THE WORLD AT WAR AND LIPTON COMES CLOSE

What Lipton and others were alluding to would eventually see one of the most glorious periods of the America’s Cup with the introduction of the J-Class but in 1907, the New York Yacht Club were simply not ready for the huge change this would usher in. With word around yachting circles that change could be imminent, it aroused great interest and in September of that year a ‘confidential and preliminary’ enquiry was made regarding a challenge coming from the Royal Swedish Yacht Club (KSSS) for a yacht of 70ft at the waterline.

Also in September 1907, Lipton wrote to the New York Yacht Club with a speculative challenge issued by the Royal Irish Yacht Club, stating: “I am animated solely by the desire to see the America’s Cup competed for by a more wholesome and seaworthy type of boat than that which has been adopted in recent contests, and in deciding upon Class-J, I believe that I am selecting a class which, while conforming to the limits of length prescribed by the Deed of Gift, will provide a more serviceable size of vessel.” Lipton also declared that he would build two boats to this specification.

At a very well-attended committee meeting convened at the NYYC on 25th September 1907, former-Commodore Ledyard was in what was described as a ‘bruising mood’ and laid out in forceful terms his objection to Lipton’s perceived rail-roading of the club’s premier competition stating: “We are the true test of a trust here, the custodians of a Cup which has been given to us in trust upon our honour…It is time for us gentlemen to halt and to see where we stand and come to a sober, deliberate, thoughtful conclusion as to what our duty is here as Trustees of this Cup. There may be differences of opinion among us, but there will be no difference of desire.” Subsequently a proposal was put to the attendees that the Cup should be raced by yachts: ‘that can be produced with all the money, labour and ingenuity that can be expended’ and the motion was duly passed. The next day, the formal challenge of Sir Thomas Lipton through the Royal Irish Yacht Club was declined with seven reasons clearly stated and signed by Commodore Cornelius Vanderbilt.

Lipton, disappointed at his challenge being rejected, was however not one to take things lying down and a co-ordinated media campaign was instigated through the yachting journals of the day that laid out his desire for change. Principally, the argument that was promoted was around safety. This was still very much a time where challenging vessels had to arrive in New York ‘under their own bottoms’ and this caused the challengers to be built heavier and more seaworthy to make the Atlantic crossing safely. In one journal it was pointed out by Lipton that when Shamrock II arrived in New York some “400 rivets were missing” and that she faced the Resolute: “a delicate violin, and to beat her I would need a similar violin, which could not cross the ocean.” The war of words rumbled in yachting circles on both sides of the Atlantic, but it was not until 1912 that Lipton embarked on the liner Coronia to try and persuade the NYYC to amend the rules saying: “I have a feeling they will meet me. If they don’t, they may as well bury the Cup.”

Lipton’s attempts at persuasion fell on deaf ears but unabashed, in March 1913, he issued another challenge, this time through the Royal Ulster Yacht Club, but stated that the defending yacht should not exceed 75 feet at the waterline. It was rejected once more and most vociferously with some 40 members of the NYYC voting against the terms of the challenge as it deprived them of building within the range of 65-90 feet as stipulated in the Deed of Gift. Much back and forth proceeded over the summer of 1913 with Lipton doubling down in the media and finding surprising support from the yachtsmen of Massachusetts who had form in dissent against the NYYC, reprised in a determination to see better racing for the Cup and an end to the war of words off it.

On 29th July 1913, formal announcement was given of the acceptance of the Royal Ulster Yacht Club challenge and Nathaniel Herreshoff was again engaged to design and build a yacht capable of defending the Cup. Lipton had meanwhile secured the design services of Charles Nicholson and appointed an amateur yachtsman in William P. Burton as skipper who came with an astonishing race record and declared: “I shall simply foot the bills and let Burton do the rest.” This trend toward the amateur was mirrored in America with the appointment of Charles Francis Adams III, the great-great grandson of the second President of the United States, John Adams and the great grandson of America’s sixth President, John Quincy Adams. High bloodstock indeed and a talented yachtsman.

With Herreshoff building at pace and the Camper & Nicholson yard at Gosport in the UK appointed to build the Shamrock IV to Charles Nicholson’s design, all was looking set for the start of the Match on the appointed date of September 10th, 1914. But storm clouds of a different variety to what sailors find on the high seas was brewing in early 1914 with the world being enveloped by geo-political tensions that would ultimately result in war. But as tensions increased, work continued on the Cup boats with Resolute, the first to launch on April 25th, 1914, and christened by Grace Vanderbilt, daughter of Cornelius Vanderbilt who was leading the defence. The Americans once again opted for a Tobin bronze hull finish that was: “smoothly rolled and hard rolled to give it a great tensile strength and stiffness,” according to the Herreshoff Manufacturing Company contract 725 of September 22nd, 1913. Further innovation saw the Resolute sporting an aluminium gaff, thus saving considerable weight, and the sails were laced on to eliminate the customary rings.

Shamrock IV was launched on May 26th, 1914 and christened once again by the Countess of Shaftsbury. Regarded as somewhat of an “ugly duckling” vessel as reported in the Portsmouth Evening News, the reporter did give nod to her racer style saying that: “Her lines suggest an exceedingly speedy craft in light breezes, but those competent to judge consider that she will be difficult to handle and is not likely to do so well in rough or boisterous weather.” Shamrock IV was the very first challenger to ever be fitted with a centreboard, at some 18 feet deep, that was craned on to her by a derrick barge ahead of her first trials.

That summer, both boats underwent extensive trials - Shamrock IV in the Solent and Resolute off Sandy Hook. Shamrock IV was something of a sensation and easily the better of the 23-Metre Shamrock I that was offered as trial-horse. Resolute meanwhile had stiff competition in the form of the George Owen designed ‘Defiance’ and the William Gardner designed ‘Vanitie’ that were both built specifically as Cup boats but failed to get close in race after race, so much so that a memorable and apt line was written by Duncan Curry in The American, a popular journal at the time that summed up that summer of trials: “The Resolute first and the rest nowhere.”

With Shamrock IV duly confirmed as the challenging vessel, plans were made to set sail for America, and despite the assassination on July 28th, 1914, of Archduke Franz Ferdinand in Sarajevo, the vessel left British waters for a southerly route via the Azores on July 29th, 1914, escorted by Lipton’s steamer, Erin. During the crossing, and after the formal declaration of war between Britain and Germany on the 4th of August 1914, the vessels were instructed to divert to Bermuda for fear of German warships patrolling the area seeking to sink British assets. On August 5th 1914, Lipton instructed the Royal Ulster Yacht Club to formally withdraw from the scheduled races for America’s Cup and seek a deferment to 1915 which was duly granted, meanwhile the convoy of Shamrock IV and Erin, left Bermuda after a brief stop on August 13th 1914 on the instruction of the US Navy and sailed, rather secretly into New York waters arriving on August 16th 1914, docking into Shewan’s Boatyard at the foot of 27th Street, Brooklyn.

Nobody could have foreseen the devastating consequences of the Great War that ravaged Europe for the next four years through to Armistice Day on the 11th of November 1918 but merely a month after peace was declared, Lipton issued a challenge on December 12th, 1918, for racing to resume in September 1919. The New York Yacht Club felt this inappropriate for the times and responded with a date in 1920 saying: “if at some future date, when there is no question on either side as to the propriety, you wish to challenge with the Shamrock IV, for a race in 1920, we shall accept the challenge to be defended by one of the boats which we built in 1914 for that purpose.”

On February 17th, 1920, the NYYC announced that the Lipton challenge had been accepted and set a date of July 15th, 1920, for the regatta to commence. Charles Nicholson had visited the Shamrock IV after its mothballing for over five years and declared her to be: “in perfect condition” after inspection at the Eerie Basin and instructed her to be taken to Jacobs’ Yard on City Island for alterations, principally in shortening the overall length to make her quicker through tacks. Resolute was duly selected by the NYYC and when the two boats were measured, it was evident as is often the case in the America’s Cup that two very different interpretations of the Universal Rule had been adopted. Herreshoff’s masterpiece had a length overall of 187.54 feet against Nicholson’s 110.38 feet and set just 8,775 square feet against the challenger’s enormous 10,459 feet that resulted, when all other calculations had been factored, into a time allowance of 7 minutes and 1 second to the Americans – a simply huge margin.

The portents were not good for Shamrock IV but the first meeting of the two boats for the America’s Cup saw ill fortune strike Resolute where, having aced the start, and on the final approaches to the outer mark was ahead by almost a minute. Disaster struck however when the jaws of Resolute’s gaff sheared having wrapped around the mast causing the mainsail to slide down the mast tearing it in two and also tearing the club sail above. Shamrock IV sailed on to record Lipton’s first ever victory in a Cup race but it was bittersweet with the gentleman that he was declaring: “I can say it is no pleasure or glory for me to win a race through a fluke.” It was a line that endeared him to the Americans and one for which he garnered a great deal of respect from the New York Yacht Club membership.

That afternoon Resolute returned to harbour with the crew showing expert seamanship to bring her home and with the next race scheduled for two days forward, set about the not inconsiderable task of repairing and readying her to racing trim. The mainsail of Vanitie was commandeered and recut, so too the topsail and although not to the racing specification that Herreshoff would have liked, she came back out to face down the threat of Shamrock IV with a crew full of “vim and vigour” as The Yachtsman recorded later.

The first attempt at race two of the Match resulted in an abandonment whilst Resolute was ahead but the re-run the following day was a sensation for Shamrock IV where the conditions conspired to deliver a thundering victory. A shifting breeze put emphasis on the start and William Burton aced it, forcing Resolute into her considerable dirty air and from there it was a lead that they didn’t relinquish as the Irish challenger swept away from the Americans. The wind shifted favourably on the third and final leg, turning it into a thunderous reach and despite losing the use of her balloon jib when it began to tear away from the bolt rope at the cringle, Shamrock IV crossed the finish line some 9 minutes and 27 seconds ahead to record a 2 minute 26 second win on corrected time. Sir Thomas Lipton was in ecstasy saying: “I have looked forward to this moment for 21 years. It is the first race I have ever ‘won’ in this country – it is really not a fluke!”

With their backs to the wall at 2-0 down, the New York Yacht Club knew that they were really in a fight to retain the America’s Cup. Never before had they succumbed to a deficit such as they were enduring and on the 21st of July 1920, everything was on the line. But once again, William Burton got the better of Charles Adams at the start and America held its breath as the vastly canvassed Shamrock IV powered off upwind in just 10 knots of wind on the 30 mile windward/leeward course.

Resolute however, began to show her prowess on the race to the outer mark with superior tacking and boatspeed that Shamrock IV was simply no match for. The rating conundrum, the code of the Cup, that Nathaniel Herreshoff seemingly had the key for, came good and Shamrock IV was over half a mile astern as they rounded. However, the race was far from over and with a 15-mile downwind leg to complete and a vastly superior sail plan on the Challenger, the race was on. Resolute managed to keep ahead until a mile from the finish line off the Ambrose light-vessel as the emerald-green, snub-nosed challenger eventually seized the lead but through determined sailing, Resolute held on and with the start-line allowance of 19 seconds annulled, when the timing was called at the finish it was a dead-heat and thus a 7 minute and 1 second corrected time win to Resolute. America could start to dream again. Lipton was magnanimous in defeat saying: “I like a good fight. It was a beautiful race; a close finish and the winner deserved it.”

After the race, Charles Nicholson called for a lay day to make modifications to Shamrock IV with the idea being to shorten her spars and reduce her sail area to try and cut down the handicap deficit that Lipton thought was excessive and loaded too favourably to the Americans. Shamrock IV was duly re-measured, but the deficit was only cut by 21 seconds and still afforded the Resolute a 6 minute and 40 second handicap advantage. It was perhaps a fatal error on the Challenger’s behalf.

Race four on the 23rd July 1920, saw Resolute, with the bit between their teeth and riding a wave of renewed optimism, win the start in 10-12 knots of breeze and despite the Challenger being on her hip, eked out a considerable margin of 2 minutes and 10 seconds at the outer mark. The course was triangular and on the first reach, Shamrock IV closed the gap as the wind rose to 15 knots, but a poor sail decision meant that she couldn’t overtake as was expected due to her still considerable canvas advantage. Briefly on the third and final leg, the Challenger drew level but a wind squall that came in ahead benefitted Resolute and she was able, with reduced canvas, to power into a lead that by the finish was some 3 minutes and 18 seconds on the water and almost 10 minutes on corrected time (9 minutes 58 seconds). The series was level, and it was an all-or-nothing finale to conclude the five-race series as agreed, and the destiny of the America’s Cup.

With all eyes on what was unfolding off Sandy Hook and much intrigue and speculation being played out in the American media, the deciding race five was stalled first by too much wind on Saturday 24th July 1920 and then by too little when they tried to complete a race on Monday 26th July 1920 but could only complete nine miles of the 30 mile course before hitting the time-limit and the race being abandoned.

Tuesday 27th July 1920 dawned again with desperately light winds and the sea described as “as smooth as velvet” forcing the committee to postpone at noon and wait an hour and a half before eventually firing the warning signal. At the start of this momentous race, it was William Burton who made the better and crossed the line some 40 seconds ahead. With both boats headed toward the shore on a long starboard tack fortune initially favoured Shamrock IV as a garbage barge crossed the racecourse and forced Resolute to tack to avoid but by the time the two boats reached the Jersey shoreline, the light-airs prowess of Resolute and her ability to glide through the softer patches retaining her way particularly post tack, came to the fore and the Americans seized the lead after a brief tacking duel.

By the outer mark, the Americans were just over four minutes to the good but a breathless run to the finish ensued with both boats doubtful of making the time-limit. Shamrock IV, desperate to keep way under her, headed on a shy reach to attempt to cross a glassy patch ahead of which was a perceived breeze along the shoreline. Resolute elected not to cover the move, preferring to maintain a rhumb line to the finish and with just 25 minutes left on the clock, crossed the finish line some 13 minutes and 5 seconds ahead and 19 minutes 45 seconds up on corrected time. The America’s Cup was safe at the New York Yacht Club once again.

Having come so close to the ultimate prize, Sir Thomas Lipton was naturally despondent at the defeat. More worrying were observations made aboard Shamrock IV by representatives of the Defender (it was the custom at the time for a representative of the other party to be present on each other’s competing vessels) as to the behaviour of the crew and vociferous disagreements on the water between Burton and Nicholson. Sherman Hoyt, the NYYC representative even wrote at length and with feeling saying such lines as: “the manner in which Shamrock IV was run seemed almost pathetic,” and: “the navigation on Shamrock impressed me as most haphazard.”

However with regards to the ability of Burton, Hoyt offered somewhat of a compliment saying: “As the first amateur at the helm of a challenger, and a particularly freakish one at that; with a crew recruited in the main from oldish yachting hands, grown rusty in racing practices during the preceding war years, who were disgruntled most of the time and on some occasions bordered on mutinous, and with none too happy a situation among the afterguard, where sharp differences of opinion between owner, manager, designer and helmsman on policy and tactics to be pursued became so embarrassing that I conceived a high admiration for his conduct.”

Lipton however how undeterred and his thirst for the Cup was unabashed. A mooted challenge in 1922 failed to materialise and despite losing control of his empire at the behest of shareholders, it was not the last time we would see him challenge.