38 



FOREST AND STREAM. 



[Feb. ?, 1884. 



THE LIFE-SAVING SERVICE. 



THE service embraced at the close of the last fiscal year 194 sta- 

 tions, 119 being- on the Atlantic. 37 on the lakes, 7 on the Pacific, 

 and 1 at the falls of the Ohio, Louisville, Ky. 



The number of disasters to documented vessels within the field of 

 station operations during the jfear was 800. There were 3,792 persons 

 on board these vessels, of whom 3,777 were saved and only 15 lost. 

 The number of the shipwrecked who received sueeor at the stations 

 was 651, and to these 1,879 days' relief were afforded. The estimated 

 value of the vessels involved in these disasters was $5,100,925, and 

 that of their cargoes $2,075,515. making the total value of property 

 imperilled $7,170,540. Of this amount $5,(311,800 was saved, and 

 $1,564,740 lost. The number of vessels totally lost was 68. In addi- 

 tion to the foregoing there have been 116 disasters to smaller craft, 

 such as sailboats, rowboats, etc., on which were 244 persons, 240 of 

 whom were saved and 4 lost. The property involved in the latter 

 disasters was $66,180, of which 859.900 was saved and 36,280 lo«t. 



In addition to those saved from vessels there were twenty- two 

 persons rescued who had fallen from wharves, piers, etc. Of nine- 

 teen persons lose nine were drowned by the sudden capsizing of 

 vessels before assistance could reach them; seven were lost in 

 endeavoring to get ashore by their own effort?, one perishe a from 

 being thrown overboard and one died as soon as landed. 



The number of disasters last year exceeds by seventy-one the num- 

 ber of disasters of the year preceding, which was considerably larger 

 than that of any previous year in the history of the service. The 

 amount of property involved was 82,476,493 greater than in the pre- 

 ceding year, but the amount lost $88,750 less than that of the preced- 

 ing year. 



The assistance rendered during last year in saving vessels and 

 cargoes has been much larger than in any previous year, 337 vessels 

 having been worked off when stranded^ repaired when damaged, 

 piloted out of dangerous places, or assisted by the station crews. 

 There were besides 125 instances where vessels running into danger 

 of stranding were warned off by the night signals of the patrols. 



Since the last report seven additional stations have been completed 

 — one at Hunniwell's Beach, Me.: one at Muskeget Island and one at 

 Coskata. Nantucket, Mass.; one at Brigantine Beach, N.J. ; one at 

 New Inlet, one at Cape Hatteras, and one,at Oeracoke, coast of North 

 Carolina. Pom- other stations are in process of construction and ap- 

 proaching completion— one at Lewes, Del. ; one at North Beach, Md. ; 

 one at Wallop's Beach, and one at Parramore's Beach, Ta. 



There have been nine sites selected for new stations which it is 

 proposed to erect soon— one at Brenton's Point, L. I.; one at Grand 

 Marais, Lake Superior: one at Frankfort, one at Pentwater, one at 

 White Paver, one at Holland, and one at South Haven, Mich.; one at 

 Michigan City, Ind., and one at Sturgeon Bay Canal, Wis. 



AMATEUR LOGIC. 



NOT long ago Mr. N. D. Lawton undertook to enlighten the public 

 in the matter of measurement through the columns of the 

 Herald. Mr. Lawton averred that experience had shown the narrow- 

 five and three ton cutters unable to compete with the beamier Itchen 

 boats of same length. 



If a broad boat is faster than a narrow one of same length, it must 

 be evident that a length rule places a premium upon the construction 

 of beamy boats, and exhibits in its workings a prejudice in favor of 

 one style at the expense of another, which no equitable rule ought 

 to do. 



Again, if the broader boat is the faster of the two, by virtue of her 

 enjoyment of beam, then how can a comparison by length alone be 

 logical or fair with another which does not enjoy like possibilities for 

 the production of speed? 



By Mr. Lawton's own argument the fallacy and deleterious work- 

 ing of "simple length" are shown up in all their nakedness. 



Length rules are well enough as long as boats are all of one type. 

 But in that case the diameter of the galley stove pipe will serve just 

 as well. It is in the competition between different types that the 

 prejudices of "simple length" are quickly discerned. As deep boats 

 of great beam are the most expensive to build and sail and dip to 

 the greatest draft of water without returning in proportion anything 

 worth having, unless it be accommodation for a party of picknickers 

 in a cockpit, the simple iength rule will never receive the indorsement 

 of persons who appreciate the economics of design and cruising. 

 Moreover, any rule which frowns down free choice of forms but arti- 

 ficially stereotypes particular proportions, brings progress to a 

 standstill. If Mr. Lawton is correct in his statement that the greater 

 beam of the Itchen boats has been shown to give them greater possi- 

 bilities for speed, it follows that beam.- should pay upon exactly the 

 same ground which is advanced for the taxation of length. This is 

 in the main accomplished by the sail area and length rule, as, broadly 

 considered, every addition "to beam as well as to depth increases 

 stability and the canvas carried in consequence. While we are un- 

 able to concede any sound theoretic basis or accurate application to 

 that rule, inasmuch as it supplies in most cases a crude comparison 

 of the actual sizes of boats, it is certainly far preferable to that 

 simple length, the equity of which Mr. Lawton has so effectively if 

 nnwittingly impeached in citing the supposed performance of narrow 

 cutters in comparison with beamier boats. But Mr. Lawton owns a 

 nice little round bowl as broad as she is long, and being no great sailer 

 except in light weather through the aid of an extravagant area of 

 sail, the key to prejudice is easy to find. Every man for his own 

 boat and to the devil with equity. 



CONCLUSIONS OF Y. R. A. ON MEASUREMENT. 



THE committee appointed by the Council of the British Y. R. A. to 

 report on the lengths which should be recommended for adoption 

 in the length classes met on Monday last. The members of the com- 

 mittee were Mr. Frank Willan (chairman), Col. Dugmore, Mr. W. 

 Baden-Powell. Mr. Henry Crawford, and Mr. G. B. Thompson. 



The committee having heard various letters read from different 

 clubs which had been asked to express their views, unanimously 

 decided to recommend that the classes should be 21ft., 25ft., and "0ft . 

 and that boats exceeding a class length must go into the class next 

 above if raced. 



The committee also decided to recommend that for time allowance 

 in the different classes the sail area rule of the Y. R. A. should be 

 used with the Y. R. A. time scale by tons. The rule is as follows: 

 sail area x le ngth 



Tons=- 



6000 



The committee came to this decision because the types of boats 

 around the-eoast vary to a large extent, and, even in any particular 

 locality, there i? considerable variation of type. A simple length rule 

 would not therefore enable these boats to compete together in a satis- 

 factory manner, and, moreover, the old boats which have been out- 

 classed owing to the greater weight of lead keels and larger sail areas 

 of the newer boats required to be considered, and it is hoped that 

 they will be able to compete with some chance of success under the 

 sail area ride. Beyond this the cost of producing boats in the length 

 classes year by year increases just as it has in the tonnage classes, 

 and the committee thought that this growth of the expense should 

 be controlled if possible, as it tended to limit the sport to a few.— 

 London Field. 



We may add that experience on this side of the Atlantic bears out 



in full the conclusion of the British Y. R. A. committee that boats of 

 varying type cannot fairly be classed by simple length, and that such 

 a system of comparison leads to the largest and most expensive 

 boats on the length, driving all moderate sizes with moderate rigs out 

 of existence through the failure to measure size sufficient.lv near the 

 truth. While the sail area and length rule does not accomplish this 

 in all cases, it comes so much nearer to a relative estimate of size in 

 the majority of instances and extends proper consideration to rea- 

 sonable forms and rigs that it is to be preferred to simple length. 

 After a reasonable size has been reached on a given length, a further 

 increase, whether in the depth and displacement of cutters or in the 

 beam and above water bulk of a sloop, adds nothing in the economics 

 of a yacht worth having, but increases the expense of build and 

 commission. The additional size, however, supplies further power 

 and ability to the boat and, escaping taxation under a length rule, 

 compels building up to an undesirable extreme in cutter as well as in 

 sloop whether you like it or not. When taxed through the sail rule, 

 the compensation granted to smaller boats permits the choice of a 

 moderate form and equity in racing against larger and more power- 

 ful yachts of the same length, which is as it should be in justice to 

 all and with regard to latitude of model, allowing every one to settle 

 upon size and rig he prefers without prejudice to any style. The log- 

 ical derivation of sail area and length is open to question, but in its 

 practical workings it is much more rational and less proscriptive than 

 comparison by simple length. 



THE NEWPORT MATCH LAST YEAR. 



Editor Forest and Stream.: 



I am not surprised that Fortuna should be the favorite of Forest 

 and Stream over schooners of the American idea. Soimd Fortuna's 

 trumpet all you please, but don't make assertions about other boats 

 that you cannot prove. You state that in the Newport race last 

 summer Montauk, "on edge and battened down," barely beat For- 

 tuna five minutes, when the fact is, there was not a hatch or skylight 

 closed on Montauk in the race, and so far trom being "on edge," 

 there was no time dining the race when she was down to her scup- 

 pers. At the finish Fortuna just, weathered the lower end of line, 

 while Montauk had to bear away to cross. Fortuna could not have 

 reached the windward positionin which Montauk crossed in fifteen 

 minutes. The apparent better time of Fortuna down the wind was 

 simply the result of advantages and by Fortuna holding on to her 

 kites longer than Montauk. The fact that Montauk beat Fortuna 

 easily down the wind when the squadron left Newport proves the 

 boasted superiority of Fortuna down the wind is pure fiction. Mon- 

 tauk stands upon her merits, and, though losing two drift races, she 

 has never yet been fairly beaten. Guest. 



[Concerning hatches being battened down and sailing on edge, our 

 information was derived from several sources. As but little of the 

 match could be seen, we, of course, accept the correction made by a 

 "Guest" on board the Montauk during the race. We have likewise 

 reports from different sources that Fortuna was found the better of 

 the two whenever sheets were lifted. As to Montauk's finishing 

 higher up than Fortuna. it was due to making a hitch to sea after the 

 turn and the subsequent veering of the wind favoring the weather- 

 most yachts and forcing the others to pinch. This also accounts for 

 the difference at the finish. We do not "favor" Fortuna in particu- 

 lar, but simply desire to see a just record to both sides. As the 

 "patriotic" division of critics took care of Montauk's case, we 

 sought to arrive at conclusions upon the technical issues of the day, 

 and they are not weakened by our correspondent's letter. That it 

 is not a difficult thing to press Montauk to a capsizing point was 

 made very clear early last spring.] 



NUMBER TWELVE. 



rpHE twelfth cutter underway for next season is a very handsome 

 JL boat building by Lennox, of South Brooklyn, for Mr. Ripley. She 

 will be 30ft. over all. 25ft. water line, 8ft. beam, and SWft. draft, with 

 two tons lead on the keel. The wood keel is 8x8 inches. Single 

 steam-bent frames all through, flush deck, and full cutter rig. This 

 new yacht will make a splendid match for the Daisy, to be imported. 

 The backbone and frame is all out, and the work is now beiug put 

 together. This cutter is from designs by her owner. 



PRESENTATION.— "Old Wul Fife," the famous builder of along 

 string of crack vessels hailing from Fairlie, Scotland, was recently 

 presented with a lifelike port rait of himself by a host of admirers. 

 Mr. Fife is not only one of the most successful builders of modern 

 times, but also a highly respected citizen of the town of Fairlie. in 

 which he holds many responsible positions. Among his famous 

 racers with their biggest winnings we may name : Fiona. 78 tons. 

 Mr. Boutcher, who won $3,800 in 1870. Neva, 60 tons, Mr. R. K. Holms 

 Kerr, $6,700 in 1877. Annasona, 40 tons, Mr. Hedderwick. $7,800 in 

 1882. Ulidia, the smartest 10-tonner afloat, Mr. Corry, 81.100 in 1883, 

 and Camelia, 5 tons, Mr. Lawson, who won 31,000 in 1877, or nearly 

 half her first cost. Mr. Fife has a promising son, who designed An- 

 nasona, Ulidia and others and upon whom the talent of the father 

 has descended. "Young Fife" is now superintendent of the Culzean 

 Launch and Yacht Works, of which the Marquis of Ailsa is owner. 

 He has now in hand some new racers for this season which will no 

 doubt show a long string of flags at the close of the match sailing 

 next fall. 



NEW SCHOONER.— The Palmers of Noapk are putting up a large 

 schooner of their customary style and build for Mr. H . D. Burnham 

 of Boston. Length over all, 115ft.; beam, 23ft. ; hold, 10ft. A keel 

 boat with a back bone 36xl2in. ; stem and post, 10xl4in. : frame of 

 oak; locust stanchions; 3-in. oak plank; pine ceiling; 2%in. square 

 white pine decks; rail cap of oak9x3in.; copper and galvanized 

 fastenings; mainmast, 87tt. ; foremast, 85£t. Bin. ; mainboom, 70ft. ; 

 gaff, 33ft.; foreboom, 30ft.: gaff, 29ft.; topmast, 41 and 40ft.; bow- 

 sprit knightheads to cap, 24ft.; jibboom, 25ft. beyond cap; spinna- 

 ker boom, 75ft.; sails by Sawyer. 



COMPROMISE SLOOP.— The little sloop, already mentioned in our 

 issue for Jan. 10, building for Mr. Forces' sons, is of the compromise 

 type, having good depth of bodv and a small board, which could be 

 done away with by the addition of 8in. keel. She will have 4,0001bs. 

 lead outside and 744sq.f t. of sail with housing topmast, mast deck to 

 hounds 30ft. with Zy.it. masthead. Topmast, 15ft.; boom, 26ft. ; long 

 gaff of 17ft. and bowsprit 12ft. outboard. She is 28ft. loadline, with 

 5ft. cutter overhang, and 3ft. 9in. draft without board. 



BUNKER HILL Y. C. -Membership is now 51, owning 4 schooners, 

 13 sloops and 6 cats. Present rooms of the club are on Wellington's 

 Wharf, East Boston. Officers elected for the year: Commodore, P. 

 M Bond: Vice-Commodore, D. C. Musgrave; Fleet Captain. W. H. 

 Hodgkinson; Secretary and Treasurer, B. F. Underbill. Jr.; Financial 

 Secretary, George W." Abbott; Trustees, William H. Tolman, George 

 T. D. Williams, T. B. Rich; Measurer, Harry L. Johnson. 



NEW SCHOONER.— Mr, A. Cary Smith is at work on a new four- 

 beam keel schooner of 65ft. loadline and 9ft. water, for Sail Francisco 

 owners. Moderate beam and good draft is carrying the day all the 

 country over. 



ABANDONED.— The collapse of length measurement in England is 

 noticed on the editorial page. 



A COMPLIMENT DESERVED.-Marine Engineer Saefkow. of the 

 Imperial German Navy, has been elected an honorary member of the 

 Rhe Y.C. of Stettin, in consideration of the valuable aid and im- 

 pulse he has given to yachting on the Baltic. This election has beej}| 

 conveyed through an elegantly illuminated diploma composed of 

 yachting and nautical subjects grouped in a water-color painting with* 

 appropriate resolutions attached. 



THETIS.— According to the Boston Bfera&Z, April 28 has been 

 selected for the launching of Mr. Henry Bryant's new yacht f ron. 

 W. B. Smith's yard at South Boston. She is now about planked up* 

 and laying the decks has commenced. Her tender will be of this 

 whaleboat pattern, 18ft. by fj^ft.. built of cedar and mahogany. 



CORRESPONDENCE.— We answer nearlv all inquiries by letter. I$| 

 is necessary that proper address should be' given m all cases. Spe-l 

 cific data where alterations are contemplated are required to form au 

 opinion. 



GOOD-BYE STUB-TAIL STERNS.-The sloop Thistle, originally of 

 Boston, now the property of Mr. Wm. Ziegler, is to be spun out aft by 

 the addition of a cutter's fantail. 



ANSWERS TO CORRESPONDENTS. 



E. C. F., Cornwall, Pa.— The owner of Dash III. is Mi-. A. M. Tucked 

 85 Main street, Charlestown, Mass. 



H. D., Baltimore, Md.— The dam of Snap is Hill s Tillery. She 

 was by Scout (Pfunket— Carrie) and out of Beauty iPlunket— Nell). 



Amateur, Augusta, Ga— The rules of the Eastern Field Trial*" 

 Club require that the sire and dam of entries be given. The Na^ 

 tional rules do not. 



Rambler, Waynesburg, Pa.— Rose and Noreen are owned by Dr. 

 Wm. Jarvis, Clairmont, N. H. ; Lady Clare by Mr. J. S. Mcintosh, 

 Pittsburgh, Pa., and Trix by the Glencho Kennels. Peekskill, N. Y. 

 All are first-class animals. 



A FEROCIOUS BUCK.— An Adirondack guide, whe« 

 arrested and brought to trial for killing a deer out of season, • 

 pleaded not guilty, and explained that he was afraid the dean 

 ■was going to bite" him. If that man reads the New York Svn f 

 he has doubtless seen this bit of correspondence from Hollands^ 

 ville, Pa., Jan. 29: The game law of Pennsylvania prohibits the 

 killing of deer after Jan. 1, and consequently something of a 

 sensation was created in this village when Jordan Mapes anql 

 Frank Grover, two well-known citizens, drove in on Saturday 

 with the body of a large buck in their sleigh. They drew up 

 in front of Crane's store, and the entire village soon surrounded 

 the sleigh, and questions poured in thick and fast on Mapei^* 

 and Grover. Such a bold and open violation of the law had 

 not been known in years. John Eoilands, a well-to-do citizen, 

 took the men to task, and declared he would have them 

 arrested. They told him that he had better not have them. I 

 arrested until he had heard how they came by the deer, and 

 Grover made the following statement, which Mapes corrobotS 

 ated: "We were driving through the piece of woods beyond 

 Fairland's mill," said he, "when suddenly the buck jumped i 

 out into the road and attacked our hoi*se.~ It tried to strike 

 the horse with its fore feet. We whipped up and yelled at the ' 

 deer to frighten it away, but it then turned on us and tried Km 

 jump into the sleigh. Frank fought it with an axe helve we 

 happened to have with us, while 1 plied the whip on the horssj 

 But the more Frank battered it over the head the madder it i 

 got. and it finally ran off to the edge of the woods, and, giving | 

 one leap, landed" plump in the sleigh right across our feet. We J 

 both jumped out and made for the w T oods. The horse weim 

 on, with the buck lying clear across the sleigh, its hind legs, 

 hanging over on one side and its fore legs on the other. It 

 took the deer quite a while to get out of the sleigh, and then- J 

 it came tearing back after us. vVe were scared half Iso death. 

 Frank succeeded in getting tip a tree out of reach, but I 

 couldn't clinib, and, seeing I was in for a light, I grabbed a | 

 rail from a lot that happened to be cut and piled then', and ( 

 when the buck came rushing at me I let him have it square- 1 

 in the forehead, and downed him. Before he could get up II 

 hammered the life out of him. Frank then got down out all 

 the tree and ran down the road alter the horse. He found fll 

 by the side of the road all right, a mile away. He broughw 

 the sleigh back, and we loaded the buck in and brougnt it . 

 home. We couldn't see any particular point in leaving it ia.l 

 the woods for wildcats to feed on. The deer must have beara 

 driv en by dogs until it was crazy, and didn't know what it I 

 was doing. If you take us up, Mr. Rollands, 1 don't believej 

 you will be able to make us out guilty." Justice Wilson, who j 

 was present, was positive that there was nothing in the law | 

 forbidding peaceful citizens to defend themselves against thai 

 attacks of wild beasts known to be so fierce and bloodthirsty"! 

 as deer. Mr. Rodands concluded, under the circuinstancesJ 

 not to make an arrest. Mapes and Grover offered to raffle thai 

 deer off for 825, and to give $10 of the proceeds to the porgj 

 fund. The offer was accepted, and twenty -five chances, at $M 

 a chance, were soon disposed of. Justice Wilson t 

 chances, John Rollands took two chances. Justice Wilson l 

 won the deer. It was lifted out of the sleigh and placed ottl 

 the stone stoop. In the afternoon the 'Squire drove down antrj 

 loaded it in his sleigh. On his way home he was stopped byl 

 Constable Winans. '"Squire," said the constable, "I've gof a J 

 leetle war'nt fur ye !" "A warrant !" exclaimed Justice Wilsoil.l 

 "What for." "To 'rest ye fur bavin' ven'son in yer p'sessionjl 

 'ginst the law." The constable served his warrant. It had I 

 been sworn out by John Rollands before Justice Clark.I 

 'Squire Wilson was taken before Justice Clark, where htl 

 waived examination and gave §100 bail to appear and answefl 

 the charge at the next term of court. 



Three boys in Moultonborough, N. H., have this season shol 

 285 partridges, for which they obtained forty cents each, tell 

 foxes, besides several mink and other game. 



A German writer says one should every day read a fine poem, loo 

 upon an excellent picture, hear a little good music and speak a f« 

 sensible words. Esterbrook adds use his steel pens.— Adv. 



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