16 



FOREST AND STREAM. 



(.Jan. 28, 1886. 



THE CRUISE OF THE PILGRIM.-V. 



BY DR. W. H. WINSLOW. 



PENOBCSOr Bay is, in my opinion, the beat and most interesting 

 erui.-ing ground upon the Atlantic coast, but there is not a yacht 

 cJub from Whitehead to Mt. Desert, except one lately formed at Rock 

 land. A chain of small mountains lies along the western side from 

 Northport to Rockland, a distance of about sixteen miles, and there ace 

 numerous high promontories upou the eastern side .until the eyes 

 rest upon Green Mountain, the highest portion of that magnificent 

 island, Mt Desert. It is not deserted as the French thought. There 

 are many $100,000 villas at Bar Harbor, and deer have been shot in 

 the forests this season. J 



There are hundreds of pretty wooded islands, worth from one 

 dollar apiece to many thousands, in the lower bay, and many of them 

 are being bought up by city men for summer homes. There are 

 many of the. cutest little coves, harbors and camping places along 

 the shores that one can conceive of; the water is deep and the shores 

 are bold for the most part; low tide uncovers flats in which one can 

 dig large, sweet, tender clams by the bushel, and the line of high tide is 

 covered with great quantiiiesof dry drift wood, the refuse of the many 

 sawmills up the rivers, which will* get up a good hot bed of toals for 

 a clambake in the shortest possible time. Flounders, tommy-cod 

 euuners, salmon, lobster and the frisky sculpin are there in abun- 

 dance. Crows, gulls, loons, ducks, snipe, partridge, squirrel and 

 seal are in sufficient quantity to keep the guns from rusting. There 

 are many places of picturesque beauty worth visiting, and a few of 

 historic interest, of which Fort Point and C'astine are the most, cele- 

 brated. Witbiu easy sail of everywhere, one can find cities or 

 villages where he can get letters, newspapers and supplies. Every- 

 thing is good and cheap, the people are kind and hospitable, there 

 are few tramps and vagabonds to molest things, and alt laws except 

 those pertaining to liquor are promptly enforced. 



But the crowning glory of the place is the magnificent sheet ot 

 sheltered water for comfortable, safe cruising. I climbed to the top 

 of Alt. Percival, one of the aforesaid chain upon the western shore, 

 and looked down and away at one of the very finest views I had ever 

 beheld, and that is saying much, for I have eaten bread in seven 

 kingdoms. The shore line could be followed to the right as far 

 as Owl's Head, to the left to Belfast, Searsport, Fort Point, then 

 crossing the noble Penobscot down to Castine, Cape Rosier and away 

 east into Eggernoogin Reach. Islands of every sizs and shape, culti- 

 vated or heavily wooded, lay upon the blue water as far as the eyes 

 could reach seaward. Before us was the long narrow Islesboro, with 

 the light-house and inlet of Gilkey's Harbor. Beyond the eastern 

 shore. Blue Hill shone blue and high above the surrounding land. 

 Eastward, the misty peaks of Mt. Desert could be perceived, and 

 southeast a dark heavy cioud upon the horizon represented Isle au 

 Haut. It was like looking down upon a map of blue and green and 

 gray — beautiful scenery, bold shores, few ledges, sheltered channels 

 and straightaway courses, all in view from the excellent roads along 

 the water line. 



My companion. E. L. "Williams, of South Boston, gazed at the 

 magnificent sheets of water upon each side of Islesboro, the western 

 and eastern ship channels, stretching from Belfast twenty-eight 

 miles to the open sea, and exclaimed, "What a splendid sheet of 

 water and what a glorious place for yacht races." But 1 con- 

 fess the place is a long way from Boston and New York for the 

 little craft to go, and without them, races would be as "stale as 

 soup without salt. Then the region gets up Genesta weather very 

 often after the middle of August, and before that time the fogs are 

 sometimes troublesome, so I suppose the New Yorkers will stick to 

 their sultry, shallow Sound, and do a tremendous lot of yachting at 

 the fashionable hotels all along shore from New York to Nantucket. 



We broke camp one day after dinner and got everything and every- 

 body on board safely, though the cutter was pitching her nose pole 

 under about every third sea. The wind was out S. W. and the bil- 

 lows were rolling right in from sea and getting heavier every hour. 

 Jack thought it would be better to start some other day. He was 

 not afraid, but he did not like the looks of it. When I helped the 

 boys to close reef the mainsail, be was more urgent in his desire to 

 postpone, but we had to get out of the bight or go ashore, and I did 

 not care to pile up a thousand dollars upon the rocks those hard 

 times. 1 loosed the Jib and tried to reef it, but the water was so wet 

 and 'cold, and my weight, ou the bowsprit made her pitch so much, 

 that I concluded she had better carry it. I had no staysail then, so 

 with mainsail well up. a lad at the jib halliards, the other boys at the 

 riding rope, and myself holding the jib sheet, mainboom and tiller, 

 we were ready for a cast. I had the cable hauled in pretty short, 

 watched the seas till a few lower ones came, threw the bow off shore 

 by the rudder and pushing the main boom out to port, had the an- 

 chor started and the jib run up quickly, drew the jib to starboard 

 and let go the boom. The next sea threw the bow off a little, she 

 swung arouud rapidly. 1 trimmed down flat, and she began to go 

 ahead before going one length astern. 



That's what one can do with a deep iron keeled cutter in a blow. 

 If we had east the wrong way, or sagged much before filling the 

 sails, we should have been on' the rocks. The iron keel and deep 

 sharp body made her obstinate; she resisted the insulting slaps of 

 the sea ; implied that she was not to be made a plaything of by 

 saucy waves; stood up firmly and obeyed her captain's wishes, and 

 brought us out of the danger. 



It was heavy weather and a very lively beat to windward. 

 The cutter lay her rail to the wator and' hung there. Puffs did not 

 careen her more than an inch or two, and she came up again lively. 

 The seas were heavy but she did not ship any. She rose and fell, 

 aud knocked them right and left, but only threw spray in our faces 

 occasionally. Sitting upon the windward seat of the cocspit, with feet 

 braced against the lee side, we watched the movements of the craft, 

 ready to start the jib sheet if necessary. 



A large steamer plunged by us and gave us a salute with her 

 whistle, while Tbeo, the passenger, had sea legs enough on to dip the 

 ensign at the peak, where it always was when we were under way in 

 sight of anybody. The steamer's people crowded to the stern and 

 swung hats, handkerchiefs ?nd parasols at us in admiration of our 

 gallant contest with the gala, and before she was out of sight, we 

 had rounded Cape Rosier, shaken out the reefs, paid off sheets, and 

 were flying a way from the following seas. It was a rapid run to North- 

 port, and wo were snug at anchor there soon after dark. 



The boys were given a run on shore and small parties of gentle- 

 men and ladies were taken out upon excursions of one or two days' 

 duration, and as every one down east understands picnicking and 

 camping out, we had most enjoyable times. There were always 

 mem bers of the party who knew all about vessels, so I had plenty of 

 help in managitg the yacht. 



Turtle Head is a high wooded bluff at the northern end of Islesboro, 

 owned and occupied during the summer by Dr. Davis of Chelsea, 

 Mass. The doctor has a very pleasant home in the midst of a fine 

 forest of immense spruce and pines upon the highest part of the 

 Head. He has beds for a dozen guests, a large supply of provender 

 and wines, geuuine Havana cigars, a perfect armory of sporting aud 

 warlike weapons, two boats, a boathouse, fishing outfits and signals. 

 One can see across the bay in every direction from the upper win- 

 dows, where a good telescope and marine glasses enable one to see 

 every sail approaching long enough beforehand to hoist the colors 

 upon the flag pole upon the edge of the bluff, and to load the little 

 cannon, which thundered a salute to every passing or visiting 

 pleasure craft. 



No one is allowed to hunt upon the Head ; the squirrels are quite 

 tame and will come at the doctor's call and eat walnuts at his 

 feet, while the unmolested seal lie in peace upon the rocks along the 

 shore. Nothing delights the amiable doctor and his wife and Jimmy, 

 the colored servant, so much, as a visit, and nothing can certainly be 

 pleasanter to the visitors than the hospitality for which Turtle Head 

 is famous. "We were therein stag parties and with ladies, shook the 

 doctor up in the yacht in "real cutter weather" just to show him 

 her qualities and to enjoy more ef his society, and we shall go back 

 again, sure of a hearty welcome, as every gentleman yachtman may 

 be also. 



There's only one objection to his paradise and that is the anchorage. 

 The wind and sea always seem heavy all around the Head. One may 

 van the noso pole against the rock3 aud have lots of water under the 

 keel, but there is no sheltering co^e and no soft bottom. The cutter 

 just picked up her anchor ancl walked away with it many times. I 

 left Bert in charge one day and went ashore for water, and when I 

 came down to the landing, ten minutes later, the riding rope was 

 straight up and down aud the yaohtwas rapidly drifting up river. 



Fort Point is just within the mouth of Penobscot River and is one 

 of the most picturesque and precipitous places upon the coast. 

 There is a large summer hotel near the rounded parapet of the old 

 1812 fort, and many pretty villas face the bay and line the road to 

 Stockton . The river widens just above the point into a lovely sheet 

 of water with excellent anchorage, and here we spent many pleasant 

 hours. One night at sun-set the northern sky became suddenly over- 

 cast by a dense black cloud that reminded me of some premonitions 

 of the hurricanes chat I' had experienced in the tropics, and I con- 

 cluded we were to get a regular sneezer. I got out the light, exam- 

 ined and cleared the extra anchor, tautened up things generally and 

 prepared for the worst. On it came, still black and threatening and 

 quietly settled upon us like a mantle, so that we could not see thirty 

 feet away. I breathed freer; there was no wind; it was a down east 

 fog that drenched the sails and covered the deck as if they had been 

 rained upon. We went below and played comfortable games of 

 euchre till midnight; then we slept till 8 A. M., when a man upon the 

 wharf shouted that breakfast was ready and we took our meal& ashore 

 (or a change, 



It is a pretty run from Belfast to Castine, up the Bagaduce River 

 and out again, across to Sabbath Day Harbor, along the shore of 

 Islesboro. past Hugh's Head, and around the southern end of the 

 isle, and up then between it and Job's and Seven Hundred Acre 

 Islands to Gilkey's Harbor. All the lower part of Islesboro and the 

 adjacent islands are owned by a Boston 'millionaire, who soes down 

 in his steam yacht and spends the summer in cruising and flsliing. 

 He has a range of sheltered water that is perfectly lovely, and upon 

 its shore I would I had a spot for camping, as I consider it one of the; 

 finest places in the whole bay. But I am not a millionaire, and I 

 probably could not buy if I were. It struck me this gentleman could 

 ' add much to his own happiness by being less exclusive. 



Gilkey's Harbor, at the upper end of the inland passage, is a fre- 

 quent stopping place for vessels in a storm, and h a most excellent 

 haven, sheltered upon all sides by the laud, and having the stickiest 

 mud bottom I have yet experienced. .We reached there one after- 

 noon and the boat was sent ashore for fresh wator. It was low tide, 

 Hats made off from the shore everywhere, and the boys had a long 

 pull before they found a landing. I was amusing myself studying 

 up the region with the glasses, when my attention was attracted to 

 some birds along the shore, and I made out a score or more Of gray 

 heron standing motionless in the mud. When the boat returned we 

 put in the guns and went for them, but we could only get within 

 about 800 yards and did not hit any with the rifle. The reports of the 

 guns awoke a flock of gulls behind some tall grass, who took to their 

 wings and sailed away with the cranes, making an evening concert of 

 discordant sounds. We pointed the boat for the yacht and beheld a 

 pretty picture. 



The Lincolnville Mountains lay In deep shadow across the bay with 

 the sunset glow showing over their peaks, forming a mellow back- 

 ground; the water was like a mirror, stretching from the distant 

 shore into the harbor, and reflected the rose tints of the western sky ; 

 the dark evergreen of forest of Spruce Island to the left, and the 

 low green point with the little white cottage aud lighthouse to the 

 right, framed the picture, and, midway between, lay the little Pilgrim 

 with her white mainsail and bull sharply defined upon the delicately 

 shaded water of the bay. All the details were so softly tinted, so 

 harmoniously blended and so exquisitely united, that we stopped 

 rowing and spent some minutes in rapturous admiration. 



It was getting late and supper was yet to cook, so we pulled to the 

 west and were soon aboard ancl hard at work at the cuisine. Jamie 

 and I landed on the island while the coffee was making and went into 

 the woods in search of the originator of a solemn caw. and came soon 

 upon the shore of an inland lagoon that lay dark and slimy in the 

 gathering gloom. Our eyes soon made out numerous heron standing 

 quietly by pools of water and we tried to get near them, but could 

 not, on account of. the treacherous ooze around Us. Then we vent ured 

 to shoot at loDg range, but the sounds awoke a score of ghostly 

 wings which vanished like the Flying Dutchman, and noneremained. 

 Then we sought the boat and practiced paddling wdth a single oar till 

 we arrived alongside of our floating home, where supper was ready. 



We started early the next morning, and in the Western Bay found a 

 lot of loons calling a storm. The boys got out their guns and fired at 

 them for hours while I sailed the yacht into their swimming places. 

 The shooters were sure they had killed a number, but we were not 

 able to find one carpus JMcti. I told them they had frightened the 

 loons so that they had gone down to the bottom and were holding 

 on to the grass with their teeth until we had gone away. A fine 

 breeze came in from seaward about 10 o'clock, and, as we sped up the 

 channel, the persecuted birds showed themselves in the coves and 

 laughed derisively at the amateur loon hunter's. 



COMPARATIVE POWER OF LARGE AND 

 SMALL VESSELS. 



Editor Forest and Stream: 



I have read with much interest the -discussions and the various 

 schemes that have been devised for equalizing the advantages which 

 the larger vessels have over smaller ones in yacht racing. But it 

 appears that a clear idea of the "What is it," that gives this advan- 

 tage is not fully comprehended by all the managers of yacht racing, 

 and that the law by which this advantage of volume varies with in- 

 crease of the dimensions of the vessel, is not well digested by the 

 average yachtsman. 



Volume of displacement, being a function of four factors, viz. : 

 length, breadth, depth, and a. coefficien^of form— usually called the 

 coefficient of fineness of displacement— if any one of these factors is 

 taxed, volume is sure, to come out under the other factors. 



The secret of this element— volume of displacement— lies in the 

 fact that it grows, with the increase in linear dimensions of the vessel, 

 faster than does the corresponding resistance. An example will il- 

 lustrate. 



Suppose we have two vessels of precisely the same model and 

 leaded to the same per cent, of their depth. As the t wo vessels are 

 alike, and loaded alike, their coefficient of fineness, or displacement, 

 will be the same, and we may throw this factor out of the calculation. 

 Again, as the two vessels are alike, their lineal dimensions all vary 

 by the same ratio, whence we may compare them by means of this 

 ratio; and for simplicity of calculation we will call this ratio 2. That 

 is to say, we -will suppose all the liuear dimensions of the one, as 

 length, depth, draft, length of spars, and hoist and spread of sail, to 

 be twice as great In one as in the other, 



Then because similar surfaces areas the squareslof their respective 

 lineal dimensions, all the similar surfaces of the one, as wet surface, 

 and the cross section, upon which the resistance chiefly depends, as 

 also the sail area, are four times as great in the one as in the other. 



Again, because similar solids vary in their volumes, as the third 

 power, or cube, of their similar lineal dimension, the volume of one is 

 eight times as large as that of the other. That is to say, the larger, 

 vessel has twice as much tonnage to the yard or foot of canvas, or 

 twice as much power to the pouud of resistance as has the smaller 

 vessel. 1- .... 



The same relation is shown by an expression much in use by naval 

 architects, viz. : 



D*' 



in which D represents the volume of displacement In cubes of some 

 liueal unit— usually a foot. 



As this expression mav not be readily understood by those not 

 familiar with algebraic notation, I will explain: The denominator of 

 the fractional index signifies that the cube root of the volume D is to 

 be taken, while the numerator, 2, signifies that this root is to be 

 squared; and the expression shows the surface, of one face of a cube, 

 whose volume is equal to the displacement. And though this surface 

 is not the surface of either of the vessels, it is a surface that varies 

 with the volume by precisely the same ratio as does the wet surface 

 or the immersed cross sectional area, and, therefore, it is a means of 

 comparing these surfaces in different vessels, Moreover, the denom- 

 inator signifies that the volume varies as the cube, while the numer- 

 ator shows that similar surfaces on the vessels vary as the square of 

 the lineal dimensions. -• . 



It may be asked, If the power of the vessel to hold sail up to the 

 wind increases faster than does the resistance, why not put on more 

 sail area? . . . m 



This we can do to a small extent, and only to a small extent. We 

 would soon find ourselves in the region of impracticability. An ex- 

 ample will illustrate: Suppose, in the case already considered, we 

 were to put sail area on the larger vessel according to the increased 

 tonnage, i. e., eight times as much sail as is on the smaller vessel, 

 then we must midtiply the dimensions of all the sails of the. smaller 

 vessel, not only by 2, but also iby the square root of 2, or 1.414, thus 

 making all our canvas and spars in the large vessel.2.82S times as large 

 in their lineal dimensions as those of the smaller vessel. 



This would give us the sail area exactly, but it:would get us into 

 serious difficulty, It would raise the center of gravity of the sail and 

 thereby increase the heeling moment of the wind, diminishing the 

 stability of our vessel unduly. . • » 



Taking the increased height of the center of gravity of sail into con- 

 sideration we have three factors, and must therefore multiply by the. 

 ratio aud the cube root of the ratio-=1.26, when we shall have pro- 

 vided the larger vessel with sail just according to her ability to carry 

 it. In this case the sides of the sails and the length of the spars 

 would all be 2x1.20=2.52 times as great as in the smaller one. But 

 after we have put on a vessel all the sail we can prudently manage, 

 how can we take care of them when all their lineal dimensions are 

 increased by 26 per cent. . ; 



It is to obviate this difficulty that large vessels, not having room for 

 as much canvas by the ton as small ones, cut down their beam and 

 thereby diminish to some extent. their need for canvas. 



If the above ideas concenring the value of volume in giving power 

 to a vessel were more generally understood, we should hear less about 

 taxing it under any one dimension. 



For the purpose of comparing the volume of vessels whose dimen- 

 sions vary by different ratio, we must multiply together the several 

 dimensions of the larger vessel and divide the product by correspond- 

 ing dimensions of the smaller vessel, introducing the co-efficient of 

 fineness in each; when they are different, the quotient will be the 

 power of the larger vessel in terms of that of the smaller vessel. 

 - : H. C. Pearsons. 



Grand Haven, Mich. 



CAPE COD PILOTAGE.— Will some one who has made the run 

 from Cape Cod to Buzzard's Bay or the Sound give a sketch of the 

 trip, how to dodge the shoals, and the usual courses run, so that a 

 stranger may mark a chart for a 6ft. draft boat? ~W, 



CRUISE OF THE COOT. 



x 



IT is notcustomary to "lock In" boats on Sunday, but as the season 

 was fast drawing to a close, the authorities of the Raritan Canal 

 increased 'the facilities by keeping the lock and bridge tenders on 

 duty all the t ime. Bulletins had been posted announcing that the 

 waterway would be closed for the winter Dec. 20. the date usually 

 fixed and lived up to. unless something extraordinary should occur. 

 Cold snaps before that time were not allowed to interfere, as a 

 thaw might occur later on, enabling boats temporarily frozen in to 

 pass out. The chief reason why the canal is closed at all during 

 winter, is the impossibility of operatiug the lock gates in a jam of ice 

 broken up by steamers. A suspension for annual repairs ts also im- 

 perative, the constant traffic demanding a watchful supervision and 

 speedy renovations, on the principle '^bat "a stitch in time saves 

 nine, " very applicable to the proper, maintenance of an artificial 

 vein of commerce. The water being run off, inspections of the sides 

 and bottom can be had and repairs executed with rapidity and ease. 



The Raritan Canal is 43 miles in length, from New Brunswick to 

 Bordentown on the Delaware River. Originally an enterprise of the 

 State of New Jersey, it has fallen into the hands of the Pennsylvania 

 Railroad Company, with, the object of avoiding competition by a 

 judicious regulation of the charges. The traffic at this day, though 

 very large, will not compare in volume with former times. The 

 universal cry among boatmen conveyed the idea that their oc- 

 cupation was nearly played out, unless bound a long distance, 

 whereby the various canal < barges could be averaged. Steam has 

 also replaced the mule power to a great extent, regular lines of 

 propellers traversing the canal at short intervals. Rome of these 

 steamers and their tows are of unwieldy proportions, so long and 

 clumsy as to strike terror into the hearts of smaller and lighter con- 

 si ni - i ions passed on the way. They monopolize the locks, all regular 

 "liners" being entitled to precedence over casual tows. They create 

 a tremenduous suction along the bank and but for the skillful 

 manner in which they are piloted would be the source of much dam- 

 age to other people's property. But these monsters are operated bv 

 the railroad company and that covers a multitude of sins. 



Canal life is a world to itself, of which the outsider knows little. 

 The people who gain a modest subsistence by 'throwing in their lot 

 with its raging billows, draw the fine at the towpath, which is the ex- 

 tent of their horizon. What may pass beyond has no interest for the 

 toilers on these big ditches, wholly absorbed in their own avocation, 

 intent upon competition among themselves, (raveling with their fam- 

 ilies and household goods almost on their bactf, the sun of their ex- 

 istence rises and sets on the banks of the canal. The whole drama 

 of life is enacted upon a small scale within their own circle. The 

 babe imbibes its first impressions from the windows of the tiny cabin 

 found in the after end of all canal boats. The infant learns to tod- 

 dle about the decks and gets its first hard knocks by tripping over 

 ropes and rubbish, or coming down with a bang on a big iron cavil 

 conveniently in the way. The boy is made to catch lines, take turns 

 about the mooring posts on shore, do all manner of canalboat chores 

 and last but not least, he is introduced to that agreeable and inspir- 

 iting accomp'lshment, poking up the mules on the towpath. 



For hours, even days, the lad hobbles along in the wake of the sad- 

 eyed animals, mournfully tugging at the long rope which pulls the 

 loaded boat at a snail's pace to her destination. To the city bred 

 man, there is by contrast something so wretchedly dull and doleful, 

 so hopeless and discouraging in this dreary preface to the first chap- 

 ters of manhood, that he is given to wonder how the boy came to sur- 

 vive his ordeal ivith a spark of ambition or spirit left unquenched. 

 Yet there are well known instances of great and brilliant men who 

 graduated from this trying school of the towpath. They must have 

 been exceptions drawn into the tnaelstorm of the outer world before 

 habit had dulled their wits into stolid complacency with their lot. The 

 youth develops into a muscular young fellow of narrow attainments 

 mother respects. He becomes partner with "the old man" in the 

 boat and taking a damsel of similar walks in life (literally as well as 

 metaphorically) to his side, rears the next generation of mule pokers, 

 who follow in the identical steps of their sire. As in other occupa- 

 tions, the few are the fortunate and their shekles invest them with 

 rank and refinement accordingly. 



JNot all canalers belong to the class of commonplace beings just 

 described. Some there are with the airs of aristocrats and their 

 property too, in a small way. These you can rate at a glance by 

 their surroundings. The rough, unpainted, half rotten boat of the 

 lowly gives way to quite an imposing affair, glistening clean white 

 paint and cheery hues. The dirty little hovel of a cabin aft is re- 

 placed with a domicile of considerable pretensions and not a little 

 ta,»te Green blinds shade plate glass windows framed in neatly 

 turned pilasters. The rickety stovepipe no longer quotes the poverty 

 of the owner, for a polished galley funnel of ship pattern carries off 

 the smoke instead. Flowers and trim curtains are sure signs of deli- 

 cate feminine taste within, and affluence is further attested by spruce- 

 looking children as well as by the clothesline, from which dangle 

 various embroidered feminine habiliments of mysterious purport. 

 The captain of such a boat has the air of a business man. He carries 

 his own team of well fed horses in a stable in the bow. He 

 employs labor to manipulate the boat. Maybe he owns a 

 farm and sends his children to school. In every respect 

 his' boat is completely and even extravagantly fitted. Sometimes she 

 will steer with a handsome wheel and gearing. She will have a 

 patent capstan for heaving, anchors on the bow, metal pump, a round- 

 bottom yawl boat, brass-bound water-breakers, fire buckets and a lot 

 of hawsers in fine condition. The owner of such a boat voyages in 

 great state. His wife is no longer a "lady caualler" who helps out 

 her husband at the uncouth tiller, but a woman of refinement, who 

 knows how to resent impertinent glances. These nabobs of the ser- 

 pentine ditch most frequently hail from the Erie and its lateral 

 feeders. They are, of course, in the minority, the middle class— the 

 bourgeoisie of the profession, mustering in strongest force. They rate 

 through all the grades from highest to the lowest, and as a rule ex- 

 hibit their standing in the quality and Keep of their boats. 



The lowest rung in canal society is pre empted by the transporters 

 of coal. Their boats are of the cheapest build; dingy, dirty, leaky 

 old coffins, which go to the bottom on slight provocation. Many of 

 them are "hinged boats," two lengths being connected by couplings, 

 so they may pass through the short locks of canals in hilly country. 

 They are known as "Cbunkers" in the vernacular, the majority 

 hailing from Maucb Chunk, Pennsylvania, The crew consists of one 

 or two men. Rough looking customers they are with their begrimed 

 faces and fists and their dirty mode of existence in the foul, sloppy 

 hovels which serve as an excuse for cabins in these miserable ves- 

 sels. They form a class to themselves, have their own little sphere 

 within the little sphere of the canaller's calling, and altogether ap- 

 pear fitting subjects for missionary attentions, though no doubt some 

 would on closer acquaintance pan out better than they look. 



Transportation companies, organized with capital at their back, are 

 stepping in for the lion's share of the regular trade, and the poor 

 canal ler has a hard road to travel against their competition. He is 

 not infrequently "frozen out," and winds up by enlisting as one of 

 the company's servants, whereupon he loses his free and easy bear- 

 ing and the originality once attached to his character, sinking out of 

 sight in the horde of serfs doing other people's bidding. The pictur- 

 esque and romantic side of life upon the raging canal is threatened 

 with extinction before the inroads of modern systems, which level all 

 before them. The old school retains much of the coloring absorbed 

 in former times, but the class of people now usurping their place are 

 outwardly daubed with a neutral tint common to all. To strike in 

 with an old timer is to tap a fount of interesting reminiscences and a 

 veneration for "the profession," coupled withregrets at its decadence, 

 wholly unsuspected by au outsider. 



To stand near the bluff bows of some gaudily painted box and 

 listen to the praises of her construction, her special fitness, her easy 

 towing, the big loads she vflll carry, her record of fast voyages, the 

 defeat of many a rival, the money she made, the hairbreadth escapes 

 from butting the locks or tearing into the banks, the fights on her 

 decks and the like without end— is to discover a depth of feeling and 

 critical astuteness which could scare be surpassed by the sloop and 

 cutter combattants. 



To most people, all canal boats are so many pig troughs with 

 comical looking ends, just as all yachts are alike to the girls who 

 wonder how you can tell one from the other except by the fellows in 

 the cockpit. But if you wish to find out that there are canal boats 

 and canal boats, that all manner of nice distinctions exist, that cus- 

 tom is law as elsewhere, make friends with a chatty old man of the 

 old school and he will initiate you into many a line of thought lead- 

 ing to a higher appreciation of an humble and despised mode of 

 transportation, 



The Raritan Canal is probably one of the most perfect waterways 

 of the kind in existence. Throughout its length it resembles a well- 

 kept road through a park. The towpath is like a garden walk. The 

 bariks are faced with accurately laid dry stone retaining walls, the 

 stone coming from the company's quarries. It is a species of slate, 

 the sharp, cutting edges of which left their roarkB on the Coot in a 

 way which cannot be mistaken, The wall is topped with a fringe of 

 grass. The looks are of an improved kind, with the latest appliances, 

 and wire ropes operated by steam for towing boats in and out. 

 There are,T think, twelve locks on the canal, four of them being in 

 close proximity to Trenton. It requires but a tew minutes to pass 

 through any one, and the detention is not of much couaequence. All 

 bridges, of which there are any number, swing open upon your 

 approach. They are hung from raking wooden sheer' legs on one 

 bank, tbeendofthe bridge revolving on ac'rcular table ana rollers, 

 operated by chain from a windlass and gearing under a shod near 

 by. The utmost care is shown along the whole forty-tbree miles to 

 prevent towiines from catching along fche banks, At the fences ojj 



