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1827. Pair-oar and sculling races in lighter boats seem to have come in soon after 1820, and the first Oxford and Cambridge eight-oared race was rowed in 1829, in which year also Eton and Westminster contended at Putney.

Henley regatta was founded in 1839, and since that date the building of racing boats, eights, fours, pairs, and sculling boats, has made great progress. The products of the present time are such, in lightness of build and swiftness of propulsion, as would have been thought impossible between 1810 and 1830.

In the middle of the 19th century the long boats in use were mostly clinker-built with a keel. At Oxford the torpids were rowed, as now, in clinker-built craft, but the summer races were rowed in carvel-built boats, which also had a keel.

In 1855 the first keelless 8-oar made its appearance at Henley, built by Mat Taylor for the Royal Chester Rowing Club. The new type was constructed on moulds, bottom upwards, a cedar skin bent and fitted on to the moulds, and the ribs built in after the boat had been turned over.

In 1857 Oxford rowed in a similar boat at Putney, 55 ft. long, 25 in. beam. From that time the keelless racing boat has held its own, fours and pairs and sculling boats all following suit. But with the introduction of sliding seats racing eights have developed in length to 63 ft. or more, with considerable camber, and a beam of 23–24 in. There are, however, still advocates of the shorter type with broader beam, and it is noticeable that the Belgian boat that won the Grand Challenge at Henley in 1906 did not exceed 60 ft. The boat in which Oxford won the University race in 1901 was 56 ft. long with 27 in. of beam.

In sculling boats the acceptance of the Australian type of build has led to the construction of a much shorter boat with broader beam than that which was in vogue twenty years ago. The same tendency has not shown itself so pronouncedly in pair oars, but will no doubt be manifest in time as the build improves. In fact we may expect the controversy between long and short racing boats, and the proper method of propelling them respectively, to be carried a step farther. The tendency, with the long slide, and long type of boat, is to try to avoid “pinch” by adopting the scullers’ method of easy beginning, and strong drive with the legs, and sharp finish to follow, but it remains to be seen whether superior pace is not to be obtained in a shorter boat by sharp beginning at a reasonable angle to the boat’s side, and a continuous drive right out to the finish of the stroke.

Appended is a list of pleasure boats in use (1909) on the Thames, with their measurements (in feet and inches).

Class of Boat.	Length.	Beam.	Depth.
Racing eight	56′ to 63′	23″ to 27″	9″ to 10″
Clinker eight	56′ to 60′	24″ to 27″	9″ to 10″
Clinker four	38′ to 42′	23″ to 24″	8″ to 9″
Tub fours	30′ to 32′	3′8″–3′10″	13″ from keel to top of stem
Outrigger pair	30′ to 34′	14″ to 16″	7″ to 8″
Outrigger sculls	25′ to 30′	10″ to 13″	51/2” to 6″
Coaching gigs	26′ to 28′	3′ to 3′4″	101/2” to 14″
Skiffs (Thames)	24′ to 26′	3′9″ to 4′	12″
Skiffs (Eton)	27′	2′3″	91/2”
Gigs (pleasure)	24′ to 36′	4′	15″ to 16″
Randans	27′ to 30′	4′ to 4′6″	13″ from keel to top of stem
Whiffs	20′ to 23′	1′4″ to 1′6″	6″ from keel to top of stem
Whiff Gigs	19′ to 20′	2′8″ to 2′10″	12″ over all
Punts racers	30′ to 34′	1′3″ to 1′6″	6″ to 7″
” semi racers	28′ to 30′	2′	9″ to 101/2”
” pleasure	26′ to 28′	2′9″ to 3′	12″ to 13″

Authorities.—For ancient boats: Dict. Ant., “Navis”; C. Torr, Ancient Ships; Smith, Voyage and Shipwreck of St Paul; Graser, De re navali; Breusing, Die Nautik der Alten; Contre-amiral Serre, La Marine des anciens; Jules Var, L’Art nautique dans l’antiquité. Medieval: Jal, Archéologie navale, and Glossaire nautique; Marquis de Folin, Bateaux et navires, progrès de la construction navale; W. S. Lindsay, History of Merchant Shipping and Ancient Commerce. Modern: H. Warington Smyth, Mast and Sail in Europe and Asia; Dixon Kempe, Manual of Yacht and Boat Sailing; H. C. Folkhard, The Sailing Boat; F. G. Aflato, The Sea Fishing Industry of England and Wales; R. C. Leslie, Old Sea Wings, &c.  (E. Wa.) 

BOATSWAIN (pronounced “bo’sun”; derived from “boat” and “swain,” a servant), the warrant officer of the navy who in sailing-ships had particular charge of the boats, sails, rigging, colours, anchors and cordage. He superintended the rigging of the ship in dock, and it was his duty to summon the crew to work by a whistle. The office still remains, though with functions modified by the introduction of steam. In a merchant ship the boatswain is the foreman of the crew and is sometimes also third or fourth mate.

BOBBILI, a town of British India, in the Vizagapatam district of Madras, 70 m. north of Vizagapatam town. Pop. (1901) 17,387. It is the residence of a raja of old family, whose estate covers an area of 227 sq. m.; estimated income, £40,000; permanent land revenue, £9000.

The attack on the fort at Bobbili made by General Bussy in 1756 is one of the most memorable episodes in Indian history. There was a constant feud between the chief of Bobbili and the raja of Vizianagram; and when Bussy marched to restore order the raja persuaded him that the fault lay with the chief of Bobbili and joined the French with 11,000 men against his rival. In spite of the fact that the French field-pieces at once made practicable breaches in the mud walls of the fort, the defenders held out with desperate valour. Two assaults were repulsed after hours of hand-to-hand fighting; and when, after a fresh bombardment, the garrison saw that their case was hopeless, they killed their women and children, and only succumbed at last to a third assault because every man of them was either killed or mortally wounded. An old man, however, crept out of a hut with a child, whom he presented to Bussy as the son of the dead chief. Three nights later four followers of the chief of Bobbili crept into the tent of the raja of Vizianagram and stabbed him to death. The child, Chinna Ranga Rao, was invested by Bussy with his father’s estate, but during his minority it was seized by his uncle. After a temporary arrangement of terms with the raja of Vizianagram the old feud broke out again, and the Bobbili chief was forced to take refuge in the nizam’s country. In 1794, however, on the break-up of the Vizianagram estate, Chinna Ranga Rao was restored by the British, and in 1801 a permanent settlement was made with his son. The title of raja was recognized as hereditary in the family; that of maharaja was conferred as a personal distinction on Sir Venkataswetachalapati Ranga Rao, K.C.I.E., the adopted great-great-grandson of Chinna Ranga Rao.

For the siege see Imp. Gazetteer of India (Oxford, 1908), s.v. “Bobbili Estate.”

BOBBIO, a town and episcopal see of Lombardy, Italy, in the province of Pavia, 321/2 m. S.W. of Piacenza by road. Pop. (1901) 4848. Its most important building is the church dedicated to St Columban, who became first abbot of Bobbio in 595 or 612, and died there in 615. It was erected in Lombard style in the 11th or 12th century (to which period the campanile belongs) and restored in the 13th. The cathedral is also interesting. Bobbio was especially famous for the manuscripts which belonged to the monastery of St Columban, and are now dispersed, the greater part being in the Vatican library at Rome, and others at Milan and Turin. The cathedral archives contain documents of the 10th and 11th centuries.

See M. Stokes, Six Months in the Apennines (London, 1892), 154 seq.; C. Cipolla, in L’Arte (1904), 241.

BOBER, a river of Germany, the most considerable of the left bank tributaries of the Oder; it rises at an altitude of 2440 ft., on the northern (Silesian) side of the Riesengebirge. In its upper course it traverses a higher plateau, whence, after passing the town of Landeshut, it descends through a narrow and fertile valley to Kupferberg. Here its romantic middle course begins, and after dashing through a deep ravine between the towns of Hirschberg and Löwenberg, it gains the plain. In its lower course it meanders through pleasant pastures, bogland and pine forests in succession, receives the waters of various mountain streams, passes close by Bunzlau and through Sagan, and finally, after a course of 160 m., joins the Oder at Crossen. Swollen by the melting of the winter snows and by heavy rains in the