may
+be of use:</p>
+
+<p class='c007'>It is well for all hands to get aboard
+in good time, so as to have ample
+opportunity to prepare for the business
+of the day. I will take it for
+granted that you are properly clad for
+the work ahead, that you have left your
+frock coat and gafftopsail hat ashore,
+where they belong, and that your apparel
+is suited for the occasion. I am
+no Beau Brummel, to act as <i>arbiter elegantiarum</i>
+in the matter of attire afloat
+or ashore, but I have seen some queerly
+rigged specimens of amateur sailors in
+my time, and have observed what an
+amazing fund of fun they furnish to the
+curious onlooker surveying the scene
+from the outside. Gorgeous “blazers,”
+silken sashes of variegated hues, acting
+as soul and body lashings round the
+midship section and supporting trousers
+of spotless white jean, with the
+accessories of an expensive straw hat, a
+“biled” shirt, silken hose and pipeclayed
+deck shoes—all these may look
+ornamental and captivating, but the
+common-sense element of utility is lacking.
+Such bright plumage may be
+suitable for the deck of a steam yacht
+with pretty girls aboard, or for the
+casino of a swell seaside resort, but a
+simple suit of flannel and a white duck
+yachting cap is the sort of garb best
+adapted for the work to be tackled.</p>
+
+<p class='c007'><span class='pageno' id='Page_307'>307</span>For prudential reasons, in this uncertain
+climate a fellow should take his
+“oilers” along. Even as I write I am
+reminded of the advisability of this by
+certain unpleasant rheumatic twinges
+which rack my old weather-beaten hull,
+and which might perhaps have been
+avoided if I had kept myself drier in
+my youth. Let no “freshie” take an
+umbrella aboard, as it is a breeder of
+bad luck, and if there happens to be an
+old sea-dog in the craft, ten to one he
+will seize an early opportunity of surreptitiously
+heaving it overboard—a
+proceeding which every right-minded
+mariner will cordially approve.</p>
+
+<p class='c007'>Do not burden yourself with walking-cane,
+field-glasses or camera, no matter
+how devoted you may be to the art of
+amateur photography. There is a time
+for everything, and your special duty
+during the match will be to pull and
+haul on ropes, to stick out to windward
+as far as possible when the yacht is
+close-hauled, and to hop lively about
+the decks as occasion requires, never
+heeding salt sea water coming aboard
+in showers of spray from the ocean, or
+the drenching downpour from the open
+heavens.</p>
+
+<p class='c007'>It will occur to you that the fancy
+attire to which I have alluded above
+will be inappropriate to any but the
+calmest and sunniest weather. Enough
+said! If you wish to gratify the heart
+of the yacht owner you will invest in a
+close crop and a clean shave preparatory
+<span class='pageno' id='Page_308'>308</span>to reporting aboard, and will carry
+nothing but a knife and a handkerchief
+in your pockets, leaving your jewelry
+and watch and keys and other personal
+bric-à-brac ashore. If you should chance
+to fall overboard during the race you
+will not feel sorry if you availed yourself
+of this valuable hint, for salt water
+plays the devil with the works of a
+timepiece, and but few watch-cases are
+actually fluid-proof. Besides, every
+ounce of superfluous weight militates
+against the speed of a craft, and “mony
+a mickle makes a muckle.”</p>
+
+<p class='c007'>One final word to the yacht owner.
+Be careful of the guests you invite.
+The sea frequently develops the harmless
+shore crank into a most detestable
+nuisance afloat. When once he is aboard
+the law does not permit you to heave
+him overboard.</p>
+
+<div  class='figcenter id003'>
+<img src='images/i_307.jpg' alt='[Yacht]' class='ig001'>
+</div>
+
+<div class='chapter'>
+  <span class='pageno' id='Page_309'>309</span>
+  <h2 class='c005'>INDEX.</h2>
+</div>
+
+<ul class='index c003'>
+  <li class='c024'>Ackers, Holland, <a href='#Page_226'>226</a></li>
+  <li class='c024'>Alarm, First British Warship to be Coppered, <a href='#Page_68'>68</a></li>
+  <li class='c024'>Alarm, Cutter, <a href='#Page_138'>138</a></li>
+  <li class='c024'>Albany, Ocean-going Sloop, <a href='#Page_83'>83</a></li>
+  <li class='c024'>Alden, W. L., Quoted, <a href='#Page_282'>282</a></li>
+  <li class='c024'>Aluminum as a Yacht Metal, <a href='#Page_50'>50</a> <i>et seq.</i></li>
+  <li class='c024'>America, Schooner  19, <a href='#Page_22'>22</a>, <a href='#Page_38'>38</a>;
+    <ul>
+      <li>Lines of, <a href='#Page_39'>39</a>; 7, <a href='#Page_81'>81</a>, <a href='#Page_165'>165</a>, <a href='#Page_184'>184</a></li>
+    </ul>
+  </li>
+  <li class='c024'>America’s Cup, <a href='#Page_30'>30</a></li>
+  <li class='c024'>Argo, Captain Jason, <a href='#Page_14'>14</a>, <a href='#Page_17'>17</a></li>
+  <li class='c024'>Ark, Captain Noah, <a href='#Page_13'>13</a>, <a href='#Page_14'>14</a></li>
+  <li class='c024'>Arrow, Cutter, <a href='#Page_138'>138</a></li>
+  <li class='c024'>Athlon, Stormy Cruise on, <a href='#Page_91'>91</a> <i>et seq.</i>; 288</li>
+  <li class='c003'>Bedouin, Cutter, <a href='#Page_136'>136</a></li>
+  <li class='c024'>Bloodhound, Cutter, <a href='#Page_150'>150</a></li>
+  <li class='c024'>Boats, Yachts’, Handling of, <a href='#Page_269'>269</a></li>
+  <li class='c024'>Boatswain, Duties of, <a href='#Page_176'>176</a></li>
+  <li class='c024'>Bow, Type of, 1892, <a href='#Page_237'>237</a></li>
+  <li class='c024'>Britannia, Cutter, <a href='#Page_45'>45</a></li>
+  <li class='c024'>Burgess, Edward, <a href='#Page_81'>81</a></li>
+  <li class='c003'>Carlyle, Thomas, Good Sailor, <a href='#Page_27'>27</a> <i>et seq.</i></li>
+  <li class='c024'>Center, Robert, <a href='#Page_62'>62</a></li>
+  <li class='c024'>Centerboard, Discussed, <a href='#Page_78'>78</a> <i>et seq.</i>;
+    <ul>
+      <li>Germ of, <a href='#Page_84'>84</a></li>
+    </ul>
+  </li>
+  <li class='c024'>Charles II., King, and His Yacht, <a href='#Page_17'>17</a>, <a href='#Page_18'>18</a></li>
+  <li class='c024'>Chronometers, Care of, <a href='#Page_164'>164</a></li>
+  <li class='c024'>Clara, Cutter, <a href='#Page_45'>45</a>, <a href='#Page_64'>64</a></li>
+  <li class='c024'>Colonia, <a href='#Page_136'>136</a>, <a href='#Page_137'>137</a></li>
+  <li class='c024'>Columbus, Flagship of, <a href='#Page_17'>17</a></li>
+  <li class='c024'>Cookery on Small Yachts, <a href='#Page_297'>297</a></li>
+  <li class='c024'>Cooks, <a href='#Page_188'>188</a>–9;
+    <ul>
+      <li>Wages of, <a href='#Page_291'>291</a></li>
+    </ul>
+  </li>
+  <li class='c024'>Compass, Hints on Care of, <a href='#Page_156'>156</a></li>
+  <li class='c024'>Corinthian Yacht Club of New York, <a href='#Page_37'>37</a></li>
+  <li class='c024'>Corsair, Steam Yacht, <a href='#Page_22'>22</a></li>
+  <li class='c024'>Cranfield, Captain, <a href='#Page_253'>253</a></li>
+  <li class='c024'>Crews, Selection of, <a href='#Page_183'>183</a>;
+    <ul>
+      <li>Wages of, <a href='#Page_291'>291</a></li>
+    </ul>
+  </li>
+  <li class='c024'>Cutter, Rig of, <a href='#Page_139'>139</a></li>
+  <li class='c003'>Dad, Freak, <a href='#Page_117'>117</a>, <a href='#Page_120'>120</a></li>
+  <li class='c024'>Defender, <a href='#Page_52'>52</a>–3–4, <a href='#Page_177'>177</a>, <a href='#Page_179'>179</a>;
+    <ul>
+      <li>Mid-Section of, <a href='#Page_239'>239</a>;</li>
+      <li>Sheer Plan of, <a href='#Page_246'>246</a></li>
+    </ul>
+  </li>
+  <li class='c024'>Dilemma, <a href='#Page_83'>83</a>, <a href='#Page_110'>110</a></li>
+  <li class='c024'><span class='pageno' id='Page_310'>310</span>Dominion, Double-Huller, <a href='#Page_88'>88</a>, <a href='#Page_122'>122</a>–3–4</li>
+  <li class='c024'>Dorothy, Catboat, <a href='#Page_101'>101</a>, <a href='#Page_109'>109</a>, <a href='#Page_113'>113</a></li>
+  <li class='c024'>Double-Huller of the Pacific, <a href='#Page_128'>128</a>;
+    <ul>
+      <li>Singhalese Type, <a href='#Page_126'>126</a></li>
+    </ul>
+  </li>
+  <li class='c024'>Dragon III., <a href='#Page_20'>20</a>-Rater, <a href='#Page_63'>63</a>, <a href='#Page_75'>75</a></li>
+  <li class='c024'>Duggan, Herrick, Designer of Dominion, <a href='#Page_121'>121</a></li>
+  <li class='c024'>Duncan, Skipper of Madge, <a href='#Page_157'>157</a></li>
+  <li class='c024'>Duty and Discipline Afloat, <a href='#Page_166'>166</a> <i>et seq.</i></li>
+  <li class='c003'>Ellen, Watson 20-Rater, <a href='#Page_235'>235</a></li>
+  <li class='c024'>Emerald, Schooner, <a href='#Page_132'>132</a></li>
+  <li class='c024'>English Cutters, Mid-Sections of, <a href='#Page_238'>238</a></li>
+  <li class='c024'>Ethelwynn, <a href='#Page_15'>15</a>-footer, <a href='#Page_152'>152</a>, <a href='#Page_153'>153</a></li>
+  <li class='c024'>Evolution  81;
+    <ul>
+      <li>Lines of, <a href='#Page_107'>107</a></li>
+    </ul>
+  </li>
+  <li class='c003'>Fife, William, Sr., <a href='#Page_245'>245</a></li>
+  <li class='c024'>Fitting Out and Tuning Up, <a href='#Page_130'>130</a> <i>et seq.</i></li>
+  <li class='c024'>Flags, Proper Use of, <a href='#Page_265'>265</a> <i>et seq.</i></li>
+  <li class='c003'>Galatea, Cutter, <a href='#Page_45'>45</a>, <a href='#Page_231'>231</a>;
+    <ul>
+      <li>Mid-Section of, <a href='#Page_239'>239</a></li>
+    </ul>
+  </li>
+  <li class='c024'>Genesta, Cutter, <a href='#Page_45'>45</a>, <a href='#Page_135'>135</a>, <a href='#Page_231'>231</a>;
+    <ul>
+      <li>Mid-Section of, <a href='#Page_239'>239</a></li>
+    </ul>
+  </li>
+  <li class='c024'>Ghost, <a href='#Page_51'>51</a>-footer, Race of, with Phantom, <a href='#Page_192'>192</a> <i>et seq.</i></li>
+  <li class='c024'>Gimcrack, Schooner, J. C. Stevens’ Flagship, <a href='#Page_18'>18</a>, <a href='#Page_23'>23</a>, <a href='#Page_25'>25</a>, <a href='#Page_34'>34</a></li>
+  <li class='c024'>Gloriana, <a href='#Page_79'>79</a>, <a href='#Page_81'>81</a>, <a href='#Page_83'>83</a></li>
+  <li class='c024'>Goshawk, Brig, Wreck of, with Author Aboard, <a href='#Page_76'>76</a></li>
+  <li class='c024'>Gossoon, <a href='#Page_40'>40</a>-footer, <a href='#Page_161'>161</a>, <a href='#Page_163'>163</a></li>
+  <li class='c024'>Gracie, Sloop, <a href='#Page_132'>132</a>, <a href='#Page_133'>133</a></li>
+  <li class='c024'>Guns, Proper Use of, <a href='#Page_262'>262</a></li>
+  <li class='c003'>Haff, Captain, <a href='#Page_178'>178</a></li>
+  <li class='c024'>Harvey, Designer John, <a href='#Page_64'>64</a></li>
+  <li class='c024'>Havens, E. B., <a href='#Page_91'>91</a></li>
+  <li class='c024'>Herreshoff, Nat., <a href='#Page_45'>45</a>, <a href='#Page_54'>54</a>, <a href='#Page_81'>81</a>, <a href='#Page_231'>231</a></li>
+  <li class='c024'>Hurkaru, East Indiaman, <a href='#Page_126'>126</a></li>
+  <li class='c003'>Insurance, Yachting, <a href='#Page_272'>272</a> <i>et seq.</i></li>
+  <li class='c024'>Iselin, C. Oliver, <a href='#Page_177'>177</a></li>
+  <li class='c003'>Jay, Captain Tom, <a href='#Page_236'>236</a></li>
+  <li class='c024'>Johnson, Dr., Quoted, <a href='#Page_27'>27</a></li>
+  <li class='c024'>Jubilee, Lines of, <a href='#Page_110'>110</a>;
+    <ul>
+      <li>Dimensions of, <a href='#Page_118'>118</a></li>
+    </ul>
+  </li>
+  <li class='c024'>Jullanar, Lines of, <a href='#Page_108'>108</a>;
+    <ul>
+      <li>Dimensions of, <a href='#Page_114'>114</a></li>
+    </ul>
+  </li>
+  <li class='c003'>Katrina, <a href='#Page_160'>160</a></li>
+  <li class='c024'>Kewaydin, Knockabout, <a href='#Page_103'>103</a></li>
+  <li class='c024'>Kittie, Catboat, <a href='#Page_105'>105</a></li>
+  <li class='c024'>Knight, E. F., Quoted, <a href='#Page_185'>185</a></li>
+  <li class='c003'>Lascar Crews, <a href='#Page_181'>181</a></li>
+  <li class='c024'>Leeboard, Dutch, <a href='#Page_84'>84</a></li>
+  <li class='c003'><span class='pageno' id='Page_311'>311</span>Madge, Cutter, <a href='#Page_45'>45</a>, <a href='#Page_81'>81</a>–2, <a href='#Page_159'>159</a></li>
+  <li class='c024'>Maria, Sloop, <a href='#Page_18'>18</a>, <a href='#Page_19'>19</a>, <a href='#Page_34'>34</a>, <a href='#Page_38'>38</a></li>
+  <li class='c024'>Mary, Yacht of Charles II., <a href='#Page_17'>17</a>, <a href='#Page_18'>18</a></li>
+  <li class='c024'>Mary Taylor, Pilot Boat, <a href='#Page_185'>185</a></li>
+  <li class='c024'>Mates, Duties of, <a href='#Page_172'>172</a>;
+    <ul>
+      <li>Wages of, <a href='#Page_291'>291</a></li>
+    </ul>
+  </li>
+  <li class='c024'>Maxwell, J. Rogers, <a href='#Page_284'>284</a></li>
+  <li class='c024'>Mayflower, <a href='#Page_45'>45</a>;
+    <ul>
+      <li>Mid-Section of, <a href='#Page_239'>239</a></li>
+    </ul>
+  </li>
+  <li class='c024'>Measurement Rules, American and British, <a href='#Page_240'>240</a> <i>et seq.</i></li>
+  <li class='c024'>Meteor, Cutter, <a href='#Page_45'>45</a>, <a href='#Page_177'>177</a></li>
+  <li class='c024'>Minerva, Cutter, <a href='#Page_45'>45</a>, <a href='#Page_151'>151</a>, <a href='#Page_163'>163</a></li>
+  <li class='c024'>Montauk, Schooner, <a href='#Page_288'>288</a></li>
+  <li class='c024'>Mosquito, First English Iron Yacht, <a href='#Page_62'>62</a></li>
+  <li class='c003'>Nameless, British Freak, <a href='#Page_111'>111</a>, <a href='#Page_121'>121</a></li>
+  <li class='c024'>Niagara, Lines of, <a href='#Page_110'>110</a>;
+    <ul>
+      <li>Midship Section of, <a href='#Page_114'>114</a>;</li>
+      <li>Under Sail, <a href='#Page_115'>115</a>, <a href='#Page_117'>117</a></li>
+    </ul>
+  </li>
+  <li class='c024'>New York Yacht Club, <a href='#Page_18'>18</a>, <a href='#Page_21'>21</a>, <a href='#Page_43'>43</a></li>
+  <li class='c024'>Noah, Captain, <a href='#Page_13'>13</a>, <a href='#Page_14'>14</a></li>
+  <li class='c024'>Norse Galley, <a href='#Page_17'>17</a>, <a href='#Page_20'>20</a></li>
+  <li class='c024'>Nyanza, First Composite Yacht, <a href='#Page_63'>63</a></li>
+  <li class='c003'>Oriva, Cutter, <a href='#Page_67'>67</a></li>
+  <li class='c024'>Ouananiche, <a href='#Page_21'>21</a>-footer, <a href='#Page_71'>71</a>, <a href='#Page_72'>72</a></li>
+  <li class='c024'>Outfits, Cost of for Crew, <a href='#Page_291'>291</a></li>
+  <li class='c003'>Parasites, Yachting, <a href='#Page_285'>285</a></li>
+  <li class='c024'>Phantom, <a href='#Page_51'>51</a>-footer, Race of, with Ghost, <a href='#Page_192'>192</a> <i>et seq.</i></li>
+  <li class='c024'>Piano Wire for Rigging, <a href='#Page_151'>151</a></li>
+  <li class='c024'>Postley, Commodore C. A., <a href='#Page_136'>136</a></li>
+  <li class='c024'>Priscilla, <a href='#Page_136'>136</a></li>
+  <li class='c024'>Proa, Flying, Described by Anson, <a href='#Page_128'>128</a></li>
+  <li class='c024'>Protests, <a href='#Page_217'>217</a></li>
+  <li class='c024'>Puritan, <a href='#Page_45'>45</a>, <a href='#Page_81'>81</a>, <a href='#Page_136'>136</a>;
+    <ul>
+      <li>Mid-Section of, <a href='#Page_239'>239</a></li>
+    </ul>
+  </li>
+  <li class='c003'>Race Committees, Duties of, <a href='#Page_216'>216</a></li>
+  <li class='c024'>Racing Money, <a href='#Page_291'>291</a></li>
+  <li class='c024'>Racing Rules, <a href='#Page_215'>215</a> <i>et seq.</i></li>
+  <li class='c024'>Racing Yacht, The, <a href='#Page_47'>47</a> <i>et seq.</i>;
+    <ul>
+      <li>Evolution of, <a href='#Page_225'>225</a> <i>et seq.</i></li>
+    </ul>
+  </li>
+  <li class='c024'>Randall, F. M., Cape Catboats of, <a href='#Page_105'>105</a></li>
+  <li class='c024'>Rocket, Lines of, <a href='#Page_112'>112</a>, <a href='#Page_117'>117</a>, <a href='#Page_121'>121</a></li>
+  <li class='c024'>Rorqual, Fin Freak, <a href='#Page_116'>116</a></li>
+  <li class='c024'>Rule of the Road at Sea, <a href='#Page_215'>215</a> <i>et seq.</i></li>
+  <li class='c003'>Sails, Cotton and Flax, <a href='#Page_141'>141</a>;
+    <ul>
+      <li>Proper Balancing of, <a href='#Page_159'>159</a>–60</li>
+    </ul>
+  </li>
+  <li class='c024'>Salutes, Etiquette of, <a href='#Page_263'>263</a> <i>et seq.</i></li>
+  <li class='c024'>Sappho, Schooner, <a href='#Page_134'>134</a>, <a href='#Page_185'>185</a></li>
+  <li class='c024'>Sasqua, <a href='#Page_288'>288</a></li>
+  <li class='c024'>Sea Jockeying, Examples of, <a href='#Page_157'>157</a>–58</li>
+  <li class='c024'><span class='pageno' id='Page_312'>312</span>Sea-lawyers, <a href='#Page_182'>182</a></li>
+  <li class='c024'>Sea-sickness, Remedies for, <a href='#Page_304'>304</a></li>
+  <li class='c024'>Shamrock, Sloop, <a href='#Page_132'>132</a></li>
+  <li class='c024'>Skate, Freak, <a href='#Page_118'>118</a>, <a href='#Page_120'>120</a></li>
+  <li class='c024'>Smith, Designer A. Cary, <a href='#Page_62'>62</a></li>
+  <li class='c024'>Spars, <a href='#Page_142'>142</a></li>
+  <li class='c024'>Spruce IV., <a href='#Page_154'>154</a></li>
+  <li class='c024'>Steel, Gaffs and Booms of, <a href='#Page_143'>143</a></li>
+  <li class='c024'>Stephens, W. P., on Centerboards, <a href='#Page_86'>86</a> <i>et seq.</i></li>
+  <li class='c024'>Stern, Type of, 1892 237</li>
+  <li class='c024'>Stevens, J. C., <a href='#Page_18'>18</a>, <a href='#Page_19'>19</a>, <a href='#Page_31'>31</a></li>
+  <li class='c024'>Stewards, <a href='#Page_188'>188</a>–89;
+    <ul>
+      <li>Wages of, <a href='#Page_201'>201</a></li>
+    </ul>
+  </li>
+  <li class='c024'>Sullivan, Sir Edward, Quoted, <a href='#Page_184'>184</a></li>
+  <li class='c003'>Thistle, <a href='#Page_141'>141</a>, <a href='#Page_231'>231</a>, <a href='#Page_235'>235</a>;
+    <ul>
+      <li>Mid-Section of, <a href='#Page_239'>239</a></li>
+    </ul>
+  </li>
+  <li class='c024'>Titania, <a href='#Page_160'>160</a></li>
+  <li class='c024'>Trojans, Yacht Races of, <a href='#Page_16'>16</a></li>
+  <li class='c024'>Turnbuckles, <a href='#Page_142'>142</a>, <a href='#Page_149'>149</a></li>
+  <li class='c003'>Uncas, Schooner, <a href='#Page_70'>70</a>–1;
+    <ul>
+      <li>Rig of, <a href='#Page_144'>144</a>–45–78</li>
+    </ul>
+  </li>
+  <li class='c003'>Valkyrie II., Mid-Section of, <a href='#Page_239'>239</a></li>
+  <li class='c024'>Valkyrie III., <a href='#Page_45'>45</a>, <a href='#Page_52'>52</a>, <a href='#Page_111'>111</a>, <a href='#Page_177'>177</a>;
+    <ul>
+      <li>Mid-Section of, <a href='#Page_239'>239</a>;</li>
+      <li>Sheer Plan of, <a href='#Page_246'>246</a></li>
+    </ul>
+  </li>
+  <li class='c024'>Vendenesse, Aluminum Cutter, <a href='#Page_51'>51</a></li>
+  <li class='c024'>Vesper, Freak, <a href='#Page_117'>117</a>, <a href='#Page_120'>120</a></li>
+  <li class='c024'>Vesta, Schooner, <a href='#Page_85'>85</a>, <a href='#Page_121'>121</a></li>
+  <li class='c024'>Victoria, Queen, Patroness of Yachting, <a href='#Page_46'>46</a></li>
+  <li class='c024'>Vigil, Schooner, Rig of, <a href='#Page_144'>144</a></li>
+  <li class='c024'>Vigilant, Sloop, <a href='#Page_50'>50</a>;
+    <ul>
+      <li>Mid-Section of, <a href='#Page_239'>239</a></li>
+    </ul>
+  </li>
+  <li class='c024'>Vigilant, Revenue Cutter, <a href='#Page_27'>27</a> <i>et seq.</i></li>
+  <li class='c024'>Viking Ship, <a href='#Page_17'>17</a>, <a href='#Page_20'>20</a></li>
+  <li class='c024'>Vindex, First American Iron Yacht, <a href='#Page_62'>62</a></li>
+  <li class='c024'>Volunteer, Sloop, <a href='#Page_136'>136</a>, <a href='#Page_231'>231</a>;
+    <ul>
+      <li>Mid-Section of, <a href='#Page_239'>239</a></li>
+    </ul>
+  </li>
+  <li class='c003'>Wainwright, Lieut.-Commander, <a href='#Page_37'>37</a></li>
+  <li class='c024'>Wages, <a href='#Page_289'>289</a>, <a href='#Page_291'>291</a></li>
+  <li class='c024'>Wanda, Herreshoff Catboat, <a href='#Page_104'>104</a>, <a href='#Page_106'>106</a>, <a href='#Page_109'>109</a></li>
+  <li class='c024'>Watson, Designer George L., <a href='#Page_47'>47</a>, <a href='#Page_67'>67</a>–8, <a href='#Page_114'>114</a>, <a href='#Page_231'>231</a></li>
+  <li class='c024'>Wire Rope, Flexible, <a href='#Page_142'>142</a></li>
+  <li class='c003'>Yacht Racing as a Sport, <a href='#Page_13'>13</a> <i>et seq.</i></li>
+  <li class='c024'>Y. R. A. of Long Island Sound, <a href='#Page_44'>44</a>;
+    <ul>
+      <li>of Massachusetts, <a href='#Page_44'>44</a>;</li>
+      <li>of Great Britain, <a href='#Page_230'>230</a>, <a href='#Page_232'>232</a></li>
+    </ul>
+  </li>
+  <li class='c024'>Yachts, Type of, Discussed, <a href='#Page_78'>78</a> <i>et seq.</i>;
+    <ul>
+      <li>Race, Down-to-Date Described, <a href='#Page_192'>192</a> <i>et seq.</i>;</li>
+      <li>Captains of, <a href='#Page_166'>166</a>, <a href='#Page_168'>168</a>;</li>
+      <li>Legal Status of Owners of, <a href='#Page_280'>280</a></li>
+    </ul>
+  </li>
+  <li class='c024'>Yachting, Etiquette of, <a href='#Page_261'>261</a> <i>et seq.</i>;
+    <ul>
+      <li>Cost of, <a href='#Page_282'>282</a> <i>et seq.</i></li>
+    </ul>
+  </li>
+  <li class='c024'>Yachting Reporters, A Plea for, <a href='#Page_216'>216</a></li>
+</ul>
+<div class='pbb'>
+ <hr class='pb c004'>
+</div>
+
+<div class='double'>
+
+<div class='border'>
+
+<div class='chapter ph2'>
+
+<div class='nf-center-c0'>
+<div class='nf-center c001'>
+    <div><span class='blackletter'>Everyone when drinking Pommery</span></div>
+  </div>
+</div>
+
+</div>
+
+</div>
+<div class='border'>
+
+<p class='c025'><span class='blackletter'>is invited to pay a little more attention
+than is usually bestowed upon so
+pleasant an occupation, and to note the
+“finesse” which the house is at such
+pains to secure. It will not be labor
+lost. The pleasure afforded by a glass
+of choice champagne when one can
+discern all its exquisitely delicate
+shades of flavor and bouquet, and
+perhaps even locate them, as it were,
+in their very birthplaces, is a delight
+undreamed of by the careless drinker.</span></p>
+
+<p class='c007'><span class='blackletter'>In this connection it is worthy of
+note that in London when the wholesale
+prices of Champagne are regulated
+solely upon quality, Pommery sells at
+a much higher price than any other
+brand, the retail price being, however,
+the same in America.</span></p>
+
+<div class='nf-center-c0'>
+<div class='nf-center c016'>
+    <div><span class='blackletter'>Pommery “Sec and Brut” is for Sale Everywhere.</span></div>
+  </div>
+</div>
+
+</div>
+<div class='border'>
+
+<div class='nf-center-c0'>
+  <div class='nf-center'>
+    <div><span class='blackletter'>Chas. Graef &#38; Co.,</span></div>
+  </div>
+</div>
+
+<div class='c026'><span class='blackletter'>Sole Agents for the United States.</span></div>
+<p class='c027'><span class='blackletter'>32 Beaver Street, New York.</span></p>
+
+</div>
+
+</div>
+<div class='chapter ph2'>
+
+<div class='nf-center-c1'>
+<div class='nf-center c001'>
+    <div>THE ONLY NAPHTHA LAUNCH</div>
+  </div>
+</div>
+
+</div>
+
+<div  class='figcenter id003'>
+<img src='images/i_313.jpg' alt='' class='ig001'>
+</div>
+
+<p class='c028'>Nearly 3,000 in use. The Safest, Simplest, Speediest Power
+Boat. Superiority demonstrated by ten years’ experience.</p>
+
+<div class='nf-center-c1'>
+  <div class='nf-center'>
+    <div>STEAM AND SAIL YACHTS.</div>
+    <div class='c004'>Send 10c. stamp for Catalogue.</div>
+    <div class='c004'>MARINE ENGINES and “SEABURY” WATER TUBE BOILERS</div>
+    <div class='c003'><span class='large'>Gas Engine &#38; Power Co. and Chas. L. Seabury &#38; Co.</span></div>
+    <div class='c004'>Consolidated</div>
+    <div class='c004'>Morris Heights,</div>
+    <div>NEW YORK CITY</div>
+  </div>
+</div>
+
+<div  class='figcenter id003'>
+<img src='images/i_314.jpg' alt='[Yacht]' class='ig001'>
+</div>
+
+<p class='c029'><strong>Nothing is more exasperating</strong>
+at sea than a dead calm. A howling gale is
+preferable, if your craft is a sailing vessel.</p>
+
+<p class='c021'><strong>Why not</strong> put yourself in a position to
+laugh at the calm? Get the
+<strong>Gas Engine and Power Co.</strong> and <strong>Charles
+L. Seabury &#38; Co.</strong> (Consolidated) to fit your
+yacht with a <strong>Naphtha Motor</strong>.</p>
+
+<p class='c021'><strong>Or, better still</strong>, give them an order to
+build a down-to-date
+auxiliary craft like <i>Alfredo</i>, shown in the
+cut—the flagship and fleet of the Cuban
+navy, commanded by Johnny O’Brien, the
+famous filibuster.</p>
+
+<p class='c007'>She is fifty feet long, has a sixteen-horse-power motor and
+goes nine miles an hour under naphtha alone. She also sails like
+a witch, is a splendid sea boat, and has “bully” accommodations
+below. Just the ideal boat for pleasant cruising. Never becalmed
+with sails idly flapping. Always sure of making port.</p>
+
+<div class='nf-center-c0'>
+  <div class='nf-center'>
+    <div><i>Ten cents in stamps will bring you a catalogue by return mail. It will interest you.</i></div>
+    <div class='c003'><span class='large'>Gas Engine &#38; Power Co. and Charles L. Seabury &#38; Co.</span></div>
+    <div class='c004'>(<strong>Consolidated.</strong>)</div>
+    <div class='c004'>Morris Heights, N. Y. City.      50 Broadway, N. Y. City.</div>
+  </div>
+</div>
+
+<div  class='figcenter id002'>
+<img src='images/i_315.jpg' alt='[Logo]' class='ig001'>
+</div>
+
+<div class='chapter ph2'>
+
+<div class='nf-center-c1'>
+<div class='nf-center c001'>
+    <div>Neither Salt Nor Fresh Water</div>
+  </div>
+</div>
+
+</div>
+
+<p class='c030'>Will affect our SPAR COMPOSITION. Composed
+of the Best Materials it is possible to
+purchase, it is the most durable marine varnish
+known, and will not crack, turn white or blister.
+It is particularly adapted for spars of steamships,
+yachts or canoes, and makes a superior finish for
+decks, outside doors, piazza floors, store fronts—in
+short, for any work that is exposed to the weather.</p>
+
+<div class='border'>
+
+<div class='nf-center-c1'>
+<div class='nf-center c016'>
+    <div>OUR OTHER SPECIALTIES ARE:</div>
+  </div>
+</div>
+
+<div class='lg-container-b c016'>
+  <div class='linegroup'>
+    <div class='group'>
+      <div class='line'>No. 1 Preservative,</div>
+      <div class='line in4'>Waterproof Floor Finish,</div>
+      <div class='line in8'>Pale, Hard Oil Finish,</div>
+      <div class='line in12'>Liquid Pigment Filler.</div>
+    </div>
+  </div>
+</div>
+
+<div class='nf-center-c1'>
+<div class='nf-center c016'>
+    <div>Send for our ARCHITECTURAL HANDBOOK, giving prices and particulars.</div>
+  </div>
+</div>
+
+</div>
+
+<div class='nf-center-c1'>
+<div class='nf-center c003'>
+    <div><span class='large'>The David B. Crockett Co.</span></div>
+    <div class='c004'>BRIDGEPORT, CONN., U. S. A.</div>
+    <div class='c004'><i>SAMUEL SWAN, President.</i></div>
+    <div><i>W. D. LENT, Vice-President.</i></div>
+    <div><i>CHAS. F. TOWNER, Secretary and Treasurer.</i></div>
+  </div>
+</div>
+
+<div class='double'>
+
+<div class='chapter ph2'>
+
+<div class='nf-center-c1'>
+<div class='nf-center c001'>
+    <div>Yachtsmen</div>
+  </div>
+</div>
+
+</div>
+
+<div  class='figcenter id002'>
+<img src='images/i_316.jpg' alt='[Yacht]' class='ig001'>
+</div>
+
+<p class='c031'>Making the selection of Power for a
+Yacht or Launch a</p>
+
+<div class='lg-container-r'>
+  <div class='linegroup'>
+    <div class='group'>
+      <div class='line'><strong><span class='under'>Question of Quality</span></strong></div>
+    </div>
+  </div>
+</div>
+
+<p class='c032'>can decide only on the</p>
+<div class='chapter ph2'>
+
+<div class='nf-center-c1'>
+<div class='nf-center c001'>
+    <div><strong>Daimler Motor</strong></div>
+  </div>
+</div>
+
+</div>
+<p class='c031'>We can prove this, and invite investigations
+and comparisons.</p>
+
+<p class='c033'><strong>MOTORS</strong> from 1 to 50 Horse Power.</p>
+
+<p class='c033'><strong>BOATS</strong> in all sizes and types, from a 16-ft. Tender to
+a 125-ft. Yacht.</p>
+<p class='c027'><span class='sc'>For Catalogue, Address</span></p>
+
+<div class='nf-center-c0'>
+  <div class='nf-center'>
+    <div><span class='large'>DAIMLER MANUFACTURING CO.,</span></div>
+    <div>945 Steinway Avenue, Long Island City, N. Y.</div>
+    <div>OR</div>
+    <div>169–171 Broadway, New York City.</div>
+  </div>
+</div>
+
+</div>
+
+<div class='chapter ph2'>
+
+<div class='nf-center-c0'>
+<div class='nf-center c001'>
+    <div>Alfred B. Sands &#38; Son,</div>
+    <div class='c003'><span class='c012'>Yacht Plumbers, ❧</span></div>
+    <div><span class='c034'>AND MANUFACTURERS OF</span></div>
+    <div><span class='c012'>Yacht Plumbing Specialties.</span></div>
+  </div>
+</div>
+
+</div>
+
+<div  class='figright id008'>
+<img src='images/i_317a.jpg' alt='[Pump water closet]' class='ig001'>
+</div>
+
+<div class='lg-container-b c003'>
+  <div class='linegroup'>
+    <div class='group'>
+      <div class='line'><span class='large'>PUMP</span></div>
+      <div class='line in4'><span class='large'>WATER</span></div>
+      <div class='line in8'><span class='large'>CLOSETS</span></div>
+    </div>
+  </div>
+</div>
+
+<div class='nf-center-c0'>
+  <div class='nf-center'>
+    <div>For above or below water line.</div>
+  </div>
+</div>
+
+<div class='section'>
+
+<div  class='figleft id008'>
+<img src='images/i_317b.jpg' alt='[Folding lavatory]' class='ig001'>
+</div>
+
+</div>
+
+<div class='lg-container-r'>
+  <div class='linegroup'>
+    <div class='group'>
+      <div class='line'><span class='large'>FOLDING</span></div>
+      <div class='line'><span class='large'>LAVATORIES</span></div>
+    </div>
+  </div>
+</div>
+
+<div class='nf-center-c0'>
+  <div class='nf-center'>
+    <div>For Yacht and Launch use.</div>
+    <div class='c003'><span class='large'>134 Beekman Street, N. Y.</span></div>
+    <div class='c004'>TELEPHONE CONNECTION.</div>
+  </div>
+</div>
+
+<div class='chapter ph2'>
+
+<div class='nf-center-c0'>
+<div class='nf-center c001'>
+    <div>Established 1840.</div>
+    <div>GEO. B. CARPENTER &#38; CO.</div>
+  </div>
+</div>
+
+</div>
+
+<div  class='figcenter id002'>
+<img src='images/i_318.jpg' alt='[Yacht]' class='ig001'>
+</div>
+
+<p class='c023'><span class='xlarge'>Yacht Sailmakers</span></p>
+
+<p class='c027'>and dealers in every yachting requisite. We have all
+the new fabrics for racing sails. Send 6c in stamps for
+our up-to-date catalogue of yacht fittings and supplies,
+or 4c in stamps for catalogue of tents, etc.</p>
+
+<div class='nf-center-c0'>
+<div class='nf-center c003'>
+    <div><span class='large'>Tents, Camp Furniture and Flags.</span></div>
+    <div class='c004'>202–208 South Water Street,       CHICAGO.</div>
+  </div>
+</div>
+
+<div class='chapter ph2'>
+
+<div class='nf-center-c0'>
+<div class='nf-center c001'>
+    <div>Boat Sailing ❧ ❧ ❧ ❧</div>
+  </div>
+</div>
+
+</div>
+
+<div class='nf-center-c0'>
+<div class='nf-center c003'>
+    <div><span class='large'>FAIR WEATHER AND FOUL.</span></div>
+    <div class='c004'><span class='sc'>By</span> CAPTAIN A. J. KENEALY.</div>
+    <div class='c004'>IN ITS THIRD EDITION, REVISED AND BROUGHT UP</div>
+    <div>TO DATE.</div>
+  </div>
+</div>
+
+<p class='c021'>It is all there and stated in such a plain,
+practical way that anyone can learn
+the tricks of wind and tide without
+any other teacher.</p>
+
+<div class='nf-center-c0'>
+  <div class='nf-center'>
+    <div>215 PAGES. FULLY ILLUSTRATED.</div>
+    <div class='c004'>Price, 50 cents in limp Buckram. In cloth, $1.00.</div>
+    <div class='c003'>The following subjects lead the chapters:</div>
+  </div>
+</div>
+
+<p class='c021'>Preliminary Hints to an Amateur with Ambitions Toward Owning
+a Boat.</p>
+
+<p class='c021'>The Choice of a Boat.</p>
+
+<p class='c021'>Trial Spin in a Cat-Boat—How to Get Under Way, Beat to Windward
+and Run Back, with Instructions How to Act if Caught
+in a Squall or Stranded on a Shoal, and How to Avoid Collisions
+and Come to Anchor.</p>
+
+<p class='c021'>Advantages of the Yawl-Rig for General Cruising
+Purposes—Disadvantages
+of the Ballast Fin for All Purposes Except
+Racing.</p>
+
+<p class='c021'>The Popularity of the Knockabout as an Excellent Cruising
+Craft, with Some Observations on the One-design Classes
+from Schooners to Dories.</p>
+
+<p class='c021'>Keep Your Weather-Eye Open All the Time When Afloat—How
+to Handle a Boat in Heavy Weather or a Summer Squall.</p>
+
+<p class='c021'>Overhauling the Yacht—Practical Instructions for Cleaning and
+Painting the Craft Inside and Out, with Hints on the Care of
+Hull, Spars, Canvas and Running Gear.</p>
+
+<p class='c021'>Fitting Out for a Cruise</p>
+
+<p class='c021'>Combination Rowing and Sailing Boats.</p>
+
+<p class='c021'>Rigging and Sails—Standing and Running Gear, and the Bending
+and Setting of Canvas.</p>
+
+<p class='c021'>Laying Up for the Winter—Practical Suggestions for Protecting
+a Boat and Her Gear from the Stress of Our Inclement
+Climate.</p>
+
+<p class='c021'>Useful Hints and Recipes.</p>
+
+<p class='c021'>The Rule of the Road at Sea: Being a Digest of the Present International
+Regulations for Preventing Collisions.</p>
+
+<p class='c021'>The Mariner’s Compass, with Remarks on Deviation, Variation,
+Leeway, Etc.</p>
+
+<p class='c021'>Charts, with Some Hints as to Navigation by Dead-reckoning.</p>
+
+<p class='c021'>Marlinespike Seamanship.</p>
+
+<p class='c021'>Weather Wrinkles from the Scientific Point of View of Professional
+Meteorologists and also Jack Tar.</p>
+
+<p class='c021'>Nautical Terms in Common Use.</p>
+
+<p class='c007'>This Book given with a year’s Subscription
+to “Outing” for $3.50.</p>
+
+<div class='nf-center-c0'>
+  <div class='nf-center'>
+    <div><span class='large'><span class='sc'>The Outing Publishing Company</span>,</span></div>
+    <div class='c004'>239 Fifth Ave., NEW YORK.</div>
+  </div>
+</div>
+
+<div class='chapter ph3'>
+
+<div class='nf-center-c0'>
+<div class='nf-center c003'>
+    <div>The Yarn of the Yampa,</div>
+  </div>
+</div>
+
+</div>
+
+<div class='nf-center-c0'>
+  <div class='nf-center'>
+    <div>BY E. L’H. McGINNIS,</div>
+  </div>
+</div>
+
+<p class='c007'>Is a true story of a Transatlantic Cruise of the Yacht “Yampa,”
+which has since become the property of the German Emperor.</p>
+
+<p class='c007'>Handsomely bound in pale green cloth, gold, black and white
+stamping, 160 pages, illustrated profusely, $1.00.</p>
+
+<div class='chapter ph3'>
+
+<div class='nf-center-c0'>
+<div class='nf-center c003'>
+    <div>Yacht Races for the</div>
+    <div>America’s Cup.</div>
+  </div>
+</div>
+
+</div>
+
+<div class='nf-center-c0'>
+  <div class='nf-center'>
+    <div>BY A. J. KENEALY.</div>
+  </div>
+</div>
+
+<p class='c007'>“This book is highly prized and will be carefully preserved.”—<i>Grover
+Cleveland.</i></p>
+
+<p class='c007'>“A very attractive account of international yachting.”—<i>London
+Field.</i></p>
+
+<p class='c007'>“Bright, fresh and interesting, including much in the way of
+anecdote and description to enliven the plain narrative of challenges
+and races.”—<i>Forest and Stream.</i></p>
+
+<p class='c007'>180 pages, fully illustrated. Paper, 50c. Cloth, $1.50.</p>
+
+<div class='chapter ph3'>
+
+<div class='nf-center-c0'>
+<div class='nf-center c003'>
+    <div>College Days.</div>
+  </div>
+</div>
+
+</div>
+
+<div class='nf-center-c0'>
+  <div class='nf-center'>
+    <div>A Story of Student Life at Yale.</div>
+    <div class='c004'>BY JOHN SEYMOUR WOOD</div>
+  </div>
+</div>
+
+<p class='c007'>Like Tom Brown at Rugby, Harry’s Career will live on, as
+long as our boys shall go to College.</p>
+
+<p class='c007'>429 pages, fully illustrated. Cloth, $1.50.</p>
+
+<div class='chapter ph3'>
+
+<div class='nf-center-c0'>
+<div class='nf-center c003'>
+    <div>Saddle and Sentiment.</div>
+  </div>
+</div>
+
+</div>
+
+<div class='nf-center-c0'>
+  <div class='nf-center'>
+    <div>A Story of the Turf.</div>
+    <div class='c004'>BY WENONA GILMAN.</div>
+  </div>
+</div>
+
+<p class='c007'>The attention of the reader is held intact from start to finish.
+Lovers of horse-flesh pronounce the descriptions of races as lacking
+in nothing. The flutter of silk and the thunder of hoofs are
+real, and every character introduced is faithfully drawn from life.</p>
+
+<p class='c007'>284 pages, elaborately illustrated. Paper, 50c. Cloth, $1.00.</p>
+
+<div class='chapter ph3'>
+
+<div class='nf-center-c0'>
+<div class='nf-center c003'>
+    <div>Always Strong and Happy</div>
+  </div>
+</div>
+
+</div>
+
+<div class='nf-center-c0'>
+  <div class='nf-center'>
+    <div>Or, KEY TO HEALTH AND STRENGTH.</div>
+    <div class='c004'>BY PROF. J. R. JUDD.</div>
+    <div class='c004'>A full and comprehensive treatise on the care of the human body. 200 pages, fully illustrated. Cloth, $1.50.</div>
+    <div class='c003'>THE OUTING PUBLISHING CO., 239 Fifth Ave., New York.</div>
+  </div>
+</div>
+
+<div class='chapter ph2'>
+
+<div class='nf-center-c0'>
+<div class='nf-center c001'>
+    <div>Outing</div>
+  </div>
+</div>
+
+</div>
+<p class='c025'><i>THE ILLUSTRATED MAGAZINE DEVOTED
+TO OUTDOOR LIFE.</i></p>
+
+<div class='nf-center-c0'>
+  <div class='nf-center'>
+    <div>Appeals to all who Indulge in any of the Amateur Sports and Pastimes.</div>
+  </div>
+</div>
+
+<p class='drop-capa0_0_6 c035'><strong>Outing</strong> deals with all the pastimes
+from the gentleman sportsman’s
+standpoint, and is
+worthy of your consideration as an interesting
+and suitable publication for your library table.
+Every number contains, in addition to the leading
+articles, a complete record of the principal doings
+in the world of Amateur Sport, together with
+editorials by the leading authorities, such as</p>
+
+<div class='lg-container-b'>
+  <div class='linegroup'>
+    <div class='group'>
+      <div class='line'>ED. W. SANDYS,</div>
+      <div class='line'>WALTER CAMP,</div>
+      <div class='line'>Capt. A. J. KENEALY,</div>
+      <div class='line'>J. PARMLY PARET,</div>
+      <div class='line'>MALCOLM W. FORD,</div>
+      <div class='line'>PERCY ASHLEY,</div>
+      <div class='line'>A. H. GODFREY,</div>
+      <div class='line'>DR. NICOL,</div>
+      <div class='line'>AND OTHERS.</div>
+    </div>
+  </div>
+</div>
+
+<p class='c007'>Every number is beautifully illustrated, and the
+magazine is foremost in every respect.</p>
+
+<div class='nf-center-c0'>
+  <div class='nf-center'>
+    <div><i>Send a Two-cent Stamp for Specimen Copy.</i></div>
+    <div class='c003'><span class='large'><span class='sc'>The Outing Publishing Co.</span>,</span></div>
+    <div class='c004'>239–241 Fifth Avenue, New York.</div>
+  </div>
+</div>
+
+<div class='double'>
+
+<div class='nf-center-c0'>
+  <div class='nf-center'>
+    <div><i>Just the thing for a yachting cruise.</i></div>
+  </div>
+</div>
+
+<div class='chapter ph2'>
+
+<div class='nf-center-c0'>
+<div class='nf-center c001'>
+    <div>HEALTH CIGARS?</div>
+  </div>
+</div>
+
+</div>
+
+<p class='c023'><i>You can’t tell the difference
+between them and other
+cigars so far as the taste and
+aroma are concerned. The
+poison of the nicotine is neutralized
+but not extracted by
+the wonderful discovery of
+Dr. Hugo Geroldy of the university
+of Halle, Germany.
+They won’t hurt you, no matter
+how many you smoke.</i></p>
+
+<p class='c007'><i>Fifty-two million sold in
+Europe during 1898.</i></p>
+
+<p class='c007'><i>Ask your dealer for them.</i></p>
+
+<p class='c014'><i>If he doesn’t keep them, we will furnish you
+prices upon application. Trial box of 12 sent postpaid
+for $1.00.</i></p>
+
+<div class='nf-center-c0'>
+  <div class='nf-center'>
+    <div><i>HEALTH TOBACCO CO.,</i></div>
+    <div><i>Fifth Avenue and 42d Street,—New York.</i></div>
+    <div class='c004'><i>Telephone 3592–38th.</i></div>
+  </div>
+</div>
+
+</div>
+
+<div class='pbb'>
+ <hr class='pb c004'>
+</div>
+<div class='tnotes x-ebookmaker'>
+
+<div class='chapter ph2'>
+
+<div class='nf-center-c0'>
+<div class='nf-center c001'>
+    <div>TRANSCRIBER’S NOTES</div>
+  </div>
+</div>
+
+</div>
+
+ <ul class='ul_1 c003'>
+    <li>Typos fixed; non-standard spelling and dialect retained.
+    </li>
+  </ul>
+
+</div>
+
+<div style='text-align:center'>*** END OF THE PROJECT GUTENBERG EBOOK 76942 ***</div>
+  </body>
+  <!-- created with ppgen.py 3.57e (with regex) on 2025-09-07 02:50:28 GMT -->
+</html>
+
diff --git a/76942-h/images/cover.jpg b/76942-h/images/cover.jpg
new file mode 100644
index 0000000..ccd75af
--- /dev/null
+++ b/76942-h/images/cover.jpg
diff --git a/76942-h/images/i_004.jpg b/76942-h/images/i_004.jpg
new file mode 100644
index 0000000..3d42e02
--- /dev/null
+++ b/76942-h/images/i_004.jpg
diff --git a/76942-h/images/i_011.jpg b/76942-h/images/i_011.jpg
new file mode 100644
index 0000000..81af571
--- /dev/null
+++ b/76942-h/images/i_011.jpg
diff --git a/76942-h/images/i_014.jpg b/76942-h/images/i_014.jpg
new file mode 100644
index 0000000..ead13ad
--- /dev/null
+++ b/76942-h/images/i_014.jpg
diff --git a/76942-h/images/i_019.jpg b/76942-h/images/i_019.jpg
new file mode 100644
index 0000000..12ab89d
--- /dev/null
+++ b/76942-h/images/i_019.jpg
diff --git a/76942-h/images/i_024.jpg b/76942-h/images/i_024.jpg
new file mode 100644
index 0000000..e7d8e0c
--- /dev/null
+++ b/76942-h/images/i_024.jpg
diff --git a/76942-h/images/i_027.jpg b/76942-h/images/i_027.jpg
new file mode 100644
index 0000000..377bce2
--- /dev/null
+++ b/76942-h/images/i_027.jpg
diff --git a/76942-h/images/i_030.jpg b/76942-h/images/i_030.jpg
new file mode 100644
index 0000000..1d39331
--- /dev/null
+++ b/76942-h/images/i_030.jpg
diff --git a/76942-h/images/i_034.jpg b/76942-h/images/i_034.jpg
new file mode 100644
index 0000000..5aca1c2
--- /dev/null
+++ b/76942-h/images/i_034.jpg
diff --git a/76942-h/images/i_037a.jpg b/76942-h/images/i_037a.jpg
new file mode 100644
index 0000000..fe4c573
--- /dev/null
+++ b/76942-h/images/i_037a.jpg
diff --git a/76942-h/images/i_037b.jpg b/76942-h/images/i_037b.jpg
new file mode 100644
index 0000000..34e506e
--- /dev/null
+++ b/76942-h/images/i_037b.jpg
diff --git a/76942-h/images/i_038.jpg b/76942-h/images/i_038.jpg
new file mode 100644
index 0000000..6ef35dc
--- /dev/null
+++ b/76942-h/images/i_038.jpg
diff --git a/76942-h/images/i_047.jpg b/76942-h/images/i_047.jpg
new file mode 100644
index 0000000..e3d6ad4
--- /dev/null
+++ b/76942-h/images/i_047.jpg
diff --git a/76942-h/images/i_050.jpg b/76942-h/images/i_050.jpg
new file mode 100644
index 0000000..67666a5
--- /dev/null
+++ b/76942-h/images/i_050.jpg
diff --git a/76942-h/images/i_054.jpg b/76942-h/images/i_054.jpg
new file mode 100644
index 0000000..8e7bb02
--- /dev/null
+++ b/76942-h/images/i_054.jpg
diff --git a/76942-h/images/i_059a.jpg b/76942-h/images/i_059a.jpg
new file mode 100644
index 0000000..b7a23a2
--- /dev/null
+++ b/76942-h/images/i_059a.jpg
diff --git a/76942-h/images/i_059b.jpg b/76942-h/images/i_059b.jpg
new file mode 100644
index 0000000..c818ada
--- /dev/null
+++ b/76942-h/images/i_059b.jpg
diff --git a/76942-h/images/i_065.jpg b/76942-h/images/i_065.jpg
new file mode 100644
index 0000000..cdddd7c
--- /dev/null
+++ b/76942-h/images/i_065.jpg
diff --git a/76942-h/images/i_070.jpg b/76942-h/images/i_070.jpg
new file mode 100644
index 0000000..5203ab3
--- /dev/null
+++ b/76942-h/images/i_070.jpg
diff --git a/76942-h/images/i_074.jpg b/76942-h/images/i_074.jpg
new file mode 100644
index 0000000..6d9f5a1
--- /dev/null
+++ b/76942-h/images/i_074.jpg
diff --git a/76942-h/images/i_076.jpg b/76942-h/images/i_076.jpg
new file mode 100644
index 0000000..1f87d5d
--- /dev/null
+++ b/76942-h/images/i_076.jpg
diff --git a/76942-h/images/i_078.jpg b/76942-h/images/i_078.jpg
new file mode 100644
index 0000000..e3803dd
--- /dev/null
+++ b/76942-h/images/i_078.jpg
diff --git a/76942-h/images/i_081.jpg b/76942-h/images/i_081.jpg
new file mode 100644
index 0000000..ad11bd6
--- /dev/null
+++ b/76942-h/images/i_081.jpg
diff --git a/76942-h/images/i_083.jpg b/76942-h/images/i_083.jpg
new file mode 100644
index 0000000..3e1f262
--- /dev/null
+++ b/76942-h/images/i_083.jpg
diff --git a/76942-h/images/i_084.jpg b/76942-h/images/i_084.jpg
new file mode 100644
index 0000000..d735400
--- /dev/null
+++ b/76942-h/images/i_084.jpg
diff --git a/76942-h/images/i_093.jpg b/76942-h/images/i_093.jpg
new file mode 100644
index 0000000..36eb8a0
--- /dev/null
+++ b/76942-h/images/i_093.jpg
diff --git a/76942-h/images/i_100.jpg b/76942-h/images/i_100.jpg
new file mode 100644
index 0000000..53f1c13
--- /dev/null
+++ b/76942-h/images/i_100.jpg
diff --git a/76942-h/images/i_102.jpg b/76942-h/images/i_102.jpg
new file mode 100644
index 0000000..3e03289
--- /dev/null
+++ b/76942-h/images/i_102.jpg
diff --git a/76942-h/images/i_103.jpg b/76942-h/images/i_103.jpg
new file mode 100644
index 0000000..8d008f4
--- /dev/null
+++ b/76942-h/images/i_103.jpg
diff --git a/76942-h/images/i_106a.jpg b/76942-h/images/i_106a.jpg
new file mode 100644
index 0000000..2a95aab
--- /dev/null
+++ b/76942-h/images/i_106a.jpg
diff --git a/76942-h/images/i_106b.jpg b/76942-h/images/i_106b.jpg
new file mode 100644
index 0000000..a0fd881
--- /dev/null
+++ b/76942-h/images/i_106b.jpg
diff --git a/76942-h/images/i_107.jpg b/76942-h/images/i_107.jpg
new file mode 100644
index 0000000..4a94dee
--- /dev/null
+++ b/76942-h/images/i_107.jpg
diff --git a/76942-h/images/i_109a.jpg b/76942-h/images/i_109a.jpg
new file mode 100644
index 0000000..738ff89
--- /dev/null
+++ b/76942-h/images/i_109a.jpg
diff --git a/76942-h/images/i_109b.jpg b/76942-h/images/i_109b.jpg
new file mode 100644
index 0000000..02f8d46
--- /dev/null
+++ b/76942-h/images/i_109b.jpg
diff --git a/76942-h/images/i_109c.jpg b/76942-h/images/i_109c.jpg
new file mode 100644
index 0000000..b978a83
--- /dev/null
+++ b/76942-h/images/i_109c.jpg
diff --git a/76942-h/images/i_110.jpg b/76942-h/images/i_110.jpg
new file mode 100644
index 0000000..13155fa
--- /dev/null
+++ b/76942-h/images/i_110.jpg
diff --git a/76942-h/images/i_111.jpg b/76942-h/images/i_111.jpg
new file mode 100644
index 0000000..bfb00c7
--- /dev/null
+++ b/76942-h/images/i_111.jpg
diff --git a/76942-h/images/i_112.jpg b/76942-h/images/i_112.jpg
new file mode 100644
index 0000000..5d33b9f
--- /dev/null
+++ b/76942-h/images/i_112.jpg
diff --git a/76942-h/images/i_114.jpg b/76942-h/images/i_114.jpg
new file mode 100644
index 0000000..8432c46
--- /dev/null
+++ b/76942-h/images/i_114.jpg
diff --git a/76942-h/images/i_115.jpg b/76942-h/images/i_115.jpg
new file mode 100644
index 0000000..406bae0
--- /dev/null
+++ b/76942-h/images/i_115.jpg
diff --git a/76942-h/images/i_116a.jpg b/76942-h/images/i_116a.jpg
new file mode 100644
index 0000000..6988ee3
--- /dev/null
+++ b/76942-h/images/i_116a.jpg
diff --git a/76942-h/images/i_116b.jpg b/76942-h/images/i_116b.jpg
new file mode 100644
index 0000000..a763433
--- /dev/null
+++ b/76942-h/images/i_116b.jpg
diff --git a/76942-h/images/i_119.jpg b/76942-h/images/i_119.jpg
new file mode 100644
index 0000000..787bbf0
--- /dev/null
+++ b/76942-h/images/i_119.jpg
diff --git a/76942-h/images/i_120a.jpg b/76942-h/images/i_120a.jpg
new file mode 100644
index 0000000..0f4a997
--- /dev/null
+++ b/76942-h/images/i_120a.jpg
diff --git a/76942-h/images/i_120b.jpg b/76942-h/images/i_120b.jpg
new file mode 100644
index 0000000..6ac974f
--- /dev/null
+++ b/76942-h/images/i_120b.jpg
diff --git a/76942-h/images/i_122.jpg b/76942-h/images/i_122.jpg
new file mode 100644
index 0000000..043bc07
--- /dev/null
+++ b/76942-h/images/i_122.jpg
diff --git a/76942-h/images/i_126.jpg b/76942-h/images/i_126.jpg
new file mode 100644
index 0000000..79170aa
--- /dev/null
+++ b/76942-h/images/i_126.jpg
diff --git a/76942-h/images/i_132.jpg b/76942-h/images/i_132.jpg
new file mode 100644
index 0000000..4c8e4e2
--- /dev/null
+++ b/76942-h/images/i_132.jpg
diff --git a/76942-h/images/i_133.jpg b/76942-h/images/i_133.jpg
new file mode 100644
index 0000000..9e9171d
--- /dev/null
+++ b/76942-h/images/i_133.jpg
diff --git a/76942-h/images/i_134.jpg b/76942-h/images/i_134.jpg
new file mode 100644
index 0000000..699f8d9
--- /dev/null
+++ b/76942-h/images/i_134.jpg
diff --git a/76942-h/images/i_136.jpg b/76942-h/images/i_136.jpg
new file mode 100644
index 0000000..8526bf7
--- /dev/null
+++ b/76942-h/images/i_136.jpg
diff --git a/76942-h/images/i_138.jpg b/76942-h/images/i_138.jpg
new file mode 100644
index 0000000..8805bed
--- /dev/null
+++ b/76942-h/images/i_138.jpg
diff --git a/76942-h/images/i_144.jpg b/76942-h/images/i_144.jpg
new file mode 100644
index 0000000..820dac5
--- /dev/null
+++ b/76942-h/images/i_144.jpg
diff --git a/76942-h/images/i_146.jpg b/76942-h/images/i_146.jpg
new file mode 100644
index 0000000..34ed9e9
--- /dev/null
+++ b/76942-h/images/i_146.jpg
diff --git a/76942-h/images/i_147.jpg b/76942-h/images/i_147.jpg
new file mode 100644
index 0000000..3d6b25f
--- /dev/null
+++ b/76942-h/images/i_147.jpg
diff --git a/76942-h/images/i_149.jpg b/76942-h/images/i_149.jpg
new file mode 100644
index 0000000..4e0a213
--- /dev/null
+++ b/76942-h/images/i_149.jpg
diff --git a/76942-h/images/i_151.jpg b/76942-h/images/i_151.jpg
new file mode 100644
index 0000000..6e86ddb
--- /dev/null
+++ b/76942-h/images/i_151.jpg
diff --git a/76942-h/images/i_152a.jpg b/76942-h/images/i_152a.jpg
new file mode 100644
index 0000000..94fc698
--- /dev/null
+++ b/76942-h/images/i_152a.jpg
diff --git a/76942-h/images/i_152b.jpg b/76942-h/images/i_152b.jpg
new file mode 100644
index 0000000..3e4184b
--- /dev/null
+++ b/76942-h/images/i_152b.jpg
diff --git a/76942-h/images/i_160.jpg b/76942-h/images/i_160.jpg
new file mode 100644
index 0000000..a8f3f37
--- /dev/null
+++ b/76942-h/images/i_160.jpg
diff --git a/76942-h/images/i_164.jpg b/76942-h/images/i_164.jpg
new file mode 100644
index 0000000..f73cccb
--- /dev/null
+++ b/76942-h/images/i_164.jpg
diff --git a/76942-h/images/i_190.jpg b/76942-h/images/i_190.jpg
new file mode 100644
index 0000000..3678478
--- /dev/null
+++ b/76942-h/images/i_190.jpg
diff --git a/76942-h/images/i_192.jpg b/76942-h/images/i_192.jpg
new file mode 100644
index 0000000..65152c1
--- /dev/null
+++ b/76942-h/images/i_192.jpg
diff --git a/76942-h/images/i_198.jpg b/76942-h/images/i_198.jpg
new file mode 100644
index 0000000..160476a
--- /dev/null
+++ b/76942-h/images/i_198.jpg
diff --git a/76942-h/images/i_200.jpg b/76942-h/images/i_200.jpg
new file mode 100644
index 0000000..0889679
--- /dev/null
+++ b/76942-h/images/i_200.jpg
diff --git a/76942-h/images/i_221.jpg b/76942-h/images/i_221.jpg
new file mode 100644
index 0000000..8ca316b
--- /dev/null
+++ b/76942-h/images/i_221.jpg
diff --git a/76942-h/images/i_223.jpg b/76942-h/images/i_223.jpg
new file mode 100644
index 0000000..474646b
--- /dev/null
+++ b/76942-h/images/i_223.jpg
diff --git a/76942-h/images/i_226.jpg b/76942-h/images/i_226.jpg
new file mode 100644
index 0000000..5a6f79b
--- /dev/null
+++ b/76942-h/images/i_226.jpg
diff --git a/76942-h/images/i_229.jpg b/76942-h/images/i_229.jpg
new file mode 100644
index 0000000..9e36ea8
--- /dev/null
+++ b/76942-h/images/i_229.jpg
diff --git a/76942-h/images/i_230.jpg b/76942-h/images/i_230.jpg
new file mode 100644
index 0000000..782f2b5
--- /dev/null
+++ b/76942-h/images/i_230.jpg
diff --git a/76942-h/images/i_232.jpg b/76942-h/images/i_232.jpg
new file mode 100644
index 0000000..a82e469
--- /dev/null
+++ b/76942-h/images/i_232.jpg
diff --git a/76942-h/images/i_234.jpg b/76942-h/images/i_234.jpg
new file mode 100644
index 0000000..3d85d60
--- /dev/null
+++ b/76942-h/images/i_234.jpg
diff --git a/76942-h/images/i_236a.jpg b/76942-h/images/i_236a.jpg
new file mode 100644
index 0000000..fb4cddc
--- /dev/null
+++ b/76942-h/images/i_236a.jpg
diff --git a/76942-h/images/i_236b.jpg b/76942-h/images/i_236b.jpg
new file mode 100644
index 0000000..df8da51
--- /dev/null
+++ b/76942-h/images/i_236b.jpg
diff --git a/76942-h/images/i_237.jpg b/76942-h/images/i_237.jpg
new file mode 100644
index 0000000..4ff469b
--- /dev/null
+++ b/76942-h/images/i_237.jpg
diff --git a/76942-h/images/i_238.jpg b/76942-h/images/i_238.jpg
new file mode 100644
index 0000000..e72ba5f
--- /dev/null
+++ b/76942-h/images/i_238.jpg
diff --git a/76942-h/images/i_240a.jpg b/76942-h/images/i_240a.jpg
new file mode 100644
index 0000000..fa1c443
--- /dev/null
+++ b/76942-h/images/i_240a.jpg
diff --git a/76942-h/images/i_240b.jpg b/76942-h/images/i_240b.jpg
new file mode 100644
index 0000000..0c0559e
--- /dev/null
+++ b/76942-h/images/i_240b.jpg
diff --git a/76942-h/images/i_242.jpg b/76942-h/images/i_242.jpg
new file mode 100644
index 0000000..2aba766
--- /dev/null
+++ b/76942-h/images/i_242.jpg
diff --git a/76942-h/images/i_244.jpg b/76942-h/images/i_244.jpg
new file mode 100644
index 0000000..57456c7
--- /dev/null
+++ b/76942-h/images/i_244.jpg
diff --git a/76942-h/images/i_245a.jpg b/76942-h/images/i_245a.jpg
new file mode 100644
index 0000000..0b3b047
--- /dev/null
+++ b/76942-h/images/i_245a.jpg
diff --git a/76942-h/images/i_245b.jpg b/76942-h/images/i_245b.jpg
new file mode 100644
index 0000000..8269b25
--- /dev/null
+++ b/76942-h/images/i_245b.jpg
diff --git a/76942-h/images/i_246.jpg b/76942-h/images/i_246.jpg
new file mode 100644
index 0000000..2d372df
--- /dev/null
+++ b/76942-h/images/i_246.jpg
diff --git a/76942-h/images/i_250.jpg b/76942-h/images/i_250.jpg
new file mode 100644
index 0000000..70c7f80
--- /dev/null
+++ b/76942-h/images/i_250.jpg
diff --git a/76942-h/images/i_254.jpg b/76942-h/images/i_254.jpg
new file mode 100644
index 0000000..9d5d29a
--- /dev/null
+++ b/76942-h/images/i_254.jpg
diff --git a/76942-h/images/i_258.jpg b/76942-h/images/i_258.jpg
new file mode 100644
index 0000000..1e1106c
--- /dev/null
+++ b/76942-h/images/i_258.jpg
diff --git a/76942-h/images/i_270.jpg b/76942-h/images/i_270.jpg
new file mode 100644
index 0000000..df4456a
--- /dev/null
+++ b/76942-h/images/i_270.jpg
diff --git a/76942-h/images/i_280.jpg b/76942-h/images/i_280.jpg
new file mode 100644
index 0000000..163bc15
--- /dev/null
+++ b/76942-h/images/i_280.jpg
diff --git a/76942-h/images/i_307.jpg b/76942-h/images/i_307.jpg
new file mode 100644
index 0000000..b042ca8
--- /dev/null
+++ b/76942-h/images/i_307.jpg
diff --git a/76942-h/images/i_313.jpg b/76942-h/images/i_313.jpg
new file mode 100644
index 0000000..04134c5
--- /dev/null
+++ b/76942-h/images/i_313.jpg
diff --git a/76942-h/images/i_314.jpg b/76942-h/images/i_314.jpg
new file mode 100644
index 0000000..fb21908
--- /dev/null
+++ b/76942-h/images/i_314.jpg
diff --git a/76942-h/images/i_315.jpg b/76942-h/images/i_315.jpg
new file mode 100644
index 0000000..c85e337
--- /dev/null
+++ b/76942-h/images/i_315.jpg
diff --git a/76942-h/images/i_316.jpg b/76942-h/images/i_316.jpg
new file mode 100644
index 0000000..93ce818
--- /dev/null
+++ b/76942-h/images/i_316.jpg
diff --git a/76942-h/images/i_317a.jpg b/76942-h/images/i_317a.jpg
new file mode 100644
index 0000000..82e929e
--- /dev/null
+++ b/76942-h/images/i_317a.jpg
diff --git a/76942-h/images/i_317b.jpg b/76942-h/images/i_317b.jpg
new file mode 100644
index 0000000..edb8d2f
--- /dev/null
+++ b/76942-h/images/i_317b.jpg
diff --git a/76942-h/images/i_318.jpg b/76942-h/images/i_318.jpg
new file mode 100644
index 0000000..0ec56cc
--- /dev/null
+++ b/76942-h/images/i_318.jpg
diff --git a/LICENSE.txt b/LICENSE.txt
new file mode 100644
index 0000000..b5dba15
--- /dev/null
+++ b/LICENSE.txt
@@ -0,0 +1,11 @@
+This book, including all associated images, markup, improvements,
+metadata, and any other content or labor, has been confirmed to be
+in the PUBLIC DOMAIN IN THE UNITED STATES.
+
+Procedures for determining public domain status are described in
+the "Copyright How-To" at https://www.gutenberg.org.
+
+No investigation has been made concerning possible copyrights in
+jurisdictions other than the United States. Anyone seeking to utilize
+this book outside of the United States should confirm copyright
+status under the laws that apply to them.
diff --git a/README.md b/README.md
new file mode 100644
index 0000000..82778db
--- /dev/null
+++ b/README.md
@@ -0,0 +1,2 @@
+Project Gutenberg (https://www.gutenberg.org) public repository for book #76942
+(https://www.gutenberg.org/ebooks/76942)