  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. 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. R.Y.S. Cup, 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 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 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 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 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 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 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 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 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 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. A Pirogue built about <u>1816</u>. 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. '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. 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 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 7½ 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. '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, 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. 'GIMCRACK.'
OF THE NEW YORK YACHT CLUB October 6, 1846 | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
| Rig | Name | Owner | Tonnage | Start | S. Island | L. Island | S. W. Spit | House 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
| Rig | Name | Owner | Tonnage | Start | Fort Washington Point | Narrow | Finish | Actual time |
| 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.'
| Sailing Committee | George L. Schuyler. |
| Andrew Foster, Jun. | |
| William E. Laight. |
MODEL ROOM OF NEW YORK YACHT CLUB.
(From Photograph sent by J. V. S. Oddie.)
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
'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
'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
'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,
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.
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,
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.
'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,
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
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;
Sail plan of 'Gracie.'
'Gracie,' launched July 1868, was modelled and built by A. Polhemus at Nyack, New York. Her dimensions were
When she was launched her tonnage, old measurement, was 5445/95; to-day it is 10268/95.
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
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, 6964/95 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
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, 15981/95 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
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.
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
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
'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
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
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.
'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
| 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.
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.
'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
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.
'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
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
'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.
'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.
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.
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.
'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
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.
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
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.
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 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.
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
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.
'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
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
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
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
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. Length | Beam | Draught | ||
| ft. | ft. | ft. | ||||
| 1870 | { | Magic | 78.11 | 20.9 | 6.70 | |
| August | 1870 | Cambria | 100.00 | 20.5 | 12.40 | |
| 1871 | { | Sappho | 114.40 | 27.40 | 12.80 | |
| 1871 | Columbia | 96.00 | 25.10 | 6.00 | ||
| October | 1871 | Livonia | 107.50 | 23.30 | 12.80 | |
| 1876 | { | Madeleine | 95.20 | 24.00 | 7.40 | |
| August | 1876 | Countess Dufferin | 107.20 | 24.00 | 6.60 | |
| 1881 | { | Mischief | 61.00 | 19.10 | 5.40 | |
| Nov. | 1881 | Atalanta | 61.00 | 19.00 | 5.50 | |
| 1885 | { | Genesta | 81.00 | 15.00 | 13.00 | |
| Sept. | 1885 | Puritan | 85.1½ | 22.70 | 8.80 | |
| 1886 | { | Galatea | 87.00 | 15.00 | 13.03 | |
| Sept. | 1886 | Mayflower | 85.70 | 23.60 | 9.90 | |
| 1887 | { | Thistle | 86.46 | 20.03 | 13.80 | |
| Sept. | 1887 | Volunteer | 85.88 | 23.02 | 10.00 | |
| October | 1893 | { | Vigilant | 86.19 | 26.25 | 14.00 |
| Valkyrie | 86.80 | 22.33 | 16.30 | |||
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
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
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—8993/95 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., 23130/95 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,
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.
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
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,
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
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
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.
