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

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

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

Mr. Stevens next appeared on board 'Gimcrack,' a schooner built in June, 1844, by William Capes, of Hoboken, and designed by George Steers. She was about 51 ft. extreme length, and 49 ft. on water-line, 13 ft. 6 in. beam, 5 ft. 2 in. deep, and drew 7½ ft. of water. Her chief peculiarity was a sort of fixed centreboard of heavy plate-iron—in short, like the fin-keel of to-day, only without being loaded with lead at the lower edge. This fin was 4 ft. wide, and 12 ft. or 15 ft. long.

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

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

FIRST AMATEUR CORINTHIAN REGATTA
OF THE
NEW YORK YACHT CLUB
October 6, 1846

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

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

SECOND AMATEUR CORINTHIAN REGATTA
OF THE
NEW YORK YACHT CLUB
October 12, 1847
Over the New York Yacht Club Course

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

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

Edward Ceuter.
Lewis M. Rutherfurd.
Nathaniel P. Hossack.

October 6, 1846.—Corinthian Regatta of New York Yacht Club—Club Course Entries and Record of the Regatta

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

October 12, 1847.—Corinthian Regatta of New York Yacht Club—Club Course Entries and Record of the Regatta

This was 'Maria's' first race.

The tide at starting was at the last of the flood, tide turning ebb at 12 m. Wind strong from S.W. The 'Maria' won, beating the 'Siren.'

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

Some very fast sloops appeared after 1860, but in less number than before that date. The following list covers those that were best known and noted for speed:—the 'Mannersing,' built by David Kirby, Rye, New York, launched June 11, 1858, 58 ft. over all, 54 ft. 4 in. length on water-line, 18 ft. beam, 5 ft. 1 in. deep, and 4 ft. draught, centreboard, 24 tons; she was very fast, won three races out of five, was later owned in New Bedford, where she was wrecked. The 'Mallory,' built by D. D. Mallory, 1858, 55 ft. over all, 51 ft. length on water-line, 18 ft. beam, 6 ft. deep, 5 ft. draught, a very handsome and fast vessel, 45 tons; she was lost at sea on a voyage from Havanna to New York, no survivors. The 'Annie,' built by Albertson Brothers, Philadelphia, designed by Robert Fish, 1861, 53 ft. over all, 45 ft. 6 in. length on water-line, 18 ft. beam, 4 ft. 2 in. deep, 3 ft. 6 in. draught, centreboard. 'Annie' was first owned by Mr. Anson Livingston, who was the best amateur yachtsman of that day; he sailed 'Annie' in five races and won them all; she was finally shipped to California on the deck of the vessel 'Three Brothers,' and is now doing very satisfactory duty in the Bay of San Francisco. 'Addie,' V. sloop, built by David Kirby for William Voorhis, 1867, 65 ft. 10 in. over all, 57 ft. length on water-line and 17 ft. beam, 5 ft. 4 in. deep, 4 ft. 4 in. draught, centreboard; she was but fairly fast, and underwent many changes. 'Coming,' sloop, centreboard, designed by R. Fish, 1868, 62 ft. over all, 57 ft. length on water-line, 20 ft. 3 in. beam, 5 ft. 5 in. deep, 5 ft. draught, 53²⁵/₉₅ tons; she was not at first fast, but later, when owned in Boston, she developed very good speed, and won several races.

'Gracie,' launched July 1868, was modelled and built by A. Polhemus at Nyack, New York. Her dimensions were then 60 ft. 3 in. over all, 58 ft. 6 in. water-line, 18 ft. 8 in. beam, 5 ft. 6 in. depth of hold, and 5 ft. draught, centreboard lengthened 2 ft. aft in 1869. In 1874 she was lengthened to 72 ft. 9 in. over all, 62 ft. water-line, 20 ft. 6 in. beam, 6 ft. 6 in. depth of hold, and 5 ft. 8 in. draught. In 1879 she was again rebuilt and altered by David Cool at City Island, and lengthened to about 80 ft. over all, with same water-line, a beam of 22 ft. 6 in., 7 ft. depth of hold, and 6 ft. 8 in. draught. Her mast was 74 ft. over all, topmast 36 ft., boom 63 ft., gaff 31 ft., whole length of bowsprit, of which 19 ft. is outboard. That was the dimension she had when she sailed with the 'Bedouin,' the 'Puritan,' and 'Priscilla.' She was again altered in 1886, giving her 16 tons inside ballast, the rest on the keel.

When she was launched her tonnage, old measurement, was 54⁴⁵/₉₅; to-day it is 102⁶⁸/₉₅.

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

The following were notable yachts:—

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

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

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

The sloop 'Fanny,' built by D. O. Richmond, in Mystic, Connecticut, 1873. Length over all 72 ft., 66 ft. length on water-line, 23 ft. 9 in. beam, 6 ft. 9 in. deep, 5 ft. draught, centreboard, 90 tons. She sailed twenty-six races in the New York Yacht Club, and won ten prizes. Sloop 'Arrow,' built by David Kerby for Daniel Edgar, 1874, 66 ft. 6 in. over all, 61 ft. 8 in. length on water-line, 20 ft. 2 in. beam, 6 ft. 6 in. deep, 5 ft. 6 in. draught, 69⁶⁴/₉₅ tons. Her career was short and creditable under the flag of the New York Yacht Club, she having, in her first year, entered five races and won four prizes. Sloop 'Mischief,' designed by A. Cary Smith, built by the Harlan Hollingsworth Co., of Wilmington, Delaware, of iron, 1879; 67 ft. 6 in. over all, 61 ft. length on water-line, 19 ft. 11 in. beam, 7 ft. 9 in deep, 5 ft. 3 in. draught, 79²⁷/₉₅ tons. 'Mischief' was chosen to defend the 'America' Cup against 'Atalanta' in 1881; she has sailed twenty-six races and won eleven prizes. The sloop 'Pocahontas' was built by David Kirby for a syndicate. Launched in 1881, she was 71 ft. 11 in. She was intended to defend the 'America' Cup against 'Atalanta,' but was badly beaten by 'Mischief' and 'Gracie,' and was retired, bearing the well-deserved sobriquet 'Pokey.'

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

The sloop 'Atlantic' was built by J. F. Mumm at Bay Ridge, Long Island, designed by Philip Elsworth for Latham A. Fish and others. She was built to defend the 'America' Cup against 'Galatea,' but in the trial races she was beaten by both 'Puritan' and 'Mayflower,' and was retired. In 1887 she was sold, and changed into a schooner. Length over all 95 ft., 84 ft. 6 in. length on water-line, 23 ft. 2 in. beam, 9 ft. 6 in. deep, 9 ft. draught, centreboard, 159⁸¹/₉₅ tons.

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

He first came before the public in 1871, when he jointly with Robert Center designed the iron cutter 'Vindex,' at Chester, Pennsylvania. Then he built the schooner 'Prospero,' and it was said that he laid down the lines from paper draughts without having a model, which was at that time a great fad. Then he designed and built the 'Norna' and 'Intrepid,' 'Mina,' 'Iroquois,' and 'Zampa'; he has now designed and is superintending the building of two schooners, two ferry-boats, and one 'Sound' steamer. He is also a fine marine artist, and has painted many noted yachts: the 'Sappho' for Commodore Douglas, and 'Dauntless' for Commodore Bennett, the 'Wanderer,' 'Columbia,' the 'Vindex,'and many other celebrated yachts.

About twenty years after the organisation of the New York Yacht Club, the Brooklyn Yacht Club was formed, and, soon following it, the Atlantic Yacht Club appeared. The new clubs were composed of men who owned generally a smaller class of yachts than that in the older club, but their members were interested and active, and races were held in early summer and in autumn, as well as a cruise to Newport in midsummer.

The desire for club formation was prevalent in Boston about the same time that the Brooklyn and Atlantic were started. The Boston Club was a promising institution, and called together a very respectable fleet of yachts; races and cruises were held, and much discussion on, and comparison of, designs were indulged in, to the decided advantage of the style of rig and general management of pleasure craft both in cruising and racing.

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

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

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

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

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

In 1886 Burgess brought out the cutter 'Mayflower' to meet 'Galatea,' but the former yacht had small need of her superiority over 'Puritan,' for 'Mayflower' easily beat her opponent, and again the cup renewed its length of days on this side of the ocean.

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

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

In 1888, the lovers of racing pinned their faith to the 30-foot class, and Burgess's fame rose higher and higher. He became the idol of his countrymen; a gift of 10,000 dollars indicated in some measure the regard of his admiring friends, and really he deserved it: he was gentle and unassuming in manner, always courteous, and interested not only in his favourite profession, for unlike many gifted men he had more than one side. His love for and knowledge of natural history were scarcely less remarkable than his skill in the pursuit to which he devoted all his time during the last four years of his life. Mr. Burgess was for many years secretary of the Natural History Association of Boston, and resigned that position only when forced by pressure of business, consequent on the supervision of construction and fitting out of the many yachts that he yearly put forth. The appended list and dimensions of some of the best known and most successful of Mr. Edward Burgess's yachts is interesting as showing the change in chief proportions of the several yachts as compared with craft of the older design.