Personally, I am opposed to any system that restricts or taxes sail, and

I am glad to be able to quote the veteran Scotch yacht designer, Mr.

William Fife, Sr., as being on my side of the fence. He wrote, in

January, 1895: “I am not a believer in restricting sail; every yacht

should get what she can carry. I know this idea has many opponents,

although I never saw a valid reason against it; a yacht can be spoiled

with excessive spars and sails, and sail area may therefore be left to

take care of itself. To satisfy those, however, who fear that, in the

absence of any tax on sail area, excessive sail areas might be

introduced, a maximum allowance of so many square feet per ton might be

specified.”

We are, however, confronted by conditions and not theories, but I could

not help putting myself on record as being against the taxation of sail.

I am almost alone in this. But to resume. _Madge_, _Clara_ and other

imported British cutters had considerable influence, and caused our

designers to modify the shallow underwater bodies and beamy tops, the

_Puritan_ in 1885 being the first successful compromise vessel built in

the United States. _Mayflower_ and _Volunteer_ followed.

Under the British tonnage rule in vogue in 1886, a 90-foot yacht of

26-foot beam would have been an impossibility, but as soon as the

penalty was taken off beam the British designers took advantage of the

circumstance and followed in the footsteps of the Americans, until, in

the days of _Valkyrie III._ and _Defender_, the national types were

practically the same, Herreshoff being a trifle in advance of Watson, as

the victory of the British craft demonstrated.

Meanwhile, the only way I see out of the difficulty between racing

machines and honest boats is to sail them in different classes. The plan

is good to draw up tables of scantlings and rules for the construction

of all racing yachts to be built in the future. As for the “freaks”

unhappily now in existence, it is consolatory to be assured that they

will all fall to pieces very soon. It is a great wonder, indeed, that

some of them did not succumb at the close of their first season.

The photographs of _Valkyrie III._ and _Defender_, in dry dock, which,

through the kindness of my friend Mr. J. C. Hemment, I am able to

reproduce in this chapter, show the remarkable similarity that exists

between the two yachts. Both were taken as the vessels appeared in the

Erie Basin when, on the eve of the first race, they were docked to

receive the final touches for the fray.

_Defender’s_ hull is of metal, as I have previously mentioned, and she

was subjected to a very thorough polishing-up above and below the

water-line. I had an opportunity which I did not allow to escape me of

closely examining the hull of the saucy Yankee craft and comparing her

lines with those of the British boat. _Defender_, when after a little

while you came to appreciate the wondrous symmetry of her underbody,

exhibited a fairy-like form when contrasted with the less perfect shape

of her rival. I make this criticism while at the same time having the

profoundest respect for the genius of Mr. Watson, whose talent as a

naval architect nobody admires more than I do.

[Illustration:

Photo by J. C. Hemment

“DEFENDER” UNDER BROOKLYN BRIDGE.

]

But after my visit to the Erie Basin in Brooklyn I formed the opinion

that the _America’s_ cup was, barring accidents, perfectly safe for

another year. _Defender_ exhibited all the grace of a thoroughbred

horse, while _Valkyrie_ was a clumsier but apparently a more powerful

creation. _Defender_, in point of fact, was as highly finished a product

of the skillful naval architect as was the Scotch cutter _Minerva_ when

compared with some of the “brutes” that were built to beat her.

I had plenty of time to examine both vessels, and I need not say that

each had a wondrous attraction for me. I saw Captain Cranfield mix his

famous black varnish for _Valkyrie’s_ bottom, a compound whose two

principal elements are coal tar and “turps,” but which gives a

surprising gloss and sleek finish when mingled in correct proportions. I

saw this applied to the wooden planking of the English clipper, and

thought to myself that something more potent and speed-compelling would

be necessary to plaster her with if the cup were to be carried away. My

friends on the staff of OUTING remember that on my return to the office

from the Erie Basin I told them my views of the rival yachts, and

predicted an easy victory for the Yankee craft.

My sympathy was with the British boat. I realized that in the interest

of true sport it would be a capital thing for the _America’s_ cup to

leave our shores for a while, because it would put our yacht designers

on their mettle, and produce something wondrous in the yacht line so far

as speed is concerned. But it struck me that _Valkyrie_ was scarcely

good enough to accomplish the task for which she was constructed. Now I

am neither a prophet nor the son of a prophet, but I simply relate facts

as they occurred. I am convinced also that Mr. Watson, after examining

_Defender_ in dock, realized that his work had been in vain, and that

_Valkyrie_, admirable as she was and is, was a wee bit inferior to the

peerless Bristol flyer.

The photograph of _Defender_ passing under Brooklyn Bridge, which her

topmast truck barely cleared at the top of high water, shows the

tauntness of her mast, and is a splendid object lesson, worthy of

preservation for all time. The spirited photograph of her crew tailing

onto the throat halyards of the mainsail shows the light but strong rig

forward, the stumpy bowsprit, the batten-like bulwark, and the other

modern features of the beau-ideal racing vessel of 1895.

[Illustration:

“DEFENDER” UNDER SAIL.

]

Whatever developments there may be in store for us with regard to hull,

rig and sail plan, I know not. But if within the next ten years as great

progress is made as has been made during the past decade, the racing

machine of that epoch will indeed be a marvelous scientific product.

Personally, I am quite willing to endure my earthly burdens for a while

longer if only for the pleasure of gratifying my curiosity about the

yacht of the future, which has more charms for me than the evolution of

the new woman, fascinating as this study doubtless is.

During the many years in which I have been interested in yachting I have

seen many eventful changes in the yachts, their rig, their sail plan,

and also in the rules that govern their races. Speed has perhaps been

developed at the expense of seaworthiness, but yacht sailors have also

become more expert at their calling, having progressed with the times.

Skippers have learned to handle craft like _Valkyrie_ or _Defender_,

with main booms of steel 105 feet long, in half a gale of wind; and

there is no doubt that, properly rigged and under capable charge, they

are as safe for an ocean voyage as any other kind of craft. I will not

say a word about the comfort or the accommodations to be found in one of

the big racing cutters; but sailors are accustomed to hardships, even as

eels to the knife of the cook that skins them.

Much stress has been laid upon the superior advantages that _Defender_

had over _Valkyrie III._, inasmuch as the challenger was built more

strongly and heavily, as she had to cross the ocean to race for the cup.

I don’t think that the mere circumstance of a transatlantic voyage would

induce a modern yacht designer to add a single superfluous ounce of

weight to a racing craft. Luck is depended on to a certain extent, but

the bold and skillful skipper is relied on most of all.

I remember reading the other day of a valiant sea captain whose steamer

was disabled in a hurricane and lost her funnel. What did this brave

fellow do? Give up the ship and take to the boats? Not he; he came from

a different breed. He rigged up a jury funnel of timber, barrels and

canvas, and by playing the hose on this improvised smokestack and

keeping it continually drenched with water managed to keep up a good

head of steam and eventually reach port. He came of the great Anglo

Saxon race, which has done many heroic deeds afloat and will continue to

achieve daring actions just as long as Old Ocean endures. Thus, while I

am writing about the evolution of the racer, permit me to pay my humble

tribute of praise to the brave seamen who man the racing yachts and have

made as much headway in handling the marvelous pieces of mechanism as

their designers have done in “creating” them.

[Illustration:

“VALKYRIE III.”

]

IX.

THE ETIQUETTE OF YACHTING.

WHAT IS CONSIDERED TO BE “GOOD FORM” IN CRAFT, OWNER AND CREW.

Every yachtsman should be conversant with the etiquette of his calling.

If ignorant of the many nice points pertaining to his own personal

behavior afloat, or of the proper conduct of his craft at anchor or

under way, he may become the subject of a certain amount of ridicule,

which is, to say the least, annoying in the extreme. There are many

commodores who would rather forgive a man for breaking the majority of

the Ten Commandments between dusk and dawn than for committing a breach

of nautical etiquette as handed down from the days of the fathers of the

sport and added to infinitesimally year by year.

In Great Britain yachting etiquette is modeled largely after that of the

Royal Navy, and the same is true in a measure of our own code of

yachting manners.

It ought to be unnecessary to urge that a yacht should always be clean

and bright as a new pin; her decks white as a hound’s tooth; her

brasswork gleaming, and her polished or varnished woodwork with a

mirror-like burnish. Her masts should be correctly stayed, her standing

rigging set up to the point of rigidity, her running gear hauled taut

and snugly coiled down, her flags mast-headed right up to the truck, no

“Irish pennants” towing overboard, but everything from truck to keelson

ship-shape and Bristol fashion. A yacht kept in good order is a credit

to all aboard from owner down to the cook’s mate. Not only is she a

credit to those who man her, but also to the club whose burgee she

flies. In this respect all yachtsmen, but especially racing yachtsmen,

should aim at perfection, and not be satisfied until they make a clear

bull’s eye.

The reason for this is that a racing yacht invariably attracts more

attention than does one of the purely cruising kind, and any

carelessness, however minute, aboard her is generally sure to be

magnified to a high degree by the microscopic eye of criticism.

Racing crews should always be clean and smart as paint. Untidiness

should never be allowed.

In the matter of guns, Young America, particularly when afloat, is apt

to be a trifle too demonstrative. It need hardly be said that the

indiscriminate discharge of cannon from a yacht is, like the screeching

salute of a steam whistle, opposed to good yachting manners. There are

only a few occasions when it is necessary to waste good gunpowder on a

yacht. The custom in this country is for all the yachts to salute the

flag officer in command of a squadron when he joins the fleet, every

boat that carries a gun banging away when the flagship drops anchor.

This is a picturesque sight when the fleet is a big one. When the

squadron of the New York Yacht Club used to rendezvous at New London for

the annual cruise a big crowd of sightseers used to sally forth from the

quaint old city to see the flagship join the squadron and receive the

salutes. The bang of the big guns from the mighty steam yachts and the

diminutive din from the pigmy popguns of tiny but pretentious craft made

a rare noise in the harbor, especially when the fleet, as it often did,

numbered more than one hundred sail. This saluting of the commodore is

considered obligatory, and for the use of yachtsmen who do not care to

include a brass cannon in their outfit some ingenious pyrotechnist

invented a giant cracker, whose discharge is as earsplitting as that

from the biggest yacht cannon ever carried. To hear such a threatening

bang emanate from so small a yacht creates something akin to awe! When a

squadron or part of a squadron is at anchor in a roadstead the flag

officer in command or the senior captain present fires a gun at eight

bells in the morning watch making “colors,” the fleet taking the time

from the flagship. The same process is gone through at sundown, the

fleet at the sound of the gun hauling down the ensign and the club

burgee and hoisting the night pennant.

The commodore, when in command of a squadron, when hoisting a signal to

get under way or perform any other nautical manœuvre, calls attention to

the signal by firing a gun. The yachts, in order to show that the signal

has been observed, hoist the answering pennant of the commercial code of

signals.

Saluting by means of the gun when yachts meet under way is obsolete,

although not forbidden by the code. Craft now content themselves with

dipping the ensign, junior captains saluting first.

No firing of guns is permissible on Sunday.

Owners when not aboard should fly a blue rectangular flag from the

starboard spreader (the main spreader of a schooner). In order that

visitors may not intrude when the owner is at meals, a white rectangular

flag is displayed from the spreader as above. A red pennant from the

port fore spreader of a schooner or the port spreader of a single-masted

craft denotes that the crew are at a meal.

If I may make so bold as to give a hint to a real live commodore, I

venture to suggest that he shall try his level best to appoint a

fleet-captain of tact, good temper, sound judgment, discretion—in fact,

a gentleman as well as a man of the world. I have been on a cruise with

a fleet-captain possessing all the sterling attributes above enumerated,

and I have also sailed with one his direct opposite. Thus I speak from

experience. A fleet-captain may do much to make or mar the pleasure of a

cruise.

Single-masted vessels display the private signals of their owners when

cruising; when at anchor they fly the club burgee.

In making colors, salutes, etc., the yacht always represents the rank of

the owner, whether he is aboard or not.

Yachts in commission should hoist their colors at 8 o’clock A. M., and

haul them down at sunset, taking time from the senior officer present.

Before colors in the morning and after colors at sunset, the ensign and

distinguishing flags should be shown when entering port, and should be

hauled down immediately on coming to anchor.

At all other times yachts should fly a night pennant at the main, from

colors at sunset until colors the next morning.

On Decoration Day and occasions of national mourning, the ensign only

should be half-masted. On the death of the owner of the yacht, both the

club flag and his private signal should be half-masted, but not the

ensign. When mourning is ordered for the death of a member of the club,

the club flag only should be half-masted. This rule applies to yachts

both at anchor and under way.

Flags should always be mast-headed before half-masting them, and should

be mast-headed before hauling them down. Saluting with the ensign at

half-mast should be done by mast-heading first.

The senior officer present should be in command of the anchorage, should

give the time for colors, make and return salutes, visits, etc.

His yacht should remain the station vessel until a senior to him in rank

arrives and assumes the command of the anchorage.

Flag officers should always fly their pennants while in commission.

From colors at sunset until sunrise the commodore should show, when on

board, two blue lights, perpendicularly, at the stern; when absent, one

blue light should be shown. The vice-commodore should show lights as

provided for the commodore, substituting red lights instead of blue.

Captains, when on board, should show a white light under the main boom;

when absent this light should be extinguished.

All salutes should be returned in kind.

Yachts should always salute vessels of the United States Navy by dipping

the ensign once.

The commodore, on entering port to join the squadron, should be saluted,

on coming to anchor, by the yachts present. On all other occasions the

commodore should be saluted, on coming to anchor, by the officer in

command.

Junior flag officers should be saluted, on coming to anchor, by the

officer in command, unless the latter be a senior in rank, in which case

they should salute him.

Captains should, on all occasions, salute the officer in command.

The salute from yachts entering port should be made by dipping the

ensign once, or by firing a gun on letting go anchor.

The senior officer, when leaving the anchorage, excepting temporarily,

should indicate the transfer of command to the next in rank by firing a

gun on getting under way. All other yachts should salute the officer in

command.

All visits should be made according to rank.

Yachts, passing one another, should always exchange salutes by dipping

the ensign once, juniors saluting first. Steam whistles should never be

used to make salutes.

The salute to yachts entering port, entitled to a salute, should be made

by dipping the ensign once, or by firing a gun when they let go anchor.

An official salute to a foreign club should be made by firing a gun,

with the flag of the foreign club at the fore on schooners and steamers

and at the main on single-masted vessels, or, in the absence of such

flag, by half-masting the club flag and firing a gun. When the salute

has been returned, or a reasonable time for its return allowed, the flag

should be hauled down and the club flag hoisted again.

The salute from or to yachts arriving after sunset, or on Sunday, should

be made immediately after colors on the following morning.

When a flag officer makes an official visit, a gun should be fired, with

his pennant at the fore on schooners and steamers, and at the main on

single-masted vessels, while he remains on board.

A yacht, acting as judges’ boat, should not be saluted during a race.

The quarter-deck should always be saluted by lifting the cap on coming

on board or from below.

Yachts should report to the commanding officer on joining the squadron,

and should obtain his permission before leaving it.

When under way with the squadron, firing guns and signaling should be

avoided, except when joining or parting company, or when repeating

signals.

When squadrons of different clubs meet at sea, salutes should be

exchanged only by the commanding officers.

Salutes from single yachts at sea should only be answered by the

flagship.

Single-masted vessels should fly the private signal of the owner when

under way with the squadron; when at anchor, the club flag.

When a foreign yacht arrives, the senior officer present should send on

board, without regard to rank, a tender of the civilities of the club.

Yachts should salute on entering port in the home waters of a foreign

club, where any of its fleet are lying. After the tender of civilities

has been made, owners of the entering yachts should visit the officer in

command of the anchorage. All other visits should be made according to

rank, visits to their equals in rank being made by the owners of the

entering yachts.

The time for colors in the home waters of a foreign club should be given

with its senior flag officer present.

The term “foreign” should be understood as applying to all clubs outside

of the waters of the Gulf of Maine.

Flag officers and the fleet-captain should fly their pennants, and

captains their private signals, when in their boats; members, the club

flag. After sunset a white light should be shown at the bow.

Passing one another, juniors should salute seniors by raising the cap.

Following are the words of command used in the handling of rowing boats:

_Give Way._—To begin rowing.

_Hold Water._—To stop the boat’s progress by keeping the blades of the

oars in the water in a vertical position, and at right angles to

the keel.

_In Bow._—To cease pulling the bow oar and to lay it down fore and aft

within the boat, the blade forward.

_Let Fall._—To let the oars drop from the vertical to the horizontal,

the loom resting in the rowlock, the blade held out of the water

and horizontal, the oar itself at right angles to the keel.

_Oars._—To cease rowing, and to maintain the oars in the same position

that they are in after executing the order “Let Fall.”

_Ship Oars._—To lift trailing oars out of the water alongside and hold

them as described for “Let Fall.”

_Shove Off._—To force the boat away from a vessel’s side or from a

wharf or float.

_Stern All._—To row the boat backwards—the opposite to “Give Way.”

_Toss._—To lift the oars out of the water and lay them down within the

boat, fore and aft, the blades forward.

_Trail._—To throw trailing oars out of the rowlock and allow them to

_trail_ alongside by their lanyards.

_Up Oars._—To raise the oars to the vertical, the blades kept fore and

aft—a preface to the order “Let Fall.”

_Way Enough._—To cease rowing, and to lift the oars out of the water

and boat them, at the coxswain’s word, “Toss.”

When visiting a yacht at anchor, steer for the starboard gangway. The

port gangway is the “back door” of a yacht and is reserved for sailors,

stewards, etc.

When boarding a yacht under way, or hove to, go to the lee side, no

matter whether port or starboard.

Don’t forget to “salute the quarter-deck” on reaching it by touching

your cap in naval style.

As soon as you get aboard pay your respects to the owner. If you don’t

see him on deck send your card to him immediately.

A young yachtsman, when about to embark in a boat from a yacht, should

go over the side first and should take a modest seat. The owner of the

yacht is last to leave and takes the post of honor at the tiller lines.

When disembarking at a landing, returning to the yacht, or going aboard

another vessel, the owner leaves the boat first, the modest youngster

last.

[Illustration:

Photo by R. B. Burchard.

DEFENDER—STERN.

]

X.

YACHTING INSURANCE.[1]

ALSO A FEW LEGAL WRINKLES ON THE STATUS AND RELATION OF OWNER TO CREW.

Footnote 1:

The author is indebted to an eminent marine jurist (commonly known as

a sea lawyer) for all the information contained in this chapter.

Underwriters, as a rule, seem not particularly anxious to run foot-races

after the owners of small yachts who navigate their own craft. For some

reason or other the amateur skipper is looked upon by them with

suspicion and disfavor. Why, I do not know, for considering the immense

number of pleasure craft in commission every year the ratio of loss

through wreck, collision, or fire is remarkably low. I think, if

underwriters took this circumstance into consideration, they would find

it in their interest to offer more attractive inducements to owners of

yachts to insure their floating property.

The vast number of pleasure craft in commission on the Atlantic and

Pacific seaboards, on our great fresh-water lakes, and on the large

sheets of water that, like the Great South Bay, are divided from the

ocean proper by a strip of sand, more or less narrow, should I think

excite interest in marine underwriters, and induce them to offer

attractive terms to yacht owners.

The most dangerous fire risk in New York or any other great city is

eagerly sought for by the lynx-eyed agents of insurance companies. No

tenement is too flimsy; no habitation exposed to the accident of a mouse

and a nest of matches is too perilous for the competition wallahs of the

gigantic corporations.

Bearing this in mind the owners of small craft have frequently tried, in

the lack of aid from the large companies, to start a co-operative scheme

of their own, but because of the want of an enterprising and intelligent

organizer the project has always fallen through.

Early in the present year I was asked by a friend of mine to try to get

a policy of marine insurance on a 35-foot yacht which is worth at least

$4,000 as she floats—lead keel and all the latest improvements. I had

the greatest difficulty in effecting the deal. As a matter of fact no

insurance company jumped out of its shoes with alacrity to accept the

risk. Had it been some ramshackle old schooner, rotten in hull,

deficient in sails and rigging, and manned by a scanty crew, I was told

there would be little or no trouble in consummating the transaction.

Pleasure vessels are viewed with suspicion that they do not deserve. I

allude principally to the smaller classes of craft, which underwriters

steer clear of as though they were affected by a hoodoo worse than that

of Friday and the thirteenth day of the month.

Marine insurance, so far as applicable to yachts, seems to be in a mixed

and muddled condition. The owner of a steam yacht, commanded by a duly

qualified master, and with the machinery in charge of a licensed

engineer, has no difficulty in insuring his vessel at ordinary rates. As

the risk is, generally speaking, not so hazardous as that of ships

engaged in freight-carrying both summer and winter, underwriters, as a

rule, give steam-yacht owners quite favorable terms, provided the yacht

is seaworthy and well-found. A large, steel, steam yacht run under the

foregoing conditions was insured up to her real value at a premium of

three per cent. against losses by fire, collision, or the perils of the

sea, the risk being divided _pro rata_ on the vessel’s hull, tackle,

apparel and furniture, and the machinery and boilers.

The policy, in this instance, protected the yacht against the “perils of

the seas, men-of-war, fire, enemies, pirates, rovers, thieves,

jettisons, letters of marque and countermarque, surprisals, takings at

sea, arrests, restraints, and detainment of all kings, princes and

people, of what nations, condition, or quality soever, barratry of the

master and mariners, and all other perils, losses and misfortunes that

have or shall come to the hurt, detriment or damage of the said ship,

etc., or any part thereof. And in case of any loss or misfortune it

shall be lawful for the assured, their factors, servants and assigns, to

sue, labor and travel for, in and about the defence, safeguard and

recovery of the said ship, etc., or any part thereof, without prejudice

to this insurance; to the charges whereof the said insurance company

will contribute according to the rate and quantity of the sum herein

assured.

“Each voyage to be subject to general average, particular average to be

payable on each valuation separately or on the whole, if amounting to

three per cent., or the vessel be _stranded, sunk, burnt, on fire, or in

collision_. With leave to sail with or without pilots, to tow and to be

towed, and to assist vessels and/or craft in all situations and to any

extent, to render salvage services, and to go on trial trips. With leave

to dock, undock, and change docks as often as may be required, and to go

on slipway, gridiron and/or pontoon, and/or to adjust compasses,

including the risk of launching.

“In case of any claim for average the repairs to be paid without

deduction of one-third, whether the average be particular or general.

“General average and salvage charges as per foreign custom, payable as

per foreign statement, and/or per York-Antwerp rules, if required; and

in the event of salvage, towage or other assistance being rendered to

the vessel hereby insured, by any vessel belonging in part or in whole

to the same owners, it is hereby agreed that the value of such services

(without regard to the common ownership of the vessels) shall be

ascertained by arbitration in the manner hereinafter provided for under

the collision clause, and the amount so awarded, so far as applicable to

the interest hereby insured, shall constitute a charge under this

policy.

“And it is further agreed, that if the ship hereby insured shall come

into collision with any other ship or vessel, and the assured shall in

consequence thereof become liable to pay, and shall pay, by way of

damages to any other person or persons, any sum or sums not exceeding in

respect of any one such collision the value of the ship hereby insured,

we, the assurers, will pay the assured such proportion of three-fourths

of such sum or sums so paid as our subscriptions hereto bear to the

value of the ship hereby insured. And in cases where the liability of

the ship has been contested, with the consent, in writing, of a majority

of the underwriters on the hull and/or machinery (in amount), we will

also pay a like proportion of three-fourths part of the costs thereby

incurred or paid; but when both vessels are to blame, then, unless the

liability of the owners of one or both of such vessels becomes limited

by law, claims under the collision clause shall be settled on the

principle of cross liabilities as if the owners of each vessel had been

compelled to pay to the owners of the other of such vessels such

one-half or other proportion of the latter’s damages as may have been

properly allowed in ascertaining the balance or sum payable by or to the

assured in consequence of such collision; and it is further agreed that

the principles involved in this clause shall apply to the case where

both vessels are the property, in part or in whole, of the same owners,

all questions of responsibility and amount of liability as between the

two ships, being left to the decision of a single arbitrator, if the

parties can agree upon a single arbitrator, or failing such agreement,

to the decision of arbitrators, one to be appointed by the managing

owners of both vessels, and one to be appointed by the majority in

amount of underwriters interested in each vessel; the two arbitrators

chosen to choose a third arbitrator before entering upon the reference,

and the decision of such single, or of any two of such three

arbitrators, appointed as above, to be final and binding.

“This insurance also specially to cover loss of and/or damage to hull or

machinery through the negligence of master, mariners, engineers, or

pilots, or through explosions, bursting of boilers, breakage of shafts,

or through any latent defect in the machinery or hull, provided such

loss or damage has not resulted from want of due diligence by the

manager.”

By the terms of the above policy no damage under $100 could be

collected.

Another clause allowed the yacht to touch and stay at any ports or

places, and for any and all purposes.

Another clause made the liability cover the hulls, spars, sails, boats,

etc.

Yet another clause provided that a fixed sum should be returned for

every fifteen days canceled and for a like number of days laid up

dismantling, overhauling, repairing, etc. This, as the intelligent

reader will see, is to guard against an usurious interest when the yacht

is not exposed to the perils of corsairs or rovers on the deep green

sea.

The collision clause generally provides that although the yacht insured

may be in fault the underwriters must pay up to three-fourths of the

value of the policy toward the repair of the damaged vessel or the

general repairs. For example, a yacht insured for $5,000 runs into

another craft and damages her to the extent of $4,000. In that event the

underwriters are responsible to the extent of $3,750.

What is called the “racing clause” is sometimes added, which makes the

underwriters liable for total or other loss while the yacht is in the

act of racing.

A policy for $1,250 covering five months should cost no more than ten

per cent. if the yacht is in good condition. Rates vary on laying-up

policies covering risks from fire, falling over, etc., while the craft

is out of commission.

A yacht should be insured for her full value. If insured for less the

ratio which that amount bears to the true value will be deducted from

the amount given as compensation for damages. Here is an English case in

point. A man insured a boat for £200, her true value, as declared by him

to Lloyd’s agent at the time, being £250. She suffered damages in a

blow. The owner agreed to accept £25 for compensation. He was tendered

£20, the explanation being that he had undertaken a fifth part of the

risk on the craft himself, inasmuch as he had insured the boat for £50

less than her real value; also that as he had agreed upon £25 as

compensation for the damage sustained, the underwriters could only be

called upon to pay £20. An appeal to the courts resulted in a judgment

for the underwriters.

It may be mentioned that English companies do the bulk of marine

insurance, and that the law with regard to it is practically the same in

the British Islands and this country.

After mentioning all the dangers that may cause total loss, which is

fully insured against, the policy states that where only partial damage

is sustained the underwriters will pay an average for the repair of such

damage at the rate of 3 per cent.

The $100 clause is advantageous to the owner of a large yacht, for any

damage that the craft might meet with while at sea, whether in the

nature of collision, or carrying away of gear by stress of weather,

would be more likely to exceed than come within the $100 limit. With

small craft it is different. It would be a rather severe accident that

would necessitate $100 worth of repairs. Some companies, realizing the

injustice of this $100 clause, have lowered the amount to $50, but for

this a slightly increased premium is demanded. I would advise all

insurers of small boats to insist upon the $50 clause.

When taking out a policy on a sailing yacht, whether for coasting or

deep-water cruising, no stipulation is made as to the sailing-master

being provided with a license. In fact, the law does not make it

obligatory for the commander of a sailing yacht to pass any examination

whatever; but the skipper of a steam yacht, like the engineer, must pass

the regular examination and be provided with a license. The reason for

this does not seem quite clear to the layman.

The owner of a yacht, if he acts as his own skipper and engages the crew

himself, has all the autocratic power of a master in the merchant

marine. He can quell a mutiny with the pistol, clap a refractory

“shell-back” into irons, and maintain stern discipline afloat. But

happily the yachtsman is never called upon to exercise any severe

measures such as those mentioned. If, however, the occasion called for

the exercise of stringency the law would protect the yacht owner.

If a sailor is discharged for misconduct he forfeits the outfit provided

for him by the owner. Few yachtsmen, however, insist upon this, and the

discharged seaman is allowed to take his “dunnage” ashore with him, but

the outfit is legally the property of the owner.

[Illustration: [Rowboat]]

XI.

THE COST OF YACHTING.

CAUTIONARY AND ECONOMICAL HINTS TO TYROS ABOUT TO EMBARK IN THE SPORT.

In a witty essay Mr. W. L. Alden, author of “The Canoe and the Flying

Proa,” points out that the most reckless woman is vastly inferior in

wild extravagance to the ordinary yacht whose owner has enrolled her in

a yacht club. It is with yachts as it is with women, he argues. A man

who provides himself with a pretty wife, equipped with a sufficient

quantity of clothes, might keep her very cheaply if he did not permit

her to go into society, which Mr. Alden conceives is about the same as

introducing a yacht to the society of other fashionable yachts. He

declares that when the once modest schooner or bashful sloop has once

tasted the pleasures of a regatta, she proceeds to lavish her owner’s

fortune with frightful recklessness. During the racing season she splits

her sails as though they were lace flounces, and sheds topmasts and

booms as though they were hairpins. At the close of the season he has to

call in the aid of the shipbuilding profession, and to lavish upon her

costly tonics of hemp and iron and other expensive remedies prescribed

by skillful yachting specialists.

When spring returns she is not satisfied with the position of her masts;

she insists upon being provided with a new and more graceful stern and a

complete wardrobe of new sails and signals. After these are supplied she

declines to race unless her bow is lengthened ten or fifteen feet. Next,

she finds fault with her figure and wants to be given more breadth of

beam. Mr. Alden thinks that the owner of such a craft ought to have an

independent fortune, or at least be counsel for an insolvent railroad. A

yacht that squanders money like water all summer, undergoes elaborate

repairs in the fall, and is completely remodeled every spring, is

infinitely more extravagant than any woman who ever wore 32mo shoes or

microscopic gloves. Mr. Alden concludes that the only way to be a happy

yachtsman is to buy a slow and plain-looking yacht that rarely cares to

go into society and carefully shuns the giddy regatta.

There is much solid substance in the above, though at first sight it may

appear to be somewhat fantastic. Unless an owner takes a personal

interest in his yacht she is bound to prove a very costly luxury. If he

gives _carte blanche_ to every Tom, Dick and Harry that has to do with

her he will be amazed at the extent of the bills. The most expensive

luxuries in the world are said to be racing stables and theatres run for

the pleasure of rich men without business instincts. A large racing

yacht conducted on the same extravagant and reckless basis might well

hold the third place in the list.

A prudent man, before investing in a yacht, will make inquiries as to

the probable expense likely to be incurred, and will cut his coat

according to his cloth. In this he will act as a sensible man making any

other investment. Before purchasing a cottage at Newport, a person of

average intelligence calculates the cost, and decides whether it is

within his power to afford such a luxury. He doesn’t rush at it blindly

like a bull at a gate. Most of our racing yachtsmen have begun when mere

boys, generally with small craft, and have gradually worked their way

upward tentatively, as it were, until they have owned the largest type

of vessel. Take Mr. J. Rogers Maxwell, a representative yachtsman, as an

instance. He commenced his yachting career with a mere cockleshell of a

craft some fifteen feet long. He has ascended by easy stages, and knows

the cost of building and running all kinds of pleasure craft. The result

of his varied experience would be valuable indeed, for he has had a hand

in the design of every craft that has carried his private signal.

The life of the yacht owner, of course, is not all rose-colored. There

is an occasional dash of bitterness in his daily draught. It is possible

for him to hire a sailing-master who knows his business, to engage a

temperance crew, and even to secure the services of a steward who is

honest to the core. But there is ever present with him, from the morning

he goes into commission in the spring until the chilly afternoon in the

autumn when he hauls into winter quarters, the Yachting Parasite.

The yacht owner soon becomes painfully aware of the existence of this

excrescence. Whenever a camel falls down exhausted on the sands of the

desert, a vulture is sure to await him with ravenous appetite and

murderous beak and talons. So, too, wherever a yacht owner touches, he

is always sure to be beset by some flattering knave eager for an

invitation, and longing to stretch his legs under the cabin table and

partake of its hospitable fare.

This is the fellow to steer clear of, for if he once manages to get

himself domesticated he becomes like a tame cat. He will flirt with the

ladies aboard, if they are so foolish as to permit it; he will rook your

son at cards; he will call for and drink your choicest vintages, and

smoke your most fragrant weeds; and all this with an insolent air of

proprietorship galling in the extreme. The only way to rid yourself of

his presence is to burn the yacht, or to lash a couple of cannon balls

to his legs and make him walk the plank. He is above taking even a broad

hint to depart.

The Yachting Parasite has an abundant feeding ground in America. Some of

our yacht owners are marvelously susceptible to flattery. The Parasite

is wide awake to this weakness and avails himself of it. He secures a

season’s free board amid luxurious surroundings. He lives on the fat of

the land, and the yacht owner hasn’t moral courage enough to kick him

ashore. On the contrary, he seems to enjoy his sugary speeches. The

Parasite is found under every flag, our American variety being naturally

jealous of any foreign rival. Particularly objectionable to him is the

English or Irish interloper with parasitical designs on what he regards

as his own rightful prey. The successful Parasite thus lives a pleasant

life during the yachting season. He has more fun than the owner, and

neither expense nor responsibility. He sometimes is fortunate enough to

be retained in his master’s household all winter. His fawnings have

become indispensable to his patron’s comfort. A queer creature, truly,

but he is one of our recognized yachting “institutions.” Guard against

him, my brethren; never let him play the part of Old Man of the Sea to

your Sindbad the Sailor. He is too unwholesome and expensive a luxury

for you, and it is about time that he is abolished.

In times of serious financial depression, when a cold wave of economy

permeates the land, owners of large schooners need be at no loss for

substantial reasons for tardiness in fitting out.

These spacious craft are expensive to run. They are great gobblers up of

greenbacks, their voracity being incapable of appeasement. As a matter

of fact, yachtsmen fall an easy prey to land-sharks disguised as

ship-chandlers and merchants who cater to the needs of those who take

their pleasure afloat.

Monster steam vessels and unwieldy schooners soon reduce the balance at

the bank unless their owners bring to bear on the situation the same

business shrewdness that dominates their offices in Wall street, where

every little bill is audited with lynx-eyed subtleness, and the salary

list, from the cashier to the three-dollar-a-week office boy, is

scrutinized with economical care every week in the hope of cutting down

expenses by reducing the working staff.

My heart goes out to the man who cultivates yacht racing not for

ostentatious and vulgar display, but from an innate and hearty love of

the sport. If I can give him a few hints on the way of saving a dollar

or two of his modest store, I shall only be too delighted.

The carrying of large crews is obligatory in racing yachts but is by no

means requisite. In another chapter I have mentioned the small number of

men carried on the _America_ and _Sappho_ in their voyages across the

ocean. In the Atlantic race of December, 1866, in which _Henrietta_,

_Vesta_ and _Fleetwing_ took part, each yacht carried a complement of

four officers and twenty-two men. This was a large ship’s company for a

200-ton schooner, but the season was winter and the stakes $90,000, so

no risk was taken. The centerboard schooner _Montauk_, in her voyage to

the West Indies in 1884, carried a sailing-master and a crew of

thirteen. The _Athlon_, a 60-foot sloop, is worked by a skipper, two men

before the mast and a steward. Captain Henry Andruss of the _Sasqua_, a

smart 35-footer, carries only one paid hand, but then Andruss is a host

in himself and his son makes his weight felt when he tails on to the

mainsheet.

That this question is considered of importance in England is evident

from the following editorial which I transcribe from the _Yachtsman_:

“One of the best features in the early life of British yachting was that

the vessels then engaged in racing did not depend so much as in these

days on professional aid for smartness and seamanship. We may smile at

times when we read the accounts of races sailed fifty years ago, and at

the yarns of ‘the veteran’ anent ‘the good old days,’ etc.; but there

cannot be a doubt that yacht racing has since then drifted too much into

professional hands, and whilst we have learned (small credit to us) to

look for greater smartness in the handling of our racing yachts, we must

not ignore the fact that we pay for it right royally. In proportion to

the number of racing yachts now afloat there can be no doubt that good

amateur sailors are lamentably fewer than they were even twenty years

ago.

“If in the wisdom of the Y. R. A. it should be so decided that paid

hands shall be limited in number for each class, the change should be

hailed with joy, and to lessen the sorrow of the grumbler it may be

pointed out that the smallest number likely to be assigned in every case

would be far in excess of what our forefathers would have dreamed of.

The cost of crews is enormous nowadays, not only from their numbers, but

from the excessive remuneration for their services. This is a matter,

indeed, which cannot be regulated in any feasible way that we know of,

and therefore a limitation in the number of paid hands is the more

desirable. To compare the wages, or ‘salaries,’ of to-day with those of

past times, we may mention that when the old Clyde clipper _Clarence_

was in her prime (about 60 or 65 years ago) her sailing-master received

£1 per week, and her ordinary hands 18s. They had no outfits given them,

and they were grateful for a glass of grog to celebrate the winning of a

prize. This was a typical case until the early fifties, when the scale

of wages seems to have gone up. In the _Stella_ and _Cymba_ days,

sailing-masters of renown got £1 5s. per week, and the men £1, and then

outfits and prize-money first began to appear, though on a very small

scale. McKirdy, skipper of the _Cymba_, was the first sailing-master, so

far as we know, who received a yearly salary.

“Those were ‘the good old days,’ however, and in nothing have they gone

beyond recall more than in the lowness of wages. That they are now

beyond recall may easily be believed by all yacht owners, and,

therefore, these should hail with gladness any scheme likely to stop one

or two of the many leaks in their purses. Some of those leaks, however,

might well be counteracted by the clubs through the simple expedient of

increasing the amount of their prizes. To offer the 20-raters of to-day

the same sum as was offered as a prize to the 20-tonners of 1870 is

strikingly absurd.”

In general it may be remarked that it is wise to ship no more cats than

can catch mice; before making repairs to your vessel to procure

estimates; to buy your stores and provisions in the open market and

exercise judicious economy in the running of the yacht.

It should be remembered that aside from the first cost it takes very

little more to run a 30-footer than a 15-footer. In the latter you have

no accommodations whatever, while a 30-footer can be made quite a roomy

little ship if space is judiciously adapted. Three men can handle a

30-footer with ease, if the fingers of the men are not all thumbs.

Before buying a yacht see that there are no liens against her for unpaid

wages or stores. If she has been libeled in the Court of Admiralty you

will probably have to pay claim and costs. A creditor can without

trouble libel a yacht and put an officer in possession. Your only course

then to pursue, if you dispute the claim, is to give a bond for the

amount and fight the matter in the courts.

Following is the scale of wages for yacht sailors now prevailing:

Captains from $250 to $60 per month

Mates „ 100 „ 50 „

Engineers „ 175 „ 90 „

Engineers on small yachts „ 125 „ 85 „

Stewards „ 100 „ 60 „

Cooks „ 125 „ 50 „

Sailors „ 30 „ 25 „

The cost of outfits follows:

Captain $75

Mate 55

Engineer 60

Cook 50

Steward 40

Sailors, each 35

Messman 35

The expense of keeping a 40-footer depends much upon the tastes of her

owner and whether used for racing or cruising. Here, however, is an

example. It will be noted that the rates are lower, owing to the size of

the craft:

Captain $60 a month; outfit $25

Two sailors 60 „ „ 25

Cook 50 „ „ 20

Waiter 35 „ „ 18

The grub for the crew would cost 50 cents per day per man.

Hauling out three times during the season, $ 50

New mainsail 100

Racing money is paid as follows in large yachts when a victory is

scored:

Captains $25

Mates 10

Sailors 5

It is not usual in this country to pay “losing money.”

XII.

THE LAST WORD.

FINAL HINTS TO TARS WHO WANT TO SAIL THEIR OWN CRAFT.

The small cruising and racing yacht has now become so fashionable that a

vast number of recruits have joined the already large navy of yachting

amateurs. In many cases the owners of the craft new last season have

only a slight and superficial knowledge of a boat, and will depend on

their professional skippers for the navigating and general management of

her. This is as it should be.

There are, however, certain matters relating to the internal economy of

a yacht which cannot be learned from the average skipper, and this

article is devoted to their exposition and discussion. The hints given

are practical, and may possibly be of use to men just embarking in the

sport, as well as those entering upon their second season.

The owner of a small racing yacht taking part in the squadron cruise of

the New York Yacht Club, which sometimes extends as far as Bar Harbor,

Me., should take care that he carries along with him a sufficient “sea

kit” for all the emergencies of the voyage. Certain social functions at

Newport, for instance, will render evening clothes necessary, if not

indispensable, to any yachtsman desiring to participate in the social

gayeties of the Cowes of America. A “claw-hammer” coat is my pet

abomination, and personally I would never “hoodoo” a racing yacht with

any such luxurious superfluity. So strong is my antipathy to this

garment of civilization that my will contains a special clause

forbidding my undertaker to attire me for the grave in a so-called dress

suit, as is sometimes the custom in this country.

But I am no prejudiced churl, and will willingly give the benefit of my

experience to those who would not “feel at home” after sundown unless

clad in the regulation society garb. Now a dress suit to look well must

be kept free from damp, otherwise it will speedily mildew. The cabin of

a little racer is always exposed to the danger of moisture, either in

the form of rain or of spray. Sometimes a veritable “green sea” in an

unguarded moment finds its way below, and then woe to the nautical dandy

who has intrusted his shore toggery to the untender mercies of a leather

portmanteau or dress-suit case! No self-respecting girl will dance with

a young man whose evening clothes have been made unsightly by sea water,

no matter how scarce the dancing species of the genus homo may happen to

be.

To preserve “swell togs” in spick-and-span condition the wise yachtsman

will provide himself with a metal uniform case, airtight and waterproof,

such as navy and army officers use when on service in tropical climates

where humidity and cockroaches play havoc with unprotected uniforms. In

this case the nautical dude may snugly stow his dress suit and dancing

shoes, his “biled” shirts, collars, white ties, jewelry, and such other

trifles as he may see fit, including stationery, postage stamps and

whatever paper currency he may have with him. I say stationery and

stamps advisedly, having experienced the annoyance of trying to write on

paper damaged by spray and envelopes gummed up by heat and humidity. It

might, however, be well to omit the ink as an inmate of your uniform

case, as mishaps are rather more frequent afloat than ashore, and ink

stains are difficult to eradicate from collars, shirts and cuffs. This

case may be stored away in the most convenient location possible, and

its owner may rely on finding its contents in good condition, no matter

how severe the weather the little boat has encountered.

The remainder of the owner’s wardrobe may be carried in a sailor’s

painted duck bag, or, if this simple and inexpensive device is not

“swagger” enough, in an india-rubber bag, such as may be obtained of any

dealer in sportsmen’s supplies. Woolen underwear is preferable to any

other, and as it can now be had in the lightest weights, the old

objection of heaviness and too much warmth has lost its significance.

Serge and flannel clothes are best suited for ordinary wear at sea, and

flannel pajamas will also be found more serviceable and comfortable than

those of any other material. Woolen socks and blue, hand-knitted

guernseys are also to be recommended. These few hints with regard to

clothing must suffice, as every man has his own peculiar ideas as to the

rigging and adorning of his person, and is slow to adopt any other

fellow’s notions or follow advice, no matter how kindly offered.

Remember that it is not safe to put to sea without a corkscrew and a

can-opener. In fact, these tools are so indispensable when on the briny

that they should be duplicated or even triplicated. When a thirsty tar

needs a glass of grog, medicinally or as a beverage, it is very

provoking to be told that the corkscrew is mislaid. An old sea-crony of

mine used to provide against such contingencies by always carrying, made

fast to a lanyard round his neck, a sailor’s knife, whose “other blade

was a corkscrew,” so he was never at a loss to tackle a rum bottle or a

sardine can whenever the emergency arose. Shipmates! take an old

sea-dog’s advice and follow this most excellent example.

Matches should be carried in glass jars with wind and water tight

covers. These are good receptacles also for tobacco, either in plugs or

cut. Cigars, too, may be kept in them without that injury to their

fragrance inseparable from their absorption of sea-air, which has ruined

the flavor of the finest of Havanas. If these glass jars are covered

with canvas neatly sewn on, they will run no risk of breakage.

The yachtsman must use his own discretion regarding medical supplies. I

recommend essence of ginger, extract of witch hazel, absorbent cotton,

rubber sticking-plaster (which requires neither heat nor moisture for

its application) rolled up in an airtight tin box, thread and needles,

muslin bandages, a forceps for extracting splinters, vaseline, seidlitz

powders (in an airtight tin), and Horsford’s acid phosphate as among the

most pressing necessities to be taken along.

A mixture of baking soda and vaseline in equal parts is a most excellent

ointment for the cure of sunburn. I have known a landlubber’s lily-white

skin to be so scarified by the burning rays of the sun as to cause him

excruciating agony. An application of the mixture mentioned above

afforded him quick relief.

A large stowing place for ice is indispensable to health and comfort in

these latitudes. If you should, however, happen to fall short of this

necessary, it should not be forgotten that a canvas bucket filled with

fresh water and covered with cheesecloth to keep out dust and flies, if

hung up in the sun, will afford a supply of agreeably cold water. This

is an old “wrinkle,” much used in tropical climates. A porous

earthenware jar will also accomplish the same result, the effect being

produced by evaporation.

The cuisine of a small racing yacht is necessarily limited. The solution

of the cooking-stove problem has not as yet been accomplished. Gasoline

stoves are clean, convenient and efficient, but they are dangerous. Oil

stoves with wicks, on account of their odor, smoke and dirt, are

objectionable; cook and cabin are covered with lampblack. Coal stoves

generate too much heat below for true comfort in our summers. The sea

stove of the future will probably be an adaptation of the wickless oil

stove, which is as cleanly as an alcohol stove and equally free from

dirt and odor, and burns ordinary kerosene oil.

The good quality of the canned meats, vegetables and fruits, as put up

nowadays, renders a yachtsman pretty nearly independent of a galley.

With a capacious ice box, he can store supplies of cooked meats and

fowls, which, with the aid of his stock of canned goods, will keep him

going. A stove on which he can boil a kettle for coffee or tea and fry a

dish of fish or ham and eggs is all that is absolutely necessary. He

wants all the available space for his racing sails and gear, and cannot

spare room below for a Delmonico kitchen. Thus the æsthetic epicure or

even the ordinary glutton (I guess there is but little difference

between them) must make some notable gastronomical sacrifices while in

the pursuit of yacht prizes, but he can easily atone for scanty fare

afloat when he reaches the shore, where hotels with epicurean larders

are within easy distance. But, as a matter of fact, the ordinary

yachtsman will fare admirably on such “grub” as he can carry along from

port to port, and he need never be forced to seek the hospitality of a

caravansary.

Some cooks have a violent prejudice against the humble and innocuous

frying-pan. They denounce it until they are black in the face. I have

found this culinary utensil invaluable in a small vessel where an oil

stove only was possible, and the use of a broiler consequently

impracticable. Procure not the ordinary shallow pan, such as is commonly

used in kitchens ashore, but a deep pan with a tightly fitting cover and

a long handle, such as French _chefs_ affect. In this a great variety of

food can be prepared—savory stews, appetizing curries and soups. If you

heat the pan very hot before you put a steak or a chop in it (omitting

fat or butter), in flavor and tenderness you can scarcely distinguish it

from a genuine grill. My word for it, a frying-pan, intelligently used,

is a boon and a blessing aboard a small vessel. But mind and get a deep

one with a cover, as a shallow one is of little use when the boat is

pitching or rolling, or even sailing in smooth water but heeling over to

the breeze.

If you happen to get hold of a good “Jap” for a sea cook, he will be

able to boil rice correctly. Some fellows don’t like rice. The reason is

because they have never eaten it cooked to Oriental perfection, when

every grain is plump and dry and separate from its fellow. It is

different when you get a mushy abomination served up to you in lieu of a

dish pretty to look at and grateful to the palate.

I learned to cook rice when a boy plying on a schooner owned by the

Jehanum Jow Juldee Railroad, which used to connect Negapatam with

Madras. The native cook was my teacher. First he placed his measure of

rice in a deck bucket, washing it repeatedly with water fresh from the

ocean. He explained to me in his Tamil language, that unless this

process was followed the grains of rice would cling together and

coagulate and form into a porridge, loathsome to look at and worse to

taste. After washing the rice thoroughly, he placed it in a pot of

furiously boiling fresh water—no salt being added. Then he would fire up

like an infernal stoker and keep the pot in a splendid state of

ebullition. And mark you, messmates all, he never stirred the heated

mass!

After boiling for twenty minutes, he reduced the heat, strained off the

water, carefully reserving it for drinking purposes (for congee water

isn’t half bad), and then let the rice swell and dry for half an hour

under a very moderate fire. The result was RICE!

As a grateful accompaniment to this staple comestible, his custom was to

prepare a curry, often of prawns, which grow to perfection on the

Coromandel Coast. Now, far be it from me to decry the luscious

excellence of the American prawn, whose toothsome delicacy has often

tickled my palate, but in the interest of truth I must say that the

species which flourishes under the Stars and Stripes must retire into

insignificance in the matter of size, plumpness, juiciness and flavor

when compared with the prawns of Madras. Some of these attain the length

of nine inches. Parboiled in sea water, dexterously deprived of their

scaly armor, and then impaled on thin strips of bamboo, they were ready

for the deft and scientific touch of our Madrassee _chef_. In an

earthenware “chatty” he placed a sufficient quantity of “ghee,” or

native butter. When this reached the sizzling stage, he added a little

finely shred onion and a suspicion of garlic, watching the stewpan with

the kindly care of a mother until it reached the golden-brown stage.

Next, with tender solicitude, he put in the prawns and the curry and

watched the product stew in its own juice until its fragrance enticed

all hands with watering mouths to cluster round his base of operations.

About the curry? Please don’t ask me for its ingredients. I was only a

hungry boy then and didn’t know enough to investigate its component

parts. I am sure, however, that it contained chillies, turmeric, the

pulp of green cocoanut and a host of other Eastern condiments, and that

the result was gastronomic joy. To make a dish of palatable curry in a

yacht’s kitchen and in half an hour is easy. In your deep frying-pan

place a chunk of butter as big as an egg. When it melts and begins to

smoke add a large onion sliced and a tablespoonful of curry powder and

any cold meat or cold fish you may have on hand, cut up in small chunks.

Let it cook for fifteen minutes and fall to and eat!

Curry is like the true West India pepper-pot. It can be made of almost

anything. Fresh meat or fish, canned meat or vegetables, will always

taste good. All that is actually necessary in the way of condiments may

be thus summarized: Butter, onions (garlic to those who believe it to be

the violet of vegetables, always in a small quantity), red and black

pepper, curry powder and chutnee. With these ingredients a palatable

dish is always at hand. No Asian or Eurasian thickens his curry with

flour. A squeeze of lemon or lime-juice adds zest to the dish.

In concluding these culinary hints I may say that chops, ham and eggs,

may be prepared with facility in the deep frying-pan already

recommended. Let the pan be blazing hot when your ambition urges you to

serve up a sirloin steak or an English mutton chop. Put no fat in the

pan. The object is to sear up the fibre of the meat and keep in the

juices. When you think the meat is cooked put it in a hot dish, butter

it on both sides and pipe all hands to dinner.

When you fry fish, oysters or clams, place them in boiling fat and cook

rapidly. The best and freshest of fish is ruined by letting it get

soddened in lukewarm grease.

Now here is my recipe for fish chowder, and when you have once partaken

thereof you will cry like a child for more. Procure a small codfish or

haddock, while yet squirming from the hook, clean him well and parboil

him, reserving the water in which he was cooked. Remove head, tail, skin

and bone, and cut him up into moderate mouthfuls. Place an iron pot on

the galley fire. When it is hot throw in a lump of butter and six onions

sliced finely. When the fragrant odor of the onion arises throw in your

fish. Cover the pot close so that the fish may absorb all the flavor.

Then add potatoes in very small quantities and some of the broth the

fish primarily simmered in, and wait till it is cooked and then ask a

blessing and eat it. One hint and then I am done. Let each man flavor

his own dish. Don’t you as sea cook usurp a man’s rights. Provide the

usual condiments and sauces, pepper and salt, etc., but otherwise allow

the true disciple of the goddess Gastronomia to reach his goal by means

of his own.

By using a little judgment and common sense one may easily avoid the

“grub-spoiling” stage, and be able to boil a kettle of water without

burning it, and finally master the art of making a cup of drinkable

coffee, tea or chocolate, and of cooking a few simple dishes, which will

agreeably vary the monotony of canned viands, which are distasteful to

many of our _jeunesse dorée_ under any and all circumstances, sardines

alone excepted, which seem never to clog on even the most jaded palate.

Hardtack should be stored in airtight canisters, or it will soon become

“soggy” and lose its dry crispness and wholesome savor. A glazed

earthenware jar in the ice box makes a very capital receptacle for

butter.

With regard to beverages tastes will differ. Bottled beer is rather too

bulky. California wines are wholesome and moderate in price. Some of the

growths are equal to the produce of any foreign vineyard. In making out

your list of liquid stores do not omit a bottle of old brandy for

medicinal purposes, and take care to reserve it for a real emergency,

never opening it, no matter how parched your throat may be or how

plaintively your chum may cry out for a “nip.” Brandy has often saved

life, and on general principles it is unwise to divert medical stores

from their proper sphere of usage. Some racing yachtsmen quench their

thirst with ice water qualified with a drain of Scotch whiskey or

Plymouth gin. Both of these drinks are recommended by many fleet

surgeons of my acquaintance as being wholesome when taken in moderation.

But it is as hard to prescribe a man’s food or drink for him as to

induce him to follow advice on how to dress. The foregoing hints are,

therefore, given with good intent, and with no desire on my part to ram

them down my readers’ throats.

Beware, however, of the amateur “grub-spoiler.” He will play havoc with

your larder, and make you use language which your spiritual director

would highly disapprove. There is much truth in the aphorism that heaven

sends cooks and that “grub-spoilers” come from “the other place.”

With reference to remedies for seasickness I can offer only one

suggestion. Ice bags for the spine, nitrite of amyl to inhale, chloral

to take internally, are among the many nostrums recommended. Personally

I have witnessed many marvelous cures by judicious doses of dry

champagne, or, in default of this beverage, brandy and soda taken

ice-cold. Sweet champagne seems to aggravate rather than relieve the

awful nausea.

Do not fail to take a good supply of lemons and limes with you when

bound on a cruise. They are excellent for the compounding of temperance

and other beverages.

Do not fail to include in your list of necessaries a nautical almanac,

which is full of useful information. Among the subjects are the time of

sunrise and sunset, lighthouses and lightships, the moon’s phases,

compass variations, tide tables, etc. Do not leave it ashore as did the

Dutchman his anchor.

Watertight sailcovers are great safeguards against mildew, but should

not be used to cover sails already wet. Dry your sails thoroughly before

you furl them snugly. If wet, leave them in loose folds secured with a

stop or two.

If your boat is bigger than a Herreshoff thirty-footer, which has no

accommodations at all, by all means get into the wholesome habit of

sleeping aboard and thus avoid the temptations in the way of dissipation

which the shore has extended to mariners since the days of Jason and the

good ship _Argo_. Remember that a windsail judiciously set to catch

every stray breath of air, with its lower end down the forehatch or the

cabin skylight, will keep the air below sufficiently cool for comfort,

and refreshing sleep will follow as a matter of course.

It is quite the correct thing for the owner of a racing yacht to invite

a friend or two to go with him on a cruise and to accept their help in

racing the yacht in the daily runs from port to port. For the benefit of

those not well acquainted with the etiquette of yacht racing the

following suggestions may be of use:

It is well for all hands to get aboard in good time, so as to have ample

opportunity to prepare for the business of the day. I will take it for

granted that you are properly clad for the work ahead, that you have

left your frock coat and gafftopsail hat ashore, where they belong, and

that your apparel is suited for the occasion. I am no Beau Brummel, to

act as _arbiter elegantiarum_ in the matter of attire afloat or ashore,

but I have seen some queerly rigged specimens of amateur sailors in my

time, and have observed what an amazing fund of fun they furnish to the

curious onlooker surveying the scene from the outside. Gorgeous

“blazers,” silken sashes of variegated hues, acting as soul and body

lashings round the midship section and supporting trousers of spotless

white jean, with the accessories of an expensive straw hat, a “biled”

shirt, silken hose and pipeclayed deck shoes—all these may look

ornamental and captivating, but the common-sense element of utility is

lacking. Such bright plumage may be suitable for the deck of a steam

yacht with pretty girls aboard, or for the casino of a swell seaside

resort, but a simple suit of flannel and a white duck yachting cap is

the sort of garb best adapted for the work to be tackled.

For prudential reasons, in this uncertain climate a fellow should take

his “oilers” along. Even as I write I am reminded of the advisability of

this by certain unpleasant rheumatic twinges which rack my old

weather-beaten hull, and which might perhaps have been avoided if I had

kept myself drier in my youth. Let no “freshie” take an umbrella aboard,

as it is a breeder of bad luck, and if there happens to be an old

sea-dog in the craft, ten to one he will seize an early opportunity of

surreptitiously heaving it overboard—a proceeding which every

right-minded mariner will cordially approve.

Do not burden yourself with walking-cane, field-glasses or camera, no

matter how devoted you may be to the art of amateur photography. There

is a time for everything, and your special duty during the match will be

to pull and haul on ropes, to stick out to windward as far as possible

when the yacht is close-hauled, and to hop lively about the decks as

occasion requires, never heeding salt sea water coming aboard in showers

of spray from the ocean, or the drenching downpour from the open

heavens.

It will occur to you that the fancy attire to which I have alluded above

will be inappropriate to any but the calmest and sunniest weather.

Enough said! If you wish to gratify the heart of the yacht owner you

will invest in a close crop and a clean shave preparatory to reporting

aboard, and will carry nothing but a knife and a handkerchief in your

pockets, leaving your jewelry and watch and keys and other personal

bric-à-brac ashore. If you should chance to fall overboard during the

race you will not feel sorry if you availed yourself of this valuable

hint, for salt water plays the devil with the works of a timepiece, and

but few watch-cases are actually fluid-proof. Besides, every ounce of

superfluous weight militates against the speed of a craft, and “mony a

mickle makes a muckle.”

One final word to the yacht owner. Be careful of the guests you invite.

The sea frequently develops the harmless shore crank into a most

detestable nuisance afloat. When once he is aboard the law does not

permit you to heave him overboard.

[Illustration: [Yacht]]

INDEX.

Ackers, Holland, 226

Alarm, First British Warship to be Coppered, 68

Alarm, Cutter, 138

Albany, Ocean-going Sloop, 83

Alden, W. L., Quoted, 282

Aluminum as a Yacht Metal, 50 _et seq._

America, Schooner 19, 22, 38;

Lines of, 39; 7, 81, 165, 184

America’s Cup, 30

Argo, Captain Jason, 14, 17

Ark, Captain Noah, 13, 14

Arrow, Cutter, 138

Athlon, Stormy Cruise on, 91 _et seq._; 288

Bedouin, Cutter, 136

Bloodhound, Cutter, 150

Boats, Yachts’, Handling of, 269

Boatswain, Duties of, 176

Bow, Type of, 1892, 237

Britannia, Cutter, 45

Burgess, Edward, 81

Carlyle, Thomas, Good Sailor, 27 _et seq._

Center, Robert, 62

Centerboard, Discussed, 78 _et seq._;

Germ of, 84

Charles II., King, and His Yacht, 17, 18

Chronometers, Care of, 164

Clara, Cutter, 45, 64

Colonia, 136, 137

Columbus, Flagship of, 17

Cookery on Small Yachts, 297

Cooks, 188–9;

Wages of, 291

Compass, Hints on Care of, 156

Corinthian Yacht Club of New York, 37

Corsair, Steam Yacht, 22

Cranfield, Captain, 253

Crews, Selection of, 183;

Wages of, 291

Cutter, Rig of, 139

Dad, Freak, 117, 120

Defender, 52–3–4, 177, 179;

Mid-Section of, 239;

Sheer Plan of, 246

Dilemma, 83, 110

Dominion, Double-Huller, 88, 122–3–4

Dorothy, Catboat, 101, 109, 113

Double-Huller of the Pacific, 128;

Singhalese Type, 126

Dragon III., 20-Rater, 63, 75

Duggan, Herrick, Designer of Dominion, 121

Duncan, Skipper of Madge, 157

Duty and Discipline Afloat, 166 _et seq._

Ellen, Watson 20-Rater, 235

Emerald, Schooner, 132

English Cutters, Mid-Sections of, 238

Ethelwynn, 15-footer, 152, 153

Evolution 81;

Lines of, 107

Fife, William, Sr., 245

Fitting Out and Tuning Up, 130 _et seq._

Flags, Proper Use of, 265 _et seq._

Galatea, Cutter, 45, 231;

Mid-Section of, 239

Genesta, Cutter, 45, 135, 231;

Mid-Section of, 239

Ghost, 51-footer, Race of, with Phantom, 192 _et seq._

Gimcrack, Schooner, J. C. Stevens’ Flagship, 18, 23, 25, 34

Gloriana, 79, 81, 83

Goshawk, Brig, Wreck of, with Author Aboard, 76

Gossoon, 40-footer, 161, 163

Gracie, Sloop, 132, 133

Guns, Proper Use of, 262

Haff, Captain, 178

Harvey, Designer John, 64

Havens, E. B., 91

Herreshoff, Nat., 45, 54, 81, 231

Hurkaru, East Indiaman, 126

Insurance, Yachting, 272 _et seq._

Iselin, C. Oliver, 177

Jay, Captain Tom, 236

Johnson, Dr., Quoted, 27

Jubilee, Lines of, 110;

Dimensions of, 118

Jullanar, Lines of, 108;

Dimensions of, 114

Katrina, 160

Kewaydin, Knockabout, 103

Kittie, Catboat, 105

Knight, E. F., Quoted, 185

Lascar Crews, 181

Leeboard, Dutch, 84

Madge, Cutter, 45, 81–2, 159

Maria, Sloop, 18, 19, 34, 38

Mary, Yacht of Charles II., 17, 18

Mary Taylor, Pilot Boat, 185

Mates, Duties of, 172;

Wages of, 291

Maxwell, J. Rogers, 284

Mayflower, 45;

Mid-Section of, 239

Measurement Rules, American and British, 240 _et seq._

Meteor, Cutter, 45, 177

Minerva, Cutter, 45, 151, 163

Montauk, Schooner, 288

Mosquito, First English Iron Yacht, 62

Nameless, British Freak, 111, 121

Niagara, Lines of, 110;

Midship Section of, 114;

Under Sail, 115, 117

New York Yacht Club, 18, 21, 43

Noah, Captain, 13, 14

Norse Galley, 17, 20

Nyanza, First Composite Yacht, 63

Oriva, Cutter, 67

Ouananiche, 21-footer, 71, 72

Outfits, Cost of for Crew, 291

Parasites, Yachting, 285

Phantom, 51-footer, Race of, with Ghost, 192 _et seq._

Piano Wire for Rigging, 151

Postley, Commodore C. A., 136

Priscilla, 136

Proa, Flying, Described by Anson, 128

Protests, 217

Puritan, 45, 81, 136;

Mid-Section of, 239

Race Committees, Duties of, 216

Racing Money, 291

Racing Rules, 215 _et seq._

Racing Yacht, The, 47 _et seq._;

Evolution of, 225 _et seq._

Randall, F. M., Cape Catboats of, 105

Rocket, Lines of, 112, 117, 121

Rorqual, Fin Freak, 116

Rule of the Road at Sea, 215 _et seq._

Sails, Cotton and Flax, 141;

Proper Balancing of, 159–60

Salutes, Etiquette of, 263 _et seq._

Sappho, Schooner, 134, 185

Sasqua, 288

Sea Jockeying, Examples of, 157–58

Sea-lawyers, 182

Sea-sickness, Remedies for, 304

Shamrock, Sloop, 132

Skate, Freak, 118, 120

Smith, Designer A. Cary, 62

Spars, 142

Spruce IV., 154

Steel, Gaffs and Booms of, 143

Stephens, W. P., on Centerboards, 86 _et seq._

Stern, Type of, 1892 237

Stevens, J. C., 18, 19, 31

Stewards, 188–89;

Wages of, 201

Sullivan, Sir Edward, Quoted, 184

Thistle, 141, 231, 235;

Mid-Section of, 239

Titania, 160

Trojans, Yacht Races of, 16

Turnbuckles, 142, 149

Uncas, Schooner, 70–1;

Rig of, 144–45–78

Valkyrie II., Mid-Section of, 239

Valkyrie III., 45, 52, 111, 177;

Mid-Section of, 239;

Sheer Plan of, 246

Vendenesse, Aluminum Cutter, 51

Vesper, Freak, 117, 120

Vesta, Schooner, 85, 121

Victoria, Queen, Patroness of Yachting, 46

Vigil, Schooner, Rig of, 144

Vigilant, Sloop, 50;

Mid-Section of, 239

Vigilant, Revenue Cutter, 27 _et seq._

Viking Ship, 17, 20

Vindex, First American Iron Yacht, 62

Volunteer, Sloop, 136, 231;

Mid-Section of, 239

Wainwright, Lieut.-Commander, 37

Wages, 289, 291

Wanda, Herreshoff Catboat, 104, 106, 109

Watson, Designer George L., 47, 67–8, 114, 231

Wire Rope, Flexible, 142

Yacht Racing as a Sport, 13 _et seq._

Y. R. A. of Long Island Sound, 44;

of Massachusetts, 44;

of Great Britain, 230, 232

Yachts, Type of, Discussed, 78 _et seq._;

Race, Down-to-Date Described, 192 _et seq._;

Captains of, 166, 168;

Legal Status of Owners of, 280

Yachting, Etiquette of, 261 _et seq._;

Cost of, 282 _et seq._

Yachting Reporters, A Plea for, 216

------------------------------------------------------------------------

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TRANSCRIBER’S NOTES

● Typos fixed; non-standard spelling and dialect retained.

● Enclosed italics font in _underscores_.