114 
ele 
FOREST AND STREAM. 
[Serr 4, 1884, 
was somewhat in doubt. Eyent IX, had six entries, as the second 
Place was conteste) for, The extra races, though started with very 
little notice and only a portion of the camp knowing of them, had 
seven and five entries. 
The B canoes are evidently the fayorits, ninéteen finishing in one 
race to eightin Class A. ‘The popular sizes are ranged between 14 and 
15fb. Mlength and 30to $l4gin.in beam. The Ellard is probably as 
gzracetul a model as any ald has excellent qualities all through, The 
balanes lug sail was the favorite, though there weretwo boats with 
fhe Stoddard sail which brought its good points out in strong relief 
by carrying off a first prize each, and taking excellent positions in 
races hot won. The Albany cross between the lug and the lateen also 
had many supporters and certainly is anexcellentsail. Lateens pure 
and simple were in the background with the exception of that belong- 
ing to Girofle, which demanded attention by its siza and cherubic 
piak, Gliick won Byent X, with lateen sails, by pointing up better 
than any Of its rivals in a very light breeze, 
The Jap, undoubtedly the fastest canoe, in moderate weather, at 
the meet was ruled out of Event TY. for being over the limit, West 
sawed 4 piece of his stem-post off above water line, and thus brought 
tlie dimensions within bounds, A ruleisarule and should be ob- 
served to the letter, If we will build overhang we must suiter for tt. 
The Hurry-Scurry race (Canadian) proved a very interesting and 
comical event, and will no doubt be on the bill another year. No 
land and water race was tried this year, and unfortunately for many 
the sailing and paddling race had to be abandoned for lack of wind 
and time, If it had come off. the three eanoes with records in the 
fiwenties, Snake, Helena and Dot, would each have stood excellent 
‘haneces of beating Hillcrest’s record of thirty. 
Where were the Pearls? We have all heen taught that in sailing 
they cannot be beaten—for look at the beam, the ballast they carry, 
and the spread of sail. It would be unjust to their owners to say 
they wete not sailed well. They were manned by old-timers, and 
haye certainly more moderu improyements than the majority of 
other canoes, Was there not wind enough for them? Surely, for in 
New York Bay it bas been shown over and over again that smooth 
water and light winds are most favorable to the type. The Tramp 
won the challenre cup under these conditions, and was woefully 
heaten in a strong northwester with a good tunible to the water. The 
Queen Mab experienced a hike fate, also the transient Ripple to some 
extent, The Pearls as river crisers and paddlers certainly are not 
successes Wherein then does lie their good points if the lighrer 
hoats beat them under sail alike in heht and heavy winds? Where? 
The only heavy canoe yet builf which has given promise of great 
thines is the Guenn, and she has not yet been properly rigged to give 
her atest. The tendency of the majority can safely be stated to be 
in the direction of a canoe of the lighter B class, built to sail without 
lead ballast, and provided with some kind of a conveniént folding 
board, and, may weadd, the Stoddard drop rudder, 
Was there a canoe at the meet that had attended allfour A. CG. A. 
meets? We think nof one. Several fhere were that hays been at 
three. Did any of our readers who were on Delaney Point see the 
eanos Orford? If so, did you know that this same canoe was Warn- 
ham’s famous Allegro, in which he cruised along the Labrador coast, 
and. before that ermise even had the honor of being Mr. Alden’s 
Shadow, and the original of thatname? Shadow No, 2 Jaunched and 
sailed before Shadow No, 1) is owned by Mr. Chase, and goes by the 
name of Bubble, Many have heard of her. She was not at the meet. 
Oh, no, Dot was Shadow No, 8, also in the water before her elder sis- 
ter, alid af the ‘84 meet with sails and hull the same as in *82 and *k8— 
Lake George and Stony Lake, and still feared—a little. 
With the experience of °S4, 4 one-canoé rule, a programme of races 
published not latter than Jan,1,and the fixing of Delaney Point as 
the place of meeting, the '85 meet should far surpasss any former one 
in interest and excellence, number of entries to the various events 
and grace of performances—and it will. Think it over. 
THE CANOES OF 1884. 
Cc is a most gratifying feature of each yearly meet to those who are 
really interested in canoeing, to notice each year the improve- 
ments plainly visible in the model, build and equipment of the canoes 
presebt, and at no previous meet was there so marked an improve- 
ment visible as at the last. 
Several attempts to ascertain the exact number of canoeists and 
canoes present failed, but a fair estimate of the latter would prob- 
ably be 200 canoés on the island at various times during the two weeks 
of the meet, The amount of money that this fleet, with tents and 
equipments, represented, was not far from $20,000, in fact more if 
anything. The stroller along the north and east shores early in the 
taorning might inspect at leisure the finest pleasure fieet of very 
small boats ever brought togecher, and certainly mueb of value might 
be gained by a careful examination, 
Most prominent of course were the lapstreaks, by far the best 
method yet devised for a light boat. Of these the most numerous 
were of the somewhat peculiar build originated by Mr. Rushton, and 
made 4 specialty by him, the collection including some 6 or § distinct 
models of various dimensions. These boats are handsome in finish 
and certainly have proved themselyes very strong and durable, but 
we cannot consider them equal, for strength and lightness combined, 
to the usual build of lapstreak with rivetted joints and fewer ribs, Of 
the latter the Everson canoes are good specimens of strong anda sub- 
stantial, yet light work, as fav as the hulls are concerned, though the 
déck arrangements are not what they might be, and there is yet much 
room for improvement in fittings and detail. Hill and planking show 
excellent work, but marred by cheap strips of walnut instead of ma 
hogany in beading and on deck, and an absence of the mahogany 
wale usually found in the best canoes, that is not compensated for by 
@ superabundance of nickle plate. In fittings these canoes still have 
the old hatches fore and aft on deck, to make room for which, the 
mast tubes are both placed so far inboard that the amount of sail now 
considered necessary can only be had by using a jib, The steering 
gear, 28 in fact in the Rushton canoes is still capable of much ini- 
proyement, while the rudder and yoke furnished with the Shadow 
canoes is awkward and clumsy in the éxtreme. The straight keel and 
heel to sternpost are also out of date, and might well be altered. 
Thereis so much really good work in the essential parts of these 
eanoes, thatitis great pity that the details are not up to the same 
standard, Canoeing has changed radically since the first Shadow ap- 
peared, and canoes to keep wp with the sport must change too. Some 
of the boats turned out this season by Mr, Myerson are years ahead of 
the so-called Shadow as now built. 
A good specimen of bag Dae work is an old Spanish cedar canoe 
in three sections, a Rob Roy of 17ft. length, built in Hngland, we be- 
lieve, by Kiffin, of Hammersmith. Somehow the planking on this 
boat is laid in better form than on our boats, and the same may be 
said of all fairly well-puilt Hnglish canoes, though they are inferior 
in many respects, notably in timbering, to ours. The nails are smaller, 
the planking so laid off as to give better lines, and the laps and jomts 
moureneatly fitted, The sanie peculiarities ave noticed to a certain extent 
in some of fhe earlier American canoes, a good specimen of which is 
the Payche, built by Jarvis, of Ithaca, and now in the New York Chub, 
The Eaglish boat mentioned ahoyeis made in three sections, which 
ean be fastened together by thumbscrews or taken apart for ship- 
ment, and lias traveled in almost all parts of the world. 
Lying near by her is the only specimen, but one, of a canvas canoe 
present, a folding canoe invented by Dr, Douglas, somewhat on the 
plan of the Berthon pelos boat. These canoes have more of a boat 
form to them than any folding boat we have yet seen, and should be 
well adapted to small yachts, The one in question is an olf boat, and 
the later ones are much improved. The open Canadian canoes, mostly 
of vib and batten build, seem to be very strong and light, but this mode 
of building is better suited to them than it would be toa decked canoe 
of the ordinary model, 
Before leaving the lapstreaks, we must mention the Toronto canoes 
as ood specimens of clinker build. The Isabelis smooth built, halt 
of each plank being rabbeted out, the planking being 34in. thiclr, 
making her sr vee te an heayy, Hyora and Sapphire are both well- 
huilt boats, especially the latter, which is one of the best of the 
heavier Glass of canoes we haye ever seen, being yery light, about 
?5lps. for hull, including two centerboard cases; her workmanship 
is good throughout, though, asio the other Toronto canoes, a white 
deck detracts from the appearance. Last year we heard a good deal 
about a new method of construction, narrow strips of wood blind 
nailed together and covered with canvas, which was highly spoken 
of, but it does not seem to have stood the test. Two or three of these 
boats were present this year, and at least two of them leaked. With 
such a mote of building a lealc must be fatal, as it cannot be repaired 
as in a lapstreak. ' ' 
Another new method of building is that adopted by the Ontario 
Canoe Company, in which the hull is formed of pieces about lin. wide 
and:i-16in. thick, tongued and grooved together, these being cut to 
lengths, steamed and bent oyer a mould, either in longitudinal strips 
or around from gunwaletogunwale. They are firmly held by keel and 
gunwales, aided by cement in the joints, and make a handsome, light 
and apparently durable boat, They are mostly built on the model of 
the open eanoés, but may be of ary model and decked if desived. 
They have Stood the test of séveral seasons, and promise to last well. 
The Racine Canoe Company were represented by only five boats 
this year, although many present had formerly owned canoes of their 
build, while no paper boats were present, they being practically dis- 
carded by canoeists. Of the nondescripts the most prominent was a 
large zine canoe, while several birehbarks were also present, 
Passing to the question of dimension, the tables ublished last week: 
in the Former AnD SiREAM are most instructive, showing the canoes 
actually used by our leadimg canoeists, and as an actual record far 
more yaluable than any mere theories can be, The list shows 46 
canoes taking part in the races, 7 open Canadian and 89 decked, Of 
the former 6 were 16ft, long, 1 each of 31,30, 28 and 27in. beam, and 2 
of 26in,, the seventh boat being 16x29, an odd size. An average of 
these sizes would show about 1628, but most of the single canoes are 
nearer 1626. The 44 decked canoes were made up as follows: 
f 
33—4 
18 xM@ 1 | 32—1 
ip a atig fer 430-8 18027 
14.996 —1 146X439 <3 144x808 BB—2 12520144 
14 8311441 (28 —4 [S75 
An average of thes sizes, excluding the 18X24 canoe, gives a 
length of i4ft.and beam of 29¥4in, Out of the 34 canoes, 16 are 14ft, 
long, and Jl are 30in, wide, and we venture to predict that in tha 
future, if the average plan be adhered to, 1530 will be found the best 
size for all-around racing as well as cruising, with, of course, a 
class of smaller canoes for riyer work of 14%27ia,, but the canoeing 
of the next few years will be done in id to 15x30 boats. It will be 
noticed that in the list appear some half a dozen boats of odd sizes, 
mostly by amateurs or small builders. A few years azo there was 
some excuse for such boats, as there were no limits established, and 
no knowledge as to which was the better size of boat, but all this is 
how changed, as shown above; the dimensions are fixed with suffi- 
cient accuracy by common usage, and the A, CG, A, Rules, i5x3ils, 
1530, 1430, or 1427 will all give good boats, leaying full scope 
to the designer as to model and details, and will diminish greatly the 
labor of regatta committees. 
A word of caution is needed to those who buy or build, know the 
dimensions of your boat, and have her a fraction inside of the 
measurement, so as to avoid any possibility of dispute. At the last 
meet one boat had come several hundred miles to race, only to find 
that she was Tin. too long for her class. A liberal application of the 
handsaw at each end, and a straining of the rules of measurement 
allowed her to enter im a mutilated condition, though liable to a pro- 
test, if any one had cared to make it. Another canoeist came to the 
line in a boat which he had used for several seasons, and was much 
disappointed to find that it was but 27in., while he had supposed it to 
be 30, leaving him out of the race. 
Many of the models present were very handsome, but some, though 
good boats, are capable of much improvement in appearance, being 
unfair and boxytooking. The Canadian canoes, both of the ordinary 
build and the Ontario, certainly have yery handsome bottoms, fair 
and easy lines, without any hollow to the water-lines; but their com- 
pressed sheer does not add to their beauty, 
Of the larger canoes, the handsomest were the Sapphireand Evora, 
by Glendenning, of Toronto, who has built all the boats of the Toronto 
C, Q. Sapphire was commenced but three weeks before the meet, 
but was partly built by her owner, Mr. Bridgeman, Her lines are 
much easier than the Pearl, though a boat of the same class, Her 
dimensions are 14,6>¢3214, with good depth, fitted with two center- 
boards, one forward and one aft, giving good sleeping room. Includ- 
ing the two centerboard trunks, her weight is but 75 pounds, both 
boards being movable, and she is the bestspecimen of this type of 
boat we have yet seen, IJsabel and Boreas are already pretty well 
known to canoeists, beth being Pearls. They are fitted with two 
boards each, the larger orforward hoard being im two pieces, the inner 
one Slipping out readily. 
The canoes of the future will be all centerboard, without doubt, and 
the question of which board is perhaps the most discussed of all by 
canoeists, The double board offers the best solution for a moderately 
deep canoe, if the work is thoroughly well done; if not, they may leak 
and cause much trouble. With one board forward and another well 
aft, the center of the boat is unobstructed, the balance may be pre- 
served under almost any Change of sail,and the boat may be handled 
to perfection, The dagger board of the sneakbox, seen a year or so 
ago in many canoes, was not represented at this yeai”s meet, and 
probably is a thing of the past, as far as canoes are concerned. 
Two varieties of folding board are now before the public, the At- 
wood and Child's, The former occupies some space in the middle of 
the camoe, which is an objection, and being made of iron, is not 
adapted for salt water. The latter has the advantage of being en- 
tirely under the floor of the canoe, out of the way, except a hinged 
rod, by which itis lowered. It is also made of brass entirely, so it 
cannot corrode, and from its construction is very stiff and of good 
shape in the water. 
Next to centerboards rudders claim the attention of the canoeist, 
and this year there is a new form, the drop rudder. The idea is an 
old one, but it has only lately been applied to canoes, those of the 
Mohican Canoe Club all haying them. The rudder is made of shee 
brass nickleplated. a portion of it being hung so as to drop below thé 
keel like a centerboard. Weshall shortly give an illustration of it, 
so will not describe it in detail here, 
One invention is much needed in canoes, and that is someé mode of 
attaching the rudder to the boat quickly, surely, and without moy- 
able parts. he best plan now in use is the long pin, but this is liable 
to be lost at any time, and is difficult to adjust in rough water. 
[To BE CONCLUDED NEXT WEEE.| 
+ a = 
MOHICAN C. C. 
PAHE second race for the Oliver silver cup, for Class A and B vanoes 
Sailing together, with limit of G0ft. sail, came off on Thursday, 
Aug. 28. The prize was offered to et general sailing in the 
elub and to demonstrate the possibility of the two classes competing 
when sails of equal arex were carried, Hach winner holds the cup for 
amonth untilit has been won three times by the same person, in 
which event it becomes his property and the races close. Last month 
it was won by Mr. P. H. Wackerhagen, and yesterday he again easily 
led all competitors. 
The race was calledat 5P.M. Capt. C. Piepenbrink, starter and 
judge; Messrs. Hilton and Palmer, timeleepers; Mr, Fernow, clerk of 
the course, Course triangular, 1 mile, twice around. Race, 2 miles, 
The wind blew heavily from the south, against current and ebbing 
tide, raising a heavy sea. Hntries: 
Thetis, Class B, P. Wackerhagen, Mohican settee...., ...........56ft 
Annie O,, Class B, L. Thomas, leg o’ mutton main and dandy... .60ff 
Henrietta, Class B, W. Wackerhagen, Mohican settee............. pbft. 
Marion, Class A, RK. S. Oliver, Mohican settee........,.... ATE. 
Lasca, Class B, G. Thacher, Mohican settee............... . 52. 
The start was made dead before the wind, the boats ing the 
line in the following order: Lasca, 5:19:25; Thetis, 5:19:36; Marion, 
5:19:26: Henrietta, 5:19:40; Annie O., 5:19:44, 
The Lasea, Thetis and Marion were all bunched together for the 
first quarter, the Thetis drawing well ahead before the first buoy, 
and the Marion and Lasca rounding almost together, the latter ahead 
getting the inside, At the second buoy the boats were all in a bunch, 
with the exception of the Thetis, who steadily increased her lead. 
On the third leg the Marion was standing well for secund place, but 
lost by bad judgment of her crew in making an extra short tuck, and 
the boats rounded the third buoy, completing first mile in following 
order: 
Third buoy. Time. Third buoy. Tine, 
RHE TS 0. ac wie .6 35 385 01609 Marion...... ... 538828 0 19 02 
Annie ©,..,..... 563710 01% 29 Dasca.... 2... .m, 53840 01915 
Henrietta. .....-- 63735 0 17 55 
The wind, which had been blowing heavily and in squalls, nearly 
knocked the Marion down several times, but she held her own won- 
derfully with the B Class boats. On the second mile, the wind mod- 
erating somewhat, her crew clapped onthe dandy, giving her the 
full limit of 60ft,, and she began rapidly to close up, The Thetis 
ae like an atrow, constantly increasing the lead, and finishing as 
ollows: 
Finish. Time. Finish. Time. 
MHBhigay yok ke 55355 0 3429 Henrietta........ Option  (OIstaay 
Amnie @ ... .... 5 56 238 0 26 42) Marion... 08: 5 57 40 0 38 14 
Lasca did not finish, having been tangled up and driyen out of her 
course on the last quarter by a long tow. a. 
so ended one of the best contested and most exciting races of the 
season, the Thetis maintaining her previous good record, The Marion 
delighted her crew by her remarkable speed in keeping pace with 
B Glass boats in such a heayy sea and high wind. Next week the 
club champion race will be sailed, The Annie O, is the present 
holder of the pennant and badge. x 
CANOE GRUISE ON THE MISSISSIPPI. 
Editor Forest and Strean: 
As Dr. Guilbert, of Dubuque, informed me that you were glad to 
hear of canoe cruises, | write a few facts in regard to ours. As to 
our oulfit, we have three canoes 14ft. long 28in. wide, two of which 
are very near the Shadow model, fitted out with large storage com, 
partments. We varry sails, though depending principally on the 
paddle. We carry a small round tent, cooking utensils, blankets and 
provisions to Jast several days; also asmall camera, Three of us 
started from Dayenport, taking our canoes with us on board a Mis- 
sissippi steamboat to St, Paul, the passage taking four,days, After 
visiting the yarious points of interest at 8t. Paul, Minneapolis, Fort 
Snelling, Minnehaha Falls and Lake Minnetonka, we left St. Paul, on 
our eruise of 400 miles back to Davenport, on Aug.18. he river is 
at first comparatively narrow, but broadens as we descend, often 
dividing intonumerous sloughs, but as we have a government chart 
with us we have no trouble im keeping in the main chammel. On ac- 
count of the present low water the river is filled with numerous sand- 
bars, For the greater part of the distance it is skirted with high and 
often rocky bluffs, ranging from 400 to 600 feeb, and forming beauti- 
ful scenery, Good camping grounds are to be found almost any - 
where, and towns or citi¢s are passed every ten to Lwenty miles, On 
the 2ist-and 22d we massed through Take Pepin, a broad ‘expanse of 
the river bounded by high bluffs. We there encountered two gales, 
producing very large waves. We average Gyventy to thirty miles a 
day, though yesterday we made forty miles with ease, We occasion- 
ally rest by hoisting our sails or drawing our canoes on one of the 
raits which frequently go down the river, The Mississippi is an 6x- 
cellent river forsuch a ernise, as the strong current aids one the 
entire distance, except in the lake. We aré now approaching La 
Crosse, having lal't Winona, one of the prettiest cities on the river 
this morning. GR. Be. 
LA Crossn, Wis., Aug, 25, ° 
THE SAFETY OF CANOEING.—An unfortunate accid: . oy which 
a young man lost his life while sailing ina canoe at Springfield the 
other day has gone the rounds of the newspapers and brought out, 
from several severe condemnation of canoeing as a sport, “The 
Perils of Canoeing” has formed the subjectof numerous articles, but 
allshow evidence of having been written by persons wholly unac- 
usinted with canoes, Had the writers ever owned or used canoos 
they would coincide with jhe opinion expressed by every-practical 
canoeist that the modern cruising canoe, properly handled, is the 
satestof boats and will carry sail where many a larger erafi would 
come to grief—a fact which bas been pubto proof time and again. 
Primarily, the paddle is, of course, thé motive power of a camne, and 
until the use of this is thoroughly mastered one should no more at- 
tempt fo sail than a beginner would essay trick riding on a bicyele. 
It has been repeatedly stated and truly, too, that no person unable to 
Swim should become a canoeist, bub many such haye cruised hun- 
dreds of miles, relying for safety onthe air chambers with which 
every legitimate canoe is fitted and which makes it practically a lite 
boat capable of sustaining its crew and cargo é¢ven when filled with 
water. That occasional disasters, which are almostinvariably caused 
by recklessness on the part of the victims, should be allowed to con- 
demn a manly, healthful and invigorating pastime is manifestly un- 
fair. Baseball, bicycling, yachting, rowing, horseback riding, and a 
score of other forms of recreation might justas properly be placed 
nuder the ban, yet who would hays them all suppressed? And in jus. 
tice to canoeing lef us not charge upon ib the results of individual 
carelessness, while thousands are finding it the means of gaining ja- 
creased health and pleasure. Rather let a word be said inits fayor, 
calling especial attention to the standing of its devotees and its entire 
freedom from betting, gambling and the accompanying evils of pro- 
fessionalism, which haye degraded so many popular sports.—Glytie, 
in Lowell Daily Cowrier, 
DOWN THE SUSQUBHANNA,— Canton, Pa,, Aug. 25,—Two of us 
have just fimshed a cruise over the Chemung and Susquehanna rivers 
from Elmira, N. ¥., to Northumberland, Pa., in cedar canoes weizh- 
ing twenty-six pounds each. We found the water exceedingly shal- 
low in the rifts of thé Chemmmg and Upper Susquehanna, with one 
or two bad rifts lower down. At Laceyville and Berwick we found 
rifts through which we did not care to risk our boats. We took the 
canal from Nanticoke to Berwick, a distance of some twenty miles, 
avoiding the dam at Nanticoke and rift at Berwick, Otherwise, we 
had no difficuity, and brought our boats through without injury and 
without an upset. We occupied seven days in the crnisé, and found 
it throughout a yery pleasant one.—C. EH. B. 
BAYONNE CGC. C. ANNUAL RACES,—The annual races will take 
place on Sanirday, Sept, 13, at 4 P. M., off their club house on Newark 
Bay. The races wili bé open to members of all canoe clubs. Tao 
races willbe: Tirst, 1 mile paddling; second, 38 miles sailing; third, 1 
mile tandem; fourth, paddling tandem, lady and gentleman: fifth ¢ 
upset race. 
Hachting. 
——————— 
FIXTURES. 
Secretaries of yucht clubs will please send carly notice af pra 
posed matches and meetings. 
Sept. 4.—Salem Bay Y, C., Second Championship Mateh. 
Sept. 6.—Beverly Y. C., Marblehead, Special Match. 
Sept. 6.—Hull Y. ©., Third Championship Match. 
Sept, 11.—Quincy Y. C., Last Race. 
Sept, 11.—brenton’s Reef Challenge Cup. 
Sept. 18.—Boston Y. C., Ladies’ Day, 
Sept. 13.—Boston Y. C., Fall Matches. 
Sept. 14.—Quaker City Y. C., Review and Cup Race, 
Sept. 28.—Quaker City Y. C., Review and Harbor Cruise. 
Oct. 5.—Qualer City Y. C., Closing Review and Cruise, 
SHIP LIGHTS AND RULES OF THE ROAD, 
il Faas late unfortunate collision by which a large portion ot the 
navy of the United States was sunk by a common trading 
schooner has awakened 4 fresh interest in the question of collisions 
atsea andthe means for their prevention, and great as the loss is, 
the old *' *Poosa”’ will not have been sacrificed in vain if the resulting 
discussion ends in a revision of the rules. We copy from the Hvening 
Post aletter from Commander Gorringe on the subject, embodying 
several valuable suggestions. His remedy certainly seems feasible, 
and the extra trouble and expense of the proposed lights small com- 
pared with the increased safety ensuing from their use. 
Besides the objection to the ordinary side lights which he mentions, 
another is offen noticed in crowded harbors, where one or both side 
lights of a tug are often masked by barges to which she is lashed, no 
extra light being displayed. A 
Apart from the adyantages on the score of colorblindness and in- 
feriority of the green light, the proposed system of range highs will 
give a much clearer idea of the position of a vessel than that now in 
use, while it removes entirely the objection in the case of an overtak- 
ing vessel. The subject is of vital importance to all who travel by 
water, and we hope to see now a thorough cliscussion, and, if possi- 
ble, a revision of the existing rules. 
To the Editor of the Mvening Post: 
The frequeney of collisions between vessels and the loss of life and 
property resulting therefrom are worthy of the most serious consid- 
eration and discussion, Hardly a day passes without a collision being 
reported. (About half the reported coiisions find their way into the 
news columns; the remainder are recorded ouly in journals devoted 
exclusively to maritime affairs.) Besides those reported, it is proba- 
ble that a majority of the vessels that are missing have been los 
through collision. Of all the dangers attending ocean trayel, the 
most dreaded is that of collision; it generally occurs at night, always 
without warning, and in a majority of cases with disastrous results. 
The most experienced seamen dread it most, the reason being that 
beyond a certain point. experience and caution cannot prevent colli 
sion ander the present system of rules laid down for the guidance of 
mariners. The imstinct of self-preservation is as strong in mariners 
asinlandsmen. Tt is customary and it is natural for the press and 
the sufferers to fix the blame on the captain or officer in charge of 
oneor the other vessel at the time of collision, but ina majority of 
cases this is unjust and mhuman; inhuman because the unfortunate 
mun, already deprived of tis oceupation by the loss of his yessel, ix 
pursned as soon as he reaches land and punished by MS Gea him of 
the right to occupy # similar position on another vessel. 
The prime cause of all collisions is found in the ‘‘rules for prevent, 
ing collisions on the water’ adopted and enforeed by civilized na- 
tions. Wor preventing” substitute promoting, and the title would 
beapplicable, Section 4,233 of the Revised Statutes, embodies the 
rules relating to seagoing yessels; they are seven innumber. Rule 1 
deiines the term steam and sail vessels; rules 2, 8, 4, 5, 6 and 7 
designate the lights to be carried by the different classes of yessels, 
and fix their position and range. hen follows a series of diagrams 
“intended to illustrate the working of the foregoing system of col- 
ored lights," The diagrams are seven in number; they represent 
vessels approaching each other in certain relative positions that are 
designated “situations.’’ Itis not necessary to reproduce or even to 
explain the diagrams in order to demonstrate the absurdity of the 
rules; this is made manifest by the fact that the “sitnations’’ in 
which two approaching yessels may lind themselves are limited to 
seven, and that all are based on the assumption that the vessels are 
proceeding at the same rate of speed, although this is not distinctly 
stated. Manifestly the possible relative positions are unlimited in 
number, and the rates of speed may vary from “steerage way” of a 
sailing yessel to the eighteen knots of the Oregon. But the origina- 
tors of these rules claim that the seven situations are merely i\lus- 
trations. The auswer to thisis that any system needing illustrations. 
must necessarily be defective. 
The system of lights is such that a change of course of one vessel 
cannot be instantly detected by the other, and there ate cases where 
the course may be altered radically, to the extent of five points, say 
60°, without detection from the other vessel. It is this uncertainty in 
the minds of the men who control the vessels, as to the movements 
of the other vessel, that causes collision, The perplexities of any 
situation are vastly increased by the impossibility of divining which 
of many possible courses, all in compliance with fbe rules; the ap- 
proaching vessel is going to pursue, The evil of the present system 
is therefore two-fold, and may be summed up in the statement that 
the lights prescribed by law do not serve the purpose of designating 
