The man who first rowed upon the Cam was in all probability a lineal descendant of the daring spirit who first tasted an oyster. His name and fame have not been preserved, but I am entitled to assume that he flourished some time before 1826. In that year the records of Cambridge boat clubs begin. There is in the possession of the First Trinity Boat Club an old book, at one end of which are to be found the "Laws of the Monarch Boat Club," with a list of members from 1826 to 1828, whilst at the other end are inscribed lists of members of the Trinity Boat Club, minutes of its meetings, and brief descriptions of the races in which it was engaged from the year 1829 to 1834. The Monarch Boat Club 'was by its laws limited to members of Trinity, and, I take it, that in 1828 the club had become sufficiently important to change its name definitely to that of Trinity Boat Club. At any rate, it must always have been considered the Trinity Club ; for in the earliest chart of the Cambridge boat races—that, namely, of i 827—in the captains' room of the First Trinity Boat-house, " Trinity" stands head of the river, and no mention is made of a Monarch Club. These ancient laws form a somewhat Draconian code. They are twenty-five in number, and eight of them deal with fines or penalties to be inflicted upon a member who may "absent himself from his appointed crew and not provide a substitute for his oar," or who may "not arrive at the boat-house within a quarter of an hour of the appointed time." There were fines (" by no means to be remitted, except in the case of any member having an agrotat, exeat, or absit, or having been prevented from attending by some laws of the college or University ") for not appearing in the proper uniform, for "giving orders or speaking on a racing day, or on any other day, after silence has been called" (exception being made in favour of the captain and steerer), and for neglecting to give notice of an intended absence. To the twelfth law a clause was sub sequently added enacting "that the treasurer be chastised twice a week for not keeping his books in proper order." From the minutes of the Trinity Boat Club I extract the following letter, dated Stangate, December, 1828, which shows that even at that early date the first and third persons carried on a civil war in the boat-builder's vocabulary :— " Rawlinson & Lyon's compliments to Mr. Greene wish to know if there is to be any altera tion in the length of the set of oars they have to send down have been expecting to hear from the Club, therefore have not given orders for the oars to be finished should feel obliged by a line from you with the necessary instructions and be kind enough to inform us of the success which we trust you have met with in the New Boat.
"we remain Sir "Your obt Servts " Rawlinson & lyon." In 1833 it is curious to read, "towards the end of this Easter term six of the racing crew were ill of influenza, etc., when the boat was bumped by the Queens', which we bumped next race, but were bumped again by them, and next race owing to a bad start the Christ's boat bumped us immediately being nearly abreast of us at the bumping-post." Was this the grippe, I wonder ? In the Lent Term, 1834, it is stated, "The second race we touched the Christ's after the pistol was fired the first stroke we pulled, and lost our place to the Second Trinity for making a foul bump." By the way, in the oldest minute-book belonging to the University Boating Club, extending from 1828 to 1837, I find the Second Trinity boat occasionally entered on the list as " Reading Trinity." It continued to enjoy this bookish reputation up to 1876, when a debt which continued to increase while its list of members as constantly diminished, brought about its dissolution. Its members and its challenge-cups were then taken over by First Trinity.
In an old book belonging to First Trinity is preserved a map of the racing river, which explains much that would be otherwise inex plicable in the various entries. In those days the races began in the short reach of water in which they now finish. A little below where Charon now plies his ferry were the Chesterton Locks, and in the reach above this starting-posts seem to have been fixed for the various boats. When the starting - pistol was fired the crews started rowing, but apparently no bump was allowed before the bumping-post, fixed some little way above the first bend where the big horse-grind now works. Any bump before this
was foul, and the boat so fouling appears to have been disqualified. This post once passed, the racing proper began and continued past Barnwell up to the Jesus Locks. It must be remembered that the Jesus Locks were not where they are now, but were built just where the Caius boat house now stands, there being a lock cut in the present bed of the river, and the main stream running quite a hundred yards south of its present course, and forming an island, on which stood Fort St. George. This was altered in 1837, when the Cam was diverted to its present course, and the old course from above Jesus Green Sluice to Fort St. George was filled up.
A few more extracts relating to the first beginnings of college boat-races may be of interest. In 1827 there were six boats on the river—a ten-oar and an eight-oar from Trinity, an eight-oar from St. John's, and six-oars from Jesus, Caius, and Trinity, Westminster. In 1829 this number had dwindled to four at the beginning of the races on February 28 ; but in the seventh race, which took place on March 21, seven crews competed, St. John's finishing head of the river, a place they maintained in the following May. Usually from seven to nine races appear to have been rowed during one month of the term, certain days in each week having been previously fixed. Crews were often known by the name of their ship rather than by that of their college. I find, for instance, a Privateer, which was made up, I think, of men from private schools, a Corsair from St. John's, a Dolphin from Third Trinity (which was then, and is still, the Club of the Eton and Westminster men), Black Prince from First Trinity, and Queen Bess from the Second or " Reading" Trinity. The following regulations, passed by the University Boat Club on April i8, 1831, will help to make the old system of boat racing quite clear : " I. That the distance between each post being twenty yards will allow eleven boats to start on the Chesterton side, the length of the ropes by which they are attached to the posts being ten yards.
"2. That the remainder of the boats do start on the Barnwell side at similar distances, but with ropes fifteen yards in length.
"3. That there also be a rope three yards long fixed to the head of the lock, which will be the station of the last boat, provided the number exceed twelve." These arrangements allowed thirteen boats to start at once, and special provision was made for any number beyond that. Obedience to the properly constituted authorities seems from an early period to have characterized the rowing man. I find that in 1831 a race was arranged between the captains of racing crews and the rest of the University, to take place on Tuesday, November 29. On Monday, the 28th, however, there arrived "a request from the Vice-Chancellor, backed by the tutors of the several colleges, that we should refrain from racing on account of the cholera then prevailing in Sunderland. We accordingly gave up the match forthwith, and with it another which was to have been rowed the same day between the quondam Etonians and the private school men." The secretary, however, adds this caustic comment, "It is presumed that Dr. Haviland, at whose instigation the Vice Chancellor put a stop to the race, confounded the terms (and pronunciations ?) rowing' and rowing,' and while he was anxious to stop any debauchery in the latter class of men, by a slight mistake was the means of preventing the healthy exercise of the former." The umpire for the college races seems never to have been properly appreciated. Indeed, in 1834, the U.B.C. solemnly resolved "that the umpire was no use, ... and accordingly that Bowtell should be cashiered. In consequence of this reso lution, it was proposed and carried that the same person who had the management of the posts, lines, and starting the boats should also place the flags on the bumping-post, and receive for his pay 4s. a week, with an addition of 2s. 6d. at the end of the quarter in case the starting be well managed, but that each time the pistol misses fire is. should be deducted from his weekly pay." In 1835, in consequence of the removal of the Chesterton Lock, the U.B.C. transferred the starting-posts to the reach between Baitsbite and First Post Corner, and there they have remained ever since.