from Yarmouth to the mouth of the Elbe, head winds are met with, and it
becomes necessary to tack, it is an advantage as a general rule to sail
on that tack on which the vessel looks up best for her port, and not to
go about until she has brought herself to a position on which the other
tack is the most favourable, and so on. The ship thus constantly keeps
her port in the wind’s eye, and any change in the direction of the wind
can be taken advantage of. But if a vessel stands on, till the tack be a
losing one in order that she may fetch her destination on the next tack,
a change in the wind may put her dead to leeward of her port and she
will have lost ground by the ill-judged tactics.
When tacking out of sight of land, the direction and length of each
successive board can be pricked out on the chart by using the dividers
and parallel rule in the manner already described, and the position of
the vessel at any time will thus be known.
Before land is lost sight of, what is termed a _departure_ is taken from
the last well-known object on the shore. Its bearing is taken by
compass, its distance by log is estimated, and the time is noted. A
departure can also be taken by cross bearings.
It is from the departure that the voyage is reckoned out.
In determining the course and position of a vessel at sea, allowance
must be made for leeway and for the set of the tide. The leeway is
greater when the sea is rough and when the sails are reefed. The amount
of leeway can be roughly estimated by looking over a vessel’s stern at
her wake, which will not be in the same line as her keel, but at an
angle to it.
Having measured this angle, apply it to the left when the vessel is on
the starboard tack, to the right when she is on the port tack.
If the strength and direction of a current are known, its effect upon
the vessel’s course and distance made must be allowed for.
If the set of the current is in the same direction as the ship’s
direction--either with her or opposed to her--her course is unaffected,
but her rate of motion over the ground is increased or lessened by as
many knots an hour as the current is flowing. The rate of current must
therefore be added to or deducted from the distance logged. The log, of
course, only indicates the vessel’s speed _through the water_, and does
not register the current.
If the current is across a vessel’s direction, it will influence both
her course and rate of sailing.
In order to find the course that should be steered so as to make good a
required course in a cross current we proceed as follows. In either of
the two Figs. 51 and 52, let A be the position of the vessel, B the
port we desire to make, and let the arrow represent the direction of the
current. With the dividers take from the scale at the side of the chart
the number of miles the current runs per hour, and lay down this
distance A C in the direction of the arrow. Then take from the scale the
number of miles the vessel is going per hour, and with this distance as
radius, and C as the centre, describe a circle.
[Illustration: Fig. 51.]
[Illustration: Fig. 52.]
The line joining C and D--the point where the circle and the line A B
cut--represents the direction in which the vessel must be steered so as
to keep on the line A B. Draw A E parallel and equal to C D. Then if the
vessel be steered from A towards E, and travel the distance A E through
the water she will in reality have made the distance A D in the
direction of her port. In the two figures the alteration of the vessel’s
course is about the same, but as the current is contrary in Fig. 51, A
D, the distance made, is much less than A E, the distance sailed,
whereas in Fig. 52 the current is favourable and therefore the distance
made is greater than the distance sailed.
In current sailing, every advantage must be taken of the tide, and it is
often possible to fetch a port dead to windward on one tack by what is
termed _underbowing the tide_.
For instance, if we are bound for a port due north of us, and the wind
is also due north, while we have a current running to the eastward, we
can, by putting our vessel on the tack that directs her to the westward
of north, that is, in this case the starboard tack, bring the tide on
the lee bow so that the result of our north-west course and the easterly
current is that our vessel travels due north.
Hence it is very necessary, while tacking across the sea, to know
exactly when the tide will turn, so that we can put the vessel about to
the best advantage.
If we are crossing a broad stretch of water such as the North Sea, with
the wind free, and are likely to be in more than one tide, we can
usually with advantage steer a course straight for our port, without
paying much attention to the currents, as the effects of the ebb and
flood will cancel each other, and we will be able to make a good
land-fall.
The rise, rate, and direction of the tide at springs and neaps are
generally given on the chart. If the hour of high water for the
particular day and place are known, the speed of the current and the
height above low water can be roughly calculated from the following
data. Unless the conformation of the coast produces a variation from the
general rule, the tide rises from low to high water in six hours and a
quarter and falls from high to low water in the same time. The rise and
fall are not uniform. During the first and last hours of flood the rise
is smallest. During the second hour it greatly increases. At the fourth
hour the tide has reached its maximum rate, and from then the rate of
rising diminishes in the same proportion until high water. The same,
rule applies to the ebb tide.
Fig. 53 represents the range of the tide in the open sea, which we have
divided into sixteen equal parts. It has been found that the tide will
rise one division in the first hour, three in the second hour, four in
the third hour, four in the fourth hour, three in the fifth hour, and
one in the last sixth hour and a quarter.
We have already explained that the time of high water at any particular
spot at the full and change of the moon is indicated on the chart--thus,
for instance, H.W. at F. and C. 6 h. 10 m., which signifies high water
at full and change of the moon at six hours ten minutes. If we have no
tide tables at hand, we can roughly calculate the time of high water for
the day by adding forty-eight minutes for every day that has passed
since the last full or new moon to the time at full and change given on
the chart.
[Illustration: Fig. 53
+--_High Water 6¼ Hours._
|--_5th. Hour_
|-
|-
|--_4th. Hour_
|-
|-
|-
|--_3rd. Hour_
|-
|-
|-
|--_2nd. Hour_
|-
|-
|--_1st. Hour of Flood_
+--_Low Water_
]
But a more accurate method is to refer to the Admiralty tide tables, or,
what will answer the purpose equally well, to Pearson’s Nautical
Almanac, a little book which we strongly recommend to the yachtsman.
Here he will find daily tide tables, morning and afternoon, for London
and other principal English ports, together with the height of the rise
in feet.
Besides these, there is an extensive lists of ports and positions on the
coast of England and Europe with their _Tidal Constants_. The constant
for a given place is the number of hours and minutes that are to be
added to or subtracted from the time of high water at the standard port
or port of reference in order to obtain the time of high water at the
given place.
For instance, supposing London to be the standard port, as it is in
Pearson’s Almanac, and we require to know the hour of high water at
Portland Breakwater on a given day. We first refer to the table of
constants, and find + 5 h. 3 m. to be the constant of Portland
Breakwater. We then turn to the London tide table, and find the time of
high water for the day--morning or afternoon, as the case may be. We add
five hours and three minutes to this, and the result will be the
required time. Had the sign before the constant been-instead of + we
should have subtracted and not added.
If we require the high water at a port where the tidal constant is not
given in the tables, but where high water at full and change is given on
the chart, find the high water at full and change of some port--London,
for example, whose constant is in the tables. Subtract the lesser of
these two times from the greater, the remainder will be the constant of
our port--_additive_ if the full and change at the port be greater than
that of London, _subtractive_ if it be less.
CHAPTER XIV.
WEATHER WISDOM.
Use of the instruments--Forecasting weather from natural phenomena,
etc.
Weather wisdom is more necessary to the man who travels along the coast
in a small vessel than to any one else. A large vessel is constructed to
encounter any weather with safety, and she must take fair and foul as
she finds it; but the safety of a small craft often depends entirely on
an accurate forecast of the wind. When the skipper of the little yacht
undertakes a voyage, say from Harwich to Rotterdam, he has to pick his
weather. He waits in port till he gets a slant--that is, until he has
satisfied himself that in all human probability no wind of dangerous
strength will blow in the course of the next few days--then he weighs
his anchor, hoists his sails, and speeds across the broad sea as fast as
he is able, knowing that should a gale of wind spring up before he has
made the opposite coast, he will be in considerable peril and not
improbably be lost.
But the mariner who has made himself acquainted with the science of
meteorology can make a coasting voyage, even in a tiny craft, from one
end of Europe to the other, sailing from port to port in favourable
weather, and dodging the storms that would infallibly destroy him, by
foreseeing them and remaining in snug harbours until they have passed
by.
In following the rules which we shall now lay down, the amateur will
sometimes find that his forecast of storm will prove a false alarm and
will keep him in port idle while he might have been at sea; but on the
other hand--and what is far more important--a forecast of fair weather
is very rarely wrong; a really dangerous wind is scarcely ever known to
spring up without having given a due warning of its approach.
If about to sail from any British port--for instance, across the
Channel--in a small yacht, it is useful to remember that one can
telegraph to the Meteorological Office, London, for a weather forecast
for that particular voyage. The reply--the charge for which is one
shilling--will be returned by telegraph without delay.
Such a forecast is more to be relied on than the opinion of all the
weather-wise old sailors on the coast.
The weather can be foretold with considerable accuracy by observing the
appearance of many natural phenomena, the clouds, the water, the sun and
moon, and also by the movements of fish and fowl; but the changes of the
barometer are far more to be depended on than the above as indications
of coming weather.
Every small yacht should be provided with an aneroid barometer, which is
more sensitive and indicates change more quickly than the mercurial
barometer, also with a thermometer, and, if the yachtsman wishes to have
a complete meteorological outfit, with a hygrometer or wet bulb
thermometer. These three instruments will enable him to measure the
_weight_, the _temperature_, and the degree of _moistness_ of the
atmosphere. The last of the instruments mentioned is not often found on
a small yacht, and indeed the aneroid and thermometer suffice for
ordinary purposes of weather-forecast.
It must be remembered, while foretelling the weather, that the barometer
is affected--
Firstly, by the _direction_ of the wind. The greatest rise being with
the north-east wind, the lowest fall with the south-west wind.
Secondly, by _moisture_, an increase of which will cause a fall.
Thirdly, by the _force_ of the wind. If a wind freshens, the moisture
and direction of the wind remaining the same, the glass will fall.
These three causes do not often act in accord; one is generally
affecting the glass in a way opposite to the other two. It is for this
reason that an observation of the barometer alone will often mislead us.
It must be read in conjunction with the thermometer and also with the
hygrometer, in order to determine the true cause of the rise or fall of
the mercury.
Admiral Fitzroy’s two well-known rules are--
THE BAROMETER RISES for northerly wind (including from N.W. by the N. to
E.), for dry or _less_ wet weather, for _less_ wind, or for more than
one of these changes; except on a few occasions, when rain (or snow)
comes from the N. with _strong_ wind.
THE BAROMETER FALLS for south wind (including from S.E. by the S. to
W.), for wet weather, for _stronger_ wind, or for more than one of these
changes; except on a few occasions, when _moderate_ wind with rain (or
snow) comes from the northward.
The following rules are selected from the official computation, which is
very comprehensive and should be studied by every yachtsman. Admiral
Fitzroy’s book should be on every yacht’s library shelf.
If the barometer has been at its ordinary height--about thirty inches at
sea-level--and is steady or rising, while the thermometer falls, and
dampness lessens, N.W., N., or N.E., or less wind may be expected.
If the barometer is falling, the thermometer rising, and the dampness
increasing, wind and rain, or snow may be expected from S.E., S., or
S.W.
The most dangerous shifts of wind and the heaviest gales from N. happen
after the mercury first rises from a very low point.
A rapid rise of the barometer indicates unsettled weather; a slow rise,
or steadiness with dryness shows fair weather.
The greatest depressions of the barometer are with gales from S.E., S.,
or S.W.; the greatest elevations with winds from N.W., N., or N.E.
Sudden falls of the barometer with west wind are sometimes followed by
violent storms from N.W. and N.
If a gale sets in from the E. or S.E., and the wind veers by the S., the
barometer will continue falling until the wind becomes S.W., when a
comparative lull may occur, after which the gale will be renewed, and
the shifting of the wind towards the N.W. will be indicated by a fall of
the thermometer as well as a rise of barometer.
* * * * *
If a change of weather is long foretold by the barometer, the longer the
presaged weather will last, and _vice versa_. The sailor expresses this
in the rhyme--
“Long foretold, long last;
Short warning--soon past.”
Many more rules have been laid down by the meteorological observers, for
which we have no space here; but we will now give a few brief rules on
the forecast of weather by the observation of natural phenomena, which
are useful by themselves, but still more so when confirming the forecast
we have made from the instruments.
A halo round the moon, especially if it appear distant and yet very
distinct, indicates a gale of wind, and probably rain.
When high lands are shrouded in mists, south-west gales and rain may be
expected.
If distant objects are very clear and raised by reflection, rain
(possibly wind also) is near.
“Wind dogs,” which are like broken portions of a rainbow seen to
windward in the morning, are very certain signs of a gale.
“Mare’s tails,” which are ragged streaks of cloud, having little motion,
foretell gales from the direction they radiate from.
In fine weather the wind generally follows the sun, that is, it blows
from the east in the morning and from the west in the evening.
If the wind blows from west in the morning, and “backs” against the sun,
till it is east in the evening, bad weather will follow.
A red sunset presages fine weather.
A red sunrise presages bad weather.
A bright yellow sky at sunset is a sign of wind; a pale yellow, of wet.
A gloomy dark blue sky is a sign of wind, while a light blue sky
indicates fine weather.
The sun’s setting or rising behind a bank of clouds indicates rough
weather.
A phosphorescent sea is a very certain sign of a continuance of fine
weather.
The presence of vast quantities of jelly-fish presages fine weather.
Sea-birds fly far out to sea in fine weather; but if they fly inland bad
weather may be expected.
When porpoises come into shallow water and ascend the rivers, stormy
weather is near.
In conclusion, we will remind the yachtsman that the Meteorological
Office issues a daily forecast of the weather for different portions of
the British Isles. This forecast is now published in nearly all the
leading morning papers, and should always be studied, if possible,
before one starts across a broad sea in a little yacht; for it warns us
of the “Yankee gale” that is on its way across the Atlantic, and whose
approach has been announced by cable long before the barometer or
appearance of the sky has given us any sign.
CHAPTER XV.
YACHT RACING.
The new Y.R.A. rule of measurement--Sail area--Time
allowance--Rules of racing--Methods of starting.
Other things being equal, the speed of a vessel increases with her size;
so it has always been the custom to handicap yachts competing in a race
by giving time allowance to smaller craft.
In order to carry out this handicapping, it is of course necessary to
have some general rule of measurement by which the size--so far as
racing is concerned--of any yacht can be determined with exactitude. It
has taxed the brains of yachting men from the earliest days of the sport
to discover some standard of measurement which will be fair to all, and
which will tend to encourage the building of a class of seaworthy
pleasure vessels, and not of mere racing machines.
Until within the last two years the Yacht Racing Association rule for
measuring a yacht’s tonnage was as follows: “_Add the yacht’s greatest
breadth to her length along the load-line; multiply the sum thus
obtained by itself, and by the breadth; then divide the product by
1730; and the quotient shall be the tonnage in tons and hundredths of a
ton._”
Thus the length and beam were the only factors to be taken into
consideration while calculating a yacht’s tonnage. The displacement,
draught, and sail area counted for nothing. The natural result followed.
As beam was discouraged, it became apparent that the fastest boat for
her tonnage, according to this artificial rule, was a long narrow craft
with great draught, large sail area, and a lead mine on her keel;
consequently uncomfortable in a sea way, and affording, for her size,
very cramped accommodation to her passengers; in short, a cup-winning
machine unfit for anything but racing.
But now, at last, all this has been changed. The old Y.R.A. rule has
been done away with, and a system of measurement on entirely new
principles has been introduced which does not tax a vessel’s beam, and
the sole factors in the calculation for which are _length_ and _sail
area_.
This revolution in yacht rating has taken place so recently that its
results, as regards the type of vessels that will be constructed with a
view to meeting the new conditions, have not yet had time to declare
themselves; but it is claimed by many sanguine people that under these
rules the old-fashioned wholesome beamy vessel will have its day again,
that the “plank set up on edge” style of craft is doomed, and that the
fastest yacht will also be the best boat.
* * * * *
The following are the new Y.R.A. rules of measurement. We will quote the
more essential rules, and those parts only of these which apply to small
yachts such as we are writing about.
RULE 3.--The rating of every yacht entered to sail in a race shall be
ascertained by multiplying the sail area in square feet (as found in
the manner hereinafter enjoined) by the length in feet on the load
water-line, and dividing the product by 6000; the quotient shall be the
rating, and in rating above 10, a fraction of or exceeding ·01 shall
count as 1; but in rating from 1 to 10, a fraction smaller than .01
shall count as ·1 (see Rule 4). The length shall be taken in a straight
line from the fore-end to the after-end of the load water-line, provided
always that if any part of the stem or stern-post or other part of the
vessel below the load water-line project beyond the length taken as
mentioned, such projection or projections shall, for the purpose of the
rule, be added to the length taken as stated; and pieces of any form cut
out of the stem, stern post, or fair-line of the ridge of the counter,
with the intention of shortening the load water-line, shall not be
allowed for in measurement of length, if at or immediately below the
load-line, nor above if within six inches of the water-level.
* * * * *
MAINSAIL.--A, measured from the top of the boom (over the pin for
outhaul sheave) to the gaff under the pin of the topsail sheet sheave,
provided the peak cringle of the mainsail does not extend beyond the
pin: in the case of the yacht having no topsail, or of the peak cringle
extending beyond the pin of the topsail sheet sheave, then the
measurement to be taken to the peak lacing-hole.
B, perpendicular to A, measured to underside of gaff close into the
mast.
C, measured from top of boom over the pin of the sheave for outhaul to
underside of gaff close into the mast.
D, perpendicular to C, measured in to the mast, in a line with the top
of the boom, or to tack cringle of mainsail, if below top of boom.
To find the area of the MAINSAIL, multiply A by B and C by D, and add
the two products together and divide by two.
[Illustration: Fig. 54.]
* * * * *
JIB-HEADED TOPSAIL.--K, measured from top of gaff close in to mast to
pin of halyard sheave in topmast.
L, perpendicular to K, measured to pin of topsail sheet sheave in gaff;
or to lacing-hole in jackyard.
To find the area of the JIB-HEADER, multiply K by L and divide the
product by two.
* * * * *
HEAD SAILS.--I, measured from the main boom gooseneck to the shoulder of
topmast, or in cases where no sails are attached to the topmast stay or
pole stay, the measurement to be taken from the main boom gooseneck to
the pin of the highest sheave in or on the topmast or pole, or to the
pin of the sheave of any block secured to the topmast or pole, and used
in either case for head sail or spinnaker.
J, measured from the foreside of the mast to top of cranse iron on
bowsprit end where cut by line of topmast stay or pole stay; or, in
cases where no sail or sails are attached to the stay, the measurement
to be taken from the foreside of the mast to the pin of the sheave for
jib outhaul.
In all cases, if the distance from the centre fore and aft line of the
mast to the outer end of spinnaker boom (when shipped in its place and
square to the keel) exceeds the distance from the fore side of the mast
to the cranse iron on the bowsprit end (where cut by the line of topmast
stay), or pin of sheave for jib outhaul as the case may be, the excess
shall be added to the base of the triangle formed by the head sails; and
the area of the head sail to be computed accordingly.
In the case of a yacht having no head sail, but carrying a spinnaker,
the area for head sail shall be computed from the length of spinnaker
boom and the height from main boom gooseneck to shoulder of topmast, or
highest pin in sheave of polemast, as provided for in this rule.
The length of head-stick or head-yard to spinnaker shall not exceed
one-twentieth the length of spinnaker boom. Foot yards not allowed on
spinnakers.
To find the area of HEAD SAILS, jib, topsail, or spinnaker, multiply I
by J and divide by two.
To find the area of HEAD SAIL, for POLE MAST, multiply I by J and divide
by two.
* * * * *
LUG SAILS WITH HEAD SAILS.--In the case of a lug sail, standing lug
sail, or balance lug sail being carried, the actual area of the same
shall be computed; and if head sail be also carried, the measurements
for computing the area of the same shall be taken from foreside of
mast, etc., in accordance with the method provided in the rule for head
sails.
* * * * *
YAWL SAILS.--The area of a schooner’s sail or a yawl’s sail would be
similarly found; in the case of a yawl having a lug mizzen, the
lacing-holes in the yard would be taken as the upper boundaries.
* * * * *
TIME ALLOWANCE (Rule 4).--Time shall be allowed on arrival for
differences in rating, according to the annexed scales, increased or
decreased in proportion to the length of different courses. In all time,
where time has to be allowed for difference of rating in yachts of 10
rating and under, it shall be computed by the rating and fractions of
the rating in accordance with the time scales.
The explanation of the calculations on which the time allowances are
based will be found in the little volume of the Y.R.A. rules, annually
published by Messrs. Harrison, of St. Martin’s Lane, London, in which
also will be found a scale of allowances for differences of rating
worked out in fractions of tenths for vessels of from ·1 to 571 rating.
It will suffice to say here, that if a vessel’s rating is _x_, _t_, the
allowance she makes per knot to a yacht whose rating is 1, will be thus
found: _t_ = 360-360/5√_x_. The result is the allowance in seconds. As
the allowance is calculated for one knot, the allowance for another
distance will be found by multiplying _t_ by the length of the course in
knots. To calculate the allowance that should be made by one yacht to
another, find the _t_, as above, for both yachts. Subtract the lesser
from the greater _t_. The result will be the time in seconds to be
allowed per knot by the yacht rating highest.
* * * * *
ALLOWANCE TO SCHOONERS AND YAWLS.--The Yacht Racing Association
recommend for the consideration of sailing committees: (1) That as mixed
races are no satisfactory test of the relative speed of yachts, the
different rigs should, whenever practicable, be kept separate; but when
mixed races are unavoidable, the following rule shall be observed:--
The rating of schooners and yawls to be reckoned for time allowance as
follows, viz. schooners at three-fifths, and yawls at four-fifths of
their actual rating; provided that in case of a yawl, her mainsail does
not exceed ·37 of her total sail area, and that her mizzen is not less
than ·06 of her total sail area. In the case of a pole-masted yawl, her
mainsail shall not exceed ·46 of her total sail area, and her mizzen
shall not be less than ·75 of her total sail area. In schooners, the
foreside of the mainmast shall, at the deck, be not further forward than
the middle of length of the load water-line.
Ketches and luggers shall be reckoned for time allowance at three-fifths
their rating; provided that in a ketch the distance between the masts
does not exceed half the length of the load water-line of the yacht, and
that the smaller sail is carried aft. In the case of a lugger, to be
entitled to the rig allowance, the yacht must have two or more masts,
and the after, or the middle mast, at the deck must not be forward of
the middle of length of the load water-line, and in the case of a
two-masted lugger, if the area of the after lug be less than half the
area of the main lug, she will be rated as a yawl.
In calculating the deduction for difference of rig, the rating by
certificate to the exact fraction must be used. The time allowances to
be calculated from each yacht’s reduced rating; but schooners and yawls
shall not be allowed to qualify to enter by their reduced rating in a
class race.
In racing for mixed rigs, the time allowances between yachts of the same
rig must be calculated on each yacht’s reduced rating.
* * * * *
Yachts fitted with centre-boards have up till now been prohibited by the
Y.R.A. rule from competing in races sailed under those rules. But this
has now been changed, and in place of the old Rule 8, we have the
following regulation: Rule 8.--“In the case of a yacht fitted with a
centre-board or plate, or other form of shifting keel, manual power only
shall be employed in working in it.”
In Rule 17, the rules of the road for yachts racing are given. As these
are the same as the Board of Trade rules for avoiding collision, which
we have already quoted, we need not recapitulate them here. But the
following additional rules of the road have been framed especially for
yachts competing in a race.
RULE 18.--When rounding any buoy or vessel used to mark out the course,
if two yachts are not clear of each other at the time the leading yacht
is close to, and actually rounding the mark, the outside yacht must give
the other room to pass clear of it, whether it be the lee or weather
yacht which is in danger of fouling the mark. No yacht shall be
considered clear of another yacht, unless so much ahead as to give a
free choice to the other on which side she will pass. An overtaking
yacht shall not, however, be justified in attempting to establish an
overlap, and thus force a passage between the leading yacht and the
mark, after the latter yacht has altered her helm for the purpose of
rounding.
RULE 19.--When passing a pier, shoal, rock, vessel, or other
obstruction to sea room, should yachts not be clear of each other, the
outside yacht or yachts must give room to the yacht in danger of fouling
such obstruction, whether she be the weather or the leeward yacht;
provided always that an overlap has been established before an
obstruction is actually reached.
RULE 20.--A yacht overtaking any other shall keep out of the way of the
overtaken yacht; and a yacht may luff as she pleases to prevent another
yacht passing to windward, but must never bear away out of her course to
hinder the other passing to leeward--the lee side to be considered that
on which the leading yacht of the two carries her main boom. The
overtaking vessel, if to leeward, must not luff until she has drawn
clear ahead of the yacht she has overtaken.
RULE 21.--If two yachts are standing towards a shore or shoal, or
towards any buoy, boat, or vessel, and the yacht to leeward is likely to
run aground or foul of such buoy, boat, or vessel (a mark vessel
excepted), and is not able to tack without coming into collision with
the yacht to windward, the latter shall at once tack, on being hailed to
do so by the owner of the leeward yacht, or the person acting as his
representative, who shall be bound to see that his own vessel tacks at
the same time.
RULE 22.--Any yacht running on shore, or foul of a buoy, vessel, or
other obstruction, may use her own anchors, boats, warps, etc., to get
off, but may not receive any assistance except from the crew of the
vessel fouled. Any anchor, boat, or warp used, must be taken on board
again before she continues the race.
RULE 23.--Each yacht must go fairly round the course; and must not touch
any buoy, boat, or vessel, used to mark it out, but shall not be
disqualified if wrongfully compelled to do so by another yacht. Any
yacht causing a mark vessel to in any way shift her position to avoid
being fouled by such yacht, shall be disqualified. If a yacht, in
consequence of her neglect of any of these rules, shall foul another
yacht, or compel other yachts to foul, she shall forfeit all claim to
the prize, and shall pay all damages.
RULE 24.--No towing, sweeping, poling, or pushing, or any mode of
propulsion, except sails, shall be allowed, except for the purpose set
forth in Rule 22.
RULE 25.--A yacht may anchor during a race, but must weigh her anchor
again and not slip. No yacht shall, during a race, make fast to any
buoy, pier, or other object, or send an anchor out in a boat, except for
the purpose of Rule 22.
RULE 26.--No other means of sounding than the lead and line allowed.
* * * * *
The following rules refer to various matters:--
RULE 6.--Each yacht entered for a race, must be the _bonâ fide_ property
of the person or persons in whose name or names she is entered, who must
be a member or members of a recognized yacht club.
A yacht, whilst let on hire, shall not be allowed to compete under these
rules.
RULE 7.--No owner shall be allowed to enter more than one yacht in a
race, except in cases in which a prize is given for each rig, when one
yacht of each rig may be entered; nor shall he be entitled to enter the
same yacht under different rigs for any race.
RULE 9.--Every yacht sailing in a race shall have on board a member of a
recognized yacht club, who, before the prize is awarded, shall sign a
declaration that the yacht under his charge has strictly conformed to
all the sailing regulations.
RULE 12.--There shall be no restrictions as to sails, or the manner of
setting and working them; but manual power only may be used for hoisting
and working them.
RULE 13.--There shall be no limit as to the number of paid hands, and no
restriction as to the number of friends, or to their working. No paid
hand shall join or leave a yacht after the signal to start, except in
case of accident or injury to any person on board. [This rule is not
intended to apply to Corinthian matches.]
RULE 14.--All yachts exceeding a rating of 10 shall be fitted below deck
with the ordinary fittings of a yacht, including two transverse
bulkheads of wood. The following shall apply to all yachts: their
platforms shall be kept down, and bulkheads standing.
No water shall be started from or taken into the tanks after the signal
to start has been made. No more than the usual anchors and chains shall
be carried during a race, which must not be used as shifting ballast, or
for altering the trim of the yacht. No bags of shot shall be on board,
and all ballast shall be properly stowed under the platform or in
lockers, and shall not be shifted or trimmed in any way during a race.
No ballast or other dead weight shall be shifted, shipped, or unshipped,
so as to alter the length of the load water-line, after a yacht has been
entered for a race, nor without giving notice thereof to the secretary
of the Yacht Racing Association, as enjoined in Rule 3.
* * * * *
The races organized by the recognized yacht clubs of the British Isles
are all sailed under the Y.R.A. rules, but those clubs that have been
established to encourage the construction and racing of small boats,
such as are many of our Corinthian and river sailing clubs, adopt
different methods of measurement from those of the Y.R.A., which last
are not adapted for the classification of small craft. As a rule, small
boats are classed by length; in some cases, their rating is ascertained
by adding length, breadth, and depth together, the sum being the
measurement in feet and inches.
The Y.R.A. rules for ascertaining the area of sails for rating purposes
seriously handicap small yachts rigged in what may be termed river
fashion. For instance, the area of the head sails of a lug-sail boat is
computed in accordance with the method provided in the rule for a
cutter’s head sails; that is, the after limit of the area is taken along
the mast; whereas a lugsail, projecting before the mast, prevents the
boat from carrying head sails that will reach so far aft as the mast.
Again, in the case of a Una or balance lug boat carrying a spinnaker,
but no head sails, the whole area of the spinnaker is reckoned in the
rating; whereas in the case of a boat carrying head-sails as well as
spinnaker, the area of the spinnaker is not taken into account at all
unless it be larger than that of the head sail, in which case the
difference between them is added to the sail area. The result is that
the first boat only carries the sail area for which she is rated when
running before the wind.
* * * * *
There are various methods of arranging the start in a yacht race. One
plan is to have the competing yachts anchored or moored in a line with
all sails down, or after sails up and head sails down, or all sail up,
as the sailing committee may direct. Lots are drawn for the different
stations. Five minutes before the start a Blue Peter is hoisted and a
gun is fired. At the expiration of the five minutes the Blue Peter is
hauled down, and a second gun is fired as a signal to start. The yachts
then slip from their moorings. If a yacht let go her moorings or drag
her anchor before the second gun is fired, she is liable to be
disqualified, unless the parting or dragging be explained to the
satisfaction of the committee, or unless she has returned, after the
signal to start, within the line of starting buoys, so as not to obtain
any advantage from the accident.
Another method of starting is what is known as a flying start. The
yachts are all under way, and have to keep inside an imaginary line
between two marks until the starting gun is fired. Then they cross the
line. If a yacht crosses the line before the signal, she must return and
recross it.
Should the owner of any yacht or his representative consider that he has
a fair ground of complaint against another for foul sailing, or any
violation of the rules, he must, if it arise during the race, signify
the same on first passing the committee vessel, by showing an ensign
conspicuously in the main rigging.
We refer the reader to the little book published by Harrison and Sons,
before mentioned, for the other racing regulations of the Yacht Racing
Association, and to the special rules of the sailing clubs in whose
regattas he wishes to compete.
CHAPTER XVI.
GLOSSARY OF NAUTICAL TERMS.
Those nautical terms whose meanings have already been defined at some
length in this work, will not be repeated in this glossary.
ABACK.--Said of a sail when its sheet is to windward and it drives the
vessel astern.
ABOUT.--On the other tack.
A-LEE.--The position of the helm when it is put in an opposite direction
to the wind.
A-PEEK.--When the chain is hove taut and the vessel is over her anchor.
A-TRIP.--Said of an anchor when it is hauled clear of the ground--same
as _weighed_.
BALANCE REEF.--A diagonal reef in a fore-and-aft sail extending from
throat to clews.
BATTENS.--Pieces of wood fastened to the reef-bands of lug sails to make
them stand flat.
BEAMY.--Broad; said of a vessel when her breadth is great in proportion
to her length.
BEAR AWAY.--To steer so that a vessel sails off her course to leeward.
BELAY.--To make fast the end of a rope temporarily by turning it round a
cleat.
BIGHT.--The loop formed by a rope when a knot or hitch is being made.
BOLT ROPE.--The rope surrounding a sail, and to which the canvas is
sewed.
BRAIL UP.--To furl a sail along the mast by hauling on a rope which is
led from the mast round the sail.
BREAMING.--Cleaning a vessel’s bottom by burning the paint or tar off.
BRIDLE.--A rope with its two ends fastened to the two ends of a spar--as
to a trawl beam, or to a deep-sea anchor--and held by a rope attached to
the middle of the bight.
BROACH TO.--To fall off so much, when going free, as to bring the vessel
nearly broadside on to the wind.
BULKHEAD.--Partitions dividing a vessel into sections.
BUMPKIN.--A spar projecting from a vessel to which a sheet or other rope
is led; for instance, the mizzen sheet is led through a block or sheave
hole at the end of the mizzen bumpkin.
CHANNELS.--Stout pieces of timber bolted on the outside of a vessel, to
which the dead-eyes of the rigging are fastened.
CHOCK A BLOCK.--When the upper and lower blocks of a tackle touch each
other and one can hoist no higher.
CLEW.--The lower after corner of a fore-and-aft sail.
CLIP-HOOK.--A metal eye, with two hooks attached to it, working on the
same pivot, so that they overlap when closed.
CLOSE-HAULED.--Said of a vessel when she is sailing as close to the wind
as possible.
COAMINGS.--A raised ledge round the well of a boat to prevent the water
running in.
CRANSE-IRON.--An iron hoop at the bowsprit end, with eyes fitted to it,
to which the bobstay and topmast stay are fastened.
CRINGLE.--A rope eye spliced into the bolt rope of a sail enclosing an
iron thimble, through which a reef earing is rove.
CROWN OF AN ANCHOR.--Where the arms and shank join.
CRUTCH.--A wooden support for the main-boom when the mainsail is furled.
DEAD-EYE.--A wooden block with three sheaveless holes through which the
lanyards of the main-shrouds are rove.
DINGHY.--The smallest of a yacht’s boats.
EARING.--A rope which passes through the cringle of a sail and serves to
reef it.
EYES OF THE RIGGING.--The loops of the shrouds and stays which are
passed over the mast-head and rest on the hounds.
FAIR-LEADER.--A block or comb cleat for running rigging, _e.g._, jib
sheets to lead through.
FLUKES.--The barbs at the extremities of an anchor’s arms.
FOREFOOT.--A piece of timber at the fore end of the keel, to which the
heel of the stem fits.
FOREREACH.--To shoot ahead in stays.
GARBOARD STREAK.--The range of planks on each side of the keel.
GET IN IRONS.--A vessel is in irons when she is in the wind’s eye, and,
having lost all headway, will not go off on either tack.
GIMBALS.--A contrivance consisting of two or more metal hoops balanced
on pivots, so that a compass or lamp swung within the gimbals will not
oscillate, but preserve a vertical position.
GRAPNEL.--A small anchor having more than two arms.
GROUND TACKLE.--The tackle--anchor, cables, and springs--used in
anchoring a vessel.
GUY.--A rope attached to anything to steady it and prevent its moving.
Thus a spinnaker boom has its fore and after guys, and a mainboom is
guyed to prevent its swinging aft.
HAWSE-HOLE.--The hole in the bows through which the chain runs.
HAWSER.--A large rope used for warping, etc.
HELM DOWN.--When the helm is put over in the direction towards which the
wind is blowing.
HELM UP.--When the helm is put over in the direction the wind is blowing
from.
HOUNDS.--The wooden shoulders at the masthead on which the eyes of the
shrouds rest.
HOUSE.--To house a topmast is to lower it.
JIBE.--When running, to bring the wind on the other quarter, so that the
boom swings over.
KEDGE.--A small anchor. To kedge, is to warp a vessel along with hawser
and kedge.
LANYARDS.--Ropes rove through the dead-eyes to set up the standing
rigging.
LEE-HELM.--A vessel is said to carry lee-helm when she has a tendency to
pay off before the wind, and the tiller has to be kept down in order to
counteract this.
LIMBERS.--Holes cut in the floor timbers to allow the water in the bilge
to flow freely.
LIST.--Said of a vessel when she leans sideways, for instance to leeward
before the pressure of the wind.
MARLINE.--Small cord or spun-yarn.
MOUSE.--To put turns of rope yarn round a hook so as to prevent it
slipping out from what it is hooked to. For instance, the sister hooks
of the jib sheets are moused to prevent them escaping from the clew of
the jib.
NEAPED.--When a vessel has got aground at the top of the spring tides
and must await the next springs before she can get off.
PREVENTER.--An additional rope placed to assist another one in
supporting a strain, _e.g._, a preventer backstay.
PURCHASE.--An arrangement of ropes and pulleys by which a mechanical
power is gained.
QUARTER.--The after part of a vessel’s side.
RANGE.--To range chain, is to get a certain quantity before the windlass
so that, when the anchor is let go, it will run out to the bottom
without a check.
REEFING.--To reduce the area of a sail by rolling and tying up a portion
of it. Also to shorten the bowsprit by hauling it partly in board.
ROUND IN.--To haul in on a rope.
RUN.--The run of a vessel is the after part of her narrowing up to the
stern post. To let a halyard go _by the run_ is to let it go altogether
and not to slack it out gently.
RUNNING.--Sailing before the wind.
RUNNING RIGGING.--The ropes, such as halyards, that are hauled upon in
order to hoist or trim sails, as opposed to the _standing
rigging_--shrouds and stays which are not moved in working a vessel.
SAG.--To sag to leeward is to drift before the wind or make leeway.
SCUPPERS.--Holes through which the water runs overboard off the decks.
SHAKE UP.--To luff up for a short time without losing a vessel’s way, so
that the sails may shake, and the pressure of the wind being taken off
them, the crew are enabled to take a pull on the halyards or purchases.
SHANK.--The long bar or stem of an anchor connecting the arms with the
stock.
SHEAVE-HOLE.--A hole in a spar to reeve a rope through.
SHEET.--A rope attached to the clews of a sail, by means of which the
sail is trimmed to the wind.
SMALL STUFF.--Spun-yarn, marline, etc., used for serving, seizing, and
other purposes.
SPARS.--The masts, yards, booms, etc., on which a vessel’s sails are
extended.
STAYS.--Ropes supporting a mast. IN STAYS.--When a vessel is in the
wind’s eye while going about from one tack to another.
STERNBOARD.--When a vessel is going stern foremost.
STIFF.--A vessel is stiff when she can carry plenty of sail without
listing over. The opposite to _crank_.
STOCK.--The cross bar at the end of an anchor’s shank.
STOP.--A fastening of small stuff.
STROP.--An eye of rope or wire spliced round a block.
TABERNACLE.--A mast step on deck, in which the mast works on an iron
pivot, and so can be easily lowered.
TACK.--The lower fore corner of a sail.
TAFFRAIL.--The rail round a vessel’s stern.
THIMBLE.--An iron ring, with a concave outer edge, into which a strop
can be fitted.
TOGGLE.--A pin fastened to the end of a rope, which can be thrust
through the eye of another rope, and so secure them together. The jib
sheets are often secured to the clew of the jib in this way.
TOPPING LIFT.--The rope which sustains the weight of the end of the
boom, and by hauling on which the boom can be raised to the required
height.
TRUCK.--A circular block of wood at the masthead with holes in it
through which the signal halyards are rove.
WAIST.--The midships section of a vessel.
WASH-BOARDS.--Board placed above the gunwale of a boat to keep the water
out.
WATER-WAYS.--The long timbers running fore and aft that divide the decks
from the vessel’s sides.
WEATHER HELM.--A ship is said to carry weather helm when she has a
tendency to come up into the wind, and requires the tiller to be kept to
windward so as to counteract this.
WHIP.--A purchase formed by a rope rove through a single block.
YAW.--When a vessel goes off her course first to one side then to the
other.
INDEX.
A
Admiralty charts, 113
Admiralty tide tables, 127
Almanac, Pearson’s Nautical, 110, 127
America, sailing in, 44.
_See also_ Florida, etc.
American yachts, 21
Anchor, the, 85;
foul, 73;
a floating, 74;
Trotman’s, 86
Aneroid barometer, 130
Azimuth compass, the, 123
B
Backstay, 6
Balance lug, the, 33
Balance reef, 38
Ballast, 23, 82
Barometer, the aneroid, 130;
Admiral Fitzroy’s rules, 131
Battened sails, 28
Beaching boats, 75, 79
“Bear away!” order to, 108
“Bear up!” order to, 108
Bends, the common, and the carrick, 11
Berthon collapsible boat, the, 72
Bight of a rope, 10
Binnacle, the, 114
Blackwall hitch, the, 11
Board of Trade Regulations, 106
Boarding, 82
Bobstay, the, 6
Boom, the, 5, 32, 45
Bowline knot, 13
Bowsprit, 5;
of a cutter, 42
Broaching to, 76
Bumpkin, the, 30,
Burgee, the, 60
C
Cabin, the, of a yacht, 94
Carrick bend, the, 11
Capsize, to, halyards, 59
Cat rig, the, 36
Caulking, Tagg’s, 93
Cement in the boat, 4
Centre-boards, 16, 20, 24
Centre of rotation, 18
Channel, weather in the, 130
Channels of a boat, 6
Charts, 109, 110, 113
Choice of a boat, 1
Clew, the, 44
Clove hitch, the, 13
Coasting, 109;
in North Sea, 110
Code Signal Book, 106
Collapsible boat, a Berthon, 72
Compass, the azimuth, 123;
Dent’s spirit, 114;
the mariner’s, 113
Constants, tidal, 128
Corinthian matches, 144
Counters, 27
Cringle, the, 6
Cross bearings, 119
Cross section, the, 20
Customs landing-stage, Gravesend, 106
Customs officers and yachtsmen, 106
Cutter, rigging of a, 42
D
Dent’s spirit compass, 114
Dinghy, the, 72;
towing a, 71
Dipping lug, the, 30
Distress, signals of, 105
Dogger Bank, a boat for the, 54
Drogue anchor, the, 74
Dry-rot and ventilation, 87, 91
Dutch waterways, boats for, 55
E
Elbe, the, headwinds at its mouth, 123
Enamel paints for cabin, 95
Eye splice, the, 9
F
False keels, 25
Fid, the, 42
“Fine Run,” 19
Finisterre, Cape, fishing rules north of, 100
Fisherman’s bend, 14
Fishing rules, north of Cape Finisterre, 100
Fitzroy, Admiral, his rules as to the barometer, 131
Flags, International Code of, 106.
_See also_ Signals
Florida, sailing in, 37
Fog signals, 102
Foot sails, 6
Fore halyards, 43
Foresail, the, 6
Forestay, the, 5
Foul anchor, 73
Foul hawse, a, 73
G
Gaff, the, 45
Gammon iron, the, 42
Glossary of nautical terms, 146
Gooseneck, the, 45
Granny, a, 10
Gravesend, the Customs landing-stage there, 106
Gripe of a boat, 17
Griping, 63
Grommet, the, 9, 36
H
Half-decked boats, 22
Half-hitches, 13
Halyards, 6, 43
“Handy Billy,” 87
Harwich to Rotterdam, the voyage and the weather, 129
Head-sails, 6, 137
Heel rope, the, 49
Hitches, 11
Hoops, the, 45
Horse, the, of a foresheet, 46
Hounds, 5
Hygrometer, the, 130
I
Inventory for a boat, 90
J
Jib halyards, 43
Jib-head topsail, 137
Jib outhaul, the, 43
Jib-sail, 6
Jibe, a, 32
K
Keels, false, 25
Knots, 6
L
Lamps for yachts, 102
Lantern for yacht, 101
Laws of the sea, 97.
_See also_ Rules
Laying up for winter, 89
Leach sails, 6
Lead line, the, 118
Lee-boards, 16, 25
Lee-helm, 17
Leeway, 124
Leg of mutton sail, 32
Leg, short, in sailing, 18;
long leg, _ib._
Lifeboat Institution, the National, 75
Lifeboats of the P. and O. steamers, 55
Lights at sea, rules as to, 97
“Log, heaving the,” 117
Log ship and line, the, 116
Long leg, 18
“Lubber’s line,” the, 114
Luff sails, 6
Lug sails and head sails, 138
Lugs, 30
M
Mainsail, the, 6, 136;
scandalizing a, 63
Mainsheet, fitting a, 47
Mainshrouds, 5
Maintack tackle, 45
“Mare’s tails,” 133
Mariner’s compass, the, 113
Mast, the, 5
Measurement of yachts, 135
Mercator’s chart, 109
Meteorological Office weather forecasts, 130
Mexico, the Gulf of, sailing in, 37
Mildew in sails, 87
Mooring, 73
N
National Lifeboat Institution, 75
Nautical Almanac, Pearson’s, 110, 127
Nautical terms, a glossary of, 146
North Sea, coasting in the, 110;
sailing in the, 74, 126
O
Open boats, 22
Orders at sea, 107
Overhand knot, 10
P
Paraffin _versus_ colza oil lamps for yachts, 102
Parrel, the, 45
Peak halyards, 6
Pearson’s Nautical Almanac, 110, 127
Peninsular and Oriental steamers, their lifeboats, 55
Pilot signals, 108
Pilots, services of, 106
Porpoises and stormy weather, 133
“Port!” the order, 107
Portland Breakwater, 128
Preventer backstays, 49
Pump-well, the, 85
R
Reef, the balance, 38
Reef knot, 10
Reef pennant, 6
Reef points, 6
Rigging of a cutter, 42
Rigging, setting up, 86
Rigging small boats, 29
Rolling hitch, 11
Rope, standing part of a, 10
Ropes, 6
Rotation of a boat, the centre of, 18
Rotterdam and Harwich, the weather between, 129
Rowing to seaward, 75
Rudder, the, 18
Rules of steering and sailing, 103
Rules of the road for yacht racing, 141
“Run, fine,” of a boat, 19
Runners, 6
Running before a surf, 78
Running bowline, 14
S
Sailing, rules of, 103
Sails, 6;
battened, 28;
mildew in, 87;
stretching new, 88.
_See also_ Mainsails, lug sails, leg of mutton sails, etc.
Scandalizing a mainsail, 63
Sea, laws of the, 97;
lights at, 97;
orders at, 107;
a phosphorescent, 133;
rules of the road at, 141
Sea birds, flight of, 133
Selvage strops, 51
Short leg, 18
Shrouds, 5
Signal Book, Code, 106
Signals, of distress, 105;
fog, 102;
pilot, 108
Sloop, the, 39
Snotter, the, 29
Snow on deck, 90
Spars, 6
Speed, 20
Splicing, 8
Spinnaker boom, the, 49
Spinnaker halyard, the, 50
Spinnaker sail, the, 70
Sprit, the, 29
Spritsail, the, 32
Spritsail rig, the, 28
Standing lug, the, 31
“Starboard!” the order, 107
Stays, 5
Steering, rules of, 103
Sterns, square and pointed, 27
Stormy weather, 133
Strands of a rope, 7
Surf, running before a, 78
T
Tack, rope, 34
Tack tricing, 44
Tacking, 17;
across the sea, 119
Tagg’s caulking, 93
Terms, nautical, glossary of, 146.
_See also_ separate terms, _and under_ Inventory.
Thames’ mouth, variation of compass at, 115
Thames, yachtsmen entering the, 106
Theory of sailing, 15
Throat halyards, 43
Throat of a sail, 6
Tidal constants, 128
Tide tables, Admiralty, and Pearson’s, 127
Tides, 126
Tiller, the, 53
Time allowance of yachts, etc., 139
Tonnage of yachts, 135
Topmast, a, 49
Topping lift, the, 6
Topsail halyard bend, 14
Trotman’s anchor, 86
Tyers, 58
U
Una rig, 36, 135
Unmoor, to, 74
V
Ventilation and dry-rot, 87, 91
W
Watch tackle, 87
Weather forecasts, 130
Weather helm, 17
Weather wisdom, 129
Well, the, of a yacht, 91
“Wind dogs,” 133
Y
Yacht, the, 56
Yacht racing, 134
Yacht Racing Association, rules, etc., 135, 146
Yacht Racing Calendar and Review, 30
Yarmouth, sailing from, 123
Yarns of hemp, 7
Yawl, the, 52
Yawl sails, 137
Z
Zuyder Zee, boats for the, 55
THE END.
LONDON: PRINTED BY WILLIAM CLOWES AND SONS, LIMITED, STAMFORD STREET AND
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_SALOON LAMPS, PATENT MAST WINCHES, CAPSTANS
AND WINDLASSES._
WATERCLOSETS, LAVATORIES, DECK AND SIDE LIGHTS,
ETC., ETC.
“LIGHTHOUSE” REGULATION LAMPS, and Yacht Fittings
of every description.
Every requirement for a Yacht from 3 to 1000 tons kept in stock
for immediate delivery.
[Illustration]
ILLUSTRATED CATALOGUES IN ENGLISH AND FRENCH
FREE ON APPLICATION.
COWES, ISLE OF WIGHT.
[Illustration: CITY OFFICES & WAREHOUSE,
47 & 48 KING WILLIAM STREET, E.C.]
WILLIAM GOOD & SON,
LONDON BRIDGE.
_Telegraphic Address--GOOD ROPE, LONDON._
PATENT ROPE MAKERS,
MANUFACTURERS OF
SPECIALITIES FOR YACHTS, BOATS, AND CANOES.
Cordage made from Manilla, Russian and Italian Hemp,
and all other Fibres.
Coir Rope and Tow Lines.
Cotton Rope, Bleached and Unbleached.
Wire Rope, Iron or Steel, Galvanized.
Special Plaited Lines and Cordage for Canoes.
Flags of all Nations. Club Ensigns and Burgees. Sailcloth.
Duck and all Kinds of Canvas.
Life Buoys. Hammocks. Lamps.
Deep-Sea Lines. Brass Eyelets. Cleats.
Deep-Sea Leads. Brass Thimbles. Prickers.
Spunyarn. Brass Rowlocks. Needles.
Galvanized Anchors of every weight from 3 lbs. upwards.
CHAIN CABLE, SHACKLES, HOOKS, THIMBLES, ETC.
_Fendoffs of Coir, Canvas, or Leather._
Fishing Nets for Sea, River, or Lake.
WORKS: 591, COMMERCIAL ROAD EAST, E.
* * * * *
{ LORD ROTHSCHILD.
{ LORD NORBURY.
Patrons. { EARL CAIRNS.
{ LEOPOLD DE ROTHSCHILD, ESQ.
{ ETC., ETC.
F. G. MAYNARD & SONS,
_STEAM AND
ELECTRIC
LAUNCH
BUILDERS_,
Builders of
“Sibyl,”
“Truant,”
and “Nina,”
of Thames
and Royal
Canoe Sailing
Clubs.
_SKIFF,
CANOE, AND
CENTRE BOARD
GIG
BUILDERS._
SPECIALITIES.
Mahogany or Oak Centre Board Sailing Gigs, with all the most modern
improvements, fully rigged, and provided with Matting, Cushion, Sculls
and Boathook, etc., 15 feet long, 5 feet beam, £35.
Sailing and Paddling Canoes from £10 upwards, according to plans agreed
upon and fittings supplied.
Foreign Orders completed with the greatest despatch.
DEVONSHIRE BOATHOUSE & DOCKYARD,
GROVE PARK,
CHISWICK.
SAILING BOATS BUILT FROM DRAWINGS.
_Estimates given for Building and Repairs._
* * * * *
YACHTS AND YACHTING.
GEORGE WILSON,
_20, Glasshouse St., Piccadilly Circus, London, W._
Telegraphic address:--“YACHTING, LONDON.”
YACHTS FOR SALE.
GEORGE WILSON has always a large fleet of Yachts of all Rigs and Tonnage
FOR SALE.--4-ton Cutter, £105; 5-ton Yawl, £120; 5-ton Cutter, lead
ballast, racing sails, £150; 7-ton Cutter, very fast, £200; 10-ton
Cutters, celebrated racers, £250 and £300; 15-ton Cutter, splendid
little ship, £300; 20-ton Cutters and Yawls, £400, £500, and £675;
30-ton Cutters and Yawls at £350, £500, £750, and £1000; also larger
Sailing Yachts of 40, 50, 60, 70, and 100 tons; Schooners of 150 to 200
tons, at all prices according to age and quality.
YACHTS FOR HIRE of 5, 12, 15, 20, 30, 40, 60, 80, 100, up to 150 and 200
tons. Enquiries solicited. Yachts shipped or delivered abroad.
YACHTING REQUISITES.
GEORGE WILSON’S NEW YACHTING CATALOGUE post free on demand.--Anchors,
Chains, Capstans, Windlasses, Binnacles, Compasses, Lamps, Flags, Patent
Logs, Cooking Stoves for Coke, Oil, and Spirit, Yacht’s Varnish, Yacht’s
Paint, Antifouling Compositions. Every article used on board a Yacht
supplied.
Yachtsmen abroad will have immediate attention paid to their commands,
if, when stating their requirements, they send Cash on account.
_Bankers’ Drafts and Cheques to be made payable to the Order of
“George Wilson,” and crossed “Lloyds & Co.”_
NOTE MY ONLY ADDRESS:--
GEORGE WILSON,
_20, Glasshouse Street, Piccadilly Circus, London, W._
_Agent to the “Yacht Club de France,” and numerous other
Yacht Clubs._