SS6 



Forest and stream. 



[Nov. 19, 1885. 



hf^nTh^^ Stockholm Rowing Club 



ri^t- T ' '^'""■'^ ^ ^^"^ '^■''^^y- ^•■o'" members of th#cliib 1 

 receiYed every courtesy. They hove, so I was told, about 20 cauoes 

 t'^v! I'^r'- '^^^'^"-'"f^ t'' tbe various rnombers, but most ef them 

 ^pihrl f Slimmer resiUenoes of their owners. The usual 

 ' , tit appsai-s to be \vitb a rod trom the end of a half 



,>pn nrh p^V'''''\>''''; 1"''"'^'P e, aiid doop kec-ls Seem to be preferred 

 Si , ^?wi t th '**' f ''" shipped on ferrules which project 6 or 

 «L^rt»^ f ; ^'^'^ in ^'^^^k aud the spar is 



in %TttJ:^' '^T?-^,''- ^eatber was not very good whiie*! was 



1H flph f^' fi ^ ^ sailing;. Tt is, iiowevei-. a splen- 



did field for the saibim' canoeists. On Tuesday affernoon I sailed. 



soQie 9 miles di-tant. All ahmff the 

 ^^■'^ summer residence,^ of the Stoei^tioUn 

 people, each with Its HUle pier and bathing bouse, and of ten x\ith a 

 ^^^L^Tf''"''?''- inliabitants wish to go to town, they have 



I A ^ Passin,a: steamboat, of ^^•hicb there always seemed to 



and landed tor supper at an island (Feather Island). 



FISHIXO KO A T OK BALLA.ST LIGHTBB. 



On Wednesday, Aug . 5, tbe Oassy was rowed to the nearest point 

 to the railway station, Lanled out (with all on board), put on a lug- 

 ease cart and talcen to the platform. Fortunately I had the kind as- 

 sistance of the captain of the rowing club as interpreter or I don't 

 think I should ever have got over tbe difflcntties rai.sed by the rail- 

 %vay officials. As it was an hour and a half was consumed from leav- 

 ing the water to having tlie boat safely stowed in the lufrgage van. 

 The charge was made on .040 kilos - rjOblhs. by actual weighing— aud 

 came to about 35s. 8d. The railway vans are rather larger than ours 

 and the boat went in ver.y easilj-. At home she has to be tiunied half 

 over in order to get her into the pas^iengel• van and then she is a tight 

 fit. Twelve houis' traveling brought us to Gothenbiu'g. Tbere are 

 any quantity of lakes in sight all along the hue. After a day's cruis- 

 ing on tfje G5ta River, tbe boat was hoisted on board the Orlando and 

 on Sunday, Aug. 9, we arrived iu Htill after a good passage. There 

 were a good many emigrants on hoard who would persist in using the 

 Cassy as a seat or as a standing place for looking over the bulwarks. 

 I almost feared they would damage the boat, but when the canvas 

 cover was removed, there wasn t a crack anywtiere. 



For such a cruise as tbis, including living on board, I don' t think 

 you could improve on the Cassy. I used an A tent, coming down to 

 the outside ot gunwale, with two uprights and ridgepole, folding up 

 together when not in use, with tent wrapped around all. The up- 

 right A is stepped in the centerboard trunk and B at after end of 

 well, the latter not being used in the daytime, as the ridgepole, C, is 

 held' up by the rope, E. on mizzenmast. The entrance at the after 

 end is thus left clear. A guyline, T), is made fast forward. The tent 

 .uittons along the coaming. 



THE CASSY'S tent. 



The blanket bag is about 7fc, by 2ft. 6in., and is folded in ground 

 sheet. Large clothes bag fills space on port side of centerboard. 

 The part of deck under tent is very useful to shove things in at night, 

 so as to have them out of the way. For cooking, a small "flamme 

 forcee" lamp was used. The total distance traveled was about 200 

 miles. There is no current in any part. Tbe boat was much ad- 

 mired, and I was amused to find— through a Swedish friend— that the 

 newspapers remarked on the voyage of the "sport-loviDg son of Al- 

 bion-'" Cassy, H. Y. C. 



MEETS. RACING AND CRUISING. 



THE foUowmg letter fi-om Mr. W. Baden-Powell to the Field deals 

 with a subject that has lately been discussed in the Forest and 

 Stheam The writer puts very plainly and forcibly the place which 

 racing should hold, and also the valuable features of the meets and 

 the benefits to be derived from them by all cruising canoeists. Prizes, 

 with us, have of late years been pretty evenly distributed, and the 

 difficulty met with is men are apt to take fright at the name of some 

 well-knowTi canoeist aud make it an excuse to keep out of racing. 

 Last year some vei-y tine sailing was done by novices, and the great- 

 est number of prize's were taken b.y a new man, a comparative nov- 

 ice. The article quoted is the proposal of Mi-. Gibson for a senior 

 class. 



"Opmions seem to differ widely as to the best mode of promoting 

 canoeing. Itha.s been said, with truth, that popular racing fosters 

 cruising, and I for one assert, that popular racirg at canoeing centers 

 is the very blood of canoe life ; but it must be popular. The question 

 now before canoeists, and which wiU be brought up at the R. C. C. 

 autumn meeting is how to make racing more popular. I hold an 

 oyjinion upon the subject, whiob 1 sliall. with your perniis'^ion, publish 

 before the general meeting of the club on the 24th; but meantime I 

 am anxious to learn the opinions of canoers generally, whether 

 owners of classified or non -classified canoes, paddlers or sailers, or 

 mixed, as to the best means to attain this desirable end. It appears 

 10 me that canoeing is built up of three component Iparts— meets, 

 racing and cruising. I put meets first, as they should induce recruits; 

 racing second, as ib perfects a man in fitting and handling his canoe; 

 and cruising last, as none but an expert with a properly constructed 

 and fitted canoe should attempt to cruise, that is, beyond home 

 waters, for he will either drown himself, or wreck his craft aud eome 

 home disgusted. The common belief of a canoeist is that his canoe is 

 perfect, and this idea clings to him until he has met several other 

 ■'perfections," who out-sail or out-paddle him, aud show him novelties 

 m fitting and rig which he never dreamed of till he saw tbem—but 

 has dreamed of them ever since. Herein lies the use of 'meets,' 

 especially camp meets and inter-club meets. Racing holds outa bribe, 

 which works the canoer up to perfect his canoe and her fittings, and 

 to practice himself in bandlmg her. A novice at cauoe saiUng, for 

 instance, cannot win against an expert (bar flukes;, however perfect 

 a canoe he may ha^'e purchased ; as witness many a well-known 

 yachtsman who has attempted to win a canoe ''pot," and, no less, 

 rowing men who attenjpt for the first time to paddle. But it is found 

 that the existing bribe of racing is not strong enough to enslave a 

 large number of men, unless the almost certainty of a prize looms 

 conspicuously at the home end of the eom-se. The cry is that the 

 prizes are in the hands of one or two almost to a certainty. Well, 

 we are not alone in this state of things. In America they are suffer- 

 iDK from the same congestion, and here may I quote theu- views and 

 proposed remedy. * * =i= , . * . , , 



"American canoeing has made enormous strides m tne last three 

 years, chiefly owing to the benefits derived from the meets (camping 

 and racing)" of the American Cauoe Association. At these annual 

 meets the various clubs and independent members come together, 

 healthy rivalry is established to show tbe best sailer, the fastest pad- 

 dler and the most perfect camp outfit. The meet is continued for 

 some fourteen days, aud this is worth traveling some distance to 

 attend. Canoes, such as sailing cruisers and paddling cruisers, are 

 directly patronized, while unclaesed paddlers and sailing craft (ap- 

 proaching the genus "boat") are indirectly patronized. I have Utile 

 doubt that we in England should do much better were we to so 

 arrange our regular races that a man could enter with fair chance of 

 success both paddling and sailing races in the same canoe; as, for in- 

 stance in a naddUng race the canoe not to weigh less than a certain 

 limit-say, 150 pounds, representing an average craising canoe with 

 Stores Any canoe, then, of itself under weight would have to be 



weighted down to the standard. Thus, an eMpty cruiser and a loaded 

 paddler— weighing as near as may be the same- would paddle on even 

 terms as to weight, though still a slight advantage would hold to the 

 narrow paddler. 



"We might also well institute a race or two for unclassed sailing 

 canoes, such as canoe .yawls and so-called Mersey canoes (I say so- 

 called, because ray idea of a Mersey canoe has always been of the 

 nice little cruising: craft one used to see at Bond's at Birkenhead, 

 about bift.xSnin. and Tin. draft, not 18ft,xeft.x2ft.), I am .sure it 

 would i>e most instructive to see some sailing of these large craft, 

 say, on Hendou Lake, which, it may be remembered, is close to a 

 Midland Railway station; and a competition between them and R. 

 C. C. first class would be in'--tructive to both. The great difficulty in 

 the way of holding a meet near the metropolis, combined with rac- 

 ing, is that of want of suitable water. A camping meet, with a cruise 

 m company, can easily and pleasantly be carried out on the Thames. 

 If once train or cart is used, there are lakes in plenty get-at-able; 

 but this would only be advisjible for an inter-club meet on a large 

 scale, when traveling expenses would cheerfully be incurred in 6b- 

 taimng so desirable a result. 



"For the purpose of saiUng races I am in favor of adopting the 

 American limit to the weight of center-plate, viz., eolbs., and in addi- 

 tion tolimit the sail area. This would at once tend to equahze the 

 canoes in driving power, and leaving success to be gained by model 

 and handling: there would aiso be less out-building and out-monkey- 

 ing. In the second class, over and above 2001b. limit, ihcluding cen- 

 ttr-plate if any. I would allow water ballast, and limit sail area to 

 two thirds of first class area. 



"The record points as tried this season in the E. C. C, exhibit one 

 difficulty, and that is that in being spread over the whole season a 

 nian's chance of success depends on his attending every race, not as 

 in America, merely turning up and racing in all the record races at 

 one meet. However, a man who wins several pots and then fails to 

 turn up at one other race, whereby others get ahead of him in points 

 can always follow the puppy's tactics, who at the dog show having 

 blown himself out with a good dinner, was content to tell the attend- 

 ant to stick up a card 'not for competition' when the judges came 

 around." Naotilips, R. C. C, 



A DOCKRAT RACE. 



TAKING advantage of the general holiday on the 3d iust (Election 

 day) several members of theNewburgh Canoeing and Boating 

 Association arranged for a handicap sailing race. The course chosen 

 was from a stakeboat anchored off the "retreat" north to the red 

 buoy off Low Point and return, distance five miles, this course hav- 

 ing been chamed off on the ice last winter. 



The da.y was cloudy, wind strong and squally, flying around from 

 S,W. to N.'W. Water cold with a decidedly lumpy sea. Tide a strong 

 ebb. The following came to the stai-ting point: Seylla, 21ft., open 

 boat, Hudson River model, ri.g, mainsail, jib and dandy, and manned 

 by Commodore Bartlett and his two sons, Harvey and Fred; Ripple, 

 20ft., open boat, Hudson River model, rig large cat mainsail, Vice- 

 Commodore J. T. Van Dalfsen: Mabel, 17ft., New York Bay model, 

 sharpie rigged (two leg of mutton sails) manned by Captain Nate 

 Smith and his son Fred ; Jennie, ITft., Rushton open boat, rigged same 

 as Mabel, sailed by Harry Marvel : lolas, 15ft., Mohican No. 2 model, 

 Mohican sails, sailed by VV. Van Dalfsen; Wenonah, 1.5ft. Peterboro 

 canoe, sailed by G. Edgar, Jr., rig, a corabinaiion sail of his own 

 design. 



The run to the buoy was made under full sail, and the little craft 

 fairly flew over the water. Mabel held the lead for half the distance 

 aud was then passed by Wenonah, and both were a little later over- 

 hauled by Seylla. 



The latter turned the buoy first, followed aiiiin. later by the 

 Wenonah, with Mabel a minute behind her. the others considerably 

 away. On the run home all used theu- reefing gear with the excep- 

 tion of Seylla, who made the whole run under full sail. Luffing, 

 easing sheets, doing graceful and ungraceful balancing acts and 

 paking plenty of water aboard was the order of the day; and all were 

 glad when the staseboat was passed and they could amuse them- 

 selves by wringing out their clothes and emptying their craft of 

 water that they thought did not belong there. " The result was as 

 follows: 



Start. Fmish. Elapsed. Corrected. 



Seylla 3 46 00 3 40 00 54 00 54 00 



lolas 45 00 4 04 00 1 19 00 1 1.3 CO 



Wenonali. . 2 45 00 4 05 00 1 20 00 1 14 00 



Mabel 40 00 1 06 .30 1 20 30 1 16 30 



Ripple a 45 00 4 03 tX) 1 18 00 1 17 00 



Jennie... 2 45 00 4 10 00 1 25 00 1 '21 00 



The Commodore takes first prize— one of Prang's new pictures of 

 the finish of the Puritan— Genesta race; W. Van Dalfsen second prize 

 —a handsome .silk ''Dockrat" flag. SK.A.SHKt.r,. 



SOME QITESTIONS ABOUr SNEAKBOXES.— A correspondent in 

 England asks the following questions, most of which have at times 

 been answered in our coliunns. The cost in New York would be nearly 

 $100. Lyman's oars are among the best. "London, Eng.. Oct. 19.— 

 Editor For e.si- at I (i Stream.: I have been waiting to hear something 

 more of the sneakbox at yotir late canoe meet, but from your paper 

 I see it was not represented, or if so mention is not made of it. and 

 wanting to know more about it than was published last year, if you 

 can will you kindly answer the following questions: Will it be safe 

 for a beginner? Does it row easily, and if it has any faults what are 

 they* Who are the best builders, and about the cost f. o. b. at New 

 York? Who are best makers of how-to face oars?- G. Atkins." 



WATERPROOFING TENTB.—Editor Forest and Stream: WiU you 

 please ask "Nessmuk." through the columns of your paper, if the 

 waterproofing process which he mentions in ''Woodcraft" is also 

 good for canvas tents. If so how much lime water and how much 

 alum is required for a t«nt 6ft, high, fift. wide and 8ft. long. If it is 

 not good for canvas, can he or any of your correspondents tell me a 

 good waterproofing for canvas which will turn a heavy rain for hours 

 and days if necessary.— Red BREAf5T. 



OFF FOR FLORIDA.— Dr. Neidfe called on us this week before 

 sailing for Florida. He will be at Jacksonville during the winter. 

 Mr. George W. Andrews, of Painesville, Ohio, also a canoeist, accom- 

 panies The Doctor. Mr. Hugh 1j. Willoughby (Windward) also visited 

 us last week on his way from Newport to Florida. The yawl Wind- 

 ward is laid up at the former place and the canoe Windward will soon 

 be launched again at Jacksonville. 



"CANOE HANDLING."— Extract from a letter to the author from 

 Mr. C. H. Farnham, author of "Labrador," in Harper's Monthly: 

 "I have just read the last pages of .your clear, sensible and interest- 

 ing 'Canoe Handlmg.' 1 like it very much.' ' 



COST OF "DE.IA'S" BOAT. -The cost of the little boat described 

 hy"Deja" is given by him as follows: Hull and ballast, $100; five 

 sails and two flags, §28.75; fitting, $7. Total cost, $1.35 75. 



Address all communicafions to the Forest and Stream Publish- 

 ing Co. 



WHOSE WATERLOO? 



INASMUCH as every point in my review of the Genesta-Puritan 

 matches was supported and demonstrated directly by the evi- 

 dence of third parties, it does not seem necessary to reply to the 

 inaccurate imputations and the unsupported, one-sided, individual 

 assertions ot your correspondent "Cape Cod." 



Neither has the letter from "Reader" any particular import, except 

 that its conclusions bear me out in the estimate I placed in my review 

 upon the relation of type to speed. But I hardly crave indorsement 

 from "Reader" or any other amateur source. 



Permit me to say that sustained effort on my part in behalf of the 

 cutter in America has come to a close with the review in question. 



The cutter and her modifications have now been so extensively m- 

 troduced in our waters that they can henceforth be trusted to survive 

 opposition on their own sterling merits. . 



Fighting against enormous odds from the start of my campaign for 

 reform with trifling weapons and small opportunities, it is likely that 

 i have sinned agatust the precious decalogue of prim propriety in tbe 

 heat of what I conceived to be a good and just cause. 



Possibly the difflcuUies with which I had to contend will serve as a 

 sufficient excuse among those who can appreciate the weight which 

 had to be lifted in the task I set myself some five years ago. 



And possibly there are not a few who will detect in the American 

 fleet of to-day a regeneration attributable to my labors, at all times 

 single and disinterested. 



There may be even those ready to concede that but tor my expos- 

 tulations the Cup we covet so much would not now be in our posses- 



'''For a verdict upon such results as may have been achieved through 

 one scratchy pen as a lever, good will as tbe power at its end and 

 truth as the fulcrum, I am content to abide by the decision of years 

 yet to coine. 



■ Until the smoke of the battle lifts that the field may be coolly sur- 

 veyed it is reward enough to know that light bas been shed ui many 

 a dark place through an agitation in which the undersigned was a 



nrimfi mover. G KtTNHARDT. 



A CHALLENGE TO AMERICAN YACHTS. 



THIS season's racing seems likf^ly to revive inteniational yacht 

 racing, as British yachtsmen are not likely to accept quietly 

 the defeat of one ot then- fastest yachts, a far better boat in her class 

 than any previous challenger; while at the same time two of our 

 challenge cups are now waiting for us on the other side. Galatea 

 has already thrown down the glove for next season, and now comes 

 another challenge from a no less notable competitor, in the followine 

 letter to the London Field; 



Silt— As long aa tbe cup won by the America m 1S51 remains on the 

 other side of the Atlantic there will be an inducement for the owners 

 of our best yachts to go over and try to bring it back; but it seems 

 to me a pity we have not some similar attraction on this side for 

 which such vessels as the Puritan might think it worth while to visit 

 our shores. I will endeavor to supply this deficiency. As has been 

 often pointed out in your columns, the America took the R. Y. S. 

 cup from a very moderate lot of English yachts, the two best, the 

 Alarm and the Arrow, being out of the race, the latter having run 

 aground, and the former going to her assistance. Consequently the 

 trial, internationally speaking, was of no value. In the following 

 year America met Arrow at Ryde, also for a Queen's Cup, and great 

 mterest was excited among yachtsmen anxious to see what the cut- 

 ter could do with the schooner, bar accidents. The result was that 

 Arrow beat her decisively, Lord Londesborough's Mosquito being 

 next vessel (only one second behiud Arrow), and then at some dis- 

 tance came America, and the last vessel was the schooner Zephyr- 

 etta. Mosquito's defeat of America, although as decisive as Arrow's, 

 need not be alluded to, as 1 am only concerned with the actual win- 

 ner of the cup. 



The difference between the race in ISHl and that in 1852 is this: The 

 latter was not, strictly speaking, an international struggle, inasmuch 

 as the America then belonged to an English nobleman and was 

 manned by an English crew: but, bar this, the trial was certamly 

 between representative vessels fTom either country, and these vessels 

 had not sailed a race together before. 



Moreover, no American yachtsman would despise or seek to under- 

 rate the weU- known capabilities of English sailors. In the match in 

 question, hi similai- weather and over the same course as in the 

 previous year, the American vessel took less time to sail ovei it, and 

 she was undoubtedly weh handled, and the Ajtow beat her when 

 before the wind, on which point of sailing the excellence of the crew 

 is more or less immaterial. There are two cups in the races for 

 which the Ameriea took part— one, the R. Y. S.. she t^ok away, and 

 the other, a Queen's cup, is in my possession. I propose to offer it as 

 a challenge cup, as the other has been, and I trust an American yacht 

 will come over and try to win it. While it remains here the value of 

 the othei- one is lessened, inasmuch as the American vessel which 

 won that lost this to an English yacht. 



1 must consider that the Arrow is the present holder, and I have 

 sufilcient faith in my old ship to think that, after some suitable alter- 

 ations, I should be able to make a gallant, even if a losing, fight in 

 defense of the trophy. I have not raced her for the last three years 

 because she has been so mercilessly boycotted by the Yacht Racing 

 Association, and made to measure thirty tons more than the Mar jorie, 

 though the latter is really the larger and more powerful vessel. 'How- 

 ever, with an American boat she would be on better terms, as the 

 "lead and canvas type" is not so much iu vogue over there and 

 stability is sought in the shape of the huU aud not obtained only arti- 

 ficially by hanging on so many tons to the keel. Your journal is 

 widely read in America and 1 hope this challenge will catch "theeve" 

 of some enterprising owner of cme of their beautiful sloops. It is, of 

 course, unnecessary now to speak of conditions, but I will name 

 three: 1. The challenging yacht must be a cutter or sloop. 2. The 

 best out of three races over the Queen's Cup course at Cowes, to de- 

 termine the contest; aud 3. Six months' notice to be given to me. I 

 ask for this because I should have to do so much to my old cutter to 

 make her fit to compete with a modern flyer. If any American 

 brother yachtsman will honor me with a reply, I shall be delighted to 

 hear from him at my home, Cranbury Park, "near Winchester. 



TANKEKyiLLE Cu.iMBEKLA YNE. 



Steam Yacht Amazon, Salcombe Harbor, Oct. 27. 



Though she has been rebuilt, altered, and to a certain extent 

 modernized. Arrow can trace her record back to 1823. and to-da.v she 

 is vastly dift'erent from the modern racer, being more like Puritan 

 than Genesta. Her length on wateriine is 79ft. 2in., beam 18ft. 9in., 

 draft lift. 8in. at heel of stempost, and lOft. 8in. amidshins. displace- 

 ment l06 tons, and ballast 40 tons, 13J^ tons of this having been trans- 

 ferred to the keel of late years. In wateriine length, displacement 

 and baUast she differs little from Puritan, having less weight outside 

 but at a greater depth. Her beam is less by 4ft. and her depth of 

 body, exclusive of keel, is greater. 



It is only within a few years that it has been generally understood 

 here that we did not own a Queen's Cup, and had never won one, but 

 if there is any desire to import such a piece of silverware, the owner 

 of the Arrow offers every opportunity to our yachtsmen. In this 

 case the question of measurement does not stand in the way, as Arrow 

 is penalized by the Y. R. A. almost as heavily as Puritan would be. 

 and from Mr. Chamberlayne's bold denunciation of the Y. R. A, it 

 would seem probable that he would not desire to race under such a 

 rule, but under one that is fairer to all models. His challenge is a 

 fair and manly one, and it now rests with American yachtsmen to 

 accept it in tbe same spirit in which it is issued. 



GENESTA'S PASSAGE. 



THE navigator of Genesta on her return trip, Capt. J. W. Saunders, 

 has just returned to New York by steamer, having left Genesta 

 on her arrival out. He speaks in the highest terms of her behavior in 

 heavy weather, as will be seen by the following interview in the New 

 York Herald, and bears full t,estimony as to her seagoing powers. 

 This rather contradicts the reports that have been circulated regard- 

 ing her performance in the Brentou's Reef race, but in the latter she 

 sailed \vith reefed mainsail instead of settmg a trysaU, as it was ex- 

 pected that the weather would moderate as the day advanced. When 

 she was near the finish, about noon, the wind was heavier than ever, 

 but it was too near the end to set a trysail, and to the end of the race 

 she was punished with her long boom. Her two Atlantic passages 

 have, however, fully proved her speed and ability as a seagoing 

 'essel. Capt. Saunders speaks as follows: 



"The Genes-ta is a wonder. I have never seen her equal as a sea 

 boat. The voyage was a continued series of surprises to me in the 

 way of her marvelous performances under adverse circumstances. 

 We had heavy, strong and baffling contrary winds nearly all the way 

 over and heavy seas, and it was amazing to see that Uttle devil get 

 through the water. 



"Our voyage began on Oct. 9 at 6 P. M. and ended at Gosport , 

 England. Oct. 28, at Si minutes past 9 A. M. She traveled 3,-300 miles 

 in 19 days, 10 hours, an average of about 7 knots against heavy seas 

 all the way over. The entire passage was made under reefed sails, 

 with the exception of two or three brief intervals only. The boat's 

 behavior throughout was beautiful. It couldn't have been better, 

 and every day developed some new good quality in her. There was 

 sea enough to have swamped any boat but her. Why— to give you 

 an idea how stiff she was— her two small boats were not even lashed. 

 A small piece of rojie was passed over them and run through a little 

 eye bolt in the deck. Two hundred pounds weight would have 

 loo.sened them. I never got ray feet wet but once. 



"I do not think the Genesta can be beaten as a sea boat, and I am 

 satisfied she lost her last race with the Puritan by carrying her top- 

 safl. I proved that theory to my satisfaction during the voyage. 



"The only accident we had during the trip was the breaking of the 

 jaws of the gaff on the 21st. There was not wind enough at the time 

 to counteract the heavy seas and keep her steady, and a sudden jerk 

 snapped the gaff. We repaired it by rigging a spar and chafer. 



"To describe the voyage more in detail: We got under way at 3 

 P M Oct, 9; passed Sandy Hook at twenty five minutes to 5 and the 

 Lightship at There was a strong wind from the northeast, which 

 had increased to a severe gale by 11 o'clock, and we were obliged to 

 heave-to At 5 o'clock A. M. we let her run again. The sea was 

 more regular and tbe wind moderated. We set the forestaysaU at 10. 

 The_flrst day's run was SOJ^^miles from the Lightship.^ 



_ acht ri 



the clubtopsail, ...^ - ^ ^. o 



weather. On thR 11th we had moderate uorth-nurtheast and north 

 winds, but heavy northeast sea, and the yacht jumped like a wild 

 horse From 8 P. M. to midnight we sailed 40 miles. The day's i-un 

 was 2i'2 miles On the l2th the wind continued northeast, and the 

 yacht made kniots in a heavy beam sea. We sailed 12 knots an 

 hour or 48 knots from b to midnight, and we lan '238 miles that day. 

 On the foUowiD.g dav, with north winds and heavy sea, we ran 10 

 knots an hour, and ti-aveied 240 mUes. It blew hard in squalls, and 

 we took in racing staysail and reefed lugsail. 



"On the 14th we had strong gales from the north and heavy seas, 

 and reefed the mainsaU, but traveled 200 miles. On the 15tn we had 

 northeast gales, which increased and there was so much sea during 

 the night that we lay to, but our run was 150 miles. Next day we 

 remained hove to, the seas running mountains high. The I7th came 

 in with a northeast gale and a tremendous sea. The weather moder- 

 ated during the night and we made 162 mfles. The 18th brought an 

 east southeast wind, but a heavy sea, and we ran 110 miles. On the 

 19th we had a smoother sea and an unsteady wind from the south- 

 east and made 11 1 miles. The next twenty -four houi-s was fine weather 

 throughout with light southeast breezes, 105 miles. On the 2l8t we 

 broke our gaff and made orly 96 miles. On the foUowiug day the 

 wind freshened to strong gales from the northwest and we travele 



