164 



FOREST AND STREAM. 



[Sept. 16, 1886. 



THE MEET OF 1886. 



BtnUDING. 



BEFORE prof-eedinK to a consideration of tiie various methods 

 01 building now in use for canoes there is a question that is 

 intimately connected both -with modelling and building that has 

 never yet lieen settled. The model of a boat, if one be made as a 

 basis for the design, is perfectly fair and smooth and in the finest 

 condition for a svrif t p;issage tlirough the water. The boat itself 

 when actually afloat approximates to this model, more or less, 

 closely, dependent on Ihe metliod of building and the skill and 

 care of the buiider. AVith some of the methods we shall describe 

 lal-er on it is possible to reproduce exactly the lines of the draA\'ing 

 or model, hut -with others, especially the lapstroak, this can only 

 be done approximately. Now the question aTises, supposing the 

 main points of the model to be correct, the dimensions well chosen 

 and the built distributed in the right proportion, how much harm 

 is done by these local faults? In the lapstreak there are three 

 kinds, first the laps or lands of the plank detrov the continuity of 

 the surface and create a certain resistance. Second, the planks 

 are often improperly shaped and laid on, so that lumps and hol- 

 lows are found all over the boat. This is almost inevitable in the 

 hands of a careless or incompetent workman and is seen at its 

 worst, and most frequently in the garboards at each end, in a 

 very perceptible '•buncli," due to an improper spiling. Tlie 

 bevels on the planks too, are often so badly worked as to show 

 quite an angle between the planlts instead of an evenly rounding 

 surface. A Third cause of unfairness is seen usuallv in English 

 built lapstreak boats where the moulds are so cut as to lea^'e each 

 plank fiat, the midship section of the planking sli owing a succes- 

 sion of straight lines with marked angles between thern iustead of 

 a series of o .'erlapping curves, the latter being obtained partlv bv 

 bending the pla.nks a little and partly bv using thick planks wherp 

 the curve is greatest, and hollowing them out Avith a plane to tlie 

 proper curve. O^-ing to these three causes a lapstreak boat is 

 often very unfair, but it is as yet uncertain just how much if any 

 slower it is on that account. Some of the fastest boats to-day are 

 notoriously bad in this respect, and we could mention three which 

 stand at the head of the A. C. A. and club records for the past six 

 years, any one of which would be condemned on sight by a good 

 boat builder, and yet they have won prizes repeatedly from smooth 

 skin boats. In all of these honts the bottoms have been so 

 smoothed and polished that the skin friction is really no greater 

 than in those of other builds, but they al! possess local irregular- 

 ities, bumps and hollows of M to J^in. in depth, which are easilv 

 apparent to tlie eye. It would seem that these unfair spots should 

 naake the boat much slower; now, can anyone prove that they do? 



The tendency this year is entirely in favor of smooth skins", and 

 most of those pi'esent went home to consider which of half a dozen 

 methods they would adopt in the next boat. The lapstreak boat 

 has proved a good friend to most of ns, and before we discard it 

 let us consider well all .ts faidts. When properly built it is cer- 

 tainly very strong, light and durable, three very important points, 

 and that it is fast the records show. It is also as clieap as any, ancl 

 can be readilj repaired. Against it is urged the unfairness due to 

 the three causes mentioned above. Now, as to the lands, with 

 skill and care each plank may be beveled so that the pr(3jection 

 outside is not over l-16iii, instead of a full as is usual; and this 

 disappears also when well sandpapered. We have seen a canoe 

 built by Messenger, of Teddington, many years since, in which 

 the laps are barely noticeable. Any 1.5ft. canoe of ordinary model 

 can be planked with five or at raosi si.-c streaks, and it would not 

 he difficult, as may be seen in the N.'iutilus. to reduce the number 

 to four, thus leaving only three seams. These A\ill be not across, 

 but nearly parallel to the course of tlie water around the boat, 

 and the extra resistance, at such speeds as a canoe travels, will be 

 inappreciable. 



Now as to the great fault of most lapstreak work. If absolute 

 lidelityto the model is to be obtained the moulds must be close 

 together, at least .2ft. at the middle and 1 near the ends, and must 

 be ery carefully made and set up. The spiling for each streak 

 must be taken with a good staff, best made in two parts, as de- 

 scribed in "Canoe Building," and cai'e must be taken not to spring 

 the staff or the planking and to make the lai ler exactly alike for 

 eacli side. The lines of the planking should be laid off fairly on 

 the moulds as soon as the frame is set up; the upper streak and 

 garboard, the latter as v.ude as possible, especially at the ends, 

 must be lined in, and then the remaining space mu.st be divided 

 into two or three planks. The nails should be fine, wth heads %in. 

 rather than Mi as is too common, and evenly spaced, and in the 

 wide plank they must be so close as to prevent any bulging 

 between them, say two nails in each timber in a plank' lin. wide, 

 besides the nails in the laps. With these points attended to a sm-- 

 fac6 may Ije had that will be as good as the best smooth skin, but 

 it can only be done by better workmen tlian wo know of now, the 

 best and faii-est of the lapstreak boats of to-day being heavy and 

 clumsy in tlie laps. The most promising specimen of lapstreak 

 work at the meet was the Ourfew, a Spanish cedar canoe built by 

 a yoimg amat«ur. Not only was the planking well lined out, but 

 tbe bands were fined do^vn more tl lan usual. 



There is certainly an element of strength in the doubling of the 

 plank at the lap, and various methods of combining it with a 

 smooth skin has been devised. The Pearls from Toronto were 

 bnUt witli a "ship lap," each plank being halved at the edge so as 

 to make a flush sui'face inside and out. A peculiar plane is used 

 lea\'ing the imiei- edge of each plank tapered to a feather edge, 

 while tie edge which"is outside is left 1-1 fiin. thick. This method 

 has been followed by Rush ton in his sncakboxe.s and .loyner in 

 canoes and Doats, and tlie result is very satisfactory. The Mona 

 is built in this way except that all the edges arc reduced to a 

 feather, ancl so are liable to split and crumble off. This latter 

 method too requires a great numljer of tacks which arc always 

 objectionable. The best mode would seem to be to plank witli. 

 }4ui. stuff, the upper or inner edge of each plank being beveled to 

 a'feather-edge, while the lower or outer edge is left l-16in. thick 

 an'! r:itili"^! d in, making a flush outside. Copper nails should be 

 u- ;iing, spaced 2in. apart, the timbers being 4in.; and 



li. Id be laid witli thick varnish before nailing and 



J i , , : _ ;ii worlc will be strong, smooth, and the timbers may 

 be quii c szQali. 



Still another mode of using the valuable qualities of the lap is 

 the ribliand cars'el, or as it is sometimes termed, ribbon carvel. 

 The former term is evidently the proper one, as ribband is actu- 

 ally a band over the ribs, while ribbon has no application to the 

 case; and "rib and carvel," as it is sometimes Avntten, would ap- 

 ply to any car^^el-buUt boat. The method is not new to America, 

 as whaleboats liave been built in this way for many years, and 

 canoes have been built in Canada by a. similar method. Several 

 years since the idea was introduced into om- canoe building from 

 England and some very good, smooth skin canoes were the i-esult, 

 but it has never become general liere. The three English boats 

 that have visited us tins season are built on this plan, and it cer- 

 tainly gives a very good outside skin. It must he noted ttiat all 

 three- leak oon.siderably, tliough this is due, probaldy, toother 

 faults, and is not attendant on this mode of building. In all of 

 them the ribbands, of Spanish cedar, are about Min. wide and %m. 

 thick, widch makes tlie lap rather small. In tiie mode followed 

 here they were I4m. thick and 134in. wide, thus giving a full %in. 

 lap for each plank. Tacks were used between the frames, but 

 riveted nails would be much better. The main objection in the 

 English boats is the depth of timber required, Itn. or more, and as 

 this is greatly cut away where it is jogged oyer each ribband the 

 timber is weak and splits in nailing. 



Looking at the boats inside tkey do not compare -\\dth the light 

 J4in. timbers of some American boats. The planking on the Naii- 

 tilus is very good, % Spanish cedar laid in wide strips, the upper 

 strake, which is butted amidships, extending from the waterline to 

 the deck. Outside the surface is fair and true. The stems and 

 sterns of all three are open to criticism, being of straight-grained 

 oak or mahosan showing checks in some places, where a hack- 

 matac knee would be lighter and stronger. The decks of the Nau- 

 tilus and Pearls are of %in. Spanish cedar over the middle of tlio 

 boats, with thinner cedar at the ends. Nautilus has a fair sweep 

 to all the dc'k beams, but in the Pearl no Uvo arc alike, the for- 

 ward deck near the mast having an angle or lump rather than a 

 fair curve. In all tlie floor lerlges are so fastened as to do good 

 service in strengtliening the bottom, a point where most of our 

 boats are weak. In two of the boats at least the centei-board 

 trunks are badly buiit, and have so closed as to make it difficult to 

 raise or lower the board. Much of this is doubtless attributable to 

 the hurry in which ihc boats were built, and for it the builder is 

 not entirelv responsibl'-. That he can do ^wrk of tlio best quality 

 is shown in the Nautilas. The diflie vlty of easily and compactly 

 timbering a ribband carvel boat is a great; objection to the method. 

 There is ^ wav of avoiding it and putting in the light, bent frames 

 of the lapstreak, but we prefer to make a practical trial before 

 recommending it. 



Another system of smooth building is now pretty generally 

 known, that "followed by Smith in the Ijansinglnirg canoes a few 

 ytjars sin'-e, a number of narrow stripes, each with one hollow and 

 one round edge— nailed to cadi other and with, few or no l imbers 

 inside. This method gave m most eases a strong tight lioat, villi 

 the additional advuntages of a. smooth inside and outside. .do;-sr,s. 

 Green & Bradley, of W atertown, N. Y., liave been building boats 

 on this plan for some years and this season they had at the meet 

 a canoe. Tlic boat was ery handsome in finish with a hard smooth 

 surface and .iomc ribs inside. The deck was .sprung from stuff lin. 



wide. Their metltod Is different from the others in that a power- 

 ful clamp is used, being applied to each rib in succession along the 

 entire length of each strip as it is put on, thus forcing the strip 

 firmly mtoplace and holding it while being nailed. 



Somewhat aUied to this method is that of the Ontario Boat and 

 Canoe Company, which builds under Stephenson's patent "cedar 

 rib" canoes. These are built of strips lin. wide and tongued and 

 grooved together, the strips runnhig either fore and aft, in the 



longitudinal rib" or around the boat in the ordinary "cedar rib" 

 canoes. The strips are steamed, bent over moulds, pressed to 

 shape, dried in a kiln and finally put together under powerful 

 pressure, making a huU that is sti-ong, light and watertight. 

 Liately the company is devoting more attention to the decked 

 canoes and showed some verv flue ones at the meet. 



The method of building which deserves the mo.st notice, both 

 from the novelty of tbe idea and the excellence of the boats, is 

 that introduced by Captain Ruggles of Charlotte, near Rochester, 

 N. \ . Che pla.nks are very narrow, from 11^ to 3in. wide, and J^in. 

 thick. They are laid edge to edge and nailed or screwed to the 

 timbers as in ashij) or yacht, and the scams are regularlv caulked. 

 W ith such thin plank, and the builder claims that it is practicable 

 with still thinner, the operation is a delicate one and could not be 

 done with a caulking iron and mallet in the u.sual wav, but Mr. 

 Ruggles uses a. roller, first rolling in a cord of round rubber l-16in. 

 in diameter and following it with a strand of cotton lampwck. 

 This makes a perfectly tight seam while the boat can be easily 

 repaired. The garboards have been remo^■ed from one of these 

 canoes for repairs, by taking out the screws and lifting them off 

 afterward replacing them as before. The bent timbers are about 

 >4X-5,C|in. and spaced about tin., making a vcrvneat flni.sh and occu- 

 pying little room inside. With this method it is an easy matter to 

 build very closely to tbe moulds, to obtain a smooth skin, and to 

 make any repairs or alterations. The hulls are very strong and 

 light and on tlie whole we are inclined to give it pre'ference over 

 any method of building yet Introduced. 



Some years ago a new style of building was introduced, the pro- 

 moters of which endeavored to adv ertise it by an indiscriminate 

 attack on lapstreak boats and those who built them. Last year 

 two of these canoes were seen at the meet, this year none were 

 present, while one builder who makes a specialty of lapstreak boats 

 mformed us that Ids business for a portion of this season aggre- 

 gated over 825,000. Men are more alive now than ever before to 

 the importance of having the very best boat possible. What the 

 build and material will be it is impos.sible to say, but the tide is 

 now setting in favor of smootli skin wooden boats. Only since the 

 meet, ho^vever, v. c ha\ e heard of a tender for a canoe of thin 

 steel, and who knows whether this or some better metal may not 

 supersede wood. .1 ust now there is a good opening for a first-class 

 mechanic to work up the (jossibilities of a lapstreak boat in a way 

 that th-cs far few are familiar with, and when this has been done 

 and the boats tried it will be time to give up good cedar for metal. 



C. B. VAUX. 



TI/'HEREVER the double blade is swung and sails are spread 

 TT in Europe or America, the name of "Dot" is known and 

 duly lionored as one of the first of modern canoeists. Whether as 

 sailor, paddler, cruiser, cool;, writer or companion, the o^vner of 

 the name, sometimes familiarly known as C. B. Vaux of the New 

 York C. C, holds a leading position among American canoeists. 

 Those who luive seen him sail in Ihe old days in the Dot and later 

 in the Lassie are willing to accord him still the ijlace he so long 

 held as the first canoe sailor in America; those who attempt to 

 keep up for a long titne Avith the fleet Lassie uncler paddle or on a 



cruise are apt to think that her crew has a steam engine hidden 

 somewhere in his by no means Herculean frame, and those who 

 have tasted his fanious cofiee and wonderful omelettes are ready 

 to aver thn i as a cook he excels his record as sailor or paddler. To 

 a still larger circle he is kno^^TO as editor of the A iiurican Canociat, 

 as the author of the standard work "Canoe Handling," and 

 as one of the oldest and most \'alued contributors to the canoeing 

 columns of the Fobest and .STRE.ViM. No camp-iire or meet is 

 complete in Ids absence and he has enjoyed a popiHarity through- 

 out the A. C. A. that few others have shared. 



Mr. Vaux is the eldest son of Mr. Calvert Vaux, the well-known 

 architect of New York, and was born many years ago in Ulster 

 county in this State. After spending some time at Columbia (Jol- 

 lege In the School of :Mines, he entered liis father's office for a 

 time, meanwhile aniusinar himself at odd times as an amateur 

 printer. After a time he abandoned the drawing table to take an 

 important po.sition in the p iblishing house of G. P. Putnam's 

 Sons, since wliioh tiuie he has been connected with the publishing 

 business. While at school at PljTnouth, Mass., Mr. Vaux did his 

 first sailing in the beats used about that port. In 1878 he went 

 into canoeing in the old Nautilus Kaloolah, shortly after gi%dng 

 her up for the Dot, the third boat of the Shadow model built by 

 Everson. Mr. Vaux was one of the first canoeists to adopt the 

 balance lug, and ma,ny of the improvements in sails are due to his 

 ingenuity. Beside many club prizes, lie won the ("hallenge Cup of 

 the N. Y. C. C. after two seasons' racing, and lately has added to 

 his fame by his successful sailing in the international races of the 

 N. Y. C. C. 



TORONTO C. C. RACE. 



A RACE -was sailed on Sept. 11 for the Toronto C. C. challenge 

 cup, Mr. H. Neilson being the challenger and W. G. McKen- 

 drick the holder. The foUovving members entered: Com. H. Neil- 

 son, Boreas; D. B. .laeque.s, \"anewah; Colin Eraser, Una; W. H. 

 P. Weston, Wanda; A. Levs, AUonctte; Thos. Gibson, Mad.ge; 

 Will Mason, Erora; Will G. McKendrick, Mac. The first gun was 

 fired al 3:30 and the starting gun one minute later. Yanewah .got 

 a good lead on the start, but lost it half way across the bay by his 

 mizzen fouling, and Mae inok firsi plai e, tlie finish of the first 

 round being: Mitc. Yanewah, Unu. Bnrea>, .VUouetto and Wanda. 

 On the second round the Avind died away and the canoes made 

 very little headway, with the exeeplion of Boreas, who took third 

 place. iVfter h;sLI; an hour's di'iftine a wind sprang up and the 

 canoes bowled along again to the fiuisli without dianging their 

 relative positions, Mac finishing w tli lead of ataont one-quarter 

 mile, Yanewah second, Boreas third, Una fourth, AUouettc fifth, 

 the latter taking the novice's medal for the second time this sea- 

 son. 



After changing their rigs the paddling rarCe for decked canoes 

 was called; course, }^ mile straightaway along the water front, 

 finishing opposite the clubhouse. The entries were: D. B. .lacques. 



starter for the race. The water was very rough, a southwest gale 



blowmg from start to fimsh, and the race was not so much a test 

 of speed as of who could keep their craft right side up -with care 

 When opposite the water works Allouette turned bottom up and 

 Wanda staid alongside to assist her crew, leaving Yanewah, Evora 

 m and Mac to struggle along for first place. After a hot struggle 

 Mac got ahead and won by about one length, Y^anewah second and 

 E\^ora third. Mac thus has the three challenge cups of the club 

 for the second time this season, and feels as big as a two-story 

 house Avith a verandah aU round it. There is no peace for the 

 lucky holder, however, as Colin Eraser has challenged himf or the 

 combined for next Saturday. 



REGATTA COMMITTEE CENTRAL DIVISION. 



A MERICAN CANOE ASSOCIATION, Central Division.-The 



accordingly: 



-,T<Pv?-,Y^^?' New York city (chairman); F. F. Andrews. Rochester; 

 W. G. McKendrick, Toronto. Robert W. Gibson, Vice-Com. 

 Albany, Sept. 13, 1886. 



LINES OF THE CRACK CANOES.-During the past three years 

 the FOHEST AND Streaji has published the lines of all the leading 

 canoes, making a collection that has never been equaled. This 

 season, beside an elaborate drawdng of the famous Lassie, we have 

 given the lines of Vice-Com. Gibson's Vesper, and we shall shortly 

 completejhe quartette of racers that have been so prominent thi's 

 season. Through the kindness of Mr. Baden-Powell we have taken 

 the lines of his new Nautilus, while with Mr. Barney's consent the 

 builder of the Pecowsic, jVIi-. Joyner, has furnished us the fuU sized 

 plans of the boat. Both of these will appear as soon as the racing 

 season closes. 



MACHIMOODUS C. C.-Moodus, Conn., Sept. 9.— A canoe club 

 has been foi-med in this place Avith a dozen members so far and a 

 good show of increasing. We propose erecting a club house on 

 the bank of Salmon River, a branch of the Connecticut, about 

 thirty miles above Saybrook lighthouse. Oflicers elected for 1886: 

 G.W.Rich, Commodore; J. A. Cone, Secretary and Treasitrer. 

 The club sails under the name of Machimoodus Canoe Club, sig- 

 nal, a bass drum. 



THE YOUGHIOGHENY C. C. were in camp on Cheat River, W. 

 Va., Aug, Ifi to 30. They had two canoes built after Stephens's 

 American racing a.nd cruising model, and one li.ght open boat 

 built by a local builder and partly decked with canvas by the 

 present o\vner. The two larger boats carry 90 sq. ft. sails in a 

 Mohican settee for main and balance lug for dandy.— C. W. 



BARNEGAT CRUISER.-Fruitland, Fla.-! built a Barnegat 

 cruiser according to the plans published in the Forest and 

 Stream, have sailed her .500 miles, and find her a remarkably good 

 boat in all weather.— H. R. S. 



BIRCH BARK CANOES.— A correspondent asks the address of 

 a builder of birch bark canoes; can any of our readers inform 

 him? 



TIPPY 0. C— On Sept. 7 the house of this club was broken Into 

 and robbed of $100 worth of clothing. The thieves have not been 

 discovered. 



T?ie Forest and Stream FaUes are for sale hy all nemdealers. 



Danger Signals fi-om the Weather Bureau are not more signifi- 

 cant of a storm than a cougli is of consumption. Providentially 

 we can cure any cough with Hale's Honey of Horehound and Tar. 

 Sold by all druggists and country storekeepers. Pike's Toothache 

 Drops cure in one minute. — Adv. 



picMing. 



FIXTURES. 



September. 



17. Toledo, Pen., Toledo. 19. Quaker City. Review, Cruise 



18. Sandy Bav, Fall Regatta, 30. Newark, Fall Regatta, 

 18. Newport, Open Races. 25. Buffalo, Club, Lake Eric. 

 18. Chicago, Annual. 28. Beverly, Club, Nahaut. 

 18. Great Head, Club, Wlnthrop, 



YACHT RACE EXTRA. 



'T^HE yacht race extra published by the Forest and Stream 

 is on sale at all newstands, or may be ordered direct from this 

 ofiice. It is a 16-page review of international yacht racing np to 

 the last races. Has many illustrations, the lines of Galatea, etc. 

 Handsomely printed on fine quality paper. Price 10 cents. 



THE AMERICA CUP RACES OF 1886. 



AGAIN as was the case last season a series of important inter- 

 national matches has been sailed at New York, again the 

 American yacht has proved the victor; and perhaps, as good and 

 loyal Americans, wo should toss up our hats, turn hand springs 

 and add our voice to the general "hooray." As Americans, wc can 

 heartily rejoice in the great revolution which has brought forward 

 such yachts as Mayflower and Puritan, boats that are so immeas- 

 urably superior to their immediate predecessors^ but as the first 

 and most consistent advocate of the modern British cutter as the 

 embodiment of sounder ideas and more correct principles, we may 

 fairly ask to be excused from adding our penny whistle to the din 

 of bells, steam whistles and brass popguns that make uproar over 

 the victory of the "American sloop," and to devote our space to a 

 calmer consideration of the important issues involved. 



While the work done by the two Burgess boats is in no way to 

 be slighted, there is every danger that popular enthusiasm, especi- 

 ally on the part of the daily press, will take such a view of the 

 matter as may mislead many and prevent a realization of the full 

 benefits which should accrue to American yachting from the re- 

 sults of the two races; in fact, such a state of affairs is certain to 

 follow the great outcry now being made in the name of the "Ameri- 

 can sloop" and the bearing of the present contests on the ancient 

 quarrel of sloop vs. cutter. 



In considering a purely technical and scientific question such as 

 the elements of a yacht present, the first important point is to 

 ignore completely any national prejudice and bias, and to weigh 

 each detail, not by its origin, but by its actual value in the finished 

 boat. To do this in the present instance is a wearisome task, a 

 more than t^\dce told tale ; but it seems necessary to go over the 

 old ground again in order to clear away the many misleading 

 statements thiown about the question by interested parties whose 

 only aim is to pander to public taste. A year ago, on the eve of the 

 first Puritan-Genesta race, wo discussed the boats and the issTies 

 at stake (Forest and Stkea.m, Sept. 3, ISS'i), and there is nothing 

 which we said then that we now desire to change. Our ^'lews have 

 been corroborated by the successful work this season of a boat that 

 marks a distinct step nearer to the cutter than Puritan, longer, 

 deeper and more lead on keel, with the same beam as last year's 

 boat, which she has beaten. Looking at Mayflower it is very 

 evident that she is even further from the true American sloop 

 than Puritan, that with cutter rig, lead keel, less beam and 

 greater draft, an En.glish stern, a greater rake to sternpost and 

 the many meehanical details of the cutter, she can fairly be classed 

 as a ccntertioard cutter. Her distinctively American feature is the 

 centerboard, and by virtue of this she is dubbed an "American 

 sloop," ignoring a dozen important features. True, she has a fixed 

 bowsprit, though if she or the others essay a race to Ber- 

 muda they may ^vish it was a running one before they 

 see the Higliland lights a.gain, and she has a laced mainsail, 

 but unless one admits that Galatea was a sloop when she 

 laced hers this season, or that Clara becomes a sloop evei-y 

 time she runs in a lacing line in hard weather and a cutter 

 when she casts it off as the mnd lightens, this cannot be claimed 

 as a distinctive featiu'e. Both of the yachts then can only be 

 termed centerboard cutters; but if the question of nationality 

 must be considered, what is the summing up? Centerboard, bow- 

 sprit gear, laced mainsail, cotton duck, Americaji. Beam, and 

 depth, the former less than any American sloop, and little more 

 than was customai-y in cutters not so many years since; the latter 

 far deeper than any sloop and approaching the medium typt of 

 English cutters, so these two features may be rated as neutral. 

 Of the purely English features there are the greater di.splacement, 

 disHnctlv marked keel, with its attendant construction, the 

 weight of lead carried outside, the plumb stem and round spar 

 over it, the sheer plan with raking sternpost and long overhang, 



