Beadle's Dime Handbooks (no. 15) (1867)
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OTA os YACHTING AND ROWING. NEW WORK: BEADLE AND COMPANY, 118 WILLIAM ST. The American News Co., 39 & 41 Chambers St. N.Y,
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+03 peprdurs * STANDARD SCHOOL SERIES. DIME SPEAKERS. DIME DIALOGUES, . Dime American Speaker. Dime Dialogues Number One, . Dime National Speaker. Dime Dialogues Number Two, . Dime Patriotic Speaker. Dime Dialogues Number Three, . Dime Comic Speaker. Dime Dialogues Number Four, . Dime Elocutionist. Dime Dialogues Number Five. . Dime Humorous Speaker. Dime Dialogues Number Six, . Dime Standard Speaker. Dime Dialogues Number Seven, Dime Stump Speaker. Dime Dialogues Number Eight, Dime Juvenile Speaker. Dime Dialogues Number Nine, . Dime Spread-eagle Speaker. ‘ Dime Dialogues Number ‘len, . Dime Debater aud Chairman's Guide, | Dime Dialogues Number Eleven, Jime Exhibition Speaker. Dime Dialogues Number Twelve, Jime School Speaker. Dinfe Dialogues Number Thirteen, . Dime Ludicrous Speaker. Dime Dialogues Number Fourteen . Carl Pretzel’s Komikal Speaker, Dime Dialogues Number Fifteen, — . Dime Youth’s Speaker. Dime Dialogues Number Sixteen. . Dime Eloquent Speaker. Dime Dialogues Number Seventcen §. Dime Hail Columbia Speaker. Dime Dialorues Number Eighteen, . Dime Serio-Comic Speaker. Dime Dislogues Number Nineteen. YOUNG PEOPLE’S SERIES. , ¥ —E racing F . ae 1—DIME GENTS! LETTER WRITER. pee he Models, Suggestions - ETTE—For Ladies and Gentlemen: be : . DIME BOOK OF T Se Eadie. anda Diecank oe Voces eae to 3—DIME BOOK OF VERSES—Comprising Verses for Valentines, Mottoes, Conp- lets, St. Valentine Verses, Bridal and Marriage Verses, Verses of Lave: ote y $—Their Romance and Mystery : wi “6 hdl Maer tT Oeusry Compiled from the most acere Metueea mplete in- 5—DIME FORTUNE-TELLER—Comprising the art of Fortune-Telling, how to read Character, etc. 6—DIME LADIES’ LETTER-WRIT ER—Giving the various forms of Letters of School Days, Love and Friendship, of Society, etc. 7—DIME LOVERS’ CASKET—A ‘Treatise and Guide to Friendship, Love, Court. ship and Marriage. Embracing also a complete Floral Dictionary, ete. 8—DIME BALL-ROOM COMPANION—And Guide to Dancing, Giving rules of Btiquette, hints on Private Parties, toilettes for the Ball-room, ete, 9—BOOK OF 100 GA MES—Out-door and In-door SUMMER GAMES for Tourists and Families in the Country, Picnics, etc., comprising 100 Games, Forteits, etc: 10—DIME CHESS INSTRUCTOR—A complete hand-book of instruction, giving the entertaining mysteries of this most tineresting and fascinating of games, 11—DIME BOOK OF CROQUET A complete guide to the game, with the latest rules, diagrams, Croquet Dictionary, Parlor Croquet, ete. 12—DIME BOOK OF BEAUTY—A delightful book, full of interesting informa- tion, I[t deserves'x place in the hands of every one who w: nid be beautiful, DIME ROBINSON CRUSOE-—In large octavo, double columns, illustrated. Hand-Books of Games.| Family Hand-Books, DIME BASE-BALL PLAYER FOR 1877.| 1. DIME COOK BOOK, DIME BOOK OF CRO UET. 2. DIME RECIPE BOOK. DIME.GUIDE TO SWIMMING. 3. DIME HOUSEKEEPER'S GUIDE, DIME @RICKET AND FOOTBALL. | 4. DIME FAMILY PHYSICIAN, DIME BUOK OF PEDESTRIANISM. |5. DIME DRESSMAKING AND MIL. DIME RIDING AND DRIVING. LINERY. DIME YACHTING AND ROWING, 2 The above books are sold by Newsdealers everywhere, or will be sent. poss. te to any address, on receipt of price. 10 cents each. BEADLE & ADA\S, Bei morm srw me lishers, 98 William Street, New York. be av wie a =
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YACHTING AND ROWING: 4 OOMPLETE MANUAL OF THE SCIENCE AND PRACTICE OF THE TWO PASTIMES, BY HENRY CHADWICK, AUTHOR oF “BEADLE’S DIME BOOK OF BASE-BALL,"’ ETO., BG, (See NEEESEESSEateiini NEW YORK BEADLE AND COMPANY, vhs. 118 WILLIAM STREET.
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a4 % : i & by ae 7 :: -—= Entered according to Act of Congress, in the year 19471, by é BEADLE AND COMPANY, * im the Clerk’s Office of the District Court of the United States fo, the ‘ Southern District of New York. ad oe __~«->
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} \ et PREFACE. ae ee an THe ,apid increase in popularity of Yachting in Amer- fea, and consequent desire for information on the subject, ~ hhas induced the publishers of the Diig Szrms oF ‘Hanp- Booxs to add the present work to the list, and it will be found not only advantageous to the mere amateur; bet also ‘fan instructive work for the yacht owner.
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CONTENTS. : PAGE. "x GN YACHTING: - - + + * © *® * ray ee The Yacht Clubs of England, - - - - = -s D eS The Yacht Clubs of America, - - - - +6 ante Other Yacht Clubs, - - ott . > Saye 18 i - Learning toSaila Boat, - - - - = = pty 7 \ aia On messing, +6) > fictl os FR *1e 6 6 Be Regattasand Races,- -.- + - - = 20 = Sailing Regulations, - - - + © <= © «=<» i Glossary of Nautical Térms, - - - =-+ - ~ ON ROWING, - - oe BI we hoe Le English Laws of Boat Racing, Se ae te Pass Wew-York Clabe, 605 2 FE PY OE Hints to Rowers; + - 0 600 ee _ ‘ The Great Boat Race of 1867—Oxford yersus Cambridge, 46 THE GREAT OCEAN YACHT RACE OF DECEMBER, 1867, 32 The Start from New York, - - - + + «+ «= 88 The Logs of the Yachts,- - - + = - - 4 THE HARVARD AND YALE COLLEGE CONTESTS, - 61 i } a
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, it | | | | | | 7. sd BEADLE’S DIME HAND-BOOK OF YACHTING AND ROWING. ON YACHTING. Wester defines the word “ yacht” as meaning a “ light, sea- going vessel, used only for pleasure-trips, racing, and the like,” an occupation not warranting the respect elicited by the bravery, endurance, energy and enterprise called forth in the life of that class of men of the merchant marine who “ go down to the sea in ships, and do their business on the great waters.” Yet, nevertheless, yachting affords a field at times for most of these. manly characteristics ; witness the late grand race across the Atlantic, in midwinter, by the daring yachtsmen of America, a trial of skill in yachting which has done more in one month to. bring the fraternity of. America into good repute, than any event since the victory obtained by the little yacht America over the crack craft of the home of yachting in the Old World. Sitting with a party of yachtsmen by the cozy fire in the agi -room of one of our most prominent American clubs Jast winter, the conversation turned on yachting, and this, of course, led to a discussion of yachting as it was and as it is “at hqme,” and a brief description of the origin of yachting, ‘gleaned from the source in question, is presented by way of an opening chapter on the subject. Yachting in England can lay claim to a very respectable antiquity. It is recorded that one Phineas Pett, master: ship- wright to James I., built a yacht for Henry, Prince of Wales, in 1604,. Pepys, in his Diary, gossips about the yacht in ques- tion, wherein he writes that, “ This day (Sept. 14, 1661), before we had dined, came Sir R. Slingsby, and his lady, and a great deal of company, to take my wife and I out by barge, to show them the king’s and duke's yachts.”
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a inl —_ r —_——— a = eae YACHTING AND ROWING. The “ Pett,” above referred to, was esteemed the most skill. ful nayal architect of the time. From this period the love of | yachting kept pace with the growth of the nation, and now the pleasure- -navy of Great Britain.exceeds, both in numbers and ‘ tunnage, the whole royal navy existing at the time when Charles the Second and his brother engaged) in tlie first Tage between yachts ever seen in England. Captain Marryat, the great “ marine noyelist,’——as one of hig adimirers*once called iim—-epealinie of yachting, says that “ of all amusements entered into by the nobility and gentry of ouy* island, there is not one so GiBnly, so exciting, so patriotic, or 80 nitional) as yacht-sailing.” When unease: comments were made, the yachts of England numbered far less. than they do ‘now, the list for 1866 comprising some twelve hundred yachty, varying in size from the little Alma of three tuns, to the stately me. Brilliant of four hundred and twenty tuns. The flags of English ; * yachts have waved in the bretze in nearly every quarter — of the globe. The beattty of form and perfection of equip. — ment of English yachts have long been the subject of genera) admiration ; but their beauty is not their only merit, for the majority have proved themselves to be‘ admirable Sea-hoata, some having made long and dangerous voyages, their owners, _~ apparently, seeking for new seas to sail in, if not new worlds bas to conquer. The little Pet, of only eight tuns, circumnayyi- | are gated Great Britain. The Zeazer, of twenty-two tuns, thade & successful voyage to the West Indies in 1852. Thie two cutters: Znca and Katinka, of twenty-five tuns each, sailed for _ Australia in 1858, and reached their destination’ in safety. ‘The St. Ursula, of one hundred and ninety tans, made a voy- age to New York and back in 1859, her home run o¢eupyiug but twenty-one days. In 1860, the Spray, of thirty-three tans, . made the passage to Hobart Town, Australia, in one htindred - made the passage to Australia in one hundred and threé days. Tn fact, English yachtsmen have succeeded in circumuaviga- 3 fing the globe, in their little pleasuré-vessels, the first to do 80 being Mr. Skeddon, in his yacht Naney Dawson. Another dating yachtsman, Thomas B. Hanham, Esq., in his’ yacht : Brent, ‘one hundred and forty tuns, started from England er 4 Ie ...2>. =" 7 ais , . bd ae: + ‘and twelve days, and in 1865, the Alerte, of fifty-six tuna, . e of 1864, on 4 cruise wound oe Kom, to - |
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es Pe st ro : : - . v -—"e a bs ~ : Ss ’ YACHTING. C3 Valparaiso, Callao, Vancouver's Island, the South Sea Tslands, and home by the Cape of Good Hope, " These instances serve to show how much may be done by. - very small yachts, when well built and skillfully handled. - | Before concluding our brief glance at this part of our subject, a! we may notice the voyages across the Atlantic by the Amers s _ iean yachts Charter Oak and Sylvie, in 1853, the former beingof twenty-three tuns only, the latter registering two hundred and — \ ‘five tuns. The Syloie’s time of sixteen and a half days from a . Halifax to Havre on the occasion was a remarkable trip. j : r The race last December, between the Henrietta, Vesta and Flee wing, is of such a recent date, that further reference in this chapter of our work is unnecessary. ' The Yacht Clubs of England. In order to get up regattas, and to diffuse and encourage a “4 taste for yachting, yacht clubs haye been founded in various ds y parts of the world. Those in Great Britain have now in- a creased to over thirty in number—the oldest being: the Royal “P49 Cork, established in 1720, and the youngest the Albert, founded : Y in 1864. In’the latter year, these clubs gave nearly six thou- » sand pounds, to be competed for at the various regattas. This = sum was divided among ninety-two yachts, the largestamount, = four hundred and fifteen pounds, being won by the Vindew, of | forty-five tuns. In 1865, also, very handsome prizes were z _-awarded—the Royal Thames Olub alone giving nine hundred Fa” potinds—the largest amount, four hundred and eighty-five x pounds, falling to the share of the Niobe, of forty tuns. “The a value won in cups and purses by some of the most-successful — 5! eon achts, in the course of their racing career, amounts to a very - ~ “eonsiderable sum. The Clarence, eighteen tuns, built on the Clyde, had won twenty-six prizes at the close of the racing season of 1836. The famous Vision, forty-five tuns, built in 1846, by Wanhill, of Poole, sailed in thirty-four matches, and won eighteen hundred pounds. The Audaz, sixty-two tuns, =~ | __ built by Harvey, of Ipswich, in three years gained eight bun- ge é: dred and ninety-sevén pounds. In a single year, 1863, the Eo -Ploryne, built by Hatcher, of Southampton, won seyen'pun- ”~ _ “dred and sixty pounds—tle largest sum ever gainer’ in one . DN ae pe deteey acibti lime * /
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~ y 6 - —s* YACHTING AND ROWING. _ The Royal ‘Yacht Club is the most aristocratic association | of the kind in the world. It was founded in 1815, in the month and year of the Battle of Waterloo, It is. the oldest yacht club in Great Pritain, and the only one entitled to tarry the white ensign of her majesty’s fleet. Its original ‘title was the Yacht Club, and it was not until 1838 that it be- came known as the Royal Yacht Squadron. The head- quarters and club-house are at Cowes, Isle of Wight. To be- come a member of the club it is necessary to be the owner. of a yacht of or above thirty tuns—a rule of exclusion not’ existing in any other yacht club. The entrance-money is twenty-two pounds, and the annual subscription eleven pounds. The Royal Thames Yacht Club, the largest club in the world, both in number of members and of yachts, was founded in 1823. It possesses a handsome club-house in Albemarle Street, London. The entrance-fee is fourteen pounds fourteen shillings, for yacht-owners, and twenty-one pounds for non- owners ; while the annual subscription is three pounds three shillings in both cases. The Royal Thames owes its forma- tion to a body of seceders from the “ Coronation Sailing So- ciety,” who held themselves aggrieved by the decision of the majority of that society in awarding a cup, which had been sailed for on the Thames, in July, 1823, to a certain Captain Brocklebank, who had violated the sailing articles subscribed by the owners of all the boats sailing for the said cup. The first meeting of these gentlemen was, curiously and appropri- ately enough, held in the Ship Tavern, Water Lane, Fleet Street. From this brief statement of yachting in England it will _ be at once seen how rapidly the taste for the sport has in- creased of late years, more than half of the present number of yacht clubs having been founded since 1840. Besides the clubs in England there are yacht associations in Russia, Hol- land, Belgium, France, Australia, Bermuda, Canada and.in-the’ United States, the increase in the popularity of yachting in this country within the past five years being especially note- worthy. The Yacht Clubs of America. The most prominent yacht club of the American continent ‘is the New York Club, It was first organized in 1844, and is — _ now in a more flourishing condition than eyer before.
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/YACHTING. ‘ i) . The officers of the club consist of a Commodore, Vice-Vom- modore, Rear Commodore, Secretary, Treasurer and Measurer, The commodore takes command of the squadron, assisted by the vice-commodore, The representative of each yacht is entitled. to a yote in the club. Two black balls defeat an election for membership. |The fees for the first year amount to forty dollars, and subsequently twenty-five dollars a year. The, Secretary of the Navy and the commander of the Brooklyn Navy Yard are considered ex-officio honorary members of the club, Each member pays to the treasurer of the club on his election forty dollars, which includes his annual dues for the first year, Subsequently the annual dues are twenty-five dol- lars a year. The squadron is divided into two classes of ves- sels, schooners and sloops. The first commodore of the New York Yacht Squadron was John ©. Stevens, who made American yachting famous the world over, while owning the yacht America. John Jay owned the yacht La Coquille when the club was formed in 1844,-and his vessel was one of the first to join the squadron. The first sea-race of the club was sailed in 1858, the yachts Zinga, Madgie, Rebecca, Ann, Manersing and Narragansett participating in the race. The Rebecea won the race. The club-house is situated in the Elysian fields, at Hoboken, in a very pleasant location. The rooms of the club are fitted with models and paintings of the fastest and most celebrated yachts, and a great number of rare and valuable curiosities.” The squadron consists of twenty- nine schooners, eleven sloop yachts, and one steamer. The largest yacht in the squadron is the schooner J? Hirondelle, two hundred and sixty-two tuns, owned by 8S. Dexter Brad- ~~ ford, a wealthy dry goods dealer, doing business in Worth street, in this city. The smallest yacht is the sloop. Annie of twenty-six tuns, owned by Mr. John Heard, of Ipswich, _ Massachusetts. The LZ Hirondelle beat the Vesta in a match. ,tace on the 81st of October, 1866, in a race- from the Liglit ship off Sandy Hook, running twenty miles to windward, ; The race was for a piece of plate. The L’Hirondelle is tht | <<‘ most magnificently furnished yacht in the squadron. The | Henrietta is now world-famous. She is a schooner yacht of © _. . two hundied and five tons burden, built in 1861, and ownes _-y James Gordon Bennett, jr. He formerly owned the Bh “Wteiae ss gyal - Bele 3h” gui yet as ~~ ee he ap de _~ * = & . ‘ * prea ete 5 Loe = mt TT Gained ’ at Ly os
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% go . YACHTING AND ROWING. , Ribena a Very fast yacht. Mr, Bennett bas sailed ina number of races in his yacht, and has the reputation of keeping the best crew in the squadron. The Vesta is another famous ed " yacht, two hundred and one tuns burden, owned by Peter Loril- lard, the tobacconist. The Vesta came out of the great inter petionel race second best. ‘The Restless is a schooner of about ninety-six tuns, owned by W. R. Travers, the broker. The Fleetwing is one of the most beautifully modeled and fastest e . yachts in the squadron, owned by George A. Osgood, a Wall, ; street broker. The Mleetwing, in the ocean-race, lost by an’ unfortunate accident several of her crew. She is two hun- dred and six tuns burden. The schooner WV. B. Palmer, one hundred and ninety-four tuns, is owned by Captain R. B. ‘Loper, of Philadelphia, a veteran sailor. The Palmer sailed a race with the Henrietta for five hundred dollars on the 16th we of October, 1865, from the Light-ship, off Sandy Hook, to Cape : May and back, and was beaten by the Henrietta. The Josephine, x schooner yacht of one hundred and forty-three tuns, was owned by the late Daniel Devlin. This yacht was beaten in a race of twenty miles by the Magie, owned by Commodore McVicker, The race was from Sandy Hook fifteen miles to windward and back. It took place on the Ga 19th of June, 1865, for a purse of one thousand dollars. The Rambler is a very fast schooner yacht of one hundred and sixty- four tuns, owned jointly by H. 8. Fearing, young Francis Skid- : dy, and §. Sandy, all of New York.” The Haze isa schooner _ ¢ yacht, ninety-one tuns, owned by John E. Devlin. © The . Phantom is a schooner yacht owned by Henry §. Stebbins, and the Haleyon, a schooner yacht of one hundred and thirty tuns, is owned by J. M. Hubtard, of Westchester Co. The ©~ Haleyon sailed a race for a piece of plate on the 23d of Oc: e By in tober, from Sand’s Point Lighthouse, in the Sound, to New __~ London and back, against the Veséa, the latter winning by ' fourteen minutes, allowing for the great difference in tunnage and measurement. . At the time of the issue of this work the officers of the club gh the ensuing year had not been chosen. f a Tun Unron Cxvs, of New York, was founded in January, a 1864. lis instuguration was made under the most flatterin ness an the club ‘hap not yet reachéd the point aimed at >»
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+ YACHTING. a e when it was established. The club fleet has not yet exceeded a dozen yachts. * sae. The following yachts form the fleet of the Union club: Mist, Lillie, Katydid, Pauline and Iris. The officers for 1866, were : Commodore, C. J. Ketchum; Vice-Commodore, , J. James; Recording Secretary, J. A. Johnson; Treasurer, | s« E. H. Lacombe; Corresponding Secretary, E. F.-Carey, ©The 7 glub-roomis were at 177 Fifth avenue. , Tue Brookityn Yacur CLus is next on the list to the ' or New York Club. The officers of the Brooklyn Yacht Club, for “a the year. 1867, are: Commodore, Geo. W. Kidd; Vice-Com- Re modore, Theo. Peters; President, E. Underhill; Secretary, b ag William T, Lee ; Treasurer, C. M. Felt; Assistant Secretary; G@. — EI C. Wood; Measurer, John M. Sawyer. > The names of the yachts belonging to the club, their tun- 4 nage, and names of their owners, are as follows : a FIRST CLASS SCHOONERS, . Names. Dimensions. Owners. : : UN SRE le a oe ROGUIS i ssc cisetes. eet ee Com. G. W. Kidd, oi BETO FSO te CO PURG sc. teecdisrr esas James Troy. he Startled Fawn ....../.....4.- dy OEE — rh oe SOLE © Cee tee O95 TONG. sistesscscssasstss: J, Dimond, a SECOND CLASS. SCHOONERS, “a 4 Foam. Marignita. “a FIRST CLASS SLOOPS, ae .23 tunes Jenny Cable.... 18 tung > # 18 tuns Modesty,..... «+20 tins .17 tuns Musqueteed.. 24 tunes ..15 tuns Isaac Walton...... ...., \..25 tuna 16 tuns 1 RS Bares pepe A OE or If tuns ‘ts TEMBULOUB coded ov ccsssUsvctes 28 'tuns, “Panny. .i:.... coi este et eed 30 tung ee SET Pe tr ee + ee ae 20 tuns 3 SECOND CLASS SLOOPS. “a ; Twilight. Nancy. fe” } Carrie. Josephine, a , Dexter. Contest. i Nellie. Echo, c Apollo, Madge. “> Una. Aquatia, ae Hornet. Several additions to the above list are being built, among them the Calypso of two hundred tuns, and a schooner of one _ hundred tuns. Indeed, the anticipation is that the comin =e season will be one of the most successful in the annals of the y ~ dud, “Toe annual regatta of the club takes place in June, Paes
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YACHTING AND ROWING. and is always one of the pleasurable events of the sea ; yon. Kea * THe AtrLantic CLius—a branch from the Brooklyn— - abother flourishing yachting association, ~ ‘Phe officers of the club are as follows: Commodore, T, ; C. Lyman ; Vice-Commodore, W. M. Brasher; Secretary, C. ©. Lippitt; Treasurer, J. R. Maxwell; Measurer, Edward Harvey. The following is the club list of yachts and their owners: — SLOOPS—FIRST CLASS. Names . Owners. EE SUNT O's 25.6. t'cd oS a eree cet Weittes Seen ceutees geiigh 5B KE. Harvey. ad ee See Ream ire eee eres Te - Vice-Commodore Brasher, » Se nN Sinliin ob'ss pe 4's SORAEREETD P. Brasher, OUOT MT SSEL. chic ess soe cese cscs apaene ae W. Peet. NEGUS «GES 65 cle Caehs.005 jodie’ ohh sees H, A. Gouge. BIND, ae cove sgt ss ncnrs a stedewe less Qiadar ab N. W. Hubbell, jr. Ele OPP Tee ta Dee Ce S. Homans. Loirne..... SE eo PO eee ee 8. F. Speir. BCEUD S ohescivceccssd ser coee sss Steeeans J. Travers. IDLER Jie ek bx a ep ated’ opqncideoos eamepedl A. A. Willitts. The list will be enlarged before the close of the season, a new twenty-five tun yacht being nearly ready for the club re. gatta in June. Tue Hosoxen Yacut Crus was organized in September, 1865, and now includes the following list of yachts on its books: Names Dimensions, Owners. . NS ee eee WRIT cis cel wiv cdect ete J. Gillett. NES oo ie basiels xa ch PaaS ++ ARMIES 0nc Sn cs decd Oe J.B. Rolston. ROOEUOUIR ic. fac atdditithiisess- BOD 0 05:3 digs Pxcaeicnwicies Conrad Fox. ' ST A RS a 1, PUB on ch. re chicas Wm.S8. Dow. UO. OS OR ee Pe a gs IO COUR iia. aces R. Dumartheray. . ~The following are the officers of the Hoboken. Yacht Sale + Commodore, Victor Vuillaume; Vice-Commodore, Simeon: Griswold; Recording Secretary, Eugene Marcile ee etre, ey nt od a > +, - . » | SEER Re Se oe eee ee Nena
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18 Corresponding Secretary, F. Klenen ; Treasurer, George L. Clark ; Measurer, E. M. Cook. Tur Jersey Crry Yacut Cius was founded in July, 1858. This club has a convenient house near the Central Ruilroud pier, Jersey City, fronting on the bay, and is in a very pros- perous condition. A scrub regatta takes place in May each year, and the annual regatta in June. The yachts of this club YACHTING. 4 are as follows: f Names Dimensions Owners MEA Stes agreede hdee sate > ts RSC. ess hss Geacees se H. C. Walten. WAPSIMING, §f iso ¥ik 2 okies ed OW 1OOGss ie slk bbe ccd 8. P. Hill. epee et ae SB 10Gb. cacvesadengacoeed A. D. White. END ats thes 0 tobe Ve. 256 90 feet sss este ekce 8. W. Hill. BANOS Faron. Feiicscwe + at Ree Vee H. Teasey. eee WINE 5.5. opus ches od ie, MEE PE oe S. Hemance. a ay Say Re. A eg an sees ©, A. Smith, Who’ i. Ma-tno'b it... .h 65.0. v0. Oe a RS See J. Raylar. 7 ee See ree | oS eee 2S eter oe — Van Duser, MN td Toe + vdden fino ts.oc 8 Fa ee ern — Wells MUNCIE Re pk.cucyccdesdtacch soy nk. a ee ee ee eee J. Jardine Sa eee: ee eee ee J. G. Hill, ER PUNOE Ce cccend ss cbecqed ota ig. Oh e SS eile D. Berrian Be eee Savrigkiees, oi. desc OP femt . Kshs sb aeti ees R. A. Wood. The officers of the club are: I. G. Hill, Commodore; J: T. Schvonmaker, Vice-Commodore; Treasurer, A. B. Rey- nolds ; Secretary, Wm. Clarke, jr.; Measurer 8. P. Hill. Tar long Civus, of New York was founded in Septem-— ber of 1865, with a list of yachts including the Jone, Flint, ~ Uncle Ben, Slipper, Twilight, Laura, Lurline and Saidy. ‘The officers fur 1866 were: Commodore, W. H. Cornet, Vice, G. W. Osborne; Recording Secretary, J. D. Malone ; Treasurer, W. E. Winaur ; their club-rooms being located at Fifty second Street and Eleventh Avenue. Other Yacht Clubs. ; Tae Boston Yacut Crus was established in December of 1866, and the present season will be its first. The programme meg :
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= — se P< ; aeg Wns co” 7 : ys ta _ i b. = YACHTING AND ROWING. _.- will include several. yery interesting aquatic. events, the recent _eclat attendant upon the Ocean Yacht Race haying; giving. an - impetus to the sport in New England as well as. in the, mid- . dle States, .The Boston Club will, include,all the «principal yachtsmen of New England this year, .The Boston yacht _ Alice, owned by Mr. J. D..Appleton, distinguished, its history _ by crossing the Atlantic in nineteen days of July, 1866, Learning to Sail a Boat. There is no art so difficult to be learned by a book as that of sailing a boat. All that can be tanght by any work on _ ._ the subject is the general principles of sailing, and ‘the names of the parts of vessels, their ‘rigging, ete. Long practice'is -Fequisite, more in fact than is necessary in any other out-door sport. a The ‘best style of boat for a beginner to learn in is one rig- ged as follows: Bay from twelve to fifteen feet long, four to ‘five feet wide, ___-With a mainsail, a, and a foresail, B, one mast, a spleet, 1, and - _- & bumpkin, or short iron owsprit, 2. -The) mast will have one ‘oud. on each side, and a forestay to the stem, -each set up ds. ‘The mainsail will be hoisted by a main halyard
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4 s at ¥ beta YACHTING. 15 passing through a hole or over a skeave in the mast, and it ts a very good plan to have this hole or sheave above the shrouds as also the hole for the fore-halyarils, one hole being pire: the other. The spleet fits into an eye at the peak of the mainsail, and into a decket or snotter round the mast; and large boats have a rope to hoist and keep up the snotter. In small boats, the snotter, when wetted, sticks tight enough to the mast. The mainsheet works on a horse at the stern. The fore-halyards pass through a hole in the masthead, and the foresail is laced to the forestay. The foresheets lead through holes in the knees. To set the sails, hoist the muinsail by the main-halyards chock up, as far as it will go, and then belay + the main-halyards to one of the cleats ; then ¢atch hold of the peak of the mainsail and double the mainsail round forward of the mast; then put the upper end of the spleet into thé eye, and shove the spleet up. To do this properly, requires practice; in large boats there is a lashing to keep the eyé from blowing off the end of the spleet, and the Jearner may put a lashing if he likes. Then put the lower end Of the spleet into the snotter, and hoist the latter up the mast until the. mainsail begins to wrinkle from the tack to the peak; then haul the mainsheet taut, and belay it until you are ready to start. The foresail is usually wrapped round ‘the forestay ; “untoggle” the sheets and unwrap the foresail, then toggle on the sheets again, sleep the tiller, dnd the boat will be ready. ‘The beginner will, of course, have some one with him yand must at first confine himself to working the foresheets and to steering a little; he will thus learn the principles on which a boat ‘tacks or is put about, how to jibe safely, how to reef the mainsail and the foresail and how to fit a reefed snotter, how . to stow the sails and moor the boat, and how to pick up moor- tngs and come alongside. Suailing-boats are usually made fast by a chain to a stone under water; when the boat gets under way, the chain is let go, and is picked up again by a rope, one end of which is made fast to the chain, the ‘other to a piece of — wood or small cask called a buoy. To pick up this buoy again, sometimes the sails aré lowered and the boat runs at it, but usually the boat is taken to leeward, and at the proper. distance is huffell up, 80 as'to conie head to Wind, and stop as ne a tmay’ be ever the ‘buoy; and to do this with ce aed
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—_ YACHTING AND ROWING. _.. Yequires much practice. The beginner should go where he has plenty of room, taking out a buoy or piece of wood, and practice picking that up till he can measure his distance pret- ty accurately. To do this, however, and in fact to sail a boat oe at all, a clear understanding of the principles of sailing is of great assistance. Every body can understand how a doat can sail before the wind—a box for a boat, with a coat or an um ‘brella for a sail, can do that; but to sail with the wind on the side, or to make way against the wind, is far more difficult ; in fact, persons not accustomed to it often doubt the possibili- ty of doing so. In explaining this, we will consider the sails as quite flat, for the nearer they can be brought to flatness the better, and wherever they are not flat, there is a loss. Sup- % posing the sails, then, to be flat, and the wind to strike them, part of the force is lost (as will be understood on mechanical principles), part of it presses against the flat surface of the sail, and perpendicularly to it. This, then, tends. partly to drive the boat ahead, partly to drive the boat bodily to leeward, and if the boat was a box or tub, she would go in a direction between the two; but as boats are usually constructed, they are sharp at the fore-end, and the surface opposed in that direction is not more than one-seventh of the surface which the nearly flat side opposes—hence the boat is driven easily ahead, but only a little or not at all, to leeward, and boats are constructed so as to oppose as little resistance ahead and as much on the side as possible. | Any boat will sail with oa the wind on the quarter—t. ¢., blowing in any direction be- _. tween the stern and the broadside; but only good boats will sail with the wind on the bow or before the beam, and ' then not when the wind is more than four points before 'the beam, reckoning by the thirty-two points of the com- _ pass, and to do that, the sails must be well set, and the “boat pretty good. To explain how this is effected, let us sup- _ pose a boat with her head pointing exactly towards the wind, then her sails will only flap about and tend to drive her . ‘aatern. Now, suppose her bow gradually turned away from the -wind; if the sails are hauled pretty flat, after a time, ; “pa when her bow is four points or the wes of a circle . | | ¥ pallet
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YACHTING. it is obvious that, after having gone some distance In this direction, she may be put about and go at a similar angle to the wind in the other direction, and will thus have advanced against the wind, or towards the quarter from which the wind is blowing. This is called tacking or turning to wind- tard, and to do this well is the greatest proof of a good boat or of good sailing. In sailing to windward, the sails are trimmed or hauled aft to an angle which varies for each boat, and must be found by experience; they should be kept just full of wind—if empty, they are doing no good, or even harm; if too full, the boat is off her course, and not doing her best to windward. A rough rule is to keep the flag or vane just over the mainsail. Boats ought always to carry a weather helm—i. ¢., the bow should have a ten- dency to turn toward the wind. Putting weight in the bow, makes the weather-helm stronger; putting it in the stern, or increasing the head-sails, has the reverse effect. When the wind is on the starboard or right-hand side of the vessel, she is said to be on the starboard tack ; when the wind is on the port, larboard, or left side she is said to be on the port tack, and when vessels meet, that which is on the star- board tack cither keeps straight or luffs, that which is on the port tack gives way and passes to leeward. Whilst the beginner is trying to learn the principles and practice of sailing, he should give some sailor a “ greenback” to teach him properly and quietly, on one or two rainy after- noons, how to knot and splice. He should learn a short splice, ‘ long splice, an eye splice, how to turn in a block, how to ws a seizing, and how to whip the end of a rope; all which wst be shown, and will take a long time to learn. Also too uf-hitches and a clove-hitch, to make his boat fast with, a sef-knot (avoiding a granny-knot), a fisherman’s bend, to bend ‘he cable to the anchor with, and a sheep-shank, to shorten a ope with. A bowline-knot is more difficult, and is made as ollows: Take part of a rope in your left hand, the end ‘n your right hand; lay the end over the part in your left | hand, and with the left hand make a loop of that part over _ the end, crossing the loop. Take the end then under the lower part of the loop, and draw tight. This will make a circle : Ba of rope, and the knot will never slip. Besides msi
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: at YACHTING AND ROWING. _ the beginner should watch a boat whilst she is being fitted out, for unless he learns to refit every part of the rigging, in case of any thing breaking, he is not fit to go out alone. ’ On Steering. The yachtsman should never neglect any opportunity that présents itself, by day or by night, of making himself a thor- oughly good steersman. Many people think that this is a task of easy achievement, to be learned by any oné in a shor', + time. But there can not be a greater mistake. To be a first- * rate helmsman, especially in match-sailing, requires the eye ' of a hawk, the coolness of a criminal lawyer, and the watch- fulness of a police detective. In the first place, the steers- mar must know his vessel, and be familiar with her pe- culiarities on every point of sailing. Different yachts de- mand different modes of handling; and as a skillful rider gives and takes, studying and humoring the temper of his - meéttlesome steed, so an accomplished steersman will humor his swift vessel, getting the utmost possible speed out of her, and yet, at the same time, keeping her thoroughly under con- trol. The helmsman should always stand to windward of the tiller, as in this position he will be better able to seé the trim of his canvas and the direction of his course. Te will, also, have more command over the vessel. A short, bluff- bowed, beamy yacht, will require different steering from a long, sharp, narrow clipper; the former will quickly answer to the motion of the helm, while the latter will be longer in feeling ‘its influence. It is generally understood that when the rudder is placed at an angle of frorn 35° to 40° with the line of the keel, it is in the position to produce the greatest effect with the least diminution in the speed of the vessel; but it must also be borne in mind, that the nearer it is to op right angle the more it tends to diminish speed, and the less effective it is in turning the vessel. It should never be for- eh ‘gotten that, provided you produce the desired effect upon a __/_-vessel’s course, the less helm you can give her the better. A z es.. _ good steersman, and a rider with a fine bridle- hand, seit + . an _ seareely seem to touch the tiller or the reins, od ia? fe are the sb get the utmost speed out of horse er a . Tarts prema meats’ who are! a ‘i i — 73
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_> YACHTING. “4 a « they would ‘start it from the rudder-head, or haul at a horse’s mouth as if they would break his jaw. A yacht in. > . perfect trim ought not to require much helm. If she does, ~ it is a sign that there is something defective either in. the bal- ance of the sails, the adjustment of the ballast, or the form of the hull as regards the draught of water forward,, In _peating to windward, the sails should be kept constantly full, and yet the vessel should besailed. as near the wind as she can go, Every stronger puff than usual should be taken ud- _ vantage of to eat as far into the wind for the moment.as practicable; and.in.coming about, the yacht should be given the full benefit of her run up,into. the wind’s eye in, stays, and no time should be lost in getting life.into, her on the other tack. A,yacht is most difficult to steer when she has the wind well abaft the beam, or dead aft, especially if there is a heavy quarterly or following sca, This requires the nicest, exercise of skill and judgment. The yacht will have a tendency to yew about wildly, alternately coming up in the “wind and then falling off again; and if these movements be not promptly met and eounteracted by the helmsman-——if hes ‘loses his presence of mind, or does not keep a sharp look-out —a gybe will be the probable consequence, which may, carry away the boom or gaff, or even. take the. mast out of the yessel. It is of the utmost importance at all times, and espe- cially with a fresh breeze blowing, that the steersman should concentrate his attention exclusively on the management of the yacht, watching every variation in her course, and every - change in the force and direction of the wind, He will thus _ only be enabled to make the most of his yessel, and he will find both occupation, and pleasure in doing so. We can not more appropriately close our remarks on steer- ‘ing, than by quoting the following animated description, by:a ‘clever writer on yachting, of the pleasure of working'a swift — vessel: “I do not know any thing more glorious,or exciting than to stand at the tiller of a noble yacht, with a slashing yee making her leap through the seas; the spoon-drift fly- i g out from her lee-side in showers of flaky foam, feeling 103, self the master of her every. motion, and ahve. like“a ; ing of. life answering eyery, thought of the brain and eyery — ila S64 a bend; topping the white-crested waves: lik
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fe. 4s oan a FF sed weg YACHTING AND ROWING. a bird, gliding swiftly down the hollows, nipping now and again little foam-wreaths over her snowy deck, and. anon, cleaving through a giant billow, scattering rainbows of sea- froth like pearls and rubies and sapphires around her; agree-- able companions on the quarter-deck ; a stalwart crew for- ward; a full bread-locker, a brimming beef-cask, and the grog-tub damp, with a pleasant port and kindly friends loom- Ing at the end of the bowsprit.” The following are the rules of the Brooklyn’ Yacht Club for Regattas and Races. Src. 1. In each season there shall be one or more re- gattas or races given by the club. At any monthly or special meeting, called for that purpose, the time of such regatta shall be selected, and a Regatta Com- mittee appointed, whose duty it shall be to appoint judges, select the sailing-ground, provide prizes, which, however, may not be money, and direct all matters connected with the regatta. Src. 2. No yacht shall enter for a regatta unless all dues and assessments, owing by any member or members owning such yacht, shall have been paid. Sec. 3. Every yacht entering for a regatta, with its spars and sails, must be bona fide the property of the member or members entering it, and have been enrolled in the yacht Squadron at least one week prior thereto. Sec. 4. Yachts must be entered for a regatta at a special meeting called for that purpose, at least forty-eight hours be- dore the time of starting. Such entry must be made in writ- ang, and filed with the Secretary. Sec. 5. Yachts entering any regatta to be sailed by length, are required to be measured twenty-four hours before starting. All yachts to be measured from the longest part of the stem, .0 the longest part of the stern. Yachts entering any regatta where measurement of sails is decided upon, are required to be measured twenty-four hours oefore starting, and no change may be made in the dimensions of sails, between the time of measurement and the ending of the regatta, except by reefing ; and nv sail shall be set during a race, except such as shall have been duly measured. . 6. The allowance of time for og when measured
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4 YACHTING. ~ by canvas, shall Se one second and a quarter for each square \- foot. - e Sec. 7. Yachts, during the regatta, must keep their bow- be sprits down and in their proper place, and the tack of the jib B fast. After the start, no throwing out, or taking in, or boom- - ing out of ballast shall be allowed. Each yacht must bring back the same persons with which it started. All ceilings, seats and fixtures, must be kept on board and in their placey during the regatta. Sec. 8. Nothing but the hand-lead and line may be used in sounding. Src. 9. <A yacht touching any boat, buoy, or flag, used to mark out the course, shall forfeit all claim to the prize, ex- cept as specified in the fourth section of the next chapter. Sec. 10. No anchoring will be allowed during a race; and no means allowed to propel a yacht except sails. Sec. 11. A competent person shall be placed by the Re- gatta Committee on board of each stake-boat, to make obser- vations; and, in the event of any information being required, he may be examined, by the judges, for that purpose. Src. 12. Any violations of these rules, or of the sailing regulations of the club, shall be reported to the judges im- mediately after the regatta, and, if required by the judges, be reduced to writing. Sxc. 13, The judges, if in their discretion the charges ahall not be frivolous, shall appoint an early day for hearing them; and, upon such hearing, may examine such witnesses as shall be produced before them. Only one person from each yacht affected by the decision, shall appear before them. oe Sec. 14. A prize shall be awarded to no yacht which shal} | _- have broken any of the rules of the regatta or the sailing reg ~~ glations. Nor shall a prize be‘ due to any class, except th distance shall have teen performed by the winning boat of its | __ class in six hours. _.. Jé€not performed in that time by the winning boat of any Class, the regatta shall be repeated at a time to be appointed by the Regatta Committee. ae % iJ i a a “except a member a the Clu shall be on board. _ by length, shall 2¢ two minutes a foot, and when measured — \ Be - §ge. 15. No yacht may be sailed in any regatta or race ys
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23 YACHTING AND ROWING. Sailing Regulations, Sze. 1. Yachts on the port tack must invariably give way to those on the starboard tack; and, in all cases where a doubt of the possibility of the yacht on the port tack weather- ing the one on the starboard tack shall exist, the yacht on ;the port tack shall give way. If the other yacht keep her course and run into her, the owner of the yacht on the port tack shall be compelled to pay all damages, and, if in a regatta or race, forfeit all claim to the prize. Src. 2. Any yacht bearing away or altering her course to leeward, and thereby compelling another yacht to bear away to avoid a collision, shall forfeit all claim to the prize, except when two yachts are approaching a windward shore, buey, or stake-boat together, with a free wind, and so close to each other that the -weathermost can not bear away clear of the lee- wardmost, and by standing on further would be in danger of running ashore, or touching said buoy or stake-boat, such jlee- wardmost yacht, on being requested to bear away, is immedi- ately to comply, and will forfeit all claim,,to the prize by, net so doing. ‘The weathermost yacht must, however, in this case, bear away at the same time as the one she hails, if she can do 80 without coming in contact. Sec. 3. When two yachts by the wind are approaching the shore, a buoy or stake-boat together, and so close that the leewardmost can not tack clear of tae windwardmost, and by standing on further would be in danger of running ashore, or touching such buoy or stake-boat, such weathermost yaclit, on being requested to put about, is immediately to comply, and will forfeit’ all claim to the prize by not so doing. The lee- wardmost yacht must, in this case, however, tack at the same moment as the one she hails, if she can do so without coming in contact. Szc. 4. When rounding a mark, boat, or, buoy, the yacht nearer thereto shall be considered the headmost beat, and should any other yacht that is in the regatta or race compela yacht, nearerany mark, boat, or buoy; to, touch the said mark, boat, or buoy, the yacht so compelling her shall forfeit all claim to the prize, and her owner shall pay:for all damage ‘that may occurthereby. ‘The yacht so compelled to touch a mark, boat, or buoy, shall not suffer any penalty therefor.
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YACHTING. fimo, 9. Yachts going free must invariably give way to- those by the wind on either tack. Src. 6. During a regatta or race, under the auspices of the Club, all yachts not entered must invariably give way to's “= those sailing in such regatta or race, without regard to the previous rules. Disobedience of this rule may be prosecuted under Article XI. Sec. 5 of Constitution. tot So. 7. All violations of these rules shall be reported te the Ciub, and may be punished by the Club in its discre- tion. : $y - Glossary of Nautical Terms. eee. Art, ABAFT—Toward the stern of a yessel ; the reverse of fore,;which see. An object is said to be right aft, or dead aft, when it is astern of the vessel in the direct line of ler | keel. vl A¥FTER-sAILs—In a cutter-yachit, the mainsail and gaff-top- > sail. J es A-tzrE—The position of the helm when. the: tiller is put oe: down to a vessel’s lee-side, or side away from the wind, as it is in the act of tacking. a a AmicsHips—-In the middle of a vessel. To put the helm 8 amidships, is to put it in a line with the keel, agit Se 7 AtTHWwART—-Across, es” Avast-~to stop. ; a A-WEATHER—The position of the helm when the tiller is = _« put up, or in the direction from which the wind blows. © It is the opposite to A-lee. . Back-stays—Ropes extending from the masthead to the a sides of a vessel, abaft the mast. (I = Batiast—Material, such as iron, lead, or stone, placed in the bottom of a vessel to steady it. ‘ Bream—The width cf a vessel at the widest part. | © Bram-enps—aA vesscl is said to be on her beam-ends when she is heeled over to such an extent that her beams, or | strong cross timbers extending, on one side of, the vessel to . those on the other, are in a vertical or nearly vertical posi- meee: ton, | . *. F _ Brarme—The position of one object with reference Be: eS t oe, e- _ fnother, according to the points om the compass. Also, ; str wen or direction of ‘any object, or of the wind, measured ~ yeahs ary PRS iA 2 ane ‘ + P > — ¢ y : ¥ o gia?
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YACHTING AND ROWING. from some part of the ship. ‘These e bearings are either On the beam, as the lines Aand B; Before the beam, as the ares AD and DB; Abaft the beam, as the pares AC and cB; On the lee or weather bow, as the lines B, EB; On the lee or weather quarter, as the lines FP, FP; Ahead, as the line p; or Astern, as the line © BEATING TO WINDWARD—Sailing against the direction of the wind by means of alternate tacks. Working to windward, and Turning to windward, are synonymous terms. Bretay—To make fast a rope to a cleat or belaying-pin without hitching it. Belaying-pins are wooden or iron pins fixed in different parts of a vessel for belaying ropes to, Benp—To make fast. To bend the sails is to fasten them «to their proper booms, yards, or stays. Brrrs—Strong upright pieces of timber let down through a vessel’s deck and bolted securely to the beams. Yachts have these on each side of the heel of the bowsprit, and before, and sometimes also abaft, the mast for making fast the throat and peak halyards, ete. Boarp—Th» distance a vessel goes upon auy one tack when beating to windward. To make a good board, is to sail a long distance on one stretch when close-hauled. Zo make short _ boards, is to tack frequently. Bu.twarks—The boarding round the sides of a vessel above the deck side of the stanchions. - Bunrrnec—The material of flags. Buoy—A floating mark. Capstan—A machine around which the cable is wound, CarvEL-BurILT—A yacht is said to be carvel-built when her planks are all flush and smooth, their edges being fayed or “brought close together, and not overlapping as in clench or clinker-built vessels. CarnEAD—A piece of wood projecting over the bow of a vessel to assist in lowering the anchor. _ Cautx—To drive oakum into the seams between a vessel’a ks, in order to render them water-tight; when well per- Pd Rpts, an additional binding to ‘the vessel.
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YACHTING. * Gzrme—The inside planking of a vessel. Creats—Small wooden or iron pieces used for fastening ropes to. -. CLINCHER-BUILT, OR CLINKER-BUILT—TIn this mode of building, the planks overlap each other, forming projections on the vessel’s bottom. Comprnes—The raised sides of the hatchways. CLOsE-HAULED—A vessel is said to be close-hauled when she is on a wind, and has the sheets hauled in, and the sails set as flat as possible. Cocxrrr—Most yachts under fifteen or twenty tons have a cockpit, or open space below the level of the deck, abaft ‘the — cabin, for the convenience of steering and sitting in. In bad weather it is sometimes covered in by movable hatches. Companion—A raised hatch or cover to a vessel’s cabin-en- trance. Fy? CoMPANION-WAY, OR COMPANION-LADDER—The staircase- leading to the cabin. CrincLe—A. short piece of rope with each end spliced into the bolt-rope—or rope sewn round the edges, of a sail—gen- erally containing an iron ring or thimble. Davrrs—lIron rode for projecting the small boat over the vessel’s side. Dravent—The depth of water which a vessel displaces when she is afloat. A vessel which draws but little water is said to have an easy or a light draught. Earrwwa—aA rope attached to the after-leech-thimble of a sail for bending a sail to the boom-end, or for reefing pur- poses. Eyr—A. loop in the end of a rope or stay. Frnprers—Pieces of rope or wood to ward off pressure from the side. ? Forr-ANnp-art—In the line of the vessel’s length. It is op- poset! to athwart-ships. A fore-and-aft rigged vessel has no square sails, all her sails bei ing set upon booms, gaffs, or stays, : lengthways of the vessel. ForecastLE—Often called in yachts the Galley—is a ‘small ¢abin before the mast i in the bows of sha vessel where the crew _ Are berthed. ages REACH—To shoot ahead when sailing on a wind,
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26 YACHTING AND ROWING.' Thus one vessel is said to’ fore-reach on another when she ia sailing faster on a wind. Fovu.-Ancnor— When it has a turn of the cable round it, FULL-AND-BY—To keep a vessel Close to the wind, yet with all her sails full and drawing. Ganeway—The open part of a vessel’s bulwarks for pass: ing out. GamMon-TRON—An iron hoop or ring made fast.on one side of a vessel’s stem, through which her bowsprit is run out, GARBOARD-STRAKE—This is the strake or planking of a ves- sel next to the keel. Its edge is let into a groove or channel in the side of the keel called the Rabbet of the keel. GaskETs—Pieces of rope used to tie round the sail and yard when the sails are furled. Gaver, Gace— When one vessel is to windward of another, sheis said to have the weather-gage, if to leeward, the lee-gage. GraPNeL—aA small anchor, GROUND-TACKLE—A. general name for the anchors, cables, wraps, etc., used for anchoring, kedging, or mooring vessels. Guy—a<A_ rope attached toa spar or boom, or any other ob- ject, in order to steady it or sway it either way in lowering or hoisting. GysE—To shift the boom of a fore-and-aft sail from one side of a vessel to the other when sailing off the wind. If a gybe takes place sudden!y from a shift of wind or bad steer- ing, it may be productive of very serious damage. This risk may be, to some extent, provided against by using a boom-guy. HALYARDs, OR HaiiaRpDs—Kopes or tackles used for hoisting and lowering sails. HARD-A-LEE, HARD-A-WEATHER, HARD-A-PORT, AND HARD- ‘a-STARBOARD, ‘are phrases used to denote the tiller being put tlose to the lee, weather, port, or starboard sides of the’ yessel. Hatcnes—The coverings of the hatchway, Hatrcnway—The opening in a yacht’s deck leading to the cabin, forecastle, or sail-room. Hawser—A large rope for towing, Hrap-sars—In a cutter-yacht the foresail and jib, Hrrm—tThe steering apparatus. Heave-ro—To haul the foresail to windward so that the yestel makes ecarvely any headway. A cutter-yacht in bad
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’ YACHTING. weather is generally hove-to under her trysail and storm, , with the bowsprit slung. ‘Hrrcn—A species of knot used for making fast a rope, or for uniting two ropes together. Instays—The time between the letting fly of, the jib-sheet and the drawing of the foresail. Jaws—Pieces of wood fixed upon the inner ends of boom3 or gaffs, forming a semicircle enclosing the after-part of the _ Inast. The Jaw-rope is a rope passing from the points or horns - of the gaff to prevent it from slipping off the mast. Jrs-Boom—A spar projecting beyond the bowsprit. Jory-mMast—A temporary mast. “ Knor—A nautical mile. There are sixty nautical miles im one degree of latitude; while there are sixty-nine English statute tmailes and one hundred and forty yards witliin tliesame limits; Luap—tThe tiame given to a conical piece of lead with. a line, called the lead-line, attached to its upper extremity. There is the Hand-lead, and there is the Deep-sea-lead, used for sownd- , ing at great depths. We only notice the former as sufficient - for yachting purposes The proper way to mark a line at- tached to a Aand-lead is black leather at two or three fathoms ; white rag at five; red rag at seven; white strip of leather with a hole in if at ten; and thirteen, fifteen and seyen- teer, marked like three, five and seven; two knots at twenty ; three at thirty ; and four at forty, with single pieces of cord at twenty-five and thirty-five. Loe-Boox—A journal kept on board a vessel recording the working of the ship, winds, weather, distances, etc, Loe-ttxe—A line from seventy to eighty fathoms long, with - a piece of leaded board in the shape of a quadrant, called the Log-ship, attached. It is wound upon a reel, and used to as- certain the rate at which the vessel is sailing. There is.a far superior apparatus for the purpose, called Massey’s Patent Log, which is now in very general use. Lurr—tTo bring a vessel nearer the wind by putting the helm down; also the fore-leech (or edge) of sails. -Luren—A rail on one side. Marrive-spree—A pointed iron pin used to separate the — strends of ropes in splicing them. : * ie ingen short upright spar, under the bowspet > 7
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YACHTING AND ROWING. _ Miss-stays—A vessel is said to miss stays if, when the helm — is put down, she fails to come about on the other tack. OakumM—Old rope picked to pieces. Penpant—A long narrow flag at the masthead. Port—tThe left side of a vessel looking towards the bow. To Port-the-helm, is to put the tiller over to the port side. - A vessel is said to be on the Port-tack when she carries her boom over the starboard quarter. QuarTteR—That part of a vessel’s sides extending from the mainchains to the stern. QuartTER-DECK—The part of the deck between the quar- ters, ReEEF—To reduce the dimensions of a sail by tying up the reef-points upon its foot, if a fore-and-aft sail; upon its head if a square sail: —S Gave Ps = )
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YACHTING. " with the horizon. - §rem—The principal timber at the foremost extremity of a vessel to which the two sides or bows are united. -. §rern-Ppost—The principal timber in a vessel's stern-frame, Toit the rudder is hung and the transoms are bolted. The - tlem and stern post are the two extremes of a vessel’s frame. ' Tack—To put a vessel about, when beating to windward, by putting the helm a-lee, so that the action of the wind upon the sails changes what was before the lee-side into the weath- er-side.,,.The tack of a mainsail is the corner nearest the jaws of the boom, or the goose-neck if the boom is fitted with one, - Tarrrar.—tThe rail over the heads of the stem timbers, ex- tending across the stem from one quarter stanchion to the other, Taur—Tight. TamesLE—<An iron ring, having its rim concave on the out- ’ side, so that the end of a rope, the strop of a block, or the % S pat vent a hook from chafing. Thimblies, as well as all the other iron-work used in yachts, ought. to be galvanized. Turoat—The butt end of the gaff which clasps the mast. TirLLER—A piece of wood or iron fitted into the head of a _ rudder which acts as a lever to turn the helm when steering. 3 TRrANsomMs—Beams or timbers fixed across the stern-post of aship, to strengthen the after-part. - Trm—The most advantageous position of the ballast or cargo ina vessel. Zo trim a satl is to set it in the best and most effective way for forcing the vessel through the water. Trysam—A. small sail of extra strong canvas with a short gaff and no boom, used by yachts in a gale of wind. ba Unsenp—To untie the sails from the spars. UNDER-way—A vessel is said to be under-way when she is _ moving through the water by the force of the wind acting on _ her sails. __ Uymoor—To cast off the fastenings which hold the ves- . = - Watst—The part between the quarter-deck and forecastle. ies _ Waxe—The patch which a vessel makes behind her. ; RS _ Wear, on VEER—To bring a vessel round upon the other = tore the horizontal. The steeve is the angle which it makes ~ eringle of a sail, may be fitted snugly round it, in order to pre- hate by turning her head away ome tbe wind, Wearing rye
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80 YACHTING AND ROWING. causes a loss of ground, and is consequently seldom practiced except when a vessel will not stsy, or, when staying would be attended with danger. WeratHer—To weather any object means to sneceed in sail- ing to windward of it. WEATHER-HELM—A vessel is said to carry a weather-helin when, owing to her tendency to gripe, or run up into the wind, the helm requires to be kept a little to windward in order to keep her on her course. She is said to carry a leé- helm when it is necessary to keep the helm a.little a-lee; in order to prevent her head from falling off from the wind. ON ROWING, Ir is often alleged that fondness for athletic exercises is apt to induce our youth to neglect objects of greater importance, and to waste upon the training of the body that time wiiich might be more profitably applied to the cullivation of the mind. In some cases this may be tive, but as a general rule itis not. The greatest philosophers of antiquity approved of gymnastic exercises; and the world’s most distinguished men have been generally remarkable for their physical gifts as well as for their mental endowments. The vigor and courage of Socrates on the battle-field saved the lives of Xen- dphon and Alcibiades; and Plato, his most eminent disciple, while enlarging and enlightening liis mind by a wide range of study, at the same time carefully strengthened and developed his body by a course of athletic exercises. Many other great men, too, might easily be mentioned, who were al! distinguish- ed for their strength and personal prowess, as well as for their military skill and political genius; and there can be jittle doubt that they owed much of their success ‘and ascen- dency over the minds of their followers to their remarkable and carefully-cultivated physical qualifications. And—to come down to modern and more prosaic days—many a crack bat in the picked Eleven of Oxford and Cambridge has risen to eminence in after-life; and so have many of those who in youth enjoyed the proud distinetion of being among the eight ®arsmen selected to nphold the réputation of their universit at the great aquatic contest on the Thames, A course of
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™, 8 of incalculable advantage both to mind and body. A fondness for such exercises, and an ambition to excel in them, is one of the surest preservatives against dissipation, For excellence in these amusements is ulterly incompatible With sensual indulgence; and of none of them is this more true than of rowing. To be a first-rate oar in the light, swift, "crank boats, that are now used for matches, imperatively de- mands early hours, moderate diet, regular and vigorous exer. cise ; and can only be attained as the reward of much perse- Yerance, toil, and self-denial. Yet, in spite of the difficulty. of learning to be a really good oarsman in modern .wager- | boats, and in spite of the terrible strain upon the muscular energies inseparable from a closely-contested match, there is scarcely any sport which is now more popular. In England, | and in this country too, rowing is rapidly increasing in popu- ' larity. The rivers and canals of Great Britain. haye tiny Pe. fleets of outriggers and flourishing clubs instituted for the pro- motion of regattas, at which the prowess of the. best rowers, and the merits of the most skilfully-constructed boats, are an- zi A rainit g in manly exercises during the studeni’s college career — : nually tested. A stranger looking at one of these graceful ~ _. and fragile crafts, which requires to be stepped into with _ Caution, and which any awkwardness at once oversets, would Searcely believe that yoyages of many hundred. miles have ‘ actually been performed in some of them. In 1855, a couple of adventurous Cantabs rowed across England, by river and 2 canal, in two outriggers from Cambridge to Chester; and in _ the Cruise of the Undine, published in 1854, we have a lively _ 4nd amusing record of the yoyage of an English pair-oar through France, Baden, Rhenish Bavaria, Prussia, and Bel- 2a gium. The waters of the blue Moselle, the broad bosom of the Rhine, the majestic stream of the Danube, have all borne - Muscular specimens of young England, bent on enjoying i ‘themselves, and astonishing the natives, “hi There is scarcely a greater difference between the yachts of _ ‘thirty or forty years ago and those now built, than between +a the rowing-boats used for racing to-day and those constructed re rious] to 1841. The first eight-oar brought to Cambridge, Ss bout fo y years. since, was thirty-eight feet long, five fee, Mila se tonite “inches, deep wheteas, the, avenagy a Mn 2 r ag we re
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83 YACHTING AND ROWING. dimensions of an eight of the present day are sixty feet tn length, twenty-six inches in width, and seven inches in depth. The greatest improvement in the build of racing-boats—which are now the lightest, fastest, and most scientifically construct- ed craft of their kind in the world—is due to the Claspers of Neweastle, who, in 1841, introduced outriggers, which effected quite a revolution in the rowing-world, and are now universal- ly used for racing purposes. The iron outriggers projecting from the gunwales of these boats enable the rower to use a longer-handled oar, and to obtain greater power over the boat, than in the old method of construction, where the rowlock rose directly from the gunwale. Outriggers are either sculler’s boats, intended for one person only; pair-oars, for two persons ; four oars; or eight oars. A sculler’s wager-boat is about thirty feet in length, about twelve iuches wide, and weighs about forty pounds. <A pair-oar is from thirty-four to thirty-six feet long, and from seventeen to nineteen inches wide ; a four-oar, from forty-two to forty-five feet long, and from twenty to twenty-two inches wide. These boats are most carefully and delicately built of mahogany or pine, the sides scarcely thicker than the edge of a half-crown, and the interior strengthened and bound together by transyerse ribs of tough wood passing across the floor and up the sides. The fore and after parts are separated by water-tight partitions from where the rowers sit, and are covered in by thin wood, water-proof canvas, or oilskin, to keep out the wash of the water. From the care used in their construction, and the ex- cellence of aJl the materials employed, these boats are very expensive. The oars used in an outrigger sculler’s boat, which are pulled one in each hand, are shorter than ordinary oars, and are termed sculls. They generally overlap from four to six inches. When one oar only is used by the oarsman, it is termed an oar. Oars are generally from twelve feet four inches to twelve feet six inches in length, an@ seullg abeut ten feet two inches; and ours and sculls are divided into three parts, termed the handle, the loom, and the blade, They are usually formed of white pine. The handle of the oar is made round, so as to suit the grasp of the hand, but it should not be made too smooth, but rather as it comes from the rasp, as @ much better hold can be got of such an oar than of one made s 2
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“a WING, - perfectly sifi6oth? From the handle toa little ‘outside tHe" 2 | SS seilock, most sculls and oars are square, with’ an’ oblong” — - h leather button nailed on the upper part of the side correspond-~ see ‘a ing with the back part of the blade, and just where the rows) f _lotk comes—indeed butting against the inside of the thowle. ~ Seiills and oars, however, made on the system of the Olaspers Nie ©: : | of Neweastle, differ considerably from those above describ- Ez g | ed in shape and fitting of the loom. In oars made’on their teal 4 | Piiticiple, the oom is round ‘and covered with ‘leather, with’ —~ ag . i very peculiar button encircling three-quarters of this part "a of the oar, and tone about: two inches beyond it. The © —) ‘| oars are numbered from the forepart of the boat—bdw" be: 24 1° | _ ing No. 1, and ‘soon to No. 8, or stroke. “Stroke” is alwilys” F’ | _. of the port or larboard side of the boat —that is, the left side Ve ; looking forward—aiid the oars on his side are termed the stroke” +45 , |. Or larboard oars ; those’ on the other side the bow’ of star- los board ones. It may be stated génerally, that, for match-pull: ° : -% , | © ing; men should not be under nine stone seven pounds, nor ait , } — over twélve stone seven pounds. Those lighter than thé’ ~ . | former weight will probably be deficient in muscular strength, e's | and those heavier than the latter are not likely to have suffi- er | cient power to compensate for their extra weight. It is usual RY . to place the héaviest men in the centré of the boat, and the lightest weight at the bow-oar. In’ four-oars ‘and eights,theré = ts, is always a coxswain or steersman; and his part in training * and watching the crew; afd in’ a'race, is a most important’ _ ‘and difficult one: The art’ of keeping an eizht-oar on’a* he Straight course is at least as troublesome to acquire as that of" ‘ss rowing gricefully and powerfully, and can only’ be mastered 7 by constant practice and assiduous attention. Outriggers’ ure steered’ by means of a piece of wood’ or metal, called the yoke, which slips on to the head of the rudder} ‘and linea, termed yoke- -lines, are attached to each extremity of this yoke. a Sie ~ The coxswain should ‘sit upright and well forward on* his” thwart, with his legs tucked under him, and his’ feet as’ far’ - b&ek as possible, in order‘to enable” him ‘to’ thitow all ‘his’ ‘ Weight and power upon thé lines when nécessary.” He should" hOld a 'yoké-line in each hand, taking’a turn’round the'palm; a add letling the: end conie out bet ween the forefinger and thumb,» __ Where it ‘shouldbe tightly held” The linés ‘should always be bP ed 9 2
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84 YACHTING AND ROWING: kept taut, so that any necessary pull may be promptly and effectively given. He will find himself constrained to bend forwards at each stroke given by the crew; but he should take care merely to yield to this impulse, anc not to jerk violently backwards and forwards, which has only the effect of shaking the. boat, without in the slightest degree aiding its progress. The great point in boat-racing is not only to get the utmost amount of propelling power out of each rower, but tilso to have the collective amount of power exercised by four or eight oars as regular, and as much under control, as if they were all wielded by a single pair ®f arms, and directed by a single mind. Every man should therefore row, so as not only to make the best possible use of his own strength, but also so as in no way to interfere with or impede the fullest. exercise of the strength and skill of the rest of the crew. The strength of a thoroughly good crew should be exerted simultaneously, as if it were the effort of a single perfect: piece of mechanism propelling the boat to the best advantage. But such a result, though gratifying and desirable, is by no means easy of at- tainment, and can only be arrived at by constant practice and careful training... The trainer and coxswain should be assidu- ous in their attention to the condition and performance of each individual composing the crew. No negligence or shirk- ing should be allowed to pass unnoticed, and no fault in style should escape unchecked ; while, at the same time, every thing should be done to keep up the spirits of the crew, ac- knowledging and praising any improvement in style, strength, and endurance. When pulling in outrigger boats, the rower should place himself nearly in the, center of the thwart, upon which the Yat for sitting on should be firmly tied. He should sit well forward—almost: on the -after edge of the thwart—with his knees bent and about a foot apart, and his feet, firmly placed against the stretcher, or movable footboard, with. the heels close together, and toes turned out straight before him. Thus, he will sift square to his work, and will swing backward and forward exactly in the line of the boat... The stretcher should be adjusted to such a length that the oar will just clear the knees, and the strap attached to it snouid be buckled round the inside foot, on which the chief strain falls in feathering
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ROWING. the oar. The button of the oar should be kept just inside the ~ thowle, and the outside hand should grasp the handle with the thumb above the oar, while the inside hand grasps the loom just where the rounded-off part joins the square, with the thumb beneath the oar. ‘The position of the body should be upright, the back straight, the shoulders square, thé’ elbows ciose to the sides, and the head ‘very slightly bent forward. In making tlie stroke, the arms should be stretéhed forward as far as the stopper will allow the oar to go, the back being still kept straight. In the forward swing, the shoulders must necessatily be raised a little, but in coming back they must be dropped as low as possible. Every thing must’ be’ done by a straight, even swing of the body in a line with the stem and stern of the boat. There must be no raising of one shoulder higher than the other, no keeping of the limbs or body more to one side than the ‘other, no jerking or splagh- ing, no bearing downward on the loom or handle of’ the oar after raising the body from the swing. All these practices are fatal to good rowing. They make the boat roll, stop her way, and prevent the rest of the crew from rowing evenly and effectively. Nothing can better deseribe the proper method of making the stroke than the following pithy lines by “ Ar- » gonaut,” in a recent number of Punch : “Catch your stroke at the beginning, Then let legs with vigor work ; Little hope has he of winning Who his stretcher loves to shirk. Let your rigid arms extended, Be as straight as pokers two ; And until the stroke is ended, Pull it, without jerking, through.” Feathering the oar is bringing it out of the water in a flat -or horizontal position, and is managed by dropping the wrists — smartly at the end of each stroke. The Thames'and Oxford men feather high; the Cambridge men, on the other hand, almost skim the surface of the water. We need scarcely say that keeping exact time is of the utmost ‘importance in row- Be ing. In good rowing, in an eight or a four oar, all the oars — Bs should be dipped, pulled and feathered at the same moment, — ~ Phe « ‘oars should be dipped just far enough to cover the blade, | but n no further ; and each rower should pull at the water from —
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: 86 YACHTING AND ROWING. the moment the blade of his oar is in, gradually increasing his pull, so that his greatest strength is put, forth atthe end of each stroke. The following hints on this subject, extracted from a letfer containing hints on rowing and_ training, written by Robert Coombs —so long champion-sculler of Great Britain, and, taken altogether, perhaps the finest rower.that ever, handled ‘cull or oar—will be found interesting and useful, although ‘they differ.in some particulars, from the doctrines now gen- erally approved of. .“ Holding the oar,” he says, “is a thing Which many want a bit of advice about. .When you. gentle: men liave got into a boat, all your oars are laid up along. the sides ; you have to gct them out in a scrambling way, just.as each can, and.then to push her off, and it.is “Pull. a_ stroke, No. 27 and ‘Pull a stroke, bow, and then at last, ‘ Paddle on pil.who can,’ Now I want to suppose my crew getting into a boat with the oars in the rowlocks, lying feathered flat apon the water. Just catch hold of the oar as it is, hands. about four inches apart, one being at the extremity, and. train both thumbs under the handle. Hold the oar tight, and when you are getting forward, don’t shift the hands, but let the knuckles and back of the hand turn with the handle, so that. when you are forward as faras you can, a person sitting, looking straight at you would only see the back of your hand. on the handle, and not the fingers. . Well then, when you've pulled the dar through the water, and your hands well home to your body, you'll find the oar feather naturally, without trusting to the action of the wrists. I should be sorry to use my wrists like I see some gentlemen here do. Sit well forward on the seat, and not away from your.work right back on the cushion. A man don’t get into a boat to rest himself; if he wants_that, he’d better go home to. an easy-chair. .The length of the stretcher must be according to length of legs. Press the ball ot each foot fair against the stretcher, the heels together and toes out, Open the knees in coming forward, and throw the body forward with a spring, as if your. latter end was made of india-rubber. Reach down fair. between your legs, so as _ just to clear the top of the stretcher. Take care, when you reach forward, to put the oar into the. water where you reach _ to, and.not, as most gentlemen do, bring the oar back before
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= SS x -_ & ___ ROWING. : sek bial my _ you put it in. Dash the oar in lively, and pull as hard at the ~ -beginning..as.at.the end of the stroke. Mind and pull the — . oar well through the water, from beginning to end. ‘The blade of the oar.should be.the same depth in the watef all through the stroke; hence, the hands, should be kept about - the, same hight all the way. Let there be no shirking at ~ any part of the stroke. One man rowing mild, and leaving home close. to the body: this will be done by throwing the shoulders. back and bringing the elbows straight behind you. The handle of the oar should be at last a little below the chest, close to the navel. . Feather the oar low in coming out of the water; I mean, without jerking the handle down, and so the blade up, at the end of the stroke. “Try to bring it out clean, without. throwing up a lot of water on the next oarin front of you. Bring the outer hand and handle 4 little to the side; by this means you get your oar longer in the -water, and do.more work at the last part of the stroke. “It is.a yery bad thing to go too far back, though some gentlemen ~ seem to think it looks fine rowing. You can’t get up in et time withthe stroke, and you make the boat roll in trying to do.so, . A crew may be strong, and each man may pull his oar well, but, if they don’t keep time, it’s only one pulling ae against another. They must keep time with the body and ‘the oar. If No. 6 puts in his oar before ‘stroke, trust me _he’ll.bring it out before him, and make him feel the boat i, _- heavy at.the end. If too late, ‘ stroke’ feels it at the begin- tes ning... .. In regard to, training, I would advise a cold pat bath ‘early in the morning,.and a good rubbing with ‘horse- hair gloves or.a rough towel. Then run a mile, having a : thick flannel next the skin, and a great-coat or two on. “Take \ —~ about. an hour after the run, and wash the arms and neck well with cold water. Live regularly, on a meat diet, avoid- bs ing pastry, rich. soups, and such like vanities. Much malt- be ty Bonpnt, five hours after a hearty meal, and attend to digestion, At is: a good thing to get into the habit of rowing hard (i ~ be Practice). at Be same time of ae day as or match is bi "am unfair quantity of work to be done by the rest at any part vou ' of. the stroke, brings them all into a bad state. “Row the oar | bs care,on coming in to rub down well with towels. Breakfast ~~ liquor or wine is of course objectionable. “Don’t row a trial _ ef
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23 YACHTING AND ROWING. for. The best-made men for rowing are those with gored loins, wide at the hips, and long arms; ayerage weight, nine stone to eleven and a half. A good rowing figure should not have more than two inches difference in the measure round loins and round chest.” Probably the most attractive and popular rowing-matches in the world are those that take place in England, on the Thames, between the Universities of Oxford and Cambridge, which commenced in 1829, and have been continued, at vary- ing intervals of time, ever since. They are generally held in! April or May, the course being from Putney Bridge to Mort- fake. These matches are to rowing what the Derby-day is to horse-racing. The excitement is as great, the spectacle as yaried and pleasing. The picked oarsmen of Oxford and Cambridge, in the highest state of physical training, fall of confidence, and eager for victory, meet, in two of the most perfect eight-oared outriggers that can be constructed, to up- hold the honor of their respective universities. In the course of these matches, both have gained many a triumph of Which they may well be proud; and both, when defeated, have had the consolation of knowing that they have done their best to deserve success, and that victory has been wrested from them by no unworthy foe. Of the twenty-three university matches that have taken place, Oxford has won thirteen and Cam- bridge ten. So that success has been, upon the whole, pretty evenly balanced, Of late years, however, the Oxonians have had it too much their own way. In March, 1866, they achieved their sixth consecutive victory ; and since March, 1859, Cambridge has only won three times. But if we take the nine matches rowed previously to that won by Oxford on 15th December, 1849, we find Cambridge victorious in no fewer than seven of them. In the recent match—which ex- cited so much interest, and was looked forward to with even more than the usual solicitude attaching to these contests— the Cantabs made a desperate and gallant struggle to obtain the lead, and pluck the laurels from the brows of their pow- erful rivals, and the result was a close and splendid race, ered- itable alike to both victors and vanquished. But victory has now perched somewhat too long on the dark-blue banner, and we confess that we should not be sorry to see the light-bluc
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ROWING, F: once more in the front. Several of these contests have been _, distinguished by the closeness and severity of the struggle, P the speed of the race, and other circumstances of interest. In 1846, the race was one of the closest and fastest ever~ pulled. The two crews were side by side for nearly the whole distance. At times the oars actually overlapped, and the excitement of the spectators rose to the highest pitch, At length, however, the Cambridge men drew a little ahead, and gradually increasing their distance, came in the winners by about two boats’ lengths. The distance—four miles and one furlong—was performed by the winners in the wonder- fully short time of twenty-one minutes, five seconds. In the - match of 1859, excitement of another kind was caused by the ~~ accident which happened to the Cambridge boat, whose crew pulled gallantly on until she sunk under them, and left them struggling in the water. There was a strong gale from the south-west, and a considerable sea running. A close and desperate contest took place, and, opposite Barnes, Oxford ° was only two lengths ahead. Soon afterward, however, three Waves washed completely over the Cambridge boat, and her crew, conscious of what was coming, took their feet out of the .stretcher-straps and prepared for swimming. At the fourth wave their boat sunk from under them, and they were left struggling in the water. Mr. Darroch saved himself by swimming on shore, and the others were picked. up by the various boats. and steamers that were at hand at the time of the accident. This race furnished a striking illustration of the necessity of all who are in the habit of rowing in, out- riggers being able to swim. Without this, there can be no _ safety in boats liable to be swamped or overset by rough — water, a false stroke, or a sudden inclination to either side. We close our remarks upon rowing by giving the laws of . _ boat-racing ndeped by the Universities of Oxford and Cam Fridge, and also the rules in use at the Thames National Re ‘gatta, published in, 1868 by the Thames Subscription Club These will be found useful to other clubs, as well as to thos« who. may contemplate forming similar associations for the pPepnetion of the invigorating and manly art of rowing, 7
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YACHTING AND ROWING. Minglish Laws of Boat-racing, As ADOPTED BY THE UNIVERSITIES OF OXFORD AND CAMBRIDGR, 1. All boat-races shall be started in the following manner: The starter, on being satisfied that the competitors’ are ready, shall give the signal to start. 2. If the starter considers the start false, he shall at once recih the boats to their stations; and any boat refusing to start again shall be distanced. 8. No fouling whatever shall be allowed 4. It is the province of the umpire, when’ appealed to; but not before, to decide a foul; and the boat decided by him to have fouled shall be distanced. 5. In cases of a foul, the umpire, if appealed.to during the race, shall direct the non-fouling boat to row on, wliich shall, in every case, row over the remainder of the course in’ order to claim the race. 6. It shall be considered a foul when; after'the ‘race has commenced, any competitor, by his oar, boat, or person, comes in contact with the oar; boat or person of another competitor; and nothing else shall’ be-considéred a foul. 7. Any competitor who comes into contact with another competitor, as defined in Rule 6; by crossing into his compet: itor’s water, commits a foul; but when a boat has once fairly taken another boat’s water by a clear lead, it has a right to keep the water so taken. 8. A boat shall be held’ to have'a’ clear lead of another boat when it’s stern is clearly past the ‘bow of that. other boat. 9, It shall be held that the boat's own water is the straight or true course from the station assigned to’it’at starting; but if two boats are racing, and one fiirly takes the other’s water by a clear lead, it shall be’entitled to kéep the water so taken to the end of the course; and if the two" Soats” afterward come into contact while the leading boat remains inthe water so.taken, the boat whose water has been so taken shall be deemed to have committed a foul ; but if'they come into con- tact by the leading boat’s departing from the water so taken. the leading boat shall be deemed to have committed a foul 10. The unipire shall be sole judge'of a’ boat’s straight or true course during every part of the race. 11. If in any race, in which more than two boats start, a
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ROWING. ae: r] \ fon takes place, and the boat adjudged by the wnpire to have — fouled reaches the winning-post first; the race shall be decided as the buats come in; but if the boat fowed does not come ‘in first, or if the umpire is unable to decide which boat ¢om- mitted the foul, the race shall be rowed over again, unless thie umpire shall decide that. the boat which came in first had ‘a sufficient lead at the moment of the foul to warrant its hay- : ing the race assigned to it. ~ oa \ ..412. Whenever the umpire shall direct a race to be rowed over again, any boat refusing so to row again shall be‘dise -tanced. ei '18. Every boat shall stand by its accidents. New York Clubs, The rowing-boat clubs of New York are ten in number, as : 7 follows: the Atalanta, Columbia, Waverly, Gulick, Atlantic, S Alcyon, Bergen Point Boat Club, Neptune Boat Club, Hud- bic - son Boat Club, Aleyone Boat Club, and Passaic Boat Club of ws. 7 Newark, New Jersey. As a rule, these clubs arevvastlyin- © ferior, in every thing that constitutes rowing clubs, to the Yale ‘ a » and Harvard University and Boston rowing clubs, though it’ ~ is but justice to state that. some of: those mentioned: particu- luly the Atalanta and Columbia Boat Clubs, are -striving ar- duously afier perfection. Rowing has not as yet attained _ that high standard of honorable mention in New York City which is but deserved by the New England clubs. Tue ATALANTA is the oldest club of rowers in New: ork; _ /having been organized in 1846, since which time it has acnieved several honorable victories and a few defeats. The Atalanta has twenty active and twenty honorary members, and owns the | ath barge Hvcelsior of eight. oars, forty-four feet long, and four, feet. six inches wide, with the lap-streak out-rigger Atalanta, vf six oars, forty-five feet long, three feet feur inches wide; ' ‘Ths clab has also two double-scull and four single-seull boats, — The club-house is at the foot of Obristopher street, North River, — : . ~ The officers of the Atalanta Club are : Pediat Alden 8, Swan ; : Vice-President, W. C. Mainland; Secrets y, James » es “Edwards; Treasurer, Charles Devoe. X
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43 YACHTING AND ROWING. has twenty active and a jong roll of honorary members. They have a boat-house at the foot of Christopher street, sixty feet long by sixteen in width. The Waverly Club has a four-oared out-rigger barge thirty-six feet long,named the Twilight ; the six-oared barge Wave, thirty-eight feet long; the four-oared out-rigger, George Washington ; 2 four-oared out-rigger barge, named the Jvanhoe, and the eight-oared barge, Meg Mervillies, forty-one feet in length. Tue Guuick Boar CLUB was organized in 1859, and is nearly or altogether composed of members of the old crack’ Volunteer Hose Company No. 11 of this city. The Gulick Club owns a lap-streak out-rigger boat of six oars, and has its boat-house at the foot of Christopher street. Tue Atriantic Boat Crus of Jersey City was organized in 1858, and has thirty-three active and two honorary mem- bers. The boats are as follows: Lightfoot, a six-oared out- rigger barge, forty-two feet ten inches long, two feet ten inches wide, and thirteen inches deep; and Our Jessie, four-oared barge, twenty-eight feet long, and three feet six inclies wide. The boat-house is at the foot of Fourth street, in Hoboken. Tue Atcyone Boat Ciup of Brooklyn was organized in 1859. This club has twenty-four active and five honorary members, and owns the following boats: A/eyone, eight-oared, lap-streak barge, forty-feet long and four and a half wide; Kelpie, four-oared smooth-built barge, twenty-two and «a half feet long; Little Darling, double-scull working boat, seventeen feet long, and Ripple, double-scull, lapstreak out-rigger, twenty- two anda half feet long. The boat-house is at the foot of Court-street, Brooklyn. Tue Cotumsi, Boar Crus was organized in 1821, and has thirty active and four honorary members. The “ Columbias” have the following boats: pleasure barge Annie, six oars, thirty feet long; Columbia, six-oared, out-rigger, forty-six feet long; a six-oared racing lapstreak, forty-five feet long; a six- oared. sheli, 45 feet Jong; two single-seull shel!s; three single-scull working boats, and five double-scull working boats. THe Bergen Port Boat CLuB was organized in 1862, and has at present eleven members and two boats; the gig Bag -nne, thirty-five feet long, lapstreak, four oars, and the \
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ROWING. x ee 43 = hoe: sae Evangeline, six oars, twenty-four foet long, and four feet Wide. The beat-house is at Bergen Point, New Jersey. Tuu Neptune Boar Cuvs of Port Richmond, Staten 7 “sland, was organized in 1863, and has at present fifleen members. Neptune Club owns two six-oared boats, of forty and ferty-five feet in length. Boat-house at Port Richmond, Staten Island. - Taw Hupson Boar Crus of Jersey City, was organized in 1865, and has twenty active and two honorary members, The “Hudsons” own the lapstreak Hudson, formerly belonging to Yale College, forty-six feet in length, three and a half. feet in- _ side, carrying a coxswain. Buoat- house foot of Van Voorst - street, Jersey City. Tur Atcyon Boar Uxus of New York was organized in — 1865. The Alcyon Club owns the barge Aleyon, polling six ‘oars, twenty feet in length, and four feet ten inches amid- | ships. nh Ff, Se Pease Cee Hints to Rowers. "4 _.__Eyery one should learn to swim before he attempts either to row or sail a boat. Boys at school and men at college, ~ can often row very well without being watermen -- that is to Say, without understanding how the boat, the oars, the rad-- der, &c., ought to be fitted, or how to steer or manage a boat q in difficulties, or how to row except in a boat and with an * oar fitted exactly as it ought to be; but let the beginner not follow this example—let him. determine to learn how to de- tect and correct any fault in the fittings of a boat, and how. to row under difficulties. Of course any one can row better. in a properly- -fiited boat than in one that is not so, but grume _ bling at the boat and fittings is the sign of a greenhorn ; a . good waterman should be able to row any where and any how 4 “—with a mopstick across a tenpenny nail, if necessary, and at the same time should know how to nisce the best ofa good boat and oars when he has got them. These arts are ; only to be acquired by rowing in all sorts of boats, by listen- - ing t6 what experienced oarsmen have to say on the subject, . 'y always looking out to pick up something new, and to. per something every day; and first let the beginner learn names and use of every part of a boat, and of its fittings, Phere. are several methods. of fitting che ours and twat, —
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“4 YACHTING AND ROWING. according to the purpose required ; we will begin with freah- water boats and the style of rowing adapted for them, inas- much as seamen hate rowing, and, without exception, row badly. The boats now used in fresh-water are either outriggers or gigs ; wherries, funnies, skiffs, etc., being almost superseded. The outrigger is so called from having an iron frame or out- igger on each side of the boat to carry the rowlock, and so nable a longer-handled- oar to be used. They were first brought into notice by the Claspers from Newcastle, in 1841, and have now superseded all other boats for racing purposes. The gig is a broader and higher boat, and has a straight gun- wale, 2 stern nearly upright, and a transom or flat piece ‘to the stern. The oars in a bout are numbered from the bow, No. 1 being the bow, No. 2 tlie next, and so on to No. 8, the stroke oar tn an eight-oared boat. The stroke oaris always on the “ port” or left side, all the oars on that side being called the larboard oars; those on the other side are the bow or starboard oars, Let the first rowing of every man be carefully attended ‘to, and all faults checked at once before they grow into habits, For all further tuition we refer to the following extract from “The Principles of Rowing and Steering,” by’ studying: which the beginner or even the advanced oar may learn what to do and what to avoid: “ The requisites for a perfect stroke are’: “1. Taking the whole reach forward, and falling back gradually a little past the perpendicular, preserving the’ shoul ders throughout square, and the chest developed at the'end. “9 Catching the water and beginning the stroke with a full tension to the arms at the instant of contact. «3 A horizontal and dashing pull through the water im- mediately the blade is covered, without deepening in the space suibsequently traversed. “4. Rapid recovery after feathering by an elastic’ motion of the body from the hips, the arms being thrown forward per- fectly straight simultaneously with the body, and the forward mntion of each ceasing ‘at the same time. “5. Lastly, equability in all the~ actions, preserving “full strength without harsh, jerking, isolated and uncompensated movements in any single part of the frame.
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ROWING. - - Faults in’ Rowing.—Tiie above laws are waned asin when the rower “4, Does not straighten both arms before him. : : “2. Keeps two convex wrists instead of the outside wrist ‘flat. . ee “ 3. Contrives to put his hands forward by a subsequent mo- J tion after the shoulders have attained their reach, which is getting the body forward without the arms. ae “4, Extends the arms without a corresponding bendon the part of the shoulders, which is getting the arms forward — a al without the body. = a “ 5. Catches the water with unstraightened arm or arms, oa and a slackened tension as its consequence ; thustime may be kept, but not stroke; keeping stroke always implying uni- yong formity of work. 3 “6. Hangs before dipping downwards to begin the stroke, a “7 Does not cover the blade up to the shoulder. i 2 “ 8. Rows round and deep in the middle, with hands high and blade still sunken ‘after the first contact. “ 9. Curves his back forward or aft. “a 4 “10. Keeps one shoulder higher than the other. : ye “11, Jerks. “12. Doubles forward and bends over the oar at the feather, bringing the body up to the handle, and not the handle up to the body. . “18. Strikes the water at an obtuse angle, or rows the first - part in the air. : “44 Cuts short the end, prematurely slacking the arms. = “15. Shivers out the feather, commencing it too soon and bringing the blade into a plane with the water while work may yet be done; thus the oar may leave the water in perfect time, but stroke is not kept. This and No.5 are the mostsub- — tle faults in rowing, and involve the science of shirking. 46, Rolls backward with an inclination toward the inside or outside of the boat. «47, Turns his elbows at the feather instead of bringing > them sharp past the flanks.” . § 18 Keeps the head depressed between the shoulders in a stead of erect. oh 19. ‘Looks out of the boat instead of straight saalis him. — at (This cits inevitably ‘tolls the bane) Lal + * Fs ie *) ty sf ae a: Sa 2 i rg a Tae. cds ened meele,
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45 YACHTING AND ROWING. “ 20. Throws up water instead of turning it well aft off the the lower angle of the blade, A wave thus created is ex- tremely annoying to the oar further aft; there should be no wave traveling astern, but an eddy containing two small cir- cling swirls.” Nos. 17 and 18 perhaps only affect the appearance, but all the other requisites and faults go to the essentials of rowing. The Great Boat-Race of 1867, OXFORD VERSUS CAMBRIDGE. As we should consider our little book of rowing incom- plete, without a record of the great race of the year, we give below an account of the twenty-third annual trial of skill be- tween the “ crack oarsmen” of Oxford and Cambridge Uni- versities of England : Greater interest was never taken in the contest than this year. Half of London went to see the race; the crowds were even greater than at the Derby. Four and a half miles of river-shore were thronged with people and carriages ; the shops were full of scarfs, handkerchiefs} gloves, and rosettes, of the light blue of Cambridge, and the dark blue of Oxford ; the day was cold and rainy, but from the starting-place at Putney, to the winning-post above Barnes’ Bridge, the crowds were enormous. The first race between these universities was rowed in 1828, after which there was an interval of seven years without a contest, and in all there huve been, twenty- four, of which Cambridge won ten, and Oxford fourteen. Cambridge has been defeated six successive years, and the belief that her crew had gone into training with extraordinary determination, increased the interest in the race. This sey enth defeat has occasioned the rumor that there will be no race next year. But apart from the general dissatisfaction which such rumors create, nothing in reality could be more un- wise than for Cambridge to take such a course, and relax in her efforts now when so near her goal. It would be very much as if Mr. Griffiths. on the occasion of this race, had told his ‘crew to stop. rowing because his opponents were getting a little ahead. In the hypercriticism which has been so liberally showered .on the Cambridge crew during their training, a mass of nonsense has been. talked aud written about their
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‘ ROWING, not “catching” the water, “ clipping” their sina’ not rowing ~~ from their legs, and so on ad nauseam. The plait truth is, ‘that Cambridge in her best. days, when she won. year after year four times in succession, never launched a better crew . upon the Thames than that which rowed this boat-race. The beauty of their style, the quickness of their start, the uniform precision of their feathering, and the speed of their “ spurts” when Mr. Griffiths chose to put them on, haye never been seen on the river before. The odds offered against them were due more to the traditional prestige which Oxford has now acquired, than to any real difference in the crews. No one who saw the boats at exercise over their ground, could _ feel confident of the result of the race for either side. Oxford, , with their deep stroke and high style of feathering, seemed certainly likely to win in heavy and lumpy water, and heavy and lumpy water they had on Saturday. Had there been a better tide, with light wind and a smooth surface, it is pos- sible that Cambridge would have gone in a winner. As it was, however, the Oxford men rowed best under the condi- tions in which both started. Their crew, too, were decidedly stronger, and never, unless in dangerous emergencies, put on’ those “ spurts” in w “hich Cambridge excelled, but which take . it out of the crew so much as to be futal to their endurance in so long a race. On the morning of the 13th of April, 1867, Oxford had been out as usual for a little paddling in the morning ; the Cambridge crew did not take the water till the start. It was intended originally that this should be made at eight, but the slackness of the tide almost compelled a postpone- ment in the time. The delay must have tried the patience of the spectators, standing, as they all were, fully exposed _to the heavy downpour of the rain. Still greater was he disappointment when the ¢rews, after going out, returned again. It was nearly nine o'clock before they passed down to the boats, and sixteen finer or better trained young men it would have been difficult te find in England, The following is a list of the crews: ' OXFORD CREW, x - fx Bowman, University......... three ite RS roar n | * 2S. H. Bish, Upiversity.:......... ey 8 gE a FRET Ss ADs wk lbs 12 1 eM CASE MP OUDOERE Ss oS oc an sd dng #Waeedd vas skh" on cece « coal 12
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4R YACHTING AND ROWING. W. W. Wood, University J, C, Tinne, University . F. Crowder, Brasenose uate WAIN, MUSOROR so. . (1d. CH. Sue Saale Se eee aee s Chk ES R. G. Marsden, Merton...../.........- ©. R: W. Tottenham (cox.,) Ch. Ch SOE Re He HOE ee eee SNS oe CAMBRIDGE CREW. . W. H. Anderson, Trinity . d,,M, Collard; St. Jon's: . 6.055. lo siejes Sesh icles» tive cewek 11 4 v. OE Us DOUTMOS ACIDIC... 6 iss tke dbawiWet< eelne dene 12 9 aon, we Gordon; Trinity 20i.. oP ET 12 3 5. F. E. Cunningham, King’s 12 12 i» gl AS" either eee rpprerrer Peery er 11 12 eens, MEGUHOUUNILL OPIN Ws ici). 2 sid FES. occ ic becdele oS O55 UTE EO ll 0 PEPE MATES. RE LDICY. 0.50 0 0 os wiulnnle ob n.acas 5006 tah" Vins as dP keen RO PI CIO e yee WORT Be ek coh ols oe Sovndwccccccsvotteas planets 8 2 They took the water a little before nine, and going easily to the starting-point, turned up the river, and waited with poised oars till the word was giyen. It must be remembered, as we have already said, that Oxford, with her usual luck, won the choice for place, and, of course, took the best—the Middlesex side. At two minutes to nine the word, was given, and, like a flash, both boats were off. It could hardly be said which was the first to catch the water, and it. is. almost unnecessary to say that both crews were, to a certain extent flurried, and did not settle to their practiced form for the first three hundred yards or more. Then Cambridge began to draw a little ahead, but never for more than a few feet, when the Oxonians quickened their deep, strong strokes, and crept up again, From this to Hammersmith Bridge, the race is was inexpressibly exciting. The boats were side by side, each crew looking only to the work they had in hand, and stretching to their oars with a power that made them bend like willows, and sent their craft forward with a yisible leap “at every stroke. Neither needed incentives to do their best, but they had them, nevertheless, and the wild cries of “ Row, row,” to each crew, with the hideous clamor of directions ‘from all their partisans and friends, of “Hands down,” “ Quicker stroke,” “ Feather high,” etc., came from all sides. But amid all this, the-stroke-oars of the boats kept their own course, and increased or lessened, as they thought best, the pace by which they guided their crews. The ¢teering of each was, perhaps, not so good as it would have been in better Weather; but the floods of heavy rain, and the gusts of sharp,
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» oo . om one MOESCweNOSRO FF ROWING.. ty cold wind, that drove full in the faces of the coxswains, would have been a more than sufficient excuse for a much. less direct course than either took. Before Hammersmith Bridge was reached, Cambridge had drawn. nearly her length ahead, Under the bridge, which was black with spectators, the Cambridge boat led magnificently, amid a roar of applause, which was taken up by thousands 2n both banks. of the ‘yiver. After them, pell-mell, like a straggling pack of hounds, — the steamers came rolling and tumbling on, swaying from’ side to side, as their passengers rushed about to cheer the competing crews, and volunteer, amid a hopeless uproar, some ~ well-meant ,words of advice, encouragement, or | entreaty, Oxford again; however, increased, her speed of stroke, though she was never within five or six a minute of that of GCam- bridge, and drew up again so fast alongside her opponents, as to justify all the odds which then, amid the most tremen- flous cheers from boats and banks, were being offered in her favor. The struggle, then, was most exciting. It would he impossible, no matter what amateur critics may say, to wit- _ness any thing better than the style of rowing in each boat. Cambridge rowed quicker, but her style was beautiful. Tne oars rose and fell with the precision of machinery, and the low teather- ing, little more than clear of the surface of the water, was the — very perfection of rowimg. The Oxford stroke, though less pretty to look at, was eyidently that to win, and. the heavy water over which the boats had to pass, gave Oxford adecided advantage in her-high feathering. At this time she began te . take a decided lead, and amid the almost frantic applause. of her supporters, began to draw well ahead, Still, in spite of every advantage, both of tide, which was better in the course the took, and her style of rowing, which was admirably suited to the rough water, she could never draw her boat quite ciear of that of Cambridge. The “ spurts’ which the latter put on can not be too highly prased. At the moment waen it seemed Oxford was to have her own way, the light biue again | » bent to their work, and literally shot up beside . their aatag- onists. These desperate efforts, however, began to. ell on ‘Cambridge, and, when about ‘half a mile before Sarnes Bridge, they were rowing somewhat “ ragged,” and steadily, — bat. woMy, Oxford drew ahead. Here, however, « changes — yee
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50 YACHTING AND ROWING. took place, that seemed almost unaccountable to those that witnessed it. The Oxford crew seemed to relax their efforts, just as Cambridge made another magnificent “ spurt.” knew what the Oxford crew were about. have slackened into idleness. None They seemed to Rours, shouts from the bank, entreaties from the boats around them, and a great hoarse ery from both sides of the river of “ Row, Oxford, row,” seemed to have no effect upon them, when Cambridge drew on, and when near the railway-bridge, got her boat ahead, Then only did the Oxford crew seem to realize their danger, and the struggle became one of the most intensely exciting ever seen, None believed that when so near home, Oxford would be able to recover the advantage gained by the splendid burst which had put Cambridge a little ahead, and the efforts each crew made were almost painful in their earnestness to witness. They laid to their oars till the boats sprung. stroke after stroke through the water. Every one of the spectators seemed more or less wild with excitement, and if entreaties and encouragement could have effected any thing, each must have come in first. It is difficult to describe the enthusiasm of their different supporters, as Oxford, at last, in spite of all the efforts of Cambridge, drew her boat level, and then began to get her bows ahead. They had, however, no easy task. As often as she showed a front, Cambridge, by a des- perate effort, dashed up again, and so they went almost stroke and stroke under Barnes Bridge, amid such a roar of applause as has seldom before been beard on the Thames. Then it was evident, or at least said to be evident to experienced eyes, that the Cambridge crew were blown and exhausted by their repeated “spurts.” The result showed that this must to a certain extent have been true, for Oxford won, but never til the last second did the Cambridge crew relax in their struggle for victory. To the very winning-post they pushed the Oxon- jans almost to exhaustion to hold the very little they had gained, and never till the flag was actually passed did the friends of dark blue feel the race secure, for the bounds with which the Cambridge boat now and then rushed forward seemed to make it a donbt, even when there was only fifty yards to row, that Cambridge would not win. As it was, however, the Oxonians seemed too keenly alive to the strength
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ROWING. and spirit of their antagonists ever to.give them a chance again. With a sturdy, strongly-pulled stroke, every man pull- ing, not only from his legs, but apparently from every fiber _and muscle in his body, they kept their boat just half a length ahead, and amid deafening shouts so passed the flag, winning one of the quickest and most desperately-contested races that _ have ever been rowed on the Thames. It is really hard to ; say Which crew deserves the most praise. Nothing could ex- ceed the gallantry and determination with which each strug: _ gled to the end, and struggled, too, when the chances fluctu- ‘ated almost every minute, and the hope of regaining the lead which each boat lost in turn, seemed almost hopeless. - Oxford has won for the seventh time, and Cambridge has been beaten, but after such a defeat as should make her more proud of her defvat than cf many of her former victories, ~ Benson’s chronograph was, as is the custom now, used to time the race. Aciually, it has been rowed in a shorter time. pi Relatively, wheu the state of the water, the force of the wind, and the aimost entire absence of tide are considered, -it may be reckoned as one of the quickest. The pace P from first to last, when these disadvantages are considered, a was really tremendous. The boats started at eight hours» fifty-eight minutes twenty-four seconds, and finished at nine _ hours twenty-one minutes three seconds, so that the whole _. course of nearly four miles and a half was rowed in twenty _ two minutes thirty-nine seconds. Last year the chronograph registered twenty-five minutes fifly-one nine-tenths of a sec- ond, so that this year it was three minutes twelve nine-tenths of a second quicker. The ablest amateurs and the best pro- _ fessional watermen were alike surprised at the speed with Which the race from first to last was rowed. The following iz a list of all the great university matches from their com- mencement in 1829 : Year Winner Course Time Won by 1829 Oxford. Henley. 14m. 30s. Many Jougthia, Cambridge. Westminster to Putney. 36m. 1 minute. Cambridge. Westminster to Putney. ‘ im. 45s. Cambridge. Westminster to Putney. . 308. 7-3 ofalength, Cambridge. Westminster to Putney. Im. 48.° 25 Oxford. Westminster to Putney. 30m. 45s. 13 seconds. Cambridge. Putney to Mortlake. 23m. 308. ) seconds. Cambridge. Mortlake to Putney. 21m. 5s. ‘wo lengths Cambridge. Putney to Mortlake. 22m. Many lengths, ph Oxford, Putuey to Mortlake. | A foul
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63 ‘YA THTING AND ROWING. Year Winner Course Time Won by 1852 Oxford. Putney to Mortlake. 21m, 363 27 seconds. 1854 Oxford. Putney to Mortlake. 25m. 298 1] strokes, 1-56 Cambridge. Mortlake to Putney. 25m. 30s, Half a lengtB, 1857 Oxford. Putney to Mortlake, 22m. 508, 85 seconds, 1858 ‘Cambridge. Putney to Mortlake. 21m. 238, 22 seconds. 1859 Oxford. Putney to Mortlake, 24m. 30s. Camp. sanik. 1860 Cambridge. Putney to Mortlake. 26m, A length, 1861 Oxford. Putney to Mortlake, 23in, 27s, 48 seconds, 1862. Oxford. Putney to Mortlake. 24m. 40s, 80 seconds. 1863 Oxford. Mortlake to Putney. 23m, 278. 42 secouds, 1864 Oxford, Putney to Mortlake. 24m. 40s. 23 seconds. 1865 Oxford. Putney to Mortlake. 21m, 23s, 18 seconds. 1866 Oxford. Putney to Mortlake. 25m. 48s. 15 seconds, 1867 Oxford. Putney to Mortlake. 22m. 398. Half a length ‘The Great Ocean Yacht Race of Decem- ber, 1866. The greatest yachting event since the victory of the Amer- tea, WaS the océan race between the Henrietta, Vesta and Fleetwing, across the Atlantic, which event took place in De- cember, 1866. This important contest was brought about through the influence of Mr. James Gordon Bennett, junior, and his brilliant success in the race was a well-merited re- ward for his efforts on behalf of American yachting. The yachts started from New York, on the afternoon of December ‘11, 1867, the event creating quite an excitement in New York, a fleet of steamers and yachts, all crowded with spectators, accompanying the yachts down the bay. The day was clear, cool, and bright, and the westerly wind was just what was desired. The yachts were anchored off Staten Island, and there the scene was even more animated than in ‘the harbor; steamers full of cheering spectators sailed around the: little vessels; the music from the band upon’ the River Queen, chirtered by the New York. Yacht Club, was echoed by the bands upon the excursion steamers ; the’ United States revenue cutter fired a salute; the hills of Staten Island were dotted with observers, and flags flew from every villa; a fleet of pilot-boats clustered off West Bank to accompany the yachts to sea; the forts which lined the entrance to the harbor, dipped their colors. As the New York Yacht Club ‘steamer passed the Henrietta, the distin- guished officers and gentlemen on board gave three hearty cheers for’ The only man who goes in his own boat.” The enthusiasm was as remarked as the good wishes loudly
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YACHTING. expressed by every lip were hearty and sincere. It required’ an experienced eye to detect any important difference between ) the three yachts as they lay at anchor. AW are’ of nearly ; the same build and same burden, the Z/enrieita registering | two hundred and five tuns, the Vesta two hundred and one, ee and the Hleetwing two hundred and twelve, Ameriéin meas- * * a urement. The Zlenrietta and ‘Fleetwing had keel boats’ The yy Vesta had “ a center-board,” or ‘false keel, like the celebrated 3 yacht America. i" The Start from New York. * ‘In the Henrietia sailed Mr. Bennett, the owner; Messra Jerome, Knapp, and Fisk, judges and guests; Captain Sam- uels, Sailing Master Lyons, and a crew of twenty-four men, ig including Mr. Jones, first officer, Mr: Corels, second mate, a carpenter, sailmaker, and two stewards. fae The Fleetwing, owned by Mr. George Osgood, was’ com- manded by Captain Thomas, with a crew of twenty-two men ; and Messrs. Centre and Staples, of the’ New York Yacht a Club, went in her as judges. — The Vesta, owned by Mr. Pierre Lorillard, carried Messrs, George Lorillard and Taylor as judges, Captain Dayton, and x a crew of twenty-three petty-officers and seamen. } Each of the yachts had previously won several closely- Se contested matches, and- only the popular prejudice against = __ “center-board vessels” in rough weather, gave the other two boats an advantage over the Vesta, in the heavy wagers staked a ‘upon the race. aa F f At eleven o’clock the racing-signal of the Henriettw was (is- rea , played, and the yachts were taken in tow for the starting- ; 4 t * place off Sandy Hook, accompanied by innumerable steamers, ' propellers, yachts, and pilot-boats, and, amid renewed cheer- — _ ing and excitement, they were hauled down through the Nar-/ - 2 rows, and assigned their respective stations. “ Precisely at one o'clock, Mr. Fearing, the starter, gave the signal for the race to begin. In a moment the tugs were cast off and the sails hoisted, the Mleetwing occupying the “most northerly position, first fresh breeze, and danced awiy before the wind, the Vesta following closely. The Henrietta, — - lying near the shore, had decidedly the worst of the’ start, but regained her position as she dropped away from the land.
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= 54 YACHTING AND ROWING The tugs and steamers sailed in line afier the yachts, and presented a most picturesque sight. The wreck of the Scotland was in fall view, grimly reminding the yachtmen of the dangers they were about to brave ; the strains of “ Auld lang syne” from the steamer recalled to the adventurers the friend- ship they were leaving... Then a cloud obscured the sun, the wind gradually rose, the yachts. increased their speed, the good-bys to each were faintly heard, the light-ship off Sandy Hook was passed, the open sea was before us, and the voy- age had commenced in. earnest. At a quarter to three P.M., the “ Nevesink Highlands” sunk out of sight. The yachts were then abeam of each other. The JJenrietia having caught the ten-knot breeze, all canvas was set, and the Vesta sailed wing and wing. Daylight now faded, and the sun disappeared in a glory of crimson and gold, The tug Philip, which had been chartered by Mr. Lorillard to accompany the Vesta until nightfall, turned homeward with a farewell hur- rah, and the crews of the yachts bade good-by to the United States with answering cheers. Each captain now chose his own course, the Fleelwing keeping to the northward, the Hen- rietta holding the European steamer track, and the Vesta evi- dently making for the northern passage. Below we give, from the records of the respective captains, The Logs of the Yachts. LOG OF THE HENRIETTA, WeEDNEsDAY, Dec. 12.—We here begin our sea account, at 1 p.m., Wednesday (or civil time, 1 p.m., Tuesday), at which time squared away at a signal given from Yacht Club, in company with Fleetwing and Vesta from the buoy of the bar, Twenty steamer tugs escorted us to the light-ship, which we were the first yacht to pass, at 1:39, the M¥eetwiny bearing N.N.E., the Vesta N.N.E. by half E. At 2:30 p.at, all canvas set ; at 2:45 lost the Highlands of Nevesink ; at 2:45 parted with the tug Philip, the Pleelwing bearing the same, and the Vesta abont half a mile ahead. At 6 P.m., came alongside, and passed Vesta; were compelled to shift her course several times to shake her off, she annoying us very much by keep- ing so close to us. Wind strong and heavy. Lost Vesta at 6PM. iv the dark. Midnight, wind hauled to the westward,
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YACHTING. with heavy squalls; jised ship at 4 aa, very heavy squalls a with sleet and snow ; all canvas set; day breaks dark and - Jowering, with appearances of northerly wind; wind fresh- ening and in the squalls blowing hard; at noon ship running a: under mainsail, foresail jib and flying jib, light as a bottle and buoyant as acork, Dark clouds on horizon N. to W., With every prospect of a gale. Distance run, 225 miles by observation, 237 miles by log. Tuurspay, Dec. 13.—Strong breezes and squally weather. At 4:15 passed steamer bound west, supposed to be the Cuba ;} hoisted racing-flag, and steamer showed her colors. This steamer will probably carry the first news of the yachts to New York. At 9:30 Pp.m., passed another steamer bound west; showed our rockets and blue lights, to which she re- plied, At 10 p.m, wind increasing; took in topsails and flying jib. At 12 double-reefed mainsail. At 4 a.m. set fly- ing jib; heavy snow squalls. At 6 A.M. weather more set- tled; let reefs out of mainsail yards and stowed it to wind- ward. Noon, set gaff topsails; wind hauling to eastward ; barometer steady at 30; experienced a current to W.S.W. of 22 miles; every thing easy and comfortable. Distance ran 210 miles by observation, 232 by log. Fripay, Dec. 14.—Moderate breeze from N. and E. At 2 P.M. set topsails and maintop-mast staysail. At 8 P.M. hauled them again; squally. From 8 to 4 took in and set light sails several times. -Midnight, strong breeze and squally, “with snow. At 3 A.M., blowing hard, furled flying jib. At 5 AM., moderating; set flying jib, At 6 am set all light . sails ; weather dark and heavy in 8.W. Noon, cloudy weather ; moderate; lat., by an indifferent obs., 42.56, lon. 60.82. Distance run, 203; barometer, 29.50. Sarurpay, Dec. 15.—First part of day moderate breeze ~ and cloudy weather. At 7 P.m., wind freshening; took in foretopsail and maintopmast staysail. During the night very squally—up and down with topsails and staysails as “weather required. At 6 AM., blowing hard, handed all light sails. Day breaks dark and cloudy, with heavy hail and snow squal!s, Ship fairly dancing over the water, often at the raté of thirteen knots. At 12 a.m, weather moderate, fine, clear sky, passing clouds, wind N.N.F., as usual; sea : ; ; "¢ oa : : Me ee Set’ ae ts
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oN ea 58 YACHTING ,AND ROWING. pretty smooth; every thing. as, trim and comfortable as ea shore. Sunpay, Dec. 16.—These twenty-four, hours we have had strong northerly winds, with violent squalls and spits of snow. At 4 p.m. took in topsails,staysails, and flying-jib. At-8 Pa, blowing heavy, double-reefed foresail and mainsail, and took bonnet off the jib. Ship’ running across the seas, and be- having well. At 6 A.M., passed close under stern. ofa brig steering to southward under deuble-reefed topsails and .reefed foresail, Noon, sky overcast; no obseryation; very high sea from northward ; weather a little more moderate; let reef ont of foresail; barometer, 29:70. The ship is now. passing the gravel banks; we see numbers of divers. Every body on board well and hearty. Distance run 246 miles—oyer one-third of the distance across in fifth day out. Monpay, Dec, 17.—Strong northerly breezes with heavy squalls, At 2 p.m. (Sunday) Divine service in the cabin, reading of prayers and lessons for the day, and one of Jay’s sermons. Midnight—Blowing hard. ship running in the , trough of the sea, and fairly burying itself. ‘This is yachting in earnest. Double-reefed foresails; passing snow-squalls throughout the night. 4 AM—Let reefs out of foresail. Noon—Let reef out of mainsail; weather more moderate ; set the flying-jib ; barometer, 80:10. Distavce run by obser- i vation, 280, the best run yet; off the grand sand-banks and { off soundings; every thing trim and snug. TurspAy, Dec. 18.—One week out. At A o’clock Aa. we were half way to Cowes. This is at the rate of a thirteer days’ four hours’ trip across, being six days forrteen. hou mean time. Day began with strong breeze »nd heavy er. y ‘sea. At 4 PM, wind moderating; let reef out of. foresail. ; eh At midnight, wind increasing ; set squaresail with bounet off ; f high seas and heavy wind; weather very dark and cloudy. 4 At 5 o’clock, wind lulled, and hauled to the southward ‘and rast westward; jibed squaresail, and let out all reefs. Noon— , Dark, with very threatening appearance to §, W.: reefed mainsail and farled squaresail and flying jib; no observation. i Distance by log 250 miles; ship in, perfect order, and all wet hands in best of spirits and condition. i Wepnespay, Dec. 19.—First part of the day fresh gales
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’ gy PT YACHTING. _ At 8pm, doubled reefed sails and took bonnet off jib. Six - P)M., gale increasing, close reefed sails and furled miaingail. _ Second part blowing very heavily, with’ high, toppling seas, "At 840° boarded by very heavy sea; completely’ butying’ us, filling the forgsail, and staving the boat; the little craft fairly staggered and strained. Heaved to under storm main: trysail, Ifiow hard to lay-+to in such a race; but few ships in my thirty years’ experience vould ruin in the trough of the séa’ so long as this little plaything did. Well may her owner feéel proud of ‘her, At 11 Pp. m., the sky cleared; the moon shone © out oe the rest of the night. Third part—moderat- ing. At A. M., nearly calm; sky became overcast’ from §. W., with ain lightning from 8: to W. At'6 A.M, set single’ reef: foresail and jib. At 9 a: Mj freshening wind, ship” be- ginning to step off again, set squaresails. Sea ‘still running very high) Dring the blow barometer fell from 80.10 to — 29.50°at which it stands at noon. ‘Wind is hauling westward, with fair prospect of second edition of last night's perform- aces put from: the westward. THurspay, Dec. 20.—Throughout these twenty-four hours strong westerly winds and squally wedther. At 2 P/ mi) put bonnet on squaresail, 4 P. M., let reef out of foresail, From 6 to 8 very squally ; ‘ship going as fast as 14 knots during'the- squalls.” At 1a.m.,; wind canted to N: and W. Jibed ship. Day ends with alternate showers and sunshine; wind and'sea ‘moderating ; barometer rising—30.05. Distance by log 267° miles, by observation 200, Fripay, Dec. 21, commences with a stiff breeze and heavy swell-from-N. W. At’8 p- M.,; set mainsail; at 3.30 signaled steamship Louisiana, bound west. At 9'set main topsail, and main topmost staysail from 4 to5 a.m. At 6 took a light breeze from‘southward ; weather clear, warm and. pleasant, Noon—Day ends with fine sunimer Weather ; passed immense . _ shoals of porpoises. Distance run 163 by log. 157 by observation ; es barometer 30:45.,. Every body on deck, like turtles in’ the sun. - Swrurpay, Dec, 22.— Throughout these twenty-four hours - northerly winds, dark and cloudy weather, with sharp’ flaws, _/ warni and pleasant; At 7 a: M) signaled Brémen: steamer — ce lager alllight sails set, and every thing working: f utifully: As we near the end of the race the excitement: Com
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&8 YACHTING AND- ROWING. becomes more and more intense, but the wind and weather are all that could be desired. Distance run 252 miles; no good observation. Barometer 30.40. Sunpay, Dec. 23.—Began with steady wind and smooth sea, light southerly wind, followed with occasional passing fog- bank, At3 P.M, spoke the Philadelphia, from Liverpool, bound west ; reported light westerly winds ; pleasant, sunshiny Sunday ; every body on deck with camp stools, Barometer 80.40. Monpay, Dec. 24.—First part of day clear and pleasant; service at one o’clock in the cabin, reading of sermon, prayers and lesson for the day. Middle part, beautiful moonlight night. Latter part, dark, cloudy, and squally weather. Haul- ed the yacht southward of her course to forestay this wind, 9 A. M., took in topsails and flying-jib ; yacht pitching heavily in high head sea. Noon, sun observed ; weather threatening ; barometer at 30.35; distance run, 172 miles; on soundings; passed three ships bound west. Tuxspay, Dec. 25.—Throughout these twenty-four hours brisk southerly wind, dark and hazy weather, At 8 P. M., sighted the Scillys; 10'P, M., Scillys N. 12 miles. At 2.80 a. M., Lizard N. 8 miles. 8,30 a. M., Start, N. 6 miles. At noon, Bill of Portland. N. 5 miles. Ends with fresh southwest winds, every thing set, and yacht going her best. This closes the sea day. . 1 Pp. m., took pilot off Portland Bill. At 8.45 passed the Needles, and at 5.42 anchored in Cowes Roads. LOG OF THE FLEETWING. Wepnespay, Dec. 12.—Lat, 40,22, long. 68.50. One P. m., made all sail, Sandy Hook bearing W. 8. W., distance two “niles, moderate gale, in company with the Henrietta and Vesta, 10.80 Pp. m., wind N.W. by. W.; distance run, 239 miles. Tuunrspay, Dec. 13.—During this day pleasant breeze from N. W. Eight vp. w., Vesta beating N. by W.; 6.80 a. m., wind N. N. E., carried away jibboom. Seven a, m., in squaresail and light sails; lat. by observation 41.27, long. 63.26, Distance run, 249 miles; wind N. W. Fripay, Dec. 14—Commences with pleasant gale from N.N.E. 3.30 rp, M., squally, with snow; two reefs in the mainsail. Hight r..M., more moderate; out all reefs; set
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YACHTING. light sails; lat. 42.00, long: 58.37. Distance run, 220 miles ; wind N. N. E. if SatrurpDAy, Dec. 15.—This day commences with an inereas- ing gale; in light sails, two reefs in the mainsail ; bonnet off jib. This day ends with a strong gale ‘and cross sea. «Lat. 42.80, long. 54.11. Distance run, 186 miles; wind N. BE. Sunpay, Dec. 16.—This day begins with a moderate gale, Four Pp. m., set saii; lat. 43.35, long. 49.58. Distance run, 218 miles; wind 8, W. Moxpay, Dec. 17.—During this day pleasant gale from N.* W. All sails set. Lat. 44.30, long. 44.50. Distance run. 240 miles. N.W. wind. "4 Tuxrspay, Dec. 18.—First part, pleasant breeze from N.N.E.; noon calm; latter part light from 8. W. Lat 45.50, long. 41.18. Distance run, 160 miles. , Wepnespay, Dec. 19.—This day commences with a light breeze from 8.8. W. Two p.M., in all light sails, gale ‘in- creasing, with heavy sea. Seven Pp. m., blowing a gale; run- ning under two-reefed foresail and fore-staysail. Nine P. M., shipped a sea which washed six of the crew out of the cock- pit ; luove to for five hours under two-reefed foresail. Two a. M., kept off; latter part moderate wind hauling to west, Set squaresail. Lat. 47.20, long. 37.27. Distance run 188 miles. Tuurspay, Dec. 20.—Moderate gale from the west; all set. Lat. 48.02, long. 81. Distance run, 260 miles, Winds west. Fray, Dec. 21.—During this day moderate gale from the south. Lat. 48.14, long. 25.12. Distance run, 136 miles, Winds south. SarurDay, Dec. 22.—During this day fresh gale from the south ; passed a ship and a bark bound east. Lat. 48.83, long . 21.48. Distance run, 232 miles. Sunpay, Dec. 23.—Moderate breeze from the south with a cross séa, Lat. 48.57, long. 16.19. Distance run, 215 miles, Monpay, Dee. 24.—During this day strong breeze from the south. Two Pp. m., passed a steamship bound west. Lat, 49.16 long. 11.22. Distance run, 194 miles. Winds south. TurspAy, Dec. 25.—This day commences with strong gale from the south; in light sails, one reef in ‘all sails. At 4.40 Sel, * Bishop’s Rock bore N., distant eight miles. Five A. m., St. Agnes % e bore N. by BE. Lat. 49.52, long. 4.36, Distance run, amc ae ‘
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60 YACHTING AND ROWING. miles. Three Pp. m., Start Point-bore N. N. W., distant 10 milea Midnight, passed the Needles. At 1.80 a. m, anchored in Cowes Roads. LOG, OF THE, VESTA, Wepnespay, ‘Dec. .12.—Fine N...W.. wind, and cloudy. Distance run; 240 miles, , Lat..40.27, long. 68.46. Tuurspay, Dec. 13.—Wind N.W., moderate breeze, cloudy Jweather. _ Distance run, 205. miles. Lat. 41.50, long. 64.06. Pripay, Dec. 14.—N. wind, fine weather. _ Distance run, 205 miles. , Lat. 43.11, long, 59. 52. SATURDAY, Dec, 15.—Commences with strong N. W. wind and very heavy sea. Distance run, 227 miles. Lat. 44.31, long 55.06. Sunpay, Dec. 16.—-Wind W. N. W., strong, and rough sea. Distance run, 234 miles. Lat. 45.40, long. 49.58. Monpay, Dec. 17,—Strong westerly winds and rough sea, Distance run, 286 miles, | Lat. 42.42, long, 44.21. Tugspay, Dec, 18.—Fresh N. W. breeze and fine weather. Distance ran, 207 miles. Lat; 47.40, long. 89.35. WHDNESDAY, Dec. 19.—-Heavy. gale of wind from. 8, 8. W., vessel scndding for eight -hours. Distance run, 222 railea: Lat. 50.36, long. 36.04, Taurspay, Dec,20.—Fresh westerly wind ; sea going down. Distance run, 277, miles. | Lat. 50.36, long. 28.54. Fripay, Dec, 21.—Wind N. W., light, and fine, weather, Distance run, 165 miles, Lat. 50.36; long, 24.88. Saturday, Dec., 22.—Fine, southerly breeze, smooth sea. Distance run, 253 miles. Lat. 50.36, long. 17.54. SunDAY, Dec.,.23.-Fine .S. W, breeze and. smooth sea, Distance run, 201. miles. . Lat. 50.11, long. 12.49, Monpay, Dec. 24.—Light..southerly breeze, fine weather. Distance run, 165 miles. , Lat. 49.55, long, 8,33. Touxspay, Dec. 25.—Fine breeze from §, E. to §. 8. W. Start Point W. N..W., distant 10 miles. At. 8.40 P.M, took pilot. 10 miles W, 8. W. of Needles Light. . Pilot erroneously laid his course. for St.. Catherines, instead. of Needles, and nearly ran the vessel ashore on the Point. _Wore ship and hauled up for the Needles Light, which brought abeam at, 1.40 A.M. Wednesday—Came to anchor in Cowes . Roads, at 8.30.4 M.. . Distance run since last, 29¢ miles,
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ROWING. ‘Whe Harvard and Yale College Contests. _- A ae a controversy was occasioned during ‘the spring of os ~~ in reference to the féasibility of a proposition to send a crew from our two leading American universities to contest with the great boatmen of ‘Oxford and Cambridge in an: inter- national race, to come off on the Seine at Paris. Objections, however, were interposed which Jed to an abandonment of the contest. It was found impossible to pick a crew from both | colleges to compete with the crews which the Cambridge and Oxford would be certain to send to the Seine to row against the French oarsmen. The English boats without exception carry cockswains, and the Harvard and Yale crews steer by an apparatus termed technically a “ traveler.” The steering is done by the feet of the bow oarsman, who has continually to look ahead over his shoulder to see that all is clear, and conse- quently the motion of the boat is often made unsteady by the inadvertent twisting of the cockswain’s body. The “traveler ” is a double wire running on both sides of the boat like a bell- pull, conecting between the rudder and a short piece of flat wood, which winds on a pivot in front of the bow oar, and by which the bow steers. The cockswain of the English boat is a lad chosen for his light weight, ranging from seventy-five to ~ one hundred and twenty pounds, and his skill may be made available by the stroke-oar of the crew. Then again, -the English crews row a race with eight men in addition te the cockswain, and the Yale and Harvard crews have been hitherto accustomed to row with a complement of six men without a cockswain. In England it is customary to choose the lightest man in the crew, with the exception of the cockswain, for the honorable but onerous position of stroke-oar, while in America, Yond more particularly with Yale and Harvard, the predilection has been for the heaviest man in the crews, to fill the position of stroke-oar, The Englisix oarsmen claim that the bow oar, acting as cockswain, loses his general usefulness in pulling, from the fact that when he looks over his shoulder he has to ne- Pastas his duty as one of the pulling crew proper, and may perchance, should he eseape fouling his boat, which would al- ' most to a certaifty lose the race for his crew, lose time in his stroke, and throw the remainder of the crew also out of time. Bowman, ier pulled the stroke-oar for the Oxford i in the Inte, “ - « not . > Seale
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YACHTING AND ROWING. / \ race, Weighed one Niundred and fifty-one pounds after training, which is a very light weight for an English, oarsman, while Anderson, who acted as stroke for. Cambridge,.weighed but — one hundred and. fifty-four pounds. At the University race.at Quinsigamond Lake, which occurred. on, the 28th_.of, last July, William Blaikie, of Boston, who. pulled stroxe. for, Har- vard, weighed.one hundred and fifty-two. pounds, and. E. B, Bennett, who pulled stroke for Yale, weighed one hundred.and. sixty-three pounds, a remarkably heavy weight for an Ameri- — can University oarsman. It is certain that the training which — our college-men have to undergo to fit themselves for a — University race such as is seen at Worcester every year, is less severe than that pursued by the Oxford and Cambridge men previous to their late race at Putney. The English course is one of self-denial and stern exactness, and no doubt the same course will approximate to a similar result at the Ameri- can Universities. The relative individual weight of men at the English and American Universities, after training for the last race between Harvard and Yale in 1866, and the late race which came off betweea Oxford and Cambridge is, after all, perhaps, the best criterion of the muscle of the two countries, for be it known that when a crew has undergone six weeks’ judicious training to prepare themselves for a bout-race, with the desired qualifications of a chaste and temperate life in the interval, nothing remains but bone and muscle of, the hardest motnra,
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' Standard- Dime Dialosucs, - wos, l_to 17 iMeuvarve. #0 TO 30 POPULAR DIALOGUES AND DRAMAS IN EACH BOOK, These volumes have been prepared with especial reference to their availibility for Exhibitions, deing adapted to yehoolsand parlors with or without the furniture ol a stage, and suited to SCHOL~ ARS AND YOUNG PEOPLE of every age, both male and female. It is fair to assume teat om ether books in the market, at any price, comtain so many useful and available dialogues and drama, of wit, pathos, hu mor aad sentiment. DIME DIALOGUES, No. 1. Meeting of the Muses. For nine young ladies. Hobnobbing. For Gve speakers, Baiting a Live Exglishman. For three boys. Phe Secret of Suceess. For three speakers. ee Tasso’s Coronation. For male and female. Young Atneriea. Three males and two females, Fashion. For two ladies. Josepiine’s Destiny, Vour feinales, one male. The Rehearsal. For six boys. The Folly of the Duel, For three males; Whieh will you Choose! For two boys. Doginatism. For three male speakers. The Queen of May. For two little girls. The Ignorant Corfounded. Wor two boys. Phe Tea-Party. Vor four ladies. The Fast Young Mao. For two males. Three Scenes in Wedded Life. Male and female.|he Year's Reckoning. 12 females and 1 male, Mra. Sniffies’Confession. For male and female. |The Village with Que Gentleman, For eight fe The Mission of she Spirits, Five young ladies. | males aud one male, DIME DIALOGUES No. 2. ~ The Genius of Liberty. 2 males and I female, How to Write ‘Popular’ Stories. Two males. Cinderella; or, the Little Glass Slipper, The New and the Old. For two males. Doing Good and Saying Bad, Several characters.) A Sensation at Last, For two males The Golden Rule. Twomales and twofemales. |The Greenhorn. For two males, The Gift of the Fairy Queen. Several fernales, |The Three Men of Science, For four males, Taken in and Done For. For two characters. The Old Lady’s Will, For four males. The Country Aunt’s Visit to the City. Vor sevy-|The Little Philosophers, For two little girls, eral characters. How to Find an Heir, For five males, The Two Romans, For two males, The Virtues, For six young ladies, Trying the Characters. For three malea. A Connubial Eelogue. he Happy Family, For several ‘animals,’ Che Public Meeting. Five males and one femai « be Rainbow, For several charsaters. Phe English Traveler. For two males, DIME DIALOGUES No. 3. The May Queen, For an »tire school. The Genteel Cook. For two males. Drésa Reforin Convention. For ten females, Masterpiece. For two males and two fomalea, Keoping Bad Company. 4 Farce. For five males|The Two Romans. For two males. Courting under Difficulties. 2 males, 1 female. |The Same. Second scene. For two males. National Representatives, A Burlesque. 4 males.|/Showing the White Feather. 4 males, | female, Kaeaping the Draft. For numerous males. The Battle Call, A Recitative, For one make DIME DIALOGUES No, 4. The Frost King, For ten or more persona, The Stubbletown Volunteer, 2 males, 1 female. pers in Life. Three males and two females, |A Scene from “ Paul l’ry.”’ For four males. ‘aith, Mope and Charity. For three little girls. |The Charms, For three inales and one female, and Joan. For two males and one fomale.| Bee, Clock and Broom. Yor three little girls. he May. AFloral Fancy. For six little girls. |The Right Way, A Colloquy. For two boys. The Enchanted Princess. 2 males,several females) What the Ledger Says. For two males. ¢ Gentle Client. For several males, one female|The Reward of Benevolence, For four males- renology., A Discussion. Fir twenty males. ‘The Lotter. For two males _ Honor to whom Honor is Due, 1 males,1 female The Crimes of Dress. A Colloqur. For two =} ' DIME DIALOGUES No. 5. The Three Guesses, For schoo’ or parlor. Putting on Airs, A Colloqny. For iwomales, Sentiment, A “ Three Person’ ” Farce. |The Straight M ar. For # veral boys, Behind the Curtain. For mss and females. |Two Idessof Life, A Colloquy. For ten girla, * The Eta Pi Society, Five hoya and ateacher. {Extract from Marino Faliero, | Examination Day. For soverai female charactors,|Ma-try-Moneys An Acting Charnde, Fe Bae “Traps.” For several males. |The Six Virtues, Jor six young ladies, ie School-Boys’ Tribunal, For ten boys. fhe Irishman at Home. For two males, 'A Loose Tongue. Several males and females. |Fashionable Reqnirements, For three girls, How Wot to Get an Answer, For two females. [A ery of 1's (eyes). Sureightor less little girly, “. DIME DIALOGUES No. :6. The Way they Keptn Secret, Male and females.) The Two Counselors, Tor three males. The Post under culties. Jor five males. The Votaries of Folly. Fora nusmber of females, William Tell. For a whole school. * lAunt Betsy « Benax Four females and two malea, ‘Woman's Rights. Sevan females and two males, |The Libel Suit. or two fomales and one male - is net Geld that Glitters. Male and fomules. Sante Claus. For a number of beys, f Jew. For six tales. Chrismnas Fairies, For sovera! little girls, females sudens male, |The Toros Rings. Vor two males. .
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Dime Schon serleé-Dialogues. Me ds + « . at “f at ~t ‘ bol DIME DIALOGUES No, 7. The Tre Beggars. For fourteen females. T.10 Views of Life. Colloquy. For two femelos, Tae Karto-Child iu Pairy-Land, or girls, The Rights of Music, For two females. _ Ywensy Years Hence, Two fewales, one male. |A Hopeless Case. A Query in Verse. Two gifle fue Way to Windham, For two males. The Would-be School-Teacher. For twe malea.~ Woitan. A Poetic Passage ut Words. ‘Two boys.|Comne to Life too Soon. For three males. The ’Ulogies, A Colloquy. For two males. Kirht O'clock. For two little giris. : How w Get Rid ofa Bore, For several boys. true Dignity. A Colloquy. Fortwo beya Boarding-School, Two wales and two females. |Grief too Expensive, For two males, Mig forthe Pledge. For two malés. Hamile, and the Ghost. For two persons, ‘ae [ils of Dram-Drinking. For three boys. Little Red Riding Hood, For two females. : ‘tne Pride? A Colloquy. Fur two females, (New Application ofan Old Rale, Boys and }40 Two Lecturers, © FOr numerous males, Soloted Jousins. A Coiloquy, For twe males, ~ DIME DIALOGUES. No, 8; % « Fairy School, Fora number of girls. Getting a Photograph. Males and females “ “ue Euroljing Officer. three girls and two boys. |The Sociéty for General Improvement. Forges "Lue Base‘hal{ Kidthasiast. For three boys, ANobleman in Disguise. ‘Three girls, six boys The Girl of the Period. For tiree gitls: Great Expectations, For two boys. ‘Tha Fowl Rebellion. Two ingles and one female Playing School. Five ferialds and four males. Slow but Sure. | SeVveral'males and two females. |Clothes for the Heathen. One male, oid femalé’ Caudle’s Velveipeds; One ‘tiale and one fuuale.|A Hard Case. For three boys, The Figutes. For several sriall cliildren, Ghosts. Por ten females und one male. The Trial of Petet Sloper. For seven boys, DIME DIALOGUES No. 9. Advertising for Help. For a number of females.) The Law of Human Kindness. For two females Awerica to England, Greeting. For two boys, Sphiled Children, For a mixed School, The Old and the New. Four females, one male. | Urutus and Cassius. Choicd of Trades, For twel¥e little boy's. Coriofanas nnd Anfidins, The Lap-Dog’ For two females. The New Scholar. Fora namber of girls. The Victim, For fourfemales an@ one male, The Selfinade Man. For three inales, The Dovlist. For two boys, The May’ Queén (Nb. 2) Fora echool. | The Trué Philosophy; For females and males, | Mrs. Lacklaud’s Econoniy: 4 boys and 3 girls, A Good Eilucation, ° For two females, Should Woneén Ve Given the Ballot? For boy, * DIME DIALOGUES No. 10, Mrs, Mark Twatti’s Shoe. One male, one femald. The Rehwarsal.” For x School, The Old Flag., For three Boys. Seliool Festival. The True Wav. Por three boys and one gitl, The Court vf Folly,” For many girls. |A Practical Life Lesson. For three girls, Great Lives: - For siz boys and six girls. The M: nk and the Soliter. " For two"boys, Scandal. For numerous males and feiialed. |1776. 1876,” For two girls. School Festival. The Lightof Love, For two Boys, Lord Diindreary’s Vis 2 males and 2 females, The Flower Children’ “For twelve girls. ; Witches in the Cream, Three girls wid three The Deaf'Unele. Por three boys. Frenchiiian,’ Charade, Nunierous characters, © A Discussion, For two boys, / DIME DIALOGUES No, 11, Appeatahces'are'very Deceftfal. For six boys. * Fashionable Dissipation. For two litle girls. The Conundrum Family. For thalennd feralé.” A Schivbl Charade, (For two boys und two Curing Betsey. Three males aud four females. Jenn Ingelow’s “Sonye of Seven.” Seven girle ack an the Beanstalk” For tive characters. A Debate. For four boys. ” : Tie Wat to'Do it and Not to Do it. 3 fernales:” Ragged Dick's Leason. Por three boys. How to Beeojtie Healthy, ete. Male and female. Schoot Chara, with Tableau; i The OOTY True LIS. Fortwo girls, A Vory Qubationable Story: For two boys, Clasati Collequies, For two boys. A Sell, ° For three halen: 1, Gostavtis Vasa"and Cristiern. The Real Geintiétean.” For two boys. li. Tuxterlane and” Bujazet. : DIME DIALOGUES No. 12, W nkeo Assurance. For several tharatters, A Tamily not to Pattern After. Ten characte , y Boarders Wanted, For several characters. How to Man-age, An acting charade... ‘ When I wie Young. » For two girle, The Vacation Escapade. Four ire and teaches 2 The Moat Precious Heritage. vor two boys. That Naughty Boy. Three feruales and a male © Tho Doudle Cure. «Two males and four famales.| Madcap. Al Acting Charade: The Plower-gardan Eatries, For five little girls.) All is not Gold that Glitters, Acting Proverb, Jemina’s Novel. Three males and two females.) Sic Transit Gloria Mundi. Acting Charaga: ’ Beware of the Widows. For three girls, . DIME DIALOGUES No, 13. Pwo O'clock fn the Morning. For three males. | Worth, not Wealth. Por four boys and s teacban An Indignation Meeting. For several females, | No such Word as Vail. For several males. ve and Belind the Seenes. Several charact’s) The Sleeping Beauty. For a selieol. = : he Nobleat Boy.’ A nusmber of boysand teacher) An Tnnocent Intrigue. Two males ands nae Biue Board. A Treas Piece, For girls and boys, Old Nably, the Fertane-teller. Wor thee . q ry ae trek For several shat aie Bovialh. For several hae pote Y ; ° «For two and femals.| Mother ls Dead. For tevera) little g 5 ara Le Bonse va Sontimeni. Por Parlor and Makibthion| A Practical Hiestesiion’ Yor tw Nery tnd ty da?) ion =
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; BEADLE’S ; Dime Dialogues No. 19. _ Comprising New and Original 1 and Dress Piece+. For Schools, Ex ~ Comic and Broadly Humorous. With the adjuncts of fled to any situation. An Awful Mystery, For two fe- males and two males. Contentment. For two little girls, Who Are oe Saints? For three young girls. nie Gaitfornia Uncle. For three _ males and three females. Be Kind to the Poor. A little folks’ _ play. ' How Hootie Are Insured, A “ duet.”’ Mayor, Acting charade. For four characters. The Smoke Fiend. _Forfour boys. A Kindergarten Dialogue. For a Christmas Festival. Personated by seven children. ; he Use of Study. For three girls, The Refined Simpletons. For four The American Phalanx, The Same, The Old Canoe, Room at the Top, New England Weather, Bluges, Leedle Yawcob Strauss, tA le, TheT Moral Lit Yawceob Ho p's Views, tleness, wo. ffeltegobblegunst’s Trea- son, ' The Setting Sachem, The Street Arab’s Sermon, Address to Young Ladies, A Little Big Man, The Test a4 Friendship, The Price of Pleasure, Sour Grapes, The Unwritten “Claws” of the ‘Constitution, The Ager, Sutkze Not Thy Brot! | Judge Not Thy Brother, ‘The Dog St. Bernard, The Liberal Candidate, Boy's Opinion of Hens, he Good Alone sre Great, The Great Napoleon, The Two Lives, he Present Age, At Midnight, ~ Good-night, ruth © The Funny Man, ; ? ("The above books are sent, postpaid, Lo an MA BEADLE AND ADAMS, 1 Arranged for Stage, Piatfo Scenery, * Furniture,’’Costumes, 10) 12mo pages. | Excelsior, sae par blishers, 98 William Street, New York, Jialogues, Colloquies, Minor Dramas, hibitions, Homes, etc. Serious, Serio- orm and Parlor, etc., etc., simpli- Remember Benson. For three males, | Modern . Educstion. ; For three males and one female. _ : Mad With Too Much Lore. For Dress Piece three males. The Fairy’s Warning. and Tableau, Fortwo little girls, Aunt Eunice’s Experiment. For numerous characters—chiefly fe- males, The Mysterious G.G. For two fe- males and one male. We'll Have to Mortgage the Farm, For one male and two females. An Old-fashioned Duet. The Auction. For numerous char- acters, The Little Orator. Parody, Pompey Squash on Independence, Mr. Lo. According to New Version, The Miduight Express, Morality’s Werst Enemy, The Silent Teacher, The Working People, The Moneyless Man, Strike Through the Knot! | An Agricultural Address, The New Scriptures, The Trombone, Don't Despond, The Mill Cannot Grind with the wa- ter that’s Past, / What Became of a Lie, Now and Then, Not So Easy, rp 4 The Dead Beat in Politics, War and Dueling, Horses. A Protest, y's vues of f Excelsior, The Close, Hard Man, Apples and their Appl | Gid Scrooge, Man, Generically Considered, = Chemical Wedding. -Padd ication, Newedealers everywhere, or will be on re t of price, 10 cents each, ao
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ST ANDARD SCHOOL SER IES. BeapDLe AND ApAms have now on their lists the following highly desirable and attractive text-books, prepared expressly for exhibitions, families, etc. Each vyol- . ume contains 100 pages, printed trom clear, open type, comprising the best. col- | lection of Dialogues, Dramas and Recitations, (burlesque, comic and otherwise, ys No. 1—Diwm AMERICAN SPEAKER, No. 2—Dimg Narionat. SPEAKER, No. 8—-Dire Parrioric SPEAKER. 4—Dime Comic SPEAKER. . 5—Dime ELocurIontist. Sale . 6—Dine Humorous SPEAKER. 7—Ding Sranparp SPEAKER. . 8—Dirmez Stump SPEAKER. 9—Dme JUVENILE SPRAKER. Yo. 10-Diwe Spreap-EaGiu SPeaker. . 11-Dime Denater and CrarrMan’s GuIDE, 12—Diuz Exnrrrion SPEAKER. ; 18—Dime Scnoon SPEAKER, . 14—Dime Luprcreus SPEAKER. . 15—Carn Prerzen’'s KomrmkaL SPEAKER, . 16-Dime Youru’s Speaxkr- » 17-Dime Enoquent SPEAKER. ~ . 18-Dime Ham Conumsia SpkAKER, No. 19-Dime ‘SEnro-Comic SPEAKER, DIME DIALOGUES--15. to 25 Dialogues in each book. Dime DiAnogurs Numper Onrpg. Dime DiaLoaurs NumsBenr Two. Dime Dranocgurs Numper Tourer. Dime DiALoaurs Numper Four. Dime Dravocurs Noumper Five. Dime Diavogvrs Number Srx. | Dine DraLogues Numper Seven. Dime, DiaLoaurs Numper Eien. ‘Dine Diatoaves Number Nine. Dine Dranoaues Number Ten. Dime Dratoaunts Numper EvLeven. Dime DitAnocurs Numeer TwEeiveE, DimE Die Dime Dimr Dime Dime Dmer DIALOGUES DraLoauts DIALOGUES DIALOGUES DIALOGUES DIALog UES DIALOGUES we For sale by all newsdealers; or of price stex CENTS each. BEADLE & ADAMS, Fublishers, 98 Willian am St. Nomber THIRTEEN, NoumBer Fourrren. Numeper Frirreen. Noumper Sixteen, \ Nomeer Seventern, (Little Folks.) Noumpor Erenrren, Number NInereen. sent, post-paid, to any address, on receipt eS be || | ; 7