April 18, 1888.] 



FOREST AND STREAM. 



2S6 



CAPT. CRAND ALL'S SPINAKER BOOM. 



lathting. 



CAPT. CRANDALL'S SPINAKER BOOM. 



THE accompanying illustration shows the spinaker boom de- 

 vised by C'apt. Craudall, of the schooner Mohican. The 

 boom is in two parts, each fitted with an iron similar to the ordi- 

 nary masthead cap, so that the longer can be run in or out, as 

 shown. When run in, the boom will pass under the stay. The 

 position of the sail when used -with the shortened boom is shown 

 by the dotted lines. 



JUDGING BY EXCEPTIONS. 



Editor Furcat and Stream: 



The Tribune has continued discussing keels and boards with 

 itself, its latost remarks being in much more fairer and more 

 moderate spirit than its first rather reckless attack. The Tribune 

 acknowledges that the improvements made in American yachts 

 during recent years should be credited to the cutter, but When 

 the Tribune says the keel has not been proven as good as the 

 board it falls into the common error of superficial critics, and 

 decides the whole question upon three international races, quietly 

 ignoriug the results of hundreds of races equally as pregnant in 

 proof, though not as hugely advert ised. It is not of much concern 

 what the Tribune -thinks, but it is just as well to set superficial 

 critics straight for the common good. It has been most thoroughly 

 demonstrated, aside from the national races, that up to 70ft. load 

 line the keel is at least as good as the board, and the cutter, beamy 

 or otherwise, just as good as the sloop. The records are proof, 

 and when the Tribune can muster a sloop, orthodox trap of old or 

 modern compromise, which can average better than Bedouin, 

 Oriva, Clara, Pappoosc, aud scores of other cutters, and even the 

 Burgess keel cats, it will be time enough to call upon keel people 

 to prove their case. As yachts under70ft. comprise nine-tenths 

 of the fleet it is not a matter of much concern what may be pre- 

 ferred in very large craft-, within the Teach of a few rich men, 

 although even among the largest, the tendency . is constantly 

 toward more depth and draft and less reliance upon the board, a's 

 your article on schooners last week very plainly intimates. The 

 latest schooners are within a foot or two of the draft of keel 

 vessels, and this difference is purely nominal, so that the same 

 end is likely to be reached in big craft as in small, the centerboard 

 being only resorted to as a makeshift in cases where draft is an 

 objection for near-by sailing. 



As we take more kindly to deep water, big craft, unfitted by 

 their size for small work in shoal surroundings, promise, from 

 present tendencies, to evolute into the regular keel. This may be 

 left for the future to decide. Meanwhile, sound critics will 'not 

 build solely upon the international races, representing special 

 issues and results brought about by many other features over- 

 shadowing keel and board in their influence. Neither do good 

 critics allow the "English" or "American" of the question to in- 

 terfere in forming judgment upon purely mechanical and scien- 

 tific problems. Otherwise I might note, were I arguing for the 

 English, that not only has our good old sloop been transformed 

 into three-quarters cutter, with the remaining quarter on the 

 point of being accepted, but that our schooners are being Angli- 

 cised in rig as well as in hull. The round spar nose-pole is driv- 

 ing out the bowsprit and jihboom with all its attendant complica- 

 tions; staysails and one jib have displaced big jib and flying jib; 

 spars are stepped Miranda fashion, etc., below and aloft. All of 

 this is hailed -with approval by good snilormeu, who do not care a 

 rap where things originated, as long as they are shipshape and 

 seamanlike. "Patriotism" is a very lame argument, though it 

 seems to be about all that many persons bring to bear m the mat- 

 ter. In its last article the Tribune has left "patriotism" at home 

 for the nonce, and its reflections are much more rational iu con- 

 sequence. 



If the Tribune and daily press generally will bear in mind that 

 size and noise do not invest a race with any more critical impor- 

 tance than a match sailed quietly between well-mated craft of 

 modest tonnage and cost, the columns of the daily press will be 

 read with more respect by yachtsmen and further more correct 

 views among the general public. It is the conditions under which 

 a match is sailed which should give the results importance, and 

 not the mere size and money value of the contestants. 



New Yorker. 



THE FISHERMAN'S RACE. 



THE long talked race between the leaders of the Boston and 

 Gloucester fishing fleet was sailed on April 5, resulting in a 

 victory for the new Burgess fisherman, Carrie E. Phillips. The 

 race was sailed under the following conditions, the first course 

 being chosen. The referee was Vice-Corn. J. Malcolm Forbes, E. 

 Y. C, with Messrs. Daniel Appleton and Gr, H. Richards as judges, 

 Starting from red buoy off Boston light. 



Course No. 1. IS miles to windward or to leeward, round a tug- 

 boat flying two flags on one mast, leaving the tugboat on the port; 

 thence back to a line between the black buoy off Point Allerton 

 and Boston light. Vessels must pass to the northeast of Harding's 

 ledge, and to the south of southeast breakers off Baker's Island 

 DOth going and returning. 



Course No. 2. Prom starting line leaving Harding's bell buoy 

 on starboard, to and around buoy on Davis' ledge, leaving it on 

 port; then to Halfway Rock, leaving it on port and back to a line 

 between buoy off Allerton and Boston light. 



Course No. 3. From starting line to and around Halfway Rock, 

 leaving it on starboard, to finish line, leaving Harding's bell buoy 

 on port. 



The entrance::' i < shall form a sweepstake purse, which shall be 

 divided into 1 r zes. as follows: Winner to take 40 per cent.; 

 second vess*. - per cent,; third vessel, 20 per cent.; fourth ves- 

 sel, 10 per cent.; fifth vessel, 5 per cent. Each vessel shall ba 

 steered by her regular skipper or by one of her regular crew. 

 There will be no time allowance. No lead ballast shall be used. 

 If the race be noi finished by one of the vessels before sunset, the 

 race shall be called off, and shall be sailed the next day at the 

 same hour. There will be no time allowance. 



The schooners had all hauled out just prior to the race, and 

 were in the best condition. The wind was W. by N. in the morn- 

 ing, hut by 11 A. M. it was blowing from S.E. by E., and the mark- 

 boat was sent away to log off 15 knots. The preparatory whistle 

 blew at 11.10 A. M., the starting whistle being lOmin. later, with 

 lOmin. to cross. The five schooners were working to leeward of 

 the line, the wind being quite light. The J. J. Merritt Jr. and the 

 J. H. McManus were near the line, the Roulette and Carrie W. 

 Rabson some distance off, and the Burgess boat, Carrie E. Phil- 

 lips, with Mr. Burgess and Capt. Crocker on board, still further 

 away. 



The Merritt was first across the line, getting a good start, the 

 others following more slowly. The Phillips carried gafftopsail, 

 maintopmaststaysail, and jibtopsail beside her four lower saila; 

 the others oarrving also their flying jibs. The fleet was timed: I. 

 J. Merritt, Jr. 11:20:51, John H.' McManus 11 :22:12. J Loulette 11:22:48, 

 Carrie W. Babson 11:25:14 .Carrie E. Phillips 11:20:30. 



All crossed on starboard tack, but after a couple of minutes the 

 Merritt went on port tack, followed by the McManus. The Rou- 

 lette held on a little longer, while the other two kept on starboard 

 tack for some time, the Phillips leaving the Babson steadily. 

 The Merritt continued to increase her lead of the McManus, the 

 Roulette gaining on the latter, while the Phillips, now on the 

 same tack, was overhauling the second and third boats. At 11:38, 

 when off Hull, the leader went on starboard tack again for the 

 open water, the other two following a little later, and the Phil- 

 lips at 11:47. Soon after going about the McManus met with a 

 mishap, the jibtopsail halyard parting while a hand was aloft on 

 the stay, letting man and sail down together, the sail being taken 

 iu. The Babson was now well astern and looking for flukes which 

 she did not find. Roulette was gaining on the second boat, while 

 the Merritt and the Phillips were doing the best work of the fleet, 

 the latter holding the leader and gaining on the second and third 

 boats. 



The Merritt tacked off Nantasket Beach, Roulette being the 

 next about. The Phillips gained steadily on the Merritt off Co- 

 hasset, both tacking f requently, the wind then being quite light, 

 and finally took the weather berth. Meanwhile the McManus, 

 well off shore, wasgetting more wind, and for a time it seemed 

 that she would come out to windward when all came together, 

 but she failed to do so. Passing Minot's Ledge Light the Phillips 

 was to windward of the Merritt, and a little ahead, but from that 

 point to the weather mark the Burgess boat gained rapidly. The 

 Merritt housed her foretopmast after taking iu jibtopsail, but the 

 Phillips contiuued to leave them. Roulette was doing well, but 

 she lost- her jibboom, which crippled her somewhat. The times 

 at the weather mark were: Phillips, 2:18:^0: Merritt, 2:22:20; 

 Roulette, 2:29:00; McManus, 2:33:20; Babson, 2:44:00. 



The Phillips led by half a mile at the turn, jibing to starboard 

 and starting for home with a little more wind, now a little more 

 to the south. The boats traveled home very fast, as the wind in- 

 creased, the Phillips and Merritt first, then the Roulette and Mc- 

 Manus, the Babson being last. When about five miles from home 

 a severe rain squall struck the fleet, after which the wind was 

 quite light. The Phillips won by over a mile, but the others were 

 helped along by a second heavy squall. 

 • Following is the official time of the race: 



Start, Outer Mark. Finish. 



Carrie, E. Phillips. ... 11 26 30 2 18 20 3 49 50 



1. J. Merritt, Jr 11 20 54 2 22 18 3 57 12 



Roulette 11 23 18 2 28 53 4 12 26 



John H. McManus. . ..11 22 42 2 33 05 i 17 27 



Babson 11 25 14 2 43 53 4 35 00 



Elapsed. 

 4 23 26 

 4 36 18 

 4 49 38 



4 54 45 



5 00 46 



A WINTER CRUISE IN THE SOUTH.— IV. 



(Continued from»page 116). 



Quickly starting sheet until all the strain was brought on the 

 weather shrouds, and getting the jibboom on deck after 

 some trouble, we made an examination and found that the eye of 

 the band on the stem to which the jibstay was fastened had 

 broken into three pieces, allowing the stay to run out through the 

 bee hole in the bowsprit. 



We now got the jib in and everything snug aboard, and trim- 

 miug the mainsail so as to press the mast, slightly for ward, passed 

 the jibstay back through the bee hole, and leading it to the stem 

 head made a triple tackle fast to it, passed it round the w indlass, 

 and heaving, set the mast up until the stay was taut. Of course, 

 with the weight of the mainsail and spars on the mast we could 

 not get it up to place, which made her steer badlv and made it 

 very difficult to work to windward. 



As we reached further into the open the swells became longer 

 and not so vicious, makiug our road a little easier. As the sun 

 fell the wind moderated somewhat, although it- was still a storm, 

 and the heavy swell kept- up. The bottom of Albemarle is level, 

 and there is about 12ft. of water nearly its whole length and 

 breadth, so that navigation is easy. The shoal water, however, 

 makes a sea very quickly, and a- sharp, ugly one at that. 



We held a council of war and concluded that in our crippled 

 condition we had better get into port for repairs, and our nearest 

 port was Norfolk, 60 miles away. Under ordiuarv conditions we 

 would have had a slant into North River, and could have reached 

 it inside of two hours, but under our crippled rig we had to head 

 six points off the wind, which would bring us west of the Pas- 

 qttotauk River. We headed t he Monarch up as close as we could, 

 and resigned ourselves to an all-night battle. 



According to the beacon and lighthouse list, Croatan Light 

 should be visible U*4 miles at 15ft. above water level. We were 

 only 5 miles from Croatan, but had already sunk her light from 

 our light boards, which were loft, above water. We were within 

 miles of North River Light, which was supposed to be visible 

 11M miles, and 10 miles from Wade's Point, which was supposed 

 to be visible 10% miles, yet not one of the t-uree could be seen, and 

 we did not raise Wade's Point Light- until we were within 4 miles 

 of it, about 9 P. M., about the same time we raised North River 

 Light, being within 5 miles of it, These lights are really ship's 

 lanterns, and do not show much further. The lighthouse board is 

 paying some attention to these waters, having erected Croatan 

 and North River lights within the past two years, and being now 

 engaged on Roanoke Light, vet the results obtained are still very 

 tame. The trouble seems to be that the district is too large; it 

 includes the Chesapeake Bay and the lower sounds. As the Ches- 



apeake is the most important it naturally takes most of the atten- 

 tion, with the result that the sounds are neglected. There should 

 be two lights to each one at present in the sound, and three buoys 

 to each one now there. 



As the evening wore on it grew colder and colder and the spray 

 began to congeal as it fell, and wo soon had several inches or ice 

 on deck, making the Monarch still more loggy. At 9:30 P. M. we 

 tacked under the lee of Wade's Point Shoal and reached along 

 under the land, making short stretches occasionally to keep out 

 of the chops. At 10 o'clo ek we were off North River Bar. The 

 western point sets out nearly three miles and the eastern one 

 slightly further, both being long finger-like shoals. Between the 

 points of the two is a channel with Sft. of water about 200yds 

 wide. On the eastern point is a wreck with timbers nearly up to 

 waterline. We made several boards from the lighthouse on the 

 western point to the wreck on the eastern one, hut it, being dead to 

 windward the tide running out strong, it was 10:30 before we finally 

 got across; then starting sheet, we ran in under the land and 

 anchored at 10:50, thoroughly tired out. When wc anchored there 

 were 2in. of ice on deck aft and about 6in. forward, while the 

 shrouds up to the light boards were 4 to 6in. in diameter. We Had 

 to crack half a ton of ice off the anchor and chain before it would 

 run, while the halliards and downhauls gave us another half 

 hour's job. Logged 42 knots, although we only made on our course 

 24 knots. 



Sunday, Jan. 22, made sail at 1 P. M., having spent the forenoon 

 in clearing up. Set mast up a little more, so that we could can y 

 full sail; wind from N., fresh, but growing lighter; barometer, 

 30.50; thermometer, 30. The wind being dead ahead, we tacked 

 from shore to shore, but the tide running out of Currituck Sound 

 strong through the canal, caused by the heavy northerly winds, 

 made our progress slow. The mouth of North River is fan-shaped, 

 running from a point at the north, where the river is but a few 

 hundred yards wide, to a width of over six miles at the bar. Al- 

 though the mouth is closed, as I said before, except for the narrow 

 channel 200yds. wide, by the two shoals, which, by the way, make 

 a splendid harbor from southerly winds— there is not a shoal or 

 bar inside the river, and the bottom is nearly level, varying only 

 from 7 to 10ft. in depth. The canal eompany'is at work dredging 

 a deeper channel across the bar at the mouth, and will have by 

 the end of the year a much better entrance. 



At the place where the river narrows into almost a creek we 

 came across what to our ideas was a novelty. For some time 

 before we approached it, we noticed a red beacon with the lamp 

 about twenty feet above the water. The beacon seemed to be 

 composed of three piles, with a cluster of piles around the base. 

 But the novelty to us consisted of the fact that the lamp was lit, 

 whereupon we supposed that some one had neglected his duty. 

 After passing several of these beacons and asking all the ques- 

 tions we could think of about them, we finally discovered that 

 they were of recent invention and were being given a trial. There 

 are ten of them along the North and North Landing rivers and 

 Currituck Sound, and are built by first sinking an iron pile about 

 12in. in diameter and protecting it by wooden piles. On top of the 

 iron piles are three vertical reservoirs of compressed gas and 

 upon the top of these a ship's lantern. The gas is lit and left 

 alight until it is exhausted, which requires over a month. Once a 

 month the launch from the lighthouse station at the entrance of 

 the canal into Currituck Sound comes down and puts up new 

 reservoirs, taking the empty ones back to the station to be re- 

 filled. 



We ran up the ri ver to the entrance of the Albemarle and Chesa- 

 peake Canal, where we dropped anchor. Logged 12 knots. The 

 scbooner Ocean Bird, which we had twice seen in Roanoke 

 marshes, was lying here, trying to get into the canal. The ice was 

 running pretty thick, however, and they did not dare attempt it. 

 They also reported the upper cut in the canal closed with ice; so 

 we made the best of it, and taking the ladies ashore, endeavored 

 to find a native to talk with, but it was impossible. A greater 

 wilderness does not exist on the continent. The only houses were 

 two miles ahead at Coanjock, where the only wagon'road leading 

 down the peninsula crossed the canal. Here a store had been 

 located, and the bridgetender and a few employes of the canal 

 lived. 



Monday, Jan. 23, we lay all the morning gazing at the ice slowly 

 floating out of the canal, and hoping for a tug to show up. Ther- 

 mometer at noon 45°, barometer 30.20, stationary. At 1 o'clock the 

 Ocean Bird got under way and began poling into the canal, and 

 seeing that they were making headway, we concluded to do like- 

 wise. After two hours work, in which we had made less than 

 half a mile, we looked around for a better way of getting along. It 

 must be remembered that there is no path along the canal, the 

 diggers had simply thrown up a high bank on each side. These 

 banks were now overgrown with trees and a rank undergrowth 

 of bushes. On the far sides of the banks was an impenetrable 

 cypress swamp. Notwithstanding the apparent difficulty we con- 

 cluded to track the yacht, so sending two men out on the bank 

 with a long line- from the masthead, so that it would clear the 

 small trees, then scrambling and climbing along, we made at the 

 rate of a mile an hour, but no work seemed too hard which would 

 bring us in sight of a human face. We soon caught up with the 

 Ocean Bird and stopped alongside to rest and chat awhile. Duriug 

 the chat her owner proudly told us that she was considered a fast 

 boat, she had done her nine knots before the wind, she was also 

 as stiff as they made them. Notwithstanding which she had been 

 capeized twice, the last time in the middle of Albemarle Sound 

 had sunk but was easily raised. From the different stories I heard' 

 along the sounds it seems to he the usual thing to capsize once a 

 year or so. I heard ot a three-masted schooner which had come 

 down after watermelons, and was lying at anchor with only main- 

 sail set, which had turned turtle. By the way, the fastest sloop 

 on the sounds is reported to be the Thomas Hunt, hailing from 

 Elizabeth City, she was built by Smith, at City Yoint, Long Island, 

 to beat the Heywood, which was formerly the crack craft. 



We resumed our tracking and passed through the drawbridge, 

 at Coanjock at 4 o'clock; here we heard that there was a fleet of 

 large, schooners lying about two miles above the bend, unable to 

 get across Currituck Sound on account of the ice and low water. 

 So with spirits raised (not to the- lips) we pushed on, hoping to tie 

 on to the end of the string. We had gone about a mile when the 

 steward fouled the tow line and was dragged overboard, where- 

 upon we concluded to stop and dry him off. Just above us we 

 noticed the schooner John W. Bell, of Laurel, Del., aground; so 

 we made fast just below her. Her captain told us it was first boat 

 in, first boat out, so that the string of schooners ahead could not 

 move on until the tug had come back and pulled him off. So we 

 made our tow line fast to his stern and turned in, having made 

 four knots on our way. 



Tuesday, Jan. 24, opened cold, north wind, fresh, thermometer 

 46°, barometer 39.50 and falling. There being no prospect of mov- 

 ing on we escorted the ladies back to Coanjock and helped them 

 to exercise their shopping proclivities in the only store with bene- 

 ficial results to the larder, after which I joined the captains of 

 the belated schooners in a duck shoot. This loe not being part of 

 the gunning columns of the Fokest akd Stream, I do not think 

 it necessary for us to confess to the size of our game bags. In the 

 afternoon the tug came down, and the Belle having warped her- 

 self into deep water, took us in tow and brought us up to the 

 waiting fleet at the mouth of the canal, then we waited some 

 more, logged for the day two knots, a truly magnificent run. 



Wednesday, Jan. 25, the wind blew from the north all day. the 

 tide steadily running out. The ice, however, had rotted during 

 the night and several steamers tried to break through. The tug 

 Grpsey started across with a raft of fortv links; she lost nearly 

 half of it in the passage. After her followed the fleet of small 

 canal steamers, and then another tug with a raft. Then, when 

 this excitement was over we sat down and waited some more. A 

 few of us went out after ducks, the constant booming of big 

 guns in the batteries across the sound leading us to believe the 

 ducks were there at last. Upon returning, however, it was the 

 unanimous opinion of the party that they must be shooting at 

 targets over there, for not a duck was in sight. We then organ- 

 ized an expedition of a dozen yawl boats down the canal to Coan- 

 jock, where on arriving the majority spent their time in reading 

 the notices plastered all over the front of the store, while the 

 others stood out in the road and showed the way they would kill 

 ducks, if there were any there, by tossing tin" cans in the air 

 and perforating them. By intense attention to the notices on 

 the store front we ascertained that a blacksmith came to 

 town twice a week and shod horses for $1.30, also that we were 

 not to shoot on the grounds of the Monkey Island Gun Club, 



wherever they were, and that Mrs. was to be despoiled of 



two pigs and some household articles by the sheriff. Digging 

 among the ruins of antiquity we also discovered that some time 

 in the remote past, somebody's circus had got lost down that 

 way. Then by way of recreation we manned our b rats and rowed 

 back against the head wind and tide to Long Point, where we 

 waited again. 



The lightnouse station is the only point of interest here. The 

 Government has docked up one side of the canal, thereby making 

 something out of nothing— that is to say land out of the marsh. 

 There is an office and a residence, three coal sheds, the gas house 

 and compressor, a very complete plant for supplying the gas 

 beacons, and a large house into which a canal is dug and in which 

 the steam launch, about 60ft. long, is kept. The people at this 

 station were very pleasant and did all they could to keep us 

 amused. They were unable, however, to inform me how two 



