STEAM YACHTING IN AMERICA

'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 theconcentrated strength of our great designer was invoked could she be beaten. Even then the 'Gossoon' could not always outstrip her, but the newly developed skill that she set in motion did not rest with the beating of 'Minerva,' and to-day she would have no chance. Great strides were made in 1891, placing on an even footing the famous 46-foot class with yachts of 20 ft. superior length.

C.B. Centreboard. K. Keel boats. W.L. Water-line.

The year of 1891 was famous in bringing to a climax the development of the new idea; several new designers of merit appeared, notably Mr. William Gardiner of New York. His 'Lyris' was a marvel of speed, and in her class she was well nigh invincible. 1891, indeed, opened with every nerve at the highest tension. One incident was the return of Mr. N. G. Herreshoff to the field of sail-yacht designing from which he had retired nineteen years before. To add to the interest and excitement, several designers contributed their skill in forming the famous class of 46-footers that rendered that season long remembered in yachting annals. Burgess had four, and Fife of Scotland, General Paine of Boston, Herreshoff of Bristol, and J. R. Maxwell of New York, each sent one yacht to the lists; so the new fleet represented, not only well-tried skill, but the work of several who were new in the field.

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

Criticism was poured upon 'Gloriana' from every side—a very few thought she might sail moderately fast, but the majority who expressed their minds all united in declaring that nothing but abject failure could follow such an act of boldness as her model appeared to all but her designer, and perhaps her owner, Mr. E. D. Morgan.

'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, afeeling which was quickly changed to astonishment and approval as soon as she was tried against other members of her class. The feature of 'Gloriana' that marked her amongst all other yachts of that season was her abnormal overhang, showing a length over all of 70 ft. to that on water of 45 ft. 3 in.

This unusual degree of overhang gave an opportunity for the elongation of the body of the yacht, the fulness of the bilge being extended quite to the extreme point of the bow and stern.

'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 itswork with less expended power than the old form. Another most advantageous result of the elongation of the body of 'Gloriana' is the fact that when she plunges into rough water the part of the hull immersed by pitching presents lines that are just as long and easy as those shown when the yacht is sailing in smooth water.

This feature of 'Gloriana's' performance gives her a higher rate of speed when compared with yachts of old type at times and conditions when the speed of all the old formed yachts suffer a marked diminution.

Besides the fact of a gain in speed with a given power, this form affords an increase of space below as well as on deck, and if the vastly increased buoyancy be considered, enabling the yacht to carry greater spread of sail and carry it well, it will be seen what a really important improvement was demonstrated in 'Gloriana.' She sailed during her maiden season eight races and took eight first prizes—a clean record—and with the exception of one race all were sailed with her largest club topsail set. Had she met with fairly rough water, as occurred on one of the races, her superior sailing qualities would have stood forth in even stronger contrast.

The yachting season of 1891 was clouded by the death of Mr. Burgess, which happened soon after the close of the June races, the result of which he never knew, as the defeat of his 'Syanara' and 'Mineola' was never told him. By his death, yachting received a blow from which it may not quickly recover; he enjoyed to the utmost the regard and gratitude of the public, the measure of which was shown by the voluntary creation of a fund for the education of his children.

As was predicted, the season of 1892 was not as exciting as the previous year; the 46-foot class received a new member in the cutter 'Wasp,' from the Herreshoff hand; she was an advance on 'Gloriana'—the same ideas more fully developed—the changes being in part suggested by or taken from the design of a new type of boat afterwards called 'fin-keel,' the first of which craft was launched andtried in the autumn of 1891; but of this more will be said later.

'Wasp' found as opponents her sister 'Gloriana,' now passed from the hands of her original owner and from good management, and the reformed 'Beatrix,' a centreboard cutter of 1891, now worked by the Adams Brothers, two of the most acute yachtsmen in the country, who so improved the 'Harpoon,' as they renamed her, that for a time it was thought 'Wasp' would be out-sailed; but except in the Goelet cup race off Newport, when 'Wasp's' skipper made a capital blunder, the Herreshoff flyer made a record but little less clean than that of 'Gloriana' in 1891. 'Gloriana' took third place to the 'Harpoon's' second, the result of poor handling, and in a degree to the constantly prevailing light winds in which all the races were sailed, light club topsails being carried in every instance.

'Wasp,' 1892. Herreshoff's design.

A novel and interesting feature of the yachting season of 1892 was the 'fin-keel' boat, a production of N. G. Herreshoff.It will be seen from the cut below that some of the peculiarities of the 'Gloriana' form are embodied in this singular craft—namely, the long overhang and the rounded elongation of the bilge to the extreme limits of the bow and stern.

The chief characteristic, however, is the fin, or in effect a fixed centreboard carrying a weight of lead on its lower edge sufficient to give the craft stability enough to balance the rigging and press of wind in the sails.

The most successful fin-keel boats have a length on water equal to three-and-a-half beams, and as the section of the hull is round or nearly so, stability is gained in a manner already explained.

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 aresoon told by referring to their record. Out of twenty starts made by 'Wenona' she won 17 first, 2 second, and 1 third prizes, and her sister in the South was even more fortunate, winning 20 first and 1 second prizes out of twenty-one starts. The fin-keel type at home was almost as successful, except when brought into competition with a centreboard boat of sloop rig, 21 ft. length on water-line, called 'Alpha.' She was built and designed by the projector of the fin-keels, and was the chief member of a large 21-foot class that was fully exploited in Boston during the season of 1892, where the 'Alpha' won in every race she entered. The value of the fin-keel type in adding to the resources of yachting is limited; the type does not contribute anything of living value to yachting, it serves only as a means to show that old types can easily be beaten, but that it takes a 'machine' to do it. Fin-keels are, it is true, very pleasant to sail in, and they work beautifully, but the design is probably limited in size to 35- or 40-ft. water-line in length, for above that size the fin becomes a very troublesome adjunct in its handling and adjustment. When the boat is afloat the fin is not objectionable, but in taking the bottom by accident, or in hauling it out, it makes the boat most troublesome to handle.

Larger fin-keel boats have been projected, and one of 45 ft. length on water-line has just been built, but their success from a general view-point is highly questionable. Mr. N. G. Herreshoff, in 1883, introduced a very useful rig, which was first tested to his complete satisfaction on 'Consuelo.' These boats are styled 'cat-yawl,' and since their introduction the type has become very popular, and most deservedly so, as for ordinary sailing, and particularly cruising, the rig offers many important advantages. In reefing the mainsail is accessible, and the absence of the long boom of the cat-boat is readily appreciated.

The rig of the cat-yawl has been applied successfully to all designs of yacht, deep and moderate beam as well as the shallow broad type, and always with increasing satisfaction. The rig, however, seems to be confined to boats not over 40 ft. length on water-line, as, the mainmast being placed so near the bow, it is impossible to stay it, and too large a mast unstayed is not desirable in a cruising boat.

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 hullmight be riding a wave, whilst its sister would be in the depths of a hollow.

A small tray-shaped car for passengers, and the mast and rigging, were supported between and above the hulls by a system of truss-work with adjustible tension rods of iron.

These catamarans carried a mainsail and jib, and in smooth water made wonderful speed; 21 miles an hour has been attained under favourable conditions. This aquatic marvel was not destined to become popular; the boats required special skill in their management, and were best calculated for an afternoon's sail in smooth, sheltered water. The absence of anything like cabin accommodations was also against their use, but cruising has been successfully accomplished in them through the use of a tent to make shelter, covering the car, and of sufficient height for one to stand under it.

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 overthe stern, as in the cut on p. 271. The 'cat' is seen on our seaboard from Maine to Florida, but 95 per cent. of all yachting and boating is done north of the capes of the Delaware. In this connection it is not out of place to speak of our very large fleet of small yachts and of boats for sailing and cruising which from their size may not properly be called yachts.

The number of these craft is legion, they swarm in every northern port, and in a few places in the south are frequently met; their rig is always of the sloop for the larger, and for the smaller—say below 25-ft. water-line—the cat-rig is in preponderance. The value of this 'Mosquito fleet' as a school for yachting cannot be over-estimated.

The fancy for cruising in small sloops or cat-boats has increased greatly of late, and as the type of craft for this work improves it will become a very general pastime.

It is not here intended to cast too deep a slur on the cat-boats; seeing that the wind and weather are so generally moderate and dependable on our coast, cruising can safely be done in a cat of moderate rig. Even in heavy weather, if properly handled, a cat is sure to come in to port with flying colours, as the writer can attest by his own experience.

There are several other types of boats seen on the Atlantic coast of the United States and British Provinces; they vary in design of hull as well as in the rig, and are adapted to the work required and the surrounding condition of weather and water. They are mostly modifications of the old pirogue, and as a rule are more used in trade or some occupation than for pleasure.

Since yacht and boat racing began, there have been many different plans suggested for measurement, and for allowance between contending craft of different length.

The same questions still agitate the mind of the yachtsman, and doubtless will for all time; but if the subject be wisely considered, it will be found that that system of measurement that conduces to the best form of hull and moderate-sized sail-spread is to be preferred.

It is mainly owing to the differing systems of measurement that the English and American designs are so widely separated; extreme depth with a minimum breadth in the first, and broad, shallow vessels in the latter. It must be said, however, that sailing conditions had quite as much influence in dividing the types as measurement, but in the new compromise design all differences are happily united, and, be the water rough or smooth, the weather light or heavy, the new types will answer all requirements of speed or seaworthiness.

The present idea of measurement that embraces sail-area and length is without question a very sensible one—surely, indeed, the best yet devised—but the tables of allowance cannot make just equality between vessels of widely different size, nor do they make just allowance between yachts of varying size in or under all conditions of wind. A system of measurement that will conduce to the construction of vessels of normal design and rig, and a table of allowance that will equalise yachts in any force of wind and condition of sea, are desiderata most devoutly wished for by all who are interested in the development of the yacht, and especially in racing. The sail of a yacht is such an essential factor in its performance that some words respecting makers of duck and of the sails themselves are not out of place.

The quality of duck as to evenness of the spinning and weaving of the component yarns, and also the equality in the staple itself, are both factors of the utmost importance when the ultimate 'set' of the sail is considered. These inequalities in material, in conjunction with the personal differences of the men employed in sewing, all combine to make the set of the sail a very unknown quantity, and the differences can be removed only by the utmost care in making duck and in selection of sewers. A wholly satisfactory setting sail is a very rare sight on an American yacht, mainly on account of the uncertain characteristics of the duck, and only within the last year, as a result of the highly commendable efforts of Mr. Adrian Wilson, of the firm of Wilson & Silsby, sailmakers of Boston, has duck beenproduced that can stand comparison with that made in England for the exclusive use of Lapthorn. The thanks of all earnest yachtsmen are due to Mr. Wilson for his interest and untiring labours in inducing the makers of yarn and weavers of duck to produce an article that will meet the difficult requirements of a racing sail.

Wilson & Silsby of Boston and John Sawyer & Co. of New York are considered the best sailmakers in America; but many others enjoy a good reputation: and now that really good duck can be obtained, it is hoped that better setting sails will be more easily obtained than heretofore.

'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 guidancetheir craft will be as well handled as by the best professional skipper.

Prominent among these skilled yachtsmen in New York is Mr. E. D. Morgan, Commodore of the New York Yacht Club, who in the height of his yachting career owned a whole harbour full of yachts, ranging from an ocean-cruising steamer to a naphtha launch in machine-propelled craft, and from a first-class schooner yacht to a cat-yawl amongst the sailing vessels. Others but a degree less devoted and skilful are Messrs. J. R. Maxwell, A. Cass Canfield, L. A. Fish, Archibald Rogers; and, in Boston, General Charles J. Paine, Mr. C. H. W. Foster, Com. J. Mal. Forbes, Messrs. George C. Adams, C. F. Adams, jun., Bayard Thayer, Charles A. Prince, John Bryant, Henry Bryant, Gordon Dexter. The chief designers in New York are Messrs. Winteringham, Gardiner, and A. C. Smith; whilst in Boston, Messrs. Stuart & Binney and Waterhouse & Chesebro are amongst the best known; but many others scattered along our seaboard have designed and built most creditable yachts, and occasionally a craft is turned out that rivals the productions of the best and most experienced designers.

Yachting on the waters of the British Possessions in North America has developed rapidly, and, fostered by the formation of clubs, and the establishment of regular seasons for racing and cruising, there is no doubt that the improvement of design and rig will progress satisfactorily.

The seaboard of the British Provinces is well adapted for cruising and racing, and due advantage is taken of all yachting facilities on the coast as well as on the Great Lakes, and to a considerable extent on the St. Lawrence River.

In glancing over the yachting situation in the United States there is every reason to feel satisfied with what has been accomplished; all improvements in design and rig have been eagerly adopted by our yachtsmen, and if we have drawn from the English in some points, they have been fully repaid by gleanings from American practice. Yachting is appreciated inother localities than on the seaboard, with its bays and rivers; the great lakes have a small fleet of pleasure vessels, and on some of the smaller lakes, as Minnietonka in Minnesota, racing is carried to a degree of perfection wholly unsurpassed by the owners' salt-water friends.

During the season of international matches, in 1885-87, the public interest awakened was extreme; reports of the racing were read with interest from Maine to California. When there is no international work on hand, the chief yachting event of the year is the cruise of the New York Yacht Club. Following the lead of 'Gimcrack,' in 1884, the cruise always takes place during the first week in August, embracing also a part or whole of the second.

Starting from a port on the Sound easily accessible from the city of New York, the squadron makes its way eastward, stopping at several of the principal places of resort along the Sound.

Of late years it has been the custom to race from port to port, regular entries being made and prizes awarded.

At every port along its course the New York Yacht Squadron receives large augmentations of both sailing and steam yachts, so that at last, when the fleet anchors in the harbour of New London, it is an armada of pleasure craft laden with pleasure-seeking yachtsmen, all in accord to make this demonstration the brightest and gayest event of the season. The entrance of the squadron into Narragansett Bay is one of the most beautiful of all imaginable marine pictures; the ranks are then complete, often numbering 200 vessels, by steam and sail. Every available craft is pressed into service by the dwellers of Newport and vicinity to go out to meet the arriving yachts; steamers laden with passengers, tugs, trading schooners with their decks black with unusual freight, the ubiquitous cat-boat, all assemble in waiting off the Lightship at Brenton's Reef to welcome the approaching fleet that is already coming into view off Point Judith.

The yacht squadron is escorted to the beautiful harbour ofNewport by the motley fleet in attendance, and anchors there with a flutter of canvas and the booming of cannon.

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 offNewport under the auspices of the Atlantic and Seawanhaka Clubs, and this usually closes the season for racing; a few matches, however, are generally expected in the autumn, but by the middle of October nearly all the yachts go out of commission.

Winter cruising to Florida and the West Indies usually begins soon after Christmas, returning early in April, whereby the rigours of our northern winter are avoided.

As a rule, the American yachtsman is not inclined to racing to an extent that would afford the best information and knowledge as to the design and rig of his craft. At times, however, when under the stimulus of rivalry of designers, as occurred in 1891, or particularly when there is an international contest on hand, our marine phalanx stand forth in battle array, sacrifice no end of personal effort, and stake willingly their bottom dollar.

'America' Cup Competitions

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 advancementof yacht designing. The breadth of the interlying ocean and the disparity between the winds and water of the two countries should make no barrier to closer relations, to the end that the noble science of naval architecture and its most useful teachings may find in the progress of yachting a fit subject to bind more and more closely two nations of one blood, one language, and one desire—to attain to that which is highest and best even in sports and pastimes.

The valuable assistance of Mr. Niels Olsen, superintendent of the New York Yacht Club, and of Mr. E. A. Stevens, of Hoboken, nephew of Commodore J. C. Stevens, is hereby gratefully recognised. But for them my work would have been difficult, and in many respects impossible.

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 steamshipof 2,00425/95tons, built for Mr. Cornelius Vanderbilt in 1852. She was the most handsomely appointed vessel of her day, and sailed temporarily under the flag of the New York Yacht Club, which fixed her identity as a yacht, although she was built for merchant service.

The 'North Star,' brigantine rig, was built by Jeremiah Simonson, of Green Point, Long Island. Length over all, 270 ft., 38 ft. beam, 28 ft. 6 in. depth, 16 ft. draught. She was fitted with two vertical beam engines, cylinders 60 in. diameter by 10 ft. stroke; two boilers, 10 ft. diameter by 24 ft. long; paddle-wheels, 34 ft. in diameter. She was broken up at Cold Spring, Long Island, in 1870. The Aspinwalls were the first promoters of real steam yachting, and as early as 1854 the 'Firefly' was launched by Smith & Dimon, of New York, for Messrs. W. H. Aspinwall and J. L. Aspinwall. Her length was 97 ft. 8 in. over all, 19 ft. beam, 5 ft. 2 in. hold, 3 ft. 9 in. draught, engines built by the Morgan Iron Works, oscillating cylinders 20 by 36 in., locomotive boiler, paddle-wheels 8 ft. 8 in. diameter, size of paddles 17 by 45 in. She was sold to the United States Government for duty on the Coast Survey Service—8993/95tons. '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., 23130/95tons. Engine by Novelty Iron Works, 2 cylinders 22 by 22 in., diameter of screw 9 ft. 6 in. Sold to Pacific Mail Steamship Company, and is now doing towing duty on the Kennebec River, Maine.

The 'Ocean Wave' was built for Mr. R. T. Loper by Reany & Naeafy, of Philadelphia, in 1865, iron. She was 87 ft. over all, 19 ft. beam, 7 ft. depth, 2 cylinders each 12 by 18 in., 38 nominal horse-power. The Police Department of Philadelphia bought her.

'Day-Dream,' composite construction, built by the Continental Iron Works, Green Point, Long Island, for W. H. Aspinwall, 1871. Length over all, 115 ft.; length on water-line, 109 ft.; beam, 19 ft.; depth of hold, 5 ft.; draught of water,7 ft. Her engine was built by the Delamater Works of New York, vertical condensing, 2 cylinders each 14 by 14 in., one boiler 8 ft. long, diameter of screw 7 ft. 6 in., with 10 ft. pitch. She was sold to the United States Government for postal service in the Gulf of Mexico, and is now at New Orleans.

The 'Day-Dream' was really the first successful steam yacht, and set the type of pleasure craft for many years; in fact, it is but a few years ago that the style called 'deck-house' yachts went out of use, and they are at present almost entirely superseded by the deeper-hulled, flush-deck yachts.

During the early Seventies the steam launch, or open yacht, rapidly multiplied in numbers and seemed to fill a demand for afternoon sailing in the sheltered waters of our seaports, and as preparatory to something better they did good service.

The open steam-launch as then used was from 25 to 45 ft. long, and 6 to 8 ft. wide, usually with vertical engines, and used a pipe condenser and boiler of upright form, generally of tubular construction. After the open launch came the small yacht, having a small cabin enclosed mostly by glass with a standing room aft. This very popular form is still much used, and answers a widely sought demand for day sailing or short cruising; the boats are usually about 45 to 70 ft. long, and from 8 to 10 ft. wide. This style of small yacht had no deck room that was available for real use, but the standing room with an awning over it with adjacent cabin made a very serviceable craft, in which cruising could be done from May until October on our coast with perfect safety.

In those days 8 miles an hour was thought fast enough for anybody, but in a few years, when the engine and boiler were both more perfected, more speed was demanded, so that the type in question attained to 12 or 13 miles an hour, which in some cases has been pushed to 15, whilst the speed of the open launch which at first was but 8 to 10 miles an hour, reached, under the stimulus of popular desire and better motive power, to 16 and even 20 miles an hour in quiet smooth water.

About 1885 the flush-deck yacht became more popular, and most deservedly so, as the style is superior in all essential points to the old deck-house form. It is true that the cabin of the older form is pleasanter, being lighter and more airy, but the strength of construction gained by the flush deck, its broad expanse of deck everywhere available for sitting and promenading, all these points of advantage give the present form decidedly the first place in the estimation of all lovers of steam yachting. Since 1880, steam yachting has increased with prodigious rapidity, and, particularly since the introduction of naphtha as a factor in motive power, our waters fairly swarm with craft propelled by a machine.

In about the year 1884 a club was formed for steam-yacht owners only, called the American Yacht Club, and for several years it offered prizes to be run for in Long Island Sound; but steam-yacht racing did not become popular, principally because of the danger of forcing machinery to its utmost limit of safety, and also the difficulty of classifying yachts of different size and power of engine. For the most part the devotees of steam yachting are drawn from the general public without special regard of the situation of their home, as a yacht can be kept on the seaboard or on the lakes, whilst the owner may live far from the sight and sound of the sea; the restless spirit of our countrymen prompts them to embark into every scheme of pleasure-making, as well as business enterprise.

Naturally, however, by far the greater number of steam-yacht owners have their homes on or very near some navigable water, upon which they pursue their favourite sport as a pastime only, or in connection with the daily engagements of business life.

Many men of large means and wide business interests who may be seen daily on Wall Street or in other centres of trade in New York have homes on the head waters of Long Island Sound, or on the lower stretches of the Hudson, whence they daily run to the city of New York in a steam yacht, which, after landing its luxurious owner, waits until his day is done inthe city, and bears him again to a home of comfort and quiet retreat.

Yachts used chiefly for such purposes are always fast; when the speed falls below 20 miles an hour, their owners fret and fume, and wonder why she is not doing as well as she might.

Steam yachts having abnormally high speed are occasionally seen in a large yachting fleet. There are always a few men, who, from a love of seeing their names in print and their movements and those of their yacht recorded in the newspapers of the day, find that by tearing up the waters of our bays and harbours with yachts which show a speed of 25 miles an hour, their fondest hope is realised; for every eye follows them, and every reporter wastes his pencil in recording the performances of the speedy craft. It is their delight on regatta days to dart about amongst the fleet of yachts and craft of the lookers-on, and astonish everybody by some new flight of speed or some skilful evolution. I am happy to record, however, that the number of these flyers is small, and becoming less: such speeds are attained only by great danger to life and limb of those in charge of the machine, and an entire loss of comfort from the violent vibration of the vessel; for she must be built as light and carry as powerful machinery as possible, to give the results desired by these morbid lovers of notoriety, who are no more yachtsmen than is the man who takes a balloon trip so as to be seen by the crowd.

It must be admitted that comfort and pleasure can be, and doubtless are, found on many steam yachts; for instance, a yacht of 125 ft. water-line, by 19 ft. beam, with a well-kept flush-deck, a comfortable deck-house forward, a large awning spread over all, the deck set out with Persian rugs, tables, and comfortable rattan chairs, and a number of congenial friends present, who are not tired of life and each other—I think no one will deny that pleasure in the highest degree could be realised with such surroundings.

Our prevailing pleasant weather during the yachting season,and the uniformly sheltered character of our waters, have had their effect on the form and construction of steam yachts as well as those by sail. Nearly 95 per cent. of all steam yachts in America are built expressly for bay, harbour, and river work, and when it is necessary to make any extended trip, as for instance to the coast of Maine, they usually creep close along shore, moving cautiously from port to port.

We can, however, boast of a few deep-sea craft, as fine and seaworthy as any pleasure vessels in the world, such as those owned by the late Jay Gould, Mr. W. W. Astor, the Vanderbilts, and few others. The general dimensions of many steam yachts are ruled by the probability of their taking the passage through the Erie Canal, the locks of which are 100 ft. long and 17 ft. wide, and admit a vessel drawing 6 ft. of water.

There is a marked advantage in taking the Erie Canal to reach the great lakes; with a vessel of proper size the passage of the canal is safe and easy, whilst the trip around by the Gulf and River of St. Lawrence is very long and surrounded by difficulties, although the voyage will richly repay one for taking it, as it affords greater variety in sea and landscape than any other possible in America. Steam yachting on the great lakes is also increasing rapidly, and in the harbours of the large cities, as Buffalo, Cleveland, Toledo, Detroit, Milwaukee, and Chicago, many steam pleasure craft may be seen, usually of a length of 100 ft. or less, so as to make their way to the salt water by the canal.

As in the case of sailing yachts, 95 per cent. of steam craft are to be found north of the capes of the Delaware, but their numbers are increasing south of that point more rapidly than their sailing sisters. The Gulf and tributary waters as yet show very few pleasure craft of either sort, and the Pacific coast, on account of the high cost of fuel, is not the scene of steam yachting to any considerable extent.

In the Bay of San Francisco, however, are a large number of naphtha launches that find very favourable water in thatshallow sea. There is far less variety of form and rig among steam yachts than in any other pleasure craft. The accepted form at present is a flush-deck vessel with pole masts, triple-expansion engine, and some modification of the old Belville boiler, a form that has many varieties, none of which are satisfactory in more than a few points. They are generally safe from explosion, but very short-lived, and difficult to manage.

The compound engine was introduced into yachting craft about the year 1875, and its success was as marked as in all other branches of marine construction.

The triple-expansion engine was first used in 1884 with increased success over its ancestor, the compound, and in 1888 the quadruple engine was put into a few yachts; but it may be questioned if it possesses any advantages over the triple for the general uses of yachting.

The use of high-expansion engines not only results in a marked economy of fuel, but, through a wide distribution of power and strain, far greater durability is attained, as well as greater freedom from vibration, which often imparts discomfort to the passengers, and injury to the hull of the yacht.

With regard to the designing and construction of steam yachts, it seems to be the aim of every designer and builder to try his hand at this branch of naval architecture, and, as might naturally be expected, the resultant vessel is too often an example of semi-successful work of the novice, clumsy in form, construction, and machinery, rude in design and ill fitted to its duty. Nearly all the deep-sea pleasure craft are built on the Delaware, and as a rule are staunch, seaworthy vessels with good speed, and generally satisfactory performance in all situations. The Herreshoff Co., of Rhode Island, have passed No. 180 in steam vessels, the larger number of which are small launches, a good proportion small cabin yachts, and the rest of the every-day class of along-shore craft which satisfy the desires of nearly all who find pleasure on our coast in steam yachts. The Herreshoff Co. turns out the fastest vessels of their class, and for general qualities are the best examples of carefuldesigning and construction as applied to both hull and machinery. They have the advantage of building every member of a yacht, hull, engines, and boiler, so the result is more harmonious, and in the main is more conducive to speed and that condition, called 'well balanced,' which is so desirable in all steam vessels.

During the last five years naphtha engines, as applied to launches, have been greatly improved, so that their use has become immensely popular. They vary in size from 20 to 45 ft. in length, with speed from 6 to 10 miles an hour; in a measure they have displaced small steam launches as tenders for yachts, and in many places where no great degree of skill is required to run them; in fact, the ease of running and little time required to start a launch are the chief reasons of their popularity, in spite of the fact that they are noisy and malodorous.

The use of the steam yacht will, without doubt, continue to increase more rapidly than the sailing craft, but there is not the least probability that the latter will be superseded. In so large a community of sea-loving people there will always be a few whose good taste and love of true sport will guide them toward the sail as a means of motion, and the forces of nature as motive power; but happy is he on whom fortune smiles to the extent of enabling him to keep both a steam and sailing yacht, for times do come when to reach an objective point is highly desirable, and at other times nothing can give so much pleasure as the quiet and peaceful sensation that is found only in a sailing craft. There is room then for every yacht, both steam and sail; each contributes to the pleasure of its owner, and each deserves our best efforts to develop and make perfect that which contributes so largely to our resources of enjoyment and healthful pastime.

As has already been said, there exists every facility in our Australasian Colonies both for cruising and racing. These colonial waters are indeed the only ones in the world where yachting can be enjoyed among our fellow-countrymen on summer seas and in a temperate climate during that portion of the year when yachts are laid up in the mud in England and yachtsmen shiver in the bitter winds, the fogs and frosts of Northern Europe.

The travelling yachtsman may either take out his yacht with him, if she be large enough, or if this be deemed to involve too great trouble and expense, he will find but little difficulty in making arrangements to hire a comfortable craft at the Antipodes.

The southern coast of Australia, though it possesses many beautiful harbours, is washed by the great rollers of the Pacific, coming up through the 'roaring forties' without anything to break their force, straight from Antarctic regions, to dash themselves in mile-long breakers against the Australian coast. Yachting is therefore better confined to the sheltered harbours, and specially to those which have been selected for the sites of the capital cities of Adelaide, Melbourne and Sydney.

No more lovely sea exists in the world on which to cruise than that part of the eastern coast of the Australian continent,sheltered as it is from ocean storms by the Great Barrier Reef, extending for miles from Rockhampton to Cape York, along the Queensland coast. Numberless coral islands, the roosting places of countless Torres Straits pigeons that spend the hours of daylight feeding on the mainland, afford abundant sport for the gunner. These pigeons are quick-flying black-and-white birds about the size of the blue rock; they twist and turn in their flight with great rapidity, and tax the gunner's quickness of eye and hand not less than the best blue rocks from the pigeon-cotes of Mr. Hammond. Unfortunately this long stretch of calm blue water is beset with perils from coral reefs so numerous that the traveller is lost in admiration at the skill of Captain Cook as well as at the good fortune which enabled him, in complete ignorance of the dangers now carefully marked on our charts, to escape with but one mishap. Among the apt terms which he applied in all his nomenclature only one, Cape Tribulation, bears witness to the risks which he ran.

Still, an enterprising yachtsman, choosing the time of year when the monsoon, blowing softly on these confines of its influence, is in the favourable direction, may start from any of the ports touched by vessels of the British India Steamship Company, and, by careful study of the chart coupled with information obtained from local mariners, may enjoy without great risk a prolonged cruise amid tropical scenery and vegetation as far south even as Brisbane.

It is to New Zealand, however, that the yachtsman will turn as the paradise of his sport—abounding in harbours, offering every variety of climate from semi-tropical Auckland to the equable temperature of Cook's Strait, and on to the colder harbours of Stewart's Island—he will find as great variety in scenery as in climate. But let him not imagine that after cruising in Australian waters he may trust himself to the tender mercies of the Tasman Sea, or cross to New Zealand in a small yacht. No more terrible sea exists in either hemisphere.

Once arrived in the harbour of Auckland, however, thepotentialities which lie before the amateur navigator are boundless. As he passes down the coast from the lighthouse on Cape Maria van Diemen, he will see the entrance to the singular harbour of Whangaroa, where masses of limestone rock lay piled one above another, dominated by the cupola-shaped dome of Mount St. Paul. Either this or the historically more interesting Bay of Islands may be visited in a yacht from Auckland. The Bay of Islands is one of the most beautiful yachting bays in the colony. It has a width of ten miles at the entrance, and is divided in two by a peninsula, while, with the exception of the Onslow Pinnacle rock, which has 19 feet on it at low water, it is devoid of all dangers. Here is the scene of the earliest settlement of the colony. In this bay the fleets of whalers, who trafficked in dried and tattooed human heads, and who had dealings of all kinds with the Maories (not always the most reputable), conducted a lucrative business, which has now ceased entirely.

Here the first missionaries established themselves, and here was signed the treaty with the natives which brought the islands under the sovereignty of the Queen, a sovereignty which was not to remain undisputed, save after many bloody contests, and after a loss of life and treasure which still burdens the New Zealander with a load of war taxation, happily not imposed on his neighbour of the Australian continent. In this bay many days may profitably be spent in studying the interesting Maori tribes who dwell on its shores, and of whom none have stood more loyally by the English settlers than those who fought under Tamati Waka Nene. Every sort of provision may be obtained in the bay from the once flourishing town of Russell, while a sufficiently good cheap coal may be procured at Opua.

It is around the harbour of Auckland, in the Hauraki Gulf, and the Firth of Thames, however, that the perfection of yachting may be enjoyed. As the traveller approaches the earlier capital of New Zealand he will observe how the aptly named Great and Little Barrier Islands protect the Gulf from theheavy seas of the Pacific, and as the steamer wends its way through the islands that dot the Gulf and opens up the land-locked Firth of Thames on one side and the Waitemata Harbour on the other, he will realise the advantages afforded by the situation of Auckland.

Two comfortable and well-managed clubs exercise the proverbial hospitality of colonists to properly accredited arrivals from England. In addition to which the Auckland Yacht Club is an association from which all information as to both cruising and racing will readily be obtained.

The history of yachting in New Zealand is of but recent date; for, although for many years races have taken place and regattas been held annually, the competitors were rather the cutters, schooners, and scows that did the coasting trade of the colony before the Union Steamship Company inaugurated their line of well-found, fast and regular coasting steamers to and from every port of New Zealand. These were assisted by the boats and crews of Her Majesty's ships, whose presence was, and still is, ardently in request on Regatta days. The era of pleasure yachts dates from the last eight or ten years, and the Auckland Yacht Club now occupies, in the number of yachts belonging to the squadron, the first place among the Australasian Colonies. The club has one hundred members and the register of yachts exceeds sixty, which does not by any means exhaust the number of vessels used solely as pleasure-boats in the harbour.

Colonial yachts, like the great majority of colonial incomes, are not large, and nearly all the boats used are built locally. Shipbuilding is a trade extensively carried on at Auckland. During the year 1875, when the prosperity of that part of the colony was at its highest, not less than forty vessels were built, their aggregate tonnage being 1,930. A few steam yachts, such as the 'Sunbeam,' the 'St. George,' and the R.Y.S. schooner 'Blanche' with auxiliary screw, used by Sir James Fergusson when Governor of the colony, have cruised in New Zealand waters; but a vessel of 20 tons burden is consideredamong the Tritons of colonial pleasure craft. The 'Thetis,' a small yacht of 10 or 12 tons, was built on the Clyde, and was brought out by five gentlemen, her owners, to the Antipodes.

Perhaps the most interesting yacht now sailing in New Zealand waters is the 'Mascotte,' both on account of the circumstances under which she was built, as well as for the remarkable success which has attended her during her sailing career.

In the year 1890 a strike in the shipping trade broke out in Australia, and after a few days was extended to other trades connected with shipping, finally spreading to New Zealand. During the enforced idleness of certain shipbuilding hands at Lyttelton, the port of Christchurch, some of the men bethought themselves of laying down the lines of a yacht for themselves. The 'Mascotte,' commenced under these circumstances, was found, when finished, to be an exceptionally fast sailer. Within eighteen months of her completion she was manned and sailed by her owners in six regattas, netting for them 395l., besides numerous smaller prizes in club races—not a bad outcome of work which, at the time, was doubtless done with no little amount of grumbling, because no wages were coming in weekly on account of it. The result, however, has been a very considerable falling off in the entries for the races last year. For the Champion Cup at Lyttelton only the 'Tarifa,' rated 8, the 'Mima,' 10, and the 'Maritana,' 14, put in an appearance. The First Class Championship race for 100l.at Wellington, the capital, was among those secured by the 'Mascotte.'

It is, however, in the cruising opportunities to be found in New Zealand that readers of the Badminton Library will be chiefly interested. Taking Auckland as headquarters, it may safely be asserted that throughout the season the yachtsman may lie in a different creek, harbour, or estuary every night that he is out.

He may coast up the north shore till he reaches Waiwera, where he will find an excellent hotel. He can bathe in a largeand luxurious hot swimming bath, formed from the thermal springs rising close to the sea, or he may go on to the beautiful island of Kawau, once the property of Sir George Grey, which has been so graphically described by Mr. Froude in 'Oceana.' He may lie in the harbour of Bon Accord, which indents the island a mile and a half, and affords shelter in all weathers.

On landing he will find planted by the erstwhile owner of Kawau every sort of tree, shrub, and rare plant that will live either at Madeira or the Cape.

He will see the wallaby from Australia, deer, sheep, and wild goats. The beautiful Pohutukawa, or Christmas-tree, covered at Christmas-tide with scarlet blossom, feathering down to the clear blue sea till its lowest branches are covered by the rising tide, so that oysters cluster on them with all the appearance of being the natural fruit. In the rocky depths of the clear water great lazy stingarees may be seen floating along with the tide, like sheets of brown paper flapping idly from side to side in the tide race. A perfectly appointed English country gentleman's house fronts the harbour. Its lawn and park-like slopes are timbered with the forest trees of Europe. The opossum of Australia may be seen nimbly springing from the boughs of an English oak to those of the silver tree of South Africa, the whole being a combination of the flora and fauna of all continents, bewildering to the brain of the naturalist.

As the total population of the island is thirty-two, and consists of the family and dependents of the owner, visitors, unless they wish to run the risk of abusing hospitality which is always cordially accorded, must bring a sufficiency of provisions with them.

The Little Barrier Island, though possessing no harbour, has several yachting anchorages. It is uninhabited, and is chiefly interesting from the fact that it is the last remaining stronghold of many rare species of New Zealand birds. This is attributable in some degree to its distance from the mainland. The bee has not found its way across to Little Barrier, and the honey-eating birds, driven away from elsewhere by thestings of bees seeking a common food, have made this island their last habitat. It is greatly to be hoped that the New Zealand Government will complete the pending negotiations for its purchase from the natives, so that it may be made into a national park for the preservation of these unique ornithological specimens.

Great Barrier Island is larger than the Isle of Wight, being 21 miles long. It is about eight miles eastward of the Little Barrier, and possesses in Port Fitzroy one of the finest harbours in New Zealand. Yachts enter by a channel 1¼ mile wide, pass under a remarkable rock resembling the Duke of Wellington's head, and come to Governor's Pass, a narrow channel, 178 feet across, which opens out into an inner harbour three miles in length and more than half a mile wide, surrounded on all sides by high mountains which give complete security from every wind. The harbour is full of fish of every kind, from the little New Zealand herring to the flat stingaree resembling an enormous skate with a formidable spiked tail. Unless the fisherman cuts this off before he proceeds to deal with the fish, he may find one blow from it compel him to seek for several weeks an asylum in the Auckland Hospital. If the yachtsman has on board a seine net, he may realise something of the miraculous draught of fishes mentioned in the Bible. Let him also bring his rifle, for the island is swarming with wild goats, and if he can steel his heart against the piercing and humanlike screams to which they give utterance when wounded, he may, by getting up to the highest ground and stalking them down the mountain-sides, secure more than he will find it possible to get back to his yacht, be he never so impervious to powerful odours. He will, moreover, earn the gratitude of the settlers by so doing, for the goats eat not a little of that pasture which would more profitably be utilised in affording sustenance to the domestic sheep of the island farmers.

Many years ago Selwyn Island, at the entrance to the harbour, was stocked with the large silver-grey rabbit, and a good day's shooting may still be had among them, though theskins are no longer of the great value they were when first acclimatised.

Having explored the creeks of the Waitemata, which open into the harbour of Auckland to the north, the yachtsman may proceed to cruise in the southern waters of the Hauraki Gulf. On his way he may run in for a few hours to one of the Maori villages, where he will find some very well-to-do natives, owners of valuable property close to Auckland, but who still practise all the old-fashioned Maori customs of cooking and manufacture. He will be interested, too, in the long war canoe with its carved prow, one of the few now remaining in New Zealand.

All the islands between the mouth of the gulf and the Firth of Thames are interesting. The most remarkable in appearance is Rangitoto, guarding the entrance to the Auckland harbour. In shape it is a perfect cone. The mountain is an extinct volcano, rising to a height of 920 feet, and presents a precisely similar appearance from whatever aspect it is regarded. The summit of the mountain is composed of masses of scoria, but there is no fresh water on the island. Rangitoto is connected by a sandy neck, a quarter of a mile long, dry at high water, with Motu Tapu, the Sacred Island. Whatever odour of sanctity may have attached to it in earlier days, it is now the island most profaned by the feet of Auckland yachtsmen. Herds of deer scamper across its grassy slopes, and afford excellent stalking to the hospitable owner and his guests. No one who takes care to keep on the shores of the island and refrain from disturbing the deer is likely to be forbidden to shoot a few rabbits. From some of the higher points round the coast he may espy the acclimatised emus stalking over the hills; the pheasants feeding round the edges of the patches of woodland, and the flocks of turkeys, once tame, but which now require the persuasion of the fowling-piece before they can be brought to table.

From the Thames the yacht may be taken round to the harbour of Tauranga; this is a quiet and comfortable littletown, the harbour land-locked by an island running down to meet a sandy spit. From this spit rises the Mawayanui Rock, 860 ft. in height, conspicuous for miles, both from the land and sea sides of the harbour.

The entrance is tortuous, narrow in places, and liable to gusts and eddies when the wind is blowing from the sea, but of considerable capacity inside. Tauranga is close to the scene of a conflict between the Maories and English troops, in which the 68th Regiment lost more officers than did any regiment at Waterloo. It is the best harbour whence to visit the volcano of White Island, and is the nearest also to the Maori Settlements, the hot lakes and springs of the interior of the North Island.

White Island is sixty miles off, and the steam blowing off the crater to a height varying from 2,000 to 10,000 feet is clearly visible in fine weather. This island is well worth a visit, though great care must be exercised in landing, for the whole island is so hot that walking is not pleasant, while the clouds of sulphurous steam blowing to leeward are suffocating. It is about three miles in circumference, having in the centre a crater about a hundred yards in circumference, surrounded by steam geysers, which make a roaring, deafening noise, like a hundred engines massed in one engine-room. Although there is no vegetation on the island, the base of the crater gives the appearance of a well-watered meadow in spring. This effect is produced by the bed of crystallised sulphur traversed by the streams from the several geysers. Myriads of sea birds, chiefly gannets, circle round the island, and the remarkable Tuatara lizards may be seen crawling on the hot rocks. There is no harbour in the island, but there is shelter between the principal islet and a little islet half a mile to south-east.

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