YACHTING IN AMERICA
BY LEWIS HERRESHOFF
The degree of leisure and wealth, so essential to the development of
yachting, was not realised by the citizens of the American seaboard
until nearly one-third of this century had passed, and even then only
a mere handful of nautically inclined sportsmen could spare time from
the stern duties of country settling and fortune-hunting to follow in
any measure their tastes in seeking pleasure on the alluring waters
that flowed at their very feet.
It must not be supposed, however, that our ancestors took absolutely
no pleasure in sailing; they had their pirogues and other small craft
which were kept ostensibly for trade, but which served the double
purpose of affording gain and pleasure.
In the traditions of my ancestry I learn of a small boat kept by one
who used her to visit an island farm, whence he brought produce; and
another would sail down the bay (Narragansett) for the love of it, but
largely to meet and pilot up the tortuous channel his returning
vessels from their coastwise trade.
No people were ever more advantageously situated for yachting, as to
frequency of harbours and tempting conditions of water and weather,
than are the dwellers on the eastern seaboard of North America. True
that the season for yachting is from May to November only in the more
northerly portions (north of Hampton Roads); but if a genuine
yachtsman takes in five months of his beloved sport, it will be found
that the remaining seven will be none too long to talk over the
exploits of the past season, and prepare and plan for the coming.
[Illustration: R.Y.S. Cup, won by the 'America,' 1851.]
As the character of water and weather that surround a locality has a
direct bearing and influence on the form and rig of yacht, it is
thought that a short sketch of the coast and its surrounding waters
will be of interest.
The shores of Maine, as well as those of the British Provinces,
present one of the most interesting fields for yachting that can be
found in the whole continent of North America.
The deeply indented coastline and numerous outlying islands afford
endless variety in scenery as well as in the surface of the water.
Choice may be had between sheltered bays and the open sea.
The atmosphere during the first half of the yachting season is
somewhat obscured by fogs, but after July the air is clear and
bracing, with pleasant breezes from the sea during the day, and land
winds during the night from north-west. Tidal currents are swift and
the change of level is large, particularly on the shores of the
provinces, ranging from 10 ft. or 12 ft. at Portland to far more as
one sails eastward, whilst in the Bay of Fundy the rise and fall often
reach 50 ft. Moving southerly, good yachting ground will be found from
Cape Anne to Cape Cod; the waters thus included are fairly smooth in
summer with harbours available every few miles, the shores being fully
occupied by summer resorts where the visitors are, as a rule,
yacht-owners, or deeply interested in aquatic sports. In fact, this
locality, embracing Massachusetts and Cape Cod Bays, with their many
inlets and harbours (the chief being Boston Harbour), is the scene of
more yacht racing and boat racing than any other sheet of water in
America, as evidence of which some of the open regattas often start no
fewer than 130 yachts and boats varying from 15 ft. to 50 ft. in
length.
The winds off the coast of Massachusetts are moderate, twelve to
fifteen miles an hour, easterly in the early part of the season, and
south-west during the summer, with north-west in the autumn. Tidal
currents are moderately strong, with range of level from 6 ft. to 10
ft., fogs are infrequent and short in duration. After rounding Cape
Cod, Nantucket Sound is entered, a large semi-enclosed sheet of water
full of sand shoals, amongst which the tide rushes to and fro with
great speed, and whilst it is always traversed by yachts and trading
vessels, it cannot be said to be strictly a favourable yachting
ground, although sail-boats of shoal draught may be seen sailing for
pleasure or fishing, which pastimes are enjoyed by the visitors that
flock to the island of Nantucket and the adjacent mainland during the
summer season. Fogs are very dense and frequent during nearly, the
whole of the yachting season; the winds are more fresh than in
Massachusetts Bay, and usually are from south to south-west, except in
autumn when north or north-west may be expected.
From the foregoing we sail directly into Martha's Vineyard Sound,
where strong winds and tidal currents are found, with fewer
obstructions in way of shoals than in Nantucket Sound.
On the right of Martha's Vineyard Sound lie the Elizabeth Islands,
some of which are picturesque. The nearest one to the mainland at
Wood's Holl, called Naushon, is owned by several of the Forbes family,
who for many years have been--and still are--most interested and
intelligent patrons of yachting; and in one of the most beautiful
little harbours on the north side of Naushon may be seen their fleet
of yachts, lying at the safest of anchorages, often a dozen, some
sailing vessels, and others steam.
Through many of the passages between the Elizabeth Islands access may
be had to Buzzard's Bay, whose shores are everywhere dotted with the
houses of summer dwellers, singly and in small villages; so it goes
without saying that yachting; or more correctly boating, is the chief
pastime, and no more agreeable field can be found for it, save perhaps
the adjoining Bay of Narragansett, which without doubt is the paradise
of yachtsmen.
The winds of Buzzard's Bay are fresh, even strong, and seeing that its
expanse is unbroken by islands, it is often rough--perhaps too rough
for pleasure-sailing in boats of the size usually seen; but in
Narragansett Bay, though the winds are fresh its waters are not so
rough, as its many islands prevent in a great measure the formation of
waves uncomfortably large. Here, as in Buzzard's Bay, the tidal
currents are moderate and change of level from 4 ft. to 6 ft.; fogs
are less frequent than in Buzzard's Bay, and are never long in
duration.
In the ocean, directly south from the mouth of Narragansett Bay, lies
the most favoured spot on the entire coast for yacht racing, and for
the last forty-five years it has been the scene of the most
interesting races held away from the racing grounds at the approach to
New York Bay; but for the best results of racing no place on the coast
is equal to it, its winds are fresh and constant, its tidal currents
are moderate and regular in their time and direction, so that little
advantage can be had by one familiar with the locality over those who
are not.
Few 'flukey' days can be remembered off Newport, and year after year
the races there are becoming more and more important, as the waters in
New York Harbour and its approaches become crowded, and as yachtsmen
seek more open water than exists in the vicinity of New York. Twenty
miles west of Narragansett Bay, Long Island Sound is entered; it is a
glorious expanse of water, more than one hundred miles long and having
an average width of fifteen miles; it is a thoroughfare for an
enormous traffic, and in the season yachting and boating are most
successfully and agreeably followed. Its tidal currents are generally
moderate; in a few places they are swift; fogs are infrequent.
South of Long Island, and protected from the sea by a narrow spit of
sand, are several shallow bays on which boating is largely followed;
proximity to New York makes this shore sought for as a summer resort,
and as boating is the only thing to be done in way of pastime, it is
small wonder that so many boats are to be seen.
The harbour of New York with its approaches, and surrounding waters of
the East and Hudson Rivers, are all splendid ground for sailing; but,
seeing that traffic has so taken possession of nearly every available
spot, yachting is forced into the more distant waters of the lower
bay, and those parts of the Hudson less frequented by trading vessels.
That part of the sea east and south of the Sandy Hook Lightship is a
famous racing ground, and is destined to become even more so as
competing yachts find the crowded waters of even the lower bay
unsuitable for a just comparison of the speed of their vessels. The
sea-coast of New Jersey, like that of Long Island, has many inlets
leading to sheltered, shallow bays, where may be seen numberless small
yachts and sail-boats from 40 ft. in length downward to the most
unpretentious cat-boat.
Delaware Bay and River are well adapted for yachting, but few large
yachts are to be seen there, the dwellers in that section being
content with boats and small sloop yachts.
Chesapeake Bay is a noble stretch of water that is almost unknown to
the yachtsman. Its advantages are many, and in the near future it is
to be hoped that the inhabitants along its shores will avail
themselves of so fortunate an opportunity for sailing with more
agreeable conditions than exist anywhere south of New York Bay.
Fogs are rare and tidal currents slight, except when induced by a
constant high wind either up or down the bay; the rise and fall also
from purely tidal causes are very small.
Hampton Roads and tributary waters are all well adapted for yachting
and boating, but all their reputation as a yachting centre has yet to
be made. For boats or small yachts there exists an inland watercourse
through the Canal of the Dismal Swamp from Hampton Roads to the chain
of sounds that skirt the sea-coast of the Carolinas, the waters of
which are for the most part shallow, but well suited for small sailing
craft, and more particularly for small steam yachts drawing less than
6 ft. of water. Albemarle, the most southerly of these sounds, is
broad and deep, and well adapted for the navigation of yachts of the
largest tonnage. Access to the ocean may be had at Hatteras Inlet, or
still farther south for smaller vessels at Morehead City, where the
navigator must take to the open sea if he would continue his voyage
still farther to the south. More than 200 miles of open ocean must be
passed before Charleston, South Carolina, is reached, which port is
well suited for small yachts and sail-boats, many of both classes
being already in use as purely pleasure craft. Southward from
Charleston is good ground for sail-boats and small steam yachts,
numerous islands forming protected channels through which one may
pass as far south as Savannah in Georgia. At Brunswick, in the same
state, is a bay with a large area of protected water formed by the
shelter of islands in which yachts of modest size thrive, but apart
from convenience for shooting and fishing little use is made of any
craft unless by the more venturesome tourists from the Northern
States.
Florida is more the home of the steam yacht than of the sailing craft;
you may ascend St. John's River for a distance of 260 miles in a steam
yacht; at a few places where this beautiful stream swells into a lake
boating may be pursued with no small degree of satisfaction. In the
Bay of St. Augustine one finds many small yachts and a very agreeable
place to sail them, a yacht club, and many evidences of civilisation
in the way of opportunities for sport and pleasure-seeking.
There is also in Florida an extended system of inland navigation,
which at present is but partly developed; soon, however, the entire
length from north to south may be traversed in a vessel of moderate
draught. Of course steam-yachting in such situations is by far the
most satisfactory. The Gulf Coast in general does not present a very
favourable field for yachting except under steam; in summer it is too
hot, and in winter the winds are not steady nor well suited to the
taste of the average yachtsman.
There is a deal of semi-protected water along the shores of
Mississippi and Louisiana, and also some at widely separated bays in
Texas, so that, with a few exceptions, yachting has not been
established; at New Orleans, however, there is a yacht club that has
for its field some of the large inland lakes where yachts of moderate
size can be used with satisfaction.
The Pacific coast is not well designed for yachting on account of the
extreme infrequency of harbours, and the generally rough sea found off
the coast from Puget's Sound as far south as Point Conception. Puget's
Sound is said to be a most favourable place for all marine sports,
fishing and shooting as well as yachting; it is surely large enough,
and also there is no lack of depth of water, but some time must elapse
before the dwellers along its shores will find sufficient time and
money to indulge in any pastime. The Bay of San Francisco is well
adapted for yachting with vessels of moderate size, the winds are
mostly from seaward and are strong, even more so in summer than in
winter. There is a yacht club in San Francisco with a large membership
and a goodly number of yachts, but most of their sailing is done
inside. The scarcity of coal, and consequent large cost, seems to
hinder the introduction of steam yachts, but a large number of naphtha
launches are used with evident satisfaction.
South of Point Conception the conditions are far more favourable for
yachting than in the north; but the want of good harbours, well
distributed, will always serve as a block to the sport. It is true
that, owing to the wonderfully quiet waters, a shelter is not
essential, for a gale of dangerous force is a rarity from a direction
that would render anchorage unsafe; but it is the unceasing swell of
the ocean that renders landing difficult, and makes felt the absence
of a harbour over at least two-thirds of the coast from Santa Barbara
to San Diego.
Santa Barbara channel is a charming expanse of water which in summer
is admirably calculated to afford great pleasure to the lover of
yachting. Fogs are rare, winds steady and moderate in force from
S.S.W.; but in winter there is such an entire absence of wind that
sailing is wholly impracticable.
On the islands that form the southerly limit of Santa Barbara channel
may be found several pretty harbours with most interesting
surroundings in scenery, as well as fine fishing and shooting. Forty
miles eastward of the Santa Barbara Islands lies the beautiful island
of Santa Katalina, where there is a fine harbour for small yachts; and
as this island is somewhat removed from the influences of the ocean it
may become, in the near future, a favourite centre for all aquatic
sports. San Pedro, the port of Los Angeles, has what passes for a
harbour, in which may be seen a few yachts and smaller pleasure craft,
the embryo squadron of the Los Angeles Yacht Club. San Diego boasts of
the finest harbour in South California, and, taken in connection with
the neighbouring islands, it is truly a very attractive spot for
yachting, which, as yet, has not made much advancement; but by the
recent organisation of a yacht club it is hoped that the sport will
become well established, and afford pleasure to the many tourists who
flock to that blessed climate, where sun and air invite one to spend
one's days in comfort and in love with all nature. It will be years,
however, before yachting on the Pacific coast will have reached
anything like the proportion that it has assumed in the east.
It will be easily seen that the Atlantic coast of the United States
and British Provinces offers the greatest facilities for both boating
and yachting. In almost every situation there can be found large areas
of sheltered and semi-sheltered water specially suitable for small
yachts and boats; and it is at once seen that all these expanses of
protected water are easily accessible from the open ocean, where those
disposed and properly provided may find as large a range of sailing or
cruising as their fancy or means will admit. The very favourable
distribution of wind, the infrequency of fogs, and the rarity of
storms during the yachting season, all combine to make the conditions
for general yachting as advantageous as possible--in fact, nothing
more perfect could be found even if we search the world over.
From June 1 to the middle of September only one storm of any
importance may be expected; it is from the north-east, lasting two
days, and occurs about August 20. About the middle of September a gale
from the south-east is expected, but it is short in duration, not over
eight hours, and if other storms come from the east or north-east,
they are always foretold two or more days in advance by the Weather
Bureau, prompt notice of them being published in every daily paper in
the section threatened; north-east, east, north-west storms are always
heralded by the same office; the south-east storms are the only ones
that come unforetold. Thunderstorms and sudden squalls are becoming
more and more infrequent on the northern and middle Atlantic coast.
It is thought that the settling of the country, with its network of
railways and telephonic wires, exerts a dispersing influence on all
local electrical storms; but, be that as it may, they are now little
felt where once they were of almost daily occurrence in the height of
summer.
The generally quiet character of the water available for yachting, and
the prevailing pleasant weather with moderate winds, combined to
influence the form and rig of boats and yachts in use for the first
half of this century, and if one carefully examines the situation, it
will be found that the style of pleasure craft chiefly in vogue was
well adapted to the requirements of the then yachtsman; but as years
passed, new influences were at work and new requirements sought for,
so that to-day the build and rig of boats and yachts used by our
ancestry seem likely to disappear, save perhaps in certain localities
where the shoal draught must be considered, as along the south shore
of Long Island, the coast of New Jersey, and in much of the waters of
the Southern States.
In illustration of the effect that winds and waters have on the form
and rig of yachts, one need only compare the yachts in England with
those in America. The conditions of weather and sea are as different
in the two countries as are their vessels; but it must also be
admitted that the rules of time allowance arranged to equalise yachts
of different size in racing has also had large influence in separating
so widely the form of yachts in the two countries, a difference which,
under the newest order of rules and intercourse, is rapidly
disappearing.
The history of yachting in America begins with the brilliant career of
the Stevens brothers, notably the elder of the three, John C., whose
life and labour seem to have been devoted to the development of the
best type of vessel for pleasure. He may justly be called the father
of yachting. The Stevenses lived in Hoboken, and in the early years of
this century to cross the Hudson to New York by the established ferry
boat was slow and uncertain, so naturally the Stevens brothers had
each his own boat, and crossed the river by his own skill, either by
sail or oar. Through ferrying themselves over the river, they became
very skilful in the management of boats, and the love and talent thus
awakened were held by them all their lives.
The first craft of any importance owned by John C. Stevens was
'Diver,' built in 1809, but of her there exists no record, save the
fact of her being 20 ft. long. He built 'Trouble,' in 1816; she was a
pirogue, a style of vessel much in vogue in those days, 56 ft. long,
two masts, one in the extreme bow, the other a little aft of
amidships, with no bowsprit or jib. Her mid-section is here shown; she
was wide and flat, with a round, full bow, and was said to be very
fast for that class of craft; she has the honour of being the first
yacht in America, and without doubt was a comfortable seaworthy
vessel, but was soon put aside by her progressive master, who in the
following fifteen years built and owned several craft of various sizes
and rig.
[Illustration: A Pirogue built about 1816. Mast stepped close to bow.
Length on W.L. 56 Ft.
'Trouble,' midship section.]
It seems to have been a passion of Mr. Stevens to experiment. Indeed,
this striving for something better was the key-note of his life, and a
boon to yachting, since the science of naval architecture made very
rapid progress during his career; for he died having carried the form
of vessels from their rude model in early times to the vastly improved
'Maria,' which famous yacht stands as a monument to his skill and
determination to improve.
One of the fancies of Mr. Stevens was a catamaran, or a boat with two
hulls. She was built in 1820 and named 'Double Trouble.' The sides of
the hulls toward the centre were parallel. But the old 'Trouble' beat
her easily, and she was laid aside to make room for something new and
better. In 1832 Mr. Stevens built the schooner 'Wave'; she was 65 ft.
water-line and proved to be fast. She visited Boston in 1835 and 1836,
and beat all yachts she found there.
[Illustration: 'Maria,' sloop, 1846, midship section.]
'Wave' was sold to the United States Government in 1838, and used in
the Revenue Marine Service. Her section is here given.
About this same date other yachts began to appear. The schooner
'Dream' was built in New York by Webb & Allen; her length was 47 ft.
over all, and she was a well-known yacht, until 1855, when she was
lost near Bridgeport, Connecticut. The schooner 'Sylph' was built in
Boston in 1833 by Wetmore & Holbrook, for John P. Cushing, and finally
sold to R. B. Forbes. After he sold 'Wave,' Mr. Stevens brought out
'Onkahya,' a schooner, in 1839; her tonnage was 250, length on
water-line 91 ft.
[Illustration: Built by Bell & Brown 1832. Foot Houston St East River,
Length on W.L. 65 Ft.
'Wave,' midship section.]
'Onkahya' was a departure from other craft in many respects, some of
which may be seen in her mid-section here shown. Her keel was of iron,
which gave her unusual stability, and her bow was long and fine to a
degree. She was but a moderate success as a racer, but was a very good
cruiser, having made a voyage to the West Indies. She was sold to the
United States Government in 1843.
After five years' service under the Revenue Marine flag, 'Onkahya' was
lost on the Caicos Reefs, West Indies.
Mr. Stevens next appeared on board 'Gimcrack,' a schooner built in
June, 1844, by William Capes, of Hoboken, and designed by George
Steers. She was about 51 ft. extreme length, and 49 ft. on water-line,
13 ft. 6 in. beam, 5 ft. 2 in. deep, and drew 7-1/2 ft. of water. Her
chief peculiarity was a sort of fixed centreboard of heavy
plate-iron--in short, like the fin-keel of to-day, only without being
loaded with lead at the lower edge. This fin was 4 ft. wide, and 12
ft. or 15 ft. long.
[Illustration: 'Onkahya,' midship section.]
'Gimcrack' was not wholly satisfactory to her owner, but served for
three years; several years later she was broken up at Oyster Bay, Long
Island. No model or drawings of her now exist.
The little cabin of 'Gimcrack' has the honour of being the birthplace
of the New York Yacht Club, an organisation that has done vastly more
than anything else to foster a love of yachting, and to promote
progress in naval architecture. On its roll is entered the name of
every noted yachtsman in America, and every important yacht has at one
time or another been the property of one or more of its members. The
story of the formation of the New York Yacht Club is best told by
reading the minutes of the first important meeting, and as it has such
a direct bearing on the progress of yachting, it is here given in
full:--
MINUTES OF THE NEW YORK YACHT CLUB
On board of the 'Gimcrack,' off the Battery (New York
Harbour), July 30, 1844, 5.30 P.M.
According to previous notice, the following gentlemen
assembled for the purpose of organising a Yacht Club, viz.:
John C. Stevens, Hamilton Wilkes, William Edgar, John C.
Jay, George L. Schuyler, Louis A. Depaw, George B. Rollins,
James M. Waterbury, James Rogers, and on motion it was
resolved to form a Yacht Club. On motion it was resolved
that the title of the club be The New York Yacht Club. On
motion it was resolved that the gentlemen present be the
original members of the club. On motion it was resolved that
John C. Stevens be the Commodore of the club. On motion it
was resolved that a committee of five be appointed by the
Commodore to report rules and regulations for the government
of the club. The following gentlemen were appointed, viz.:
John C. Stevens, George L. Schuyler, John C. Jay, Hamilton
Wilkes, and Captain Rogers. On motion it was resolved that
the club make a cruise to Newport, Rhode Island, under
command of the Commodore. The following yachts were
represented at this meeting, viz.: 'Gimcrack,' John C.
Stevens; 'Spray,' Hamilton Wilkes; 'Cygnet,' William Edgar;
'La Coquille,' John C. Jay; 'Dream,' George L. Schuyler;
'Mist,' Louis A. Depaw; 'Minna,' George B. Rollins; 'Adda,'
Captain Rogers. After appointing Friday, August 2, at 9
A.M., the time for sailing on the cruise, the meeting
adjourned.
JOHN C. JAY, Recording Secretary.
The New York Yacht Club soon showed vitality, energy, and power, as
the following reports of the first matches will clearly show what
amateur and Corinthian crews could do in those days. 'None but members
to sail and handle their yachts' was the rule, and Commodore Stevens's
big sloop 'Maria,' a winner in 1848, was 160 tons.
[Illustration: 'Gimcrack.'
_Mr. J. Stevens_, 1844.]
FIRST AMATEUR CORINTHIAN REGATTA
OF THE
NEW YORK YACHT CLUB
OCTOBER 6, 1846
For a Cup subscribed for by members of the New York Yacht Club. None
but members to sail and handle their yachts. The allowance of time on
this occasion was reduced to 45 seconds per ton Custom House
measurement.
The course was from a stake boat (the 'Gimcrack') anchored off the
Club House, Elysian Fields; thence to and around a stake boat anchored
off Fort Washington Point; thence to and around a stake boat anchored
in the Narrows (off Fort Hamilton), turning it from the eastward and
return to the place of starting. Whole distance 40 miles.
SECOND AMATEUR CORINTHIAN REGATTA
OF THE
NEW YORK YACHT CLUB
OCTOBER 12, 1847
_Over the New York Yacht Club Course_
By a resolution passed at the second general meeting, July 13, 1847,
it was decided by members, not yacht-owners, that on the second
Tuesday in October, a regatta should take place for a prize made by
their subscription, the yachts to be manned and sailed exclusively by
members, allowing each boat 'yacht' a pilot.
The following gentlemen were appointed a committee to regulate the
regatta, with full power to postpone if the weather should prove
unfavourable.
EDWARD CEUTER.
LEWIS M. RUTHERFURD.
NATHANIEL P. HOSSACK.
_October 6, 1846._--_Corinthian Regatta of New York Yacht Club--Club
Course Entries and Record of the Regatta_
+--------+-----------+------------------+-------+--------+--------+--------+-------+-------+
| | | | | | S. | L. | S.W. | House |
| Rig | Name | Owner |Tonnage| Start | Island | Island | Spit | stake |
| | | | | | | | | boat |
+--------+-----------+------------------+-------+--------+--------+--------+-------+-------+
|Schooner|Gimcrack |John C. Stevens | 25 |10.00.00|12.19.23| -- | -- | -- |
| " |Dream |George L. Schuyler| 28 |10.02.00| -- | -- | -- | -- |
| " |Spray |Hamilton Wilkes | 37 |10.04.00|12.04.55|12.12.10| -- |4.28.28|
| " |Cygnet |John R. Snydam | 45 |10.06.00|12.06.35|12.13.52| -- | -- |
| Sloop |Una |J. M. Waterbury | 59 |10.08.00|11.40.11|11.47.00|1.28.43|3.43.40|
|Schooner|Siren |W. E. Miller | 72 |10.10.00|12.07.02|12.14.22|2.02.05|4.23.00|
| " |Cornelia |William Edgar | 94 |10.12.00|12.21.11| -- | -- | -- |
+--------+-----------+------------------+-------+--------+--------+--------+-------+-------+
'The Dream,' 'Gimcrack,' 'Cygnet,' and 'Cornelia' did not finish.
The 'Una' won the prize--a Silver Cup. Wind fresh from the West
during the race.
_October 12, 1847._--_Corinthian Regatta of New York Yacht Club--Club
Course Entries and Record of the Regatta_
+--------+-----------+------------------+-------+--------+--------+--------+-------+-------+
| | | | | |Fort Wa-| | | Actual|
| Rig | Name | Owner |Tonnage| Start |shington| Narrow |Finish | time |
| | | | | |Point | | | |
+--------+-----------+------------------+-------+--------+--------+--------+-------+-------+
| Sloop |_Maria_ |John C. Stevens | 160 |10.58.20|11.54.00| 2.38.10|4.02.45|5.04.25|
| " |Lancet |George B. Rollins | 20 |10.00.00|10.54.00| -- |4.36.09|6.36.09|
|Schooner|_Siren_ |W. E. Miller | 72 |10.21.40|11.17.00| 2.48.55|4.24.20|6.02.40|
| " |Cygnet |D. L. Snydam | 45 |10.10.45|11.05.00| 2.38.00|4.26.15|6.15.30|
| " |Spray |Hamilton Wilkes | 37 |10.07.05|11.01.00| 2.40.00|4.28.31|6.21.26|
| " |La Coquille|John C. Jay | 27 |10.02.35|10.58.00| 2.45.00|4.29.12|6.26.27|
+--------+-----------+------------------+-------+--------+--------+--------+-------+-------+
This was 'Maria's' first race.
The tide at starting was at the last of the flood, tide turning ebb
at 12 m. Wind strong from S.W. The 'Maria' won, beating the 'Siren.'
{ GEORGE L. SCHUYLER.
Sailing Committee { ANDREW FOSTER, JUN.
{ WILLIAM E. LAIGHT.
[Illustration: Model Room of New York Yacht Club.
(_From Photograph sent by J. V. S. Oddie._)]
The formation of the New York Yacht Club was followed by a rapid
augmentation of the yachting fleet, and general interest seemed to be
suddenly awakened in the sport. The attention of designers and
builders became centred on pleasure craft, so that in the first five
years of the life of the club several new builders and designers came
into public notice. Foremost among them was George Steers, who showed
marked ability in designing; indeed, it is not too much to say that
his ideas in naval architecture and construction were a guide in the
art for many years. Some of his best known yachts of this period were
'La Coquille,' schooner, 1842, length 44 ft. 6 in.; 'Cygnet,'
schooner, 53 ft. 2 in., 1844; 'Cornelia,' schooner, 1847, length over
all 74 ft.; 'Gimcrack,' before mentioned.
In 1846 Winde & Clinckard, of New York, built 'Coquette,' schooner,
length 66 ft.; she made the passage from Boston to New York in 29
hrs., and returned in 28 hrs. 'Brenda,' schooner, was turned out by
the same builders in 1845; she was 48 ft. over all. She visited
Bermuda in May 1849, and on the 14th of that month sailed there a
match with 'Pearl,' beating her 55 secs., this being the first
international race found in any American record.
The schooner 'Spray,' was built by Brown & Bell, of New York, in 1844;
her length was 49 ft. 8 in. over all.
Commodore Stevens contented himself with 'Gimcrack' for three years,
during which time he was evidently accumulating strength for a great
stroke in yachting, which in the autumn of 1847 culminated in his last
and by far the most famous yacht, the sloop 'Maria,' the largest
pleasure craft of her class ever built in this or any country. George
Steers assisted the Commodore in designing, and during the winter of
1847 and 1848 she was built by William Capes in Hoboken. Sloop 'Maria'
was originally 92 ft. long on water-line, she had the full round
entrance and gradually tapering after body, a style popularly known as
the 'cod head and mackerel tail,' a form that prevailed generally in
all vessels up to about this date. After two years Commodore Stevens
became tired of the full round bow of 'Maria,' and in 1850 she was
lengthened forward, so that she became 110 ft. on water-line, and 116
ft. on deck.
'Maria' was such a departure from accepted rules, and became so well
known in all yachting circles, that a full description of her is
deemed worthy of record in these pages.
Her beam was 26 ft. 6 in., 8 ft. 3 in. depth of hold, 5 ft. 2 in.,
draught of water at stern, and 8 in. forward. She had two
centreboards, a small one near the stern to aid in steering, and the
large board 24 ft. long in the usual position; this main board was of
iron and lead, weighing over seven tons. When first launched 'Maria's'
centreboard was not pivoted, but worked in a vertical line, both ends
being dropped to the same depth.
The great weight of this board was partly balanced by two large spiral
springs, one at either end, which were extended when the board was
lowered. Length of mast 92 ft., 2 ft. 8 in. in diameter at deck, and 1
ft. 11 in. at hounds; it was a hollow spar, being bored out, for the
first 20 ft. having a hole 12 in. in diameter; for the next 20 ft. 10
in., and above that the bore was 7 in. Her main boom was 95 ft. long,
2 ft. 7 in. in diameter and 2 ft. 4 in. at the slings; it was built up
with staves like a barrel, inside it was a system of truss-work with
long tension-rods reaching nearly to the ends. Length of main gaff 61
ft., with a diameter of 2 ft. 2 in. Her bowsprit had an extreme length
of 38 ft., with a diameter of 2 ft.; it entered the hull of the yacht
below deck, leaving the deck space above all free and clear; there was
also a jibboom which materially lengthened the bowsprit, so that the
point where the jib-stay was attached was 70 ft. from the mast. Area
of mainsail, 5,790 sq. ft.; the cloths of this were placed parallel to
the boom, the bighting running fore and aft instead of vertically as
usual. It was thought by the Commodore and his brothers Robert and
Edward, who were equally interested with him in the ownership of the
yacht, that a sail thus constructed offered less opposition to the
passage of wind than a sail made in the usual style; but the plan was
open to objections, so that it never became popular. Her jib presented
2,100 ft. of surface, leach 69 ft.; its foot, 70 ft.; foot of
mainsail, 94 ft.; hoist, 66 ft.; head, 60 ft.; and leach, 110 ft.
'Maria' had a working topsail, but it was rarely set.
[Illustration: 'Black Maria,' Sloop, beating 'America,' Schooner, in
Test Race, New York, 1850.
_132 tons._ _Built 1848._ (_Commodore Stevens, N.Y.Y.C._)
(_Contributed by E. A. Stevens, of Hoboken, U.S.A._)]
Commodore Stevens with his famous craft took part in many races and
matches during the first six years of 'Maria's' life; she usually beat
all her competitors, the few failures she suffered being attributable
to the failure of one or other of some new devices in her rigging or
fittings; for her owners were for ever trying something new in way of
experiment.
At one time the ballast of 'Maria' was disposed in a layer on the
outside of her planking, the lead being about 2 in. thick at the
rabbit and tapering to a half-inch about half-way out to the turn of
the bilge. 'Maria' had several test matches with the schooner
'America,' just before that vessel departed on her eventful voyage to
England in 1851; 'Maria' usually beat the schooner easily,
particularly in smooth sea and moderate wind. It is related of 'Maria'
that on one day when conditions favoured her she sailed three times
completely around 'America' in a comparatively short distance, which
performance forms the subject of a spirited picture here given.
After the death of Commodore Stevens, and when 'Maria' was the
property of his brother Edward, the yacht was lengthened about 6 ft.
or 7 ft., and finally rigged as a schooner. She was then sold and used
in the fruit trade, making voyages to the coast of Honduras; but in
October 1870, as she was bound to New York with a load of cocoa-nuts,
a storm overtook her when in the vicinity of Hatteras, in which she
succumbed, and vessel and crew were never more heard of.
James Waterbury was also a prominent yachtsman in those early days.
The sloop 'Una' was built for him in 1847 by George Steers, 64 ft.
long, lengthened in 1851 to 68 ft., and again in 1854 to 71 ft. 9
in.; tonnage, 70. The sloop 'Julia' was built for Mr. Waterbury in
1854 by George Steers, and designed by Nelson Spratt; her length was
78 ft. 8 in. extreme, and 70 ft. on water-line. This wonderful vessel
seems to have sprung into existence by chance; her designer was a
quiet, obscure man, whose ideas of naval architecture appear to have
been far in advance of his time.
[Illustration: 'America,' 170 tons, 1851 (Commodore Stevens,
N.Y.Y.C.)]
'Julia' was one of the handsomest yachts of her day, and the fastest
when proper allowance for difference of size was made. It is true that
'Maria' nearly always beat her, but in those days the system of
allowance favoured the larger vessel, which error exists in allowance
tables in use at present. The sloop 'Rebecca' was built in 1855 by
William Tooker, a brother-in-law of George Steers, for J. G. van Pelt.
Her length over all was 72 ft., 65 ft. on water-line, 19 ft. 2 in.
beam, 5 ft. 8 in. deep, 6 ft. 3 in. draught, 3297.62 sq. ft. of sail
spread, tonnage 77.6. The schooner 'America,' the most famous yacht of
her day, was built by George Steers and W. H. Brown, designed and
superintended by George Steers, launched May 3, 1851, for John C.
Stevens, Hamilton Wilkes, George L. Schuyler, James Hamilton, J.
Beekman Finlay, and Edward A. Stevens, brother of Commodore Stevens.
The 'America' was 94 ft. long on deck, 83 ft. water-line, 22 ft. 6 in.
beam, 9 ft. 3 in. depth of hold, 11 ft. 6 in. draught; her mainmast
was 81 ft. long, 76 ft. 6 in. foremast, her main topmast was 33 ft. 6
in. long, no foretopmast, 58 ft. main boom, no fore boom, 28 ft. main
gaff, 24 ft. fore gaff, 17 ft. bowsprit outboard, 170 tonnage. After
'America' finished her brilliant career in England in August 1851, she
was sold there to Lord De Blaquiere and remained in foreign waters for
ten years; she then fell into the hands of the Southern Confederacy,
and when the U.S.S. 'Ottawa' visited Florida in 1862 'America' was
found sunk in St. John's River. She was raised, pumped out, and sent
to Port Royal, thence to Annapolis, Maryland, where she remained in
Government service for several years, and was finally sold to General
B. F. Butler. She still remains in yachting service as staunch as
ever, and by no means the least handsome nor slowest of the national
pleasure fleet; in fact, she is to day a monument to the skill of her
designer and excellent thoroughness of her builder.
The racing of the 'America' in England 42 years ago has without doubt
had more influence, directly and indirectly, on the yachting world
than the performance of any other yacht, and both countries concerned
owe to her designer and owners a debt of gratitude that will remain
uncancelled for generations; for it has been the means of bringing the
two yachting nations together in many friendly contests, resulting not
only in marked modifications in the form and rig of the yachts of both
countries, but the social intercourse begun so many years ago has
continued and increased greatly to the benefit of yachting, and has
led to a more complete union of all interested in the promotion of
close international relations.
[Illustration: Lines and midship section of the 'America,' launched
May 1, 1851.]
In 1845 Robert and Isaac Fish (brothers) established themselves in New
York as builders and designers of yachts and other vessels. On the
death of Isaac, 'Bob Fish' continued the business and turned out many
well-known yachts, sloops at first and later schooners. His yachts
were generally successful as racers, and next to Steers his designs
were thought to be best; but whilst his yachts were fast and usually
successful in other respects, their form was not destined to live, for
the system of shoal draught and wide beam is now obsolete, except in
waters where the conditions require special features. Fish showed no
tendency to change the model then in vogue, his last yacht being just
like the earlier in form and in general proportions.
Mr. Fish had great skill in 'tuning up' a yacht for racing, and many
craft owe their success to his ability.
A few of the best-known yachts by Mr. Fish were, sloop 'Newburg,'
1845; sloop 'Undine,' sloop 'Gertrude,' 1852; 'Victoria,' 1856--this
last became a blockade-runner in 1863, was captured, sold, and
afterwards wrecked. Sloop 'Eva,' 1866, afterwards a schooner, was
capsized and lost on Charleston Bar. 'Meteor,' schooner, 1869, a large
and fine vessel, was lost the same year on Cape Bonne, whilst cruising
in the Mediterranean. Schooners 'Wanderer' and 'Enchantress' were both
very successful vessels, and fast in their day. In 1869 Mr. Fish
remodelled 'Sappho,' giving her wholly new lines and changing
essentially her proportions, vastly improving the sailing qualities of
the yacht, as was afterward proved by her successes in foreign waters
as a racer. Another designer and builder of about this period was D.
D. Mallory, of Noank, Connecticut; he brought out many fast and
otherwise successful sloops, but it can be said of him, as of Robert
Fish, that his tendencies in designing were not in a direction toward
improvement; the same wide, flat, shoal-draught vessels were adhered
to from first to last.
Some of Mallory's best-known yachts were 'Mystic,' 1856, 'Richmond,'
1857, 'Mallory,' 1858, 'Haswell,' 1858, 'Plover,' 1859, 'Zouave,'
1861. In 1864 the Herreshoffs began yacht building and designing in
Bristol, Rhode Island. They had inherited tendencies toward everything
connected with marine affairs, and having been born and bred on the
shore of Narragansett Bay, their attention was early turned to
boating, and later to yachting. From the outset the Herreshoffs
departed from old forms, and struck out for something better than the
'skimming-dish,' as the popular model was truly but irreverently
called. Some of the best known yachts built in Bristol were 'Kelpie,'
1864, 'Qui Vive,' 1864, 'Clytie,' 1865, 'Sadie,' 1867, 'Orion,' 1870,
the schooners 'Ianthe,' 'Triton,' 'Faustine,' and a great number of
smaller craft of either sloop or cat rig.
[Illustration: 'Shadow,' 1872.]
In 1872 Mr. N. G. Herreshoff, the younger of the two brothers
connected in yacht-building, and the designer, brought out the
'Shadow,' 37 ft. over all, a sloop whose fame is still fresh in the
mind of every yachtsman in America. She has won more races than any
American yacht, and even to-day can give the best of the new yachts a
very hard pull. The 'Shadow' has the honour of being the first yacht
built on what was afterwards known as the 'compromise model'; that is,
a design that combines the beam of the American with the depth of the
English yacht. From her earliest performance 'Shadow' showed speed
and admirable qualities, but strangely enough, her form was not
reproduced nor copied for nearly fifteen years, which may be accounted
for in a measure by her designer having deserted the yachting field
and turned his attention to steam engineering and to the designing of
steam yachts. Mr. Herreshoff, however, did not wholly abandon his
interest in sailing vessels, and occasionally put forth a sailing
yacht, or more properly boat, one of which, the cat-boat 'Gleam,' was
very famous for speed both in native and English waters.
[Illustration: Lines and midship section of the 'Shadow,' designed by
N. Herreshoff, 1872.]
Another well-known cat was 'Alice,' 1879; she took twelve first prizes
out of eleven starts during her first year, in one race there having
been two prizes offered. During the ten years from 1860 to 1870,
covering the period of the War of the Rebellion, yachting interests
were at a low ebb, and comparatively few pleasure vessels of any kind
were built.
A change presently came over the fancy of yachtsmen, which was shown
by a feeling against large sloops, mostly on account of their being
difficult in management. The long boom is always an element of danger
and inconvenience, so that during the period alluded to many of the
old sloops were rigged into schooners, and toward the latter part of
the decade schooners became more successful and popular on account of
their ease in handling, and their being far better adapted for ocean
cruising, which at that time became more and more general with the
owners of pleasure craft. The coming of 'Cambria' in 1870, and later
of 'Livonia,' seemed to act as a stimulant in the construction of
schooners, and many were built and found to be very satisfactory and
successful. A list of the best known and most successful schooners
that existed about 1870 and 1871 would include:--'Phantom,' 123 tons;
'Maggie,' 132 tons; 'Sylvie,' 106 tons; 'Tidal Wave,' 153 tons;
'Madeleine,' 148 tons; 'Rambler,' 160 tons; 'Idler,' 133 tons;
'Dauntless,' 268 tons; 'Magic,' 97 tons; 'Fleetwing,' 206 tons;
'Palmer,' 194 tons; 'Alice,' 83 tons; 'Fleur de Lys,' 92 tons; 'Eva,'
81 tons; 'Restless,' 95 tons; 'Josephine,' 143 tons; 'Calypso,' 109
tons; 'Widgeon,' 105 tons; 'Halcyon,' 121 tons; 'Tarolenta,' 204
tons; 'Alarm,' 225 tons; 'Vesta,' 201 tons; 'Wanderer,' 187 tons;
'Columbia,' 206 tons; 'Sappho,' 310 tons; 'Enchantress,' 277 tons;
'Mohawk,' launched in June, 1875, 326 tons; 'Ambassadress,' 1877, 431
tons; 'Intrepid,' 1878, 276 tons; 'Grayling,' 1883, 91 ft. long, 136
tons, designed by Philip Elsworth, remodelled by Burgess in 1888;
'Montauk,' Elsworth designer, 1882, 193 tons; 'Sea Fox,' 1888,
designed and owned by A. Cass Canfield, 204 tons.
[Illustration: Midship sections.]
Some very fast sloops appeared after 1860, but in less number than
before that date. The following list covers those that were best known
and noted for speed:--the 'Mannersing,' built by David Kirby, Rye, New
York, launched June 11, 1858, 58 ft. over all, 54 ft. 4 in. length on
water-line, 18 ft. beam, 5 ft. 1 in. deep, and 4 ft. draught,
centreboard, 24 tons; she was very fast, won three races out of five,
was later owned in New Bedford, where she was wrecked. The 'Mallory,'
built by D. D. Mallory, 1858, 55 ft. over all, 51 ft. length on
water-line, 18 ft. beam, 6 ft. deep, 5 ft. draught, a very handsome
and fast vessel, 45 tons; she was lost at sea on a voyage from Havanna
to New York, no survivors. The 'Annie,' built by Albertson Brothers,
Philadelphia, designed by Robert Fish, 1861, 53 ft. over all, 45 ft. 6
in. length on water-line, 18 ft. beam, 4 ft. 2 in. deep, 3 ft. 6 in.
draught, centreboard. 'Annie' was first owned by Mr. Anson
Livingston, who was the best amateur yachtsman of that day; he sailed
'Annie' in five races and won them all; she was finally shipped to
California on the deck of the vessel 'Three Brothers,' and is now
doing very satisfactory duty in the Bay of San Francisco. 'Addie,' V.
sloop, built by David Kirby for William Voorhis, 1867, 65 ft. 10 in.
over all, 57 ft. length on water-line and 17 ft. beam, 5 ft. 4 in.
deep, 4 ft. 4 in. draught, centreboard; she was but fairly fast, and
underwent many changes. 'Coming,' sloop, centreboard, designed by R.
Fish, 1868, 62 ft. over all, 57 ft. length on water-line, 20 ft. 3 in.
beam, 5 ft. 5 in. deep, 5 ft. draught, 53-25/95 tons; she was not at
first fast, but later, when owned in Boston, she developed very good
speed, and won several races.
[Illustration: Sail plan of 'Gracie.']
'Gracie,' launched July 1868, was modelled and built by A. Polhemus
at Nyack, New York. Her dimensions were then 60 ft. 3 in. over all, 58
ft. 6 in. water-line, 18 ft. 8 in. beam, 5 ft. 6 in. depth of hold,
and 5 ft. draught, centreboard lengthened 2 ft. aft in 1869. In 1874
she was lengthened to 72 ft. 9 in. over all, 62 ft. water-line, 20 ft.
6 in. beam, 6 ft. 6 in. depth of hold, and 5 ft. 8 in. draught. In
1879 she was again rebuilt and altered by David Cool at City Island,
and lengthened to about 80 ft. over all, with same water-line, a beam
of 22 ft. 6 in., 7 ft. depth of hold, and 6 ft. 8 in. draught. Her
mast was 74 ft. over all, topmast 36 ft., boom 63 ft., gaff 31 ft.,
whole length of bowsprit, of which 19 ft. is outboard. That was the
dimension she had when she sailed with the 'Bedouin,' the 'Puritan,'
and 'Priscilla.' She was again altered in 1886, giving her 16 tons
inside ballast, the rest on the keel.
When she was launched her tonnage, old measurement, was 54-45/95;
to-day it is 102-68/95.
[Illustration: Lines and midship section of 'Gracie,' New York Yacht
Club, launched July 1868.]
Such are the changes made in old yachts now-a-days. A new one every
year is all the fashion; no alteration of originals, but new lines
entirely.
The following were notable yachts:--
The sloop 'Madeleine,' built by David Kirby, Rye, New York, and
launched March, 1869, designed by J. Voorhis. Length over all 70 ft.,
65 ft. length on water-line, 21 ft. beam, and 7 ft. 9 in. deep, 6 ft.
6 in. draught. In her original form she was a failure, but in 1870 was
changed to a schooner. After alterations to her design of hull in 1871
and again in 1873, she became a fast yacht, and was chosen to defend
the 'America' Cup against the 'Countess of Dufferin' in 1876.
The cutter 'Vindex,' built by Reanyson and Archibald in Chester,
Pennsylvania, in 1871, designed jointly by A. Cary Smith and her
owner, Robert Center. She is the first iron yacht built in this
country, being a new departure in design as well as rig, though not
famous for speed, and was not a racer; still she was an excellent
vessel for cruising, and was particularly comfortable in beating to
windward in strong weather. 'Vindex' was 63 ft. overall, 56 ft. length
on water-line, 17 ft. 4 in. beam, 7 ft. 6 in. deep, 8 ft. 10 in.
draught, keel, 68 tons.
The sloop 'Vixen,' centreboard, built by Albertson Bros., of
Philadelphia, for Anson Livingston, designed by R. Fish, 1871, length
overall 52 ft., 44 ft. length on water-line, 16 ft. 6 in. beam, 6 ft.
deep, 4 ft. 5 in. draught, 37 tons. Sailed thirty-seven races in the
New York Yacht Club, and won eighteen first prizes.
The sloop 'Fanny,' built by D. O. Richmond, in Mystic, Connecticut,
1873. Length over all 72 ft., 66 ft. length on water-line, 23 ft. 9
in. beam, 6 ft. 9 in. deep, 5 ft. draught, centreboard, 90 tons. She
sailed twenty-six races in the New York Yacht Club, and won ten
prizes. Sloop 'Arrow,' built by David Kerby for Daniel Edgar, 1874, 66
ft. 6 in. over all, 61 ft. 8 in. length on water-line, 20 ft. 2 in.
beam, 6 ft. 6 in. deep, 5 ft. 6 in. draught, 69-64/95 tons. Her career
was short and creditable under the flag of the New York Yacht Club,
she having, in her first year, entered five races and won four prizes.
Sloop 'Mischief,' designed by A. Cary Smith, built by the Harlan
Hollingsworth Co., of Wilmington, Delaware, of iron, 1879; 67 ft. 6
in. over all, 61 ft. length on water-line, 19 ft. 11 in. beam, 7 ft. 9
in deep, 5 ft. 3 in. draught, 79-27/95 tons. 'Mischief' was chosen to
defend the 'America' Cup against 'Atalanta' in 1881; she has sailed
twenty-six races and won eleven prizes. The sloop 'Pocahontas' was
built by David Kirby for a syndicate. Launched in 1881, she was 71 ft.
11 in. She was intended to defend the 'America' Cup against
'Atalanta,' but was badly beaten by 'Mischief' and 'Gracie,' and was
retired, bearing the well-deserved sobriquet 'Pokey.'
The sloop 'Priscilla' was built of iron by the Harlan Hollingsworth
Co., Wilmington, Delaware, and designed by A. Cary Smith for James G.
Bennett and William Douglas, with a view to defend the 'America' Cup
against 'Genesta,' but the trial races showed 'Puritan' to be the best
yacht, 1885. She was sold in 1886 to A. Cass Canfield, who did all in
his power to bring her into racing form, but improvements in designing
set her hopelessly astern. 'Priscilla' was 95 ft. 6 in. over all, 85
ft. 3 in. length on water-line, 22 ft. 6 in. beam, 8 ft. 9 in. deep, 8
ft. draught, centreboard. She was rigged into a schooner in 1888, but
as a racer has never made a creditable record.
The sloop 'Atlantic' was built by J. F. Mumm at Bay Ridge, Long
Island, designed by Philip Elsworth for Latham A. Fish and others. She
was built to defend the 'America' Cup against 'Galatea,' but in the
trial races she was beaten by both 'Puritan' and 'Mayflower,' and was
retired. In 1887 she was sold, and changed into a schooner. Length
over all 95 ft., 84 ft. 6 in. length on water-line, 23 ft. 2 in. beam,
9 ft. 6 in. deep, 9 ft. draught, centreboard, 159-81/95 tons.
Amongst designers of this period A. Cary Smith, whose name is
mentioned above, stands unquestionably first in New York; his boats
were and are to-day favourites amongst yachtsmen. It may be said of
him that he displayed good sense in designing, and whilst his
productions have not been famous as racers, still they are by no
means the last to return; and when we consider qualities of
staunchness, trustworthiness of working in stress of weather, and all
except the extreme of speed, his yachts have not been excelled. In
late years, beside yacht designing, Mr. Smith has taken up the
modelling of fast screw and side-wheel steamers for special passenger
coastwise traffic, in which line his skill has proved pre-eminent;
vessels of his design are to-day the fastest afloat, and, like his
other work, are marked by evidence of perfect understanding of the
requirements; in short, he builds for the special use demanded, and
therefore his labours are followed by success.
He first came before the public in 1871, when he jointly with Robert
Center designed the iron cutter 'Vindex,' at Chester, Pennsylvania.
Then he built the schooner 'Prospero,' and it was said that he laid
down the lines from paper draughts without having a model, which was
at that time a great fad. Then he designed and built the 'Norna' and
'Intrepid,' 'Mina,' 'Iroquois,' and 'Zampa'; he has now designed and
is superintending the building of two schooners, two ferry-boats, and
one 'Sound' steamer. He is also a fine marine artist, and has painted
many noted yachts: the 'Sappho' for Commodore Douglas, and 'Dauntless'
for Commodore Bennett, the 'Wanderer,' 'Columbia,' the 'Vindex,'and
many other celebrated yachts.
About twenty years after the organisation of the New York Yacht Club,
the Brooklyn Yacht Club was formed, and, soon following it, the
Atlantic Yacht Club appeared. The new clubs were composed of men who
owned generally a smaller class of yachts than that in the older club,
but their members were interested and active, and races were held in
early summer and in autumn, as well as a cruise to Newport in
midsummer.
[Illustration: International Race, 1886. 'Galatea' (Lieut. W. Henn,
R.N.) passing Sandy Hook Lightship.]
The desire for club formation was prevalent in Boston about the same
time that the Brooklyn and Atlantic were started. The Boston Club was
a promising institution, and called together a very respectable fleet
of yachts; races and cruises were held, and much discussion on, and
comparison of, designs were indulged in, to the decided advantage of
the style of rig and general management of pleasure craft both in
cruising and racing.
Early in the '70's there appeared a sudden disposition to form
yachting clubs wherever a handful of boats could be found with owners
living near each other. Club after club was started, many of which
were short-lived, but in a little time the discordant elements were
separated, and in all the clubs that now exist can be found a healthy
social spirit, and a true disposition to advance the cause of yachting
by the encouragement of Corinthian races and cruises. With the
organisation of the Seawanhaka Yacht Club of New York, and the Eastern
Yacht Club in Boston, the circle of really important clubs seems to be
filled; but it is to-day easy to find as many as twenty-five or thirty
clubs scattered from Maine to Florida, whose influence and example
offer encouragement to the promotion of social intercourse and yacht
designing.
About the year 1880 there began to arise amongst yachtsmen a feeling
of uneasiness in respect of the design of yachts then in vogue, and
for so many years in successful use.
It was the natural sequence of the gradual change that was being
wrought in the surroundings of the class that seek pastimes, and with
increase of leisure and wealth there came a desire for more seaworthy
vessels; cruising had then become a settled thing, and a winter's
cruise in southern waters was no unusual event. The ever-increasing
communication with England, and consequent friendly intercourse, led
directly to a desire on the part of many American yachtsmen to adopt a
design--if not an exact copy--something more after the style of the
English yacht.
The sad accident to the 'Mohawk' also had its influence in unsettling
our faith in the wide, flat model, and in 1881, when the 'Madge' came
in amongst us and showed what speed and weatherly qualities were
present in the English design, and when also the cutter 'Clara' drove
home and clinched the work the 'Madge' had begun, there then set in a
regular _furore_ amongst American designers and yachtsmen for
something that was different from the then accepted forms of hull and
styles of rig. In 1885, when it became necessary to defend the
'America' Cup against 'Genesta,' it dawned on the yachting fraternity
that a stroke must be made or the much-prized trophy would return to
its native shores.
[Illustration: 'Puritan,' 1885 (General Paine, N.Y.Y.C.)]
As usually happens in a country of progressive and intelligent people,
the need calls forth its own means of cure, and Edward Burgess came to
the front with a solution of the difficulty.
The new designer created nothing newer than a refinement of what
existed in the sloop 'Shadow,' built fourteen years before; but his
clever combination of what is best in English and American designs
gave us in the 'Puritan' a vessel of which a designer might well be
proud. The nation was satisfied with her performance, and grateful to
her promulgator. The success of the cutter 'Puritan' at once placed
Mr. Burgess in advance of all American designers, and at the same time
her form and rig were pronounced to be entirely successful, and from
that moment the compromise model, as it was called, became established
on what has proved most firm foundation; for it has not only
revolutionised designing in America, but has had a very marked
influence on the form of yachts in England, to their evident
improvement--at least, it is natural to conclude that the best of two
widely divergent results in yacht designing would lie in a middle
position between the two.
In 1886 Burgess brought out the cutter 'Mayflower' to meet 'Galatea,'
but the former yacht had small need of her superiority over 'Puritan,'
for 'Mayflower' easily beat her opponent, and again the cup renewed
its length of days on this side of the ocean.
In 1887 a most determined and well-planned movement was made by
Scottish yachtsmen against the 'America' Cup. It was beyond question
the most hard-fought battle in yachting that had occurred up to that
date, but the hastily built 'Volunteer,' also designed by Mr. Burgess,
proved again that it was no easy task to carry off the cup that had
then been fully naturalised by a residence in this land of thirty-six
years.
The much-coveted cup now enjoyed a season of comparative rest, and
year after year the new design became stronger and more securely
established in the good opinion of American as well as English
yachtsmen. The old question of centreboard _v._ keel still vexed the
minds of those interested, and without doubt it will be long
insoluble; but seeing that both have inalienable advantages, both
types of construction will be used so long as a demand for yachts for
varying conditions shall exist. Let it be admitted, however, that the
newest design of keel yachts have their form below water so shaped as
to very nearly resemble a centreboard, and the best shape of
centreboard yachts have lateral resistance enough to do fairly good
work to windward with their board drawn up; so in this particular, as
in the general form of the hull, the best practice lies in combining
both devices. It must also be freely admitted that for the pure
comfort and pleasure of sailing, for an appreciation of the
inspiriting motion, as well as for the comfort of increased deck and
cabin room, nothing yet has exceeded the form of yacht now falling
into disuse; and for the pleasure of sailing on the usually smooth
waters of our sheltered bays, and wafted by the moderate breezes that
are most frequently found, nothing can surpass for pure enjoyment the
cat-boat of middle size, say about 25 ft. in length.
In 1888, the lovers of racing pinned their faith to the 30-foot class,
and Burgess's fame rose higher and higher. He became the idol of his
countrymen; a gift of 10,000 dollars indicated in some measure the
regard of his admiring friends, and really he deserved it: he was
gentle and unassuming in manner, always courteous, and interested not
only in his favourite profession, for unlike many gifted men he had
more than one side. His love for and knowledge of natural history were
scarcely less remarkable than his skill in the pursuit to which he
devoted all his time during the last four years of his life. Mr.
Burgess was for many years secretary of the Natural History
Association of Boston, and resigned that position only when forced by
pressure of business, consequent on the supervision of construction
and fitting out of the many yachts that he yearly put forth. The
appended list and dimensions of some of the best known and most
successful of Mr. Edward Burgess's yachts is interesting as showing
the change in chief proportions of the several yachts as compared with
craft of the older design.
[Illustration: 'Volunteer'
(_From Photograph sent by General Paine, N.Y.Y.C._) 1887.]
At this time the minds of our yachtsmen were sorely fretted by the
performance of the cutter 'Minerva' from Scotland. She laid all low
who dared to wrestle with her, and not until the concentrated
strength of our great designer was invoked could she be beaten. Even
then the 'Gossoon' could not always outstrip her, but the newly
developed skill that she set in motion did not rest with the beating
of 'Minerva,' and to-day she would have no chance. Great strides were
made in 1891, placing on an even footing the famous 46-foot class with
yachts of 20 ft. superior length.
+------------------+-------+-------+-------+-------+------+------+
| | Over | | | | | |
| | all | W.L. | Beam |Draught| Tons | Date |
+------------------+-------+-------+-------+-------+------+------+
| |ft. in.|ft. in.|ft. in.|ft. in.| | |
|Schooners:-- | | | | | | |
| Sachem, C.B. |105 0 | 86 6 | 23 5 | 8 5 | -- | 1886 |
| Marguerite, C.B. | 97 0 | 79 9 | 21 0 | 11 0 | 65 | 1888 |
| Quickstep, C.B. | 83 0 | 65 0 | 20 0 | 7 0 | 54 | 1889 |
|Cutters:-- | | | | | | |
| Volunteer, C.B. |104 0 | 85 9 | 23 2 | 10 0 | -- | 1887 |
| Mayflower, C.B. | 96 9 | 85 7 | 23 5 | 10 0 | -- | 1886 |
| Puritan, C.B. | 93 0 | 81 1 | 22 9 | 8 2 | -- | 1885 |
| Harpoon, C.B. | 63 0 | 45 8 | 16 0 | 7 5 | -- | 1891 |
| Oweene, K. | 62 0 | 45 8 | 13 3 | 11 0 | 23 | 1891 |
| Gossoon, K. | 53 0 | 39 6 | 12 0 | 9 2 | -- | 1890 |
| Hawk, C.B. | 42 0 | 29 8 | 11 0 | 8 0 | 8 | 1890 |
| Titania, C.B. | 81 5 | 69 9 | 21 0 | 8 1 | -- | 1887 |
+------------------+-------+-------+-------+-------+------+------+
C.B. Centreboard. K. Keel boats. W.L. Water-line.
The year of 1891 was famous in bringing to a climax the development of
the new idea; several new designers of merit appeared, notably Mr.
William Gardiner of New York. His 'Lyris' was a marvel of speed, and
in her class she was well nigh invincible. 1891, indeed, opened with
every nerve at the highest tension. One incident was the return of Mr.
N. G. Herreshoff to the field of sail-yacht designing from which he
had retired nineteen years before. To add to the interest and
excitement, several designers contributed their skill in forming the
famous class of 46-footers that rendered that season long remembered
in yachting annals. Burgess had four, and Fife of Scotland, General
Paine of Boston, Herreshoff of Bristol, and J. R. Maxwell of New York,
each sent one yacht to the lists; so the new fleet represented, not
only well-tried skill, but the work of several who were new in the
field.
No one of the fleet of racers attracted so much interest and
discussion as the cutter 'Gloriana,' keel, the Herreshoff production;
she was a decided departure from accepted forms, and destined to
create a revolution in the science of naval architecture.
Criticism was poured upon 'Gloriana' from every side--a very few
thought she might sail moderately fast, but the majority who expressed
their minds all united in declaring that nothing but abject failure
could follow such an act of boldness as her model appeared to all but
her designer, and perhaps her owner, Mr. E. D. Morgan.
[Illustration: 'Gossoon,' keel boat, 1890. Designed by E. Burgess.]
Mr. Herreshoff, however, had built a small craft in the autumn of 1890
which was on much the same lines as 'Gloriana,' except that the latter
was a more complete representative of the new system; the trial boat
of the previous autumn showed qualities in sailing and handling that
gave the designer of 'Gloriana' courage to proceed with a craft that
called forth general condemnation before she was launched, a feeling
which was quickly changed to astonishment and approval as soon as she
was tried against other members of her class. The feature of
'Gloriana' that marked her amongst all other yachts of that season was
her abnormal overhang, showing a length over all of 70 ft. to that on
water of 45 ft. 3 in.
This unusual degree of overhang gave an opportunity for the elongation
of the body of the yacht, the fulness of the bilge being extended
quite to the extreme point of the bow and stern.
[Illustration: 'Gloriana,' 1892. Designed by Herreshoff.]
The lines of 'Gloriana's' entrance seemed almost bluff; but owing to
the flare of that portion of the hull where contact is first made with
the water, she appeared to roll it underneath her in a manner that
disposed of the displacement more easily than by the nearly vertical
sides of the usual wedge-shaped bow; at least if one could judge from
the very slight and superficial character of the 'fuss' made around
her bow, and also by the diminished effect of the wave under the lee
bow to turn the yacht to windward (shown by her very easy helm), the
inference is clear that this form of entrance does its work with less
expended power than the old form. Another most advantageous result of
the elongation of the body of 'Gloriana' is the fact that when she
plunges into rough water the part of the hull immersed by pitching
presents lines that are just as long and easy as those shown when the
yacht is sailing in smooth water.
This feature of 'Gloriana's' performance gives her a higher rate of
speed when compared with yachts of old type at times and conditions
when the speed of all the old formed yachts suffer a marked
diminution.
Besides the fact of a gain in speed with a given power, this form
affords an increase of space below as well as on deck, and if the
vastly increased buoyancy be considered, enabling the yacht to carry
greater spread of sail and carry it well, it will be seen what a
really important improvement was demonstrated in 'Gloriana.' She
sailed during her maiden season eight races and took eight first
prizes--a clean record--and with the exception of one race all were
sailed with her largest club topsail set. Had she met with fairly
rough water, as occurred on one of the races, her superior sailing
qualities would have stood forth in even stronger contrast.
The yachting season of 1891 was clouded by the death of Mr. Burgess,
which happened soon after the close of the June races, the result of
which he never knew, as the defeat of his 'Syanara' and 'Mineola' was
never told him. By his death, yachting received a blow from which it
may not quickly recover; he enjoyed to the utmost the regard and
gratitude of the public, the measure of which was shown by the
voluntary creation of a fund for the education of his children.
As was predicted, the season of 1892 was not as exciting as the
previous year; the 46-foot class received a new member in the cutter
'Wasp,' from the Herreshoff hand; she was an advance on
'Gloriana'--the same ideas more fully developed--the changes being in
part suggested by or taken from the design of a new type of boat
afterwards called 'fin-keel,' the first of which craft was launched
and tried in the autumn of 1891; but of this more will be said later.
'Wasp' found as opponents her sister 'Gloriana,' now passed from the
hands of her original owner and from good management, and the reformed
'Beatrix,' a centreboard cutter of 1891, now worked by the Adams
Brothers, two of the most acute yachtsmen in the country, who so
improved the 'Harpoon,' as they renamed her, that for a time it was
thought 'Wasp' would be out-sailed; but except in the Goelet cup race
off Newport, when 'Wasp's' skipper made a capital blunder, the
Herreshoff flyer made a record but little less clean than that of
'Gloriana' in 1891. 'Gloriana' took third place to the 'Harpoon's'
second, the result of poor handling, and in a degree to the constantly
prevailing light winds in which all the races were sailed, light club
topsails being carried in every instance.
[Illustration: 'Wasp,' 1892. Herreshoff's design.]
A novel and interesting feature of the yachting season of 1892 was
the 'fin-keel' boat, a production of N. G. Herreshoff. It will be seen
from the cut below that some of the peculiarities of the 'Gloriana'
form are embodied in this singular craft--namely, the long overhang
and the rounded elongation of the bilge to the extreme limits of the
bow and stern.
The chief characteristic, however, is the fin, or in effect a fixed
centreboard carrying a weight of lead on its lower edge sufficient to
give the craft stability enough to balance the rigging and press of
wind in the sails.
The most successful fin-keel boats have a length on water equal to
three-and-a-half beams, and as the section of the hull is round or
nearly so, stability is gained in a manner already explained.
[Illustration: Fin-keel and bulb.]
The first of this style of craft was built and launched in the autumn
of 1891, and was called 'Dilemma'; she had a very moderate-sized rig,
the jib-stay being secured to the extreme point of the bow, but with
this she easily beat the old style of cat-boat, and showed, besides
unusual speed, many other desirable qualities.
In 1892 the fin-keel boat was generally introduced, three or four
sailing in Boston waters, while New York, the Lakes, and Buzzard's Bay
claimed one each to two in their home waters of Narragansett Bay.
[Illustration: 'Consuelo,' cat-yawl.]
The 'Wenona' and 'Wee Winn,' the first in the North and the latter in
the South of England, showed our friends on the other side of the sea
what their racing qualities were, which are soon told by referring to
their record. Out of twenty starts made by 'Wenona' she won 17 first,
2 second, and 1 third prizes, and her sister in the South was even
more fortunate, winning 20 first and 1 second prizes out of twenty-one
starts. The fin-keel type at home was almost as successful, except
when brought into competition with a centreboard boat of sloop rig, 21
ft. length on water-line, called 'Alpha.' She was built and designed
by the projector of the fin-keels, and was the chief member of a large
21-foot class that was fully exploited in Boston during the season of
1892, where the 'Alpha' won in every race she entered. The value of
the fin-keel type in adding to the resources of yachting is limited;
the type does not contribute anything of living value to yachting, it
serves only as a means to show that old types can easily be beaten,
but that it takes a 'machine' to do it. Fin-keels are, it is true,
very pleasant to sail in, and they work beautifully, but the design is
probably limited in size to 35- or 40-ft. water-line in length, for
above that size the fin becomes a very troublesome adjunct in its
handling and adjustment. When the boat is afloat the fin is not
objectionable, but in taking the bottom by accident, or in hauling it
out, it makes the boat most troublesome to handle.
Larger fin-keel boats have been projected, and one of 45 ft. length on
water-line has just been built, but their success from a general
view-point is highly questionable. Mr. N. G. Herreshoff, in 1883,
introduced a very useful rig, which was first tested to his complete
satisfaction on 'Consuelo.' These boats are styled 'cat-yawl,' and
since their introduction the type has become very popular, and most
deservedly so, as for ordinary sailing, and particularly cruising, the
rig offers many important advantages. In reefing the mainsail is
accessible, and the absence of the long boom of the cat-boat is
readily appreciated.
The rig of the cat-yawl has been applied successfully to all designs
of yacht, deep and moderate beam as well as the shallow broad type,
and always with increasing satisfaction. The rig, however, seems to be
confined to boats not over 40 ft. length on water-line, as, the
mainmast being placed so near the bow, it is impossible to stay it,
and too large a mast unstayed is not desirable in a cruising boat.
[Illustration: Herreshoff catamaran.]
The proportions between the mainsail and jigger as recommended by the
projector is 4 in the former to 1 in the latter--that is, the
dimensions of the jigger should be exactly one-half those of the
mainsail. Mr. Herreshoff is also responsible for another marine
curiosity that appeared in 1876. This was a catamaran or double-hulled
boat--intended to be handled by one man. This boat differs from its
kinsfolk of the southern ocean, the point of widest departure being
that the hulls are connected by flexible means, so that each hull can
adjust itself to the surface of the water it moves in.
The means employed in forming this flexible union were through the
agency of a complex system of ball-and-socket joints which had range
of motion enough, so that one hull might be riding a wave, whilst its
sister would be in the depths of a hollow.
A small tray-shaped car for passengers, and the mast and rigging, were
supported between and above the hulls by a system of truss-work with
adjustible tension rods of iron.
These catamarans carried a mainsail and jib, and in smooth water made
wonderful speed; 21 miles an hour has been attained under favourable
conditions. This aquatic marvel was not destined to become popular;
the boats required special skill in their management, and were best
calculated for an afternoon's sail in smooth, sheltered water. The
absence of anything like cabin accommodations was also against their
use, but cruising has been successfully accomplished in them through
the use of a tent to make shelter, covering the car, and of sufficient
height for one to stand under it.
[Illustration: Newport (centreboard) cat-boat.]
The respect of all dwellers on the shore is due to the cat-boat. She
is distinctly American, and whilst her use may be more and more
circumscribed, still the old cat will live and continue to fill a
place that no other rig could do. But the cat-boat in the usual
acceptation means something more than its simple rig; it stands for a
shallow, wide boat, with one mast crowded into the extreme bow, and a
boom reaching far over the stern, as in the cut on p. 271. The 'cat'
is seen on our seaboard from Maine to Florida, but 95 per cent. of all
yachting and boating is done north of the capes of the Delaware. In
this connection it is not out of place to speak of our very large
fleet of small yachts and of boats for sailing and cruising which from
their size may not properly be called yachts.
The number of these craft is legion, they swarm in every northern
port, and in a few places in the south are frequently met; their rig
is always of the sloop for the larger, and for the smaller--say below
25-ft. water-line--the cat-rig is in preponderance. The value of this
'Mosquito fleet' as a school for yachting cannot be over-estimated.
The fancy for cruising in small sloops or cat-boats has increased
greatly of late, and as the type of craft for this work improves it
will become a very general pastime.
It is not here intended to cast too deep a slur on the cat-boats;
seeing that the wind and weather are so generally moderate and
dependable on our coast, cruising can safely be done in a cat of
moderate rig. Even in heavy weather, if properly handled, a cat is
sure to come in to port with flying colours, as the writer can attest
by his own experience.
There are several other types of boats seen on the Atlantic coast of
the United States and British Provinces; they vary in design of hull
as well as in the rig, and are adapted to the work required and the
surrounding condition of weather and water. They are mostly
modifications of the old pirogue, and as a rule are more used in trade
or some occupation than for pleasure.
Since yacht and boat racing began, there have been many different
plans suggested for measurement, and for allowance between contending
craft of different length.
The same questions still agitate the mind of the yachtsman, and
doubtless will for all time; but if the subject be wisely considered,
it will be found that that system of measurement that conduces to the
best form of hull and moderate-sized sail-spread is to be preferred.
It is mainly owing to the differing systems of measurement that the
English and American designs are so widely separated; extreme depth
with a minimum breadth in the first, and broad, shallow vessels in the
latter. It must be said, however, that sailing conditions had quite as
much influence in dividing the types as measurement, but in the new
compromise design all differences are happily united, and, be the
water rough or smooth, the weather light or heavy, the new types will
answer all requirements of speed or seaworthiness.
The present idea of measurement that embraces sail-area and length is
without question a very sensible one--surely, indeed, the best yet
devised--but the tables of allowance cannot make just equality between
vessels of widely different size, nor do they make just allowance
between yachts of varying size in or under all conditions of wind. A
system of measurement that will conduce to the construction of vessels
of normal design and rig, and a table of allowance that will equalise
yachts in any force of wind and condition of sea, are desiderata most
devoutly wished for by all who are interested in the development of
the yacht, and especially in racing. The sail of a yacht is such an
essential factor in its performance that some words respecting makers
of duck and of the sails themselves are not out of place.
The quality of duck as to evenness of the spinning and weaving of the
component yarns, and also the equality in the staple itself, are both
factors of the utmost importance when the ultimate 'set' of the sail
is considered. These inequalities in material, in conjunction with the
personal differences of the men employed in sewing, all combine to
make the set of the sail a very unknown quantity, and the differences
can be removed only by the utmost care in making duck and in selection
of sewers. A wholly satisfactory setting sail is a very rare sight on
an American yacht, mainly on account of the uncertain characteristics
of the duck, and only within the last year, as a result of the highly
commendable efforts of Mr. Adrian Wilson, of the firm of Wilson &
Silsby, sailmakers of Boston, has duck been produced that can stand
comparison with that made in England for the exclusive use of
Lapthorn. The thanks of all earnest yachtsmen are due to Mr. Wilson
for his interest and untiring labours in inducing the makers of yarn
and weavers of duck to produce an article that will meet the difficult
requirements of a racing sail.
Wilson & Silsby of Boston and John Sawyer & Co. of New York are
considered the best sailmakers in America; but many others enjoy a
good reputation: and now that really good duck can be obtained, it is
hoped that better setting sails will be more easily obtained than
heretofore.
[Illustration: 'Constellation,' 1889, New York Club. Designed by E.
Burgess.]
Many of our yachtsmen possess skill in designing, and are also fully
capable of supervising and directing the construction of a yacht as
well as her rigging and fitting out; and when that is done they can
take the helm, and under their guidance their craft will be as well
handled as by the best professional skipper.
Prominent among these skilled yachtsmen in New York is Mr. E. D.
Morgan, Commodore of the New York Yacht Club, who in the height of his
yachting career owned a whole harbour full of yachts, ranging from an
ocean-cruising steamer to a naphtha launch in machine-propelled craft,
and from a first-class schooner yacht to a cat-yawl amongst the
sailing vessels. Others but a degree less devoted and skilful are
Messrs. J. R. Maxwell, A. Cass Canfield, L. A. Fish, Archibald Rogers;
and, in Boston, General Charles J. Paine, Mr. C. H. W. Foster, Com. J.
Mal. Forbes, Messrs. George C. Adams, C. F. Adams, jun., Bayard
Thayer, Charles A. Prince, John Bryant, Henry Bryant, Gordon Dexter.
The chief designers in New York are Messrs. Winteringham, Gardiner,
and A. C. Smith; whilst in Boston, Messrs. Stuart & Binney and
Waterhouse & Chesebro are amongst the best known; but many others
scattered along our seaboard have designed and built most creditable
yachts, and occasionally a craft is turned out that rivals the
productions of the best and most experienced designers.
Yachting on the waters of the British Possessions in North America has
developed rapidly, and, fostered by the formation of clubs, and the
establishment of regular seasons for racing and cruising, there is no
doubt that the improvement of design and rig will progress
satisfactorily.
The seaboard of the British Provinces is well adapted for cruising and
racing, and due advantage is taken of all yachting facilities on the
coast as well as on the Great Lakes, and to a considerable extent on
the St. Lawrence River.
In glancing over the yachting situation in the United States there is
every reason to feel satisfied with what has been accomplished; all
improvements in design and rig have been eagerly adopted by our
yachtsmen, and if we have drawn from the English in some points, they
have been fully repaid by gleanings from American practice. Yachting
is appreciated in other localities than on the seaboard, with its bays
and rivers; the great lakes have a small fleet of pleasure vessels,
and on some of the smaller lakes, as Minnietonka in Minnesota, racing
is carried to a degree of perfection wholly unsurpassed by the owners'
salt-water friends.
During the season of international matches, in 1885-87, the public
interest awakened was extreme; reports of the racing were read with
interest from Maine to California. When there is no international work
on hand, the chief yachting event of the year is the cruise of the New
York Yacht Club. Following the lead of 'Gimcrack,' in 1884, the cruise
always takes place during the first week in August, embracing also a
part or whole of the second.
Starting from a port on the Sound easily accessible from the city of
New York, the squadron makes its way eastward, stopping at several of
the principal places of resort along the Sound.
Of late years it has been the custom to race from port to port,
regular entries being made and prizes awarded.
At every port along its course the New York Yacht Squadron receives
large augmentations of both sailing and steam yachts, so that at last,
when the fleet anchors in the harbour of New London, it is an armada
of pleasure craft laden with pleasure-seeking yachtsmen, all in accord
to make this demonstration the brightest and gayest event of the
season. The entrance of the squadron into Narragansett Bay is one of
the most beautiful of all imaginable marine pictures; the ranks are
then complete, often numbering 200 vessels, by steam and sail. Every
available craft is pressed into service by the dwellers of Newport and
vicinity to go out to meet the arriving yachts; steamers laden with
passengers, tugs, trading schooners with their decks black with
unusual freight, the ubiquitous cat-boat, all assemble in waiting off
the Lightship at Brenton's Reef to welcome the approaching fleet that
is already coming into view off Point Judith.
The yacht squadron is escorted to the beautiful harbour of Newport by
the motley fleet in attendance, and anchors there with a flutter of
canvas and the booming of cannon.
[Illustration: The ubiquitous cat-boat.]
At evening the fleet is illuminated with coloured lights, the steam
yachts contribute electric glare, forming a scene worth many miles of
journeying to witness. Then follow races in the open sea outside
Newport, after which the cruise is continued to New Bedford, and
Edgartown on Martha's Vineyard Island; more racing, and then a cruise
around Cape Cod to Boston, where more racing and much festivity is
enjoyed, after which the squadron disbands, most of the yachts return
to Newport, whilst others cruise to Mount Desert Island and beyond.
About the middle of August it is usual to have more racing off
Newport under the auspices of the Atlantic and Seawanhaka Clubs, and
this usually closes the season for racing; a few matches, however, are
generally expected in the autumn, but by the middle of October nearly
all the yachts go out of commission.
Winter cruising to Florida and the West Indies usually begins soon
after Christmas, returning early in April, whereby the rigours of our
northern winter are avoided.
As a rule, the American yachtsman is not inclined to racing to an
extent that would afford the best information and knowledge as to the
design and rig of his craft. At times, however, when under the
stimulus of rivalry of designers, as occurred in 1891, or particularly
when there is an international contest on hand, our marine phalanx
stand forth in battle array, sacrifice no end of personal effort, and
stake willingly their bottom dollar.
_'America' Cup Competitions_
+------------+-------------------+---------+-----+-------+
| Year | Name | W.L. |Beam |Draught|
| | | Length | | |
+------------+-------------------+---------+-----+-------+
| | | ft. | ft. | ft. |
| 1870{ Magic | 78.11 |20.9 | 6.7 |
|August 1870{ Cambria |100.0 |20.5 | 12.4 |
| | | | | |
| 1871{ Sappho |119.4 |27.4 | 12.8 |
| 1871{ Columbia | 96.0 |25.1 | 6.0 |
|October 1871{ Livonia |107.5 |23.3 | 12.8 |
| | | | | |
| 1876{ Madeleine | 95.2 |24.0 | 7.4 |
|August 1876{ Countess Dufferin |107.0 |24.0 | 6.6 |
| | | | | |
| 1881{ Mischief | 61.0 |19.10| 5.4 |
|Nov. 1881{ Atalanta | 64.0 |19.0 | 5.5 |
| | | | | |
| 1885{ Genesta | 81.0 |15.0 | 13.0 |
|Sept. 1885{ Puritan | 85.1-1/2|22.7 | 8.8 |
| | | | | |
| 1886{ Galatea | 87.0 |15.0 | 13.03 |
|Sept. 1886{ Mayflower | 85.7 |23.6 | 9.9 |
| | | | | |
| 1887{ Thistle | 86.46 |20.03| 13.8 |
|Sept. 1887{ Volunteer | 85.88 |23.02| 10.0 |
| | | | | |
|October 1893{ Vigilant | 86.19 |26.25| 14.0 |
| { Valkyrie | 86.8 |22.33| 16.3 |
+------------+-------------------+---------+-----+-------+
It is the earnest wish of every American yachtsman to encourage
frequent and friendly intercourse with his English cousins who are
working for the true interest and advancement of yacht designing. The
breadth of the interlying ocean and the disparity between the winds
and water of the two countries should make no barrier to closer
relations, to the end that the noble science of naval architecture and
its most useful teachings may find in the progress of yachting a fit
subject to bind more and more closely two nations of one blood, one
language, and one desire--to attain to that which is highest and best
even in sports and pastimes.
The valuable assistance of Mr. Niels Olsen, superintendent of the New
York Yacht Club, and of Mr. E. A. Stevens, of Hoboken, nephew of
Commodore J. C. Stevens, is hereby gratefully recognised. But for them
my work would have been difficult, and in many respects impossible.
STEAM YACHTING IN AMERICA
The rapid development of the steam engine as a motive power, and its
widely distributed application, soon attracted the attention of the
lovers of nautical sports, and before the year 1860 the all-conquering
engine began to be used for the propulsion of pleasure craft. The
invasion of fields of sport by the engine did not then recommend, nor
has it since recommended, itself to the hearts of true yachtsmen; all
that is so attractive in yachting seems to vanish as soon as the
element of uncertainty is eliminated: all the poetry of motion, all
the sense of freedom from disagreeable surroundings, as well as all
interest in winds and water--all are sunk when the sail is changed for
the engine as a propelling force.
The steam yacht should be considered chiefly in the light of a very
agreeable mode of locomotion, and as such it is unquestionably a very
desirable adjunct to our resources, filling as it does a place that
would be wholly impossible for sailing craft, when the uncertain
character of winds and water is considered.
The first idea of steam yachting in America was realised in the
famous cruise of the 'North Star,' a side-wheel steamship of
2,004-25/95 tons, built for Mr. Cornelius Vanderbilt in 1852. She was
the most handsomely appointed vessel of her day, and sailed
temporarily under the flag of the New York Yacht Club, which fixed her
identity as a yacht, although she was built for merchant service.
The 'North Star,' brigantine rig, was built by Jeremiah Simonson, of
Green Point, Long Island. Length over all, 270 ft., 38 ft. beam, 28
ft. 6 in. depth, 16 ft. draught. She was fitted with two vertical beam
engines, cylinders 60 in. diameter by 10 ft. stroke; two boilers, 10
ft. diameter by 24 ft. long; paddle-wheels, 34 ft. in diameter. She
was broken up at Cold Spring, Long Island, in 1870. The Aspinwalls
were the first promoters of real steam yachting, and as early as 1854
the 'Firefly' was launched by Smith & Dimon, of New York, for Messrs.
W. H. Aspinwall and J. L. Aspinwall. Her length was 97 ft. 8 in. over
all, 19 ft. beam, 5 ft. 2 in. hold, 3 ft. 9 in. draught, engines built
by the Morgan Iron Works, oscillating cylinders 20 by 36 in.,
locomotive boiler, paddle-wheels 8 ft. 8 in. diameter, size of paddles
17 by 45 in. She was sold to the United States Government for duty on
the Coast Survey Service--89-93/95 tons. 'Clarita,' built for Leonard
W. Jerome by Lawrence Faulkes Williams, 1864; length over all, 125
ft.; 121 ft. 9 in. water-line, 22 ft. beam, 9 ft. depth, draught 11
ft. 6 in., 231-30/95 tons. Engine by Novelty Iron Works, 2 cylinders
22 by 22 in., diameter of screw 9 ft. 6 in. Sold to Pacific Mail
Steamship Company, and is now doing towing duty on the Kennebec River,
Maine.
The 'Ocean Wave' was built for Mr. R. T. Loper by Reany & Naeafy, of
Philadelphia, in 1865, iron. She was 87 ft. over all, 19 ft. beam, 7
ft. depth, 2 cylinders each 12 by 18 in., 38 nominal horse-power. The
Police Department of Philadelphia bought her.
'Day-Dream,' composite construction, built by the Continental Iron
Works, Green Point, Long Island, for W. H. Aspinwall, 1871. Length
over all, 115 ft.; length on water-line, 109 ft.; beam, 19 ft.; depth
of hold, 5 ft.; draught of water, 7 ft. Her engine was built by the
Delamater Works of New York, vertical condensing, 2 cylinders each 14
by 14 in., one boiler 8 ft. long, diameter of screw 7 ft. 6 in., with
10 ft. pitch. She was sold to the United States Government for postal
service in the Gulf of Mexico, and is now at New Orleans.
The 'Day-Dream' was really the first successful steam yacht, and set
the type of pleasure craft for many years; in fact, it is but a few
years ago that the style called 'deck-house' yachts went out of use,
and they are at present almost entirely superseded by the
deeper-hulled, flush-deck yachts.
During the early Seventies the steam launch, or open yacht, rapidly
multiplied in numbers and seemed to fill a demand for afternoon
sailing in the sheltered waters of our seaports, and as preparatory to
something better they did good service.
The open steam-launch as then used was from 25 to 45 ft. long, and 6
to 8 ft. wide, usually with vertical engines, and used a pipe
condenser and boiler of upright form, generally of tubular
construction. After the open launch came the small yacht, having a
small cabin enclosed mostly by glass with a standing room aft. This
very popular form is still much used, and answers a widely sought
demand for day sailing or short cruising; the boats are usually about
45 to 70 ft. long, and from 8 to 10 ft. wide. This style of small
yacht had no deck room that was available for real use, but the
standing room with an awning over it with adjacent cabin made a very
serviceable craft, in which cruising could be done from May until
October on our coast with perfect safety.
In those days 8 miles an hour was thought fast enough for anybody, but
in a few years, when the engine and boiler were both more perfected,
more speed was demanded, so that the type in question attained to 12
or 13 miles an hour, which in some cases has been pushed to 15, whilst
the speed of the open launch which at first was but 8 to 10 miles an
hour, reached, under the stimulus of popular desire and better motive
power, to 16 and even 20 miles an hour in quiet smooth water.
About 1885 the flush-deck yacht became more popular, and most
deservedly so, as the style is superior in all essential points to the
old deck-house form. It is true that the cabin of the older form is
pleasanter, being lighter and more airy, but the strength of
construction gained by the flush deck, its broad expanse of deck
everywhere available for sitting and promenading, all these points of
advantage give the present form decidedly the first place in the
estimation of all lovers of steam yachting. Since 1880, steam yachting
has increased with prodigious rapidity, and, particularly since the
introduction of naphtha as a factor in motive power, our waters fairly
swarm with craft propelled by a machine.
In about the year 1884 a club was formed for steam-yacht owners only,
called the American Yacht Club, and for several years it offered
prizes to be run for in Long Island Sound; but steam-yacht racing did
not become popular, principally because of the danger of forcing
machinery to its utmost limit of safety, and also the difficulty of
classifying yachts of different size and power of engine. For the most
part the devotees of steam yachting are drawn from the general public
without special regard of the situation of their home, as a yacht can
be kept on the seaboard or on the lakes, whilst the owner may live far
from the sight and sound of the sea; the restless spirit of our
countrymen prompts them to embark into every scheme of
pleasure-making, as well as business enterprise.
Naturally, however, by far the greater number of steam-yacht owners
have their homes on or very near some navigable water, upon which they
pursue their favourite sport as a pastime only, or in connection with
the daily engagements of business life.
Many men of large means and wide business interests who may be seen
daily on Wall Street or in other centres of trade in New York have
homes on the head waters of Long Island Sound, or on the lower
stretches of the Hudson, whence they daily run to the city of New York
in a steam yacht, which, after landing its luxurious owner, waits
until his day is done in the city, and bears him again to a home of
comfort and quiet retreat.
Yachts used chiefly for such purposes are always fast; when the speed
falls below 20 miles an hour, their owners fret and fume, and wonder
why she is not doing as well as she might.
Steam yachts having abnormally high speed are occasionally seen in a
large yachting fleet. There are always a few men, who, from a love of
seeing their names in print and their movements and those of their
yacht recorded in the newspapers of the day, find that by tearing up
the waters of our bays and harbours with yachts which show a speed of
25 miles an hour, their fondest hope is realised; for every eye
follows them, and every reporter wastes his pencil in recording the
performances of the speedy craft. It is their delight on regatta days
to dart about amongst the fleet of yachts and craft of the lookers-on,
and astonish everybody by some new flight of speed or some skilful
evolution. I am happy to record, however, that the number of these
flyers is small, and becoming less: such speeds are attained only by
great danger to life and limb of those in charge of the machine, and
an entire loss of comfort from the violent vibration of the vessel;
for she must be built as light and carry as powerful machinery as
possible, to give the results desired by these morbid lovers of
notoriety, who are no more yachtsmen than is the man who takes a
balloon trip so as to be seen by the crowd.
It must be admitted that comfort and pleasure can be, and doubtless
are, found on many steam yachts; for instance, a yacht of 125 ft.
water-line, by 19 ft. beam, with a well-kept flush-deck, a comfortable
deck-house forward, a large awning spread over all, the deck set out
with Persian rugs, tables, and comfortable rattan chairs, and a number
of congenial friends present, who are not tired of life and each
other--I think no one will deny that pleasure in the highest degree
could be realised with such surroundings.
Our prevailing pleasant weather during the yachting season, and the
uniformly sheltered character of our waters, have had their effect on
the form and construction of steam yachts as well as those by sail.
Nearly 95 per cent. of all steam yachts in America are built expressly
for bay, harbour, and river work, and when it is necessary to make any
extended trip, as for instance to the coast of Maine, they usually
creep close along shore, moving cautiously from port to port.
We can, however, boast of a few deep-sea craft, as fine and seaworthy
as any pleasure vessels in the world, such as those owned by the late
Jay Gould, Mr. W. W. Astor, the Vanderbilts, and few others. The
general dimensions of many steam yachts are ruled by the probability
of their taking the passage through the Erie Canal, the locks of which
are 100 ft. long and 17 ft. wide, and admit a vessel drawing 6 ft. of
water.
There is a marked advantage in taking the Erie Canal to reach the
great lakes; with a vessel of proper size the passage of the canal is
safe and easy, whilst the trip around by the Gulf and River of St.
Lawrence is very long and surrounded by difficulties, although the
voyage will richly repay one for taking it, as it affords greater
variety in sea and landscape than any other possible in America. Steam
yachting on the great lakes is also increasing rapidly, and in the
harbours of the large cities, as Buffalo, Cleveland, Toledo, Detroit,
Milwaukee, and Chicago, many steam pleasure craft may be seen, usually
of a length of 100 ft. or less, so as to make their way to the salt
water by the canal.
As in the case of sailing yachts, 95 per cent. of steam craft are to
be found north of the capes of the Delaware, but their numbers are
increasing south of that point more rapidly than their sailing
sisters. The Gulf and tributary waters as yet show very few pleasure
craft of either sort, and the Pacific coast, on account of the high
cost of fuel, is not the scene of steam yachting to any considerable
extent.
In the Bay of San Francisco, however, are a large number of naphtha
launches that find very favourable water in that shallow sea. There is
far less variety of form and rig among steam yachts than in any other
pleasure craft. The accepted form at present is a flush-deck vessel
with pole masts, triple-expansion engine, and some modification of the
old Belville boiler, a form that has many varieties, none of which are
satisfactory in more than a few points. They are generally safe from
explosion, but very short-lived, and difficult to manage.
The compound engine was introduced into yachting craft about the year
1875, and its success was as marked as in all other branches of marine
construction.
The triple-expansion engine was first used in 1884 with increased
success over its ancestor, the compound, and in 1888 the quadruple
engine was put into a few yachts; but it may be questioned if it
possesses any advantages over the triple for the general uses of
yachting.
The use of high-expansion engines not only results in a marked economy
of fuel, but, through a wide distribution of power and strain, far
greater durability is attained, as well as greater freedom from
vibration, which often imparts discomfort to the passengers, and
injury to the hull of the yacht.
With regard to the designing and construction of steam yachts, it
seems to be the aim of every designer and builder to try his hand at
this branch of naval architecture, and, as might naturally be
expected, the resultant vessel is too often an example of
semi-successful work of the novice, clumsy in form, construction, and
machinery, rude in design and ill fitted to its duty. Nearly all the
deep-sea pleasure craft are built on the Delaware, and as a rule are
staunch, seaworthy vessels with good speed, and generally satisfactory
performance in all situations. The Herreshoff Co., of Rhode Island,
have passed No. 180 in steam vessels, the larger number of which are
small launches, a good proportion small cabin yachts, and the rest of
the every-day class of along-shore craft which satisfy the desires of
nearly all who find pleasure on our coast in steam yachts. The
Herreshoff Co. turns out the fastest vessels of their class, and for
general qualities are the best examples of careful designing and
construction as applied to both hull and machinery. They have the
advantage of building every member of a yacht, hull, engines, and
boiler, so the result is more harmonious, and in the main is more
conducive to speed and that condition, called 'well balanced,' which
is so desirable in all steam vessels.
During the last five years naphtha engines, as applied to launches,
have been greatly improved, so that their use has become immensely
popular. They vary in size from 20 to 45 ft. in length, with speed
from 6 to 10 miles an hour; in a measure they have displaced small
steam launches as tenders for yachts, and in many places where no
great degree of skill is required to run them; in fact, the ease of
running and little time required to start a launch are the chief
reasons of their popularity, in spite of the fact that they are noisy
and malodorous.
The use of the steam yacht will, without doubt, continue to increase
more rapidly than the sailing craft, but there is not the least
probability that the latter will be superseded. In so large a
community of sea-loving people there will always be a few whose good
taste and love of true sport will guide them toward the sail as a
means of motion, and the forces of nature as motive power; but happy
is he on whom fortune smiles to the extent of enabling him to keep
both a steam and sailing yacht, for times do come when to reach an
objective point is highly desirable, and at other times nothing can
give so much pleasure as the quiet and peaceful sensation that is
found only in a sailing craft. There is room then for every yacht,
both steam and sail; each contributes to the pleasure of its owner,
and each deserves our best efforts to develop and make perfect that
which contributes so largely to our resources of enjoyment and
healthful pastime.