154 



FOREST AND STREAM. 



[March 15, 1888 



Bay could talk such pure nonsenee. Humber Bay is an indenta- 

 tion of Lake Ontario, considered by all mariners to be the stormi- 

 est of all tbe great lakes, and for any cne to advise a canoeist 

 meeting with a squall in that vicinity just to sit low and wait to 

 be blown out into the broad tempestuous waters of Lake Ontario, 

 why it is— well, I just haven't language to express what it is with- 

 out resorting to cuss words. Of course, we who cruise to Humber 

 Bay ten or twelve times a year are always pleased to receive such 

 good advice, as we do not know anything about the locality our- 

 selves. 



It seems to me that "Paddle's" idea to change the proposed pad- 

 dling cups from Class I. to Classes III. and IV. is a most, whole- 

 some one, as a Class I. canoe is practically good for nothing, and 

 now that there arc no special races for it 1 believe there are only 

 four canoes of that type in the Association; while if a good cup 

 were to be given for that class perhaps next year we would have 

 ten or twelve useless canoes of that style. But if the. cup, as 

 "Paddle" suggests, is given for Classes III. and IV., many will 

 enter with their ordinary paddling craft a little polished up. I do 

 not think it would be well to confine the paddling races for the 

 cup to decked craft, though they should be allowed to compete, 

 but the sailing and combined cups would afford sufficient sport 

 for that craft, while a paddling cup sba'll be won by a paddling 

 canoe which in nine cases out of ten are not decked. With refer- 

 ence to"Gracie L.'s" article, the point he makes about deadrise is 

 good, and one which I put into practice in the spring of 1887 when 

 building my canoe. 



Be it far from me to want to see all Class A canoes thrown out 

 of the Association, as I believe they have their place, but what 1 

 was objecting to was their being especially favored with the 75ft. 

 limit, besides having as good a chance in the unlimited, while a 

 good and large class of canoes had no race. Nor do I want to see 

 the races so fixed that the rough-bottomed baggy-sail cruiser ca-u 

 win, but that a good model of sufficient beam and stowing 

 capacity, properly rigged, shall be put on an even or better foot- 

 ing than purely sailing machines. W. G. MacKendrtck. 



Toronto, March 2. 



THE SINGLE BLADE AND THE OPEN CANOE. 



Editor Forest and Stream: 



If, from his own experience, Dr. Douglass has come to the con- 

 clusion that the double-bladed paddle will carry a man further in 

 a. day than will the single-blade, the expenditure of energy in 

 each case being equal, I am prepared to abandon my belief to the 

 contrary, but I am not prepared to admit that the double-blade is 

 in place in an open canoe for all that. The Doctor himself says 

 that it is generally admitted that for fishing and hunting and for 

 tandem work, the single-blade is superior to the double. It should 

 be as freely admitted that it is a handier and finer instrument, 

 requiring more skill in its use than the double, and that it can be 

 used to better general advantage, and with more pleasurable 

 effect in an open canoe than can the double. If those facts are 

 not cogent enough to justify an attempt being made to prevent 

 the racing mania from breaking up the historical connection, 

 between the single-blade and the open canoe, it can only be 

 because the "git thai'" argument is the only one now regarded as 

 of any moment. I do not wish to be considered as an enemy of 

 he double-blade; on the contrary, I think that it is as much in 

 place in a. decked canoe as the single-blade is in an open one. The 

 mere fact that in order to use a double-blade in a Canadian 

 open canoe it is necessary to build a "soap box" seat into her, 

 spoiling her for anything else, should be enough to condemn the 

 age of the wrong paddle in the right boat. Dirt is only matter 

 ut of place, but it is a serious nuisance for all that. 



I do not believe that the racing mania is powerful enough to 

 drive the single blade out of use, and that, the Stricklands, Tom 

 Wallace, Shaw, Sherwood and others, mighty wielders of the 

 .single paddle, are not to have successors; hut 1 do think it would 

 Oe an outrageous shame if the canoeing associations did not en- 

 tourage them and the single blade. This duty falls particularly 

 jpon the Northern Division. 



Dr. Douglass appears to be confident that the birch bark canoe 

 .vas invented before the log by our Northern Indians. The 

 latural evolution of the boat is from the raft to the hollowed log 

 And from the dugout to the built craft, and I sec no reason for 

 oelieviug that the evolution of the canoe on the waters of the 

 Trent chain was an exception to the general rule. RetAw. 



THE ATLANTIC DIVISION MEET. 



/> ROOKLYN, N. Y M March 7.— Editor Forest and Stream: The 

 I ) Atlantic Division of the Association is formed, the bounda- 

 ries outlined, the officers elected, and all has received the ap- 

 proval of the Executive. The next thing to be decided is the site 

 ror the first meet, which is no easy matter, and the excellent com- 

 mittee appointed by the vice-commodore, Messrs. Stephens, Whit- 

 look and Carpenter, have before them a problem which is prob- 

 ably more important to the general Association than any t hat has 

 arisen during the present administration. Something like 200 

 members .of the Association have enlisted in the Atlantic Division, 

 and if this division fails of its full purpose, probably many of that. 

 200 will not return to the old organization. On the other hand, 

 if the Division officers take the proper action, a large and strong 

 contingent will be formed for the general good of the Associa- 

 tion. 



Where is the Division meet to be held? Several places have been 

 suggested, on the Delaware, Oroton Point, N. Y., Huntington Bay. 

 etc., etc. The first place mentioned, it would seem, is out of the 

 question, because so far from the majority of the members at 

 present enrolled. The second place can hardly be accepted, for 

 the reason that one of the chief arguments for a new division was 

 the necessity of holding a salt-water meet, where one could get 

 the full, free and steady sea breezes, and could experience the 

 pleasures of salt-water cruising and racing. These cannot, be ob- 

 tained at Croton Point, which is thirty-five or forty miles up the 

 Hudson River and directly opposite the Haverstraw Mountains. 

 Huntington Bay is left, and a beautiful place it. is, too; but is it 

 not too far removed from the most of the members? 



Now then, the present, membership is divided something like 

 this: New York city tl, Brooklyn and vicinity 17, Paterson and 

 vicinity 17, Philadelphia 9, Washington 2, and a number scatter- 

 ing. It is plainly seen that a meet thirty-five miles east of Now 

 York is not easy of access to the largest number. What point 

 then would be more desirable? The answer at once suggests 

 itself, viz: somewhere near South Amboy or in that locality." "1 do 

 not know of any particular place but surely some desirable site 

 could be obtained and then being most centrally located a large 

 and strong meet could be expected. Points on Raritan Bav can 

 be reached by water in canoe by over 120 of the 150 members of the 

 division. Daily steamboat connection from New York and 

 vicinity, railroad direct from New Jersey points and Philadelphia. 

 And what other point presents such desirable qualifications? 

 New York, Brooklyn and the Passaic River men could cruise to 

 the meet in a day, and others, with little inconvenience, could 

 reach by train or boat. I have looked over the matter only by 

 map. 



Let us hear from some practical man in the neighborhood, for 

 there must be many desirable sites. Queen Bess. 



Editor Forest and Stream: 



I suggested a site on the Delaware River for the Atlantic Division 

 meet for the following roasons: If the meet were held in a locality 

 where canoeists are numerous and only a few are members of the 

 A. C. A., places as in Washington, Harrisburg or Philadelphia and 

 their .suburbs: it would undoubtedly increase the membership of 

 the A. C. A. I remember how an objection was made by a .man 

 who lives in the northeast end of New Jersey about the A. C. A. 

 meet being held on Lake George. Now, should the Atlantic 

 Division meet be held in the near proximity to the boundary 

 (which, however, would have the largest attendance in numbers), 

 I suppose there will be no objection from the canoeists south of 

 Pennsylvania, but they will wait until the meet moves south; and 

 then join. Why not then in the beginning, by having the meet in 

 a central location, encourage all canoeists to join? Perhaps some 

 readers might think I want the meet where it is near home: this, 

 however, is not the case. What I would like to see is a meet in a 

 location where it does the most good. Perhaps some of the Wash- 

 ington or Harrisburg canoeists can suggest a better site. J. A. B. 



Philadelphia, March 3. 



Editor Forest and Stream: 



As the time of holding the Atlantic Division meet is as import- 

 ant as where it shall be held, and as no suggestions have been 

 made, I write expressing not only my own, but the opinion of a 

 number of others. The Passaic River canoeists (with a very few 

 exceptions) will not go to Lake George and want to spend their 

 vacation at the Division meet. Many others from Jersey, the 

 Delaware, Pennsylvania and other sections in the Atlantic 

 Division who have never been to an A. C. A. meet will probably 

 do the" same thing if? If what? If the meet is held at a time 

 when they can get off and if it lasts long enough to pay for the 

 time and trouble of traveling there. If held in August it would 



conflict with the Central Division meet at Lake George. Septem- 

 ber is too late and we have nothing left but July. The moon is 



Ti on , July and 80 tue Dest t ' rne for a meet ' w °uld be from 

 July 14 to 23. July 1 to 7 has been suggested but does not find 

 favor, as being a little too early to get vacations and having no 

 moon. All with whom I have talked favor a meet of not less than 

 ten days, held in middle or latter part of July. It should be at 

 least ten days to make it worth while for those at a distance to 

 come, and wc will hope to see many such. 



« We have all wanted a meet convenient to New York waters, 

 hayc done our share of kicking at the way things have been run, 

 and now that we have a division of our own let us have a meet 

 that will be sojittractive that, every canoeist within the limits of 

 the Atlantic Division will be interested and want to attend, 1 

 should like to hear from others in different parts of our new 

 Division. Il-lumhre. 

 Belleatlle, N. J. 



CANOE CRUISES. 



Editor Forest and Stream: 



The following summaries of onuses about New York and Long 

 Island Sound may be useful to others cruising over the same 

 waters: 



More is Canal— Passaic Riveh— 1882. 

 Ncwarlc, Little Fails, Paterson. 

 July £>— Morris Canal, Newark to Paterson. 



7— Morris Canal, Paterson to Pompton Feeder. 



8— Morris Canal, Pompton Feeder to Little Falls; Passaic 



River, Little Falls to Newark. 



PAssAitf, East, Harlem and Hudson Rivers— Long Island 

 Sound— 1882. 



Newark, Bridgeport, New Haven, Newark. 

 Aug. 13-Newark, 12:30 P. M.. axr. Astoria, 7 P. M. 



14— As to; ia, 7 A. M., arr. Milton Harbor, 7 P. M., camp. 

 1o — Rye. 



16— Rye, 2 P. M., arr. Stamford, Conn. 



17— Stamford. 



18— Stamford, 10 A. M., arr. Penfield Reef Light. House. 



19— Light House, went to Bridgeport, arr. High Rock Grove, 



camp. 



20— lligh Rock (irove, 8 A. M., arr. New Haven: New Haven, 



2 P. M., arr. Penfield Reef L.H., 8 P. M. 



21— Penfield Reef L. H., 12 M., arr. Stamford. 



22— Stamford, 10 A. M., arr. Kingsbridge, Harlem, 8 P. M. 



23— Ringsbridge, 8 A. M., arr. Newark, 4 P. M. 



Passaic River, Morius CAnATJ to New York Bat, East 

 River, Long Island Sound— 1880. 



Newark to Port Jefferson, L. T. 

 July 31— Newark, 11:20 P. M., arr. (Batter v, 6 P. M.), Woolsey's 



Point.,L. I., camp. 

 Aug. 1— Woolsey's Point, arr. Sands Point, camp, hotel. 



2— Sands Point, arr. Mafinecock Point, camp, hard blow. 



3— In camp all day, hard blow and rough, fair camp, house 



close by. 



4— Mafinecock Point, arr. Eaton's Neck, farm, etc.; Eaton's 



Neck, arr. Crane's Neck, bad camp, 

 a— Crane's Neck, arr. Port Jefferson, good camp. 

 8— In camp. 



7— Port Jefferson, arr. boat house, near Nissaquag, Smith- 



town Bay, (find Mr. Matherson), rain, 



8- Smith town Bay. 



0— Smithtown Bay, arr. Oak Neck. camp. 



10 — Oak Neck, arr. Biker's Island, camp. 



11— Riker's Island, arr. Newark. 



New Haven, Conn.— Newport, R. i.— 1886. 



Passaic and East Rivers, Newark and Nciv Foffc Bay, Lona Maud 



Sound, Rhode Island Coast. 

 Sept. 3— Newark, 8 A. M., went to Tompkinsville, arr. near Jersey 

 City, night at anchor. 



1— Saw races at Tompkinsville, arr. Pier 25, East River. 7 



P. M.; by steamer Continental to New Haven, fare SI, 

 foom SI, canoe $2.50. 



5— New Haven, arr. Stony Creek, night at anchor. 



6— Stony Creek, 10 A. M. (at. low tide scarcely any water in 



Kilingwortli Harbor or Indian River; not enough for 

 canoe) arr. Clinton, night at anchor. 



1— Arr. Say brook, camped at Govt. Dock. South Cove (bad): 



find Capt. Ranee Brewell. 

 8, 9, 10— Foggy; but little breeze since 4th; in en rap. 



11 — Saybrook, 12:45 P. M., reefed, arr. New London Light 3 



P. M., arr. New London 5 P. M., night, at anchor. 



12— N. London, 1 P. M., arr. Bushy Point, a most perfect 



camping ground, milk, eggs, etc., can be had at Avery's 

 Point. 



13— Bushy Point, 12 M., arr. Stonington 3 P. M.; Stonington 



4:30 P. M., arr. and entered Noye's Inlet 6 P. M. 



14— Day spent at Noye's Point, quite a summer resort. 



15— Noye's Point. 10 A. M., passed Judith, smoot h water, arr. 



Beaver Tail at P. M., Castle Hill, 10 P. M., anchored 

 in creek. 



16— Arr. Newport; stopped at Frasch's float; find E. W. Gil- 



man. 



17, 18, 19, 20, 21, 22— At Newport. 



23— S.E. storm. 



24— Newport, 4 P. M., breeze S.W., arr. Castle Hill Creek 6 



P. M.; at anchor. 



25— Castle Hill, 9 A. M., breeze N.E., arr. Judith 10:45 A. M.; 



immense sea; air. Noye's ft. 2 P. M., with g. wind; 

 hard blow at night. 



26— Blows hard from S.W. all dav: tide very high; rainv 

 27, 28, 29— At Noye's Point: find Mr, Chapman or Sjsain. 

 SO— Noye's Point, 2:30 P. M., arr. Stonington 5 P. M.: rind 



Merrill A. Squires, a canoeist. 

 Oct. 1— Stonington, 12 M., arr. Avery's Point; very cold; for a 

 fair price a very bad dinner may be had at Avery's Pt. 



2— Ait, New London, very cold, out canoe on City of New 



York, fare to New York §1.75, canoe $2.50; A. R. Brown 

 only canoeist here. 



3— Arr. New York; arr. Newark; cold. 



Rouse's Point, N. Y., to Newark, N. J. 

 Lake Champlaiv, Lake George and Hudson River. 

 August and September, 1887, cruised home from A. C. A. meet. 



The above cruises, with the exception of Port Jefferson and 

 Little Falls trip, which were made in home-made canvas canoe, 

 14X28, were taken alone in Rushton Mohican No. 1, 60sq. ft. sail. 



STEAM CANOES.— Omaha, March 1, 1888.- Editor Forest and 

 Stream: Will your correspondent "W.," writing of a " V ery Small 

 Steamer" in the Forest and Stream of Jan. 28, 18S6, please give 

 a more detailed account of his steam canoe? As to the weight 

 and height of engine from floor to cylinder top, and whose manu- 

 facture, the depth of canoe amidships and at bow and at stern, 

 how much decked over, size of propeller and shaft, and general 

 expense of construction, etc? Steam canoeing is a branch of 

 aquatics pretty sure to make its appearance in the near future, to 

 judge from the many questions on the subject propounded in 

 '•Notes and Queries" of the Scientific American. We have steam 

 yachting, and its votaries are counted by the thousands, and why 

 Bhould we not have steam canoeing, to take its place among- out- 

 door recreations as a pastime involving a pleasant study of deli- 

 cate machinery, and a means of relaxation from the continual 

 grind in the city. Heretofore the bulk and expense of fitting up 

 canoes with steam machinery has been the greatest bar to its suc- 

 cessful introduction, andfit is stiU an open question as to whether 

 steam power can be applied for cruising purposes. Mr. Davidson, 

 in the Scientific American of March 8, 1879, describes his steam 

 canoe Nina, accompanied by an engraving, and says that she was 

 perfectly adapted to quiet river and bay cruising, and that the 

 cost of running was insignificant. Now in tnis age of progress 

 and electrical discoveries it would not seem strange, but rather 

 only a question of time when the paddling canoeist of to-day will 

 be equipped with a light and speedy self-propelling era ft, and we 

 already imagine him luxuriously reclining on a cushioned back- 

 rest, while ho has only to press a little button beneath his hand on 

 deck in order to start his screw, stop or go ahead, at half or full 

 speed, and this too probably at a comparatively small outlav of 

 cash. The motive power, not much larger than a high hat, is com- 

 pactly stowed away in an unused compartment beneath the deck, 

 and as he glides swiftly along with no exertion required on his 

 part, he leans still further back on his soft, chair-like back-rest 

 and idly wonders if the steam yachtsman with his many and 

 heavy unpaid bills enjoys half the comfort and elegance that his 

 staunch little craft affords.— W. R, S. 



A. O. A. MEMBERSHIP— Central Division: Ray Hillabrandt, 

 Johnstown, N. Y., and F. K, Fitter, Pittsburg, Pa. 



HARTFORD C. C— Members of the Hartford C. C. are tal 

 up the coming season; Rushton 's catalogues and Joyner's, as 

 as others, have, made their appearance. The new styles are b 

 discussed, and one or two have orders in for new craft. Ouri 

 is now cold and the current swift, and, as I look at it frc 

 window from whence I can see all of its long curve toward 

 city wharves, it has a bright, glittering, brown color, shadinp 

 into a chill steel blue. When it looks that way it. is too cob 

 cruises around Hartford. We shall, in a few days, be joi 

 hands in the canoe hospital over the varnish, pot. and sha* 

 looking up the few grains of tobacco left over from last fall i 

 lockers. We shall take a smoke out of it— not because it 

 best tobacco in the world, but because it will have a flavor a 

 pleasures of last summer, and be an earnest of the plca.su 

 the coming season, when the river shall be no longer him 

 chill, but sparkling and cool and most inviting to the, can 

 Spring is upon us, and we long for a chance to use the joll\ 

 and the double paddle.— J. D. P. 



1 for 

 ng 

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fachtinq* 



AMERICAN AND ENGLISH YACHTS. 



fTMJE perfection of dryplate photography and the portable cameri' 

 JL has proved a boon to the yachtsmen of to-day. To fornjl 

 any adequate idea of the importance which its present use wilt) 

 be to the yachtsmen of a generation hence it is only necessary to 

 consider what would be the value of an accurate 'picture of' the 

 start for the great race of 1851, or the ocean reces of 1866 and 1870, 

 The yachts of that time have passed out of existence or have bee™ 

 so altered as to be unrecognizable, and the thousand and one 

 details of rig and style that would be most interesting to-day aria 

 irretrievably lost. Not so will it be, however, with the fleet of 

 to-day; twenty, forty, or a hundred years hence the leading craft, 

 large and small, will be preserved in every detail through th«| 

 art of the photographer and printer. To most persons the photo-3 

 graph of a yacht is a pretty picture, something to admire for the! 

 moment and then to forget, but to the yachtsman it is more than 

 a mere pleasant reminder of his boat, if shows her truthfully as 

 she was, and by its aid he is enabled to study the rig and sails 

 with a scrutiny that is not possible when sailing on board. Yachts- 

 men everywhere are familiar with the work of Mi'. N. L. StebbinsJ 

 of Boston, whose pictures embrace the leading British yachts as 

 well as the greater part of the. American fleet. The best of these 

 photos to the number of fifty have lately been reproduced by thej 

 photo-gravure process and gathered together in a very handsome 

 volume, published by Charles Scribner's Sons, under the title of 

 "American and English Yachts." The reproductions, inadej 

 directly from the negative, lose nothing in detail and absolute 

 accuracy, while they gain in the softness of tint over the original 

 photograph. The selection is an excellent one, giving the leading 

 yachts, both racing and cruising, of both nations, from the largest^ 

 racers clown to catboats, steam not being forgotten. Each plate? 

 is accompanied by a. brief history of the yacht, with her dimen- 

 sions, the latter being obtained from the most authentic sources] 

 accessible. A feature of the book is the introduction, by Mr, I 

 Edward Burgess. 



As this is the first occasion on which the noted designer hasi 

 appeared in print, and as no one is better qualified than he to * 

 write much that yachtsmen would be glad to read.it is something! 

 of a disappointment to find that he has quoted liberally from Eng- 

 lish authorities; however, the summary of the growth of American 

 yachting, though brief , is not without interest from a historical 

 point of view, As to the liviug issues of t o-day Mr. Burgess saysd 

 little, but. we are glad to notice that bespeaks in favor of aheavior 

 tax on sail, and we hope the hint will not be lost when the question ' 

 of measurement is taken up by any of the clubs. Mr. Burgess, 

 Bays, "In taxing the sail area more than has yet been done bv our 

 clubs, the English have not erred, and I hope that, we shall follow 

 the same direction," Speaking of the great point, now in dispute,^ 

 he says, "As for the comparative merits of the centerboard and 

 keel, the question, I think, is more one of convenience and safety J 

 than of speed. For the smaller class, where sufficient draft of 

 water can be given without bringing the boat into constant dauger 

 of tailing the ground, and rendering docking inconvenient, the 

 keel boat has some advantages; but m the large boats, where the 

 draft must be limited, the centerboard is a. most desirable addition 

 and will come into universal use for cruising yachts, as well as 

 racers." We could ask no better indorsement than this of the 

 position that the Forest and Stream lias so long held, that the 

 centerboard possesses no special virtue of itself. "that the keel ia 

 at least equal to it in point of speed, and superior in other points 

 where the depth will permit its use. As to the practical solution 

 of the question in the large classes, whet her the improvement of 

 the keel boat of 80 to 90ft. is merely a matter of detail without ex- 

 ceeding the present dimensions, or whether it is only possible at. 

 the expense of a draft that would be prohibitive. Mr. Burgess 

 evidently favors the latter idea, but the true answer to the pro- 

 blem can only he reached by further building and racing. 



M 1 



YACHT BUILDING AT ROSLYN. 



R. CLAPHAM is now busy with three new boats of the stylo 

 lately described in the Forest and Stream of Dec. 15, two 

 being built at his yard in Roslyn and one under the direction of 

 his foreman at Tarpon Springs, Fla. One of these yachts is to go 

 to Buenos Ayres, a duplicate of Mr. Anchincloss's boat, 36ft. 

 over all, 9ft. 6m. beam, 3ft. hold and 16in. draft. The clipper stem 

 and long light counter, with a fair sheer, make a handsome and 

 lively looking craft, far more shapely than the old sharpie. The 

 sides flare, out considerably, and the bottom has a moderate dead- 

 rise, but abaft the midships the sides round into the counter as in 

 an ordinary yacht. The construction is very ingenious, the hull 

 being strong and light. The keel is of chestnut, doubled where 

 the mizzen step and the stock of the balanced rudder come. The 

 main keel is cut away where the trunk comes through, but two 

 long side keels are worked in, well bolted to the fore and after 

 sections of the main keel. The timbers are of chestnut and the. 

 planking of clear cypress. A stringer of chestnut is worked along 

 the heels of the timbers, and, with the lower strake of the side 

 planking, forms a rabbet for the bottom plank, which run thwart- 



accommodations are very good, five beds being easily made up, 

 with extra space for stores and a large cockpit. There is ample 

 room to sit up under the trunk, the cnief disadvantage being the 

 size of the centerboard, very long and so high that when fully 

 up, as at anchor, the occupants of the cabin cannot see from side 

 to side. The second yacht, for a Mr. Ruhe. of the New York Sum, 

 is similar in model, but with a plumb stem, being 28ft. over oil, 

 8ft. beam, 30in. hold, also yawl rigged. The Florida yacht is for 

 Gen. W. W. Lowe, a 35ft. Roslyn yawl of the usual model. Mr. 

 Clapham is also at work on a 16ft. cruiser. 



SEAWANHAKA C. Y. 0.— The second regular meeting of the 

 Seawanhaka C. Y. C. was held on March 10. The committee on 

 classification reported in favor of the adoption of the classifica- 

 tion originated by the New York Y. C, which report was accepted. 

 No action will be taken until the next meeting. A resolution was 

 passed empowering tJie library committee to make a permanent 

 list, for the use of members of the club only, of the various ports 

 and depots of supplies along the coast. The list is intended to in- 

 clude all railways and facilities for repairs and hauling out, telo- 

 graph stations, stores, etc. The date for the annual race was set 

 for June 23. A motion was passed to establish a standing com- 

 mittee to have charge of a register of Corinthian sailors, and to 

 examine the qualifications of Corinthians. The fleet surgeon, Dr. 

 J. West Roosevelt, has arranged two lectures on practical sur- 

 gery and medicine for yachtsmen, which will he delivered in a 

 short time. He has also perfected a compact medicine chest, 

 specially for yachts of moderate size, which will be put on the 

 market by one of our large drug firms at a moderate price. The 

 next lecture will be delivered on March 17 at 8:30 P. M. by Lieut. 

 Everett Hayden, U. S. N., the subject being "The pilot chart of 

 the Atlantic Ocean." The lecture will be illustrated by stere'opti- 

 con views, 



KINGSTON (ONT.) Y. O.-Dr. C. K. Clarke's new 30ft. w.l. cut- 

 ter Gerda is pronounced a very handsome craft. She is receiving 

 her joiner work of cherry and maple and will be ready to bend 

 sail at an early day. The builders deserve great credit'for their 

 job, which isperfeetly true to the plans, although the first boat of 

 her kind built in Kingston. Oldrieve & Horn wiU supply the 

 canvas. 



A NEW SPINNAKER BOOM,-Capt. Crandall, of the schooner 

 Mohican, has devised an extension piece to be fitted to the inboard 

 end of a spinnaker boom, extending its length at will. 



