_ serewed the old hooker in toward 
Tou St, 1884. 
FOREST AND STREAM. 
18 
i | a SS 
yentured to hint to the skipper that his owners would probably he 
something in pocket, and the race less liable to disappointment, if he, 
for a time at least, assumed the direction of affairs. With the wind 
from nowhere and an ebb tide setting us down on the bowsprits, he 
the wharves, got: her around, 
twisted her out again into open water and a breeze, while we looked 
Onin silentadmiration, Then he résigned in, my favor again, and 
while the biz brown sails swelling out ‘spread their broad bosoms to 
the lusty wind, like lass that woos a lover,” the Yosemite pushed her 
Square how thumpety bump oyer the sparkling waves, and I grasped 
the spokes of her weather-beaten wheel, and thought the weariness 
and grind of the ‘office’ were not so bad after all, since they made 
this eae se keenly felt; and Phantom (who weighs 200) stumped 
the deck and puffed his pipe, thinking of the days when we were 
Skipper and mate of our little crafi and courted danger (so the gran- 
mes said) every chance we got. 
As we sailed down, a couple of three-masters were being cast by 
tugs to get under way for the race, while smaller classes by the 
dozen made the water gay in all directions. We slid along past 
Alcatraz, with the officers: cottages on the heights looking remark- 
ably pleasant and peaceable, and the guns on the hatteries not too 
warlike, and ptesently, as if happened to be noon, the guns from all 
about us—from the island, from the forr, from Black Point, from 
Camp Richardson and the Hartford in the stream—fired the annual 
salute, which lam just enough of a tomfool American to delight in 
listening to, 
_The race was to start at 1, and we were expected to be at our sta- 
tion by that time, The question was, should we do it? There was an 
ebb tide and a breeze, both facts in our fayor, but it was fretting on 
toward slack water, while the wind. wasn’t more than half what it 
should have been in the channel ona July day; but we did our best 
and pounded away to windward as wellas we could. Then a com- 
pass made ils appearance. I was surprised to find one aboard, and 
the *“instructions’’ carefully discussed while we got our ranges, every- 
hody aboard taking a trick at that, until the skipper thought we 
should do, and sung out to ‘ower the ‘yib’.” 
We had provided a sort of luncheon for ourselves, but the skipper 
regarded the proceeding with so much grave disapprobation that we 
rather slighted it, even what there was, and waited to join bim at his 
tepast to which he had invited usin his 5x6 cabin. As we could not 
~ have less than two hours to wait before the leading boat hove in si ‘ht, 
the cameras were gotin order, and the tripods carefully lashed to 
the deck in about sixteen different places, while I, who intended that 
this my maiden effort in the field of photograpy should be something 
to brag of, arranged to have the fort and sloping hills for a back. 
ground for all my pictures. Iintended to take six, alas for the falli 
bility of human hopes. Unfortunately the Yosemite, being anchored 
in thirty fathoms of water with the wind one way and the tide another 
Swung to every point of the compass in about ten minutes withdut 
the slightest regard to my wishes. 
Presently we discovered afleet of Whitehall boats, bearing up for 
us, every One with three men on the weather rail, and eyer mothers 
son soaked to the skin, shining like blackbirds on a fence. As the 
Jeader approached, buried in a cloud of spray, I hastily dismounted 
the camera intrusted to my care, and hurried aft to take my first 
“snap shot.” We were anxiously asked if we were the stakeboat for 
the Whitehall race, and on answering ‘*No, master mariners’,’? re- 
marks were borne upon the breezes in regard to the whereahouts of 
that particular stakeboat, that were ab least emphatic. Whether 
they ever found it or not ve no idea, for our birds began to feck 
about this time and we were all alive for the fun, 
The first comer wasa barkentine, which could, I suppose, carry 
half a, million feet of lumber, and wasn’t she a beauty just then. She 
stood far enough up to be sure of clearing us, then tacked, and with 
every stitch set and drawing like a team of horses, tore down upon 
us with the rush of a locomotive, The foam curled high up on her 
bows, rolling and tumbling in a wilderness of froth past her lee chan- 
nels, which were tearing up some water on their own account, the 
sloping decks glistened with the seas and swarmed with people, who 
"had come aboard to pulland haul forthe fun of the trip, and high 
above the shouts of the men and the shrill cheers of women, the jolly 
wind whistled and yelled as he scampered through the rigging, Then 
with the rattle of blocks and creak of spars, as the sheets were eased 
off, the first of our visitors left us amid cheers and cries and waving 
of handkerchiefs, while the spray, churned to the finest mist floated, 
all about us. 
Next a three-masted schooner, straining eyerything to overtake 
her rival, and she, too, roared past us, while her crew gaye us our 
quota of thanks, im ringing shouts and waving of handkerchiefs. And 
50, sometimes singly, sometimes in bunches all in a pother, they bore 
up and rounded, and no one forgot that the stakeboat should Have a 
hurrah, until the last fellow shouted, ‘Up killiek, you fellows, and go 
home, we're the last.” 
_ And so our duty was done, and now came getting the anclior. The 
wind was strong now, though there was no fog, and the sky was blue 
as a summer sky should be, but isn’t always in the channel, and the 
tide was flood, with sixty fathoms or so of cableto getin, ‘Man the 
gipsy, boys,” and the cabin boy, with the kerosene can, began to 
hibricate in all directions. We got it after a while, but as Tsit and 
write this J hear again the Se RLS clank of the windlass paqwls 
and still feel the aches and pains thaphalf hour’sjobgave, ‘*Then up 
sail; pub away the cameras; give us some more coffee, Pred,” and, 
Pipe in mouth, T fake the wheel again. We're homeward bound. 
We allagres that the windward stakeboat is the place to see a race; 
that’s where the struggle takes place and where the main interest 
centers, : 
Phantom aid the other chap, who are shining lights among the 
photographic amateurs, got fifteen good pictures of the passing ves- 
sels oul of a possible sixteen; while I—well, | got one passable one out 
of a possible six, and that broke the first time it was printedsfrom. 
Phantom yery learnedly explained to me why I hadn’t done better, 
but Pi afraid I didn’t understand very well, and anyway I didn’t 
think much of photographs; there isn*t any life in them, you miss 
the sweep of the waves, the whistle of the winds, the shouts of the 
tmen—and the smiles of the girls, B. 
AN OCEAN SCHOONER RACE.—Considerable talk was indulzed 
in among shipping men at Second and Walnut streets yesterday 
when it b3camie known that a bet of $5,000 had heen made between 
two prominent vessel owners on the speed of the new schooner 
Francis j.. Cooper, of Philadelphia. Sheis now loading & cargo of 
locomotives at Willow street wharf for Brazil, The wager is that 
she will beat the record hetween the Delaware Breakwater and Rio 
de Janeiro. The record of the quickest time evel made between 
these two points by a sailing vessel is 45 days, 6 hours and 10 minutes. 
The Francis L. Cooper will receive the remaindér of her cargo at 
Noble street wharf on Thursday next. She will leave at noon and be 
towed to the Breakwater, where her time of starting will be taken, 
Captain KR, V. M. Cooper, the master of the vessel, said yesterday re- 
fardimg his route: “I shall keep east southeast until L strike lati- 
fude 30, longitnde 82, when I shall strike the southeast trade winds. 
T shall then hold them until I strike the equator, when I shall steer 
southeast, and keep this course till T round Cape St, Roque, the ex- 
Tremeé eastern point of Brazil,’ “Do you think you can beat the 
record of forty-five days?” “I donot iknow, but hope so. The vessel 
is 2 new one and will not make as good time as one that has been run- 
ning fora year ortwo. A craft has to get her ropes and eanvas 
stretched, but as she is a keen-hbuilt boat 1 think I can £o there in less 
than that time. She is 300 tons, 125fb. keel, 27ft. beam and 11ft, depth 
of hold. There is $1,000 in my pocket out of the bet if I win it.” 
“How did this bet happen to be made? ‘There are a great many 
vessels idle at present, without cargoes out, and as the rates to Brazil 
on treizht are high, shipmasters like ta get voyages there. Now, as 
iam booked with a good cargo for that place, thereisa little jealousy 
among some of the captains, and it is well known that I had my 
vessel built on my own plans. Myrivals call her a tub, and one of 
therm this morning becanie so excited about my ‘tub’ that he planked 
up $2,500 that she would not beat the record. <A friend of mine ‘saw 
him’ at once and the money is in a stakeholder’s hands.”’ ‘Your 
‘ise has considerable confidence in the boat, Captain?” ‘He 
mows her and me.”—Philudelphia Times, July 20. 
IRON SHIPBUILDING ON THE PACINIC.—Some time ago we 
' published a desuription of an iron shipyard then under construction 
at San Prancisco, Cal. News has just been received that work has 
begun at the shipyard, the ways having been completed for the con- 
struction of a collier for the Newport Coal Company. ‘Phere is no 
longer any necessity,” said Irving M. Seott, general manager of the 
works, to the répresentative of a local paper, ‘for sending orders 
East to Cramp’s or Roach’s for iron ships. We have: every facility 
that they have, and we can compete with them in work and price.” 
“The first contract and the first yessel on the ways is the caisson for 
the dry dock at Mare Island. While this is used as a gate for the 
‘dry dock, itis practically an iron ship, 80ft. lan iS 17ft. beam and 38ft. 
_ deep, of which 1746ft. is keel. Tt will be built of iron and steel, with 
gates for admitting and discharging water, and fitted with the most 
approved appliances in the dock business up to date, In front of 
this caisson; upon the same ways, will be built the steam collier for 
the Newport Coal Company, alluded to aboye. This will run between 
the harbor of San Francisco and the Newport mines at Coos Bay, 
also touching at Empire City. The dimensions will be 20/ft. long. 
S0ft. beam and 16ft, depth of hold, and the vessel will ba fitted wi 
arines of the compound surtace-condensing type, cylinder 24 and 
in. diameter, and 38in. stroke, and with 650 horse power. She will 
200 tons of water ballast, and will be built entirely of steel, and 
with all the modern appliances for receiving and discharging a 
0.—Ion, July 1%. 
BOSTON Y. C,—The matches of the Boston Y, 0. on August 9, will 
be started at 10 A. M, Commodore Pfaff and Vice-Commodore Con- 
nor have presented two silver cups as prizes and several cash prizes 
will be ofiered besides a silk flag to each yacht going over the course. 
The race will be sailed under the following conditions: The first class 
is open (6 yachts Tneasuring 32th. and upward sailing Jength. Yachts 
30ft, and under 338 may sailin this class by calling themselves 33ft. 
sailing length, The second class is open to yachts under 38ft. sailing 
length. Schooners will reeeiyé an additional allowance on such 
part of the course as shall be decided by the judge to be windward work 
—that is to say, on such Windward work schooners shall be reckoned 
as only four-fifths of their real sailing length. A yacht must win three 
races to obtain a cup. Thirty minutes before the signal to come into 
line, flags bearing the number of courses to be sailed will be hoisted 
on the judges’ boat, and the yachts in each race will come into line 
without regard to size. A steam whistle on the judges* boat will be 
sounded at 10 o'clock sharp, which will be the signal for ali classes: to 
form into line, after which the yachts shall be amenable to the rules. 
Abt 10:30 o’clock it will be sounded again, and a flag lowered, which 
will be the signal for starting both classes. When in position for 
starting, yachts must have their jibs down. Boats returning niust 
bass between the judges’ boat and a flagboat. The several races 
shall be sailed within eigkt hours from the time of starting, and all 
yachts intending to sai] should be in position before 10:30 o'clock A. 
M. Entries may be madeat the officeof W. 1. Wellman, 18 Post- 
Office Square, until 12 o'clock noon Friday, Aug.8, The entire man- 
agement of the race isin the hands of the regatta committee, consist- 
ing of C. FP. Lorine, chairman; J. P. Phinney, Charles L. James, 
George H. Tyler, and W. L. Wellman, secretary. The judges are; 
Thomas Dean. Eben Denton and Coolidge Barnard. 
PETROLEUM AS A FUEL FOR STEAMERS.—One of the most 
notable effects, to our mind, of the deyelopment of the Caspian oil 
mining isthe use of oil for fuelin steamers, and the all-important 
question is, whether liquid fuel can be exported at such a price as to 
compete with coal in the Mediterranean and the Hast. If this be done, 
‘the effects upon trade will be almost incalcucable. Itis said that one 
ton of oil used in the crudest kind of furnace will go as far as two of 
coal; and in good arrangements, such as one recently patented by 
Mr. Robert Walker, it is claimed that one ton of oil generates as 
much heat as three tons of coal. If such be the case the profitable 
area of the employment of steamers will again be largely extended; 
and forthe Hastern trade there will be the additional advantage of 
the nearness of the source of supply. The system in use in the Volga 
steamers is that oil and steam are together injected into the furnace, 
the force of the steam causing the oil to form aspray. The use of 
liquid fuel was made the subject of a series of experiments by the 
Admiralty as long ago as 1868, and the result is described in two 
papers by Admirai Schoyn, in the Transactions of the Institution of 
Naval Architects for 1868 and 1859. The method was similar to that 
in use on the Volga, and the experiments gave a good result, but the 
éxpense of the oil fuel proved to be an insuperable difficulty. Since 
that the price of American oil has much decreased; and if a low- 
priced liquid fuel can be obtained from Russia, it will certainly find 
4 good marketin the Mediterranean.—Nauwtical Magazine. 
A NEW SCHOONER FOR SAN FRANCISCO,—-A full-tigged 
model of Mr. J. V. Goleman’s new yacht, the Carmelita, has just 
reached that geutlemen’s office from New York, Tt isthe handsormnest 
piece of yacht-modeling we haye eyer seen. The original design is by 
the celebrated marine architect, A. Cary Smith, of New York, and 
the mechanical work of the model is from the hands of G, Graham, 
of the same place. The Carmelita is a keel boat, flush deck and 
schooner rigged, and her lines are in sharp contrast to anything 
built for these waters. With an overall measurement of 80ft., she is 
but 65.6ft. on the waterline, giving her an immense overhang, which 
looks as beautiful as itis remarkable. Her beam is only 16,6ft., and 
she has a draft aft of 10ft.—another feature that will surprise our 
local yachtsmen, who have all along held out for plenty of beam. Of 
her sailing qualities, judged by her model, opioions will vary. We 
think she will prove as fast and weatherly as our own heamy craft. 
Her spars are lofty, mainmast 46.1ft., main topmast 30.6ft., and main 
boom 47.4ft, The foremast 48.10ft., fore topmast 27,6ft. Her top- 
masts are all housing. To make her keep her feet with the spread of 
eanvas these spars will carry, she will have 11,5 tons of lea 
on her keel, and 20 tons of lead inside. Aloft and bélow she will have 
everything which mechanical skill and good taste can suggest to 
make lier a perfect yacht,—San Francisco Newsletter, Jwne 14. 
A NEW FRENCH YACHT.—One of the brightest of our yachting 
exchanges is the French paper Le Yacht, published in Paris, and 
devoted to French yachting and naval interests. 
new 19-ton entter, now building for Mr. A. M, Pilon, former owner of 
the Surfand Cuckoo, by Camper and Nicholson, of Gosport. This 
yacht, designed by Mr. G. L. Watson, is 50ft. on waterline, 9ft. 6in. 
beam, and draws ‘ft. 3in., with a lead keel of 19 fons. The same num- 
ber also contains the plans of a cruising yacht of the same length as 
the above, but of very differeot proportions, haying 12ft. 10in. beam, 
6ft. fin. draft, and 12 tons on keel, with a fiush deck, and 6ft. of 
head room, while aftis a cockpif. The accommodations below in- 
elude an after or ladies’ cabin with four berths, forward of which is 
a wide companion, with closets on the sides} and still further for- 
ward isthe main cabin, with room for twelve persons at table, for- 
ward of which 1s the owner's stateroom. This yacht, which is about 
equal in cubic capacity to a large class of our centerboard yachts, has 
an amount of room below, with no house on deck, that would aston- 
ise those familiar only with the average centerboard sloop. 
THE YAW WHITE CAP.—This yacht is reported as doing much 
better this season under a larger mizzen, though still using the old 
mainsail she had as a schooner. The loose-footed mizzen formerly 
tried has been abandoned by her owner, as it was found that a heay 
strain was needed on the foot of the sail to keep it flat, and make it 
do its work properly, to stand which strain a very long and heayy 
boom was necessary, bringing too much strain on the mizzen mast. 
To overcome this difficulty the boom is fitted with two grooved jacks 
of oak, the foot of the sail haying brass travelers attached, sliding in 
the groves, the arrangement being the same as that sometimes em- 
ployed in place of the mast hoops. é 
perfectly flat without undue strain on the boom, while it may he 
hauled in, removed from the boom, and the latter unshipped when it 
is desired to set a lug mizzeu trysail. The success of the White Cap 
has proved the feasibility of the yawl rig for cruising, aud we hope 
that with new canvas she will do still better, 
NEW HAVEN Y. C. CRUISE.—The fleet left New London at 6:15 
A. M. on Wednesday, and anchored about 5 P. M. in Newport harbor, 
the sail being slow and tedious, owing to light winds. Brunetta, 
Marguerite and Hival left the feet at New London. The fleet left on 
the 24th for New Bedford. The race for the Commodore's Cup took 
place on Saturday, July 26. The course was from Eleven Foot Bank, 
around Bush buoy, thence around buoy on Wilkie’s Ledge and return. 
The wind was very light from the east, finally shifting to southwest? 
Atii A. M, the yachts started in the following order: Ceres, 11:23:45 
Wild Pigeon, 11:2:9; Rajah, 11:2:52; Vixen, 11:3:27, Wild Pigeos soon 
took first place and kept it to the fiuish, the others alternating as 
second. he finish was made with hardly any wind; Wild Pigeon, 
2:50:40; Ceres, 2:56:27; Vixen. 2:59:22; Rajah, 3:9:6, After the race 
the yachts sailed for Onset Bay. 
OPEN BOATS ON THE SOUND.—The jib aud mainsail boats 
Maud M,. and Orland R. Phenes, sailed a race from Whitestone to 
Gangway Buoy and return, on July 24. Maud M. winning by four 
minutes, The catboat Belleville, of Bridgeport, capsized off Block 
Rock on the 27th, her crew of four being rescued by boats from the 
yachts anchored near by, In a race on the same day between the 
Unknown and Daisy, New York jib and mainsail boats, the former 
was capsized near Sand's Point. The Daisy was unable, in the sea 
then running, to go to her assistance, for fear of a similar mishap. 
after two hours in the water the crew, eight in all, were rescued by 
Capt. James Gibbons, the Hell Gate pilot, in an exhausted condition, 
AN IMPORTED YACHT.—Among the recenf importations classi- 
fied by the United States tariff as manufactured articles of wood” 
is the English-built cutter yacht Daisy. Duly entered and eres 
at the Boston Custom House as a part of the cargo Of a British 
freight steamer, she was a few days ago hoisted oyer the bulwarks, 
above which waved Her Britannic Majesty's ensign,and lowered into 
the waters of Boston Harbor under the flag of this great Republic. 
Forty-eight hours later saw ber with her mast on end, her rigging in 
order, her sails bent, her stores on board. and everything ready fora 
yoyage to New York.—Iron, July 24, 
ILEEN.— When Teen was anchored in Marblehead Harbor a short 
time ago, it. was discovered thatthe copper was torn loose.on one side, 
a piece projecting several inches from her side. The tull extent of 
the injury could not be ascertained without docking. When on the 
serew dock preparatory to the Marblehead races in June, she was 
hauled off in a tity. to allow Wenonah to haul out on the same tide, 
and itis supposed that one of the bilge blocks was not drawn back 
far enough, tearmg the copper loose. 
SINKING OF A STEAM YACHT.—The steam yacht Warwick made 
an excursion from Norfolk to Fortress Monroe on July 22, haying a 
pacty of ladies and gentlemen on board, and on her return ran into 
the torpedo boat Alarm, striking the ram bow of the latter, and 
going down in about twenty minutes in ten fathoms. Her passen- 
ers and erew were taken on board the Alarm and landed at Fortress 
retina The boat was the property of the Newport News Company. 
She will be raised at once. 
—— 
ballast 
A most interesting 
feature of the paper is the illustrations, of which there are always a 
number, and in the issue of July 12, we find, besides a sketch of the 
Loire Regatta of June 22, the lines and sail plan of the Henriette, a 
By this means the sail is kept 
AMERICAN Y. C.—Commodore George S, Scott, haying sold the 
Viking to Samuel J. Tilden, and gone abroad. Vice-Commudore Alfred 
DeCordova, steam yacht Promise, will take command on the cruise. 
The first race will start from Larchmont on Aug. 7, at 11 A, M., for 
New London, the fleet stearring to Newport on the following day, At 
Newport races between yachts’ boats will be rowed, the prizes being, 
four-oared, $50 and medals to each of the crew; pair-oared, $20 and 
badge; single sculls, $10 and badge. The iron steamboat Cygnus will 
accompany the fleet, leaving Hast Twenty-third street, New York, on 
the morning of the 7th. 
YACHTING ON THE LAKES.—The Kingston Y. ©, will hold theiz 
matches on Aug. 24. The prizes are: Hirst class—First $120, second 
$60, third $30; entrance fee $10. Second class—First $80, second $40, 
third $20; entrance fee $7. Third class—First $40, second $20, third 
$10; entrance fee $3, The Belleville matches will TICE BN take place 
on the 8th, Atalanta will not enter. Aileen has already entered, and 
Norah is heing putin shape. A yacht club has lately been formed in 
JATEOgUSs C. E, Britton being elected commodore and 8S. R. Brough 
secretary. 
YACHTING IN SAN FRANCISCO.—AN the yachts are home from 
their crnise, Haleyon leaying Santa Cruz in company with Lady 
Mine, at 3:30 A, M. on the 6th,and reaching their moorings at 11:30 
A.M. onthe 7th. Most of the others were becalmed on their way 
home, Lurline and Fleur de Lis arriving on Monday afternoon, Nellie 
coming ou Friday from Monterey, arriving at 10:30 A. M, on Satur- 
day, ! and Casco, Annie and Aggie coming up the early part of the 
week. 
NEW BEDFORD Y. C, CRUISH,—The New Bedford Y. C. started 
ou their annual cruise on July 23, at 9 A, M., running to Newport, 
where they anchored at 5 P. M, The fleetincludes the following yachts: 
Indolent, Commodore Rhodes; Azalia, Rear-Commodore F. A. Sawin; 
Pointer, Henry LeClark, M. D.; Tolanthe, J. Henry Lee. The Princess, 
Starling and Glimpse joined the fleet at Newport, 
YONKERS Y. O.—While the larger clubs are enjoying their cruises 
on the Sound and Atlantic, this club content themselves this year 
with braving the perils of the Tappan Zee, and the squalls that howl 
about Dunderberg and Anthony’s Nose, and will start on Aug. 18 on 
a cruise up the Hudson to Albany, stopping at the towns on the way. 
The fleet will probably number twenty-five sail. 
Canoeing. 
CANOBISTS are invited to send us notesand full reports of criises, 
club meets, information about canoeable waters, and other commu- 
nications of interest. 
Secretaries of canoe clubs are requested to send to Forresr AND 
SrrREAM their addresses, with name, membership, signals, ete , of 
their clubs, and also notices in advance of meetings and races, and 
reports of the same. Canoeists and all interested in canoeing are 
requested to forward to Forms, AnD Srrwam their addresses, with 
logs of cruises, raaps, and information concerning their local waters, 
drawings or descriptions of boats and fittings, and all items relating 
to the spurt, 
FIXTURES. 
Aug. 1 to 15.—A. C. A, Meet, Grindstone Island. 
THE A. C. A. MEET. 
R. WHITLOCK haying resigned as chairman of the Regatta Com- 
mittee, Commodore Nickerson has appointed Mr. Vaux to fill 
his place. Races will be arranged in addition to those on the pro- 
gramme, to accommodate the cruising boats. Five of the Hartford 
canoes and six from Springtield left ina special freight car on Thurs- 
day last for Clayton, and their owners will follow them on Aug. 1, Dr. 
Neidé write us that the weather has been very unpleasant at the 
camp, heavy winds and rain squalls, He has obtained some help and 
is at work clearing up, and expects to have all ready in good time. 
The New York C.C. will leaye on Aug. 3, via the New York, Ontario 
& Western Railway. They expect tomuster 17 men. The Knicker- 
bockers will leave about the same time, 
TOLEDO C. C. CHAMPIONSHIP RACES. 
ILE third championship race of the Toledo C. C. was sailed on July 
19, six canoes entering. The wind was very light.at the start, 
but freshened into a good blow at the end. The Kitty was first over, 
then Daisy and Hetty, with Viola, Julia and Fawn in a bunch behind. 
Kitty led to the first turn, Hetty being second around, with Fawn 
third. On the beat home Fawn took the lead, but was disabled and 
withdrew, Daisy following. Near home Hetty closed up on Kitty, 
while Julia withdrew. The times of the race were: 
Start. Hinish. Hlapsed, Corrected. 
4 soe Sie 14; 00 4 02 30 2 16 30 2 16 30 
fara tat le hes anes 1 46 15 3 56 30 2 10 15 2 09 11 
5 PSs ee st 1 47 00 4 04 00 217 00 215 00 
1 47 10 Withdrawn. 
ho ARG 1 47:10 Withdrawn. 
....1 46 10 Withdrawn. 
fouled the Daisy, the flag was awarded to the 
The club has now 20 members and 11 canoes. They will hold an 
open regatta next month, in which outside ecanveists are invited to 
compete. 
CRUISING CANOES. 
de almost all sports there is a point where improyemetits and com- 
plications become so numerous. that those who would keep up 
with the leaders can only do so ata large expenditure of time anu 
money, so that the real amateur, seeking only recreation and amuse 
ment, isforced into the background. The many improvements in 
canoes in England, together with soma local conditions seem to have 
put an effectual stop to canoeing there, it bemg mainly confined to 
half a dozen racing men on the Thames; and looking at the course of 
canoeing abroad for the last few years, we may seek to ayoid a like 
danger. 
There are many safeguards in this country which do not exist in 
England, the much greater distances that canoes are transported by 
rail or wagon, the increased length of cruises, the small intrinsic 
value of prizes, and the abundant facihties for eruising and camping 
in all sections of our country; bub above all these, the most import- 
ant point is the encouragement of the cruising cauoe, 
As noticed last week, the tendency of the present Association Rules- 
is to encourage racing machines, both for sailing and paddling, to the 
exclusion of the all around boat, and it is possible thatunless some 
modification is made in favor of the cruisers, we may see another 
“Order of Cruising Canoeists,” with a strict limit for cruising canoes. 
Such a possibility may be avoided by the creation of a special class 
for cruising canoes, with a definite limit of size and weight, the other 
classes heing retained as at present. . 
Experience has settled the details of such a class definitely, and there 
should be no trouble in drawing up a rule, which, if built up to, would 
ive the best possible canoe for general work. The beam can be 
xed at 30in., neither more nor less, as the best ayerage for sailing 
and paddling; thelength at from 14 to 15ft., certainly not under i4and 
not over 15, The depth amidships of such 4 canoe should not he less 
than 914 or more than 11; perhaps the best limit being 14 instead of 
1fin, from deck to garboards. These dimensions would fix the size 
definitely, without hampering model. The question of keel or center- 
board could be ieft open, the limit of depth of a keel being 3in., as 
now; but a limit should be placed on the weight of the hoard, say at 
1élbs. for board alone, exclusive of case, : 
A tnost important point is the weight of the hull without the moy- 
able fittings, or the least weight to which the boat can be reduced for 
hauling out and portaging, and this, in order that the canoe may be 
readily handled by one man, as every cruising canoe should be, re- 
quires a limit of 90 to 100)lbs., which should inelnde the centerboard 
trunk, an excess af perhaps 10lbs. being allowed when the board is a 
fixture. 
We offer as a rough draft of such a tule, the following: Cruising 
canoes Shall not be over 30in. extreme beam, including beading, or 
over 15ft. length between perpendiculars, the depth from underside 
of deck at fore end of well to mside of garboards, nof to exceed din. 
The weight of the hull without movable fittings shall not exceed 100 
pounds without centerboard, or 110 pounds including centerboard. 
The centerboard, if movable, shall not exceed 15 pounds in weight, 
including hauling up gear, if permanently attached to the board. 
Keels shall not exceed 3in, depth below outside of the garboards. _ 
There are many canoeists already whose canoes would come within 
such a rule, and many more in old boats of yarious sizes whose next 
move will be into a good erniser. to whom we recommend the above 
suggestions for their consideration and criticism. If such a rule is 
formulated and presented tathe Association next month, there is little 
doubt but what it will be passed, and it rests with those interested to 
push the matter, : ' 
The Mohicans seem to have struck the true idea of canoeing; ac- 
commodation, speed, portability, are all found in their canoes, the 
latter being one of the prime requisites, We have not forgotten that 
