Yachting Volume Ii Part 22

Another well-known cat was 'Alice,' 1879; she took twelve first prizes out of eleven starts during her first year, in one race there having been two prizes offered. During the ten years from 1860 to 1870, covering the period of the War of the Rebellion, yachting interests were at a low ebb, and comparatively few pleasure vessels of any kind were built.

A change presently came over the fancy of yachtsmen, which was shown by a feeling against large sloops, mostly on account of their being difficult in management. The long boom is always an element of danger and inconvenience, so that during the period alluded to many of the old sloops were rigged into schooners, and toward the latter part of the decade schooners became more successful and popular on account of their ease in handling, and their being far better adapted for ocean cruising, which at that time became more and more general with the owners of pleasure craft. The coming of 'Cambria' in 1870, and later of 'Livonia,' seemed to act as a stimulant in the construction of schooners, and many were built and found to be very satisfactory and successful. A list of the best known and most successful schooners that existed about 1870 and 1871 would include:--'Phantom,' 123 tons; 'Maggie,' 132 tons; 'Sylvie,' 106 tons; 'Tidal Wave,' 153 tons; 'Madeleine,' 148 tons; 'Rambler,' 160 tons; 'Idler,' 133 tons; 'Dauntless,' 268 tons; 'Magic,' 97 tons; 'Fleetwing,' 206 tons; 'Palmer,' 194 tons; 'Alice,' 83 tons; 'Fleur de Lys,' 92 tons; 'Eva,'

81 tons; 'Restless,' 95 tons; 'Josephine,' 143 tons; 'Calypso,' 109 tons; 'Widgeon,' 105 tons; 'Halcyon,' 121 tons; 'Tarolenta,' 204 tons; 'Alarm,' 225 tons; 'Vesta,' 201 tons; 'Wanderer,' 187 tons; 'Columbia,' 206 tons; 'Sappho,' 310 tons; 'Enchantress,' 277 tons; 'Mohawk,' launched in June, 1875, 326 tons; 'Amba.s.sadress,' 1877, 431 tons; 'Intrepid,' 1878, 276 tons; 'Grayling,' 1883, 91 ft. long, 136 tons, designed by Philip Elsworth, remodelled by Burgess in 1888; 'Montauk,' Elsworth designer, 1882, 193 tons; 'Sea Fox,' 1888, designed and owned by A. Ca.s.s Canfield, 204 tons.

[Ill.u.s.tration: Midship sections.]

Some very fast sloops appeared after 1860, but in less number than before that date. The following list covers those that were best known and noted for speed:--the 'Mannersing,' built by David Kirby, Rye, New York, launched June 11, 1858, 58 ft. over all, 54 ft. 4 in. length on water-line, 18 ft. beam, 5 ft. 1 in. deep, and 4 ft. draught, centreboard, 24 tons; she was very fast, won three races out of five, was later owned in New Bedford, where she was wrecked. The 'Mallory,'

built by D. D. Mallory, 1858, 55 ft. over all, 51 ft. length on water-line, 18 ft. beam, 6 ft. deep, 5 ft. draught, a very handsome and fast vessel, 45 tons; she was lost at sea on a voyage from Havanna to New York, no survivors. The 'Annie,' built by Albertson Brothers, Philadelphia, designed by Robert Fish, 1861, 53 ft. over all, 45 ft. 6 in. length on water-line, 18 ft. beam, 4 ft. 2 in. deep, 3 ft. 6 in.

draught, centreboard. 'Annie' was first owned by Mr. Anson Livingston, who was the best amateur yachtsman of that day; he sailed 'Annie' in five races and won them all; she was finally shipped to California on the deck of the vessel 'Three Brothers,' and is now doing very satisfactory duty in the Bay of San Francisco. 'Addie,' V.

sloop, built by David Kirby for William Voorhis, 1867, 65 ft. 10 in.

over all, 57 ft. length on water-line and 17 ft. beam, 5 ft. 4 in.

deep, 4 ft. 4 in. draught, centreboard; she was but fairly fast, and underwent many changes. 'Coming,' sloop, centreboard, designed by R.

Fish, 1868, 62 ft. over all, 57 ft. length on water-line, 20 ft. 3 in.

beam, 5 ft. 5 in. deep, 5 ft. draught, 53-25/95 tons; she was not at first fast, but later, when owned in Boston, she developed very good speed, and won several races.

[Ill.u.s.tration: Sail plan of 'Gracie.']

'Gracie,' launched July 1868, was modelled and built by A. Polhemus at Nyack, New York. Her dimensions were then 60 ft. 3 in. over all, 58 ft. 6 in. water-line, 18 ft. 8 in. beam, 5 ft. 6 in. depth of hold, and 5 ft. draught, centreboard lengthened 2 ft. aft in 1869. In 1874 she was lengthened to 72 ft. 9 in. over all, 62 ft. water-line, 20 ft.

6 in. beam, 6 ft. 6 in. depth of hold, and 5 ft. 8 in. draught. In 1879 she was again rebuilt and altered by David Cool at City Island, and lengthened to about 80 ft. over all, with same water-line, a beam of 22 ft. 6 in., 7 ft. depth of hold, and 6 ft. 8 in. draught. Her mast was 74 ft. over all, topmast 36 ft., boom 63 ft., gaff 31 ft., whole length of bowsprit, of which 19 ft. is outboard. That was the dimension she had when she sailed with the 'Bedouin,' the 'Puritan,'

and 'Priscilla.' She was again altered in 1886, giving her 16 tons inside ballast, the rest on the keel.

When she was launched her tonnage, old measurement, was 54-45/95; to-day it is 102-68/95.

[Ill.u.s.tration: Lines and midship section of 'Gracie,' New York Yacht Club, launched July 1868.]

Such are the changes made in old yachts now-a-days. A new one every year is all the fashion; no alteration of originals, but new lines entirely.

The following were notable yachts:--

The sloop 'Madeleine,' built by David Kirby, Rye, New York, and launched March, 1869, designed by J. Voorhis. Length over all 70 ft., 65 ft. length on water-line, 21 ft. beam, and 7 ft. 9 in. deep, 6 ft.

6 in. draught. In her original form she was a failure, but in 1870 was changed to a schooner. After alterations to her design of hull in 1871 and again in 1873, she became a fast yacht, and was chosen to defend the 'America' Cup against the 'Countess of Dufferin' in 1876.

The cutter 'Vindex,' built by Reanyson and Archibald in Chester, Pennsylvania, in 1871, designed jointly by A. Cary Smith and her owner, Robert Center. She is the first iron yacht built in this country, being a new departure in design as well as rig, though not famous for speed, and was not a racer; still she was an excellent vessel for cruising, and was particularly comfortable in beating to windward in strong weather. 'Vindex' was 63 ft. overall, 56 ft. length on water-line, 17 ft. 4 in. beam, 7 ft. 6 in. deep, 8 ft. 10 in.

draught, keel, 68 tons.

The sloop 'Vixen,' centreboard, built by Albertson Bros., of Philadelphia, for Anson Livingston, designed by R. Fish, 1871, length overall 52 ft., 44 ft. length on water-line, 16 ft. 6 in. beam, 6 ft.

deep, 4 ft. 5 in. draught, 37 tons. Sailed thirty-seven races in the New York Yacht Club, and won eighteen first prizes.

The sloop 'f.a.n.n.y,' built by D. O. Richmond, in Mystic, Connecticut, 1873. Length over all 72 ft., 66 ft. length on water-line, 23 ft. 9 in. beam, 6 ft. 9 in. deep, 5 ft. draught, centreboard, 90 tons. She sailed twenty-six races in the New York Yacht Club, and won ten prizes. Sloop 'Arrow,' built by David Kerby for Daniel Edgar, 1874, 66 ft. 6 in. over all, 61 ft. 8 in. length on water-line, 20 ft. 2 in.

beam, 6 ft. 6 in. deep, 5 ft. 6 in. draught, 69-64/95 tons. Her career was short and creditable under the flag of the New York Yacht Club, she having, in her first year, entered five races and won four prizes.

Sloop 'Mischief,' designed by A. Cary Smith, built by the Harlan Hollingsworth Co., of Wilmington, Delaware, of iron, 1879; 67 ft. 6 in. over all, 61 ft. length on water-line, 19 ft. 11 in. beam, 7 ft. 9 in deep, 5 ft. 3 in. draught, 79-27/95 tons. 'Mischief' was chosen to defend the 'America' Cup against 'Atalanta' in 1881; she has sailed twenty-six races and won eleven prizes. The sloop 'Pocahontas' was built by David Kirby for a syndicate. Launched in 1881, she was 71 ft.

11 in. She was intended to defend the 'America' Cup against 'Atalanta,' but was badly beaten by 'Mischief' and 'Gracie,' and was retired, bearing the well-deserved sobriquet 'Pokey.'

The sloop 'Priscilla' was built of iron by the Harlan Hollingsworth Co., Wilmington, Delaware, and designed by A. Cary Smith for James G.

Bennett and William Douglas, with a view to defend the 'America' Cup against 'Genesta,' but the trial races showed 'Puritan' to be the best yacht, 1885. She was sold in 1886 to A. Ca.s.s Canfield, who did all in his power to bring her into racing form, but improvements in designing set her hopelessly astern. 'Priscilla' was 95 ft. 6 in. over all, 85 ft. 3 in. length on water-line, 22 ft. 6 in. beam, 8 ft. 9 in. deep, 8 ft. draught, centreboard. She was rigged into a schooner in 1888, but as a racer has never made a creditable record.

The sloop 'Atlantic' was built by J. F. Mumm at Bay Ridge, Long Island, designed by Philip Elsworth for Latham A. Fish and others. She was built to defend the 'America' Cup against 'Galatea,' but in the trial races she was beaten by both 'Puritan' and 'Mayflower,' and was retired. In 1887 she was sold, and changed into a schooner. Length over all 95 ft., 84 ft. 6 in. length on water-line, 23 ft. 2 in. beam, 9 ft. 6 in. deep, 9 ft. draught, centreboard, 159-81/95 tons.

Amongst designers of this period A. Cary Smith, whose name is mentioned above, stands unquestionably first in New York; his boats were and are to-day favourites amongst yachtsmen. It may be said of him that he displayed good sense in designing, and whilst his productions have not been famous as racers, still they are by no means the last to return; and when we consider qualities of staunchness, trustworthiness of working in stress of weather, and all except the extreme of speed, his yachts have not been excelled. In late years, beside yacht designing, Mr. Smith has taken up the modelling of fast screw and side-wheel steamers for special pa.s.senger coastwise traffic, in which line his skill has proved pre-eminent; vessels of his design are to-day the fastest afloat, and, like his other work, are marked by evidence of perfect understanding of the requirements; in short, he builds for the special use demanded, and therefore his labours are followed by success.

He first came before the public in 1871, when he jointly with Robert Center designed the iron cutter 'Vindex,' at Chester, Pennsylvania.

Then he built the schooner 'Prospero,' and it was said that he laid down the lines from paper draughts without having a model, which was at that time a great fad. Then he designed and built the 'Norna' and 'Intrepid,' 'Mina,' 'Iroquois,' and 'Zampa'; he has now designed and is superintending the building of two schooners, two ferry-boats, and one 'Sound' steamer. He is also a fine marine artist, and has painted many noted yachts: the 'Sappho' for Commodore Douglas, and 'Dauntless'

for Commodore Bennett, the 'Wanderer,' 'Columbia,' the 'Vindex,'and many other celebrated yachts.

About twenty years after the organisation of the New York Yacht Club, the Brooklyn Yacht Club was formed, and, soon following it, the Atlantic Yacht Club appeared. The new clubs were composed of men who owned generally a smaller cla.s.s 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.

[Ill.u.s.tration: International Race, 1886. 'Galatea' (Lieut. W. Henn, R.N.) pa.s.sing 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 inst.i.tution, and called together a very respectable fleet of yachts; races and cruises were held, and much discussion on, and comparison of, designs were indulged in, to the decided advantage of the style of rig and general management of pleasure craft both in cruising and racing.

Early in the '70's there appeared a sudden disposition to form yachting clubs wherever a handful of boats could be found with owners living near each other. Club after club was started, many of which were short-lived, but in a little time the discordant elements were separated, and in all the clubs that now exist can be found a healthy social spirit, and a true disposition to advance the cause of yachting by the encouragement of Corinthian races and cruises. With the organisation of the Seawanhaka Yacht Club of New York, and the Eastern Yacht Club in Boston, the circle of really important clubs seems to be filled; but it is to-day easy to find as many as twenty-five or thirty clubs scattered from Maine to Florida, whose influence and example offer encouragement to the promotion of social intercourse and yacht designing.

About the year 1880 there began to arise amongst yachtsmen a feeling of uneasiness in respect of the design of yachts then in vogue, and for so many years in successful use.

It was the natural sequence of the gradual change that was being wrought in the surroundings of the cla.s.s that seek pastimes, and with increase of leisure and wealth there came a desire for more seaworthy vessels; cruising had then become a settled thing, and a winter's cruise in southern waters was no unusual event. The ever-increasing communication with England, and consequent friendly intercourse, led directly to a desire on the part of many American yachtsmen to adopt a design--if not an exact copy--something more after the style of the English yacht.

The sad accident to the 'Mohawk' also had its influence in unsettling our faith in the wide, flat model, and in 1881, when the 'Madge' came in amongst us and showed what speed and weatherly qualities were present in the English design, and when also the cutter 'Clara' drove home and clinched the work the 'Madge' had begun, there then set in a regular _furore_ amongst American designers and yachtsmen for something that was different from the then accepted forms of hull and styles of rig. In 1885, when it became necessary to defend the 'America' Cup against 'Genesta,' it dawned on the yachting fraternity that a stroke must be made or the much-prized trophy would return to its native sh.o.r.es.

[Ill.u.s.tration: 'Puritan,' 1885 (General Paine, N.Y.Y.C.)]

As usually happens in a country of progressive and intelligent people, the need calls forth its own means of cure, and Edward Burgess came to the front with a solution of the difficulty.

The new designer created nothing newer than a refinement of what existed in the sloop 'Shadow,' built fourteen years before; but his clever combination of what is best in English and American designs gave us in the 'Puritan' a vessel of which a designer might well be proud. The nation was satisfied with her performance, and grateful to her promulgator. The success of the cutter 'Puritan' at once placed Mr. Burgess in advance of all American designers, and at the same time her form and rig were p.r.o.nounced to be entirely successful, and from that moment the compromise model, as it was called, became established on what has proved most firm foundation; for it has not only revolutionised designing in America, but has had a very marked influence on the form of yachts in England, to their evident improvement--at least, it is natural to conclude that the best of two widely divergent results in yacht designing would lie in a middle position between the two.

In 1886 Burgess brought out the cutter 'Mayflower' to meet 'Galatea,'

but the former yacht had small need of her superiority over 'Puritan,'

for 'Mayflower' easily beat her opponent, and again the cup renewed its length of days on this side of the ocean.

In 1887 a most determined and well-planned movement was made by Scottish yachtsmen against the 'America' Cup. It was beyond question the most hard-fought battle in yachting that had occurred up to that date, but the hastily built 'Volunteer,' also designed by Mr. Burgess, proved again that it was no easy task to carry off the cup that had then been fully naturalised by a residence in this land of thirty-six years.

The much-coveted cup now enjoyed a season of comparative rest, and year after year the new design became stronger and more securely established in the good opinion of American as well as English yachtsmen. The old question of centreboard _v._ keel still vexed the minds of those interested, and without doubt it will be long insoluble; but seeing that both have inalienable advantages, both types of construction will be used so long as a demand for yachts for varying conditions shall exist. Let it be admitted, however, that the newest design of keel yachts have their form below water so shaped as to very nearly resemble a centreboard, and the best shape of centreboard yachts have lateral resistance enough to do fairly good work to windward with their board drawn up; so in this particular, as in the general form of the hull, the best practice lies in combining both devices. It must also be freely admitted that for the pure comfort and pleasure of sailing, for an appreciation of the inspiriting motion, as well as for the comfort of increased deck and cabin room, nothing yet has exceeded the form of yacht now falling into disuse; and for the pleasure of sailing on the usually smooth waters of our sheltered bays, and wafted by the moderate breezes that are most frequently found, nothing can surpa.s.s for pure enjoyment the cat-boat of middle size, say about 25 ft. in length.

In 1888, the lovers of racing pinned their faith to the 30-foot cla.s.s, 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 una.s.suming 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 a.s.sociation 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.

[Ill.u.s.tration: 'Volunteer'

(_From Photograph sent by General Paine, N.Y.Y.C._) 1887.]

At this time the minds of our yachtsmen were sorely fretted by the performance of the cutter 'Minerva' from Scotland. She laid all low who dared to wrestle with her, and not until the concentrated strength of our great designer was invoked could she be beaten. Even then the 'Gossoon' could not always outstrip her, but the newly developed skill that she set in motion did not rest with the beating of 'Minerva,' and to-day she would have no chance. Great strides were made in 1891, placing on an even footing the famous 46-foot cla.s.s with yachts of 20 ft. superior length.

+------------------+-------+-------+-------+-------+------+------+ | | Over | | | | | | | | all | W.L. | Beam |Draught| Tons | Date | +------------------+-------+-------+-------+-------+------+------+ | |ft. in.|ft. in.|ft. in.|ft. in.| | | |Schooners:-- | | | | | | | | Sachem, C.B. |105 0 | 86 6 | 23 5 | 8 5 | -- | 1886 | | Marguerite, C.B. | 97 0 | 79 9 | 21 0 | 11 0 | 65 | 1888 | | Quickstep, C.B. | 83 0 | 65 0 | 20 0 | 7 0 | 54 | 1889 | |Cutters:-- | | | | | | | | Volunteer, C.B. |104 0 | 85 9 | 23 2 | 10 0 | -- | 1887 | | Mayflower, C.B. | 96 9 | 85 7 | 23 5 | 10 0 | -- | 1886 | | Puritan, C.B. | 93 0 | 81 1 | 22 9 | 8 2 | -- | 1885 | | Harpoon, C.B. | 63 0 | 45 8 | 16 0 | 7 5 | -- | 1891 | | Oweene, K. | 62 0 | 45 8 | 13 3 | 11 0 | 23 | 1891 | | Gossoon, K. | 53 0 | 39 6 | 12 0 | 9 2 | -- | 1890 | | Hawk, C.B. | 42 0 | 29 8 | 11 0 | 8 0 | 8 | 1890 | | t.i.tania, 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 cla.s.s 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 cla.s.s of 46-footers that rendered that season long remembered in yachting annals. Burgess had four, and Fife of Scotland, General Paine of Boston, Herreshoff of Bristol, and J. R. Maxwell of New York, each sent one yacht to the lists; so the new fleet represented, not only well-tried skill, but the work of several who were new in the field.

No one of the fleet of racers attracted so much interest and discussion as the cutter 'Gloriana,' keel, the Herreshoff production; she was a decided departure from accepted forms, and destined to create a revolution in the science of naval architecture.