284- 



FOKEST AND STREAM. 



distinctive duty, the bowsroan does duty at an oar like any 

 other man of the crew. 



The "middlemen" are the rowers. When a favorable 

 breeze blows their duties are rolioved by the substitution of 

 the tail. 



At portages they transport the boat and goods overland. 

 Each man is competent to carry two pieces on his back at a 

 time. They are maintained in position by a leather contriv- 

 ance, termed a " portage strap, " by which the weight of the 

 burden is brought to bear upon the forehead of the porter. 



Over each brigade there is placed a guide. This function- 

 ary may be termed the commodore of the fleet. His special 

 duty is to show the route in all parts where it is doubtful or 

 lead the way where rapid or other obstructions intervene. 

 He supports the authority of the steersman, and transacts the 

 business of the brigade at posts where it touches on the route. 

 He is an important official, and, when properly qualified, ex- 

 exceedingly useful. He is generally advanced in life, having 

 necessarily risen from the position of middleman to that 

 which he now occupies. His knowledge of every rapid and 

 shoal throughout the long course of his run is generally per- 

 fect — so much so that, even on a dark night, with a favoring 

 breeze, they will press forward through treacherous waters 

 when economy of time becomes an object. 



Of the brigades making the long trips, occuping the four 

 summer months, the pay of a guide is £35, of a steersman 

 £30, boW8men£18, and middlemen £16. When efficiently 

 performed the work done, though of .a healthy nature, is ex- 

 tremely severe. 



In addition to the money they receive, the boatmen are fur- 

 nished by their employers with provisions. 



§achtiitQ mtd §oating. 



HIGH WATBR FOR THE WEEK. 



Date. 



Boston. 



A'eto York. 



Charleston 





a. a. 



ft U9 

 6 15 

 T 20 

 s IT 

 9 Its 

 3 67 

 10 40 



H. H. 



1 46 



2 4T 

 8 60 



5 05 



6 00 



6 49 



7 3S 



E. M. 

 2 19 





3 24 





i SI 





S 28 





IS 





■J .. 



Nov. 7 



" 



TIME ALLOWANCE. 



AB most of our readers are aware, the apparently complicated 

 and ever-TecurriDg subject of time allowance, its quauii- 

 ly, as well as the grounds of difference among yachts upon 

 which in theory as well as in practice such allowance should be 

 granted, seems one of the most difficult to settle once for all to 

 the satisfaction of the variety of interests likely to be more or 

 less affected by any change toward a more logical and j ust means 

 of equalizing yachts of different sizes for the purposes of test- 

 ing the value of their models for speed. The question among 

 Americans should admit of very ready solution, for there is 

 but one theoretically sound principle which can enter into con- 

 sideration when contemplating the construction of a scale of 

 allowances. Without at present delaying with this part of 

 the question, we will content ourselves with saying that size 

 Is the basis and the only one which will satisfy the demands 

 of clear logic and the ruleE of equity. But it is perhaps not so 

 much upon the theoretically correci basis that different minds 

 are moBt wont to split, but rather upon the purely practical 

 application of the same. As a short cut to measurement of 

 size all sorts of rough and ready means have been substituted 

 in compliance with the very natural call among amateurs who 

 care not to bother with "lines " and " cubical contents," Tor 

 a "tape-line rule," one which can be readily applied by the 

 country yokel who sails a dug-out quite as well as the 

 measurer or an individual member of a club of some preten- 

 sions. Now, as long as the real object of such rules and the 

 causes which led to their birth are kept in mind, there 

 can be no harm in unreservedly accepting a rule which 

 has in actual sailing been found to give satisfaction 

 to all coming to the line. Under such circumstances there 

 need be no fear of any rule having an evil effect by bear- 

 ing upon model or design in any one direction, be it length, 

 depth or beam, for, as soon as such tendency were discovered, 

 the rule would, in America at least, be at once discarded and 

 another acceptable short cut adopted in place of the actual 

 and more complicated measurement of size. Moreover, the 

 very existence of a great variety of rules repr senting, and for 

 practical reasons displacing size or tonnage measurement, is a 

 safeguard against drifting into any particular type of vessel as 

 a direct consequence of the tendency of the rule ; for what 

 might be of advantage under the accepted mode of one chlb 

 would turn out a heavy handicap when sailing in the matches 

 of another. In this view, at least, our variety of systems has 

 one phase to recommend it, however unsatisfactory, mislead- 

 ing and imperfect it may be in other respects. SooDer or later, 

 when yacht racing is brought to a more perfect system, as it 

 has been in England, we look upon the adoption of a more 

 scientifically correct method as a foregone conclusion. Just 

 at present the systems in vogue may servo well enough, but 

 tin-, fact must not be lost sight of among the leading spirits in 

 yachting circles, that all and any methods of measurement 

 which are not or do not. sufficiently approximately represent 

 ike are only make-shifts, permissible not in tbeory on any 

 grounds, and in practice only upon the strength of the greater 

 facility of their application and the ready manner in which 

 their workings can be understood by one and all. This, so 

 far as the general run of American yachts in our smooth and 

 sheltered waters are concerned. 



Under special conditions, or with some particular object at 

 stake, measurement of size, or simply tonnage, may be to ad- 

 vantage supplanted by a more or less modified basis, which, 

 while not strictly en n et in theory, may nevertheless be subser- 

 vient to the attainment of certain desirable points in yacht de- 

 sign; or, in other words, may tend ma direction actually opposed 

 to a perfectly free and untrammeled field in which the designer 

 can work. By limiting bim in such direction which seemB 

 desirable, through the means of imposing an extra heavy tax 

 upon size if placed in a position detrimental to the sea- going 

 qualities we wish, or should wish, to preserve to a rational 

 extent in every yacht, it is certain that such qualities are less 

 likely to be sacrificed in the pursuit of speed than if exten- 

 sions in the objectionable direction were allowed free scope, 

 thereby bringing forth, as we even now witness in our own 



waters, a class of yachts Unfitted for the BC 

 little else to recommend them than great, speed in smooth 

 water. Such a course of reasoning is the only one upon which 

 the well known "Thames rule," recently adopted wholly in 

 principle by the Taoht Racing Association of Great Britain, 

 can be defended, But even admitting the excellency of its 

 purpose, there is not the least doubt but what, for the sake of 

 encouraging a sea-going form, the Thames rule goes too far 

 and lias too powerful an influence upon design, by compelling 

 each successive racing craft laid down to be built to deeper 

 and narrower moulds, until of late the British cutter has 

 reached the abnormal shape of five and six beams 

 to the length, with apparently no inclination to 

 desist as yet from the extravagantly spun out forms of the 

 otherwise well-planned, well-sparred and able craft of recast 

 date, for which the British racing fleets are so distinguished 

 in comparison with our own. That the same views are gain- 

 ing ground in England, even among the most persistent de- 

 fenders of the Thames rule pure and simple, is evident from 

 the periodical outcroppings of murmurs and even rebellion 

 against Rule 3 of the Y. R. A. sailing regulations, becoming 

 more and more frequent of late and assuming something like 

 definite shape and unity of purpose. An unprejudiced British 

 yachtsman, however much he may in justice give preference 

 to his typical racing clipper over the unseaworthy American 

 sloop, cannot shut his eyes to the fact that the length of the 

 scope rendered possible by the R. R. A. rule, of measurement 

 for the construction of excessively narrow vessels has by no 

 means been reached yet, and that there can be but little ques- 

 tion but what its ultimate limits will prove to be only then 

 attained, when length will have been so overdone as to have 

 seriously marred the many excellencies of the present type of 

 cutter. "The majority of yachtsmen abroad, no matter how 

 conservative by nature, will not be slow to change the rule 

 when once they become convinced of the truth of these re- 

 marks. In common with all desiring the preservation of a 

 sound sea-going model in opposition to the alternative of a 

 racing machine, devoid of the essential elements which bear 

 directly upon the elevation of the sport to a higher standard 

 than that of competition for wagers only, we view the prob- 

 abilities of a change in tonnage "rule in Great Britain with 

 profound satisfaction, and need only add our hope that our 

 cousins abroad may by a timely change for the better be 

 restrained from sacrificing the sea-going qualities of 

 their yachts by rushing headlong in the direction of 

 length, similarly as we have unfortunately been guilty 

 in the direction of the beam. The proposed change 

 In the Y. R. A. rule will lead to the production of 

 something more in harmony with the dictates of naval 

 science, and will contribute toward the preservation of speed 

 and ability combined, which, when met with together only, 

 must alter all be taken as the legitimate aim of yachting in 

 its highest stage. Since the matter of time allowance is one 

 which in this country is likewise continually coming to the 

 surface, a knowledge of what has been and is being done in 

 England will help to clear up the mystery so often and need- 

 lessly woven about a subject very simple and elementary in 

 its Dature; and upon this plea our entering into a consideration 

 of a rule not in vogue with us in it its entirety may bo con- 

 sidered justified. As at present the rule of measurement in 

 force by decree of the Yacht Racing Association, is ascer- 

 tained in the following manner : Length, on deck, from fore- 

 part to stem to afterpart of sternpost ; from this deduct the 

 breadth, the remainder multiply by the extreme breadth, and 

 this product again by half the breadth, divide again by 94, 

 and the quotient shall be deemed I be true tonnage. The 

 modification proposed by Dixon Kemp, Esq., of London, 

 which will soon be acted upon, is as follows : From the length 

 substract twice the breadth, multiply the remainder by the ex- 

 treme beam, and that product again by half the beam, and 

 divide by 70, the quotient to be deemed the true tonnage. 

 Applying this rule to yachts in existence it will be found to 

 remit some of the penalty now still in force against beam, 

 while at the same time it does not in any way interfere with 

 depth, thereby averting the danger of a sacrifice of that im- 

 portant element of sea-going qualities, otherwise likely to be 

 attempted by designers in an effort to secure a small rating. 

 But in regard to the actual workings of the proposed altera- 

 tion, wo cannot do belter than quote the author of theamended 

 rule': "It is desirable to get, a rule which, if possible, will 

 remit some of the penalty now put upon beam without in 

 any way interfering with depth, which is of such importance 

 to the sea-going quality of yachts. The effect of the rule on 

 almost all racing yachts will be to keep them at their present 

 tonnages, but. some alterations would be made in such yachis 

 that are comparatively lonjtor comparatively broad." By way 

 of illustration we add the measurements of several character- 

 istic representatives of different types : 



V. E.A. t'i'oposed 



Va.'ht LeDttlti. ileum. Kule. Kule. 



Ildegond. 40.67 'J.44 HTW4 13 60-70 



jtaggie 45.0 s.s: IB isis-io 



Enrlqneiu 48.63 ».SB 19 S8-94 20 



rroeirica a." I M 18SS-T0 



Bloodhound.... 61. r. 12.3 30 ts-w 



cArisHne....". 67.26 Jl.66 MMv 



Neva .... 6J.B3 U,6 61 82-Bd 0] HMO 



VtoSeX*. 06.1 17.-' 6164.*-, «S4VW 



Vision* 60.2 20.1 96 16-94 57 50-70 



• Vessels wtta star are Amtilcan. 

 To quote Mr. Kemp again • " The operation of the rule can 

 best be seen by taking as~an example the effect of the proposed 

 amendment on Maggie and lldegonda. The Maggie, by the 

 Y. R. A. rule, is exactly IB tons, while IMegonda is 14 75-94. 

 Under the proposed rule Maggie is 15 1 0-70 tons and lldegonda 

 only 13 60-70." The latter classification is evidently much 

 more fair than that now in practice, for the amended tonnages 

 will more nearly represent the sou, and consequently the pos- 

 sible powers of the vessels, whereas the Thames Rule, by 

 handicapping beam excessively, almost reversed the true con- 

 dition of things. Even more plainly will the greater equity 

 of the new rule appear if weglanceat Enriguetamd Fbederica 

 or at BloodJtound and Christine. The latter is an excessively 

 long craft, and is said to be a rouser in a stiff breeze and sea, 

 but not a dangerous affair in moderate weather. Does 

 not her superiority in a blow clearly result from 

 her greater size, displacement and power, which is so telling in 

 a seaway, and which under the R. Y. A. rule Christine smug- 

 gles in at the starting line unpaid for? She races Bloodltouml 

 on even terms, though in reality she more nearly belongs 

 among the sixties than among the forties, and owing to her 

 llow cass— though actually an inferior model by long odds- 

 she is able to snatch the prize in heavy weather from her op- 

 ponents by force of excess of power and not superiority of 

 form. Can a rule, then, which operates agaiust model and 

 encourages mere displacement shuffled in underhand, be en- 

 couraged and so tenaciously adhered to much longer ? Mr. 

 Kemp's proposition certainly goes a long way toward bring- 

 ing about a more logical comparison of yachts, and at the 



sine time, as he aptly says, " will remit only as mm 

 penalty put upon beam as it would be prudent, to release* 

 Under this rule there would be something like an inducement 

 for American yachts to make the passage across and engage 

 in a series of matches with our cousins in open water, Hie re- 

 sults of which could not fail to have the most beneficial ef- 

 fects upon the craft in use upon this side of the Atlantic, and 

 would at the same time afford a rich harvest of in valuable 

 subject matter for close comparison of the practical results 

 attained by excessive beam and excessive length, by light dis- 

 placement and by heavy weight, by centreboard and keel. 

 Will Englishmen abide by their rule of to-day and pursue to 

 the uttermost the launching of craft, more and more de- 

 formed with each successive draft ? or can we hope that tbey 

 will see the error of their ways and kindly take to an innova- 

 tion for the better and for the preservation of that which they 

 so rightfully prize most highly in their yachts— their ability 

 to keep the sea ? 



YACHTING NEWS. 



Onkauh's Cruise.— From the London Field vie learn that 

 the British schooner Qnedgh, Mr. R. F. Cope, recently cruis- 

 ing in American waters, has safely returned home, after visit- 

 ing Eastern ports, Halifax, Quebec and Montreal. She sailed 

 from Montreal on her homeward voyage September 7, and, 

 after taking in a supply of provisions at St. John's, Newfound- 

 land, left for Cowes, England, September 19, at noon. The 

 passage to Queenstown was made in the very satisfactory time 

 of 9 days and 13 hours. The greatest run in one day was 268 

 miles, under single-reefed mainsail, gaff topsail, foresail and 

 squaresail. Perhaps the best evidence of a fine hull for speed 

 was a four hours' run at an average of 121 knots. The total 

 number of miles sailed by Oneagli on her voyage was 9,000. 



TaOHT Photographs. — From Messrs. Norie & Wilson, of 

 London, England, we have received a number of photographs 

 of British yachts, among them the schooner Hildegarde, 11. R. 

 H. the Prince of Wales ; the famous Cambria and Alin-e, and 

 others. They are well executed, and when framed will form 

 appropriate embellishments for a yacht's cabin, l 

 house has also for sale a vast number of othdr photographs of 

 nearly every notable cutter and steam yacht in Great Britain. 

 The prices range from 75 cents to Sl.fiO, according 

 We have a list of over 300 of these photographs, any of which 

 we can procure for our readers from Loudon direct. When 

 not mounted they form a pleasing collection if pasted into o 

 scrap-book. 



Leontine vs. Enid.— i?r7t«tfr Forest and Stream : This race 

 was the result of a challenge from the LeonUne tor a race to 

 Beaumont Buoy and return, for $100 a side, which was ac- 

 cepted by Mr. E. G. Meredith, owner of the Enid. Both 

 yachts got off well, Lecmtine forging ahead of the Enid, the 

 afterleech of the latter'a mainsail being slack from the night's 

 rain. However, she soon came to close quarters with her op- 

 ponent. Both yachts having parted on different tacks, ihey 

 were watched with great interest to see which would be the 

 gainer in coming together again, Enid on the starboard and 

 LeonUne on the port tack, Enid, of course, having the right 

 of way. Her adversary holding on her course, however, gave 

 Enid's skipper the alternative of either going in stays or strik- 

 ing LeonUne amidships. Not wishing to spoil the race, and 

 having every confidence in his craft, £?w<Z\vskipper luffed and 

 went in stays, thus giving LeonUne a clear lead. But. at the 

 turning buoy Enid was but a length behind. Then com- 

 menced the scud for home, Let:>rUine taking the a 

 Enid the north shore. By taking the north shore, many 

 yachtsmen were of the opinion Enid would lo-e, but the re- 

 sult of the race showed the contrary, Enid leaving her adver- 

 sary fast, and winning by 8jf minutes. The race throughout 

 wa3 well contested, and had, since it was known the race was 

 on, created quite an excitement among yachtsmen iu ye 

 ancient capital, and Mr. .Meredith ought to be proud of the 

 behavior of the Enid, which has shown herself ''hard to 



IlilU.T 



quebec, Oat . 24. 



Had Enid struck LeonUne, the former ou the 3tarboaru 

 tack, as mentioned by our correspondent, the latter could 

 have been disqualified and would have been liable for all 

 damages resulting. 



Foam-Rebecca.— As " Webfoot " charges an error to ' 'your 

 correspondent " in the matter of the above race, alu 

 state that I received my information from what I considered 

 to be perfectly reliable sources, and had no idea 1 was giving 

 more credit to one yacht than was her due. It is the- general 

 opinion of the yachting fraternity that Foam leas 

 proved by her alteration, and such opinion was made 

 faith and will be maintained till proven to the contrary. 



Cruiser. 



American Model Yaout Cllb.— The cup won by l he 

 Carrie, Mr. Belmont, in the match race of Sept. 39, 

 pect Tark Lake, was presented by Mr. Wm. Olark and not 

 by another gentlemen, as generally reported. 



Nbw York Miniature Yaoht Club.— The semi-annual 

 regatta of this club was sailed, Nov. 2, on Central Pi 

 Rambler (Com, J- A. Suter) won, distancing Flyaway ami 

 Annbansadreas. Distance, one mile. Prize, a silver cup, to 

 be won four limes by same boat to become property. 



OAR AND PADDLE. 



Faiiuaolt Boat Ur.cn— Mr. Editor: At the annual meet- 

 ing of the Farragut Boat Club, held on the 14th mst., the 

 following officers wete elected to serve for the ensi! n 

 Pres., Thos. R. Jenkins : Vice-Pres., James M. L: : 

 Alf. S. Porter; Treas., Geo. W. Muricon ; Capt., Henry P. 

 Darlington; Lieut-, Fred T. Haskell; 2d Lieul 

 Blodgett; Board of Admission, Wm. V. Booth, Fred 11. 

 Carter, James A. McDonald. Secretary Porter reported 

 eighty-nine members. Treasurer Murison reported receipts 

 for the year $6,700; assets over liabilities, $3,000. Captain 

 Downs reported twenty-one boats in good n 

 and stone house on Lake Michigan, and one frame boat-house 

 at Riverdale, Calumet River, all in good repair. p. 



Chicago, Oct. 29. 



California Rowing.— The race between the Ariel and Cal- 

 ifornia Theatre clubs, after being twice postponed 

 Oct. 15. Four-oared lap streaks, distance three miles with 

 turn. Ariels— S. Watkins, bow ; E. Flanders, F. Smith, In. 

 L. Stevenson, stroke, came in first, beating the Californians— 

 J.Harrington, bow ; T. Andrews, J. Winters, S. QosmBO, 

 stroke. 



The second aonual regatta of the St. George Rowing Club 



came off Oct. 19, on Oakland Creek, San Francisco. Firtt 



i ,ut-oared shells, for the McKinley cup, won by 



Pioneer B. C, Seating St. George Club by thre< 



Alerts third, Ariels fourth and Columbias fifth. Time Hum. 



