FOREST AND STREAM. 



[Feb. 7, 1889. 



NECKEN, 



Editor Forest and Stream: 



Kindlv find mclosed a bit of rhyming, whoso composition 

 seemed the only way to free my mind from rhe haunting of the air 

 *'Necken." Should you think it wort h a stick or two or type you 

 are welcome to use it.— Korax. 



'■LIGHTS OUT." 



Air— "JVccfcen." 



DEDICATED TO THE A. O. A. 



CtOMRADES, the embers are fading; 

 ) Paler the sleepy stars glow, 

 Night into morning is shading, 



Sing, ere to slumber we go. 

 Good-night, till the sun through the willows 



Rains gold in the lap of the sea; 

 Rest, till the bonny blue billows 

 Nod welcome to Phoebus and thee. 



' List! how the bird dreaming yonder 



Trills a quaint song in its sleep. 

 Hark! how the breezes that, wander 



Mutter their plots to the deep. 

 Good-night, till the lances of morning 



Crash 'gainst the shield of the sea. 

 Rest, till the surf shouts its -warning, 



And flings its gray gauntlets at thee. 



Hush we our stories and jesting, 



Laughter a moment restrain, 

 Here's to the homes where are resting 



The hearts we'll return to again. 

 Good night to each naiad and wood sprite. 



Good-night to the rippling foam; 

 Good-night to bird song and starlight, 



But thrice a good-night to each home! 

 ____ Korax. 



A SALT WATER CANOE KIT. 



Editor Forest and Stream: 



The members of the Puritan C. C, being interested in cruising, 

 seek all means of making their canoe kits as comprehensive as 

 po.-sible, and for the benefit of some who maybe just startina out 

 upon a c uisiug career, I will give an example of one of our kits. 



Of the canoeist's wardrobe nothing need be said, '' 'cause every 

 people's different." The stores are carried in the tin box used as 

 a stat, which is divided intoa dozen compartments rectangular in 

 shape, and filled by tin boxes witu large screw covers. This tin 

 box is in turn put into a tarpanlin hag made to fit, thus keeping 

 everything dry. Probably the most troublesome things about a 

 canoe kit are the cooking utensils; this inconvenience is com- 

 pletely done away with hyour very comprehensive apparatus. 

 We have m it the. following articles of use in eating and cooking. 



1. A large 4-quart tin pail with iron handle. 



2. A frymg-pan with folding handle. 



3. A smaller tin pail with spout (for coffee, etc.). 



4. A pail with handle, divided into two compartments with lids 

 (lard and butter). 



B, A 6-gili tin cup with folding handle. 



C. A 5-gill fin cup with Jolding handle. 



7. A 4-gill tin bux with cover. 



8. Asaltshak r. 



9. A pepper shaker. 



10. A cover for he large- pail (used as a platej. 



11. Kn.fe, 12. For it and 13 Two spoons. 

 14. An extra plat?. 



In the first pi ce, the frying-pan fastens on to the bottom of the 

 large pail with its handle up the side. Then, N>. 8 goes inside of 

 No. 1, No. 7 in 6, No. 6 in 5, No. 5 under the handle of No. 4; then 

 this nest all goes into No. 3. Nos. 8, 9, 11,12 and 13 all stick In 

 between 3 and 1, the spout on 3 making room for this. No. 14 is 

 laid on top of all inside, and No. 10 forming the cover of all, and 

 fitting snugly. The whole apparatus is put in a cloth bae made 

 for it, and forms a very complete and useful kit, having fifteen 

 articles all stowed in a gallon paiL Our whole outfit (iucltiding 

 6 x6ft. tent) is contained in a tin box, a tin pail and a tarpaulin 

 bag that will stow beneath tin* deck. Ilex. 



LEGITIMATE CRUISING APPLIANCES. 



Editor Forest and Stream: 



i nave been very much interested by the discussion in your 

 column* as to rur-usr appliances and the Qualifications of a cruiser, 

 partlv because 1 think the A. C A. is fast approaching a crisis. 

 The remarkable success of canoeing is due to causes peculiar to 

 that spoit, and 1 believe that those who planned the As-joeiation 

 laid down the only lines on which it can be a success. It might 

 pay some one to consider whether the canoeists of to-day are not 

 losing sympathy with the faith of the early canoeists. So surely 

 as they do canoeiog williose its vantage. It wants a. wise head 

 and a firm hand to resist im> tendency that would place canoeing 

 or the some footing as shell boat racing or luckups, hikers and 

 other chissc f small racing machines. BuEeJy ft at J east claims 

 a higher standard than these. But it seems to me that it is 

 by far the best policy to maintain even at the cost of thinned 

 ranks the higher level of the sport, ana that, it is by far loss danger- 

 ous to frame the issue now, with little danger of division, than to 

 drift indecisive! v a lit tie further and find a split, not cnli. possi- 

 ble, but inevitable. 



Toe only reason for encouraging racing consistent with Associ- 

 ation principles is I hat it affords a reliable test of the qualities of 

 the ho'ai * and tends to develop both canoe and canoeist. 1 reason, 

 however, t hat development in any direction in which the cruiser 

 cannot follow is bayo •« me field of canoeing and should promptly 

 bo headed off by A. C. A. rules. Tne canoeist ought to be placed 

 in a position where lie need not choose between features destruc- 

 tive to his chances in the races or fatal to cruising. 



But (and this "but" is the practical theme of my letter) it 

 ought first to be intelligently decided what the proper qualifica- 

 tions of a cruiser are; and in this respect 1 protest against making 

 any concessions to tnose who seek to make the plea of cruiber 

 cover their timidity or their laziness. For surely the cruiser, 

 who takes the only risk incident to canoeing, should be no way 

 lacking in energy, skill and nerve 



The cruiser cannot acd should not employ in his voyaging either 

 the standing rig or the sliding seat. Ir, would be a concession to 

 argue that point. Nor wou'dthere he any injustice in banishing 

 those two unnoyanoea at once; indeed it works an injustice to 

 delay the decision, for it will relieve those who are justly opuosed 

 to them from the necessity of employing them and give time to 

 adopt new rigs. 



But there are. weighty reasons why the cruiser should employ 

 the center ooard in its latest development, ar.d as these involve 

 my understanding of the requiremtints of a cruiser and include 

 matters about which there is some room for doubt, I think they 

 ought to be included in the discussion. 



The normal posit on for the board is amidships, and to place it 

 elsewhere is hut a compromise, for it is the pivot upon which the 

 boat turns, and unless you want an eccentric you must put your 

 pivot at the center, which will be amidships unless some consider- 

 ation of model or rig should requite it elsewhere. 



But so tar as I can see no consideration of model need change 

 it. The lastest and most sea wort tiy model, 1 behove to be, and 

 shall assume to be, where the lines forward and aft are the same. 

 This necessitates sitting amidships, and it would of course be in- 

 tolerable to sit astride your centerboard, but by placing your 

 trunk so that tne after end comes amidships the weight of trunk 

 and board and of the main rig enables the crew to sit some little 

 aft without making any fullness of stern necessary. 



As for rig, with the board in this position, mainsail and dandy 

 are as 6 to 3, while with the ordinary arrangement of board it is 

 b to 1.5. To carry more than 60ft. in your mainsail while cruising 

 would be unsafe, as length of mast aud boom would make it 

 dangerous in a sea. The former arraugement, therefore, allows 

 90ft. spread, and the latter only 75. The result of this arrange- 

 ment is a perfect harmony of parts. Weight, center of lateral 

 resistance, center of effort and gieatest beam are all concentrated 

 practically amidships. The nicety and certainty of balance, and 

 consequently better windward work thus obtainaole, is obvious. 

 But a result," not perhaps so obvious, is that it makes a better sea 

 boat than is otherwise possible, not only because she will respond 

 piomptly and readily to the slightest touch, but because when she 

 meets a sea, coming in on the weather bow say, she lifts readily 

 and allows it to pass under: for there is nothing in the way, no 

 board to catch the force of the wave and send the ooat sweeping 

 off, both giving the wind a better chance at you aud bringing a 

 tremendous strain upon the boat. The board, by its position 

 amidships, has no tendency to twist or turn the boat in any direc- 

 tion, and allows the action of the sails in the roughest weather to 

 keep her properly beaded. Meantime, owing to the balance of 

 model and the weight amidships, she is held nowheie hut amid- 

 sliip, so that bow and stern, like the hulls of a catamaran, are 

 equuJJv tree to accommodate themselves to the necessities of the 

 moment. Finally the boat is much stiff er, for at the point where 



<he npaetting force is applied (center of effort) are arrayed all the 

 elements of resistance (ooard, greatest beam and weight), which 

 is possible under no other arrangement. There Is, in short, a har- 

 inony of parts. 



But it seems to me that these threo matters of speed, a generous 

 spread of canvas and the ahility to go to windward, are, next to 

 Bea worthiness, by far the most indispensable requisites of a 

 cruiser. That windward qualities are most valuahle in heavy 

 weather goes without saying, hut speed adds no little to the pleas- 

 ures and the comforts and the safety of cruising. It is a common 

 experience in cruising to find that one boat can cover in a day 

 tw ice the distance its companion can, and, therefore, in a cruise 

 (usually limited only by time) can double the distance, variety 

 and experience possible. In salt-water cruising (and in salt water 

 only, with few exceptions, cau nice sailing be done) the reaches 

 are long and the wind more or less constant. Sailing is here ti e 

 cruiser's principal method of progression, and he should be ready 

 to take advantage of it with all the sail that can be conveniently 

 and sa fely carried. Half tho pleasure of cruising, and the part 

 that will linger longest in memory, will be I hose helter-skelter 

 scampers at full speed across the green bays with the sense of 

 quick motion due to the smooth, clean movements of a well - 

 modeled and well-balanced boat. And some of the pleasure 

 comes, too, from I he appreciation of the fact that it is advisable 

 to get across those same green hays as quickly as possible. To re- 

 quire the cruiser to place his boaid well forward would be to 

 greatly impair the useiulness and efficiency of his boat. 



Against these considerations it is urged that this position of 

 hoard would be uncomfortable in case the cruiser should desire 

 to sleep in his boat; and when the board is made readily remov- 

 able, that he might want to sleep in it afloat, though this the re- 

 quii ements of cruising in this country hardly ever make necessary 

 and very rarely desirable. 



If distinctively racing appliances (of which the board in any 

 position certainly is uot oue) are kept out I do not see that there 

 can be any danger under A. O. A. limits that racing wili develop 

 vic'^us extremes of model. Natural lawn make the boat that is 

 mt st bout not only the best sea boat but. the speediest. For in light 

 weauaer model counts for little or nothing, while in heavy 

 weather (when rapid motion develops waves) it is evtrythiuc, 

 A louger experience than canoeing has bad has tiught the shell- 

 boat builders that the model fastest under a force applied as in 

 rowing ( ir paddling) is for the midship section practically the arc 

 of a circle. But for sailing yachtsmen seem now to agree that a 

 deadrise section is best adapted for speed and seagoing qualities! 

 Your flat-floored cruiser with its enticing spaces that tempt to 

 overweight your boat if compelled to weather a storm is very apt 

 to prove a death trap. Considerations of use, oxcept such as 

 determine the general type, need not and should not lie allowed 

 to enter into model and balance. These are of too fundamental 

 importance to he conformed to any but the natural laws that 

 apply to any boat. It is axiomatic that the boat best adapted to 

 any locality is tho boat in commou use there. In canoeing the 

 requisites of cruising in tnis country have developed a boat 

 entirely different from the English boats, that is, a boat without 

 ballast, essentially light and handy, a light, low deadrise boat 

 (without, gripe it ought to be). Such a boat may not stand the 

 weather that a hea vily ballasted boat will, but. it will stand far 

 more than such boats as Notus and S'esper sailed without ballast. 



But you must keep the water out, and in this respect the talk 

 about roomy' 1 cockpits seems to me ill-considered. If my exper- 

 ience of two years in a Rushton Vesper is reliable, notliing is 

 surer than that if your approved cruiser, with its flat floor and 

 7ft. cockpit were caught in a blow a mile or two from harbor it 

 would founder. Hatcnes won't do the work, and an apron can- 

 not be managed on so larjte a cockpit. Tne early boats, designed 

 only for cruising, had small cockpits, and in racing tile nc essity 

 for driving has led again to small cockpits. To be sure, it has 

 already passed reasonable limits and should be restrained, but it 

 ought to furnish a hint to tne cruiser. E. M. 



^ on kers, N. Y., Jan. 26. 



Editor For ext.. and Stream; 



It sti ikes me that the recent attacks on racing canoes are at- 

 tempts to abolish one hranch of the sport of canoeing. If my 

 neighbor prefers racing to cruising, why should 1 force him to 

 give upapplianees that he iindssuitable to hisends merely because 

 they are unsuited to mine. One might just as well prohibit the 

 use of outriggers and paper shells aud compel all oarsmen to use 

 tholepins and whalehoats, because you cannot use the former for 

 fishing. Cruising and racing are two separate sports, and are so 

 recognized hy yachtsmen, and the sooner we imitate our elder 

 brethern in this respect the better. In my^ humble opinion the 

 attempt to make the racing men use cruising canoes is a mon- 

 strous piece of selfishness aud laziuess combioed. 



Selfishness — because the cruiser, not content will all the many 

 pleasures and delights of his cruisiug tours, wishes to grab the 

 one ewe lamb of his poorer hrother, the pleasure of having one of 

 the flyers. It may be retorted that tl is is not true, that what is 

 wanted is a series of rules that will oblige all canoes to be suit- 

 able for both sports. You might just as well interbreed carthorses 

 and trotters with ihe hope of getting thereby a perfect animal. 



Laziness— because instead of leveling up they want to level 

 down; instead of looking round for means by which the cruising 

 canoe can be improved they want to compel the racing man to 

 use their appliances in the hope that the canoe may btv improved 

 —by whom? by their more energetic and inventive brethern of 

 course. 



There is no problem I think so difficult to solve as what means 

 can be adonted to impel cruisers to improve their cralt. That 

 gtt at cause of improvement, emulation, is wanting. 



Cruises are usually made alone; if there happens to be a party 

 they generally wait for one another at the cross roads; if one 

 canoe is cramped his friend's canoe takes part of the dunnage, 

 while among the several outfits they can generally scrape together 

 the necessities of life. How can emulation be supplied? Give the 

 cru is-rs separate races at the A. C. A. I am afraid there would not 

 be enough entries toinake a decent race. It would be worth trying 

 though, and as the Thousand Islands is a lovely cruisiug ground, 

 the probable presence of a large number of cruisers at the next 

 meet would perhaps facilitate the experiment. But the cruisers 

 must relv upon their individual efforts for progress. Let the 

 cruisers show that they are in earnest in their wish for the im- 

 provement and encouragement of their branch of the sport by 

 trying to improve their outfits, cruising rigs, etc., and the publi- 

 cation of their inventions for the benefit of their less successful 

 brethren. If a member from each club in the country would even 

 once a year report the inventions of his club, a healthy spirit of 

 rivalry would soon spring up. Take the Forest and Stream for 

 the last year and then consider whether in the matter of progress 

 the cruisers have kept up their end of the log. As a cruiser my- 

 self, 1 for my part feel ashamed. Above all, when the racers un- 

 grudgingly give their time and money for the common weal of 

 paddledom, do not criticise them harshly. Let us follow their ex- 

 ample—be diligent, courteous and helpful. A6TICOU. 



Ottawa, Jan. 20. 



["Asticou" will find our opinion of the lazy cruiser in the 

 Forest and Stream of Feb. 16, 1887. We have nothing to argue 

 in his behalf, but there are few of his kind in proportion to the 

 many good canoeists who must either give up cruising, own two 

 or three canoes, or keep out of the races.] 



Editor Farm and -Stream; „ . j • , 



tsee that the old process of constructing a public opinion in the 

 A. C. A.— by the persistent reiterations of two or tbiee individ- 

 uals— is once more going on in your columns. You have invited 

 a full expression of opinion, and though I do not have any argu- 

 ments to advance, and do not suppose the mere statement of my 

 view likely to change any other roan's notions, I will unburden 

 myself. _ 



First as to my point of view, I am a conservative; I was one of 

 those who saw no good reason for abandoning the Thousand 

 Islands us a place of meeting, and I rejoice afresh each time I 

 remember we are to be back there next August; I have always 

 believed in leaving well enough alone, and after racing at the 

 last five A. C. A. meets I can not say that I find (hose sailing 

 regulations such a had lot after all. There seem to bo three 

 especial points of objection; let us take them in order. First the 

 board projecting above the coaming. There is no 1 1 ouble in get- 

 tine ample area for wiudward work in a board In using entirely 

 within the canoe; heuce no one is put at disadvantage by one 

 which sticus up, except the owner thereof, so if any other poor 

 devil can't find an available piece of metal except a spare circu- 

 lar saw, 1 for one am entirely content that he le permitted to 

 follow the example of our friend from Brock vtlie without let 

 or hindrance. Second the standing rig. Here also I consider 

 the user 1s the sufferer; for though "Mac" generally relieves us 

 all and sundry of any further need of thought, or worry over the 

 question of the relative speed of standing as compared with 

 lowering rigs, I can't think of shouldering on to him my respon- 

 sibility in the matter, and still ^o on thinking that a lowering 

 rig properly built and handled will win its full share of the 

 races, aud that the presence of the standing abomi nation— so tar 

 as my own use goes, I cordially detest it, and wouldn't have one at 

 any price— will act as a spur to draw out ali the possibilities of 



reefi ng sails, to the permanent benefit of all canoeists. Thirti the 

 eliding seat. Not being a member of tho Lowell Club, I have never 

 used one, and for lack of the requisite nerve, never expect; to; 

 but I have used a seat projecting considerably beyond the beam 

 of the canoe. I bavo proven by experiment that I can hold up all 

 the sail I dare carry, without, a deck-seat, hut the exertion of so 

 doiug is, in my present physical condition, greater than I care to 

 endure, so long as I am uot compelled to. so I use a seat running 

 out just far enough to take my weight off my leg-muscles. I am 

 well aware that the Lowell men get out considerably further than 

 would he possible without the use of their seat, but I have not the 

 nerve to demand that they shall give up a practice which I don't 

 follow simply because I am afraid to do so. It amounts to just 

 thi.-. If I can win without adopting practices which some con- 

 sider questionable, how much sweeter is my victory if some of my 

 competitors have availed themselves of these possible advantages. 

 Ou the other hand, should new limitattous aud restrictions be 

 adopted, would it not be a dubious satisfaction to win, with the 

 haunting thought, Would I havo been the first, had not some of 

 those other chaps been slowed down to my way of sailing? In the 

 old days, before the Trophy was dreamed of, the great race of the 

 meet was tho "Unlimited Class B Sailing," the cruising rig and 

 no ballast races had to take a back seat, hut the winner of the 

 unlimited had the proud satisfaction of knowing that each of his 

 competitors was absolutely unfettered, and free to get the last 

 second of speed out of his craft in any way his ingenuity could 

 devise. So it is now with the Trophy race, aud I don't believe I 

 am the only one for whom some part of its charm will he lost if it 

 ever becomes possible for a loser to say "If it hadn't been for 

 those new rules—" In conclusion let me say, to prevent any possi- 

 ble mistake, that I am not advocating these devices, and have no 

 sympathy with any one of them; but I am a believer in letting 

 e vils work their own cure. The "one rig" idea, not badly set forth 

 hy "Mac" iii your last, has this in its favor, that it would in some 

 measure equalize racers in the matter of pocket— truly a desirable 

 Ehrag Kairina. 



§&chting. 



FIXTURES. 



June. 



Beverlv,Ma rbleh'd,lst Cham 1. Larchmont, Spring. 

 Pleon, Club. 3-5-7. itatrina-Shamrock, N. V. 



Corinthian, Marblehead. 15. Corinthian, Marbiehead. 

 Beverly ,M on. Beach,! st Open 18-20-22. Kairina-Titania. N. Y. 

 July. 



Larchmont, Annual. 13. Beverly, Mon. Bea ch,2d Open 



Beverly, Mon Beach, 1st Buz. 13 Corinthian, Marblehead. 



Bay. 17. Pleon, Club Cruise. 



Bevct.lv, Marbleh'd, 1st Cup. 20. Beverly, Marbiehead, 3d Cap. 

 Hyde Park.Annual, Chicago. 24. Pleon, Club. 

 Beveti y. MarhJeh'd. Sd Cham 27. Corinthian. Marbiehead. 

 Knickerbocker, SOft. craft, 27. Beverly, Mon. Beach, 2d Buz. 



Ocean Race. Bay. 

 Sippican, Annua), Marion. SI. Pleon, Open. 

 Pleon Club, 1st Cham. 



August. 



Sippican, Olub, Marion. 24. Beverly,Mou.Beach,3dOpen. 



Beverly. Marbleh'd, 1st Cup. 24 Larchmont, OysLer Boats, 

 Pleon, 2d Cham. 24. Corinthian, Marblehead. 



Corinthian, Marblehead. 28. Pleon, Sail off. 

 Beverly. Marbleh'd, -3d Cham 31. Beverly, Marbleh'd, 1st Open 

 Pleon, 3d Cham. 31. Sippican, Club, Marion. 



SEPT EMBER. 



Beverly, Mon.Beach,21 Open 12. Beverly. Mon. Beach, 3d Buz. 

 Corinthian, Marblehead. Bay. 

 Beverly, Marblehead, 3d Cup 14. Corinthian, iVlarbleboad. 

 Larchmont, Fall Annual. 21. Beverly, Marbleh'd, Sail Off. 



1 SS9— YACHTING— 1 889. 



AS evidence of what we propose to do in the future, it is only 

 necessary to point to what has been done in the past. It is 

 uow ten years since the Forest and Stream, realizing the back- 

 waid condition, as well as the gr.md possibilities of 



AMERICAN YACHTING, 



shaped for itself a new and clearly defined course, whose ends 

 were the radical improvement of the pleasure fleet, the extension, 

 of the interest in yachting, the encouragement of Corinthian sea- 

 manship, and the systematic organizatiouof the sport throughout 

 the United States and Canada. As all yachtsmen know, this 

 course has been steered successfully, in spite of strong opposition 

 and many formidable ohstacles; aud the full measure ot its suc- 

 cess j 3 shown by the advanced position of yachting to-day. 



As such a course involved at its very outset a condemnation of 

 models, methods and theoiies that were fairly established Dyling 

 usage, and universally accepted as correct, appealing strongly to 

 nm ional prejudice, it is no wonder that it at once aroused a pow- 

 erful spir it of opposition, not only among our rivals of the daily 

 and weekly press, but among yachtsmen at large; and that the 

 result was the largest and most important controversy that the 

 yachting world has ever taken part m. The result is of so decisive 

 a nature as to have impressed itself indelibly a nd beyond question 

 on our national yachting. The once universal national type, the 

 shoal, widesloop with inside ballast, has disappeared forever, and 

 with if has gone the paid racing hand and the old, faulty method 

 of measurement. The leaders of the old fleet, but a few yeai> 

 si nee regarded as peerless, have been relegated to little better 

 than houseboat duty, while their places have been filled by anew 

 and immeasurably superior class of yacht, in which is embodied 

 those principles of 



DESIGN, BALLASTING AND RIG 



that the Forest and Stream was the first to advocate. We can 

 claim with pride to have taken the lead from the very first, as 

 well as having borne the brunt or tho battie that has given to 

 American yachtsmen a fleet of Safer, Faster and Handsomer 

 Yii i -his than the v ever before po-sessed. The many and vaned 

 developments of the past five years have brought some surprises 

 that even the wisest and ablest yachtsmen and designers have 

 not foreseen, but. wnatever changes have been shown to be neces- 

 sary in minor matters, the broad principles first laid down in the 

 Forest and Stream of Depth, Low Ballast, Cutter Rig and Cor- 

 i nth km Handling, have been universally accepted throughout the 

 country. 



We need not allude further to the journals which at one time 

 opposed our course than to call attention to the fact that those 

 which still survive keep up but a dead semblance of yachting 

 news during the height of the season, disappearing before the 

 first frost, while the Forest and Stream is 



IN COMMISSION ADD THE YKAR AROUND, 



freighted each week with a seasonable cargo of full and accurate 

 of Races, descriptions and illustrations of New Yachts ana 

 Tn ;Vo/Ws, lively and interesting Cruises, Practical Information in 

 all technical matters. Timely Discussion of current events, and 

 best of all, with the continuation of the series of Design* which 

 has proved of such great value to all its readers. The collection 

 which has appeared in the past in the columns of the Forest and 

 Stream is unequalled in the whole bibliography of yachting, in- 

 cluding aa it does working drawings of the best examples of pleas- 

 ure craft of all types and sizes, ooth racing and cruising. Of 

 these designs we heed only mention Sea Fox and Alert, each the 

 special feature of the racing in her class; Clara, with her un- 

 couaiUd record on both sides of the Atlantic, whose lines, sail 



^ -. . . . • j„ *..n. mu..*:.. *i, ~ r. — ^ ...... . 



Burgess' „ „. 



for years of tho open boats of her class; Vauduara, Mr. Watson's 

 famous iron racer. The two challengers, Geuesta and Galatea, 

 designed by Mr. J. Beavor Webb, whcao interiors and details of 

 construction, one composite and the other steel, were fully illus- 

 trated; Carmelita, the cruising schooner; together with a whole 

 fleet of smaller craft, cutters, sloops, yawls, luggers, catboats, in- 

 cluding Neva, Gem, Indra, Rondina, Fad, Yolande, Gipsy, Wind- 

 ward. Pilgrim, Aneto, Vayu, G.muet, Empress, Orinda, Carmita 

 and Guinevere, together with Sharpies, Fishing Craft, Houseboats, 

 Hunting Boats and other special types. These designs have been 

 prepared for publication with the greatest possible accuracy, so 

 as tojserve as a guide and instructor for the amateur, and also to 

 be of value to the professional designer and builder. A strong 

 testimony to their value is found in the fact that nearly every- 

 one in turn has been reproduced in the leading yachting journals 

 of France and Germany. ... . A 



While the Forest and Stream has led in yachting proper, it 

 has gone still further in a new and popular branch of the sport, 

 aud has given a name and brought into prominence 

 SINGDEHAND cruising. 



This department of yachting, so well Buited to young, men, has 

 been steadily encouraged in our columns, and scores of special 



