CRUISING AND SMALL YACHT RACING ON THE SOLENT.

How can I with my poor pen do justice to all the delights of yachting as practised on the Solent? We need a nautical Whyte Melville to describe the joys of yacht-racing, and the real good sport which is its chief characteristic.

What an exciting game it is, how enthralling, how interesting, and more important still, how wholesome. What a benefit for city men to get right away to the sea, and enjoy such a complete change and relaxation as this racing affords. And how much they do appreciate it is shown by the number of little boats owned by stockbrokers and others who can only get down occasionally, but, nevertheless, keep their boats out the whole season through, so as not to lose the chance of a sail when their opportunity comes. Not on the principle that race-horses are kept, either, as every one knows there is no chance of a racing boat doing more than pay her own way at best, for the prizes are barely adequate to meet the expenses.

Yacht-racing makes quite a new interest in life. The clever mathematician can find a large field for his energies in the designing line, and the keen sailor a never-wearying delight in developing to the utmost the powers of the boat confided to him.

How much better than the London drawing-room's close atmosphere is the fresh sea air, and the delightful freedom of bounding over the waves in a well-equipped craft, with the additional pinch of excitement afforded by racing. Let me assure you no fear of sea-sickness need deter any. Many of us would not be proof against a long Channel swell in a large steamer, but the motion of our little boats over the diminished waves inside the Wight, is not likely to upset any but the most pronounced bad sailor.

Besides, the excitement of racing drives away all qualms of that sort, sea-sickness being, I believe, in most cases the result of boredom and nervous anticipation as much as anything else. No one could hate "yachting" as generally accepted more than I do. Anything so boring as a long sea voyage in a great lumbering schooner, I cannot imagine. The fact of "being taken," in nine cases out of ten, "where one would not," without having a hand in the matter, with a large crew of slow men to do all the work and take all the fun off one's hands, is to me nothing but an aggravation. The deliberate "cut and dried" way in which everything is done, the foresail being lowered and the peak eased when about two miles from the moorings, and such cautious measures, fidget me to death. There is this about racing, that one can never enjoy cruising in the same way after one has experienced its far superior joys. I must say, however, it is rather nice after the scrimmage of a long day's racing, to get on board a solid old cruiser and bundle peacefully home. But woe betide you if the wind is ahead, for you won't get home that night. No, you must be of a very leisurely disposition, and a great lover of Nature, for you to appreciate stereotyped cruising. This kind of thing is about as different from our Solent yachting, as the Derby is from a Margate donkey ride.

Of course I can understand the pleasure of cruising if the owner is also master of his vessel, but such a state of things is the exception, the owners mostly passing their time in standing about deck, or having large meals below, utterly oblivious of their course, their compass, or anything else. This must be a very stagnant amusement at the best, impossible to an energetic disposition, and only suited to an invalid, or man in his declining years. To people who lack any sporting instincts, racing, I suppose, seems ridiculous, but if they love the sea let them learn all about it, and navigate their own vessels like men, instead of being mere passengers on board their own craft, while their skipper is getting all the fun. Some women have taken their own line in this matter, and having mastered the science of navigation, are most enthusiastic on the subject, realising how it enhances a hundred-fold the pleasures of a sea voyage.

The news of a large schooner being on the stocks now-a-days comes as a surprise, as this type of vessel has almost entirely gone out of fashion in this country. That is to say, though there are still several to be seen about, the old ones being used because they are too good to throw away, so to speak, no new ones have been built for years. The advantages of steam are so great for cruising and travel, that they outweigh the more pleasant sensation of sailing, which is the schooner's only claim to superiority. The difference in the expense is not very great after all, as you require double the crew in a sailing craft, and at least double the time to accomplish your distance. So if you want to get—say to Gibraltar—the chances are, that the extra time for which you are paying your crew, would easily cover your coal bill on the steamer. The auxiliary in nine cases out of ten proves a simple farce. Many, I know, have never once set their sails. It requires all the crew of an "out-and-out" sailing boat, and also the great unwieldly spars, which make it a bad sea boat when not under canvas. I would only recommend an auxiliary to a real wanderer, a born "man of the sea" like Lord Brassey, for whom of course there is nothing like it. The variety afforded in sailing and steaming on a lengthened sea trip, must be attractive and resting, and when both courses are open, you would not need to carry so much coal as in a steamer, or endure the wearisome hours becalmed in a heavy swell, which are such a drawback to sailing.

The discomfort people will endure in the name of yachting, has always been a marvel to me. The less they know about the life on board, the more you will find they patiently put up with. They seem to think because they are on a yacht, cleanliness, cuisine, even elbow-room itself, should be entirely abjured. The miseries that rational, civilised human beings will suffer in this respect, is a constant source of wonder, to those who know how unnecessary they are. Not that these sufferers do not like yachting, for they are even persuaded to put their foot on board a yacht a second time after such experiences. It is only novices in the game, however, that you will find suffering these deprivations, for, believe me, there is no need for them. Do not overcrowd your vessel, or cut her accommodation up into about a dozen little cabins, into which you would not put a dog on land. You really require double the room for living afloat that you do ashore, as even your exercise has to be taken on board. There is nothing to prevent your having most home comforts, a boiling hot sea-water bath every morning, for example, and your meals served as well as they are in your own house. Neither need you have a bed only two feet wide, so that it is impossible to turn over without parting with the bedclothes. It is no longer necessary to go about on all fours, even in a 20-tonner, any size below which I would not recommend for a night's lodging.

DAPHNE AND LIL.

West and Son. Southsea.

It is the custom of builders to furnish a small saloon with gigantic sideboards, or lockers, as they are called. These are ugly, clumsy, superfluous impediments, which are only made into receptacles for every sort of rubbish, and take up an immense amount of room. There is no need to have your store cupboard in the drawing-room, as by a little ingenuity ample room can be devised in the pantry, and in a safe on deck. Another plan is to have a passage down the side from forward right away aft, which obviates the perpetual disturbance of the stewards passing through your sitting-room. There is then only one door, which necessarily makes a much cosier room. Unless you are an assured good sailor, do not be beguiled into occupying the "after cabin," which is likewise called the "ladies' cabin." How it earned this appellation I am at a loss to explain, as I was always brought up to suppose ladies came first, and if they are relegated to the after cabin they very decidedly come off second-best. There is twice the motion aft that there is in the middle of the vessel, and in a steamer you feel twice the vibration, beside being right over the screw.

How one gets spoilt! I remember sailing about as proud as Punch in an old Itchen ferry boat, with ragged sails and tarred topsides. The distances we used to cover, and the weather we went through in this old Zephyr are a wonder to look back upon. The whole day, from nine in the morning till nine at night, used to be spent on board, and the experience never palled, as far as I remember. Large lunches were always provided, in case of our getting becalmed, or stuck on the mud, both very frequent occurrences. We were always out to tea, and to boil the kettle in a choppy sea was the great excitement. There was only a kind of dog-hole place forward, where this important function took place. It was a severe test for the best "sailor" to balance a hot lamp, head over ears in methylated spirits, the hot fumes of which inundated the small cabin, while she patiently waited till the water boiled.

It was even worse at night, when a smelly paraffin lamp which would have made the atmosphere almost unbearable ashore, had to be endured, and in a small and lively boat was certainly trying. When we were "caught out" on our way home from some long expedition, the unfortunate women of the party used to be thrust into this salubrious resort, ostensibly for their own comfort, really and truly, to get them out of the way. That was a place, when there were half a dozen women in there, a paraffin lamp, and the door shut! If one of us ventured so much as to open a chink of door, it was instantly shut again, with such exclamations from our male tyrants as—"Whatever you want to come out for, into all this wet and cold, when you can be warm and cosy in there, I can't think," upon which the brow-beaten female crawled back disconsolate into her lair, muttering rebelliously. And yet we were nothing daunted. Out we would be again with the dawn, to go through all the same thing without a dissenting thought.

We had not even the luxury of a paid hand in those days, my brother, and my sisters and myself doing all the work, which was a splendid education in more ways than one. I reluctantly confess I am spoilt for this sort of thing now, though I shall always look back upon the time with pleasure, and I very much doubt if it was not one of the most enjoyable experiences in my life. It was all so new, so different from inland amusements, and I then learnt that a sea life has a charm all its own.

In 1888 we hired a 40-ton old-fashioned yawl called the Fox, with which we went in for the regular stereotyped cruising, as generally accepted. It was not a success, and I cannot say I enjoyed it. My back was always aching from stooping, and there was a permanent bruise on my head from constant impact with the beams. Besides, we were always being thwarted in our most urgent desires by the weather—as the skipper said—really by the incompetence of the vessel to cope with the elements. It was never worth while for instance starting with a head wind, as the time the yawl would take in accomplishing any distance, would have worn even Job's patience to a shadow.

Of course we share the sailor's love of fishing, and two large trawlers have been built at Brixham, by my brother and brother-in-law, for the special purpose. The Goddess was a huge great yawl, most comfortable below, and a grand sea boat. We did plenty of trawling in her, miles outside the Eddystone, and made some grand hauls. She had an enormous great trawl-beam, and steam to get it with. Night was the best time for fishing, and we were not spared if we happened to be enjoying our beauty sleep, when the momentous four hours were up. The row of course would have awaked the dead, and so we scrimmaged into our clothes and rushed on deck ready to claw the great net on board. A waterproof overall and indiarubber boots were essential for this performance, and old gauntlet gloves were a precaution against stinging fish, advisable for the uninitiated. What a grand sight it was. Picture a bright moonlight night, when you were alone on the great rolling ocean, nothing in sight except perhaps the fitful gleam of the Eddystone in the far distance. The great vessel with shortened sail, dipping and curtseying to the proud billows which toyed with her bulky form, as though it was nothing more than a feather. Then amidst great shouting and racket, the huge trawl-beam was brought slowly alongside, and the heavy net was clawed on board full of treasures from "the hallowed precincts of the deep." What a flippering was there, from whiting, soles, red mullet, etc., etc. What wonderful curiosities do live in Davey Jones' locker. All kinds of leggy, finny, and jelly mollusca, none of them very appetising in appearance, and most of them imbued with some formidable means of defence, such as a sting or a prickle. Once we got two enormous dog-fish, measuring five foot long, they were a great nuisance, as they cut the net all to pieces and were no good to man or beast.

One of the best hauls we ever made was in the Wayfarer, my brother's trawler, between Torquay and Dartmouth, when we had the whole deck full of fish, mostly whiting and soles, and the trouble was to get rid of them, even though we supplied every one in Dartmouth, and that in the time of the regatta.

Brixham and Bosham fishermen are much pleasanter to deal with than the self-styled "Yachtsmen," and they give much less trouble, do more work and require less wage. The custom of making a friend of the "Captain" is a huge mistake, as these individuals are usually the most wholesale extortioners that exist. The exorbitant wages they demand for filling a luxurious billet would stagger a longshoreman, and the petty pilferings, nominally perquisites, in which they indulge are what really make yachting so expensive. The familiar manner of some of these brass-bound autocrats is simply atrocious. They seem to consider themselves complete masters of the situation, and treat the owner and his friends as so much superfluous cargo to be ordered about at their desire. This, without any exaggeration, is the state of things on numerous yachts I could name, more especially those with lady-owners.

To turn now to clothes, that all important point to members of my sex. I can only venture to suggest the merest hints, as really it is not a subject on which I am an authority, that is to say, if one is supposed to practise what one preaches. Brown in any form is to be avoided on the water, it is unspeakably ugly, and a number of people dressed in brown on a boat would destroy its appearance, be it never so smart. Nothing looks so well as white and red, or dark blue, but not black. Blue gauze veils are useful, but not ornamental, though a broad-brimmed sailor hat embraces both these virtues.

I have been twice to the Mediterranean, once in a sailing boat, the Goddess, and once in a steam yacht, the Normania. So I will close my cruising yarns with a description of what we experienced at the hands of a Greek pilot. We were between the Piræus and Corfu one evening when it came on suddenly very dark and dirty. Being a very determined party of women on board, we made a stand for taking shelter behind one of the islands. We all "held a board" on the chart, but could see no harbour of refuge equal to sheltering our sumptuous craft. The little Greek pilot however proved equal to the occasion. Pointing out a small indentation in the coast, he urged us to confide in him, and he would guarantee us a peaceful night. Accordingly we slowed down the engines, and made for a faint red light. The chart, by the bye, said this light should be green, but that was neither here nor there. There was a rocky promontory sticking out with a lighthouse on the end, where was the aforesaid red light that should have been green. This our valiant pilot steered straight for. It was blowing a sirocco, with thick rain and a heavy sea, nevertheless we all stood on the bridge to watch the hazardous venture. On we went, straight for the rocks where the rollers were breaking. It was becoming decidedly interesting, and as the chart evidently did not consider the place worth its serious attention, we could no longer look to that for guidance. Very soon the darkness and hurly-burly of the storm lifted for a second, and displayed a most disorganizing prospect. We were almost on the beach on the starboard side, and could have thrown a biscuit into the lighthouse window on the port, and there was land right ahead. We were in a little pocket, a neck of rocks which ran parallel to the coast, taking the fury of the waves, and affording a good shelter. But a tighter place for a five hundred ton vessel could not be imagined. When we looked out of our ports in the morning, we were still more astonished, for without exaggeration we could have held easy converse with the people ashore all round the vessel, while our bow positively overshadowed the small quay. It was a place into which one would have hesitated to take a 50-tonner with twin screws in broad daylight, and for a 500-tonner to get in safely in a howling hurricane, and when it was pitch dark, was indeed a feat of ingenuity.

Of course it entailed backing out, but as the yacht fortunately was a very handy vessel, this was safely accomplished. Such little incidents, which lend a piquancy to cruising dispel the monotony, and while they keep up the interest in the manipulation of your vessel, also serve to entertain your friends on getting home.

Yacht-racing is in every respect a sport suited to our sex. No unseemly gymnastics, no over-straining or over-tiring, no cruelty can be laid to its charge, in fact nothing to offend the most exacting upholder of the feminine. Yet Yacht-racing is open to abuse, though even here in a lesser degree, perhaps, than other amusements. Where it stands alone, is that in it a woman can compete on equal terms with man.

Yacht-racing needs much study, and should not be attempted till the ordinary art of sailing is thoroughly understood. It is the most delightful education in the world, the most interesting and healthful. It becomes so engrossing you will not rest till you understand the whole thing, and know the why and wherefore of all the different moves. It is not advisable to order a boat of your own till you have served an apprenticeship as "hand." Very few people are now contented to go as "hand" or "crew," every one preferring to "paddle his own canoe." Nevertheless it is delightful to go in a well managed boat where you have full confidence in the skipper, and a beginner should certainly not be above it. She will then see how much there is in "handling," and realize how many races are won solely by clever management and attention to small details. At any rate do not attempt to have a boat of your own for the first time until you have secured an experienced racing skipper. When you have done this be guided by him entirely to start with, only you will do well to be still more particular than he is in adhering to the Yacht Racing Association Rules, which of course you should know by heart. If you are racing do what the skipper tells you instantly, and do not wait to ask the reason first, do that afterwards.

The great secret of racing is to keep your wits about you, do everything "smartly," never hesitate or waver between two opinions at a critical moment, for that will merely lose you the race. The need of prompt decision is one of the most exciting features of racing, now it has been brought to such perfection. One faux pas and you are done if the wind stops true, but on the other hand it seldom answers to give up, as you need never despair of the wind veering round and coming to the rescue, even if you have made a blunder. To be really good in a boat you should have done some single-handed work, but this is not to be recommended until you are well grounded in the rudiments of sailing, or you will very shortly be "well grounded" on something harder still.

The single-handed matches in one-raters which were witnessed in 1895 and 1896 were excellent trials of skill, as was shown by the results. It is impossible to exaggerate the difficulty of sailing those boats single-handed in rough weather, for it is a task worthy of a Sandow and a Carter rolled into one, and the greatest kudos is therefore due to those sportsmen who brought their boats safely across the winning line. There were some "lame ducks" too, through no fault of their own, and many I regret to say made but a poor show of their prowess. There is plenty of variety, however, in racing without going to any extremes, or attempting impossibilities like those single-handed matches. A half-rater would be quite as much as one man could manage properly in rough weather.

Becken. Cowes.

ONE-RATERS AT COWES.

Every year affords fresh interests, as the type of boat alters, for there is skill required to get them into trim and learn their ways. Each individual boat, too, wants different handling, and it will often be a surprise to an adept in one boat, to find himself quite adrift in another. Steering has been steadily becoming more difficult hitherto, but now I fancy there will be a return to the fixed rudders we began with, which are much easier to handle than the balanced ones of later years. The business will not then be as fidgety, or require such close attention, as with balanced rudders your boat which may be ever so light on her helm, will be constantly veering about and getting off her course, if you do not keep an undeviating watch on your steering. Of course it all makes it more interesting, because more difficult, but in a way it is not an advantage for the helmsman to be entirely engrossed with his steering, unless he can conscientiously rely on his "crew" to do the rest.

To enjoy racing to the full you should have it all in your own hands with no one to say you "nay," otherwise that spirit of independence—so rarely enjoyed by our sex—is lost. The sensation of being master of your own vessel, with the helm in your hand and a willing crew to do your commands, unquestionably, these are elements which should be experienced to be enjoyed. As a man is dependent on his eye for shooting, his hands for driving, his pocket for betting, so does he depend on his wits for sailing. To be a good skipper you must above all things have a clear head and plenty in it, for there is much to learn and to keep up. Yacht racing has now attained to a pitch of perfection verging on science, and to succeed in it you must have observation, self-control, perseverance, good ready judgment and self-reliance, besides many other qualities too numerous to mention, such as patience and cheerfulness. There is nothing to compare to yacht-racing in my opinion for a woman's sport, calling into play as it does all these qualities, besides giving the wholesome enjoyment of an ocean life.

I began my racing career practically in 1886, though I had had some experience with a little boat called Fairy, which my father had bought from Picket of Southampton. This boat had been built for letting out to pleasure-parties, and was nearly as broad as she was long. Some years before this he—my father—had built the 60-tonner Vanguard, and as he was a great connoisseur on boats he made a good hit in buying the little pleasure-boat, Fairy. She and the Bird o' Freedom were the pioneers of that now famous body the Solent classes. With some slight alterations to the keel, and with the addition of a large jib to the sail plan, little Fairy proved herself capable of beating the Bird o' Freedom, which was then the greatest flyer of the day. This caused some surprise to the faculty—who were few in those days—and some of them decided to try and beat her the following season. Consequently 1886 saw the Minima and Tootsie added to the list, and some jealous competitions ensued.

West and Son. Southsea.

READY FOR THE START.

(MYNAH, HOOPOO, STORK, AND MOLLY.)

The Royal Southampton and Portsmouth Corinthian Yacht Clubs came to the rescue and gave fortnightly matches for the small craft, as well as for the 25 and 30 footers. Then the fun grew fast and furious, for the small boat racing having been given the necessary fillip, the designers put their best foot foremost and the sport was fairly started. A motley crew it was that assembled off the Town Quay every Saturday fortnight. Most of the boats were of the nice little cruiser type, slow as a country dinner party, nevertheless so enshrouded in canvas as to present a most sporting appearance. Any deficiency in design was balanced by unlimited additions in canvas, no expense being spared in sailcloth to make up the necessary speed. And how zealous was the competition! Life and death might have hung on the issue, judging by the ardour and agility displayed in the management of the boats.

"Every dog has his day," and this was the heyday of the Dauntless Amateur. An eager, perspiring, undefeated creature was he! Minus hat and socks, having shed all superfluities in clothing, he gallantly plied his task before the mast. Any effort to persuade him further aft, or into the "well," were unavailing. He loved to stand boldly up forward, the wind running riot through his hair, the poor boat shoving along all out of trim, owing to his misplaced weight, while he gallantly stood at attention, eager to signify that he was "ready for anything." However we shall see our hatless, sockless friend no more, his place being now filled by the peerless Itchen ferryman at thirty shillings a week.

The richest man now has the best boat, and if he does not get it the first time he goes on building till he succeeds. The same with the crew, the man with well-lined pockets gets all the best men by paying the best wages. But still even the designers are not wholly responsible for what their craft will turn out, as was proved by Sibbick building the unsuccessful White Rose for the Duke of York. Other cases I could also mention where money was no object, and boat after boat untiringly turned out for the same owner, yet without success. Then some lucky man may get a boat from the same designer which will clear the board for two or three seasons, her capacities having been all unknown to the designer himself.

How we managed in those days of unlimited canvas with only two hands remains a mystery. What with the enormous topsail and all the extra gear it entailed, the long spinnaker, boom, etc., and the largest mainsail that could be crammed on, the wonder is that we ever gybed round a mark at all, without capsizing the whole lot overboard. The gear of course was very much stouter and the boats slower on their helms than they are now, or it could not have been done. We have the same crew on a one-rater now that we used to have on the 25-footer Lil, which is most astonishing to think of when we compare the two boats. True they are practically the same length, but with what a difference in build. The Lil was a regular ship with her enormous spars and canvas, and her well timbered heavy hull and large cabin, whereas these little one-raters are mere cockle shells without half the amount of gear, nor are they nearly so hard on it. Nevertheless, anyone will tell you it is impossible now-a-days to manage a one-rater properly with less than two hands, and that with only two sails instead of four.

The first race I think ever sailed by women was between us—my sisters and myself—in the Fairy, and the Miss Coxes in their sister ship Colinette, I believe the Miss Hammersleys also formed part of the rival crew. I have but a vague recollection of the whole thing, being too young at the time really to grasp the situation in its full value, or for it to make any great impression on my mind, as I was always being taken racing in some boat or other. In 1885, we were again rivals in Verena and Lil, one of the Miss Coxes always going in the former, and one of us in the Lil. These were great wholesome boats with enormous sails, and we managed to do a lot of cruising between the races, which in those days only took place once a week. The Lil had quite a nice deep cabin which was the pride of our lives, pictures being hung in every available space, and little curtains and cushions to match. Little Fairy meanwhile was "not quite dead yet," and in 1888 "came up smiling" to fight the battle and the breeze in a resuscitated form. That year she proved herself no mean opponent, and succeeded in making the same figure of merit as Thalassa, the champion of the previous year. This success was due to a fin keel, an experiment of my father's which has since been through almost every imaginable variation, and still holds sway in a modified form among the smaller classes.

In 1887, Miss Cox built the Madcap at Payne's, and divided the honour with Thalassa, also a two-and-a-half-rater by Payne. The latter belonged to Colonel Bucknill, whose daughters are now so well known on the Solent. Miss Bucknill is indeed much sought after as a helmswoman, and with good cause, as she has learnt the work thoroughly and is as proficient at the helm as she is on the jib sheet. Her father has raced steadily every season since 1886, and she has almost always accompanied him and shared in the work most gallantly. I cannot be quite sure if we sailed Fairy or Lil that year, 1887, but I think both went to the line, my brother also designed a five-rater with but little success, being young he had to buy his experience of course, and learnt the advisability of going to Arthur Payne in future.

The year 1889 was a memorable one for us, as we were fortunate enough to possess the champion two-and-a-half-rater by Payne. Hummingbird was a charming boat in every respect, comparatively roomy, a good sea boat, and a wonderful performer to windward. She gained twenty-five firsts and four seconds, out of thirty-eight starts, and succeeded in routing three creations of the famous G. L. Watson. It was one of these, the Thief, which my sister, Mrs. Schenley, had the misfortune to possess. A most uncomfortable little craft it was. Only about five foot beam, with decks like sieves, and we were all crammed into little holes or cockpit places with only our head and shoulders out, for all the world like chickens coming out of an egg. That was really my introduction to racing. I had to work hard, as it was not the boat to take people in who did nothing. We were fortunate in securing Charlie Devis, who is now considered almost if not quite the best skipper on the Solent. He was then little more than a boy, so we were all young and enthusiastic together, and despite the many drawbacks I think we all enjoyed that season thoroughly. At any rate we were nothing daunted, and only waited till the next year to renew our efforts in a five-rater of the same type.

West and Son. Southsea.

THIEF.

This was also Lord Dunraven's début on the Solent, and he was not much better off than we were, having a sister ship to ours, by name Cosette. Therefore, with the Queen Mab, G.G., Lady Nan (Mrs. Rudstan Reid), Thalassa and Madcap (Miss Cox), we had to be content to compete for second honours, the Hummer always carrying off the first.

I might here put in a word in season, on the evils resulting from keeping rival boats in the family. The battles are bound to be re-fought over the domestic board again in the evening, and of the two the wordy war is by far the most bitter and lasting. The envy and jealousy of the defeated cannot fail to show itself, and even the conqueror owes the other a grudge, for having so much as dared to get in his way at the start! We learnt the lesson in 1887, and have kept studiously clear of each other's hunting grounds ever since, even counselling our friends not to put our fidelity to so severe a test as to join the same class. It was this year that Mr. Philip Perceval made his début with the Lollypop, a boat he bought from Mr. St. Julien Arabin. Since that time Mr. Perceval has been an enthusiastic member of yacht-racing circles, and is now almost as well known on the Solent as Calshot Castle. Most lucky in his boats, whatever he touches must turn to gold, and besides this phenomenal luck, he has unrivalled skill at the helm and in the general manipulation of the craft. So his racing record must be indeed a remarkable one. Perhaps some day he will be persuaded to publish it, in all its branches.

At the end of this season, a ladies' match was sailed in the sister ships Cosette and Queen Mab. Miss Bucknill was at the helm of the former, and Miss Harvey had the Queen Mab. It is much to be regretted that Miss Harvey did not persevere in her racing career, as she showed much ability and came of a nautical family. Her father, Mr. E. Harvey, was well known as one of the original members of the squadron. The race was very interesting and well managed, but far be it from me to say which proved herself the better steerer. Lord Dunraven and Mr. Perceval who now had the racing fever, had both built five-raters at Payne's and divided the honours in that class. Mrs. Schenley determined to make another experiment with Mr. Watson's design in the five-raters. The Valentine, however, was a worse failure than the Thief had been, Glycera and Alwida being always first and second. The stern chase became rather wearisome, and we did not keep at it so steadily as we should have, only starting twenty-six times to the others forty. We managed to pick up five first and four second prizes, chiefly in light weather. The Babe, Mr. Payne's design, was champion of the two-and-a-half-raters, and poor old Hummer, which had served us in such good stead the year before, was clearly worsted. She was beginning the season in her old style, when the dreaded advent of the Babe put an end to her prosperous career, and she had a hard struggle till the end of the season to keep up her old traditions. I sailed many times on Hummer and Cock-a-whoop, my brother's two-and-a-half-rater, and on the former I said less, but thought the more, as my father's seamanship was undisputed, and his tactics a wonder to behold. That year the inventive genius of Mr. Clayton, champion designer of the old length classers, produced the Dolphin, also a two-and-a-half-rater. She was looked at with decided disapproval and some disgust by the rival faculty, as her over-hang was considered a crafty mode of cheating the rule. So it was, and continues to be to this day in a still larger degree, but after all it is the designer's object to get as much as he can out of the rule, without paying for it in time allowance. Miss Cox and her sister, now Mrs. Rudston Reid, both built two-and-a-half-raters, which they sailed most conscientiously but without much success. Miss Cox's Mliss did the better of the two, the Troublesome not being a morsel of use except in light air. However, it was a very strong class, and of course every one could not expect to win. Mrs. Schenley was at last persuaded, in 1891, to give Payne an order, and he proved himself fully equal to the trust confided in him, by producing that most delightful of boats the Windfall. Seaworthiness, dryness, roominess, and lightness of helm were some of her qualifications, besides her exceptional speed. War to the knife ensued between us and Mr. Perceval, who had likewise got a new five-rater from Payne. We came out of the fray each with thirty-four flags, Windfall's string however being the better by six firsts, indicated her superiority by six conquests out of the forty deadly conflicts. These struggles have never been renewed, the ordeal having been too great for both sides.

The small pickings left over and above, namely nine first prizes and twelve second, were shared by Alwida and Iernia respectively. The latter boat, one of Fife's failures, was owned by that genial Irishman, Mr. Langrishe, who had previously sold the famous Samæna to join the ranks of the owners of the smaller classes, to which he has remained faithful ever since. He placed his confidence from the first in young Mr. Charles Nicholson, who ultimately proved more than equal to the trust reposed in him, and he designed the Dacia in 1892. Miss Cox was again at a discount with a most unattractive two-and-a-half-rater, she called Fiera. This was one of the hard-mouthed type, and wanted a fresh wind and a strong man at the helm. She gave a good account of herself however on such occasions, and ran up a better record than Mliss. Miss Harvey was the possessor of a very pretty two-and-a-half-rater called Undine, built from a design by Mr. Clayton. This last was still more of an advance towards the type of the present day, and no doubt would have made a good performance then if she had been raced. She only showed up once or twice, however, and so of course never had a chance of getting into trim or anything else. Possibly Miss Harvey was put off by a collision she had with the Windfall during the Cowes week. It was very unfortunate, but not her fault as I can testify. Nevertheless it was none the better for that, and I remember pointing out the best place on the Windfall for her to ram with the least danger. Undine's bowsprit accordingly went clean through Windfall, just forward of the mast, and then the two boats got locked together and the spars began falling about our ears. There was a strong wind and a still stronger tide, and we were rapidly driven under the bows of a large steamer Gladwyn. The Undine had the inside berth between Windfall and Gladwyn, and as Windfall got across the tide she fairly ground poor little Undine's frail hull till the timbers groaned again. Meanwhile the gallant crew of the Gladwyn insisted on dragging us ladies up over the bows, and this was the most alarming part of all, as it was such a height. The owner of the Gladwyn, who was in the Squadron at the time, was much surprised a little later to see a strange lot of rather dilapidated females, being rowed ashore in his gig.

West and Son. Southsea.

NADADOR.

I must not forget to mention that lively little club at Bembridge, situated on a remote corner of the Wight, near to which is the double attraction of a superior golf-links. The Bembridge Sailing Club, or "B and S" Club, as it is irreverently called, was started in 1889 by Colonel Moreton and Major du Boulay. Some of the rules were nothing if not eccentric, and I am told the favourite hour for match sailing was about midnight. The women were duly considered in this club, and most ably did they acquit themselves in the one design class.

Miss Sutton was tempted out to the more easterly regattas, when she had a half-rater called Wee-Winn, of which more later on. Miss Moreton, Miss Hallows, and Mrs. Dudley Ward and her daughters, were among the other Bembridge sailoresses, though of course many more came down in August to this cheerful little resort.

The next year, 1892, both our family boats were beaten by a new talent, young Mr. C. Nicholson. It was a great thing bringing a new brain to bear on the matter, as for the previous five years Arthur Payne had held the whole sway, and prior to that Mr. Clayton. These boats went quite fast enough to make a good race of it amongst themselves, and though they assuredly were hard to beat yet they were beaten by the Dacia in the five-rater, and the Gareth in the two-and-a-half-rater class. The latter was the property of Mr. Henderson, who was indeed fortunate, as he was a complete novice, to own the champion of three seasons. Lord Dudley bought Dacia from Mr. Langrishe in the middle of the season for a fabulous price, nevertheless the latter was generally to be seen at the helm. Lord Dunraven's Cyane, from Mr. Payne's design, was at the old game of shovelling the first prizes into her locker, until Dacia came out and put a stop to it. The pace of this flyer soon spread dismay in the class, which was not very well filled even at first, and soon no one could be got to start against her, until she went down to Torbay to show a boastful Scotch antagonist the way round the course. The rivalry between North and South is always exceedingly bitter, but latterly the Scotchmen have not thought it infra dig. to come to the South for their best designs in the small classes. It would be more patriotic, to say the least of it, if the best Clyde amateurs were to challenge us in their home manufactures, otherwise their triumphs are but reflected glories after all.

West and Son. Southsea.

MORWENA, STEERED BY MISS SUTTON.

A little stranger from over the water appeared this year (1892), to the order of Miss Winnie Sutton. Wee Winn, however, did not belie her somewhat ambitious appellation, as is often the case. On the contrary, she amply fulfilled it, and the tiny Yankee did her country great credit, and that in what we flattered ourselves to be a very formidable class. She had nine competitors from four different designers, and yet fairly walked round the lot. Her performances were the signal for further Yankee inroads, and 1893 saw two American boats, namely Meneen and Morwena, added to the list. So now there was an American in all three classes from two-and-a-half downwards, and to our shame be it said each one headed her class. It was not till the year 1897 either, that Meneen may fairly be said to have been outclassed, her construction also was a masterpiece of lightness and durability. Her record was forty prizes in forty-nine starts, and this with seven rivals, one of Mr. Nicholson's design and one of Mr. Payne's included. Mrs. Hardie Jackson constantly accompanied her husband in Meneen, and was as at home on the water as she is known to be in the saddle. This was not a propitious year for South coast designers, as Fife held the laurels in the five and likewise in the twenty class. The twenties were a new institution promoted by Lord Dunraven, and they flourished for four years as Solent classes, but last season (1897) no new ones came to the line except towards the end of July.

In 1893 the race programmes were almost too well stocked, the scrimmage on the line to get the start being a sight to behold, especially in the one-rater class. There were considerably over a dozen of these, and almost as many half raters, all determined to get the start of the others over the line, and that sometimes a very narrow one as in the Hamble river. The Morwena, champion of her class, was owned by one of the sisters of Miss Winnie Sutton, and though her success did not cause such a stir as Wee Winn's, she made almost as good a record. Miss Cox's luck again failed her in Kismet, a two-and-a-half rater built by Payne. I believe she also was a very hard boat to steer, in fact worse than Fiera. My brother sailed the majority of races that year in Gareth, whose performance was a good one but not so good as the Meneen's. Gareth started five times more than Meneen and won two more prizes, but Meneen's figure of merit came out the highest. These two consequently pretty well monopolised the prizes, but a few being left for the other six, of which Kismet picked up two firsts and six seconds.

Mr. Jessop was the owner of the Molly, twenty rater, and Coquette, half rater. He consequently often required a helmswoman for the latter, which office he kindly offered me. Little Coquette was an extremely fast boat of Mr. Nicholson's design, and made one of the longest string of flags ever recorded. Wee Winn, fortunately for us, only started eleven times that season. In the same year (1893) the majority of boats and the largest prize winners were of a good wholesome type, but the three following seasons they went steadily down hill in this respect. Elf was considered an unsightly monster then, but there have been many like her since, not a whit uglier or less exaggerated, which have proved themselves also the fastest movers. Flat Fish was a case in point. She was most aptly named; indeed, I think the Flounder would have been a still more appropriate designation. She was put together with most wonderful despatch by Fay and Co., from Mr. Soper's design, for my sister, Mrs. Schenley. The first two races she came to pieces, owing to the hurry over her construction, and had to go back for repairs. To hear the flump of her bow on to the water, it was marvellous that anything could hold out; she was just the shape of a spoon forward, and when driven against a head sea she naturally made the splinters fly. Her nose was quite four inches higher in the air by the end of the season, in fact she presented the most cheeky appearance. A most powerful boat in a breeze, in all senses of the word except perhaps the individual frame, she also required a Goliath to steer her. My sister's and my united forces were unequal to the task, and it used to amuse us to watch for the signal of distress held out towards the end of a race by the boastful amateurs, whom we requisitioned to steer on hard windy days. They were never keen to repeat the experiment, and if they did, they were glad enough for us to take turns. Our chief antagonist was Fleur-de-Lys, built by Fife and owned by Major Montgomery, one of the few lucky yachtsmen who have not followed up their successes, although a dweller on the scene of action. Lady Sophia Montgomery occasionally accompanied her husband, and took a keen interest in the fray and kept a jealous eye on the records of the rival craft. Theirs was undoubtedly the better "all round" boat, as Flat Fish was no more good than a barge in light weather, although she was conscientiously sailed in all the races for which she was entered. In 1894 two new aspirants for yachting fame joined the ranks, namely, the Hon. Mrs. Oliphant and Miss Lord. I can hardly say which has proved herself the keenest sailor. Mrs. Oliphant was most fortunate in securing an excellent two-and-a-half rater from Sibbick, called Zivolo, which made a very good record, taking twenty-nine flags in thirty-six starts. Although the boat was her own property, she very wisely got others to steer at first, though she always accompanied the ship. Now she no longer needs assistance, and though not possessing a boat of her own this year, she has had several mounts on other peoples. The Rosemary, a formidable customer to steer was in her hands the latter part of this season, and though a slow boat Mrs. Oliphant often led the fleet in her, and won two or three prizes. Miss Lord has had a succession of one-raters since her début in 1895. She favoured Soper's design at first, but latterly has adopted Sibbick's. All her boats have been large prize winners.

West and Son. Southsea.

FLAT FISH.

In 1895, yacht-racing was distinctly the fashionable sport. Lord Dunraven was no doubt in a great measure responsible for this, he having persuaded several friends to join the twenty-rater class. Lord Lonsdale owned one of these, Lord Dudley another, Prince Batthyany Stratmann, a pretty boat painted blue, and the unfortunate Baron von Zedtwitz, who was subsequently drowned off his twenty-rater, the Isolde.

Even Royalty patronized the Solent classes. The Duke of York had a one-rater built at Sibbick's in less than a week, in which he took a great interest though he did not venture himself to join in the sport. The White Rose was, however, in good hands, being most ably sailed by his equerry, the Hon. Derek Keppel. She was not a success, however, and when Mr. Keppel, who was called away at the end of August, confided her to me, I made but a poor show with her, gaining only one first in tour starts. Miss Cox was well to the fore in the same class, also having got her craft from Sibbick. She made a string of twenty-five flags, eleven of which were firsts. My brother had bought an unsuccessful one-rater, he re-named Fusee, the year before. He and I sailed this little boat in several races, I steering and he doing the work. It was fun, and the boat was well suited to this game as she was only good for light water, directly it blew up at all she was passed in spite of all we could do. So when my brother went abroad at the end of June I got a boy to help, and sailed in the light wind races throughout the season. I thoroughly enjoyed myself and got ten prizes out of twenty starts, though poor little Fusee was invariably beaten on a reach except in the lightest air, and had to make up all her time on the "beats." That August was a busy month, for on looking back I find I raced every day, Sunday not excepted, as we used to have duels in Fusee and White Rose with amateur crews. The class to which these belonged (one-raters) was then and has remained the most popular of all classes on the Solent. Once at Yarmouth, fourteen of us started together over the line. It was grand fun and I was very proud of leading at the end of the first round in little Fusee, but unfortunately the wind dropped completely in the second round, and only a few of us managed to complete the course at all. I think Mr. Paget's Soper got in first, and Miss Cox's Mavis second.

1896 was also a great one-rater year, and Miss Cox had the honour of leading the whole fleet in almost every race she sailed. She had returned to her old ally, Arthur Payne, who designed her the Speedwell. No praise is too high for this little champion, for she still holds pride of place and has proved herself as seaworthy as she is fast. I never steered such a wonderful boat, to windward she positively edged along in the teeth of the wind and made all the others look foolish, as she outpointed them to such a ridiculous extent. I often sailed the old Meneen that year, and she also was dependent on her windward powers for her success, as being much shorter than the others she could not be expected to reach with them. This was well shown at some races at Seaview in August, when we headed the Florence (Sibbick's crack owned by the Marquise de Serramezzana) every time to windward, whereas she would pass us again on the reach. The Florence got two firsts and one second, and we secured two seconds and one first out of the three races. Mrs. Schenley had bought the Corolla, a success of the previous season. We did very well with her until about the end of July, when Tatters became too much for us, some slight alteration having given her the advantage over us. Florence then came out, and we left those two to fight it out to the bitter end. These boats, both of which were of Sibbick's design, were extremely fast, though they were not remarkably close-winded. Lord Albemarle built Valeria I. at Payne's, and I sailed in her many times but failed to score, there were certainly numerous and formidable rivals and Valeria came rather late to the fray. It must be an unlucky name I think, as Valeria II. has not proved any better, though she is a beautiful boat and great things were expected of her, being Payne's design. Tatters, with Miss Lord at the helm, won first prize in the Ladies' race (promoted by the Gentlewoman) on August 4th, Mrs. Oliphant who had a good mount in the Florence was second, Miss Bucknill being third in Meneen, I fourth in Valeria, my sister last in Mem Sahib. There was a fresh wind, and as the harbour was full of yachts, and the course was all amongst them, considerable skill was required in the handling. There were happily no casualties. Another ladies' race in one-raters, with a diminished crew of one amateur, was got up one evening at Cowes by Lord Harrington. There was a fine scrimmage getting on board, most of the women or their boats being late, the starting-gun—a 12-bore—was fired off in one of the bathing machines, regardless of the entreaties of the competitors for time. I was dragged on board the wrong boat at the last minute, my "mount" being late, and off we went after Speedwell, but she was already a speck in the distance, and we found we should never catch her again. My sister and I had a deadly encounter in Tartar and Bodagh, and after jostling each other round and round and tacking and filling in a remarkable manner only known to ourselves, I came out the best of it and she gained third honours.

Becken. Cowes.

COROLLA, STEERED BY MISS HUGHES.

In 1897, Mrs. Schenley joined the one-design class—with Cresta—- started the year before by Major Colville and Colonel Bucknill. These boats proved very popular and much good racing has resulted. They are ugly but wholesome, not very fast but answer their purpose well. We did not race very assiduously that season as we were often otherwise engaged. Cresta won us about fourteen prizes, in thirty starts I think. Many women sailed in this class, Mrs. Parry and Mrs. Tower constantly accompanying their husbands, also Mrs. Towers Clark and Mrs. Alwyne Greville were occasionally to be seen on the C'lerk and Eileen. These latter, however, never ventured to take the helm, though they were much attached to the sport and nothing daunted by weather. The boats owned by women this year were the Fairy, Miss Lord, Cresta, Mrs. Schenley, and Speedwell, Miss Cox, while Mrs. Oliphant was Queen Regent on the Rosemary. My sister, Miss Hughes, constantly sailed the Meneen and Speedwell, but she will never make such a record as she did with the Viva, half-rater, lent her by Mr. Wood, which was one of the largest prize-winners and most successful of her class ever floated.

Half-raters are too small for my taste, and I think a two-and-a-half, as the boats are built now, is the best size for a woman. Possibly the day may come back when the five-raters will be as easy on their helms as they were in 1891. My sister tells me she steered Forella, five-rater, in quite a fresh wind this season and had no difficulty in managing her, so perhaps I am not too sanguine in anticipating more sport for us in this class.

F. G. Stuart. Southampton.

FAIRY, STEERED BY MISS LORD.

My ideal mode of yachting would be to have a new two-and-a-half-rater whenever the old one was worsted, with a five-rater perhaps now and then to vary the monotony. A fifty-ton steamer, or one perhaps a little smaller, to act as convoy is essential, and it should be fast and have a good saloon, and a couple of rooms to change in if needed. Cowes is the most convenient pied-à-terre from a racing point of view, being very central with regard to the more frequent regattas. Racing is not a cheap amusement, but then, nothing nice ever is. To put it roughly, the two-and-a-half-rater would cost £300 to build, and £100 to "run." The steamer £2,500 to build, and £300 to "run," and the little house at Cowes, one or two hundred for the season. Of lesser items connected with racing there are several, the numerous club subscriptions for one thing being no small matter. The expenses of yacht-racing have been steadily on the increase, and I hope now they have attained their maximum. We have had sixteen racing boats in the family during the last twelve years, our last effort being made in the poor man's class, the one designers, which fact speaks for itself. Many others are in the same hole as ourselves, and are glad enough to find a means of racing without so much expense. The one-design class was specially instituted to meet this demand, as the boat only costs £200 to begin with, and all the costs, wages, etc., are limited and prescribed by the rules. They are fine little craft too, stiff and dry and light-helmed, in fact very suitable boats for a woman to start her racing in. About fifty prizes are given by Solent clubs for this class, though, of course, they are not so well catered for elsewhere.

A trip to the Westward at the end of the Ryde week is a pleasant change, the regattas at Torquay and Dartmouth being quite unique spectacles. I know of nowhere in England where ceremony is so lightly disregarded, or where conviviality is so essentially the order of the day.

The late Prince Henry of Battenberg did honour to these festivities in 1894, and won himself golden opinions by his geniality, and genuine enjoyment of the fun. He asked my brother to sail his twenty-rater, Asphodel, during this time, and proved himself not only a lenient master, but a kind friend and a keen sportsman.

My chronicle is now at an end. I am conscious of having made many omissions, and though my love of yachting makes even writing on it a welcome task, still I feel the futility of my endeavours to portray adequately the pleasures of the sport, which it has been my life interest to enjoy.

Barbara S. Hughes.

The following list of Racing Clubs of the Solent may be of use to those interested in the sport:

Ent. Fee. Sub.

Royal Southampton Y.C. 2 gns. 3 gns.

Royal Portsmouth Y.C. 0 " 3 "

Royal Albert Y.C. 4 " 4 "

Royal Victoria Y.C. (Ryde) 5 " 6 "

Royal Southern Y.C. (Southampton) 4 " 4 "

Castle Y.C. (Calshot) 3 " 3 "

Bembridge Sailing Club 3 " 1 "

Island Sailing Club (Cowes) 1 " 1 "

Minima Y.C. (Hamble) 10/6 10/6

Hythe Y.C. (Hythe) 2 gns. 2 gns.

Seaview Sailing Club (Seaview) 1 " 1 "

Lombardi and Co. 13, Pall Mall East.

MRS. W. L. WYLLIE.