Sept. 8, 1887.] 



FOREST AND STREAM. 



of the dispute may tie stated thus, it being conceded that a keel 1 

 canoe is not desirable and that a centerboard must be used in 

 some iorm. The requirements of a proper balance demand that 

 the center of area of the board or boards must be about under tiic 

 center of lateral resistance of the canoe. On the other hand, the 1 

 comfort of the canoeist for cruising, sleeping, carrying double, I 

 and for any purpose except sailing a boat from the deck position, I 

 demand that at least 5ft. of the center of length of the boat be 

 free from any longitudinal or transverse bulkheads, such as a 

 centerboard trunk. Canoeists first agreed on a folding board as a 

 compromise, but for racing this has been abandoned. They then 

 came to terms for a time by dividing the board into two parts and 

 placing one forward and the other aft of the space devoted to the 

 man. This plan in turn has been condemned, and the latest com- 

 promise goes to the other extreme, giving up the best part of the 

 boat to a single plate board, with the proviso that if the canoeist 

 requires the "boat for some other purpose than sailing he may re- 

 move the trunk temporarily. This is done in two ways, in the 

 Notus the wooden trunk is screwed fast, but the screws may be 

 taken out and the trunk replaced by a flat piece of wood if the 

 boat is to go on a long river cruise where no sailing is to be done. 

 In the other plan the metal trunk is fastened by cam latches 

 along the keel, so that it may be removed in a short time. A 

 number of canoeists follow the Pecowsic plan, giving up the entire 

 center of the boat to the centerboard. In all cases the boards 

 themselves are of simple construction, a plate of brass of about 

 %'m. thick, of triahgora* shape, and hung by a pin in the fore end. 

 They are lowered by a strip of brass by way or handle, and held 

 when wholly or partly raised by a spring fitting notches in the 

 after edge of the hoard. Sometime since the wholesome restric- 

 tion that boards must house within the canoe was stricken from 

 the rules, and these boards often project high above the coaming 

 when raised. One or two boards consisted of square plates 

 dropped vertically through the slot. 



Whichever way It is arranged, the present board is unsatisfac- 

 tory. The plans of removing the trunk entire do not fully answer, 

 as with the best of them it is a troublesome job, taking some little 

 time. When a man wants to go out for a paddle with a passenger 

 he does not want to take so much trouble to prepare the canoe, 

 and when he next comes for a half hour's sail he does not want to 

 reverse the operation and replace the trunk. _ Besides, neither 

 method removes the chief objection, general cruising, where some 

 sailing is done, but the man wants a free and unrestricted use of 

 the cockpit. Where the boat is used almost entirely for sailing 

 the board may be in the center of the boat, tho man sits generally 

 on the gunwale; where an occasional river cruise is undertaken 

 the trunk may be removed and all sails left ashore. But both of 

 these cases are or should be exceptional. The canoe should bo 

 always ready for any of its half a dozen uses, with no more change 

 than is involved in shifting hatches and adding a backboard for a 

 second man or removiug the bulkhead for sleeping. Viewed from 

 the standpoint of all-round use, the present board is not all that 

 it should be, and though it is now the fashiou, we believe it will 

 not be permanently retained save as a purely sailing feature. A 

 canoe is small at best, and any one who has occupied one for an 

 entire day knows how necessary the l ist inch of space in the cock- 

 pit is. The double board plan, in spite of some objections, seems 

 to present the most advantages, and some who tried it last year 

 still adhere to it, there being several boats very well fitted with 

 double boards at the meet. Theoretically the plan offers a perfect 

 solution of the question, and we believe the practical difficulties 

 are but small. There still remains the plan of the Nautilus, a. 

 single board forward of the well and yet balanced by sails and 

 hull designed specially for it, aided by a large drop rudder. In 

 one of the double board canoes that raced last, year the after board 

 was removed with no loss of efficiency, though the fore board was 

 forward of the well, and in some cases this may be done. 



What is really needed now is a board that can have the after 

 end of trunk not over 6ft. from the stem, leaving the cockpit un- 

 incumbered, the board itself dropping aft when lowered, so as to 

 throw the center of lateral rosiscauce aft "also. This could easily 

 be done to a certain extent, probably as far as is necessary, but it 

 would be difficult to raise the board instantly in ease of ground- 

 ing. This much is settled, the best thing for a canoe is a center- 

 board, and that board must be a solid plate of metal. Where it is 

 to be placed, how handled, and whether in one large board or two 

 smaller ones, is still unsettled. 



Connected with the board is another feature that is not desir- 

 able in a cruising boat, in some canoes this year the well or cock- 

 pit is cut down to barely sufficient length to sit in and paddle, one 

 canoe having two tight bulkheads but 4ft. Gin. apart and a well of 

 4ft. or less, while in a number the well was very short. This, of 

 course, is an undesirable feature for cruising; but these boats are 

 used only for racing, in some cases the owners having other canoes 

 for general paddling and still others for cruising; in fact, there 

 are many now who keep an old boat for general work, sailing and 

 cruising, while some have an open Canadian canoe as well for eve- 

 ning paddling and short trips. 



In connection with building there is one point that should not 

 be overlooked. A new boat came to the meet this year which was 

 over the limits and only allowed to enter after a heavy deck seat 

 of thick boards was ha-tily built and forced across her, pullingin 

 her beam. This is a point for the builder, he must see that every 

 boat sent out is within the A. C. A. rules, both as to length and 

 beam. Building to the rules is now so much a matter of course 

 that few cases like this occur, but there should be none at all. 

 Another point came up in measuring for length, some canoes were 

 provided with a brass tube, down which the rudder stock ran, 

 forming the connection of the rudder to the boat. These tubes 

 ran the full length of the sternpost and were very properly in- 

 cluded by the measurer in the length, but in some cases it was a 

 close shave and the boat was barely inside the limit. All such 

 pieces that run the full length of the stem and sternpost, or even 

 if of any length and only below the water, should be counted in, 

 of course excepting the ordinary projecting rudder braces. 



A LONG CANOE TRIP.-Early in August Mgr. Lorrain, Bishop 

 of Cy there and Vicar Apostolic of Pontiae returned to Montreal, 

 accompanied by his secretary, the Rev. Abbe J, B. Proulx, the 

 Revs. Guegen and Duzois, and Brother Tremplay. Monscigneur 

 had been on a pastoral visit to the Indian mission on the Upper 

 Ottawa, Rupoit's Land, and the Upper St. Maurice. His route was 

 from Ottawa, via Pembroke to Lake Temieamingue, Obaehing, 

 Kepewa, etc, thence to the source of the River du Molhe; from 

 here through a chain of lakes to the "Lac Barriere" mission, now 

 on Lake Wapous; thence to Lake Wassepatebi. lying between the 

 Province of Quebec and Rupert's Land; through Cypress Lake, 

 River Pekekak, by a chain of live lakes, the Laloche River to 

 Lake Waswanipi. The return trip was made by the same route as 

 far as Lake Waswanipi, to the Mekiskan River and the upper 

 waters of the St. Maurice; thence through various lakes. Lake 

 Long, Lake Coucoueaehe, and others to the Grand Piles. This in- 

 volved a trip of 1,700 miles, mostly by water in bark canoes, occupy- 

 ing two months and six days, and 1,172 miles being traveled by 

 canoe. The portages were from an arpent to four miles long, and 

 there were 157 of them. The party slept for 50 nights in tents or 

 in Indian huts. Thirty-five infant baptisms, 5 adult baptisms, 16 

 marriages, 572 communions, and 458 confirmations were solemnized. 

 — Montreal Herald. 



LIFE JACKETS AND BELTS.— A correspondent asks for infor- 

 mation corcerning the various life preservers in the market. Per- 

 haps some of our readers who have tested them can give their 

 experience. 



MEASUREMENT AND SAIL AREA. 



Editor Forest and stream: 

 The Yacht Racing Association of Great Britain, previous to the 



adoption of the new rule — arca — obtained from the 



notable yacht designers of the country an expression of opinion as 

 to what they believed would be a just or expedient rule of meas- 

 urement. Of these opinions— a condensed statement of which I 

 append— an issue of your paper in last November informed the 

 public. The preferences of the various designers and builders are 

 as follows: Richardson, sail area; Watson, length+beamxsail 

 area; Webb, sail or sail and length; Froude, sail or sail and length; 

 Payne, sailor sail and length; Wilkius, sail or sail and length; 

 Clayton, sail or sail and length; Fife, Sr., length and sail area, or if 

 hull aloue, then depth and girth; Fife, Jr., length and sail arca; 

 Kemp, length and beam and sail area, or length and sail area. 



Note that in these recommendations sail area receives the 

 largest support. The consequent effect is shown in the Y. R. A. 

 rule, which is a closer approximation to a sail rule than is the 

 Seawanhaka, as the following examples show: 



CANOE RACING AND CLASSIFICATION. 



Editor Forest and Stream: 



Permit me to suggest through your columns a mode of starting 

 canoes in the sailing races, which I saw adopted at rega ttas in 

 Eastern seas with very good results. Two boats were moored be- 

 hind the starting buoy, and between them a long rope was 

 Stretched, to which the competing boats were kept by lines fast- 

 ened at equal distances apart, and held by their respective crews 

 until the signal for starting was given, when they let go and the 

 boats started off all on the same board. To neutralize any advan- 

 tage the windward boats might have if the wind was blowing up 

 the course, the rope was slanted so that the windward boats were 

 placed behind the others. Places were drawn for, as in rowing 

 matches, and in this way a fair start was effected without anv 

 jockeying to get a good place or blanketing of other competitors. 

 This plan answered very well with boats from 20 to 30ft. in length, 

 and I do not see why it should not answer with canoes. 



Is it not time some modification of the canoe classification should 

 be made. Class B works satisfactorily enough, but the difference 

 between classes A and B in decked canoes has almost disappeared, 

 while the classification which allows light open Peterboro canoes 

 to compete with decked ones evidently does not work in spite of 

 the various plans which have been tried to equalize the chances 

 of the two. Here is my idea of a canoe classification: 



For Sailing.— Class A. length not over 15ft., beam 28in. and under, 

 depth not over lOin. Class B as at present. 



For Paddling.— Class I., decked canoes of Class A. 



Class II.— Decked canoes of Class B (those between 15 and 16ft. in 

 length to carry an extra weight of say 301bs., those between 16 and 

 17ft. in length, to carry an extra weight of say 501bs. 



Class III.— Light open Canadian canoes, as a,t present, not over 

 16ft. in length or less than 28in. beam. 



Class IV.— Heavy open Canadian canoes, not over 16ft. in length 

 or less than 30in. beam. This is the ordinary double canoe of 

 Canadian waters, 16ft.x31in. 



The present Class I. to be abolished ; no one appears to want it. 



Will some one else try their hand at a modification of the canoe 

 classification'? 0. M. D. 



Lakefteld, Aug. 21. 



[Unless in a start with all sail down, there would be great 

 trouble in holding the canoes, especiaUy if free, and the present 

 method works so well that there really seems no reason for a 

 change. To start 40 canoes in this manner would require a long 

 time for arrangement and preparation; for paddling races this 

 start would answer very well. All that is necessary with the 

 present classification is to separate the open and decked eanoesin 

 the paddling races as has frequently been done. With this there 

 need be uo trouble. Class A is now practically merged in Class 

 B, but still there is no reason why it should not still be recognized. 

 It cannot be merged with Class II. because the limit of a paddling 

 class is of necessity a minimum limit, not under a certain size, 

 while the sailing limit is not over a certain size. If the Class A 

 limit only be made to cover paddling, then a 24in. canoe could 

 enter the paddling races of the class. The method of handicap- 

 ping by weight is very unsatisfactory and troublesome besides. 

 Class 1. filled this year and seems a desirable feature, as it gives 

 one race to purely paddling canoes. The present rules have stood 

 the test of several years use; this season they worked very well, 

 and if the decked and open canoes be separated in the paddling 

 races, the only objection to them will disappear.] 



§nchting. 



Address all commwntiations to the Forest and Stream Pub. Co 



FIXTURES. 



September. 



8. Knickerbocker Annual. 17. Buffalo, Club. 



8. Quincy, 3d Ciiampionship. 17. Cor. Sweep., Marblehead. 



10. Cor. Chain., Marblenean. 3 7. Monatiquot, Club, Weymouth 



10. Beverly, Sweep., Men. Beach. 17. Trial Races, New York. 



10. Great Head. 20. Cedar Point, Open. 



10. Monatiquot, CIub,WejTnouth 21. Pleon, Sweepstakes, Marble- 



10. Beverly Sweepstakes, Monu- head. 



inent Beach. 24. Great Head. 



10. Larchmont, Special. 24. Monatiquot, Club, Weymouth 



U. Quaker City, Review, Pliila. 25. Quaker City, last Cruise, 



12. Newark Y. C. Fall Regatta. Del. River. 



13. Trial Races, New York. 26. Cooper's Point, Corinthian, 

 15. Trial Races, New York. Cruise up Delaware River. 



15. Miramicbi, Race for Cups. 27. America's Cup Match, N. Y. 



17. Trial Races, New York. 29. America's Cup Match, N. Y. 



October. 

 1. America's Cup Match, N. Y. 



LARCHMONT Y. C. FALL REGATTA. 



THE fall pennant regatta of the Larchmont Y. C. was sailed on 

 Sept. 3, over the regular courses of the club, and as there was 

 a good northwest wind all day some good racing was seen. Un- 

 fortunately Titania was not in, so the fight between her and Sham- 

 rock was missed, and in Cinderella's class Clara did not start, so 

 the contest was between Cinderella and tho new Anaconda, the 

 first race the latter has sailed. The start was made at 11:30, the 

 fleet getting away in the following order : Fanita, Amazon, Clio, 

 Inez, Magic, Cinderella, Speranza, Plover. Anaconda, Mercedes, 

 Terrapin. Ada, Gevalia, Arab, Shamrock, Gleam, Gracie L., Oeta, 

 Fanny, Volusia and Gannet. Shamrock soon took the lead, with 

 Cinderella next, and the pair kept well ahead of the fleet during 

 the entire race. Before reaching Mattinnicock Magic lost her 

 foretopmast, but continued the race, her class competitor Sper- 

 anza dropping out, after losing her balloonjibtopsail when past 

 Captain's Island. The times at Mattinnicock were : 



Shamrock 12 31 39 Clio 12 35 41 



Cinderella 13 32 13 Gevalia 12 36 25 



Magic 12 32 25 Fanny 12 36 58 



Fanita 13 33 15 Anaconda 12 37 13 



Speranza 12 34 49 



On the short beat to windward from Mattinnicock to Captain's 

 Island Shamrock and Cinderella increased their lead on Fanny 

 and Anaconda, the times being: 



Shamrock 1 13 58 Fanny 1 27 34 



Cinderella 1 19 10 Clio 1 35 IF 



Magic 1 26 05 Gevalia 1 35 39 



Fanita 1 26 47 Speranza 1 33 39 



Anaconda 1 27 00 



The full times were: 



Start. Finish. Elapsed. Corrected. 



Speranza 11 35 21 Did not finish. 



Magic 11 34 31 3 03 55 3 29 24 3 01 50 



CLASS B— SCHOONER YACHTS 60FT. AND UNDER 75. 



Gevalia 11 36 55 3 10 80 3 33 35 3 33 35 



Clio 11 34 08 3 12 13 3 38 05 



CLASS E— SLOOPS AND CUTTERS 65 AND UNDER 75FT. 



Shamrock 11 38 02 2 38 34 3 00 32 3 00 32 



Fanny 11 39 25 3 03 12 3 22 47 3 20 35 



CLASS G— SLOOPS AND CUTTERS 47 AND UNDER 55FT. 



Anaconda 11 35 53 3 00 02 3 24 09 3 24 09 



Cinderella 11 34 43 2 48 52 3 14 09 3 14 06 



Fanita 11 32 19 3 02 11 3 29 53 3 24 27 



CLASS 2— SLOOPS AND CUTTERS 34 AND UNDER 40FT. 



Volusia 11 40 00 3 45 52 4 65 52 4 05 52 



Inez .11 34 23 3 36 20 4 01 58 



CLASS 4— SLOOPS AND CUTTERS 24FT. AND UNDER 29FT. 



Arab 11 37 35 3 07 08 3 29 33 3 29 33 



Amazon 11 34 03 3 14 45 3 42 42 3 37 54 



Plover 11 85 32 3 22 29 3 46 57 3 41 15 



CLASS 5— SLOOPS AND CUTTERS UNDER 24ET. 



Gleam 11 38 22 2 51 46 3 13 24 3 13 24 



Gannet 11 40 00 2 57 22 3 17 23 3 12 27 



CLASS 10— OPEN MAINSAIL YACHTS 20FT. AND UNDER 23FT. 



Ada 11 36 40 3 26 U 3 49 31 3 49 31 



Oeta 11 38 33 Did not finish. 



CLASS 11— OPENMATNSATL TACHTS UNDER 24FT. 



Mercedes 11 36 04 3 37 40 4 01 26 4 01 36 



Terrapin 11 S6 13 3 49 38 4 13 26 4 10 00 



Gracie L 11 38 25 3 45 04 4 07 39 4 03 28 



After the race the following agreement was drawn up by the 

 owners of Anaconda and Cinderella: 



"Larchmont, Sept. 3, 1887. 



"Agreement between John G. Prague and William E. Iselin for 

 a match race between the yacht Anaconda, owned by the former, 

 and Cinderella, owned by the latter, for a cup to be purchased out 

 of the fund to be hereinafter created. 



"The race shall be sailed on a day to be fixed by the judges on or 

 between September 10 and 17, 1887. The Rega tta Committee of the 

 Larchmont* Yacht Club are hereby constituted judges of the race, 

 and thev shall on the day of the race select the course, starting 

 from Larchmont, and shall act as stakeholders. The length of the 

 course to be thirty miles, and to include windward and leeward 

 work equally as near as may be possible. 



"Larchmont Yacht Club rides and time allowance shall govern, 

 except as to course and time of race. 



"Stakes of $250 a side shall be deposited with the judges upon 

 signing these articles. Each yacht shall carry a representative of 

 the competing yacht. All questions shall be decided by the judges, 

 whose decision shall be final. 



"No limit as to time of race. In case of unfavorable weather or 

 ■wind, or disabling of either yacht before the start, the judges may 

 postpone the race to a date to be fixed by them. 



"Expenses of a steamer for judges and their other necessary ex- 

 penses to be deducted from the fund. The balance of the fund to 

 be applied to the purchase of a cup as a prize. 



"John G. Prague. 

 "William E. Iselin." 



YONKERS Y. C. CRUISE.— The annual cruise of the club was 

 up the Hudson River and was intended to extend to Hudson, but 

 owing to continual head wiuds the yachts only reached Kingston. 

 Peekskill was the point of rendezvous, and the fleet there assem- 

 bled on Sunday, Aue. 28, consisted of schooner Edith, Com. A. J. 

 Prime: cabin sloops Henry Ward Beecher, J. H. Warren; Craw- 

 ford, C. E. Dav; Racket, J. Dixon; open sloops Pansy, F. A. Rigby; 

 Rambler, J. H. Thorn, and the large catboat Ella F., Newton 

 Quick. The new sloop Bonita, Judge Brown, met the fleet on 

 Monday near Newburgh, and the. celebrated cutter Madge, H. F. 

 Trevor, joined the club at Kingston on Wednesday. Rambler 

 broke her centerboard on Tuesday when nearlng Poughkeepsie, 

 and was forced to return. The club had a most enjoyable tune 

 during the cruise, and all reached Yonkers in good season on 

 Saturday, a fresh N.W. wind sending the yachts bowling along to 

 the home port. 



L.W.L. 



Sail Area. 



g eawauhaka 



Y. R. A. 



''Sail Area. 



45ft. 



2,500ft. 



47.5ft. 



18.7 tons. 



50ft. 



50ft. 



2,500ft. 



50.0ft. 



20.8 tons. 



50ft. 



50ft. 



2,025ft. 



47.5ft. 



16.8 tons. 



45ft. 



ICOft. 



10,000ft. 



100.0ft. 



186.6 tons. 



100ft. 



The Y. R. A. rule is practically a bulk or displacement rule, but 

 without the faults or loopholes of either, it will he seen that the 

 100ft. boat rates as 166.6 tons by the English rule, the 50ft. one 

 measuring 20.8 tons, that is one-eighth of tlie larger boats; now the 

 bulk or displacement of the smaller boat is also one-eighth of that 

 of the larger one. 



The success of the Mayflower on this side of the Atlantic and of 

 the Thistle on the other, make it extremely probable that under 

 the present rules they in turn will be outbuilt, vessels of greater 

 power displacing them, until the beam and draft become as large 

 a proportion of the length as in the small sloops, wherein the 

 limit has probably already been reached under the action of a 

 length rule or its near relatives. 



The possibility of a further increase of power in large sloops is 

 easily shown. If for Distance we take a model of 6ft., a sloop of 

 30ft., and another of 80ft., all of the same proportions of hull and 

 of sail tol.w.l., we flud that, in a wind which brings the sloop of 

 30ft. to her rail, wall necessitate the stowing of most of the model's 

 sail, and yet tho 80ft. craft is quite capable of standing up under 

 an area of sail largely in excess of that given her. It is this truth 

 which is now being taken advantage of under the present diverse 

 and imperfect rules of measurement. In the case of small yachts 

 there is no harm in racing on the basis of length, as their sail 

 area (lower sail) is never largely in excess of the square of the 

 l.w.l., but in larger craft the tendency to an unhandy, unsafe 

 amount of sail can only be curbed, it seems, by resorting" to a tax 

 upon it. However, this tax may produce unduly long vessels, in 

 which case, and to provide for small yachts, I would suggest — in 

 the absence of a better or readier rule— rating a boat solely by the 

 square root of the sail area, when this exceeds the l.w.l., but if it 

 does uot, then by the l.w.l. alone. Thus a vessel would race on the 

 largest element of its form, and this rule checks excess of length 

 or sail. 



There need be no fear that racing solely on a sail area basis will 

 cause greatly reduced rigs, for the curve of a vessel's resistance is 

 not sufficiently concave to make it profitable to reduce the sail to 

 any less area than that needful to bring out the full speed. 



But no matter how good a rule a club may have, if a neighbor- 

 ing club has a different one it spoils the effect of the better sys- 

 tem. And as you have justly contended, there should be a rule, 

 and not rules. Why? Because yachtsmen build with an eye to 

 other prizes and triumphs than the home club offers. The read- 

 iest way of obtaining this really desirable uniformity is by means 

 of an association similar to tho British Y. R. A. S. F. 



THISTLE AND MOHICAN. 



ON Sept. 1 the steam yacht Mohican, owned by Messrs. John 

 and William Clark, of Paisley, Scotland, arrived at New 

 York after a stormy and exciting passage of sixteen days from 

 Glasgow. The Mohican is one of Mr. Watson's vessels built in 

 L38S bv D. & N. Henderson, of Partick, on the Clyde. She is 199ft. 

 l.w.l., 27ft. beam and 18ft. depth of hull, with three masts. Hex 

 engines are triple expansion, 18, 27 and 43in.x33in. She was built 

 for cruising and only lays claim to 13 or 14 knots, but the interior 

 is roomv and elegantly fitted up. Besides her owners were Messrs. 

 Robert Clark, J. W. Clark, J. B. Hilliard. Geo. A. Ballentine, N.B. 

 Challoner, R. W. dimming and Dr. Jas. MacDonald. She is com- 

 manded by Captain Timpson and has a crew of 32. She passed 

 through the hurricane of Aug. 25 with some damage to her bul- 

 warks, and on the 37th fell in with the bark Lilian, in a helpless 

 condition. The Mohican laid by her for five hours, taking off 17 

 persons, including two women. The ship's dog was also rescued, 

 and now forms one of the crew of the Mohican. The first port 

 made was Halifax, where the Lilian's crew were landed, the run 

 from Halifax to New York being made in 48 hours. She is now at 

 Bay Ridge for repairs to her bulwarks. 



Thistle has been sailing about the bay and out to the Lightship, 

 part of the time under gaff trysail. She has been followed by re- 

 porters in steam tugs, and calculations and comments on her 

 speed are now gravely printed, as though they could be of any 

 possible value. Messrs. Watson and Bell are expected by the City 

 of Rome to-day, and Mr. William Fife, Jr. and Mr. James Grant, 

 owner of Lenore, the fast 20-tonner, will be on the same vessel. 

 No arrangements for docking Thistle have yet been made. 



WOOD'S HOLL Y. C— On Sept. 3 a race was sailed off Wood's 

 Holl in a strong northwest breeze, the classes being : First, class, 

 cats 21ft. and upward, sailing length. First prize, S15; second, 

 $10 ; third, $5. Second class, cats under 21ft. and over 15ft., $12, 

 P and $3. Third class, cats under 15ft., SB, $5 and $3. Fourth 

 class, centerboard spritsail boats, $6, $4 and S3. Fifth class, keel 

 spritsail boats. $6, $4 and $2. Course for first and second classes 

 10 miles, remaining classes, 7 miles. Summary: 

 first class. 



Length. Actual. Corrected, 



Mollie, J. Hill 23.05 3 24 20 1 58 07 



Surprise, J. M. Codman 23.09 3 25 37 1 54 32 



Aurora 24.10 3 25 35 1 55 53 



Climax. Everett Stetson 26.03 3 24 35 1 56 46 



Mist, H. Stockton 23.00 3 28 30 2 04 00 



Mattie 25.09 3 25 35 2 00 25 



Superior, R. Phinney 23.07 3 37 00 2 09 45 



Tramp, T. Aiken Time not taken. 



Dawn Time not taken. 



second class. 



Allen, W.Allen 18.05 3 32 37 1 57 26 



Sachem, J. S. Fay Jr, 20.06 3 33 17 1 59 35 



Mr. Crosby, C. Crosby 19.03 3 35 31 1 59 56 



Scud, N. H. Emmons 18.09 3 37 10 2 02 22 



Maltese, J- M. Glidden 19.08 3 33 49 2 02 08 



Mertie, A. F. Crowell 20.01 3 40 07 2 06 40 



Bessie, Charles Eldred 17.04 3 48 30 2 10 09 



Psvc'he, F. Shiveriek 17.00 3 43 23 



Vindex Withdrawn. 



third class. 



Annie, C. B. Coombs 13.11 3 10 03 1 31 53 



Bridget, R. Welsh 13.06 3 14 11 1 35 01 



Olga, Samuel Ferguson 13.03 3 15 20 1 38 16 



J. D. Ferguson, J. D. Ferguson 13.00 3 24 55 1 36 41 



FOURTH CLASS. 



John, Sylvia 13.04 S 20 49 1 40 54 



Goslin.W. H. Forbes 12.04 3 25 37 1 43 46 



FIFTH CLASS. 



Fred Gifford, Fred Gifford 12.00 3 25 27 1 41 41 



Frank Gifford, Frank Gifford 13.C0 3 28 20 1 45 47 



SPECIAL CLASS— PRIZE $10. 



Alace, Charles Jeffers 33.05 3 40 25 2 19 20 



Undine Time not taken. 



The judges were Newton Simmons and Capt. James A. Smith, 



ROYAL NOVA SCOTIA Y. S. SIXTH REGATTA, Aug. 27,- 

 Courses, lumber yard to Lichfield Buoy, thence to inner Auto- 

 matic buoy, thence to Rockhead Buoy, thence to Lichfield Buoy, 

 and finish off lumber yard. Distance, miles. Cant. Russell's 

 Challenge Cup. Weather, fine. Wind, N.W. by W., moderate 

 long sea; 



Length. Start Finish. Elapsed. Cor, 

 Lenore, sip., H, C. Macleod..27.01 1 30 00 4 48 55 3 18 55 3 07 00 

 Wenonah, sell., L W. Stairs.. 45. 01 1 30 00 4 22 28 2 52 28 2 52 28 

 Pastime, seh., W. M. Black.. 38. 09 1 30 00 4 51 25 3 21 25 not m'd 

 No time allowed for difference at start. Winner first prize, 

 Wenonah. Judges, I. W. Stairs and F. O. Sumichrast, 



