April 20, 1901.] 
The course was laid from Greenwich to Gravesend and 
return. Charles II. steered his own Vessel and won the 
race — the first record of a match race beftween yachts, and 
also of an amateur helmsman. 
The First Regularly Organized Yacht Club. 
The first regularly organized yacht club was the Cork 
Harbor Water Club, now the Royal Cork Y. C, and 
which was organized in 1720 in Cork Harbor. Ireland. 
Available records tell us little of interest about the num- 
ber, size or character of the boats of their fleet, and it 
is probable that they were for the most part simply row- 
boats. 
The present Royal Yacht Squadron, the premier yacht- 
ing Organization of England, was organized in 1812 at 
Cowes, Isle of Wight. There were no boats of ipore 
than 35 tons enrolled; all were heavily built, and it is 
likely that they were, for the greater part, merely modi- 
fied revenue cutters. It is with the organization of the 
Yacht Squadron, however, that the true yachting age 
begins. Prior to this time the interest had been but 
spasmodic, and there was no organized movement looking 
to the promotion of this truljf^ roj^al sport. 
About this time there had been developed — one in Eng- 
land and one in America — two distinctive t}^ts of one- 
masted vessels of comparatively small size. The English 
vessel was known as a "cutter," and the American type as 
the "sloop." The cutter derived its name from the work 
that it was principally used for, that is the cutting out of 
smugglers and other vessels engaged in unlawful traffic 
by the customs authorities of England. The cutter was a 
vessel that was obliged to go to sea at all times, and in all 
conditions of weather, and consequently a rig was devised 
that would admit of the greatest degree of safety at all 
times and still give a maximum of efficiency in speed, as 
a vessel that was not fast w'ould be of little use in chasing 
the fleet smuggling craft that abounded in English waters 
in that day. The cutter rig consists of a mainsail, fore 
staysail, topsail, jib and flying jib. The peculiarities of 
the cutter rig consisted in the fact that the jib was set 
flying, and the bowsprit was so made that it could be 
"housed" — that is, taken inboard in heavy weather. This 
enabled them to reduce sail in a very complete and 
expeditious manner. The cutter rig is a very graceful 
and well proportioned sail plan. 
In the sloop rig there were but two principal sails — the 
mainsail and the jib. The mainsail was an immense affair, 
laced to the boom; the jib was almost as big and was also 
laced to a boom. Sometimes a sloop carried a gaff topsail 
and sometimes a flying jib, but these sails were really 
auxiliary, and onl}^ used under favorable conditions. This 
rig was found to be all right for sailing in inland waters 
or in well-protected roads and waterways, but was not a 
very manageable one for outside, deep-water sailing, where 
heavier seas and winds were to be met with. The great 
amount of canvas, especially in the jib, rendered quick 
handling somewhat difficult. 
As far as I have been able to discover, the first yacht 
designed for specific purpose, namelj', that of defeating a 
rival who had been rather too successful, was the case of 
Pearl, designed by Philip Sainty for the Marquis of 
Angelsey, some time between the j-ears 1820 and 1830. 
Capt. Kenealy, the yachting editor of Outing, states that 
Philip and his brother Robert were originally b'feat 
builders of Wivenhoe, England. Finding, however, that 
building and sailing smugglers was more remunerative, if 
more hazardous, than constructing and selling fishing 
smacks, they engaged in this illicit occupation. Philip's 
skill in designing and their combined skill in handling 
their boats soon made their name a terror to the revenue 
officers. Many a fine cargo of rum, silks, tobacco and 
other highly dutiable goods did these bold sea rovers run 
into some sheltered cove on the English coast. It is said 
that when very hard pressed they wotild seek some sure 
retreat with their vessel, and after disposing of the cargo 
would burn the boat for the purpose of obtaining the 
copper fastenings in her. Philip Sainty would then 
design another and faster craft, and with this new law 
evader the}' would continue their profitable smugglings. 
The longest lane must have a turning, however, and in 
the fullness of time these bold smugglers Avere caught 
and ignominiously jailed. King George, however, is said 
to have had a soft spot in his heart for smugglers, re- 
membering the work they had done on the English sliips 
in. Napoleonic wars, and so the brothers Sainty were not 
submitted to any indignity in prison. 
About this time Pearl, the Marquis of Angelsey's fine 
cutter yacht, was getting some unceremonious drubbings 
from the Duke of York's Phoebe. This was more than a 
hero of Waterloo could reasonably stand, especially as the 
Duke of York began to croAV over his victories in a raost 
provoking manner. The Marquis knew that the only 
man that could build a boat which would lower the colors 
of York was Philip Sainty, and he was in jail in Chelms- 
ford Prison. The Marquis arranged for an interview with 
Sainty. He asked him if he would build him a boat that 
could beat the Duke of York's craft, provided he obtained 
a pardon. Sainty thought that he could, and is said to 
have replied that he would do so. provided that he could 
also get a gun brig to build at the same time. The 
Marquis obtained a pardon for the brothers and the new 
yacht was built. She was also named Pearl, and it is on 
record that she lowered the colors of the Duke's yacht in 
such a decisive manner that she soon found no com- 
petitor to race against, 
The next time Pearl was heard of was in Bermuda 
Harbor in the first international race on record. In 
1849 the old cutter put into Bermuda on a cruise. Brenda, 
an American schooner, flying the burgee of the New 
York Y. C, which was then just organized, happened to 
touch at the same point for stores. A match was arranged, 
and the American won the race by about 55 seconds, the 
length of the course not being stated. Pearl was the 
first yacht with the distinctive cutter rig. Her owner, the 
Marquis of Angelsea. may be said to be the father of 
British yachting, and all his descendants have been patrons 
of the sport in its best form- 
In this country the first yacht, in the modern sense, « qs 
one built for and owned by Capt. George W. Crownin- 
shield, of Salem_, Mass.. in 1808. She was of 22 tons bur- 
den, and said to be very fast. In 1812 she was made a 
privaiiEr, and is said to have captrtred three prizes. In 
her old^days she became a Gloucester fishing boat. In 181 6 
was b'ullt in Salem Cleopatra's Barge for Benjamin W, 
FOREST AND STREaM. 
Crowninshield, another of the famous family of Crownin- 
shiclds, and direct ancestor of B. B. Crowninshield. the 
young Boston designer who is building Independence for 
Mr. Thomas W. Lawson. This vessel was magnificently 
fitted up, and is said to have cost $50,000. She was said 
to have been almost the exact dimensions of the sloop 
Mayflower, but, of course, very different in appearance 
and lines. 
In 1839 came the centerboard schooner Sylph, Martin 
Van Buren, Gladiator, Petrel, Rapids, John C. Stevens, 
Mary Taylor, and finally, in 1846, Maria, of which more 
later, for here dawns the world-famous America, and 
with her advent rises the glorious sun of the golden age 
of yachting. 
The New York Y. C. Organized. 
The New York Y. C. was organized in 1844 on board 
the famous old schooner Gimcrack in New York Harbor. 
Com. Stevens undertook the management of the helm 
of this newly born organization, and right well he cared 
for his trust. As in England, there were few yachts even 
in the cruising sense, and but one that could be called a 
racing yacht, that just mentioned, Maria, from the design 
of Robert Livingstone Stevens, and was built by William 
Capes, of Hoboken, in 1844. Maria was a scientific racing 
machine, and in many particulars may be said to have 
been the prototype of the modern racing yacht of to-daJ^ 
She was iioft. over all, 26ft. Sin. beam, with a draft of 
water 6in. under the forefoot, and increasing to 5ft. 3in. 
aft. Eler bow was long, hollow and verj' sharp. She 
carried her great beam well aft, and tapered but moder- 
ately to the stern. Her boom was looft. long and built 
hollow. She carried outside and bolted to her bottom 
about 20 tons of lead ballast, and was provided with two 
centerboards, the forward one lowering about 20ft. She 
was provided with the ordinary sloop rig of that day— 
that is. the jib and mainsail. The foot of the mainsail 
was 98ft., and that of the jib 70ft. Maria's speed is 
said to have been marvelous. Authentic records state 
that she logged 17 nautical miles per hour in a smooth sea 
and a strong wind. She was beaten but twice, once by 
the schooner Coquette and once by the far-famed America.- 
Both races were sailed outside in strong winds and a 
jump of a sea, conditions under which Maria was at her 
worst. 
About this time there was in the city of New York a 
shipbuilder named William H. Brown, who had made a 
national and, in fact, an international reputation on 
account of the advanced, scientific work turned out by 
his shipyard at the foot of Twelfth street. New York. In 
the year 1850 had taken place what was then and would be 
now a most remarkable event. This was the triple launch 
of three ocean-going steamers, in one of which all of 
the machinery was set up and steam made in the boilers 
so that the vessel started immediately on her trial trip 
under her own steam. Her paddle wheels began to re- 
volve the instant she touched the water. This occasion 
was graced by a number of the most distinguished names 
in the history of this country. Among those who sat 
down to a banquet in the moulding loft immediately .suc- 
ceeding the triple launch were Daniel Webster, Horace 
Greeley. Cornelius Vanderbilt, William K. Collins, James 
T. Brady and many others. Daniel Webster made the 
first address, and in concluding said ' 
"Among the names that were not born to die there will 
be none in the history of America more entitled to honor- 
able mention than that of William H. Brown. He is 
worthy of his noble Scotch ancestors. He has impressed 
this age in finance and mechanics, as they shook their own 
hills by their eloquence and their works more than a 
century agone. I greet you, sir, as a worthy successor of 
Hamilton and Cobden — giants of genius, who have made 
the world better for their lives — and T am proud to have 
the honor of proposing your health." 
A Remarkable Prophecy. 
Mr. Brown in his reply, among other things, said : 
"I came to this city twenty-five years ago on a visit to 
my Uncle Noah, then engaged in shipbuilding. He 
launched a vessel or two every year, ami persons came 
miles to see the event. After a time I felt interested in 
his work. I walked along the wharves and. noticed the 
vessels as they arrived from foreign ports. I got the idea 
that ships to sail well ought to be sharp enough to cut the 
water easily, and those that I saw would go either way. 
You could hardly tell the bow from the stern. I asked 
my Uncle Noah to let me make a model. He laughed 
at my first attempt, and nothing I could say would con- 
vince him that such a boat, as I favored Avould sail at 
all or be seaworthy. After that I got tired of being 
ridiculed, and worked along for three years without any 
encouragement for my ideas of the proper shape for a 
vessel. One day I branched out for myself. It was hard 
pushing, but I was determined, and though unknown. I 
would not give up. I shall never forget those years. 
First I built a sloop, then a schooner, then a brig, and last 
a ship. All this in three years. My black days were 
over and success had crowned my efforts. 
"My vessels sailed well and were popular. I made one 
rule from which I never deviated; that was to use the 
best timber to be had without regard to the cost, and 
always to combine strength with speed. I have done that 
by using hollow lines. I have altered all models gradu- 
ally, just a fraction, these twenty years, but never to 
sacrifice strength. Some of my first vessels are as good 
to-day as when first launched. Greater speed can only 
be gotten now by increasing the size of the ship, not the 
shape of the model. 
"The Arctic, just launched, will cross the water in 
nine days. I will guarantee to build a steamer of 6,000 
tons to go over in seven. 
"I have built to date over 300 vessels, and not one has 
yet been condemned or rejected. 
"Gentlemen, the day of wooden ships is nearly over 
for the present Iron will take its place. The paddle m.ust 
gave way to the screw propeller for ocean traffic, as the 
?cre-" will yield more profit, but not com.fort. 
' We are living in a wonderful age. In less than fifty 
years, before this century closes, we shall astonish the 
world, and then if we don't lead the age we shall drop 
away from the spirit of it. 
"I have a few thoughts to offer: First, we must have 
Qur canal? worked by steam or we may lose our promi- 
311 
- - - I II 1 11 — — — - — — 
nence through our trade being diverted by railroads in" 
years to come. 
"Next, we must have a railroad-across the continent to 
California, to bring China to our doors. You can promote 
both of these enterprises, and who is more capable of 
doing it than the gentlemen of Wall street that I see 
before me to-day? 
"We need and will have an ocean telegraph. In this I 
can aid you. I shall lay the keels to-morrow for three 
steamers for my own use. If you, gentlemen, will formi 
a company and make the wire, I will put in one of those 
vessels, to be done when you are ready to lay it in the' 
ocean, and Ave Avill have a telegraph in one year. I ask 
your serious thought to this matter. We can break- 
fast Avith the morning ncAvs from London just as well 
as Avait ten days for it, and what a gain that Avfll be for 
the world and for yourselves ! I would like to join you 
in other enterprises, and Avould take some stock in steami 
canal boats, but my hands are noAv nearly full. 
"The steamers I am now building are the pioneers of 
a line that Avill go around the world. They shall be 
vessels that for speed, safety and comfort shall make our 
people proud. My route is to AspiuAvall, rail across the 
Isthmus, Panama to San Francisco, thence across the 
Pacific to the SandAvich Islands, Hong Kong, Calcutta, 
Bombay, Suez — Ave Avill rail or cut a canal across here — ■ 
Marseilles, Liverpool and then home. My steamers will 
run to Liverpool in five days. They Avill be finally 1,200ft. 
long, I20ft. beam and will make 25 miles per hour. You 
look surprised, gentlemen, but there's no trouble about 
doing it. My steamers are braced diagonally, and the 
larger they are to a certain point, with proper' depth, the 
better sea boats they are : the more Avaves they can 
cut, and the faster they Avill go. The plan is entirely 
feasible, but it will take me ten or fifteen years to get 
around as far as Liverpool, and by that time I expect Mr. 
Collins to join me, that the two lines may not conflict. 
You see, gentlemen, that this will prevent me from 
taking very prominent part in other enterprises." 
What a remarkable series of prophecies ! Remember 
that all this Avas said over fifty-one years ago ! The tele- 
graph Avas then just six years old. At that time only the 
most progressive regarded steam ocean-going vessels as 
little more than an experiment. Over fifteen years later, 
when a number of California capitalists proposed to build 
the A'ery road prophesied by Mr. Brown, they Avere ridi- 
culed the length and breadth of the country as impos- 
sible dreamers. Many of my hearers are familiar Avith the 
reception of the proposition to build the first ocean tele- 
graph cable met with in this country and England. Here 
we have the prediction of the five-day steamer to Liver- 
pool, a prophesy that has been practically realized to- 
day. Mr. BroAvn stated the length of the steamer Avould 
•be i,20oft. — Ave have reached tAvo-thirds of that already. 
He noted the passing of Avooden ships, the substitution of 
the scrcAv propefler for the paddle Avheel, the building of 
the Suez Canal and the 25-mile an hour steamer. Truly, a 
Avonderful series of prophesies. 
There is one statement in Mr. BroAvn's remarkable 
series to Avhich I Avish to call particular attention, as it 
is of peculiar interest from the j^achting standpoint, and 
that is Avhere he says he obtained the normal lines by 
abolishing the bluff-boAved A'essels and substituting the 
holloAV lines that were afterward made so famous in 
America. 
That Mr. BroAvn built America in his yard on East 
River, NcAV York, of course cannot be doubted, and from 
a careful examination of such data as I have been able to 
obtain, I am forced to the belief that to Mr. W. H. 
BroAvn should also go much of the credit for the design of 
this truly Avonderful and epoch-making boat. 
Who but a man that kncAv exactly Avhat he proposed to 
do AA'ould write such a letter as this ? : 
Dated in 1850. the same year that the prophecies I iiave 
cited Avere made, every expression it contains sIioavs the 
confidence of the man in Avhat he proposed to do : 
New York, Nov. 15, 1850. — George L. Schuyler, Esq. 
Dear Sir : I propose to build for you a yacht of not less 
than 140 tons custom house measurement on the following 
terms : 
The yacht to- be built in the best manner, coppered, 
rigged, equipped with joiner's work, cabin and kitchen 
furniture, table furniture, Avater closets, etc., ready for sea. 
You are to designate the plan of the interior of the 
vessel and select the furniture. 
The model, plan and rig of the vessel to be entirely at 
my discretion, it being understood. ho\vever, that she is 
to be a strong, sea-going A'essel and rigged for ocean 
sailing. 
For this vessel complete and ready for sea you are 
to pay me $30,000 upon the following conditions : 
When the A-essel is ready, she is to be placed at the 
disposal of Hamilton Wilkes, Esq., as umpire, Avho, after 
making such trials as are satisfactory to him for the 
space of twenty days, shall decide Avhether or not she is 
faster than any vessel in the Lhiited States brought to 
compete Avith her. 
Tlie expense of these trials to be borne by you. 
If it is decided by the umpire that she is not faster 
than CA-ery vessel brought against her. it shall not be 
binding upon you to accept her and pay for her at all. 
In addition to this, if the umpire decides that she is 
faster than any A-essel in the United States, you are to 
haA'e the right instead of accepting her at that time to 
send her to England, match her against anything of her 
size built there, and if beaten, still to reject her alto- 
gether. 
The expense of the voyage out and home to be borne hy 
you. The test of speed in England to be decided by any 
mode acceptable to you and consented to by you in 
writing. . Respectfulh'' A'ours, 
W. H. Bkown. 
HoAv many builders to-day would undertake such a 
task? HoAV many eA'en of our best naA^al architects Avould 
care to design and build a boat under such a guarantee? 
English Press Comments 00 America. 
In the issue of the Illustrated London Ncavs of March 
IS, 185 1, appeared tliis description in the news columns 
of the paper : 
"The yacht, of Avhich Ave have engraved a sketch, is 
nOAv building at New York to compete with the English 
yachts next summer at Co'wes. 
