Now, in the squadron cruise all this is furnished to hand, and as part of the regular order of things. Each passage between ports is a race, and each yacht selects her class competitors, and cares for the movement of no others in the fleet. Very much more now than formerly, care is taken to have these races fair, and a matter of official record. In some instances the New York Yacht Club has hired a tug to accompany the yachts for the whole cruise, and from her the time is taken accurately at the start and finish of each day’s sail. Commodore Gerry (as noted in the September OUTING) has the regatta committee on the Electra, and makes a specialty of having a correct record of the daily runs kept, making manifold copies of the result, and sending a copy to each yacht almost as soon as her anchor is down. This increases the interest in the cruise immensely. The New York, however, is the only club, except, of course, the American, which has a steam yacht for its flagship, and certainly there are few commodores who would take the trouble that Mr. Gerry does. I have no hesitation in saying that he is, in this respect, the best commodore that the old club has ever had.
In the Eastern, the Atlantic, the Seawanhaka, and other clubs which cruise in squadron, this matter of accuracy in timing is receiving more and more attention each year. In the printed orders of the commodore it is expressly provided that the first yacht to arrive at a designated point shall note her own time, and then the times of all that follow, and shall report the same to the commodore. The start is not entirely fair, as it is made by general signal, and some yachts must of necessity, where the squadron is large, be in a better position than others. It is, however, the much-vaunted “one-gun start,” so strenuously advocated—for no reason that I can think of except that it is the style common in Great Britain. The British clubs, however, rarely start a large fleet, and where there are but five or six yachts, comparatively little trouble need be feared from permitting them all to crowd upon the line at once; while if there were thirty, forty, or more, vessels, confusion, and perhaps collision, would certainly result. After all, what can be fairer than the present American method of timing each yacht to a second at start and finish?
It is the continuous series of races, then, which gives the squadron cruise a charm lacking in all other forms of yachting; but it also has other attractions. The interchange of visits between the guests on the different yachts, the jolly dinners, the pleasant shore parties—all these make the cruise exceedingly pleasant, and no club whose fleet is at all respectable should fail to encourage it. None, of course, can present such a fleet of fine vessels as the New York, Atlantic and Eastern clubs; but much enjoyment may be had, even if the fleet is not so imposing. The Knickerbocker Club can in numbers equal any, and its short cruises—generally in the early part of July—have been very enjoyable. The cruise of the Seawanhaka Corinthian Club this year was a great success, although its fleet was not large. The Larchmont Yacht Club has never yet found itself in a position to essay the cruise, but as in all other respects it has placed itself in the front rank, it may well be expected to in the future.
The difficulty where the yacht is small is to accommodate the guests. Roughing it is all very well in theory, but in practice it is unsatisfactory. Men on a pleasure trip do not care to rough it. There is also a difficulty in the small craft to find stowage for water and ice, two prime necessities; but if the runs are made short, so that the supply may be replenished daily, the small craft can manage very well, and I think in the future the annual cruise will become as much a regular feature of the yacht club programme as is the annual regatta.
If I am not mistaken, the Seawanhaka Corinthian Yacht Club had its first cruise in July, 1879, and it was a Corinthian one, only a few professionals being allowed on the yachts. Well, it’s all right for the guests on board a yacht to take a pull at sheets or halliards once in a while, but as for doing all the deck duty, turning out and washing down the decks, cleaning the bright work, and making and taking in sail continuously all day long, it is quite absurd. But this has to be done, if the wind be paltry and baffling. But as for calling it amusement, I think that when turning a grindstone becomes a pleasurable occupation, then strict Corinthian yachting will be a pastime, and not until then.
The Corinthian Club, on this its first cruise, assembled at Glen Cove, and sailed thence to Black Rock, with a fleet composed of one schooner and four sloops; among them the Schemer, then owned by Mr. C. S. Lee, who was lost last March in the yawl Cythera. He was a very intelligent gentleman, and one of the most skillful of the yachting men of the time.
Mr. Lee was one of the earliest converts to the cutter theory, and in 1881 he had the cutter Oriva built from a design by John Harvey, who at that time was in business in London. Her advent not only introduced a new style in design, but also in workmanship, she being by all odds the best constructed yacht ever built in this country. She was not as narrow as the ordinary British cutter of her length at that time, and would have been still better had she been given another foot of beam. At that time, however, there was a mistaken notion on the part of those most violently affected by the “cutter craze,” as it was called, that the British yachts sailed fast because they were narrow. People wholly ignored the fact that each builder made his yacht as broad as possible under the rule, and as soon as it was relaxed the Thistle was produced, by far the most speedy cutter yet turned out from a British yard. I think that, should a 90-foot boat be designed as a challenger for the America’s Cup, the Thistle’s proportion of beam to length will probably be exceeded in her, and that her success will be greater than that of the Scotch challenger.
At the time of this first cruise of the Seawanhaka Club, Mr. Samuel J. Colgate, of the schooner Idler, was the commodore, but the fleet on this cruise was under the command of its vice-commodore, Oliver E. Cromwell, and the schooner Eddie was the flagship.
From Black Rock the fleet sailed to New London. At that port it was joined by the Muriel, another of the Harvey cutters built in this country, and which antedated the Oriva by some three years. The first spar plan of this cutter was entirely too small, and her performance for her two first seasons only confirmed the centreboard men in their opinions as to the superiority of the broad and shallow model.
The Seawanhaka fleet went on to Newport, and later to New Bedford, where the cruise practically ended, the flagship having carried away her foremast on the passage from Newport.