Text: Edgar Allan Poe (rejected), “A Chapter on Field Sports and Manly Pastimes [Part 12],” Burton’s Gentleman’s Magazine (Philadelphia, PA), vol. VI, no. 1, January 1840, 6:49-52

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WE are glad to observe that many Americans of fair means and leisure time are turning their attention to nautical practices, in the way of amusement or recreation. There is no country under the sun that affords equal advantages to the amateur sailor ; the broad and deep rivers that wind their gentle waters past the chiefest cities — the rolling estuaries — the noble bays — the wide and sea-like lakes — and the long extent of coast, invite the attention of all persons attached to the art of sailing. We trust that this fashion will rapidly increase. The just fame attached to the skill of our ship-builders has caused an American vessel to be looked upon as a model craft in all parts of the world; the incitements of the wealthy, in affording the certainty of a reward for increased exertions, would command a flotilla of pleasure vessels of superior build to the fancy yachts of England, and in the employment and nautical education, of a number of men and boys, present a reserve of experienced sailors in aid of the country in case of war. [page 50:]

THE VARIOUS YACHT CLUBS OF ENGLAND

Are of infinite service to the inhabitants of the island sea-board; they maintain a large body of useful seamen and Fatty officers; they are the means of attracting crowds of fashionable people to the various ports and watering places on the coast, to witness the regattas and sailing matches : they cause a plentiful circulation of the precious metals, from the hands of the wealthy to the pockets of the tradesman, the merchant, and the ship builder.

The Royal Yacht Club has nearly six hundred persons on its lists, of which above one hundred are members, and about four hundred and fifty, honorary members. The number of yachts is one hundred and nine; of which eighty-seven are cutters, or sloops, ten schooners, three brigs, four yawls, two ships, two ketches, and one lugger. The greater part of these vessels belong to Cowes and to Southampton; the rest to other ports, The shipping belonging to the club members or seventy-two hundred and fifty tons. Now, a vessel of one hundred tons seldom perhaps stands the owner in less than from five to six thousand pounds, varying from that to ten, according to the profusion of ornamental parts, the internal image, and other contingencies. At this rate, the shipping of the club world have cost more than three millions and a half of pounds sterling — above seventeen millions of dollars! — but it is implausible to speak decisively on this point, as the first cost of the yachts varies much, and the numerous styles of rig are attended with expenses so widely different.

At a moderate computation, each vessel belonging to the club carriers ten men, on an average; this gives the total number employed ten hundred and ninety. During the summer months, then, while regattas are celebrated, it may he said that the Royal Yacht Club alone employs more than eleven hundred men. These, with some few exceptions, are discharged on the approach of winter, and the yachts are laid up for the season, retaining the master and one man in pay. The crews thus discharged obtain employment in merchant-vessels, or otherwise, during the winter; and in the middle of spring are generally re-shipped in the yachts in which they have previously served. On these conditions, active and industrious men of good charades ate generally sure of employment in the club; and many members justly pride themselves on the high discipline, manly hearing, and crack appearance of their crews. The situation of master, in particular, is one of much responsibility, and is on all accosting respectably fitted. In some of the largest craft, junior officers of the navy are found to accept the office.

The sailing regulations of the Royal Yacht Club are as follows:

First — Members entering their yachts must send the names of them to the secretary, one week previous to the day of sailing, and pay two guineas entrance at the same time.

Second — All vessels starting or entering, must be the bona fide property of members, as well as spars, sails, boats, etc. Third — Each member is allowed to enter one vessel only for all prizes given by the club.

Fourth — Cutters (sloops) may carry four sails only, viz.: mainsail, foresail, jib, and gaff-topsail; yawls, luggers, schooners, and all other vessels, in like proportion. No booming-out allowed.

Fifth — No trimming with ballast, or shifting of ballast allowed ; and all weasels to keep their Platforms down, and bulkheads standing.

Sixth — Vessels on the larboard tack, must invariably give way for those on the starboard tack ; and in all cases where a doubt of the possibility of the vessel on the larboard tack weathering the one on the starboard tack shall exist, the vessel on the larboard tack shall give way ; or, if the other vessel keep her course, End run into her, the owner of the vessel on the laboard tack shall be compelled to pay all damages, and forfeit his claim to the prize.

Seventh — Vessels running on shore shall be allowed to use their own anchors and boats actually on board, to get them off, afterwards weighing anchor and hoisting the boat in; but, upon receiving assistance from any other vessel or vessels, hosts, or anchors, shall forfeit all claim to the prize.

Eighth — That nothing but the hand-line be used for sounding.

Ninth — Any deviation from these rules shall subject the aggressor to forfeit all claim to the prize.

Tenth — If any objection he made with regard to the sailing of any other vessel in the race, such objection must be made to the stewards within one hour after the vessel making the objection arrive at the starting-post.

Eleventh — No vessel shall be allowed to take in ballast, or take out, fog twarny-four hours pervious to starting; and no ballast shall be thrown overboard.

Twelfth — Vessels shall start from moorings laid down at a table-length disuses, with their sails set; and every vessel not exceeding one hundred tons shall carry a boat not lees than ten feet long; and vessels exceeding one hundred tons, a boot not less than fourteen feet long.

Thirteenth — There shall be a member, or honorary member, on board each vessel.

Fourteenth — The time of starting may be altered by the stewards; and all disputes that may arias ire to be decided by them, or such persons as they shall appoint.

The Northern Yacht Club for Scotland and Ireland is a highly interesting society, although its plan is not so extensive as that of the Royal Club. It contains about three hundred and fifty members, [page 51:] with fifty-two honorary members, in addition to ninety-three members; of the Cork Yacht Club who are also entered on the honorary lists. It had, in 1830, sixty yachts, not equal in proportion to the tonnage of the Cowes Club, as smaller vessels are admitted. Many R. T. C. men are found in the Northern Club. There are many fine vessels in this club. Cutters, or sloops, as usual, excel in number; but there are many clippers in the way of schooners.

The Cork Harbor Club is one of highest descent, and its Regatta is considered the oldest in the kingdom. It is supported by many of the first men in Ireland, and has many handsome vowels in its fleet.

Plymouth, in England, has an excellent Yacht Club. Indeed, all along the extent of coast, Regattas and Sailing Matches are constantly “coming off” between various pleasure boats, the property of gentlemen residing in the vicinity.

The Sailing Clubs upon the Thames comprise the Royal Thames Yacht Club, the Royal Sailing Society, the Clarence Club, the British Yacht Club, the Royal Yacht Club, and several minor associations. Many expensive cups and prizes are given throughout the season, and the spirited contests between the beautiful small craft which form these fancy fleets are highly interesting. The smaller yachts range from six to twenty-six tons, and are chiefly of the cutter or sloop rig. In some parts of England, the latteen rig (two shoulder-of-mutton sails, of enormous breadth and height) may be met with.

At the lowest computation, the number of sailing vessels at present employed for pleasure in England cannot be less than from three to four hundred, ranging in bulk from six to three hundred and fifty tons. These are variously distributed along the shores, carrying their opulence into every port and harbor. But there is another advantage arising from yacht or boat clubs — namely, they keep alive, in a very eminent degree, that national spirit which is above all choice.

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New York boasts of many pleasure yachts, of superior build. We hope to give an account of some of the worthiest before we dismiss this subject from our pages. Philadelphia, also, can exhibit very choice sailing craft, of the sloop rig — the nautical amateurs of this city may be justly proud of some of their boats. We know nothing respecting the aquatic sports of Boston — and at Baltimore, although noted for the excellence of their vessels, we are ignorant of the existence of a single pleasure boat, and know not of the occurrence of a Regatta for many years past.

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THE BRITISH CUTTER, AS USED IN THE YACHT CLUBS.

This kind of craft was originally called a cutter, and is known in Europe solely by that name. We have changed its title here, with impropriety, in our opinion, for the term sloop is applied to a vessel of war of peculiar rating, and it matters not whether she is schooner, Wig, or ship rigged. [page 52:] From the excellent sailing qualities of the above rig, cutters are employed by the Europeans as revenue boats, packets, smugglers, and privateers. We have retained the phrase “revenue cutter,” although our cruisers devoted to that service are generally of the schooner build. The partiality of the British may be accounted for by these vessels’ peculiar qualities of beating well to windward, and working on short tacks, which render them remarkably adapted for channel cruising. They are in almost universal use throughout Europe, as pleasure vessels, whether on rivers, or along the coast.

It will be seen that the yacht clubs spread larger canvas on their craft than any other class ; the jib of the above cutter is not by any means out of size, although peculiar to the below-bridge boats of the various yacht clubs on the Thames.

A cutter, or sloop, under one hundred tons, is sufficiently handy; but when the size increases, a very strong crew is necessary, as the spars are very heavy, and a number of men are requisite to set or shorten sail. Some of the finest and the fastest sloops in the world are the property of the Royal Yacht Club, in England — some of them measure nearly two hundred tons, and carry a spread of sail truly enormous.

The inconvenient size of the boom and mainsail has caused the introduction of a ketch rig, which by the addition of a mizen, permits the boom to be dispensed with and considerably reduces the mainsail. When the mizen stands well, this rig is very elegant; and when the vessel is short-handed, will be found to be very useful.

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The above engraving represents a sloop rigged as just described, with mainsail, mizen, gaff-topsail, foresail, jib, and flying-jib.