THE AMERICAN YACHTING SEASON OF 1893
BY LEWIS HERRESHOFF
The yachting season of 1893 was inaugurated by the laying of
'Navahoe's' keel in the autumn of 1892, at the construction shops of
the Herreshoff Company, in Bristol, R.I.
Interest was soon centred in her, for it was clear that she was
intended for some unusual service, and when her owner Mr. R. P.
Carroll, announced his programme for the season of 1893, of going to
England to try for the American cups there, and to take part in what
racing he might, there was an astonishing awakening of enthusiasm on
both sides of the Atlantic, which culminated in the international
contest off New York in October 1893, that being without question the
most exciting and interesting series of races ever witnessed. Early in
December 1892 the challenge from Lord Dunraven was finally settled and
adjusted, creating a patriotic ardour in all English and American
yachtsmen.
Almost simultaneously the 'Valkyrie,' 'Britannia,' 'Calluna,' and
'Satanita' in England, and 'Colonia,' 'Vigilant,' 'Jubilee,' and
'Pilgrim' in America, were begun, the last three English yachts being
expressly intended to defend the American and other trophies against
the attack of 'Navahoe,' as well as more fully to test the value of
'Valkyrie,' on which rested the herculean task of returning the
America Cup to its native shores. The early months of 1893 were spent
by the yachting circles of both England and America in discussions on
and comparisons of the merits of their favourite design and
construction, rig and so forth.
All attempts by the designers and builders to keep their work secret
were utterly futile, for all essential information as to dimensions
and chief characteristics found their way into the newspapers, giving
zest to the public interest and discomfiture to the builders, who set
seals on the mouths of their workmen and watchmen, and blocked every
door and window where the prying public might steal a view of the
coming wonder; but seals and watchmen could not evade the desire to
know what was to be the form and outline of the 'Defenders,' as the
American yachts were popularly called. The table on p. 402 gives
important information concerning the five American yachts of 1893, to
which is added 'Valkyrie,' her dimensions being important for
comparison with the American vessels. 'Navahoe' was built under
restrictions that precluded all expectations of attaining the highest
speed; she was intended for a cruiser which in the event of necessity
could be rigged and sailed so as to make a good show with yachts then
in existence. Her performance in English waters, although
disappointing, was but little below the anticipations of those who
knew her and understood the value of her opponents, whose lines were
not drawn when 'Navahoe' was begun.
The yachts 'Navahoe,' 'Colonia,' and 'Vigilant' are all after the type
of 'Gloriana' and 'Wasp,' but differing widely in some points, the
first and last being centreboard vessels, and 'Colonia' a keel, but of
not sufficient lateral plane, rendering her windward work faulty.
'Vigilant' represents perhaps more nearly than the others the
so-called American type; she combines a broad beam with good depth,
and with her centreboard down draws about 23 ft.
+---------+---------------+----------------+-------------+--------+------+----+--------+------+-----------+
| Cutter | Owner | Designer | Builders | Length |L.W.L.|Beam| Draught| Sail-|Sail-makers|
| | | | |over all| | | | area | |
+---------+---------------+----------------+-------------+--------+------+----+--------+------+-----------+
| | | | | ft. | ft. | ft.|ft. ins.| ft. | |
| | | | | | | | | | |
|Navahoe {R. P. Carroll, | N. G. {Herreshoff } 123 | -- | 23 { 13 0 | -- {Wilson and |
| {N.Y. | Herreshoff {Manufacturing} | | { 23 0 | {Silsby |
| | | {Co. } | | | | | |
| | | | | | | | | | |
|Colonia {Arch. Rogers } " | " | 128 | 85.48| 24 | 15 3 |11,340| " |
| {and others, } | | | | | | | |
| {N.Y. } | | | | | | | |
| | | | | | | | | | |
|Vigilant {E. D. Morgan } " | " | 127 | 86.12| 26 { 14 0 |11,312{Wilson and |
| {and others, } | | | | { 24 0 | {Griffen, |
| {N.Y. } | | | | | | {N.Y. |
| | | | | | | | | | |
|Valkyrie |Lord Dunraven | Geo. L. Watson| Henderson | 117.25 | 85.50| -- | 17 6 | -- | Ratsey |
| | | | | | | | | | |
|Jubilee {Chas. J. Paine,} J. B. Paine {Lawley Corp.,} 125 | 84.47| 23 { 13 9 |11,342{Wilson and |
| {Boston } {Boston } | | { 22 0 | {Silsby |
| | | | | | | | | | |
|Pilgrim {Bayard Thayer } Stewart and |Pussey and } 123 | 85.28| 23 | 22 6 |10,261| " |
| {and others, } Binney |Jones } | | | | | |
| {Boston } | | | | | | | |
+---------+---------------+----------------+-------------+--------+------+----+--------+------+-----------+
The chief characteristic of her construction is the employment of
Tobin bronze for her plating (save the upper row of plates, which are
of steel), and her centreboard, also of bronze, is made of two plates
set apart with ribs between, the space of 2-1/2 in. being filled with
cement; the structure weighing 7,750 lbs., and being operated from the
cabin by means of differential lifts, capable of raising 6 tons.
'Jubilee' is of unusual design and construction; her body is wide and
shallow, with a fin attachment carrying about 40 tons of lead at a
depth of 13 ft. below the water's surface, and to increase the lateral
plane she has a centreboard that works through the fin and its bulb of
lead, exposing surface enough to ensure most excellent windward work,
dropping about 8 or 10 ft. below the bulb. 'Pilgrim' is an out-and-out
fin-keel yacht, the largest vessel of that type ever built. Like
'Jubilee,' she is broad and shallow of body, the fin being of a
separate construction, and this with its bulb of 15 tons weight was
attached to the vessel in New York, the hull having been built in
Wilmington on the Delaware. She carried her bulb 23 ft. below water,
which gave her good stability and power to hold her course when
sailing to windward; but with her, as in some measure with 'Jubilee,'
they did not represent any authorised, well-tested type of yacht, and
though their performances were interesting and highly instructive,
they did not fill the mind of the true yachtsman with glowing
satisfaction, seeing that the work that was in hand was one of
national importance and required designs of equally high character.
The middle of July found all four yachts in sailing, if not racing,
trim; their owners scrupulously avoided contact with each other; each
claimed unheard-of speed and other noble qualities; and each felt that
his craft was that on which would rest the honour of defending the
America Cup. It was soon found that the booms of 'Colonia' and
'Vigilant' were not satisfactory; they were not stiff enough to hold
the sail where it should be to ensure a flat set, and when swung off
their weight was found to list the yacht too much, both of which
difficulties were to be expected in spars of their length and diameter
(100 ft. long by 16 in.). Hollow booms of different construction were
tried. Those where the spar was sawed lengthwise and the core dug
out, then glued and trenailed together, were found to be the best.
Booms of highly elaborate construction made for 'Colonia' and
'Vigilant' were tried and found unsuitable. They were built up of long
staves, having double skins which were well glued and fastened, and
weighed less than half the solid spar; they were 30 in. at slings, 18
in. at after, and 15 in. at forward ends, but they evidently were
lacking in material enough to endure the tension on one side and the
compression on the other, and were condemned after a short trial.
In the first regatta of the N.Y.Y.C. cruise on August 7, 'Colonia' and
'Vigilant' met; it was at the head of Long Island Sound, triangular
course.
There came a puff of wind a moment after starting, and before the
defenders sailed a mile 'Vigilant' broke down and withdrew, leaving
'Colonia' without an opponent, as 'Jubilee' and 'Pilgrim' did not join
the fleet until later.
The race for the Goelet Cups off Newport on August 11 was famous for
first bringing together all four of the 'Defenders,' and infamous in
the annals of yachting for being the most disappointing occasion that
was ever remembered. Calms varied by light baffling breezes, generally
from the east; mists mitigated by clearing moments, which finally
settled into a hopeless calm and densest of fogs. 'Colonia' came
drifting home nearly fifteen hours from the start, with 'Vigilant' and
'Jubilee' an hour or two behind. 'Pilgrim' had long before withdrawn.
The course was from Brenton's Reef light-vessel to that at the
entrance to Vineyard Sound, thence a short leg to the light-vessel at
the entrance of Buzzard's Bay, and thence to the point of
starting--about thirty-six miles.
The only fact disclosed by this race was that 'Jubilee' was as good as
'Vigilant' in beating out to the Vineyard Light, and that 'Vigilant'
was faster than 'Jubilee' in reaching, for the latter was caught and
passed by 'Vigilant' a few moments before the wind wholly disappeared.
[Illustration: New York Yacht Club.
1893. Regatta Course.]
During the continuation of the cruise there were several tests of
speed in going from port to port, in which 'Vigilant' showed herself
to be the fastest.
[Illustration: 'Vigilant,' Cup defender.]
The races for the Astor Cups off Newport were in the main
unsatisfactory as real tests of speed and desirable qualities, but in
all it was more and more assured that 'Vigilant' was the best, and
also that 'Pilgrim' was far from fulfilling the expectations of those
responsible for her. The August races ended without affording any
definite information as to the comparative value of the 'Defenders,'
but there was a growing opinion that 'Vigilant' was best, with
'Colonia' and 'Jubilee' about even, and 'Pilgrim' well astern; this
classification, however, was from inference rather than any absolute
test. 'Jubilee' and 'Pilgrim' went to Boston to prepare for the final
trial, to take place off New York in a series of races beginning
September 7. It was decided by the owners of 'Pilgrim' to give her
more power; lead was added to her bulb, spars lengthened, and
sail-spread increased. 'Jubilee' underwent only minor alterations,
whilst 'Colonia' and 'Vigilant' tried to improve the set of their
sails (a hopeless task) and otherwise prepared for the all-important
final race. In the first of the trial series 'Colonia' and 'Vigilant'
were about even, the Boston boats being disabled by damage to their
gear. The second and third races were victories for 'Vigilant,' the
last race being sailed in a fine wind and fairly rough sea.
Those who wanted to see an actual test of qualities were again
bitterly disappointed, for the Boston boats did not show as they might
have done had their rigging and spars remained intact; but in the case
of 'Pilgrim' it was clear that her increased sail-spread and
consequent augmentation of weights below and aloft imposed too severe
strains on her hull and rigging, so that structural weakness became
alarmingly evident before the close of the race, when she was at once
put out of commission, since which she has been sold, and will appear
next as a harbour steamer for passengers.
The choice of 'Vigilant' to defend the cup was a wise one--in fact,
the committee could decide nothing else, for it was clear that
'Colonia' could not do good work to windward, through lack of lateral
resistance; and 'Jubilee,' although unquestionably a very fast
yacht--in some instances the equal of 'Vigilant'--was rigged with such
untrustworthy material that she could not be depended upon to enter so
important a struggle as the defence of the America Cup. After the
trial races and consequent choice of 'Vigilant' as defender, public
attention was centred on the coming of 'Valkyrie.' Day after day
passed and yet no news of her; at last anxiety was felt for her
safety, seeing that she had not been positively reported since her
sailing. But, after a thirty days' voyage, she appeared at sunrise off
Sandy Hook, none the worse for her stormy passage.
'Valkyrie' was quickly put in racing trim, and on the arrival of Lord
Dunraven all the final arrangements for the contest were settled and
both yachts prepared for the struggle, the last act being the docking
of them to make their wetted surfaces as smooth and repellent of water
as possible.
The America Cup races were set to begin on October 5 and four
following alternate days, the first, third, and last to be 15 knots
from the lightship off Sandy Hook and return in a course parallel with
the wind; the second and fourth races to be triangular, 10 knots on
each leg, to start from the same point, and to have one leg to
windward; all races to be started from a single gun, and to be sailed
in a limit of six hours.
[Illustration: Earl of Dunraven's 'Valkyrie.']
As the day approached the excitement became intense; yachtsmen and
sportsmen flocked to New York from all parts of the country. Betting
ran in favour of 'Vigilant' (3 to 2), some bets being taken at large
odds against 'Valkyrie's' not being able to win a single race in the
series.
_First Race, October 7, 1893_
+---------+-----+--------+--------+--------+---------+
| -- |Start| Turn | Finish |Elapsed |Corrected|
+---------+-----+--------+--------+--------+---------+
| |h. m.|h. m. s.|h. m. s.|h. m. s.|h. m. s. |
|Vigilant |11 25| 1 50 50| 3 30 47| 4 5 47| 4 5 47 |
|Valkyrie |11 25| 1 58 56| 3 38 23| 4 13 23| 4 11 35 |
+---------+-----+--------+--------+--------+---------+
'Vigilant' wins by 5 mins. 48 secs.
_Second Race, October 9, 1893_
+---------+-----+--------+--------+--------+--------+---------+
| |Start| First | Second | Finish |Elapsed |Corrected|
| -- | | mark | mark | | | |
+---------+-----+--------+--------+--------+--------+---------+
| |h. m.|h. m. s.|h. m. s.|h. m. s.|h. m. s.|h. m. s. |
|Vigilant |11 25| 1 6 35| 1 56 55| 2 50 1| 3 25 1| 3 25 1 |
|Valkyrie |11 25| 1 11 20| 2 5 52| 3 2 24| 3 37 24| 3 35 36 |
+---------+-----+--------+--------+--------+--------+---------+
'Vigilant' beat 'Valkyrie' on first leg 4 mins. 35 secs., on second 4
mins. 12 secs., and on third 3 mins. 26 secs. 'Vigilant' won by 10
mins. 35 secs.
_Third Race, October 13, 1893_
+---------+-----+--------+--------+--------+---------+
| -- |Start| Turn | Finish |Elapsed |Corrected|
+---------+-----+--------+--------+--------+---------+
| |h. m.|h. m. s.|h. m. s.|h. m. s.|h. m. s. |
|Vigilant |12 27| 2 35 35| 3 51 39| 3 24 39| 3 24 39 |
|Valkyrie |12 27| 2 33 40| 3 53 52| 3 26 52| 3 25 19 |
+---------+-----+--------+--------+--------+---------+
To windward 'Valkyrie' gained 1 min. 55 secs. Off the wind 'Vigilant'
gained 4 mins. 8 secs. 'Vigilant' won by 40 secs.
Every steamer, tugboat, or anything propelled by an engine within 250
miles of the scene of the contest was pressed into service; and the
fleet by sail and steam started for New York, bearing eager,
interested men who had laid aside every business or social engagement
to witness what was felt to be the greatest yachting event the world
had ever known.
The 5th came. The bay and surrounding waters were alive with craft
loaded with excited spectators, but all were doomed to the bitterest
disappointment. It was a perfectly exasperating day--light winds
varied by calms; and spectators saw the nation's hope absolutely
forsaken by the treacherous breeze, whilst her opponent sailed away
with favouring flaws until the American was hopelessly distanced. The
time limit was reached before two-thirds of the course were covered,
and yachtsmen as well as spectators returned utterly disgusted. The
abortive race of the 5th afforded not the slightest clue to the
comparative value of the contending yachts, so on the 7th the
prospects of the coming race were as uncertain as ever.
The day was again disheartening; a waning westerly wind gave no
promise of a good race; the attendance was still large, but there was
a decided falling off in numbers from the first day.
The yachts were sent off east by south at a six or seven mile pace,
the 'Vigilant' slowly gaining; but when about half-way to the outer
mark 'Vigilant' took a start and rapidly drew away from 'Valkyrie,' so
that when within three miles of the mark she was one and a quarter
mile in the lead. Here a soft spot in the wind occurred, and
'Valkyrie' drew on the brass-bottomed boat; but at that moment the
wind shifted more southerly, blowing over the quarter rail of the
yachts, and 'Vigilant' again drew away from her pursuer, turning
nearly a mile and a half in advance.
The wind having changed in direction there was no windward work, the
yachts returning two or three points free, and maintaining the same
relative distance at the close as at the outer mark. The race of the
7th, although a decided victory for the American, was not generally
considered as a satisfactory test of sailing qualities; the wind was
unsteady in force and direction, and to some extent fluky, but in the
opinion of those who were competent to judge, the 'luck' was rather
more on the side of the 'Valkyrie' than the 'Vigilant,' the English,
however, stoutly declaring the reverse.
The real value of the two yachts in windward work was still unknown,
and although 'Vigilant' had scored by a good margin one race, still
the result was then quite uncertain.
October 9 opened with a fair promise of wind; the interest was still
deep and the attendance large; the course was triangular, ten miles
each side. The first leg was to windward; the yachts started about
equal as to time and position.
At first 'Valkyrie' seemed to lead--that is, she outfooted the
American; but the latter was slowly edging up toward the wind, and
later, when a good weather position was gained by 'Vigilant,' her
skipper gave her more power, and with the increasing wind she rapidly
left her opponent astern, rounding the first mark well in the lead.
The next leg was a broad run, and all that witnessed it unite in
declaring that yachts never made such time in a race before. They
flew; but 'Vigilant' flew the faster, and nearly doubled the handsome
lead that she had obtained on the rounding of the first mark.
The home leg was with a freshening free wind two points forward of
beam. It was made without incident, save that 'Vigilant' had to favour
her bowsprit that was sprung on the windward stretch, her jib-topsail
was lowered, and head-sails eased in regard for the weakened spar. On
the home stretch 'Vigilant' still further widened the distance between
her and the English yacht, and made a most decided point in her
favour. The race was a fine one, but it seemed to seal the fate of
'Valkyrie'; still with native pluck her undaunted owner made ready for
the next race. By a most masterful stroke a new mainsail was bent, and
more lead given the cutter, so that she lost fifteen seconds of time
allowance from the American.
October 11th proved another disappointing day. Light breezes and calms
ruled; the beat of fifteen miles resulted in no decisive difference in
the sailing of the yachts, for when the time-limit was reached the
yachts were far from home, with the American yacht leading.
On the 12th a gale was reported as working up the coast, and great
hopes were entertained of a fresh wind for the fifth start. Many
thought that the American yacht would beat her opponent more easily in
a strong wind and rough sea, but they were disappointed, as the sequel
proved. When October 13 dawned an easterly gale was blowing up; early
in the morning the wind began to pipe and the sea to roughen, and by
the time of starting the wind had set in strong and steadily from the
east. After some delay caused by an accident to the rigging of
'Valkyrie,' that was speedily repaired on board, the two yachts shot
away for a fifteen-mile thresh to windward, the 'Valkyrie' at the
south end of the line, and 'Vigilant' at the north end--a fair start.
At first 'Vigilant' outfooted 'Valkyrie' and held nearly or quite as
well to the wind; but when the windward work was about half finished
the wind drew more from the south of east, it soon began to increase
in good earnest, and from that moment 'Valkyrie' got further away from
'Vigilant,' and turned the outer mark nearly two minutes ahead. On
starting, the yachts had each a reef down, 'Vigilant' a whole reef,
'Valkyrie' a half reef in her mainsail, each her working topsail set,
with usual head-sails. After the mark was turned it became apparent
that if 'Vigilant' were to win she must work, and, as it proved, no
lack of energy was displayed on either yacht. The reef was turned out
of 'Vigilant's' mainsail, and her No. 1 club topsail set over it. The
storm that had been threatening all day now began to increase, the
wind rose rapidly and the sea became very rough.
'Vigilant' gained noticeably on her opponent, and passed her when
about half-way to the home point. The contest was now most exciting;
the rigging of both yachts was strained to the last degree. Soon
after the 'Valkyrie' was passed by 'Vigilant,' her spinnaker, that was
torn in setting, became disabled by splitting; another but smaller one
was set in its place, but that also soon gave way to the
ever-increasing force of the wind. The last three miles of the race
were a mad rush for the 'Vigilant'; she carried all the sail that
could be spread, and it seemed that an inch more of canvas would carry
everything by the board. She gained more quickly than ever on her
crippled follower, and crossed a close winner in the midst of the most
exciting scene that yachting annals have ever recorded.
It is hard to say if the 'Vigilant' would have won had 'Valkyrie' not
lost her light sails; but if the latter claims that her race was thus
lost, 'Vigilant,' with equal sense of right, can claim that a
maladjustment of her centreboard lost her at least five minutes on the
beat out.
Closely following the termination of the races both yachts were put
into winter quarters, and owners as well as crews took breath,
enjoying a well-earned rest. It is not possible at this early moment
to draw any absolutely settled conclusions as to the merits or
demerits of the contesting yachts. Fortunately Lord Dunraven decided
to leave 'Valkyrie' in the States for a continuation of the contest in
1894, when if the races that are now hoped for occur, and all the
yachts take part that now promise to do so, it will be a far more
useful and interesting contest than was afforded by the races of 1893.
A few points that are worth considering force themselves on the close
observer of the international races of 1893.
October is one of the worst periods of the whole year for racing, at
least during the first half of the month; the winds then are light and
inconstant in force and direction, and calms are of longer duration
than at any period during the yachting season.
From August 15 until September 20 is without doubt the most favourable
time for racing, and when another international contest is
contemplated, it is to be hoped that the races will be set at least
three weeks earlier than those of 1893.
This international sport awakens such a widespread interest, serving,
as it were, as a great national school in yachting and racing, that it
is to be hoped as much facility as possible may be afforded the public
for witnessing them; therefore, let all international races be held in
New York waters, where they were in 1893, as that point is more
accessible than any other to those interested. We in America must
establish some school for the training of skippers and crews; there is
not to-day a professional skipper in the country, nor a crew that is
capable of sailing a yacht against the English. The best school
possible is actual racing, and when we present to our yachtsmen a
racing list as long as that published in England, then we can hope to
have captains and men fit to hold their own. The English may learn of
the Americans how to design a yacht that will bear pushing to extreme
speeds without making such a disturbance in the water as did
'Valkyrie.' They can also take lessons in staying the mast and
masthead, and in proportioning the sizes of spars and standing rigging
more closely to the labour assigned them. The Americans may learn of
the English how to make canvas that will stand where it is desired;
and when it is made they can also learn of them how to make sails and
how to set them; and in general to copy the management of their yachts
when racing, that when we meet the English in international races we
may be able to rig and sail our yachts in such manner that an expert
would be able to say whether any advantage on either side was due to
design, or if not to that factor alone, to place the cause of
advantage where it belongs, so that the lesson set by such races may
be of some benefit to those who have the improvement of
yacht-designing and sailing near their hearts.
The long-mooted question of keel _v._ centreboard still remains
unanswered, and in fact it never can be determined as a general rule.
In close windward work there seems little or no difference between the
keel and centreboard as to speed; the latter has some advantage when
sailing free by raising the board, thus lessening the wetted surface
of the yacht.
The great and undeniable superiority of the centreboard lies in the
fact that a yacht possessing it can essentially reduce her draught of
water so as to work in depths that would be wholly impossible for the
keel vessel. It would seem, therefore, that the advantage gained in
the use of the centreboard is mainly not one of sailing qualities, but
one of desirability for use in certain locations where shallow water
prevails.
The interest exhibited in the international races by those who were
able to be present has already been mentioned, but it yet remains to
notice the astonishing degree of excitement as to the result of the
races evinced by the public at large.
From Maine to California, and from Michigan to Florida, news of the
struggle was eagerly awaited, and in all the cities, towns, and even
villages the exact position of the yachts was exposed on a bulletin
board, the news being sent by telegraph every five or ten minutes, or
more often if the change of position of the yachts demanded it. In
some of the larger cities where the interest was most intense such
crowds collected in front of the bulletin boards that traffic had to
be suspended; in New York City the stock-board was deserted, and
business generally was at a standstill.