Chapter VI: Yachting in America (1)

BY LEWIS HERRESHOFF

The degree of leisure and wealth, so essential to the development of yachting, was not realised by the citizens of the American seaboard until nearly one-third of this century had passed, and even then only a mere handful of nautically inclined sportsmen could spare time from the stern duties of country settling and fortune-hunting to follow in any measure their tastes in seeking pleasure on the alluring waters that flowed at their very feet.

It must not be supposed, however, that our ancestors took absolutely no pleasure in sailing; they had their pirogues and other small craft which were kept ostensibly for trade, but which served the double purpose of affording gain and pleasure.

In the traditions of my ancestry I learn of a small boat kept by one who used her to visit an island farm, whence he brought produce; and another would sail down the bay (Narragansett) for the love of it, but largely to meet and pilot up the tortuous channel his returning vessels from their coastwise trade.

No people were ever more advantageously situated for yachting, as to frequency of harbours and tempting conditions of water and weather, than are the dwellers on the eastern seaboard of North America. True that the season for yachting is from May to November only in the more northerly portions (north of Hampton Roads); but if a genuine yachtsman takes in five months of his beloved sport, it will be found that the remaining seven will be none too long to talk over the exploits of the past season, and prepare and plan for the coming.

As the character of water and weather that surround a locality has a direct bearing and influence on the form and rig of yacht, it is thought that a short sketch of the coast and its surrounding waters will be of interest.

The shores of Maine, as well as those of the British Provinces, present one of the most interesting fields for yachting that can be found in the whole continent of North America.

The deeply indented coastline and numerous outlying islands afford endless variety in scenery as well as in the surface of the water. Choice may be had between sheltered bays and the open sea.

The atmosphere during the first half of the yachting season is somewhat obscured by fogs, but after July the air is clear and bracing, with pleasant breezes from the sea during the day, and land winds during the night from north-west. Tidal currents are swift and the change of level is large, particularly on the shores of the provinces, ranging from 10 ft. or 12 ft. at Portland to far more as one sails eastward, whilst in the Bay of Fundy the rise and fall often reach 50 ft. Moving southerly, good yachting ground will be found from Cape Anne to Cape Cod; the waters thus included are fairly smooth in summer with harbours available every few miles, the shores being fully occupied by summer resorts where the visitors are, as a rule, yacht-owners, or deeply interested in aquatic sports. In fact, this locality, embracing Massachusetts and Cape Cod Bays, with their many inlets and harbours (the chief being Boston Harbour), is the scene of more yacht racing and boat racing than any other sheet of water in America, as evidence of which some of the open regattas often start no fewer than 130 yachts and boats varying from 15 ft. to 50 ft. in length.

The winds off the coast of Massachusetts are moderate, twelve to fifteen miles an hour, easterly in the early part of the season, and south-west during the summer, with north-west in the autumn. Tidal currents are moderately strong, with range of level from 6 ft. to 10 ft., fogs are infrequent and short in duration. After rounding Cape Cod, Nantucket Sound is entered, a large semi-enclosed sheet of water full of sand shoals, amongst which the tide rushes to and fro with great speed, and whilst it is always traversed by yachts and trading vessels, it cannot be said to be strictly a favourable yachting ground, although sail-boats of shoal draught may be seen sailing for pleasure or fishing, which pastimes are enjoyed by the visitors that flock to the island of Nantucket and the adjacent mainland during the summer season. Fogs are very dense and frequent during nearly, the whole of the yachting season; the winds are more fresh than in Massachusetts Bay, and usually are from south to south-west, except in autumn when north or north-west may be expected.

From the foregoing we sail directly into Martha's Vineyard Sound, where strong winds and tidal currents are found, with fewer obstructions in way of shoals than in Nantucket Sound.

On the right of Martha's Vineyard Sound lie the Elizabeth Islands, some of which are picturesque. The nearest one to the mainland at Wood's Holl, called Naushon, is owned by several of the Forbes family, who for many years have been--and still are--most interested and intelligent patrons of yachting; and in one of the most beautiful little harbours on the north side of Naushon may be seen their fleet of yachts, lying at the safest of anchorages, often a dozen, some sailing vessels, and others steam.

Through many of the passages between the Elizabeth Islands access may be had to Buzzard's Bay, whose shores are everywhere dotted with the houses of summer dwellers, singly and in small villages; so it goes without saying that yachting; or more correctly boating, is the chief pastime, and no more agreeable field can be found for it, save perhaps the adjoining Bay of Narragansett, which without doubt is the paradise of yachtsmen.

The winds of Buzzard's Bay are fresh, even strong, and seeing that its expanse is unbroken by islands, it is often rough--perhaps too rough for pleasure-sailing in boats of the size usually seen; but in Narragansett Bay, though the winds are fresh its waters are not so rough, as its many islands prevent in a great measure the formation of waves uncomfortably large. Here, as in Buzzard's Bay, the tidal currents are moderate and change of level from 4 ft. to 6 ft.; fogs are less frequent than in Buzzard's Bay, and are never long in duration.

In the ocean, directly south from the mouth of Narragansett Bay, lies the most favoured spot on the entire coast for yacht racing, and for the last forty-five years it has been the scene of the most interesting races held away from the racing grounds at the approach to New York Bay; but for the best results of racing no place on the coast is equal to it, its winds are fresh and constant, its tidal currents are moderate and regular in their time and direction, so that little advantage can be had by one familiar with the locality over those who are not.

Few 'flukey' days can be remembered off Newport, and year after year the races there are becoming more and more important, as the waters in New York Harbour and its approaches become crowded, and as yachtsmen seek more open water than exists in the vicinity of New York. Twenty miles west of Narragansett Bay, Long Island Sound is entered; it is a glorious expanse of water, more than one hundred miles long and having an average width of fifteen miles; it is a thoroughfare for an enormous traffic, and in the season yachting and boating are most successfully and agreeably followed. Its tidal currents are generally moderate; in a few places they are swift; fogs are infrequent.

South of Long Island, and protected from the sea by a narrow spit of sand, are several shallow bays on which boating is largely followed; proximity to New York makes this shore sought for as a summer resort, and as boating is the only thing to be done in way of pastime, it is small wonder that so many boats are to be seen.

The harbour of New York with its approaches, and surrounding waters of the East and Hudson Rivers, are all splendid ground for sailing; but, seeing that traffic has so taken possession of nearly every available spot, yachting is forced into the more distant waters of the lower bay, and those parts of the Hudson less frequented by trading vessels. That part of the sea east and south of the Sandy Hook Lightship is a famous racing ground, and is destined to become even more so as competing yachts find the crowded waters of even the lower bay unsuitable for a just comparison of the speed of their vessels. The sea-coast of New Jersey, like that of Long Island, has many inlets leading to sheltered, shallow bays, where may be seen numberless small yachts and sail-boats from 40 ft. in length downward to the most unpretentious cat-boat.

Delaware Bay and River are well adapted for yachting, but few large yachts are to be seen there, the dwellers in that section being content with boats and small sloop yachts.

Chesapeake Bay is a noble stretch of water that is almost unknown to the yachtsman. Its advantages are many, and in the near future it is to be hoped that the inhabitants along its shores will avail themselves of so fortunate an opportunity for sailing with more agreeable conditions than exist anywhere south of New York Bay.

Fogs are rare and tidal currents slight, except when induced by a constant high wind either up or down the bay; the rise and fall also from purely tidal causes are very small.

Hampton Roads and tributary waters are all well adapted for yachting and boating, but all their reputation as a yachting centre has yet to be made. For boats or small yachts there exists an inland watercourse through the Canal of the Dismal Swamp from Hampton Roads to the chain of sounds that skirt the sea-coast of the Carolinas, the waters of which are for the most part shallow, but well suited for small sailing craft, and more particularly for small steam yachts drawing less than 6 ft. of water. Albemarle, the most southerly of these sounds, is broad and deep, and well adapted for the navigation of yachts of the largest tonnage. Access to the ocean may be had at Hatteras Inlet, or still farther south for smaller vessels at Morehead City, where the navigator must take to the open sea if he would continue his voyage still farther to the south. More than 200 miles of open ocean must be passed before Charleston, South Carolina, is reached, which port is well suited for small yachts and sail-boats, many of both classes being already in use as purely pleasure craft. Southward from Charleston is good ground for sail-boats and small steam yachts, numerous islands forming protected channels through which one may pass as far south as Savannah in Georgia. At Brunswick, in the same state, is a bay with a large area of protected water formed by the shelter of islands in which yachts of modest size thrive, but apart from convenience for shooting and fishing little use is made of any craft unless by the more venturesome tourists from the Northern States.

Florida is more the home of the steam yacht than of the sailing craft; you may ascend St. John's River for a distance of 260 miles in a steam yacht; at a few places where this beautiful stream swells into a lake boating may be pursued with no small degree of satisfaction. In the Bay of St. Augustine one finds many small yachts and a very agreeable place to sail them, a yacht club, and many evidences of civilisation in the way of opportunities for sport and pleasure-seeking.

There is also in Florida an extended system of inland navigation, which at present is but partly developed; soon, however, the entire length from north to south may be traversed in a vessel of moderate draught. Of course steam-yachting in such situations is by far the most satisfactory. The Gulf Coast in general does not present a very favourable field for yachting except under steam; in summer it is too hot, and in winter the winds are not steady nor well suited to the taste of the average yachtsman.

There is a deal of semi-protected water along the shores of Mississippi and Louisiana, and also some at widely separated bays in Texas, so that, with a few exceptions, yachting has not been established; at New Orleans, however, there is a yacht club that has for its field some of the large inland lakes where yachts of moderate size can be used with satisfaction.

The Pacific coast is not well designed for yachting on account of the extreme infrequency of harbours, and the generally rough sea found off the coast from Puget's Sound as far south as Point Conception. Puget's Sound is said to be a most favourable place for all marine sports, fishing and shooting as well as yachting; it is surely large enough, and also there is no lack of depth of water, but some time must elapse before the dwellers along its shores will find sufficient time and money to indulge in any pastime. The Bay of San Francisco is well adapted for yachting with vessels of moderate size, the winds are mostly from seaward and are strong, even more so in summer than in winter. There is a yacht club in San Francisco with a large membership and a goodly number of yachts, but most of their sailing is done inside. The scarcity of coal, and consequent large cost, seems to hinder the introduction of steam yachts, but a large number of naphtha launches are used with evident satisfaction.

South of Point Conception the conditions are far more favourable for yachting than in the north; but the want of good harbours, well distributed, will always serve as a block to the sport. It is true that, owing to the wonderfully quiet waters, a shelter is not essential, for a gale of dangerous force is a rarity from a direction that would render anchorage unsafe; but it is the unceasing swell of the ocean that renders landing difficult, and makes felt the absence of a harbour over at least two-thirds of the coast from Santa Barbara to San Diego.

Santa Barbara channel is a charming expanse of water which in summer is admirably calculated to afford great pleasure to the lover of yachting. Fogs are rare, winds steady and moderate in force from S.S.W.; but in winter there is such an entire absence of wind that sailing is wholly impracticable.

On the islands that form the southerly limit of Santa Barbara channel may be found several pretty harbours with most interesting surroundings in scenery, as well as fine fishing and shooting. Forty miles eastward of the Santa Barbara Islands lies the beautiful island of Santa Katalina, where there is a fine harbour for small yachts; and as this island is somewhat removed from the influences of the ocean it may become, in the near future, a favourite centre for all aquatic sports. San Pedro, the port of Los Angeles, has what passes for a harbour, in which may be seen a few yachts and smaller pleasure craft, the embryo squadron of the Los Angeles Yacht Club. San Diego boasts of the finest harbour in South California, and, taken in connection with the neighbouring islands, it is truly a very attractive spot for yachting, which, as yet, has not made much advancement; but by the recent organisation of a yacht club it is hoped that the sport will become well established, and afford pleasure to the many tourists who flock to that blessed climate, where sun and air invite one to spend one's days in comfort and in love with all nature. It will be years, however, before yachting on the Pacific coast will have reached anything like the proportion that it has assumed in the east.

It will be easily seen that the Atlantic coast of the United States and British Provinces offers the greatest facilities for both boating and yachting. In almost every situation there can be found large areas of sheltered and semi-sheltered water specially suitable for small yachts and boats; and it is at once seen that all these expanses of protected water are easily accessible from the open ocean, where those disposed and properly provided may find as large a range of sailing or cruising as their fancy or means will admit. The very favourable distribution of wind, the infrequency of fogs, and the rarity of storms during the yachting season, all combine to make the conditions for general yachting as advantageous as possible--in fact, nothing more perfect could be found even if we search the world over.

From June 1 to the middle of September only one storm of any importance may be expected; it is from the north-east, lasting two days, and occurs about August 20. About the middle of September a gale from the south-east is expected, but it is short in duration, not over eight hours, and if other storms come from the east or north-east, they are always foretold two or more days in advance by the Weather Bureau, prompt notice of them being published in every daily paper in the section threatened; north-east, east, north-west storms are always heralded by the same office; the south-east storms are the only ones that come unforetold. Thunderstorms and sudden squalls are becoming more and more infrequent on the northern and middle Atlantic coast. It is thought that the settling of the country, with its network of railways and telephonic wires, exerts a dispersing influence on all local electrical storms; but, be that as it may, they are now little felt where once they were of almost daily occurrence in the height of summer.

The generally quiet character of the water available for yachting, and the prevailing pleasant weather with moderate winds, combined to influence the form and rig of boats and yachts in use for the first half of this century, and if one carefully examines the situation, it will be found that the style of pleasure craft chiefly in vogue was well adapted to the requirements of the then yachtsman; but as years passed, new influences were at work and new requirements sought for, so that to-day the build and rig of boats and yachts used by our ancestry seem likely to disappear, save perhaps in certain localities where the shoal draught must be considered, as along the south shore of Long Island, the coast of New Jersey, and in much of the waters of the Southern States.

In illustration of the effect that winds and waters have on the form and rig of yachts, one need only compare the yachts in England with those in America. The conditions of weather and sea are as different in the two countries as are their vessels; but it must also be admitted that the rules of time allowance arranged to equalise yachts of different size in racing has also had large influence in separating so widely the form of yachts in the two countries, a difference which, under the newest order of rules and intercourse, is rapidly disappearing.

The history of yachting in America begins with the brilliant career of the Stevens brothers, notably the elder of the three, John C., whose life and labour seem to have been devoted to the development of the best type of vessel for pleasure. He may justly be called the father of yachting. The Stevenses lived in Hoboken, and in the early years of this century to cross the Hudson to New York by the established ferry boat was slow and uncertain, so naturally the Stevens brothers had each his own boat, and crossed the river by his own skill, either by sail or oar. Through ferrying themselves over the river, they became very skilful in the management of boats, and the love and talent thus awakened were held by them all their lives.

The first craft of any importance owned by John C. Stevens was 'Diver,' built in 1809, but of her there exists no record, save the fact of her being 20 ft. long. He built 'Trouble,' in 1816; she was a pirogue, a style of vessel much in vogue in those days, 56 ft. long, two masts, one in the extreme bow, the other a little aft of amidships, with no bowsprit or jib. Her mid-section is here shown; she was wide and flat, with a round, full bow, and was said to be very fast for that class of craft; she has the honour of being the first yacht in America, and without doubt was a comfortable seaworthy vessel, but was soon put aside by her progressive master, who in the following fifteen years built and owned several craft of various sizes and rig.

'Trouble,' midship section.]

It seems to have been a passion of Mr. Stevens to experiment. Indeed, this striving for something better was the key-note of his life, and a boon to yachting, since the science of naval architecture made very rapid progress during his career; for he died having carried the form of vessels from their rude model in early times to the vastly improved 'Maria,' which famous yacht stands as a monument to his skill and determination to improve.

One of the fancies of Mr. Stevens was a catamaran, or a boat with two hulls. She was built in 1820 and named 'Double Trouble.' The sides of the hulls toward the centre were parallel. But the old 'Trouble' beat her easily, and she was laid aside to make room for something new and better. In 1832 Mr. Stevens built the schooner 'Wave'; she was 65 ft. water-line and proved to be fast. She visited Boston in 1835 and 1836, and beat all yachts she found there.

'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.

'Wave,' midship section.]

'Onkahya' was a departure from other craft in many respects, some of which may be seen in her mid-section here shown. Her keel was of iron, which gave her unusual stability, and her bow was long and fine to a degree. She was but a moderate success as a racer, but was a very good cruiser, having made a voyage to the West Indies. She was sold to the United States Government in 1843.

After five years' service under the Revenue Marine flag, 'Onkahya' was lost on the Caicos Reefs, West Indies.

Mr. Stevens next appeared on board 'Gimcrack,' a schooner built in June, 1844, by William Capes, of Hoboken, and designed by George Steers. She was about 51 ft. extreme length, and 49 ft. on water-line, 13 ft. 6 in. beam, 5 ft. 2 in. deep, and drew 7-1/2 ft. of water. Her chief peculiarity was a sort of fixed centreboard of heavy plate-iron--in short, like the fin-keel of to-day, only without being loaded with lead at the lower edge. This fin was 4 ft. wide, and 12 ft. or 15 ft. long.

'Gimcrack' was not wholly satisfactory to her owner, but served for three years; several years later she was broken up at Oyster Bay, Long Island. No model or drawings of her now exist.

The little cabin of 'Gimcrack' has the honour of being the birthplace of the New York Yacht Club, an organisation that has done vastly more than anything else to foster a love of yachting, and to promote progress in naval architecture. On its roll is entered the name of every noted yachtsman in America, and every important yacht has at one time or another been the property of one or more of its members. The story of the formation of the New York Yacht Club is best told by reading the minutes of the first important meeting, and as it has such a direct bearing on the progress of yachting, it is here given in full:--

MINUTES OF THE NEW YORK YACHT CLUB

On board of the 'Gimcrack,' off the Battery (New York
Harbour), July 30, 1844, 5.30 P.M.

According to previous notice, the following gentlemen
assembled for the purpose of organising a Yacht Club, viz.:
John C. Stevens, Hamilton Wilkes, William Edgar, John C.
Jay, George L. Schuyler, Louis A. Depaw, George B. Rollins,
James M. Waterbury, James Rogers, and on motion it was
resolved to form a Yacht Club. On motion it was resolved
that the title of the club be The New York Yacht Club. On
motion it was resolved that the gentlemen present be the
original members of the club. On motion it was resolved that
John C. Stevens be the Commodore of the club. On motion it
was resolved that a committee of five be appointed by the
Commodore to report rules and regulations for the government
of the club. The following gentlemen were appointed, viz.:
John C. Stevens, George L. Schuyler, John C. Jay, Hamilton
Wilkes, and Captain Rogers. On motion it was resolved that
the club make a cruise to Newport, Rhode Island, under
command of the Commodore. The following yachts were
represented at this meeting, viz.: 'Gimcrack,' John C.
Stevens; 'Spray,' Hamilton Wilkes; 'Cygnet,' William Edgar;
'La Coquille,' John C. Jay; 'Dream,' George L. Schuyler;
'Mist,' Louis A. Depaw; 'Minna,' George B. Rollins; 'Adda,'
Captain Rogers. After appointing Friday, August 2, at 9
A.M., the time for sailing on the cruise, the meeting
adjourned.

JOHN C. JAY, Recording Secretary.

The New York Yacht Club soon showed vitality, energy, and power, as the following reports of the first matches will clearly show what amateur and Corinthian crews could do in those days. 'None but members to sail and handle their yachts' was the rule, and Commodore Stevens's big sloop 'Maria,' a winner in 1848, was 160 tons.

_Mr. J. Stevens_, 1844.]

FIRST AMATEUR CORINTHIAN REGATTA

OF THE

NEW YORK YACHT CLUB

OCTOBER 6, 1846

For a Cup subscribed for by members of the New York Yacht Club. None but members to sail and handle their yachts. The allowance of time on this occasion was reduced to 45 seconds per ton Custom House measurement.

The course was from a stake boat (the 'Gimcrack') anchored off the Club House, Elysian Fields; thence to and around a stake boat anchored off Fort Washington Point; thence to and around a stake boat anchored in the Narrows (off Fort Hamilton), turning it from the eastward and return to the place of starting. Whole distance 40 miles.

SECOND AMATEUR CORINTHIAN REGATTA

OF THE

NEW YORK YACHT CLUB

OCTOBER 12, 1847

_Over the New York Yacht Club Course_

By a resolution passed at the second general meeting, July 13, 1847, it was decided by members, not yacht-owners, that on the second Tuesday in October, a regatta should take place for a prize made by their subscription, the yachts to be manned and sailed exclusively by members, allowing each boat 'yacht' a pilot.

The following gentlemen were appointed a committee to regulate the regatta, with full power to postpone if the weather should prove unfavourable.

EDWARD CEUTER.
LEWIS M. RUTHERFURD.
NATHANIEL P. HOSSACK.

_October 6, 1846._--_Corinthian Regatta of New York Yacht Club--Club Course Entries and Record of the Regatta_

+--------+-----------+------------------+-------+--------+--------+--------+-------+-------+
| | | | | | S. | L. | S.W. | House |
| Rig | Name | Owner |Tonnage| Start | Island | Island | Spit | stake |
| | | | | | | | | boat |
+--------+-----------+------------------+-------+--------+--------+--------+-------+-------+
|Schooner|Gimcrack |John C. Stevens | 25 |10.00.00|12.19.23| -- | -- | -- |
| " |Dream |George L. Schuyler| 28 |10.02.00| -- | -- | -- | -- |
| " |Spray |Hamilton Wilkes | 37 |10.04.00|12.04.55|12.12.10| -- |4.28.28|
| " |Cygnet |John R. Snydam | 45 |10.06.00|12.06.35|12.13.52| -- | -- |
| Sloop |Una |J. M. Waterbury | 59 |10.08.00|11.40.11|11.47.00|1.28.43|3.43.40|
|Schooner|Siren |W. E. Miller | 72 |10.10.00|12.07.02|12.14.22|2.02.05|4.23.00|
| " |Cornelia |William Edgar | 94 |10.12.00|12.21.11| -- | -- | -- |
+--------+-----------+------------------+-------+--------+--------+--------+-------+-------+

'The Dream,' 'Gimcrack,' 'Cygnet,' and 'Cornelia' did not finish.
The 'Una' won the prize--a Silver Cup. Wind fresh from the West
during the race.

_October 12, 1847._--_Corinthian Regatta of New York Yacht Club--Club Course Entries and Record of the Regatta_

+--------+-----------+------------------+-------+--------+--------+--------+-------+-------+
| | | | | |Fort Wa-| | | Actual|
| Rig | Name | Owner |Tonnage| Start |shington| Narrow |Finish | time |
| | | | | |Point | | | |
+--------+-----------+------------------+-------+--------+--------+--------+-------+-------+
| Sloop |_Maria_ |John C. Stevens | 160 |10.58.20|11.54.00| 2.38.10|4.02.45|5.04.25|
| " |Lancet |George B. Rollins | 20 |10.00.00|10.54.00| -- |4.36.09|6.36.09|
|Schooner|_Siren_ |W. E. Miller | 72 |10.21.40|11.17.00| 2.48.55|4.24.20|6.02.40|
| " |Cygnet |D. L. Snydam | 45 |10.10.45|11.05.00| 2.38.00|4.26.15|6.15.30|
| " |Spray |Hamilton Wilkes | 37 |10.07.05|11.01.00| 2.40.00|4.28.31|6.21.26|
| " |La Coquille|John C. Jay | 27 |10.02.35|10.58.00| 2.45.00|4.29.12|6.26.27|
+--------+-----------+------------------+-------+--------+--------+--------+-------+-------+

This was 'Maria's' first race.
The tide at starting was at the last of the flood, tide turning ebb
at 12 m. Wind strong from S.W. The 'Maria' won, beating the 'Siren.'
{ GEORGE L. SCHUYLER.
Sailing Committee { ANDREW FOSTER, JUN.
{ WILLIAM E. LAIGHT.

(_From Photograph sent by J. V. S. Oddie._)]

The formation of the New York Yacht Club was followed by a rapid augmentation of the yachting fleet, and general interest seemed to be suddenly awakened in the sport. The attention of designers and builders became centred on pleasure craft, so that in the first five years of the life of the club several new builders and designers came into public notice. Foremost among them was George Steers, who showed marked ability in designing; indeed, it is not too much to say that his ideas in naval architecture and construction were a guide in the art for many years. Some of his best known yachts of this period were 'La Coquille,' schooner, 1842, length 44 ft. 6 in.; 'Cygnet,' schooner, 53 ft. 2 in., 1844; 'Cornelia,' schooner, 1847, length over all 74 ft.; 'Gimcrack,' before mentioned.

In 1846 Winde & Clinckard, of New York, built 'Coquette,' schooner, length 66 ft.; she made the passage from Boston to New York in 29 hrs., and returned in 28 hrs. 'Brenda,' schooner, was turned out by the same builders in 1845; she was 48 ft. over all. She visited Bermuda in May 1849, and on the 14th of that month sailed there a match with 'Pearl,' beating her 55 secs., this being the first international race found in any American record.

The schooner 'Spray,' was built by Brown & Bell, of New York, in 1844; her length was 49 ft. 8 in. over all.

Commodore Stevens contented himself with 'Gimcrack' for three years, during which time he was evidently accumulating strength for a great stroke in yachting, which in the autumn of 1847 culminated in his last and by far the most famous yacht, the sloop 'Maria,' the largest pleasure craft of her class ever built in this or any country. George Steers assisted the Commodore in designing, and during the winter of 1847 and 1848 she was built by William Capes in Hoboken. Sloop 'Maria' was originally 92 ft. long on water-line, she had the full round entrance and gradually tapering after body, a style popularly known as the 'cod head and mackerel tail,' a form that prevailed generally in all vessels up to about this date. After two years Commodore Stevens became tired of the full round bow of 'Maria,' and in 1850 she was lengthened forward, so that she became 110 ft. on water-line, and 116 ft. on deck.

'Maria' was such a departure from accepted rules, and became so well known in all yachting circles, that a full description of her is deemed worthy of record in these pages.

Her beam was 26 ft. 6 in., 8 ft. 3 in. depth of hold, 5 ft. 2 in., draught of water at stern, and 8 in. forward. She had two centreboards, a small one near the stern to aid in steering, and the large board 24 ft. long in the usual position; this main board was of iron and lead, weighing over seven tons. When first launched 'Maria's' centreboard was not pivoted, but worked in a vertical line, both ends being dropped to the same depth.

The great weight of this board was partly balanced by two large spiral springs, one at either end, which were extended when the board was lowered. Length of mast 92 ft., 2 ft. 8 in. in diameter at deck, and 1 ft. 11 in. at hounds; it was a hollow spar, being bored out, for the first 20 ft. having a hole 12 in. in diameter; for the next 20 ft. 10 in., and above that the bore was 7 in. Her main boom was 95 ft. long, 2 ft. 7 in. in diameter and 2 ft. 4 in. at the slings; it was built up with staves like a barrel, inside it was a system of truss-work with long tension-rods reaching nearly to the ends. Length of main gaff 61 ft., with a diameter of 2 ft. 2 in. Her bowsprit had an extreme length of 38 ft., with a diameter of 2 ft.; it entered the hull of the yacht below deck, leaving the deck space above all free and clear; there was also a jibboom which materially lengthened the bowsprit, so that the point where the jib-stay was attached was 70 ft. from the mast. Area of mainsail, 5,790 sq. ft.; the cloths of this were placed parallel to the boom, the bighting running fore and aft instead of vertically as usual. It was thought by the Commodore and his brothers Robert and Edward, who were equally interested with him in the ownership of the yacht, that a sail thus constructed offered less opposition to the passage of wind than a sail made in the usual style; but the plan was open to objections, so that it never became popular. Her jib presented 2,100 ft. of surface, leach 69 ft.; its foot, 70 ft.; foot of mainsail, 94 ft.; hoist, 66 ft.; head, 60 ft.; and leach, 110 ft. 'Maria' had a working topsail, but it was rarely set.

_132 tons._ _Built 1848._ (_Commodore Stevens, N.Y.Y.C._)

(_Contributed by E. A. Stevens, of Hoboken, U.S.A._)]

Commodore Stevens with his famous craft took part in many races and matches during the first six years of 'Maria's' life; she usually beat all her competitors, the few failures she suffered being attributable to the failure of one or other of some new devices in her rigging or fittings; for her owners were for ever trying something new in way of experiment.

At one time the ballast of 'Maria' was disposed in a layer on the outside of her planking, the lead being about 2 in. thick at the rabbit and tapering to a half-inch about half-way out to the turn of the bilge. 'Maria' had several test matches with the schooner 'America,' just before that vessel departed on her eventful voyage to England in 1851; 'Maria' usually beat the schooner easily, particularly in smooth sea and moderate wind. It is related of 'Maria' that on one day when conditions favoured her she sailed three times completely around 'America' in a comparatively short distance, which performance forms the subject of a spirited picture here given.

After the death of Commodore Stevens, and when 'Maria' was the property of his brother Edward, the yacht was lengthened about 6 ft. or 7 ft., and finally rigged as a schooner. She was then sold and used in the fruit trade, making voyages to the coast of Honduras; but in October 1870, as she was bound to New York with a load of cocoa-nuts, a storm overtook her when in the vicinity of Hatteras, in which she succumbed, and vessel and crew were never more heard of.

James Waterbury was also a prominent yachtsman in those early days. The sloop 'Una' was built for him in 1847 by George Steers, 64 ft. long, lengthened in 1851 to 68 ft., and again in 1854 to 71 ft. 9 in.; tonnage, 70. The sloop 'Julia' was built for Mr. Waterbury in 1854 by George Steers, and designed by Nelson Spratt; her length was 78 ft. 8 in. extreme, and 70 ft. on water-line. This wonderful vessel seems to have sprung into existence by chance; her designer was a quiet, obscure man, whose ideas of naval architecture appear to have been far in advance of his time.

'Julia' was one of the handsomest yachts of her day, and the fastest when proper allowance for difference of size was made. It is true that 'Maria' nearly always beat her, but in those days the system of allowance favoured the larger vessel, which error exists in allowance tables in use at present. The sloop 'Rebecca' was built in 1855 by William Tooker, a brother-in-law of George Steers, for J. G. van Pelt. Her length over all was 72 ft., 65 ft. on water-line, 19 ft. 2 in. beam, 5 ft. 8 in. deep, 6 ft. 3 in. draught, 3297.62 sq. ft. of sail spread, tonnage 77.6. The schooner 'America,' the most famous yacht of her day, was built by George Steers and W. H. Brown, designed and superintended by George Steers, launched May 3, 1851, for John C. Stevens, Hamilton Wilkes, George L. Schuyler, James Hamilton, J. Beekman Finlay, and Edward A. Stevens, brother of Commodore Stevens.

The 'America' was 94 ft. long on deck, 83 ft. water-line, 22 ft. 6 in. beam, 9 ft. 3 in. depth of hold, 11 ft. 6 in. draught; her mainmast was 81 ft. long, 76 ft. 6 in. foremast, her main topmast was 33 ft. 6 in. long, no foretopmast, 58 ft. main boom, no fore boom, 28 ft. main gaff, 24 ft. fore gaff, 17 ft. bowsprit outboard, 170 tonnage. After 'America' finished her brilliant career in England in August 1851, she was sold there to Lord De Blaquiere and remained in foreign waters for ten years; she then fell into the hands of the Southern Confederacy, and when the U.S.S. 'Ottawa' visited Florida in 1862 'America' was found sunk in St. John's River. She was raised, pumped out, and sent to Port Royal, thence to Annapolis, Maryland, where she remained in Government service for several years, and was finally sold to General B. F. Butler. She still remains in yachting service as staunch as ever, and by no means the least handsome nor slowest of the national pleasure fleet; in fact, she is to day a monument to the skill of her designer and excellent thoroughness of her builder.

The racing of the 'America' in England 42 years ago has without doubt had more influence, directly and indirectly, on the yachting world than the performance of any other yacht, and both countries concerned owe to her designer and owners a debt of gratitude that will remain uncancelled for generations; for it has been the means of bringing the two yachting nations together in many friendly contests, resulting not only in marked modifications in the form and rig of the yachts of both countries, but the social intercourse begun so many years ago has continued and increased greatly to the benefit of yachting, and has led to a more complete union of all interested in the promotion of close international relations.

In 1845 Robert and Isaac Fish (brothers) established themselves in New York as builders and designers of yachts and other vessels. On the death of Isaac, 'Bob Fish' continued the business and turned out many well-known yachts, sloops at first and later schooners. His yachts were generally successful as racers, and next to Steers his designs were thought to be best; but whilst his yachts were fast and usually successful in other respects, their form was not destined to live, for the system of shoal draught and wide beam is now obsolete, except in waters where the conditions require special features. Fish showed no tendency to change the model then in vogue, his last yacht being just like the earlier in form and in general proportions.

Mr. Fish had great skill in 'tuning up' a yacht for racing, and many craft owe their success to his ability.

A few of the best-known yachts by Mr. Fish were, sloop 'Newburg,' 1845; sloop 'Undine,' sloop 'Gertrude,' 1852; 'Victoria,' 1856--this last became a blockade-runner in 1863, was captured, sold, and afterwards wrecked. Sloop 'Eva,' 1866, afterwards a schooner, was capsized and lost on Charleston Bar. 'Meteor,' schooner, 1869, a large and fine vessel, was lost the same year on Cape Bonne, whilst cruising in the Mediterranean. Schooners 'Wanderer' and 'Enchantress' were both very successful vessels, and fast in their day. In 1869 Mr. Fish remodelled 'Sappho,' giving her wholly new lines and changing essentially her proportions, vastly improving the sailing qualities of the yacht, as was afterward proved by her successes in foreign waters as a racer. Another designer and builder of about this period was D. D. Mallory, of Noank, Connecticut; he brought out many fast and otherwise successful sloops, but it can be said of him, as of Robert Fish, that his tendencies in designing were not in a direction toward improvement; the same wide, flat, shoal-draught vessels were adhered to from first to last.

Some of Mallory's best-known yachts were 'Mystic,' 1856, 'Richmond,' 1857, 'Mallory,' 1858, 'Haswell,' 1858, 'Plover,' 1859, 'Zouave,' 1861. In 1864 the Herreshoffs began yacht building and designing in Bristol, Rhode Island. They had inherited tendencies toward everything connected with marine affairs, and having been born and bred on the shore of Narragansett Bay, their attention was early turned to boating, and later to yachting. From the outset the Herreshoffs departed from old forms, and struck out for something better than the 'skimming-dish,' as the popular model was truly but irreverently called. Some of the best known yachts built in Bristol were 'Kelpie,' 1864, 'Qui Vive,' 1864, 'Clytie,' 1865, 'Sadie,' 1867, 'Orion,' 1870, the schooners 'Ianthe,' 'Triton,' 'Faustine,' and a great number of smaller craft of either sloop or cat rig.

In 1872 Mr. N. G. Herreshoff, the younger of the two brothers connected in yacht-building, and the designer, brought out the 'Shadow,' 37 ft. over all, a sloop whose fame is still fresh in the mind of every yachtsman in America. She has won more races than any American yacht, and even to-day can give the best of the new yachts a very hard pull. The 'Shadow' has the honour of being the first yacht built on what was afterwards known as the 'compromise model'; that is, a design that combines the beam of the American with the depth of the English yacht. From her earliest performance 'Shadow' showed speed and admirable qualities, but strangely enough, her form was not reproduced nor copied for nearly fifteen years, which may be accounted for in a measure by her designer having deserted the yachting field and turned his attention to steam engineering and to the designing of steam yachts. Mr. Herreshoff, however, did not wholly abandon his interest in sailing vessels, and occasionally put forth a sailing yacht, or more properly boat, one of which, the cat-boat 'Gleam,' was very famous for speed both in native and English waters.

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

A change presently came over the fancy of yachtsmen, which was shown by a feeling against large sloops, mostly on account of their being difficult in management. The long boom is always an element of danger and inconvenience, so that during the period alluded to many of the old sloops were rigged into schooners, and toward the latter part of the decade schooners became more successful and popular on account of their ease in handling, and their being far better adapted for ocean cruising, which at that time became more and more general with the owners of pleasure craft. The coming of 'Cambria' in 1870, and later of 'Livonia,' seemed to act as a stimulant in the construction of schooners, and many were built and found to be very satisfactory and successful. A list of the best known and most successful schooners that existed about 1870 and 1871 would include:--'Phantom,' 123 tons; 'Maggie,' 132 tons; 'Sylvie,' 106 tons; 'Tidal Wave,' 153 tons; 'Madeleine,' 148 tons; 'Rambler,' 160 tons; 'Idler,' 133 tons; 'Dauntless,' 268 tons; 'Magic,' 97 tons; 'Fleetwing,' 206 tons; 'Palmer,' 194 tons; 'Alice,' 83 tons; 'Fleur de Lys,' 92 tons; 'Eva,' 81 tons; 'Restless,' 95 tons; 'Josephine,' 143 tons; 'Calypso,' 109 tons; 'Widgeon,' 105 tons; 'Halcyon,' 121 tons; 'Tarolenta,' 204 tons; 'Alarm,' 225 tons; 'Vesta,' 201 tons; 'Wanderer,' 187 tons; 'Columbia,' 206 tons; 'Sappho,' 310 tons; 'Enchantress,' 277 tons; 'Mohawk,' launched in June, 1875, 326 tons; 'Ambassadress,' 1877, 431 tons; 'Intrepid,' 1878, 276 tons; 'Grayling,' 1883, 91 ft. long, 136 tons, designed by Philip Elsworth, remodelled by Burgess in 1888; 'Montauk,' Elsworth designer, 1882, 193 tons; 'Sea Fox,' 1888, designed and owned by A. Cass Canfield, 204 tons.

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.

'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.

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

The following were notable yachts:--

The sloop 'Madeleine,' built by David Kirby, Rye, New York, and launched March, 1869, designed by J. Voorhis. Length over all 70 ft., 65 ft. length on water-line, 21 ft. beam, and 7 ft. 9 in. deep, 6 ft. 6 in. draught. In her original form she was a failure, but in 1870 was changed to a schooner. After alterations to her design of hull in 1871 and again in 1873, she became a fast yacht, and was chosen to defend the 'America' Cup against the 'Countess of Dufferin' in 1876.

The cutter 'Vindex,' built by Reanyson and Archibald in Chester, Pennsylvania, in 1871, designed jointly by A. Cary Smith and her owner, Robert Center. She is the first iron yacht built in this country, being a new departure in design as well as rig, though not famous for speed, and was not a racer; still she was an excellent vessel for cruising, and was particularly comfortable in beating to windward in strong weather. 'Vindex' was 63 ft. overall, 56 ft. length on water-line, 17 ft. 4 in. beam, 7 ft. 6 in. deep, 8 ft. 10 in. draught, keel, 68 tons.

The sloop 'Vixen,' centreboard, built by Albertson Bros., of Philadelphia, for Anson Livingston, designed by R. Fish, 1871, length overall 52 ft., 44 ft. length on water-line, 16 ft. 6 in. beam, 6 ft. deep, 4 ft. 5 in. draught, 37 tons. Sailed thirty-seven races in the New York Yacht Club, and won eighteen first prizes.

The sloop 'Fanny,' built by D. O. Richmond, in Mystic, Connecticut, 1873. Length over all 72 ft., 66 ft. length on water-line, 23 ft. 9 in. beam, 6 ft. 9 in. deep, 5 ft. draught, centreboard, 90 tons. She sailed twenty-six races in the New York Yacht Club, and won ten prizes. Sloop 'Arrow,' built by David Kerby for Daniel Edgar, 1874, 66 ft. 6 in. over all, 61 ft. 8 in. length on water-line, 20 ft. 2 in. beam, 6 ft. 6 in. deep, 5 ft. 6 in. draught, 69-64/95 tons. Her career was short and creditable under the flag of the New York Yacht Club, she having, in her first year, entered five races and won four prizes. Sloop 'Mischief,' designed by A. Cary Smith, built by the Harlan Hollingsworth Co., of Wilmington, Delaware, of iron, 1879; 67 ft. 6 in. over all, 61 ft. length on water-line, 19 ft. 11 in. beam, 7 ft. 9 in deep, 5 ft. 3 in. draught, 79-27/95 tons. 'Mischief' was chosen to defend the 'America' Cup against 'Atalanta' in 1881; she has sailed twenty-six races and won eleven prizes. The sloop 'Pocahontas' was built by David Kirby for a syndicate. Launched in 1881, she was 71 ft. 11 in. She was intended to defend the 'America' Cup against 'Atalanta,' but was badly beaten by 'Mischief' and 'Gracie,' and was retired, bearing the well-deserved sobriquet 'Pokey.'

The sloop 'Priscilla' was built of iron by the Harlan Hollingsworth Co., Wilmington, Delaware, and designed by A. Cary Smith for James G. Bennett and William Douglas, with a view to defend the 'America' Cup against 'Genesta,' but the trial races showed 'Puritan' to be the best yacht, 1885. She was sold in 1886 to A. Cass Canfield, who did all in his power to bring her into racing form, but improvements in designing set her hopelessly astern. 'Priscilla' was 95 ft. 6 in. over all, 85 ft. 3 in. length on water-line, 22 ft. 6 in. beam, 8 ft. 9 in. deep, 8 ft. draught, centreboard. She was rigged into a schooner in 1888, but as a racer has never made a creditable record.

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