May 10, 1888.] 



FOREST AND STREAM. 



319 



have too much even of a good thin.?, and this was soon our lot. 

 By the wav, it is not difficult to understand and even to enter into 

 and sympathize with the feelings of the poet Young (we are in a 

 different mood now and not thinking of Gilbert), of whom It is re- 

 corded that he loved to go out when the thunder was abroad and 

 the storm a-ragi tig. To som j men a real good t hunder clap, or better 

 still a series ot thunder elap-j precede l hv the sudden rushing of 

 the wind and followed by the no less sudden down-pour of the 

 rain, is a message from nature fall of attractiveness (a good deal 

 depends upon the state of your oilskins!). But moralizing aside 

 it was a comfort to Und thai the boats behaved themselves right 

 bravely, while we ran dead baf ore the gale under storm canvas 

 for the Ray Sand, some seven or eight miles ahead, our nearest 

 point of shelter, and uodor its lee we shortly found ourselves 

 thanked our stars at having such staunch craft, for thev made 

 good weather of what in the old class of boat we should have had 

 — to speak the least of it— considerable trouble with. 



In these sheltered waters we made more sail and entered the 

 Crouch River, probably so called from its crooked course. The 

 squall having blown itself out, we drifted up the river with a faint 

 zephyr to that quaintest of all quaint places, Burntiam, where we 

 landed for stores and to look about us, being much taken with the 

 Old-World appearance of the town. 



Canewdou Creek, to which the Burnham fishermen directed us, 

 being unsuitedto our purpose, we dropped our mud hooks on the 

 opposite shore, thereby bringing troubles thick upon us, for it 

 turned out that we were on an oyster bed, ani down came the 

 watchers upon us like Mark Twain's ft ok upon a fly. The only 

 way to pacify these irate, individuals was to haul inshore clear of 

 the OBd when the tide made, which we did, realizing at the time 

 that our start next morning, on which much depended, would be 

 consequently delayed. It was too late to think of Finding anoi her 

 berth. 



Friday, Aug. 19 — To-day we ran hack to Burnham with a light 

 air and t urned down the Roach over a strong ebb— bother tho^e 

 watchers!— fondly flattering ourselves that the tide would be in 

 our favor further down; but, as we found these creeks to dry out 

 at the southward entrances first, "Hope told a flat tering tale" to 

 our cost. What little win J there had been died away, "and, the. 

 sun coming out with scorching power, rowing was anything but a 

 pleasant occupation. When half-way cooked, overboard we 

 popped for a plunge m the briny, and the fillip thus imparted en- 

 abled us to drive our boats as far as the Coast Guard station in 

 Havengore Creek, a name, by the way, with an affix much rarer 

 in England than the Emerald Isle, and generally having allusion 

 to its shape as a triangular plot of ground either running into 

 other land or into the seaboard. Here we were left high and dry 

 on the mud, instead of taking up a cosy berth on the loiig-looked- 

 for London River. Bother those watchers, we say again. 



The coast guard at once came to see us— not the one who inter- 

 viewed the crew of the Viper— and thinking of the Viper, we can- 

 not help wishing there were more of such hooks to read, for it 

 appears visitors are as great a rarity to this sojourner in the 

 wilderness as. according to our Latin grammar, a black swan 

 used to be to the inhabitants Of the civilized globe centuries ago. 

 This old salt, intuitively knowing what, would please, enthusias- 

 tically described a new rig he had invented; and, his varn over, 

 advised us when we had wafer enough to haul close into the west 

 hank for fear of receiving "a knock" from a hav barge drift be 

 through with the night's tide. Not wishing to "take the knock" 

 in this fashion, we floated our boats to the shore as the tide made 

 up the creek, but we were not free from an adventure after all, 

 and it came, about in this way. 



When the tide made over the Map] in, which it did at the sleepy 

 hour of eleven P. M., and met the other tide, a bubble was caused, 

 and each boat naturally sheered about, and circled round after 

 the manner of a float in an eddy. What, could we do? Well, 

 nothing but watch one another's riding lights careering about. 

 "What was bound to happen did happen, m one mad rush the 

 cable of one fouled the rudder of another. The phosphorescent 

 water boiled past at no end of a rate, making it troublesome work 

 for the crews to put matters shipshape, but patience and per- 

 severance conquers difficulties, and some time or other we were 

 comfortable. All this exertion entitled us to one more pipe, and 

 that over we snored in concert. 



Creeping out into the channel next morning as early as possible, 

 we found an east, wind, and it was a case of "rig-a-iig-jig, away 

 we go," till the tide turned some four miles above. Southend pier. 

 The wind still held fair, and steering in shore we ripped through 

 the slop to Thames Haven. Shortly after leaving this place we 

 were caught in a succession of heavy squalls of wind and rain, 

 and having failed to get into the Mucking for waut of water, were 

 iu a difficulty where to find a quiet, berth for the night, hnally 

 choosing the Lower Hope reach. Talk about mud, if was some- 

 thing too awful, and when we took the ground a prisoner each 

 man found himself in his canoe. How to get out we knew not. 

 Lower was our hope of a supper than if we had been three ("husoes 

 stranded on the most deserted of islands. Kay, in that plight we 

 could have reeonnoitered, but in this, our island of mud, to have 

 attempted to move seemed to threaten us with lower depths still. 

 However, Sabrina. fortunately was the owner of a pair of wading 

 boots with which he made the attempt, and "squirked" through 

 the "putty" to serve out the rations like a good Samaritan. 



In the early morning we were awakened by some river side 

 loafers shooting at gulls (we use the preposition advisedly and 

 thankful too for the poor birds' sake), and little as we were led 

 to appraise these sportsmen (save the mark!) at a high value we 

 were more than astonished at seeing one of their number trying 

 to poach— to filch— to appropriate t o himself— well, what's 'in a 

 name— to steal a pair of boating shoes from Gipsy's mizen mast. 

 Gipsy, soundly asleep as becomes the innocent, was awakened by 

 the shouts of his friends' and putting his head out frightened the 

 would-be mis-appropriator, thus both saving his property and 

 bearing evidence to the fact that in some circumstances igno- 

 rance is not bliss, and then it is not folly to be (other) wise. 



We had a strong flood tide with us on starting after this early 

 adventure but a head wind, and did not make Erith until the af- 

 ternoon. We had proposed to reach Kingston, but as time pressed 

 this plan was given up and a landing forthwith effected. Sabrina 

 and Gipsy had a mighty washing of boats and packing of luggage, 

 but, Muriel— homo tortunatus— having more time at his disposal, 

 only awaited their departure to hold on for the upper Thames.- 



Thus ended the last cruise of the three skippers, a cruise want- 

 ing, it is true, in the grand scenery they had been accustomed to 

 in previous trips on the west coast of Scotland, but for all that a 

 most enjoyable one, the memory of which will shorten many along 

 winter's evening, it is hoped , eertainl i it will gi ve a zest to the pho- 

 tographic album, which through the help of Sol— artist imperial 

 —boasts many a picture of moving scenes by Hood and held, from 

 a quiet berth on a canal to an exhilarating sail on breezy waters, 

 with a study of the A tlantic rollers breaking on the rugged Scotch 

 coast put in as mustard is into a sandwich to make the mot pel 

 toothsome. 



A feeling of sadness comes over the true boating man when 

 cruising things are put away for the winter, and his craft which 

 has been so enjoyable a home, is carefully laid on the rack, but as 

 the end of the 1887 season saw the inauguration of the British 

 Canoe Association our feelings, were changed to bright anticipa- 

 tions for the future. 



To our English readers we say in Dot's words: "Will you join 

 the clan? You will fiud such friends as you never dreamed of be- 

 fore, and delights kings and the rich are strangers to." 



Our fervent wish is that the association will bring together 

 many "a good man and true," and that its cruises on salt, water 

 aud on fresh may be as jolly as have been those of its sincere 

 friends, Sabhina, / 



MuKiEti, ^Mersey Canoe Club'. 



__ GIPSY, ) 



THE NORTHERN DIVISION MEET. 



ACTIVE preparations are being made for the Northern Division 

 camp, to beheld at Lake Couchiching, July 33 to Aug. 4. 

 Horse Island is now being thoroughly underbrushed and the 

 camp store, wharf, etc., will be built at once. During the winter 

 the sailing courses were laid out to north and south of the island. 

 The Grand Truuk Railway will carry members to and from 

 Orillia at one fare (canoe and kit free). The steamer Norseman, 

 Charlotte (pwt of Rochester) to Port Hope, will issue return 

 tickets at $2, canoes free. 



Already the greatest interest is being taken by canoeists and 

 their friends in the coming meet, which promises to be a large 

 one. The long, clear stretches of Lake Couchiching are especially 

 adapted for sailing, while its propinquity to the River Severn 

 and numberless small lakes make it a perfect paradise for 

 cruisers. The programme of races is as follows: 



PADDLING RAGES. 



No. 1. Classes II. and III. Optm or decked, any blade, 1 mile. 

 No. 2. Classes IV. and V. Open or decked, fitted with center- 

 boards, any blade, 1 mile. No. 3. Classes IV. and V. Open, single 

 blade, 1 mile. No. 4. Classes TV. and V. Tandem, open canoes, 

 single bladea, decked canoes, double blades, 1 mile. No. b. Any 

 Class (except Class ij. Tandem, lady and gentleman, any blade, 

 H mile. No. fi. Classes IV. aud V. Club fours, four paddles from 

 any organized club, single blades, 1J6 miles. 



COMBINED RACKS. 



No. 7. Classes A, B and C. Open or decked, 3 miles; the half 



^ 1 e H t0 XT 6 alt ernately paddled and sailed, commencing with ' 

 paadle. No. 8. Classes A, B and C. Open or decked, paddle 1 

 mile to windward, round buoy, step mast, hoist sail and run 1 

 mile to leeward. 



8AIMNO RACES. 



No. 0. Classes A. B and C, novices who have not sailed a canoe 

 prior to 1888, 3 miles. No. 10. Classes A, B and C, decked canoes, 

 3 in lies. No. 11. Classes A. B and C, open canoes, ,1 miles. No. 12. 

 Glasses A, IJ and C, open or decked, passenger race, male passen- 

 ger weighing not less than lOOlb-s, ?. miles. No. 13. The six leading 

 canoes from each of Nos. 10 and 11, i% miles (absence of any not 

 to prevent the race). 



MISCELLANEOUS RACES. 



NO, 14, Portage race, any canoe (Class 1 excluded), weight of 

 canoe not loss than flUlba, paddle 14 mile, portage '4 miile, paddle 

 % mile. No. IB, Hurry-skurry, inn, swim aud paddle. No. 16. 

 Tournament. 



Note A. The record prizes will he awarded from the results of 

 Nos. 1 and 2, 7 and 8, 10 and 11. B. The "one-man-one-.-anoe" rule. 

 Is to apply as heretofore, and in addition each canoe will be lim- 

 ited to one rig in the sailing and combined races; that in, the sails 

 used in the first of such races are to be used in the other sailing 

 and combined races, but these may lie reefed or lowered, and 

 mizensmay be omitted in combined faces without affecting sub- 

 sequent events. C. The races for tandems and fours ate excepted 

 trom the "one-man- me-canoe" rule. D. Special races will be 

 added at the discretion of the Regatta Committee, if a sufficient 

 number of contestants signify their desire and willingness to 

 enter. Such as "a paddling upset race," "a man-overboard sail- 

 ing race." "a passenger-overboard sailing race," etc. 



G. M. Douglas, m.d., j 



Colin Fbaser, Regatta Committee. 



G. M. Hatxon, I 



A. C. A. MEM RE US HI P.— Northern Division: J Godfrey, E 



v. n. iTiiijiiiijT,Lvori ir . — rtui iue,i 11 uivision: .1 i rodlre v, r 

 .1 liner, A, Bottum, of Bt.bcaygeon, Ont. Central Division: Mat- 

 lew Bender, Jr., Albany, N. Y .: Charles G. Ransom, Cleveland 

 . Eastern Division: .lohu F. Seven, Jr., Thornton H. Smith. 



SEAWANHAKA CORINTHIAN Y. C. 



LAST week the Seawanhaka C.Y.C. closed the interesting and 

 successful winter work which has done so much to aid and 

 instruct its members, aud to shorten a winter that has been colder 

 aud more tedious than is usual in this climate. The general use of 

 the handsome club house has proved a very important factor in 

 uniting the members and promoting social intercourse among 

 them, but besides the social features it has been the schoolroom 

 for much valuahle instruction in special classes and lectures 

 On Tuesday night were held the graduating exercises of the navi- 

 gation class, which has been held twice a week under the direc- 

 tion of Capt. Patterson, and on Saturday night the final lecture 

 ot the series, on Harbors, was delivered by Capt. H. C. Taylor U 



the lectures and classes will not be resumed until the end of the 

 yachting season, when it is proposed to carry out on a still more 

 complete scale the experiment so successfully inaugurated. 



"Some great harbors, lacking convenient land access, have not 

 been utilized as ports, and .are not generally known. Among 

 harbors of the first class may be mentioned llio de Janeiro, which 

 is well known, Acapulc.o less known and used, Chirigui Lagoon in 

 Costa Rica, scarcely known, Carthagena harbor on the Spanish 

 main, Magdalena Bay in Lower California, and Gardiner's Bav 

 in Long Island are. I believe, the most complete harbors I have 

 ever visited in my cruising. The most eminent, of authorities on 

 harbors say Gardiner's Bay, with its perfect ly sheltered tributary' 

 basins, is perhaps the best anchorage in the world. 



"Considering our coasts, we should place Halifax, Portland and 

 Boston high among harbors of the second class. Halifax having 

 fogs and reefs outside the entrance; Portland lacking capacity, 

 while Boston's defects are so slight that we probably do her in- 

 justice when we do not place her in the first class. New Bedford, 

 Newport and New London are in the third class. New Bedford, 

 difficulty of access and lack of space. Newport, lack of space and 

 bad holding ground. New London, too much withdrawn from 

 outer coast line, and lack of anchorage space. A portion of Narra- 

 gansett Bay north of Gould Island should, perhaps, be placed in 

 the first class, having almost every advantage demanded by a 

 great anchorage. I have always classed Gardiner's Bay among 

 the few harbors of the first class, and it is, without doubt, first in 

 the front rank upon our Atlantic coast. Some figures will be 



can accommodate as many as 13,008. New York comes near to 

 being in the first class, but its bar relegates it to the second 

 Delaware Bay can scarcely be rated higher than third, the low 

 water bay heing a poor shelter, even with the aid of a breakwater, 

 aud the wdiole bay and its entrance being obstructed by shoals 

 Hampton Roads, though the seat probably of a great commercial 

 port in the future, fails of a high place among the harbors of the 

 first class because of a bar, and of the openness of the anchorage 

 grounds, permitting a long fetch of the sea from the eastward- 

 but these defects are not sufficiently serious to place it in the 

 second cMss. South of this we may note Key West as a second 

 class. On our Pacific coast we have San Francisco, whose bar 

 alone prevents its tanking first class; and the Columbia River 

 mouth, whose very bad bar puts it in the third class. Puget 

 Sound ports have the rare trouble of too deep water for c mvenient 

 anchorage, and Bellingham Bay, near the line of British Columbia, 

 which is easily in the second class, may, when more is known of 

 it, prove to be in the first rank. 



''You will have observed, doubtless, that commerce in establish- 

 ing a great port does not make a good harbor the first requisite, 

 but has always selected a point of greatest convenience for land ac- 

 cess; that being secured, a good harbor in the vicinity is considered 

 desirable, but is secondary in importance; and thus we. see Mont- 

 real, difficult of water approach, and ice bound for part of the 

 year, outstrip Halifax. New York grows to greatness while Car- 

 diner's Bay is a wilderness. Norfolk languishes, and Newport 

 News is unheard of, while Baltimore enjoys centuries of pros- 

 perity as a great port. 



"The commercial instincts of European nations are keen, and 

 recognize quickly the need of good harbors, and thev call upon 

 their rulers to supply that need. Not so with us in the United 

 States. Our demands upon Congress are feeble and intermittent, 

 and in consequence but little regarded. New York is to-day, all 

 things considered, the greatest trade center in the world. Its 

 harbor is nearly perfect, but its entrance is difficult, at times 

 dangerous for large vessels, upon which so much of its pros- 

 perity depends, and its inner waters, which are of noble capacity 

 and proportions, are sadly mismanaged, or more exactly, not 

 managed at all. 



"A brief description of the Board of Conservancy of the Port of 

 London and the River Thames will suffice to indicate the general 

 system of government for other great ports of England, differ- 

 ence of detail being caused by the varying circumstances of 

 localities. The Thames at London, compared to New York har- 

 bor, is but little more than a muddy ditch; yet a vast commerce 

 is there accommodated. Such methods as are employed at Lon- 

 don, if brought to bear upon our port, already so generouslv 

 treated by nature, would produce results of order and efficiency 

 undreamen of in our present chaotic state. The directing author- 

 ity at the port of Loudon is a commission known as the Thames 

 Conservancy Board. All important interests of the harbor 

 have representatives upon this Board. The conservators, on the 

 part of the Corporation of London, at the present time, are the 

 lord mayor and six of the aldermen; on the part of the Admi- 

 ralty, two admirals of the Royal Navy; of the Board of Trade, 

 two gentlemen, one of whom was formerly a captain of a White 

 Star steamship; and of t he Trinity House, which has charge of 

 the lighthouses and other na vigation interests, two captains, one 

 of them formerly in the East India service. In addition to these, 

 the ship-owners of London are represented by two ship captains; 

 the owners of passenger steamers by one member; the owners ot 

 lighters and tugs by two; the wharfinger by one. The deputy 

 chairman of this board is an. admiral; the secretary, a na\ y cap- 

 tain. The engineer of the board is a civil engineer of distinction; 

 and there is, finally, an assistant secretary. This board, 

 clothed in the beginning with considerable power, -has 

 given such satisfaction during the past thirty years, that 

 various additional interests have fallen to its care from 

 time to time, until now it is intrusted with a prac- 

 tically complete authority over the affairs of the port 

 of London and its approaches. The value of its services may not 

 be questioned. The natural imperfections of the harbor on the 

 one band, and on the other the immense tra ffic which uses It with 



safety and comfort, are sufficient answers to any doubt. It would 

 seem, therefore, that we could not do better than to imitate our 

 English friends and to put in practice the methods they have 

 found successful. Although there is an entrance mueh used from 

 Long Island Sound, it is not an entrance consistent with a great 

 port. We must regard Sandy Hook as our pri ncipaj entrance and 

 the one on which our greatness in the world depends. Tho long 

 passage through the Sound, with its fogs, reefs and crowded 

 waters, is an objection. Deep sea ships demand a cessation of their 

 labors when they reach land. The difficulties about Hell Gate, 

 with all possible impro , ements made, will prove insurmountable 

 for large seagoing ships. Doubtless New York is now too great to 

 lose its commerce, even were the Sandy Hook entrance to fail en- 

 tirely; but in such an event I bslievc the aifficulties of Hell (late 

 would prove so serious that the shipping and receiving point for 

 our foreign commerce would be chosen east of Hell Gate, perhaps 

 between there and Throgg's Neck, and there would arise a vast su- 

 burb, whose prosperity might soon become independent of the 

 parent city. I am led to touch upon this possibility because I have 

 been so often, when urging the importance of Sandy Hook, con- 

 fronted with the question 'Why shculd we worry 'about Sandy 

 Hook, when we have al ways the Hell Gate to fall back upon? 1 

 And this from merchants and practical men of intelligence. Hell 

 Gate is very valuable for the coastwise traffic to and through 

 New York, and that traffic is much larger that New York's for- 

 eign trade, and concentrates at the great centers of foreign ship- 

 ping business, and, as I have, said, the bulk of that business is not 

 going to pass through Hell Gate. 



"The undoubted evil of depositing the city refuse outside of the 

 bar is not of great magnitude, but the tendency is in the wrong 

 direction, and should be changed. The present system involves a 

 great waste. Much of the refuse can be used by farmers for fer- 

 tilizing, use can be found for more of it in filling and grading in 

 the neighboring country, and the garbage portions may be dis- 

 posed of by "burning, a method which has given good results in 

 other cities. 



"The port must have its harbor affairs directed by competent 

 authority, in whose hands full power is placed. This authority 

 must not be satisfied with making good rules, but must have a 

 force to see. them carried out. It is not sufficient on Broadway 

 that there should be regulations for vehicles, but, policemen are 

 needed to enforce these, regulations. A sufficient number of 

 steam haunches must be provided to keep the crowded waterways 

 constantly patrolled. Once assured of haying its orders obeyed, 

 the directing authority can proceed rapid] v toward evolving order 

 and method ont of the present confusion. 



"What, should be this competent authority which is to supervise 

 and direct our harbor affairs? How shall it. be composed, that it 

 may bring order out of present confusion, that it may in fact 

 he competent? A nucleus for a board similar to the* Thames 

 Conservancy has been proposed for some years past, and a meas- 

 ure has been before Congress which provides for a harbor com- 

 mission for New York. This is composed of an officer of the 

 Army Engineer Corps, an officer of the Navy, and one of the 

 Coast Survey; also one citizen of New York, representing the 

 Ciamber of Commerce and the other commercial bodies, and one 

 citizen of New Jersey, representing the interests of that State in 

 the harbor. This measure has met with some opposition and 

 will probably meet, with more, tor there is no suggestion of a 

 change possible, no matter how much it promises to extricate us 

 from our present sad dilemma, which will not, be obnoxious to 

 some of the interests involved in the management of the port. 

 There is, indeed, mueh that is desirable, which even this commis- 

 sion would fail to accomplish when confronted hv nature's forces 

 and by long-established customs of trade. It. cannot be doubted, 

 however, that when the business men of Now York awaken at 

 last to the true state of the harbor, some such commission as the 

 one described will be established as the competent authority 

 which, intrusted with proper and sufficient power, shall remove 

 obstacles, remedy defects, and assist our great port, iu its now 

 halting steps toward that supremacy in the world's commerce 

 for which nature has designed it." 



RESOLUTE— DAUNTLESS. — Negotiations are under way to 

 arrange a match between these two well-known schooners, the 

 former now owned by Mr. C. A. Postley and the latter by Vice- 

 Corn. Colt, N. Y. Y. C. Resolute, or Ramona, as she will in the 

 future be. called, has been greatly altered this spring under Mr. 

 A. Oary's Smith's supervision, a very handsome, new stern being 

 added; the plumb sternpost being replaced by a new one, with a 

 rake of B0 degrees; 15 tons of lead have bean cast in the keel, which 

 has been deepened 25m.; a pole bowsprit with jib and staysail has 

 taken the place of the old-fashioned rig; all of which alterations 

 will improve her speed and appearance. Her cabin trunk has 

 been extended further aft, and the old pine coamings have been 

 replaced by mahogany, while the cabin, already very handsomely 

 fitted With rich carved oak, will be decorated anew,' so that with, 

 her new name she will be in most respects a new craft. Daunt- 

 less, too, has been thoroughly overhauled this winter, with new 

 topstdes, new garboards and extra fastenings, while her topmasts 

 have been replaced by new ones 10ft. longer, with a new outfit of 

 racing canvas. She has returned to her old color, black, after 

 one season in a white coat. Vice-Corn. Colt's reputation as a 

 racing man is such as to insure her entry in all regattas, as well 

 as the arrangement of special matches, like the one now under 

 consideration. Both are la A yachts and sufficiently near the 

 same size, Resolute being 110ft. l.w.l. and Dauntless 112ft., to make 

 a contest very exciting. Schooner racing is evidently to be the 

 feature of the coming season, and no better introduction could be 

 had to the revival of the grandest of all varieties of yacht racing 

 than a match between two of the most famous of the. old schooner 

 fleet. 



THE DEATH BLOW TO INTERNATIONAL YACHTING. — 

 The May number of Out inn contains an article under thejabove 

 heading by Captain Roland F. Coffin, in which the present deed 

 of gift and its effect on international yachting is criticised in 

 detail. We cannot agree with Captain Coffin in aU his con- 

 clusions, but his main points are well taken, and will be freely 

 conceded by the great body of American yachtsmen who still 

 believe "in fair play. He says: "It is much to be regretted that 

 the deed of gift of the America's Cup was meddled with. There 

 was not. the least necessity for it. Three races had been sailed 

 under it with entirely satisfactory results to the public, to the 

 New York Y. C, aud, so far as the deed was concerned, to the 

 challengers, and there did not exist a. single valid reason for 

 changing it. * * * In the glamor of these successive interna- 

 tional victories men have been inclined to accept the work of 

 their committee without q uestion. The average Down East com- 

 modore says, 'Paine and Burgess wouldn't have agreed to that if 

 it hadn't been all right, and therefore it is all right.' The 



enthusiast of the club says, ' 'em! if they don't like to come 



and race on those terms let 'em stay away.' The committee does 

 not like to admit that it has made a mistake. It is of no use for 

 the committee and its friends to say, 'The deed is all right,' when 

 those from whom a challenge must come say, 'It is all wrong, 1 

 and unless the club desires to retain the trophy on storage at 

 Tiffany's forever without contest, it must attach to it terms 

 which the whole sporting world shall pronounce fair. It is not 

 too much to say that the terms of the present deed have been 

 condemned by the most competent and impartial judges on both 

 sides of the Atlantic." 



MONTGOMERY SAILING CLUB.— Third weekly cruise, May 

 8, 1888, Norristown to Indian Creek and return, distance fi miles, 

 weather clear and warm, wind brisk westerly: 



Length. Start. Finish Corrected. 



Igidious, W. Rochell 15.00 1 40 00 3 05 15 125 15 



Playford, J. Geisdale 15.00 1 40 00 3 10 00 1 30 00 



Priscilla, E.Stanlev 15.00 1 40 20 3 10 22 1 30 22 



Flying Eagle, J. Berndt 15.00 1 40 00 3 11 00 1 31 00 



S. PL Querner, J. Lever 15.00 1 10 00 3 18 38 1 38 38 



Elsie, E. McAllister 15.00 1 30 00 3 21 48 1 41 4S 



Iota, Geo. Walker 15.00 1 30 00 3 30 35 1 50 85 



Oracle, E. A. Leopold 12.00 1 SO 40 3 31 37 1 51 87 



Warren, John Wolf 14.00 1 30 00 3 37 20 1 57 20 



Sadie. Geo. Hitter 16.00 1 34 40 Capsized. 



Bowers, C. De Haven 15.00 1 40 4J Capsized. 



The Igidious has won first place in every race this season. She 

 is fitted with a steel ceuterboard weighing 501 bs. The Priscilla 

 also has a. steel board and made the fastest time for the course to- 

 day that did not win, as she was set back 6m. 20s. at the start for 

 excess of sail area. The Gracio was reefed down to 59ft. The 

 canoe Sadie was reefed to (lift, and the other boats carried full 

 sail. Judge, William Alcorn. 



Dixon. A length and sail area rule was proposed, which will be 

 acted upon at a meeting this week. The. following classification, 

 by l.w.l. length, was also adopted: 35 to 40ft., 30 to 35ft., 21 to 25ft 

 35 to 80ft., 18 to 21ft., and under 18ft. 



LAUNCH OF MR. WYETH'S SOHOONER.-The schooner 

 building from Mr. Burgess's designs by Wm. Eddy, at Marble- 

 head, was launched on April 28. She is 72ft. over all, 62ft. l.w.l, 

 16ft. beam, and 10ft. draft, with 33. tqns of lead in her keel and 

 oenterhqard 



