THE CLUBS AT KINGSTOWN, DUBLIN Co.

Yacht Club Flags.The dates show when the Clubs were established.

Cork Water Club putting out to sea, 1720.

I shall now acquaint your Lordships with a ceremony they have at Cork. It is somewhat like that of the Doge of Venice wedding the sea. A set of worthy gentlemen who have formed themselves into a body, which they call the 'Water Club,' proceed a few leagues out to sea once a year, in a number of little vessels, which for painting and gilding exceed the King's yacht at Greenwich and Deptford. Their Admiral, who is elected annually, and hoists his flag on board his little vessel, leads the van and receives the honours of the flag. The rest of the fleet fall in their proper stations and keep their line in the same manner as the King's ships. This fleet is attended with a prodigious number of boats, which, with their colours flying, drums beating, and trumpets sounding,forms one of the most agreeable and splendid sights your Lordships can conceive.The Union with harp and crown in the centre on a green field, was granted by the Lords of the Admiralty to William, Earl of Inchiquin, for the Cork Harbour Yacht Club, in 1759.

The Union with harp and crown in the centre on a green field, was granted by the Lords of the Admiralty to William, Earl of Inchiquin, for the Cork Harbour Yacht Club, in 1759.

The present club-house is delightfully situated at Queenstown; though old association clings rather to Haulbowline, with its quaint history. The old pictures in the club-rooms of the Water Club yachts are valuable as showing what the craft were in those days. Age has sombred them down so much that many details are unfortunately lost. We are indebted to Major H. H. Newman, the Hon. Secretary, for his assistance, and also to Major Lysaght, who kindly photographed these paintings.

Kingstown Harbour, so admirably adapted for sailing, has long been a favourite spot with yachtsmen. Formerly Kingstown was a small creek called Dunleary, but King George IV. embarked there on September 3, 1821, and promised a grant for a new harbour, which was finished in 1859 at a cost of 825,000l.This harbour encloses a clear sheet of water 250 acres in extent, of depth from 15 ft. to 27 ft. at low water, with a rise of 8 ft. or 9 ft. It affords good holding ground and shelter from all winds, and, being a harbour of refuge, there are no harbour fees. As a yachting station, in addition to being a safe anchorage, it has the advantage of enabling a yacht to get in or out to the open sea in a few minutes at any tide. The East Pier is a mile long, and forms one of the most perfect marine promenades in the world. Yachting took root here when the St. George's Yacht Club was established in 1838, though perhaps it should more strictly be dated from 1845 as it was in the latter year it obtained its Admiralty warrant. It has now become Royal, with Her Majesty the Queen as Patroness; Lord Dunleath (formerly John Mulholland, Esq.,)Vice-Commodore. A remarkably fine class of yachts is brought together in this club, and when the regatta is held Kingstown Harbour presents one of the finest aquatic spectacles in the world, embracing yachts and sailing boats of all classes. The 'Mermaids' and the 'Water Wags,' which give annually great sport in the Bay, are described in a following chapter. The Royal Irish Club has its club-house in a fine and convenient situation; established as it was in 1846, there will soon be two yachting jubilee regattas in Dublin Bay. July is the month when aquatic revelry is in full swing. Many is the hard race sailed from the harbour round The Kish, and many the spar carried away when the high-spirited Corinthians have been cracking on. The Royal Ulster meets at Bangor, Co. Down, having the Marquis of Dufferin as Commodore; Lord Dunleath as Vice-Commodore; Captain Sharman-Crawford, of 'Red Lancer' fame, as Rear-Commodore.

'ERYCINA'96 tons(F. B. Jameson. Esq., R. St. George's Yacht Club).Built by Fife, 1881.

ROYAL ST GEORGE'S YACHT CLUB, DUBLIN BAY.

No sporting society in the whole of the three kingdoms has done more to encourage seamanship than that which has its station in Dublin Bay, and has been known for so many years past as the Royal Alfred Yacht Club. Worked on a basis somewhat different from that of most clubs, whose object is the encouragement of amateur sailing, this community sprang into being on March 19, 1857, at a meeting held in Gilbert's Hotel, Westland Row, Dublin, under the chairmanship of that fine practical yachtsman the late Mr. William Cooper, so well known to all patrons of the sport by his valuable works on the pastime he loved so well, written under the pseudonym 'Vanderdecken.'

'OIMARA'169 tons'FLYING COULD'75 tons'IONA'63 tons'FIONA'78 tons'ARETHUSA'58 tons'FLAG BOAT''PANTOMINE'142 tons'GWENDOLINE'197 tons'GARRION'Royal Irish Yacht Club Cup, Kingstown, July 24, 1873(from a picture by Admiral Beechy).

Royal Irish Yacht Club Cup, Kingstown, July 24, 1873(from a picture by Admiral Beechy).

'Smartness' might have been the motto of the newly launched club, for within a few weeks of the above date the Irish Model Yacht Club—thus it was christened while yet onthe ways—had taken on board all the essentials necessary for a lengthened and prosperous voyage. Acker's signals were its code, and words of wisdom in the form of club rules had been duly got out and printed. A captain of the fleet, secretary, and treasurer, backed up by a very able committee of thirteen, constituted the 'powers that be'; and under their auspices, on May 21, the yachts of the club made their début in company in Ireland's Bay of Naples.

It was during the following year that one of those rules was framed which proved for so many years such a notable club feature. It ran as follows: 'Every Saturday shall be a Fleet day unless there be notice to the contrary, and all yachts on the station, under a fine of 5s., shall be bound to join the fleet at a given hour, unless a satisfactory reason for the yacht's absence be given to the Sailing Committee. No yacht is to join unless the owner, or a member of a Yacht Club, be on board.' Of course this regulation has had to be rescinded in order to allow of club matches taking place, and the cruises in company have become less frequent; but it is impossible to estimate the value to seamanship of fleet sailing, because there is no method by which the sailor can more readily attain to the complete command of his vessel, and make her answer to his bidding. Sailing as he will be on such occasions in company with yachts of various sizes, sail-carrying power and speed, the yachtsman who can keep station will have learnt not only to have a confidence in himself and his vessel, but also how to vary her degrees of sailing from the reeling off of knots to an up and down log line.

In 1859 the club was practically reorganised. A new book of amended rules and regulations was printed, and a book of signals produced and compiled by Mr. Jas. A. Lyle, who had been appointed honorary secretary. Among these new rules was this very useful and simple one: 'Each owner is to lodge with the secretary a duplicate of his racing flag, and this flag is to be carried on board the Commodore's yacht of the day, to facilitate signalling and avoidance of mistakes.'

Towards the end of the season Lord Otho Fitzgerald, who had up to this time acted as captain of the fleet, gave up the office, and till it was eventually done away with, a Challenge Cup was instituted, open to all yachts of 15 tons (the largest size among the racing fleet) and under, to be sailed for annually. It was ruled that in future the holder of this cup should fill the office of captain of the fleet for the ensuing year.

So far the club matches had been few and somewhat irregular. Three classes had been formed, consisting of yachts of 10 and not exceeding 15 tons, of 6 and not over 10, and of others under 6 tons. This year, however, was started the annual series of racing matches, which have for over thirty years been so popular with the racing fraternity of St. George's Channel and the Clyde; and each season's programme has only undergone such alterations as have been necessitated by the increased tonnage of the competing yachts, or as may further racing according to the fashionable sizes of the yachts of the period. About this date, too, it was found necessary to obviate the difficulty which was being felt with regard to manning and sailing yachts, owing to the number of large yachts, which already flew the club burgee; the original rule, that permitted members only to be employed, was therefore stretched, in order to admit of any member of a Royal Yacht Club, who had paid his subscription, or any gentleman amateur not a seafaring man, being entered as a racing hand.

In 1864 the club advanced another step safely, and emerging from its chrysalis stage of a model yacht club, butterflied it in public as the Prince Alfred Yacht Club, keeping the same objects in view as hitherto, viz., the encouragement of match sailing and the acquisition of practical knowledge amongst its members of how to steer and handle their own vessels, especially while sailing. Commodores were appointed in place of a captain of the fleet, to carry on the more extended duties of the club; and Messrs. Putland, Scovell, and Bolton, whose names are household words throughout the yachting world, were the first officers to hold the appointments. No fewerthan five classes had now to be created to take in the racing fleet; the class for yachts of 40 tons and over included all the big ones, that for 7 tons and under was open to the small fry.

Two years later (1866) the Duke of Edinburgh identified himself more closely than heretofore with the club that bore his name, by becoming its patron, and presenting a cup to be sailed for; and it was during this season that prizes were instituted, in the shape of gold pins bearing the club burgee, to especially encourage the art of helmsmanship. 1866 is also worthy of being remembered as having witnessed the introduction of the annual Kingstown and Holyhead matches, with which, since that time, the racing programme of the season has nearly always started.

The standing rule which specially distinguishes this club is that all money received shall go towards racing expenses and prize funds. The consequence follows that, limited though the club is to 300 members (there were 200 in 1864), it is able to provide good prizes for all classes, and can show more sport for its money than many another richer club which is hampered with a house. The proof of the pudding is in the eating, and the success of this homeless club, as many have called it, should read a really useful lesson to the committees of all young yachting or other sporting communities, not to be too anxious about bricks and mortar or entering on the responsibilities of housekeeping.

In 1868 another new feature, which at once became popular and is so to the present day, was started by Mr. G. B. Thompson. This was a series of matches to be held each year for yachts manned by amateurs only; and it is in some of these races, which have taken place during the past quarter of a century, that the capabilities of the members have prominently appeared as first-class able seamen. This season, however, will always be remembered for the race that was sailed on June 1 by the 2nd class yachts—viz. those over 25 and under 40 tons, in which the 3rd class yachts were allowed to enter at 26 tons. The 'Xema,' 35; 'Vampire,' 20 (rated at26); 'Echo,' yawl, 37; 'Secret,' 31; 'Kilmeny,' 30; 'Wavecrest,' yawl, 35; and 'Amberwitch,' yawl, 52 tons, started. Three paid hands were allowed to each yacht. The course lay from Kingstown Harbour, round the North Bar buoy, Kish Lightship, and the Hauling buoy in Kingstown Harbour—twice round, to start from moorings. Though the weather was anything but satisfactory, all the morning had been fine, and there had been scarcely any wind, so that light muslin, in the shape of large topsails, balloon foresails, and big No. 1 jibs, was donned by all the competitors, at all events for the reach out to the Bar buoy. The old 'Bat' was the first to get away, but she was soon overhauled by the 'Echo,' the rest following in line abreast. As the day grew on, the wind, from being shifty and all over the place, gradually settled down from the eastward, and the 'Wavecrest' being the first to feel the true wind, she very naturally made use of it, and went through her vessels as if they had been at anchor. She was not allowed, however, to have the game all to herself for many moments, as the 'Amberwitch' and 'Xema' were soon on her track, while the 'Kilmeny' and 'Vampire' indulged in a luffing match, and almost allowed the 'Secret' and 'Echo,' which were doing rearguard, to overtake them.

The buoy was rounded in the order given above, and as the wind had been increasing rapidly the crews were now called on to show their smartness in handing in the wind persuaders and substituting second jibs and working foresails for the close-haul out to the Kish. Those who know what the face of the waters is like off the Kish Bank when a hard easterly wind has set in will have some idea of the kind of business that was being transacted on this occasion, on the outward journey. Soon it became evident that topsails were altogether out of place, and those who had shifted ballooners for small square-headers had to take them in again and house their topmasts. The 'Xema' alone held on, though it could easily be seen that her topsail was not helping her at all. She had quite trouble enough too, as it turned out, without having uselesstop-hamper aloft, for her weather bowsprit shrouds began to show such signs of distress that it became necessary for her to hand in her head-sail and set a small jib. The 'Amberwitch' was heeling and toeing it to such an extent that, by sagging away to leeward, it became quite clear she was by no means having things her own way. The 'Xema,' on the other hand, notwithstanding her sail-plan, coming up under the 'Kilmeny's' lee, was forereaching well on her, when a further trouble overtook her in the parting of the main outhaul, and the traveller coming in as far as the reef battens—there were no outhaul horses in 1868—left the mainsail in a bag, a misfortune which was at once taken advantage of by the 'Kilmeny,' who promptly gave her the go-by.

The 'Vampire' had quite as much as she liked with the broken sea she had to drive through, but it would have rejoiced the heart of the late Mr. Dan Hatcher, her builder, had he seen the way in which his little vessel stepped it out to windward and held her own with her larger sisters. The Kish was passed by the 'Kilmeny' as leader of the van, and she was followed by the 'Xema,' 'Amberwitch,' 'Echo,' and little 'Bat' in the order named. Now that they had rounded the lightship topmasts were sent on end again by all, with the exception of the 'Echo,' whose crosstrees had come to grief; square-headers were once more seen aloft, and sheets were checked well off for the run to the harbour. On nearing the piers the wind lightened as quickly as it had got up; it left the leading yachts almost becalmed, and only just able to gybe round the mark.

Starting away again for the second round, the 'Xema' made use of the lack of wind to set up her headgear and secure her bowsprit shroud, but she had barely set things to rights before the wind came on with double vigour. It was a reach this time out to the Kish, and weight naturally telling, 'Kilmeny' was outpaced by the 'Xema,' which led round the lightship, followed closely by the 'Amberwitch,' 'Kilmeny,' 'Echo,' and 'Vampire,' with 'Wavecrest' to bring up the rear. The'Secret' had got into difficulties about a mile from the lightship by her bowsprit snapping off close at the gammon iron, and with the sea that was running its crew had their work cut out for them in clearing the wreckage and sending out a jury spar. With the rest of the fleet it was a case once more of up topmasts and topsails for the run home, and a most exciting race was being sailed by the 'Xema' and 'Amberwitch' for the first place (the latter had to allow 'Xema' 2 mins. 12 secs., as she was a 51-ton yawl), when the wind, drawing off the shore as before on nearing their destination, brought it to an end. The sheets had accordingly to be hardened in, and a board to be made into Scotsman's Bay to get the benefit of the young flood, which was running in shore. A couple of short tacks now brought the 'Xema' clear out on the weather of the 'Amberwitch' and 'Kilmeny,' so that, gaining inch by inch, she managed to win at last. Nothing could have exceeded the smart manner in which the shifting of sails and the work aloft was carried out on board all the yachts.

In 1869, the honorary secretary, Mr. Lyle, to whom the Club will ever be indebted for the care and interest he has shown in furthering its welfare, gave a tankard as a prize for a one-handed race, the conditions of which were: 'Only one man, and he a member of the Club, shall be on board, and all others must leave before any canvas is set or station taken.' Flying starts had not yet come into fashion, and therefore buoys had to be picked up. No fewer than ten yachts started for this race, five of which were over 10, and three over 5 tons. The 'Queen,' 15 tons, was the winner, but the season will be best known by the introduction of the celebrated Champion Cups, which have ever since shared the honours with the Corinthian matches in the Club programmes. To secure the necessary funds for providing these luxuries, members were permitted to commute their annual subscriptions by the payment down of 10l.By this means the greater portion of the handsome pieces of plate, for which so many flyers of their day have competed, were obtained.

The Duke of Edinburgh, who, as already remarked, had been patron, assumed in 1871 the duties of commodore, a post he is still holding; the club had become Royal in the previous winter. The limit in the number of members was increased from 200 to 300, and the club burgee also underwent a change. Up to this date the club had sailed under no fewer than four different burgees. The original flag consisted of a red anchor on a blue field, but this only enjoyed a short life, as the anchor was changed into an Irish crown before the first season was over. In 1859, the flag appeared with a white ground, a blue cross with four points at the intersection of the cross forming the design, and in 1861 the field was changed again from white to red, with the new device of a yellow foul anchor. Now for the last time the device was altered from the ordinary foul anchor to that of a foul patent Trotman under an Imperial crown. The patent improved anchor represents the club's leading position as a Corinthian yacht racing society.

Besides five champion cups of the several values of 120l., 60l., 35l., 25l., and 15l., one in fact for each class, the Duke of Edinburgh presented a 50l.cup. A gale of wind sprang up during the race for this prize, which was won by Mr. George Putland in the 'Enid.' She was the only one of all the yachts that crossed the line—flying starts were instituted this year—to finish the course, and it was the rounding of the Kish Lightship in this race by the 'Enid' that Admiral Beechy took as the subject of one of his most celebrated sea pictures. The 'Egeria,' schooner, was disabled very early in the race by the carrying away of the iron strop round her boom.

During the season of 1872 the club was presented with the first of the three Queen's Cups of which it has been a recipient. Matches during the summer alternated each Saturday with cruises in fleet under one of the club officers, with regard to which one great point should be noticed, viz., that it has been the custom to sail only one match as a rule on each of the racing Saturdays. There are many other clubs which woulddo well to follow this example, as it is not infrequently next to impossible with some clubs for outport members and yacht-owners, when wishing to join in Corinthian matches, to obtain competent hands.

1872 was the last year in which single-handed racing received club support. A single-handed match had been sailed each season since their inauguration by Mr. Lyle, Mr. Alec Richardson winning twice (in 1870 and 1871) in the 'Naiad,' 10-tonner; but the sad loss of Mr. O'Connell, one of the most popular and sporting members of the club, together with his yacht, and the narrow escape from foundering of another, emphasised the advisability to stop such races for the future. The race in which this disaster occurred took place on June 1. The day was a peculiar one. A double-handed match had been sailed during the fore- and early afternoon, when a nice S.E. breeze favoured the competitors, which had one and all carried large topsails aloft. This race was finished, however, in a heavy downpour of rain, and was won by the Vice-Commodore, Mr. George Thompson, in the 'Madcap,' 20 tons. After the race was over the rain came down in such torrents that there was some hesitation about allowing the single-handed match to start, though there was no appearance of any heavy weather setting in. This fact, and there being no sea to speak of, settled the question, and accordingly the 'Petrel,' 10 tons, Mr. W. G. Jamieson; 'Mocassin,' 10, Mr. Corrigan; 'Madcap,' 20, the Vice-Commodore; 'Torment,' 5, Mr. Miller; and 'Peri,' 5 tons, Mr. O'Connell, most of them with reefed mainsails, made a start at 3 hrs. 5 mins. in the order named. The weather soon afterwards became very thick, and nothing was seen of the yachts till 6 hrs. 34 mins., when the 'Petrel' was discovered making for home. A number of yachts were out all the afternoon, and some of them on coming into harbour had passed the word that things were not going on as sweetly as they might outside. The wind had shifted to the S.W., and a considerable sea was running, increased or rather broken by the flood-tide. The 'Mocassin,' who hadgiven up, corroborated the statement that was flying about, and soon after the 'Heroine,' 60-ton cutter, arrived with her topmast gone, followed by the 'Whirlwind' yawl, with the loss of her gig washed away from her davits.

The danger was now clearly apparent, and a tug was immediately sent out to look for the yachts, as it was feared the small ones would be unable to beat up against the sea and make their port. The 'Pleione,' schooner, had fortunately fallen in with the 'Madcap,' and put a hand on board her just in the nick of time, for she had shipped a heavy cargo of water below owing to her fore hatch having been washed overboard, and her head-sheets had gone. The 'Torment' ran for Howth, whence she was helped back to her moorings by a friendly tug, which was sent later on to her assistance. The 'Pleione,' however, reported that the unfortunate 'Peri' had been pooped, and that she had immediately foundered, taking with her her plucky crew. The schooner had sailed on and about the spot for some time, hoping against hope to recover some memento of the catastrophe to carry back to Kingstown, and the tug was also employed in cruising round the locality, but to no purpose, as nothing was seen after she went down of either the 'Peri' or her owner. Though it is now more than ten years since this sorrowful occurrence, the name of Mr. D. O'Connell, beloved by all who knew him as a keen sportsman and a most genial friend, still remains green in the memory of Irish yachtsmen.

Useful as the single-handed matches were for bringing out a display of seamanship, confidence and independence, it was as well under the circumstances that at this time they should end; but it seems a pity that the two-handed matches should have received their death-blow as well. The extra hand means all the difference between danger and safety.

Of the work carried out by the club perhaps the programme for 1874 gives as fair a sample as it is possible to choose, taking one year with another. The list of matches was as follows:—

Nos. 1 and 2. Matches to and from Douglas, Isle of Man.No. 3. Match for yachts not exceeding 7 tons. No. 5 Champion Cup, with 7l.added.No. 4. Match for yachts not exceeding 20 tons. Corinthian Race. 25l.Helmsman 5l., with tankards for the crew.No. 5. For yachts not exceeding 25 tons. No. 3 Champion Cup; with 25l.added.No. 6. Open to all yachts. Corinthian Race, 50l.Helmsman 5l., and tankards for crew.No. 7. For all yachts not exceeding 7 tons; 15l.given by Mr. Macartney.No. 8. Match open to all yachts. No. 1 Champion Cup, 50l.added; two helmsmen's prizes of 4l.each.No. 9. For all yachts not exceeding 15 tons; 1st prize 15l., 2nd prize 10l., given by Mr. Fulton. Helmsman 5l.No. 10. For all yachts not exceeding 40 tons. 2nd Champion Cup, with 35l.added.No. 11. For all yachts not exceeding 15 tons. 4th Champion Cup, with 15l.added.

Nos. 1 and 2. Matches to and from Douglas, Isle of Man.

No. 3. Match for yachts not exceeding 7 tons. No. 5 Champion Cup, with 7l.added.

No. 4. Match for yachts not exceeding 20 tons. Corinthian Race. 25l.Helmsman 5l., with tankards for the crew.

No. 5. For yachts not exceeding 25 tons. No. 3 Champion Cup; with 25l.added.

No. 6. Open to all yachts. Corinthian Race, 50l.Helmsman 5l., and tankards for crew.

No. 7. For all yachts not exceeding 7 tons; 15l.given by Mr. Macartney.

No. 8. Match open to all yachts. No. 1 Champion Cup, 50l.added; two helmsmen's prizes of 4l.each.

No. 9. For all yachts not exceeding 15 tons; 1st prize 15l., 2nd prize 10l., given by Mr. Fulton. Helmsman 5l.

No. 10. For all yachts not exceeding 40 tons. 2nd Champion Cup, with 35l.added.

No. 11. For all yachts not exceeding 15 tons. 4th Champion Cup, with 15l.added.

One more race, which was promoted this year, must not be forgotten, as it would prove a very advantageous item in all yacht-club programmes, viz. a swimming match in clothes. The conditions were as follows: 'Each member must wear woollen socks, a pair of slippers, shoes or boots, woollen or canvas trousers, a flannel shirt, with a guernsey or yachting jacket; the distance to be covered 200 yards.'

In the Corinthian matches it may be noticed that the club not only gives the customary helmsman's prize, and that a good one, but each member of the winning crew receives a tankard with the yacht's complement or the club burgee engraved on it, a principle again worthy of adoption by all Corinthian yacht clubs in races where no paid hands are permitted.

At this period the club had the fine total of 163 yachts to a list of fewer than 300 members; and to show how admirably everything was carried on to the furtherance of sport, prizes were given to the amount of 364l.out of an income of 521l., the club expenditure being more than covered by 78l.Thesestatistics are of interest as showing what can be done by a club when not fettered by club premises.

The entry in the season of 1875 for the No. 1 Champion Cup is worthy of a notice here, since no fewer than seven of the large cracks of the year put in an appearance—'Fiona,' 75 tons; 'Cuckoo,' 92; 'Neva,' 62; 'Speranza,' yawl, 85; 'Latona,' yawl, 165; 'Egeria,' schooner, 147; and 'Gwendolin,' schooner, 197 tons; and as an example of a R.A.Y.C. Corinthian match, that which took place on July 17, 1876, for 'Twenty Tonners' will long be remembered, not so much for its record of spar-breaking, as for the seamanlike way in which difficulties were overcome. The description of the race is here given almost in the words of an account for which the writer is indebted to Mr. James Drury, who was himself an active witness on the occasion. The weather was far from favourable owing to a strong gale during the previous night having raised a nasty tumbling sea on the banks, while the wind, though moderate in the early part of the afternoon, at times blew in fierce squalls, rendering it necessary to reduce canvas at awkward moments.

The entries were:—

Prizes: Owner, 25l.; helmsman, 5l.; crew, tankards. Course No. 3 (24 miles), no paid hands allowed. Though the number of competitors was smaller than usual, the quality was extremely good, all four being well known as about the best of their class. A nice southerly breeze was blowing, making it an easy reach to the South Bar buoy, and the tide was just beginning to flow to the northward. The 'Hinda' was the first away, steered by her owner, followed close astern by the 'Sunshine,' which had won so many prizes in 1874, with Mr. Henry Dudgeon at her helm. 'Sheilah' was third, with the late Mr. Pascoe French as pilot, and last, though only some 45 seconds behindthe leader, came the 'Challenge,' with a crew who had come over from Liverpool in her or by steamer, and comprised the cream of the Mersey and Cheshire yacht clubs, among them Mr. Richardson, her designer, who now handled the lines. The 'Hinda' and 'Sunshine' each carried a crew of eight hands all told, while the 'Sheilah' and 'Challenge' had a complement each of ten hands, including the helmsman.

All the yachts had whole lower canvas and jibheaded topsails set, except the 'Sheilah,' who had a small square header aloft, and 'Sunshine,' who had prudently reefed her mainsail and foresail, although they still looked big enough for a 30 even thus reduced. The 'Sheilah' soon showed her speed off the wind, as, going through 'Sunshine's' lee like a dart, she led the fleet and placed herself some 50 seconds ahead of any other by the time she had made the first turning point, where it was 'gybe ho,' and she increased this lead to 2¼ minutes at the Rosebeg, the others having played at luffing and thus impeded each other.

Sheets were now hardened in for a close haul to the North and South Burford buoys, and 'Sheilah' soon found her topsail too much for her in the jumpy sea; but unfortunately it had been set with the tack to leeward, and was not therefore handy for shifting, while, worse than this, her big No. 1 jib was pulling her head off, and with a single sheet only it was more than her foremast hands could manage to get it properly aft. The 'Challenge' held a beautiful wind, and getting clear of the other two, weathered fast on 'Sheilah,' though she did not headreach on her. Mr. French, wishing to shift his topsail, went about on the port tack before he could weather the South Burford, but meeting the 'Challenge' on the starboard tack, and fearing he would not be able to clear her, stayed under her lee, with the effect of being dead covered for four or five minutes, when the first bitter puff that came clear of the after leach of 'Challenge's' mainsail whipped 'Sheilah's' topmast over her side. She was immediately hove about, and her crew set to work to clear away the wreck, Messrs. Drury and Dunnerunning aloft and casting off the topsail lacing; but before they could get the sail down or the rigging secured, it was found necessary to go about again in order to pass the mark on the proper hand, and four or five minutes banging about of the wreck to leeward laced everything up into such a horrible state of confusion that it took the crew all they knew to get the topsail below, the broken mast on deck, and the rigging secured.

The 'Challenge' in the meantime, capitally sailed and handled, crept away steadily, and the 'Hinda' drew up on the 'Sheilah,' while the 'Sunshine' still kept the rear, not seeming to like the rough water. At 2 hrs. 27 mins. 35 secs. the 'Challenge' stayed round the buoy in Kingstown Harbour, followed by the 'Sheilah' 2 hrs. 33 mins. 10 secs., having her tricolour flag flying from her crosstree. The 'Hinda' rounded at 2 hrs. 34 mins. 55 secs., and the 'Sunshine' at 2 hrs. 37 mins. 30 secs. The wind was now much more westerly, and the squalls stronger. The 'Sheilah' set her balloon foresail for the reach out, in hopes of lessening the distance between her and the leader, and certainly gained a little. After the gybe Mr. French determined to shift his jib, especially as the starboard whisker had begun to buckle, and for this purpose gybed back and ran in under Howth—a great loss of time, for when the boom came over again the 'Hinda' was ahead.

The 'Sunshine,' after reaching Rosebeg, carried away her mast bodily, some 17 ft. from the deck, and the whole top-hamper fell overboard, leaving her helpless, and in anything but a pleasant predicament with so heavy a sea running, and the rocks of Howth under her lee. However, several yachts and a tug went off to her assistance, and after drifting round the Bailey, the tug got hold of her and brought her back, a sad wreck, to Kingstown Harbour. Meanwhile the squalls were becoming sharper, and the sea heavier and more broken, threatening destruction to bowsprits and bobstays, as the little vessels wallowed in the trough. The 'Sheilah,' showing her power, drew up abreast and close to the 'Hinda' between the Burfords, and all hands were admiring the way she wascarrying her canvas, having her jib-topsail still aloft, and going like a bird, when crash! away went her mast, just under the hounds, leaving her quite as helpless as the 'Sunshine,' but in clearer and more open water. No one was hurt, and the 'Sheilah' at once triced up her tack, lowered her foresail, and hove to alongside her disabled consort in order to give help if required. Her crew employed themselves, while waiting, in hauling down a reef. This 'Challenge' perceived, and having matters quite safe, she at once followed suit, and made all snug for the thrash home of four miles; a happy matter for her, as her mast was badly sprung and might have gone at any moment. By the time the reefs were down, the 'Whirlwind,' 77-ton yawl, belonging to Mr. J. Townsend, had hastened to the assistance of her disabled little sister, and sending a warp to her, took her in tow. The 'Challenge,' on resuming her course, was well ahead, and eventually the race ended by her rounding the flagships at 4 hrs. 37 mins. 10 secs., winning the prize for her owner, the helmsman's prize for Mr. Alec Richardson, and tankards for her crew, who deserved them well for their pluck in coming from Liverpool and for the way they sailed and handled their vessel. In addition to other damages, it was discovered on reaching the Harbour that the 'Sheilah's' mast, with the rigging and all, had settled down 2 inches, having badly torn the wood of the mast, while 'Challenge's' mast was also reported 'queer' aloft.

The No. 1 Corinthian Match, which took place in 1879, would also give subject for much interesting reading and reflection did space permit, for smarter seamanship or a more exciting finish could not have been seen anywhere, not even in the bonny Clyde. It is only right to say that the members of this little club spare no energy or pains in order to become efficient racing yachtsmen; and to go out on a dirty afternoon to practise under difficulties shifting sail, reefing down, sending up and housing topmast, reefing in bowsprit and seamanship in general, is one of the means that have been before now employed to bring about the state of perfection which is exhibited by itsleading hands, and for which the club is and always has been so famous.

At the beginning of the eighties the courses underwent some slight alterations, and as these hold good at the present day it may be found useful information if they are given here.

No. 1 Course.—From outside Kingstown Harbour to the South Bar buoy, thence to Rosebeg Bank buoy, the Kish Lightship, to a flagship moored off the East Pier End; three times round—48 miles.No. 2 Course.—The same as No. 1; only twice round—32 miles.No. 3 Course.—Kingstown Harbour to South Bar buoy, thence to Rosebeg Bank buoy, North Burford buoy, South Burford buoy, to flagship moored off the East Pier End; twice round—24 miles.No. 4 Course.—Same as No. 3, only once round, thence to South Bar buoy and the flagship off the Pier—16 miles.No. 5 Course.—Kingstown to South Bar buoy, thence to a flagboat moored two miles S.E. half-E., and to the flagship; twice round—4 miles.

No. 1 Course.—From outside Kingstown Harbour to the South Bar buoy, thence to Rosebeg Bank buoy, the Kish Lightship, to a flagship moored off the East Pier End; three times round—48 miles.

No. 2 Course.—The same as No. 1; only twice round—32 miles.

No. 3 Course.—Kingstown Harbour to South Bar buoy, thence to Rosebeg Bank buoy, North Burford buoy, South Burford buoy, to flagship moored off the East Pier End; twice round—24 miles.

No. 4 Course.—Same as No. 3, only once round, thence to South Bar buoy and the flagship off the Pier—16 miles.

No. 5 Course.—Kingstown to South Bar buoy, thence to a flagboat moored two miles S.E. half-E., and to the flagship; twice round—4 miles.

Of the various new classes that have sprung up within the last ten years, perhaps that in which the 3-tonners 'Rival,' 'Duchess,' 'Senta,' 'Currytush,' and 'Mimmie' are chiefly prominent has given about the most sport. Of these little ships, the 'Currytush,' one of the late Mr. Payton's greatest successes, could not only show her tail to the flyers of her class wherever she presented herself, but she gave the Solent 30-ft. class a good dressing in a thrash to windward against a nasty head sea and in a hard blow. The small class for yachts of seven or six tons and under has always been a great favourite in Dublin Bay, but for two or three years a regular 5-ton class held sway, and the season of 1885 witnessed its dying kick in the coming together of the 'Shona,' 'Luath,' 'Delvin,' and 'Doris.' The 'Luath' and 'Doris' were new this season. The 18-ft. and 25-ft. open-boat classes, however, both have run these very fine in public favour, especially the latter. The rule of measurement adopted, and the conditions of sailing, are as follows:—

The extreme draft is not to exceed one-sixth of the load-water-line.The counter, if any, is not to exceed one-sixth of load-water-line, nor is the rabbit, where it intersects the afterside of the sternpost, to come nearer the surface of the water than 4 in.The overhang of the bow, if any, is not to exceed one-sixth of the load-water-line. Any excess of overhang beyond these limits must be added to the length of the load-water-line, and the result taken for class and time-allowance.The whole overhang of any counter, whose rabbit, where it crosses the afterside of the sternpost, is less than 4 in. above the surface of the water, must be added to the length of the load-water-line, and the result taken as the length for class and time-allowance.The crew, including helmsman, is not to exceed one man for every 7 ft. or fraction of 7 ft. One of these may be a paid hand.Centreboard boats are allowed to compete, but the plates are never to be lowered beyond the limit of one-sixth of their load-water-line and must be kept down at a fixed draught during the whole race. (If the latter part of this rule has been altered, it is only lately that the alteration has been made.)

The extreme draft is not to exceed one-sixth of the load-water-line.

The counter, if any, is not to exceed one-sixth of load-water-line, nor is the rabbit, where it intersects the afterside of the sternpost, to come nearer the surface of the water than 4 in.

The overhang of the bow, if any, is not to exceed one-sixth of the load-water-line. Any excess of overhang beyond these limits must be added to the length of the load-water-line, and the result taken for class and time-allowance.

The whole overhang of any counter, whose rabbit, where it crosses the afterside of the sternpost, is less than 4 in. above the surface of the water, must be added to the length of the load-water-line, and the result taken as the length for class and time-allowance.

The crew, including helmsman, is not to exceed one man for every 7 ft. or fraction of 7 ft. One of these may be a paid hand.

Centreboard boats are allowed to compete, but the plates are never to be lowered beyond the limit of one-sixth of their load-water-line and must be kept down at a fixed draught during the whole race. (If the latter part of this rule has been altered, it is only lately that the alteration has been made.)

The Royal Alfred Yacht Club is still houseless, and keeps to its original purpose of devoting all its available funds to the encouragement of match-sailing. It has lost within the last few years the valuable assistance of its late secretary, Mr. James A. Lyle, who might almost be said to have fathered the club from its earliest infancy; but with a foundation so ably laid, a working team of thoroughly practical seamen to officer and steady the helm (and to whom I am greatly indebted for the help given me in compiling this paper), the members have every reason to be proud of the position their association holds as a representative racing yacht club.

A lovely night, a gentle breeze, a glassy, heaving ebb, all sail set, the boat coaxingly pulling at her moorings, her portand starboard eyes bright and glistening, her punts (choked with artists' sketchings, gear, and a gun-case or two) safe at the davits; her deck rather littered with Gladstones and canvas bags; a murmuring sound from below, accompanied by a light clatter of coffee cups: on deck are only 'Billy' (our cook), 'Jack,' the 'boy' (general fag and washer-up), and the 'skipper' (one of the party selected by ballot for the cruise).

The buoy is overboard, 'Jack' hauls the stays'l to windward, Billy lowers the chain silently through the hawse, the 'Iris' gently glides from among the surrounding boats, and is off for a week or two, heavily laden with an artistic, musical, medical, legal, and other 'crew' seeking relaxation, and a recovery from that dyspepsia which sooner or later overtakes every hard worker in this so-called temperate climate.

Outward bound.

In this boat the passengers are converted into 'crew'; all must work, all obey the lawful commands of the skipper for the time being, though perchance he may not be the best sailor; and although some of the members are crack yachtsmen, all loyallyavoid offering nautical adviceunasked. Each is allotted some particular duty. One is medical officer, another is second in command, and the most onerous task is that accepted by the 'steward.' He is generously assisted by the advice of such of the crew as have had experience, and has 'Billy' and 'the boy' to carry out his behests; neither of the latter appearing much on deck, for the boat is worked in easy watches by the 'crew.'

It would almost appear that some insidious apology should prelude a description of such a homely and slow craft as that selected for this occasion; but, as she fills a space in the different classes of yachts, and has proved an unspeakable comfort for the purposes intended, these, and the means adopted, may have an interest for many who enjoy quiet pursuits. The crew was a typical one. There were several artists, several ardent naturalists, and a photographer (a lawyer, who could prove to demonstration that a photographermightalso be an artist), and all practised music.

The cruise was limited to Dublin Bay and a few harbours north and south.

Some of the most beautiful spots, from an artist's point of view, cannot be reached in a deep boat, and so our draught was limited to less than 3 ft. 6 in., a condition complied with by the 'Iris.' She is 60 ft. long over all, with a beam of 12 ft. 6 in., diagonally built of mahogany, with a metal keel, as well as internal ballast cast to fit her. Her mid-transverse section shows a rather barrelled bottom, but her form forward and aft is such that she rolls very little; and, for this reason, and also from the fact that her saloon table is not far from the plane of her centre of rolling motion, the swinging apparatus of the dining-table has been removed, and it is now a satisfactory fixture.

As it was intended to frequent shallow waters and dry harbours like Howth, Lambay, Rush, Skerries, Wicklow, &c., provision had to be made for taking the ground comfortably. It is not possible to do this with 'legs.' There is always adoubt on the mind of the responsible officer as to which side she is likely to cant, and whilst on one side of the boat there may be good hard sandy ground, on the other may be a patch of soft mud, into which the leg may gently subside if she unfortunately happen to cant in that direction. Again, the time when the tide will leave her may be some hours hence, and a weary waiting ensues, perhaps after a stiff passage, when all hands long to 'turn in.' Of course, when you have a paid crew, they do the waiting; but a paid crew in this cruise would in great measure defeat the main object of the expedition.

Section of 'Iris.'

To obviate the necessity for 'legs,' a simple and efficient substitute is shown in the transverse section. Two deep bilge pieces 10 feet long are bolted to broad stringers above the timbers, and extend fore and aft some 5 feet longer than the bilge pieces, thus distributing the strain over a large portion of the boat. They are wide at the skin, and taper downwards. The bolts are inserted diagonally, and the bilge pieces are shod with keel bands; they are modelled on the outsides, but the inner faces are flat andalmostparallel, being further apart aft than forward by one inch, for reasons that need not here be mentioned. Such a contrivance helps to improve the leeway of so shallow a boat, although not proportionately to the area immersed. It is objectionable on grounds set forth by Kemp and others, as offering a larger surface for friction than is the coefficient for the lateral gain; but it is a great comfort when you have to take the ground and wish to have dinner with ease of mind (a necessity with a dyspeptic), and a joyful exchange for the sloppy, and lumbering, and inconvenient and unsteady 'legs.'

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