404 



FOREST AND STREAM. 



[April 28, 189 



GLOR1ANA AND THE HERRESHOFFS. 



j. 



THE history of yachting is much like that of politics; the last page, 

 wi-hits'ink still wet, is written over witti great names whose 

 fame is to live forever, but as we turn backward toward tbe earlier 

 pages we And fewer and fewer names than have not been vpry de- 

 servedly forgotten. E<»cb year h«s its Ion? lilt of statesmen, heralded 

 by their respective partisans a< the most gified and enlightened orna- 

 ments of any age; but a very brief embalming in history wilt show 

 that not one in a hundred has really risen above the grade of a petty 

 poli'Man. In the same way yacht atter yacht leaps into fams, the 

 fleets of the past are held up in invidious comparison before her, 

 and she achieves a temporary glory which though brilliant is in all 

 probability even more brief than her life a« a racer. The names of 

 those yachts of the past thirty years wbich bave survived the colli 

 emhrace of history, or of those yachts of to-day which will be re- 

 membered even twenty years hence, would together mate but a bilef 

 lis-. 



But of this list the greater number will be remembered simply for 

 their ten? and honorable* careers as racers, like Sappho aucl Shadow, 

 while a very small num- 

 ber will be remembered 

 because, independent of 

 success or failure as 

 racers, they embodied 

 some uew "principle of 

 design or construction, 

 First of all famous 

 yachts, the old America 

 is interesting to-day. not 

 because she won onerace. 

 but because she was tbe 

 iirst successful attempt 

 at. a radical departure 

 from existing principles. 

 Be=ide her stands Mos- 

 quito, not only sharing 

 the same peculiarities of 

 form, but beir»gs f ill more 

 radical in her iron con- 

 struction. Of much later 

 date, but still a pioneer 

 m ber way in iron con- 

 struction, comes Mis- 

 chief, whose fame rests 

 not alone on ber many 

 victories, but on her de- 

 sign as distinguished 

 from then existing 

 yachts. Had the question 

 been asked last summer 

 whether Gloriana would 

 hold a permanent place 

 in history beside America. 

 Mosquito, Smobo. Shad- 

 ow, Madge. Mischief and 

 Puritan, or whether she 

 would be forgotten in a 

 few seasons, not one 

 yachtsman in a dozen 

 would have hesitated in 

 giving an affirmative 

 answer, in which we 

 would agree with them, 

 though probably not for 

 the same reasons. 



There is no guarantee 

 . of lasting fame in the 

 mere winning of half a 

 dozen or so of races, 

 much le c s in the column 

 of exuberant bombast 

 that have been showered 

 on Gloriana with even 

 more thin the usual 

 liberality, but if we are 

 not mistaken, there is 

 that about her which 

 entitles her to a perma- 

 nent place among the 

 small number of yachts 

 which will always be re- 

 membered and s'udied 

 with special attention bv 

 all interested in the pro- 

 gress of designing. 



At this time, when 

 everything connected 

 with the boat, her origin, 

 her record and her special 

 features has undergone a 

 very natural process of 

 exaggeration, it is by no 

 means easy to estimate 

 her real excellence, or to 

 sift out from several 

 novel and striking fea- 

 tures the true points of 

 superiority of her desien: 

 but in vie v of the wide- 

 spread interest which she 

 has awakened through- 

 out the entire yachting 

 world, we propose to de- 

 scribe her as fully as is 

 possible The many in- 

 quiries which have reach- 

 ed us during the winter 

 from all quarters, among 

 them letters from Ceylon 

 and Tasmania, show that 

 n spite of her smaller 

 size am the absence of • 

 all international i«su»,s in 

 her racing, she is to less 

 widely kno*u than the 

 three great Burgess boats 

 which have successfully 

 defeuded the America's 

 Cup. 



As everyone now knows, 

 Gloriana is one of the 

 nine yachts built last 

 year for the new 46ft. 

 waterlme cli*s, designed 

 by N. G Herreshoff and 

 huile at tbe shops of the 

 Herreshoff Manufactur- 

 ing Co , iu Bristol, Rhode Island : ber owner being Vice Commodore 

 E. D. Morgan, of the New York Y. 0. In spite of all that has been 

 told and written about her, the really essential facts have been very 

 carefully kept, and even now her exact dimensions and elements are 

 known only to her build»rs. The following flsures have beeu com- 

 piled from the best available sources, and while not official they are 

 approximately correct: 



Length. LW.L 45ft. Sin 



overall 70ft. 



Oyerhang, forward.. Ht. 



aft 13ft 9in. 



Least freeboard 2ft. 9in. 



Beam extreme 13ft. 



Draft : 10ft. 8iu. 



Rake of stern post, deerees 35 



Sail area, Sea-wan hika rule , 4137sq. ft. 



Displacement, long tons 31.5 



Ballast, lead keel, long tons 21 



Ratio of ballast to displacement. 60 per cent, 



The length over all is very indefinite, ' P-obahly being by Custom 

 Hou--e measurement, which means anything »r nothing, so that the 

 total length from fore end of stem head to the atter side of taffrail 

 may be fmm 71 to 73ft. The waterline when in "measuring trim" 

 showed e X »ct]y 45ft. under the official steel tape, the yacht probably 

 being shgtrtly above her de=igned . line In his very Jute-resting 

 article in the North American Review. Mr Lewis Hei'reshoff elves 

 the waterline as 45ft. 4in . the beam as 13ft. 2in. and the draft as lift. 

 2in.,orlft. more than the yacht is c ommonly credited with. The 

 beam is actually a Jittle under 13ft . and while we cannot speak posi- 

 tively as to the draft, it may be sec down safely as between 10ft. 8m. 

 and 10ft. 6in. 



G'oriana is a keel cutt°r of the American type so far asthe midship 

 pec i»n and lateral plane are concerned, aud does not differ 

 materially in thesexespeets from the general run of modern keel 

 craft. The lateral plane, which is shown approximately in the 

 accompanying sketches of the interior arrangements, is of the tri- 

 angular outline used by Burgess. Fife, Gardner and Watson, the rake 



of the sternpost being about 10 degrees less than the average of the 

 latter three The mid« hip section has the S curve and strong bilge 

 of the later American keel boats, with the wide keel. The hull is of 

 composiie construction, the main kael of oak, as are tbe stem and 

 sternpost, the frames of angle steel, 'j%xM*M- spaced 16in. with a 

 deck »eam of the same size on each trarue, eonneced by gusset 

 plates. The frames are scrapped diagonally by steel places from 

 decs: to keel. 



The sheer strake and garboard are of white oak, the planking of 

 about a third of the bottom, or up to the floor of cabin, is of vellow 

 pine 1% ; n. thick, and above this, as shown in the section, theskin is 

 double, the inner portion beiog of t-rlin. white cedar and tbe otrer 

 skin %m, yellow pine. The plank fasteuings are composition screw 

 bolts, while between the frames brass screws are put through the 

 inner into the outer skin. The seams of the double skin are very 

 close, no caulking being required, thus leaving the hull with a fine 

 surface from the first. The heavy lead k"el is fastened with l^m. 

 bolts, and m addition straps of brass 2in.x%in. are let into the lead 

 keel, oak keel and garboards on the outside and through-bolted, 

 about nine straps on each side. The deck is of IJ^in. white pine, 

 longued and grooved and carefully glued together, the whole being 



GLORIANA. 

 From 'Representative American Yachts.'' 



covered with stout cauvas. Beneath the deck, aud in addition to the 

 diagonal tieplates about tbe partners, the spaces between the beams 

 are filled in with diagonal hraces of wood, with steel straps 2x^in. on 

 their lower side, tnaking a lattice work bracing under the entire deck. 



The chainplates, three ou each side, are fastened to the frames in- 

 side the plank, there being no channels. The planksheer is of oak, 

 the bulwarks being of oak plauk IJ^fn- thick and about 6in. high 

 forward, tapering into a light rail around the stern. They are very 

 plaiu. simply rounded on 1 he corner -i with no cap rail, and they are 

 pierced for a dozen or more of oblong scuppers along the side. On 

 each side the bulwark is pierced for two brass leading chocks, for 

 sheets and warps, one amidship and one abaft the rudderhead. The 

 gammon iron is a heavy forging strongly bolted to the deck, and 

 from it run two braces of round iron, the afcer end of each forming 

 an eye through which tbe bowsprit fid passes, relieving the strain on 

 the bowsprit bitts. Thpse a'ra of steel plate, bolted to the deck. Just 

 abaft the bitts is a Herreshoff patent capstan geared for three, speeds, 

 the chain leading toahawsepipe on the starboard side. The deck 

 cleats are of composition, cast hollow, as used on the Herreshoff 

 steam yachts, and the mam sheet bitts are timber heads nearly amid- 

 ship. The rudder stock is of composition, scarfed and bolted into an 

 oak rudder and running up through a b-ass tube. Above the deck it 

 is finished by a brass cap, to which is pivoted a peculiar socket yoke 

 of brass in which the short locust tiller ships. Just forward of the 

 rudderhead is a brass track on which runs a small slide supporting 

 the tiller. 



There are two maiusheec travelers, placed as shown, one very near 

 the taffrail The fore hatch has a quadrant top. replaced by a flat 

 hatch in racing. Just abaft it is a circ dar screw plate of brass about 

 lft. m diameter for lowering the end of the sptnaker boom In shifting 

 under the forestay. Abaf t of the mast the deck is pierced by six 

 holes, through which the falls of the halliards are led below and 

 coiled out of the way. The after deck is taken up by an oval cockpit, 

 as shown; the deck forming the seat, inside ofa6in. oak coaming; 

 the floor being about loin, below the deck. There is a skylight over 

 the inaiu cabin, a wide companion with a fiat slide, aud a small sky- 

 light over the ladies' cabin; all the joiner work being of mahogany. 



From the composite construction, the yacht is very roomy below, 



iu fact she offers far superior accommodation to a 65ft. yacht of the 

 shoal centerboard model and old wooden build. The forecastle is 

 large and roomy, with the usual lockers and hammock berths, the 

 stove being on the starboard side, as shown. Abaf t the mast on the 

 same, side i< the cap'ain's room, about (5ft. Ion? and half the width of 

 the ship. Opposite to it is the pantry and also, on the after side of 

 the latter, toe toilet room and w c. Tne main cabin is a fine room 

 with good breadth and headroom, its length being about 10ft. 6in'. 

 The ladder leads directly to this room, tbe space ou each side at the 

 after end of each locker being taken up by a wardrooe and buffet 

 locker. On the port side of the ladder there is full width for a passage 

 to the after cabin, about 6ft. 6Ln. long and arranged in the conven- 

 tional style, a berth on each side with sofa in front, and a washstand 

 aeross-the after end between the berths. Toe joiner work is a'l in 

 butternut, plain but tastefully finished: making a very shipshape 

 and comfortable interior without any attempt at over-elaboration. 

 Below the floor is a large space for water tanks, stores and lines. 



The very spirited picture of Gloriana under wav we reproduce by 

 permission of Mr. H. G. Peabody from his Representative American 

 Yachts, The rig is marked by many peculiar features. The after 

 shroud on each side leads to the upper cap on the masthead instead 



of to the hounds ; the peak 

 halliards haye but one 

 hauling part, and are of 

 flexible wire rope and 

 manilla spliced together. 

 The outer part is of flex- 

 ible wire, the end being 

 made fast to tbe gaff near 

 its end. The wire is long 

 c ough to belay on deck 

 when the sail is set. the 

 fall of the halliard being 

 of manilla spliced to the 

 wire. There is no peak 

 purchase, but a special 

 purchase is used, with a 

 clutch which may be. 

 clapped on to auv of the 

 halliards as required. The 

 mast is a solid stick of 

 Oregon pine, but the other 

 spars are hollow. The 

 main gooseneck is very 

 peculiar: around the mast 

 is fitted a circularbaDd of 

 channel iron, between the 

 two flanges of which re- 

 volves a strong compo- 

 sition ring. On the after 

 side of this ring are two 

 lugs for the main boom 

 iron, and on tbe fore side 

 is the socket for the spin- 

 aker boom gooseneck, 

 while on each side are 

 three or four belaying 

 pins. Tbe ring, with the 

 main and Epinaker booms 

 attached, as w-ll as some 

 of the halliards, revolves 

 about 'he mast within the 

 channel iron collar as the 

 sheet is started or hauled 

 in. 



The low clew of the jib 

 is flit d witn a club, afi.t-r 

 the fashion of Minerva 

 and the ether Scotch 

 bouts, and the jib sheets 

 are fast to ou riggers 

 projecting from the side. 

 The sheets are trimmed 

 well amidships, through 

 tbe leading chock in the 

 bulwark, though there 

 are ihree brass leaders 

 for them ju«t abreast of 

 the outrigger and on the 

 top of the bulwark. The 

 staysail is fitted with the 

 usual small battens, and 

 the mainsail was simi- 

 larly fitted in the early 

 races, but when G'ori- 

 ana raced at Newport in 

 August the small battens 

 in ihe mainsail bad been 

 replaced by new ones far 

 longer than have yet been 

 seen on a racing yacht, 

 tbe lower of the three 

 extending half way across 

 the fail. These battens 

 are so shaped as to be 

 stiff near the leech, but 

 very flexible as tbey near 

 the forward ends, so as 

 to break as little as pos- 

 sible the draft of tbe 

 middle of the sail. The 

 arrangement of ihe main 

 sheet is peculiar, the 

 bight of the sheet leads 

 through a single block on 

 the after traveler, thence 

 tiie two parts reeve 

 through a double block 

 well out on the boom, 

 thence down to a double 

 block on The inner travel 

 er, thence up a nd tht ough 

 a double block on the 

 bo> m, from which ihey 

 separate, each running 

 down to a single leading 

 block on each side of the 

 deck. The .yacht carries 

 two club topsails, a very 

 large one and another 

 of quite moderate BJZ6, 

 the latter being carried 

 in tbe. stormy regatta of 

 the New York Y. O when 

 some of her competitors 

 were under Ion er sail 

 only and one had housed 

 her topmast. The satis 

 were made by Wilson & 

 Silsby, of Boston, and the rigging by Philip Low, of New York. 



There has been a deal of idle discussion in print over the question 

 of Gloriana's design, some claiming that she was originally begun 

 for Mr Roval Phelps Carroll, owner of G r nlla, Mr. Morgan taking 

 her after Mr. Carroll had countermanded his order. The matter is 

 a trivial one at best, but the faers seem to be that Mr. Cat roll ordered 

 a 46 footer from the Herreshoff s in the fall of 1890. and the design 

 was prepared and model made. Wheu Mr. Carroll marripd he 

 changed bis plaus and gave up all idea of building from the design, 

 and when Mr. Morgan oecidert on a Herreshoff 46 footer, he, instead 

 of M*. Carroll, was the firs' to profit by the results of the thought, 

 experiment and study which Mr. N. G. Herreshoff had been quietly 

 expending on sailing yachts for some years. Oloriana was built at 

 the Herreshoff shops, directly under the eye of her owner, with every 

 faeili'y for the best of wood and metal work on the premises Every 

 detail of the hull and rigging was worked out with a care that was 

 more than paid for by her immunity from the mi haps of all sorts 

 which were epidemic in the new 46n;. fleet last year. Her cost was 

 probably about $12,000. She was launched very early in the season 

 and was afloat, with her designer at the stick, and sailing between 

 Bristol and Newport long before the rest of the class had their spars 

 and ironwork in place In this way she had the benefit of a thorough 

 tuning up long before the racing began, finally comintr to the line 

 with everything in her favor against the crude, unfinished and un- 

 tried fleet of other new yachts. 



Though it mav lessen in some degree tbe glorv of h^r first victories, 

 it is in no way to ber discredit that she, the most radical experiment 

 of the class, was readv for the racing long b< fore other yachts that 

 w«re partly completed before her keel was laid: and that she was in 

 as good form in her first race in June as in her last in August, while 

 in neariy every other case it was not until the latter date anything 

 approaching a proper racing form was artalned. 



The 46ft. class of 1891 was a noveky in yacht racing. Instead of 

 growing up slowly with the addition of two or three new boats in a. 

 season as has always been the case iu the past, the class was deliber- 

 ately built to order, as a raeiug class, all but two out of the eleven 

 yachts which composed it having been ordered after the close of the 

 season of 1890, Composed entirely of racing craft, newly built and 



