Deo. 15, 1887.1 



FOREST AND STREAM. 



413 



Inditing. 



Small Yachts. By C. P. Kunhardt. Price $7. Strain Yachts and 

 Latmchcu. B>i V. P. Kuvlianlt. Price $3. Yachts, Bouts and 

 Canoes. Bu 0. Stansiicld-IIichs. Price $3.60. 



A NEW S1NGLEHAND YACHT. 



Editor Forest and St ren in : 



It has seemed to me that while yachting men are constantly 

 talking, writing and reading about yacht racing, far too little 

 attention is given to t'tat liealt ior branch of the sport, single- 

 hand cruising. By singlehaud cruising, a» here alluded to, I do 

 not mean cruising in small open boats or cauoes, but genuine 

 yachting in comfortable little craft of sufficient size and ability 

 to face any weather during summer and autumn. Singlehaud 

 yachts are usually small, cramped affairs, possessing so little 

 power, owing to lack of length, that they are in consequence ex- 

 ceedingly slow, and in auy jump of a sea bob up and down with- 

 out making respectable speed to windward. These are facts 

 which any intelligent cruising man will admit to be true. He 

 would be very glad to have his little crafi able to keep somewhere 

 within sight or larger boats when sailing in the same direction, 

 but she will not d.i it, because she is a mere baby boat, while they 

 are giants by comparison. My reason for writing this letter is to 

 show > our readers how they may possess a singlehaud cruising 

 yacht which will go, and at the same time be bandy, unsuitable 

 and safe. I built last July a boat that is peculiar in some respects, 

 and probably there is not another like her anywhere. 



Ln sheer plan she bears some resemblance to Volunteer. She 

 has a graceful clipper bow, her stern is quite as clean cut and fine 

 as that of Puritan, and, tin like all the Hoslyn yawls so far de- 

 signed, she shows no angular bilge; that portion of her being 

 curved and fined down to a very pretty, easy run and counter aft. 

 Under water her model is that of the Nonpareil, with no part of 

 her bottom perfectly flat. She is rigged as a Roslyn yawl. Her 

 dimensions arc as follows: Length over all, 85ft.; Length on water- 

 line, 28ft.; extreme beam, f»X>ft.; draft of water with centerboard 

 up lfuu.; berths for four in cabin and plenty of stowage room iu 

 forecastle, a roomy cockpit with large locker space aft. Now I 

 am well aware that perhaps a majority of vour yachting readers 

 will scoff at the idea of calling a 35ft. yacht a singlebander, but 

 seeing, they say, is believing, and any yacht which can ho oasily 

 handled and ma naged by one man must bo a singlebander. As a 

 matter of fact this 35ft. yacht is easier to manage than a 20ft. cat- 

 boat; one man can hoist her mainsail in one minute or lower it 

 in two seconds. All three of her sails can be hoisted by ono man 

 in three minutes. 



She can be steered to windward and about by merely tending 

 her jib sheet, without touching her tiller. Her owner, a New 

 York yachtsman, has been too busy to do much yachting during 

 the past, summer, anil being owner of the sJoop yacht Mischief 

 also, has left his singlebander in my charge for several months. 

 I have sailed her many hundreds of miles on Long Island Sound, 

 nearly always alone. Have tested her against all the yachts I 

 could come across, they having crews, I ueiug alone, save my 

 collie dog, and she has not been outsailed by any boat of her size, 

 either to windward or in running. Her sea-going qualities are 

 first rale. She does not pound, has never taken a drop of water 

 over her bow, and points as close as any of the sloops or cat-boats. 

 Such a boat can be built for just about the price of a dumpy, slow 

 little sloon or cutter, having far less speed, not half the elbow 

 room, not nearly as safe and much more difficult to manage. 

 The same boat with keel would draw 3(iin. of water, and would 

 easilv outsail any keel singlebander in the country. 



Rosltn, N. Y. Thomas Chapham. 



HAULING UP DEEP YACHTS. 



THE hauling up of a centerboard boat of the old type was an 

 easy matter, as the fiat keel and small amount of deadriso 

 allowed her to be run up on rollers without any special care; but 

 now that even the centerboard boats are built with deep keels it- 

 is a matter of some difficulty to handle them in hauling up in 

 winter. The following practical directions are given in the Field 

 by Mr. J. C. Wileocks: "The yacht should first, be lightened of a 11 

 movable weights, such as ballast and spars and general outfit. 

 This having been done, four S^in. or 3in. deal planks must be 

 provided, with four rollers 5ft. or lift, loug and Stgiu. in diameter. 

 The vachf- should then be cradled with a very f tout rope or re- 

 liable piece of chain, which should belowered so far as the rabbet 

 of the garboard stake and be supported at that level bv small 

 lines under the quarters and at the bow above- the forefoot, where 

 the ends should be firmly secured with a lashing. A crab winch 

 with a large double and single block is commonly used for heav- 

 ing up, which must be firmly fixed bv driving p sts into the ground. 

 If on an inland lake the first part of t he business is the most difficult , 

 for as the water will not leave the boatto allow adjustment of t >e 

 preliminaries, the boat must be made to leave the water, and to do 

 this the deaK which will do the duty of ways, must be got under her 

 by loading the ends at the under sides. Two of the rollers should 

 be made of sinking wood, and the yacht having been laid on her 

 side, should be hauled in until aground, and being still water- 

 borne, the first roller can then be introduced under her, and 

 shortly a second and third, when she can be hauled out of the 

 water as the rollers travel on the deals. Four men should turn 

 the winch handles, and not less than two must attend the rollers 

 to watch and keep them square on the ways, which is done by 

 striking the ends of them with a maul or small sledge hammer 

 when they commence getting out of square. If the yacht is to be 

 continually kept on inland lake, it might be worth while to have 

 an iron carriage made for her, consisting of an oblong frame of 

 the length of a third of her lead wateiiino, with tiiu. iron wheels, 

 with edges or rims. Edge rails for this can be nailed to the four 

 dealways, and a stout oak or elm plank could be bolted to the 

 framework of the carriage. This plank should be, say, a foot 

 wide and 2>4m. thick, and about Bin, longer each side than the 

 extreme breadth of the vessel, which should be provided with 

 legs cut with tenons or having bolts to go through holes or sockets 

 in this plank. The legs should be secured to tne vessel s 

 sides with through bolts, with either lever or butterfly nuts 

 on the inside, screwing on against a m. tal plate. When this 

 little temp rary railway is ouce obtained, hauling the yacht up 

 will be a very simple matter, and she may remain on one deal's 

 length of it as loug as required. There should be a hole m the 

 forefoot, and also at the same level close to the sternpost, by 

 which the yacht can be lashed square on the carriage, as soon as 

 she is far enough out of the water; and when iu the desired posi- 

 tion she can be shored up bv four shores, one under each quarter, 

 and others under eadi bow, and a portion of ballast might be put 

 on hnard, unless she 1 as already sufficient lead or iron cn her keel 

 to steady her aeainst violent gusts of wind, which have very great 

 power on the side of anv craft in an exposed position, and against 

 which provision must, be made. If such a carriage as above 

 described is made, the rails will, of course, be carefully adjusted 

 to the correct width, so that the wheels will travel easily on them, 

 and about a foot from each end or the deal ways an iron plate, 

 should be screwed with socket holes to receive a clamp or sleeper 

 bar, the ends turned down to form tenons to go into these socket 

 plates, which will keep the rails and deals square with each 

 other. By shifting the after pair of rails as required, it is evident 

 that the yacht may be removed auy reasonable distance, on flat or 

 nearlv flat ground, with facility. Quite large fishing boats, and 

 recently a barge, have' been built, loaded on a low- wheeled trolley, 

 drawn over 200yds. each, and launched sideways over the quay 

 into the Great Western Floating Hook at Plymouth." 



ON THE DELAWARE. 



MR, C. L. WORK has purchased the sloop Monarch 55ft. over 

 all, and will cruise during December, January and February 

 in Albemarle and Pimlico sounds. . 



The Quaker City Y. C. has taken club quarters iu the center of 

 the cit-v in addition to their room in Camden, and is about pur- 

 chasing ground on the river for an out of town club house. It 

 will have a course of lectures, etc., on nautical subjects, and will 

 stir up an interest in boating matters for soring. 



The Shu r-kaniaxonY. C. have finished their club house onbhaeka- 

 maxon Slip, and have very creditable quarters. The clus is 

 flourishing numerically and financially. 



The Kevstone B. Oi have one of the best club houses on the river, 

 recently completed at a cost of about $5,000, and is in a very 



flourishing condition. 



Of the Delaware yachts, schooner Avalon is laid up in M ax 

 basin. New York, schooner Helen at Cooper's Point; first class 

 sloous, Minerva and Vesper at Cooper's Point, Yenitzia at Penn 

 street, Camden, while Monarch goes South for the winter; second 

 class sloops, Consort at Market street, Licla and White Wings at 

 Kaigim's Point. . , 



There is a fine fleet of large steam yachts on the river now, and 

 it is hoped that they will all come into the clubs next year. 



A REVISED "SONG OF THE CUP." 



Editor Forest and Stream; 



Now that the N«w York Y. C. has so effectually amended and 

 revised the deed of gift, a revision of the '"Song of the Cup" is 

 evidently necessary. In the touching lines composed by ex-Gom. 

 Kane illustrative of the intention of the New York Y. C. to 

 retain the Cup, the following chorus appears: 



Then pipe the watch and pop the cork, let landsmen go below, 

 Upon my word they always do whene'er the breezes blow. 

 I pledge you sirs. The Cup, may we never give it up! 

 A bumper, sirs, The Clubl Hurrah! The Cup! The Cup! The Cup!" 



The writer suggests, with much diffidence, as being his first at- 

 tempt, the. following as a substitution, and with becoming 

 modesty buries his identity under the letter X. 



"Then pipe the watch and fix the trust, and scuttle all fair play, 

 On this side of the Atlantic the Cup shall surely stay. 

 I pledge you sirs, The Chip! for we'll never give it up! 

 A bumper, sirs, The Club! Hurrah! The Cup! The Cup! The C\g)!" 



YACHT BUILDING IN BOSTON. 



LAW LEY & SON are at work laying down the Burden schooner, 

 and her keel will soon be laid. The yacht will draw lift., 

 with centerboard entirely below the cabin floor. The specifications 

 call for double frames 4W> and <V£x5in., spaced 22iu., with garboards 

 and two strakes of bottom oa k, and other planking of S'/fjin. yellow 

 pine. The keel for Mr. Jas. Mean's yacht, a 12-ton piece, has 

 been cast. Com. Meer's schoouer has been planed outside and 

 the deck frame is in. Volunteer is now on the way$, where her 

 bottom will be left unpainted in order that the scale may rust off 

 as far as possible before spring. 



At Smith's yard the frames of the Bryant schooner are up. The 

 bow of the steam yacht Barracuda has been cut off, and she is 

 being rebuilt. 



At Lawlor's old yard, Chelsea, Story has the new steam yacht 

 nearly in frame. The frames are of oak, 4 and 8in.x6in., double, 

 and spaced 22iu. The garboard is of 3in. oak, and the other 

 planking of yellow pine. Neafie & Levy, Philadelphia, are build- 

 ing the engine, 15 and 30in. cylinders by 22in. stroke. 



Mr. Burgess has completed the plans for Mr. John Stetson's 

 steam yacht, which the Bath Ship Building Company will build. 

 She will he. 115ft. l.w.l., 19ft. beam, 8ft, Bin. draft, with clipper 

 stem and long counter. The specifications are as follow: Oak 

 keel Oxtlin., not more than 3 lengths, lock scarfed and bolted with 

 %in. yellow metal; stem and sternposts, white oak fastened with 

 •?|in. galvanized iron bolts; keelson of white oak, lOxlOin.; frames 

 and floor timbers, double of oak, cant and counter frames, to be 

 single, of hackmatack; top timbers also hackmatack; frames 

 spaced 23in.; garboard strake. 2Vgin. thick of oak; eight lower 

 courses of oak SJ^in. thick; other planking of Georgia pine, 2}giii. 

 thick; shelf of Georgia pine, 7x6in.; bilge stringer, 8x2in.; ceiling, 

 pine, 13^in.; engine, kelson, oak; plankshoer, 2Vj?xl0iti.; to have 

 four iron watertight bulkheads, 3-16in. thick. The deck fittings 

 will be of mahogany. There will be a bridge, above the deck 

 house. The yacht will he heated by steam and lighted by electri- 

 city. She is to be finished by June 1. 



A RACING CLASSIFICATION. 



AT the meeting on Dec. 10, the Seawanhaka C. Y. C. empowered 

 the commodore and secretary, in behalf of the club, to sign 

 the agreement recommended by the classification committee, 

 binding the club, in conjunction with the Atlantic, New York, 

 Larchmont and other clubs, to the adoption for five years of the 

 following system of clossification: 



FOR SHOOT'S, CUTTERS AND YAWLS. 



Class I., all over 75ft. l.w.l. length. 

 Class II., all over 65ft. and not over 75ft, l.w.l. length. 

 Class HI., all over 50ft, and not over 65ft. l.w.l. line. 

 Class IV., all over 48ft. and not over 56ft. l.w.l. length. 

 Class V., all over 41ft, and not over 48ft. l.w.l. length. 

 Class VL, all over 85ft. and not over 41ft. l.w.l. length. 

 Class ViL, all over 30ft. and not over 35ft. l.w.l. length. 

 Class VIII., all of 30ft. l.w.l. length and under. 



FOR SCHOONERS. 



Class I., all over 90ft, l.w.l. length. 



Class II., all over 75ft., and not over 90ft. l.w.l., length. 



Class HI,, all over 65ft, and not over 75ft. l.w.l. length. 



Class IV., all of 05ft. l.w.l. length and under. 



The other three clubs have not yet considered the matter at a 

 meeting, but the special committee appointed by each have recom- 

 mended the adoption of the above system, and there is little doubt 

 but that their action will be ratified as it has been by theS. C. Y.O. 

 The Eastern alone, of the large clubs, has as yet made no move in 

 the matter. The importance of prompt action is shown by the 

 fact that a design is now ready for a second class singlesticker, 

 but the work cannot go on until it is decided finally whether the 

 old limits of 71 and 70ft, must be considered, or whether the new 

 boat may be 75ft. The time for actual building is now approach- 

 ing, and the sooner the question is settled the better for all. It is 

 an important feature ot the system that it cannot be changed 

 for five years, so that a man who builds to the new classes may be 

 certain of at least that length of time before he can be outbuilt; 

 while there is little probability that the classes now established 

 will be changed at the expiration of that time. 



EASTERN YACHT AGENCY.— Mr. G. A. Stewart, of the Bos- 

 ton Globe, is now associated with Mr. Edward Burgess in the- 

 yacht brokerage business, which they propose to push more, 

 actively than Mr. Burgess has been able heretofore to do. 



A SINGLESTICKER FOR NEW BRUNSWICK.— It is reported 

 that Mr. David Lynch, of St. John, who was la'ely in New York, 

 is to build a yacht, of 90ft, for Mr. Howard B. Troop, a shipowner 

 of St. John. 



PILOT CHARTS. OF THE ATLANTIC— We have received 

 from the Hydrographie Office, New York, conducted by Lieut. V. 

 L. Cottman, U. 8. N., the pilot charts of the North Atlantic for 

 November and December. 



l'AMPA.— Mr. Chapin's new schooner arrived off Staten Island 

 on Friday last from Wilmington. She will remain in New York 

 for several weeks, being docked here before starting on a long 

 southern cruise. 



RONDINA.— Dr. Whitney has sold this cutter to Bancroft C. 

 Davis, who will take her to the West Indies this winter. 



RESTLESS.— This steam yacht, though new this season, has 

 been cut in two and lengthened lift, Sin. 



CAMILLA, steam yacht, has been sold to Isaac J. McCoble by 

 Mr. Brandrcth. 



NIRVANA.— Gen, Perkins's schooner sailed from New York on 

 Dec. 10, for Nassau. 



ENGLISH YACHT CLUBS AND THE CUP. 



THE following letter has been received by the New York Y. C. 

 in response to the circular sent out to clubs with the new 

 deed of gift: ^ • ll , • 



Royal, London Y. C, 

 2 Saville Row, W., Nov. 20, 1887. , 

 Dear Sir— I have laid your letter of Oct, 28 before the Sailing 

 Committee of the club, and I am instructed to inform you that 

 they regret to find that the new conditions laid down by the sur- 

 viving donor of the America's Cup are of such a nature as. in 

 their opinion, to be not calculated to promote sport, by deterring 

 British yacht owners from challenging for the Cup. I am. sir, 

 your obedient servant, G. VV. Ciiaklwood, Secretary. 



John H. Bird, Esq., Secretary New York Y. C, New York, 

 TT. S. A. 



We understand that other letters of the same tenor have been 

 received by T the club. They will, of course, find a place in the 

 printed report, of the America's Cup Committee, and will make a 

 fitting comment on the last and most important act of that 

 body. 



A CANADIAN OPINION OF THE DEED OF GIFT.— The new 

 deed of gift, which is presumed to have emanated from a com- 

 mittee of the New York Y. C, recently presented to the N.Y. Y.C., 

 by the only survivor. Mr. Schuyh r, bits been received with dis- 

 gust bv yachtsmen of the Old Country, and even by some of the 

 more fair-minded yachtsmen of the Uni.ed Slates and Canada. 

 The document has completely "knocked out" all the yachting 

 patriotism of Britishers, who say that it. is one of the most un- 

 sportsmanlike articles ever put together. In fact, it is a perfect- 

 freeze out. Ten months' notice must be given— that means the 

 holders of the cup shall have that length of time to view the 

 challenger's hand! The challenging party must build a yacht of 

 certain dimensions, and if defeated, the yacht cannot enter 

 again, etc. The only redeeming features, if there are any in the 

 parchment, is the abolition of an inside course in a series of 

 races. The old-fashioned piece of plate will now, it is thought, 

 remain a fixture in the bauds of the N. Y. Y. C. No club will 

 challenge under such conditions. The best use to which the New 

 York club can put the antiquated chunk of silver, and save rental 

 at Tiffany's, is to melt it into two parts, devoting one part to 

 medals to be presented to the members of the committee of the 

 N. Y. Y. C. in recognition of their indefatigable exertions in man- 

 ufacturing an article, to kill international yacht, racing, and the 

 other part to a suitable piece of plate to be presented to Gen. 

 Paine, who is to receive a gift from tfie club in the shape of a 

 piece of silver, in token of the enterprise and pluck he has mani- 

 fested in defending the trophy twice in succession. 



SEAWANHAKA C. Y. C— The second locture of the series, 

 given on Dec. 10, took the shape of an informal talk on navigation 

 by Lieut, T. C. McLean, U. S. N. A large number was present 

 and the rooms were well filled. After the lecture a meeting was 

 held to consider the question of classification, at which the club 

 indorsed the action of its committee thus far, and empowered 

 the commodore and secretary to enter an agreement with the 

 other clubs. 



VOLUNTEER'S BALLAST.— The story has just come out that 

 prior to Volunteer's departure for New York to sail in the trial 

 races two tons of buckshot were quietly sent aboard in boxes 

 marked "Cement" and poured loose over' the cast blocks of bal- 

 last, so that the shot found its way into the lowest crevices be- 

 twecu the ballast. The matter was kept quiet, and only lately 

 disclosed by Gen. Paine. 



Address all comm unications to the Forest and Stream Pub. Co. 



Canvas Canoes and how to Build Them. Bu Parker B. Field. 

 Price ,10 cents. Canoe, and Boat Buildinu. Bu W. P. Stephens. 

 Pnrr- $!.,%>. The Co uoe Aurora. By G. A. Ncide. Price $1. Came 

 Handling. By C. B. Vaux. -Price $1. Canoe and Camera. By T. 



S. Steele. Price 1.60. Four Months in a Snedkbfm. ByN. H. Bishop, 

 'm $1.30. Canoe and Camp Cookery. By "Seneca." Price $1. 



Pric 



Secretaries of canoo clubs are requested to send to Forest and 

 Stream their addresses, with name, membership, signal, etc., of 

 their clubs, and also notices in advance of meetings and races, and 

 report of the same. Canoeists and all interested in canoeing are 

 requested to forward to Forest and Stream their addresses, with 

 logs of cruises, maps, and information concerning their local 

 waters, drawings or descriptions of boats and fittings, and all items 

 relating to the sport. 



AMERICAN CANOE ASSOCIATION. 



Officers, 1887-88. 



Commodore: E. W. Gwsos ) ... w v 



Secretary Treasurer: P. L. Mix. J Albany, ». Y. 

 Vice-Corn. Rear-Corn. Purser. 



Central Div. .Henrv Stanton.. .R. W. Bailey E.W. Brown, 14GB'way, N.Y. 



Eastern IMv. .L. Q. Jones Geo. HI. Riiruev. ...W. IS. Davidson, Hartford. 



N'thern Div, .A. T>. T. McGachen. \Y. Q. MeKehdrick. S. Britton, Lindsay, Can. 



Applications for membership must be made to division pursers, accom- 

 panied l>> the recommendation of an active member and tne sum of S2.no 

 Cor entrance fee and dues for current year ($1,110). Every member attending 

 the general A. C. A. camp shall pay Si.lie for camp expenses. Application 

 sent to the Sec'y-Treas. will he forwarded by him to the proper Division. 



Persons residing hi the Central Division wishing to become members of 

 the A. C. A., will bo furnished with printed forms of application by address- 

 ing the Purser. 



RACERS VS. CRUISERS. 



Editor Forest and Stream: 



1 am always glad to see a man stand up for the cruisers, for 

 they deserve the best treatment at the hands of the A. C. A.; but 

 after reading "Mac's" growl last week I am at a loss to know just 

 what he wants. His suggestion that prizes be given for the best 

 cruising canoe, kit, tent and outfit, is a good one, and should be 

 acted on by the Association. The prizes too should be valuable 

 enough to induce competition. As to the 75ft. class, what does he 

 propose to do by way of remedy; is there any similar race that 

 could be substituted that Pecowsic could not win from every 

 cruiser? The highest sailing race undoubtedly is for the A. O. A. 

 trophy, but the Pecowsics have failed to win this time, and each 

 time it has gone to boats that were certainly wholesome cruisers. 

 Which is the canoe with five rigs to which Mac- alludes? It cer- 

 tainly cannot be Pecowsic because, she bad five small and conveni- 

 ent sails, auy two or three of which could be set at u ill, five others 

 being easily carried within the boat. No doubt a club cruise 

 might suit some, but the same end is attained now by the informal 

 cruises, iu small groups, made to and from the meets. It is 

 doubtful whether a squadron cruise could be made as pleasant as 

 a stay in camp. Last summer there were at least laO canoeists in 

 camp, and of these only 44 entered a race; and not more than 20 

 could fairly be classed as racers rather than cruisers. Now what 

 did the others come to camp for if it was only a racer's meet? 

 The fact that the great majority of men who came to camp never 

 race, proves of itself that there are soaie inducements held out to 

 the cruising men. Give us plenty of races for all and good prizes 

 for cruising gear and boats. Cbuis^k. 



Editor Forrs-t and Stream: 



Mr. Will G. MacKendrick writes with the impetuous energy of 

 an irresponsible critic. Will he act as well as write? If so, 1 will 

 avail myself of his assistance in organizing and conducting an 

 A. 0. A. cruise on Lake George. This place has been selected by 

 cruisers for cruisers against the opinion of many racers, and it is 

 an ideal cruising water. The whole object, of the first week of 

 the camp is cruising and loafing (and most men appear to prefer 

 the latter), if there are auy who like a cruising party cf t.fty 

 better than one of three or four, let Mr. MacKendrick appear the 

 first week of camp, and he. shall have for them every attention, 

 authority and opportunity whieb my position enables me to give. 

 As to prizes for camp equipment, etc , it has long been the custc m 

 for members to offer special prizes for any object they deemed 

 worthy. If Mr. MacKendrck or any of these cruisers will offer 

 or obtain such a prize I will ask him to si n e on a speck 1 com- 

 mittee to award it. And if any member comes f orward to help 

 amend as well as criticise, I, as ctmmodore, will be glad of his 

 assistance. I, too, am a cruiser, was one before 1 raced, raid ! ave 

 given up racing uow and still cru se, and admit that the quesiion 

 of the racing canoe in sailing has became a trying one. I admitted 

 it 10 myself long ago, but, while competing, I was not in a position 

 to criticise my opponents. To keep my own boats in good form 

 and trim was my happiest course. 



Now, however, I will join the growling cruisers so far as to sug- 

 gest some further legislation. Mr. MacKendrick says truly that 

 Pecowsic won the limited sail race, but he does not show how 

 removing the limit or changing it would change the result and 

 benefit the cruiser. There is a rule introduced by me some time 

 aero and working admirably, viz., the "one man one canoe" rule. 

 Why not extend the principle and have it ''One man, one canoe 

 and one rig." Then the cruiser with reeflines and halliards will 

 at least have the fair advantage of them, and the racer who dis- 

 penses with them will do so at the risk of varying weather. The 

 measurers can make their returns include rig, giving number, 

 name, and size of sails. This rule, and possibly another insisting 

 upon bulkheads good enough to float the canoe in such way as to 

 allow of baling out, would probably have a wholesome effect. 

 Will the regatta committee consider this? Yet I doubt whether 

 the tendency toward racing canoes as distinguished from cruising 

 canoes will be checked and whether this will encourage the latter. 

 My own opinion is that the best encouragement for the cruiser is 

 a cruise and not a race. And his best prize is his own satisfaction . 

 To run the stirring plunges of Foul Rift, or to drift and eat and 

 sleep on a summer lake are to me their own rewards, and a canoe 

 capable of affording me such enjoyment is the prize itself. No 

 flag is applicable as a reward. What we want is more an exhibi- 

 tion than a contest; some opportunity to compare notes. 



Meanwhile, are there not a large number of the Association who 

 enjoy first and foremost, racing undisguised, and sailing in racing 

 boats with many rigs, lean hulls and acrobatic deportment? If 

 so, are we, the cruisers, going to turn them out or suppress their 

 heresies, or are we going to let them race their peculiar machines 

 while we enjoy cruising in ours? This is the question. It is no 

 use trying to encourage racing and discourage racing machines. 

 If members want to race they must allow t he development of 

 racing to its ultimate- conclusions, and we must all remember that 

 the greatest excitement and enjoyment and interest generally, is 

 afforded by these same much abused racers. 



If we can get a rule- which will insure safe, seaworthy craft, we 

 shall accomplish much. I fear that the cruisers who look for 

 more do not look at the question with sufficient liberality. 



Albany, Dec. 18. Robert W. Gibsox. 



