268 BROADLAND SPORT 



shot up into collision with the south pier. Once fairly into 

 this port, perfect safety is reached and there are twelve feet 

 of water at all times of tide. 



Yarmouth Harbour should never be attempted under any 

 circumstances unless well-known ; even then it is advisable 

 to take a pilot to moorings when going any distance up the 

 river. Better still to engage a steam tug both going in and 

 out of this very dangerous bar harbour. One curious point 

 also to remember on entering the port of Great Yarmouth is 

 the height of water over the bar, which does not assume 

 the maximum and minimum at exact high and low-water 

 time of tides, but some two hours afterwards. From 

 Yarmouth there really is no refuge worthy of the name 

 of "harbour" until the Humber is reached, although that 

 river is by no means an easy one to navigate even 

 partially. 



About 1865 lateeners disappeared from the Broadland 

 racing world, and from 1870 to 1880 the cutters grew bigger 

 and bigger, but a smaller class was also recognised. The classes 

 were then divided as follows : Class I., over ten tons ; Class 

 II.. under ten tons and over six tons ; Class III., under six 

 tons. 



Among other boats of the time (1870 to 1880) can be re- 

 membered the Vindex (Mr J. Tomlinson) ; the Scud (Mr J. B. 

 Morgan); Curlew (Mr H. E. Buxton); Alarm (Mr B. V. 

 Winch) ; Spray (Mr F. G. Foster) ; Firefly (Mr H. Morgan) ; 

 Zoe (Mr J. Stanley); Wanderer /. (Mr J. J. Colman); 

 Florence (Mr E. Birkbeck); Bittern, Belviderc //., 

 Kiama (Mr W. Cooper-Brown); Zephyr (Mr T. M. Read); 

 Midge and the Swallow (Sir C. Harvey, Bart.); and many 

 others. 



The Wasp was a ten-ton cutter built about this period 

 by Mr Henry Kelt Thompson in his barn at Brooke, upon 

 lines taken from the Marguerite, and proved to be fairly 

 successful in her class. 



About 1874 or 1875 a few private matches were organised 

 for lug-sail and open boats as these crafts began to be fairly 



