Jan. 34, 188&.J 



FOREST AND STREAM. 



THE SLIDING DECK SEAT, 



Editor Faregt and Stream: 



I have been much interested in the discussion now going on in 

 your paper in regard to standing rigs and shdiug deck seats and 

 it seems propel- that Lowell should have something to say in re- 

 gard to the same. 1 tail to see why such exception should be 

 taken to the sliding deck seat as it certainly is a great help in 

 carrying sail, it seems ro me that the comparison of the old 

 skimmiug dishes of a few years ago with their bags of sand is 

 rather far-fetched, for the limit of the scat has now been reached 

 in the length of a man's legs, and certainly if a man has been 

 blessed with longer extremities than.his follows he. ought at. least, to 

 have the benefit of the same. You might just as well take execu- 

 tion to one man being heavier than another and compel each 

 skipper to weight himself like a jockey, for certainly the heavy 

 man on the side of his canoe will hold up more sail than can a 

 man of lighter build. Another thing, how much bet ter a canoe 

 looks sailing upright on its bottom than on its side, as one of the 

 crack Canadian canoe sailers invariably sailed his craft, and also 

 how much more can be learned of the proper lines of a craft by 

 having her sail on those lines. The sliding seat enables a canoe 

 modeled as a cruiser to shove pretty wed to the front in the 

 races, and in the last noteworthy incident in the Barney Cup race 

 to win the prize and thus be the meuns of tic kling the pride of 

 this "City of Spindles." 



The deck seat enables the canoeist to discard all forms of bal- 

 last, and thus makes less weight to carry, and hence notonly less 

 strain on t he canoe, but as in some canoes where the ballast is 

 made fast, more buoyancy in case of capsize. To hear the criti- 

 cisms against the poor seat one would suppose that there were no 

 advantages, but I assure you that did a man have four arms ho 

 would ti od use for them at the critical period of tacking or round- 

 ing a buoy. The writer well remembers getting his feet wet on 

 account of the seat sticking when trying to beat around the lower 

 buoy in the trophy race, and the wind blowing one of those all- 

 around-the-compass sort of pull's, a nd then having to sail to shore 

 with everything afloat and both peaks lowered.^ All this culti- 

 vates agility, an indispensable virtue in a canoeist. If t hose, who 

 condemn the outrigging deck seat would only trvthem, then they 

 could talk a little more intelligently upon the subject. 



There were a number of capsizes at the meet, tnat would have 

 been a voided by the use of a seat. The writer carried sail in a 

 bad squall when some of the so-called cruisers were compelled to 

 lower and put for shore. 



In regard to the rig of sails, as you say there is much to be 

 learned. Without claiming to be an artist on sails, 1 can safely 

 recommend the Butler rig as used bv Mr. Paul Butler at the 

 meet at Lake George, It, is not perfect, but it has a .11 the ele- 

 ments of perfection. 1 use the name to designate the style of rig. 

 If some one will invent a method fur a hoist or rat her improve on 

 the way of raising the pole so that the friction will be reduced tn 

 a small quantity, then t he rig will be almost perfect. Cords will 

 •swell when wet and so ruu stiffly. The Lowells will use their 

 heads this summer and will come to the meet with something of 

 an improvement in the way of hoisting and lowering sails, but I 

 trust the fraternity will pardon me if T still think that the rig of 

 the Lowells stands to-day at the head iu the matter of hoisting 

 or lowering. 



Egotism must again assert that the model of theFlv is a cruiser 

 par efceeUence, and a man can rig her inside as he chooses, but the 

 hull is roomy, staunch and handsome. We have a little verse: 



Oh, where was Barney and Brokaw, 

 And where the great Jabberwock's fame. 



When Butler went out with a Fly on his boat, 

 And got there just the same. 



Let canoeists try the sliding deck seat, and if it must go, let it go 

 because more defects have been found that at present are known. 



, , , Lowell. 



II he sliding deck seat may properly be compared to the old 

 hikers, in which the crew hung outside tho gunwale, each man 

 fast to a rope that is spliced tu (M) eyebolt in the keel, as is R t ill 

 the practice on the Delaware. Mr. Vaux, Mr. Brokaw, and manv 

 other good sailors banirually sail their canoes on an even keel or 

 at least, as nearly so as can be done with a deck seat. It is oniv a 

 matter of adapting the dimensions and model of the canoe to suit 

 the weight of ner crew, and then canvassing her properly The 

 Canadian canoe mentioned was a large boat, capable of carrying 

 over 1001 bs. of ballast, but of very light hniJd, and sailed With no 

 ballast. The consequence was that she laid on top of the water 

 and had no fulcrum for the weight of her crew to act. on The 

 great point is to make the canoe fit the man; if this is done the' 

 light weight should be able to sail his class A canoe as nearly up- 

 right as the heavy man a class B craft ; but too often we see a, man 

 of 13011)8. weight trying to carry 150ft. of sail on a Vesper model 

 with no ballast. Our correspondent cannot mean to claim that 

 the deck seat enables a cruiser to go faster in proportion than a 

 racer; it is only when the former has the seat and the latter has 

 not the difference is noticeable; and this state of affairs would 

 soon he ended by the racer shipping a sliding seat also. It has 



-. apt in any case to have all 

 the chance he wants for cultivating his agility. Our ob jection to 

 Tine deck seat Is based on the fact that it induces the canoeist to 

 .carry an unsafe and excessive amount of sail, and to try to drive 

 his boat through a big sailplan, rather than through virtue of a 

 good model, if persevered m it must result in the'production of 

 a special type of racing canoo, designed to catty enormous sails 

 held up by the crew perched outside on a plank. We have always 

 understood that the main object of racing was to improve tho 

 general purpose can, e, at the same time furnishing a healthy and 

 exciting sport; but no such end can result from a fleet of out- 

 rigged bikers with men perched outside of them.] 



THE NEW ROYAL C C. RULES. 



THE letter from. Mr. W. Baden-Powell, which we published lasi 

 week, is worthy of serious study in view of its direct bearing 

 on the questions which are now vexing American canoeists 

 There is probably no canoeist on either side of the waver to-day 

 who is better qualified to speak at one and the same time for botn 

 racing and cruising than Mr. Powell, as he has been foremost in 

 both branches of the sport from their birth . From the time when 

 his first little Bob Roy was launched, twenty years ago down to 

 the present season, he has probably built more canoes' than anv 

 other canoeist. Many of these have been designed solely for rac- 

 ing under the old R. C. C. rules, but there is not one of the lot 

 that has not been noted for the possession of cruising and sea- 

 going qualities above everything else. Whatever their shortcom- 

 ings may have been, each has been roomy, stiff and able' powerful 

 boats for their length and beam. Though less speedy than the 

 American craft, the canoe brought out here in 1886 was a fine 

 specimen of the open water cruiser type, a better boat than most 

 American canoes of the same type. Though going at times to an 

 extreme m order to obtain speed under the old rides, as in the 

 deep Nautilus of 1879, his voice and pen have always been readv 

 in the defense of the cruising canoe from, the encroachments of 

 racing. His present letter, in favor of racing, but with some 

 Strict limitations, is a direct answer to the point raised lately bv 

 "Relttar" in the Forest and Stream. What Mr. Powoll says in 

 regard to racing appliances concerns American canoeists" as 

 directly as it does the Royal C. O. 



The new rules themselves are in the same spirit as the proposed 

 changes m the rules of the A. 0. A., covering about the same 

 points, lhe division ot classes is not of interest here, as that 

 question is pretty well settled, hut it is an improvement on the 

 rII'v'i' ^fo^ E \ C ; C i P e T w classes are practically Class 

 .B decked, and Class A decked and open. From the standpoint of 

 a canoe builder we ha ve never been able to see the reason for the 

 intention of a class distinction based on the mode of buildine 

 bich has been a part of the R. C. C. rules for years and is still 

 ,amed. It had its origin lung ago in boat racing, where there 

 * yastdifferenee between the lapstreak barge or gig and the 

 ■o—ooth-built shell; and at one time the same distinction prevailed 

 to a certain extent between paddling racers. For a long time 

 ihoweyer, it has disappeared, and in the present condition of canoe 

 building 'there is no reason for a distinction between smooth and 

 apstreak canoes. W hile there is a wide difference between the 

 .latest racing smooth-skins and the efforts of the amateur builder 

 [or the cheap professional m the way of lapstreak work at the 

 same time the best specimens of the latter really merge into the 

 smooth-skin so closely that: it is impossible to draw any such clear 

 line as should separate two classes. The Pecowsic is actually a 

 lapstreak boat, though no one would say so from a, close inspec- 

 tion, while there are other methods of construction in which the 

 laps-practically disappear. A classification based on dimensions 

 Bffife would be more m accordance with modern conditions 



We fear that the expectation that the three classes can race 

 together on anything like equal terms will not be realized. In 

 padcding the 26m. boat can be so nearly a smooth skin that the 

 ..fem. boat will be hopelessly handicapped, while again the open 

 Canoe, can be such a shell that even with a single blade she will 

 mtstrip the average decked canoe of the corresponding class, to 

 pay nothing of the class above. The limit of sail has often been 



proposed here, but the leading canoists eare opposed to it, and 

 while there may be two sides to the question, as long as the crew 

 is obliged to confine his gymnastics to the legitimate hull of the 

 boat, and to forego special feats on extension ladders and parallel 

 bars, and as long as all such excrescences as boards twice as 

 broad as the canoe's depth are prohibited, there seems to be little 

 danger that a man will be able to carry to advantage a dangerous 

 amount of sail. As regards the. standing rig, while it is not directly 

 prohibited the regatta committee is empowered at will to require 

 that any or all sails shall be kept on deck for a certain time prior 

 to the start, which would ott'cctually dispose of such rigs as those 

 of If and Ramona. * 



The depth limits have been made more stringent, a. minimum 

 limit of Iain, being added to the old maximum limit of lliin. under 

 fleck at, lore end of well. A new limit of not less than 12in. from 

 top of center of deck to lower edge of gnrbnard, except for 2ft. at 

 each end, has been added, a limit that is little likely to be ap- 

 proached in sailing practice though it may serve to keep out some 

 paddling machines that, would enter in the races, to the detri- 

 ment of the sailing and paddling craft. The other new limit, of 

 12iu. depth from deck to gat board at a distance of 12in. out from 

 eenterline of canoe at fore end of well, is by no means definite, 

 nor essential to the cruising qualities of a canoe. It might, or 

 might not shut out such a canoe as Dimple, but it would bar such 

 an able cruising craft as Notus. The intention evidently is to 

 establish a limit of depth somewhere uear the bilge, to bar out 

 the machines of marked V section, but if such is the case it has 

 entirely failed. In the first place such a measurement should be 

 taken nearly at the mid length, but in many canoes the well is 

 only about 5ft. from the stem, instead of 8ft., the raidleiigth. A 

 SOin. canoe may have sufficient, crown to her deck to come within 

 t he limit of 13m., and yet a,t the same time she may have literally 

 no bilge at all. The limitations as to the placing of the board, 

 the distance between bulkheads, the dimensions of the well and 

 the deeksoat are directly iu line with those we suggested a vear 

 ago in tho Forest and Stream. The size of well opening allowed 

 is small from a cruising standpoint. Provision is made for bilge 

 boards, which promise to be seen in both American anil English 

 canoes this season and may become a permanent institution. 



One very important feature of the new rules is the provision 

 that they shall not be altered for at least three years, thus secur- 

 ing the rights of owners who shall build under them. Not only 

 is such a provision a matter of justice to the racing men who put 

 time and money into their boats, but, it makes an v sudden aud ill- 

 considered changes on the part of any particular set of officers 

 impossible, and will tend to greater stability in the rules and to a 

 very thorough consideration of all proposed changes. We have 

 been rather severely criticised of late because, after pointing out 

 the matiy bad features of the present A. C. A. rules and the 

 necessity for some change, we have deprecated any hasty action 

 before it is set tled beyond doubt, just What changes are possible 

 and what are expedient. It is now technically within the power 

 of the new regatta committee to recommend certain changes, and 

 it might be possible to secure sufficient votes of the Executive 

 Committee to pass them; but such a course would be without 

 precedent, and could hardly fail to do harm, however beneficial 

 to canoeing at large the changes might be. That changes are 

 needed is generally recognized, but there is a great diversity of 

 opinion as to just what these, changes should be'. We doubt very 

 much whether it would be possible now to secure the adoption of 

 rules which would make the canoe what the founders of the 

 American Canoe Association intended it to be— a strong, staunch 

 and seaworthy model, with the best qualities of a lifeboat, and 

 fitted for cruising and living on board. So long as canoe racing 

 tends to encourage the use and improvement of this class of boat 

 by the great majority of canoeists, ft moderate departure from 

 the letter and spirit of the rules on the part, of the racing craft 

 may perhaps be tolerat ed; but when the whole influence of canoe 

 racing tends to build up a special class of machines that are 

 utterly useless for cruising themselves, and in addition serve to 

 discourage the use and improvement of cruising canoes, it is time 

 that active measures of Bome kind for the encouragement of 

 legitimate canoes be taken by the Association. 



PEQUOT C. A.— New Haven, Jan. lS.-Editor Forest and stream: 

 The first camp-fire of the association for this winter was held at 

 Bridgeport, on Jan. 16. The attendance was very good, and much 

 business disposed of during the evening. Music was provided by 

 the club quartette, and at 9:30 the supper was served. The 1889 

 meet will probably be in tho latter part, of July, at some point 

 near Thimble Islands, fifteen miles east of New Haven.— F. P. 

 Lewis, .Secretary-Treasurer. 



A. C. A.— EASTERN DIVISION REGATTA COMMITTEE.— 

 Editor Forent and Stream: The members of the regatta committee 

 of the Eastern Division for 18HSI will be Mr. Charles P. Nichols, 



§zchting. 



1. Larchmont, Spring. 22. Beverly,Marbleb'd,1st Cli 



-5-7. Katrina-Shnmroek, N. V. 2!). Corinthian, Marblehead. 



5, Corinthian, Marblehead. 20. Beverly, Mon. Beach. 1st n 

 8-20-22. Kairina-Titania. N. Y. 



FIXTURES. 



Jttne. 



Larchmont, Spring. 22. Beveriy,Marbleh'd,lst Cham 



■ d. 

 Open 



.Jtxlv. 



4. Larchmont, Annual. 13. Beverly, Mom Beach,2d Open 



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



Bay. 20. Beverlv,Marb]ehead,2dOup. 



4. Beverly, Marbleh'd, 1st: Cup. 27. Corinthian. Marblehead. 

 •">. Beverly, Marbleh'd, 2d Cham 27. Beverly, Mon. Beach, 2d Buz. 



6. Sippican, Annual, Marion. Bay. 



August. 



3. Sippican, Club, Marion. 24 Larchmont, Oyster Boats. 



3. Beverly, Marbleh'd, 1st Cup. 2-1. Corinthian, Marblehead'. 

 10. Corinthian, Marblehead. 31. Beverlv, Marbleh'd, 1st Open 

 17. Beverly, Marbleh'd. 3d Cham 31. Sippican, Club, Marion. 

 24. Beverly,Mon.Beaeh,3d Open. 



Skptemreh. 



2. Beverly, Mon. Beached Open 12. Beverly, Mon. Beach, 3d Buz. 

 2. Corinthian, Marblehead. Bay. 



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



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



CUTTERS ON THE LAKES. 



COLLINGWOOR FISHING BOATS. 



Editor Forest and Stream: 



The recent article in your paper entitled "The Collingwood 

 Fishing Boat," was read with interest, as I sa.w one of this type 

 from Georgian Bay, at the Mackinac regatta last summer. As I 

 placed the first cutter on Lake Michigan— the Iolanthe, now of 

 Toledo, I take much interest in the matter of types best fitted for 

 lake use. The Collingwood boat does not differ very much from 

 the Mackinac boat, except in size, being built larger. The 

 Mackinacs are very stiff, but will capsize like anv boat without 

 depth. This reminds me of an incident which happened in 

 August, 1885. 1 was crossing Lake Michigan from Sturgeon Bay 

 Wis., to Frankfort, Mich , in my2«ft. cutter Iolanthe; when about 

 half way over we were struck with a violent S.E, squall, which 

 lasted for two hours. Everything was shut up, mainsail with 

 three reefs, foresail single reef, small jib set and topmast housed. 

 We went along finely with lee rail awash, and reached port safely. 

 Next day, as we made Charlevoix Harbor, distant 05 miles, we 

 saw a Mackinac fish boat which had been capsized the day before 

 in the same squall, about 40 miles north from where we were. 

 The occupants, two old fishermen, were tied to the seats, both 

 dead. They had evidently taken in sail, but were capsized purely 

 from the force of the gale on the soars and hull. Ihis boat was 

 about 25ft. over all, 24ft. l.w.l., 8ft. beam and 12in. draft, and 

 carried about l,0001bs. of stone ballast. 



I have had considerable experience on the lakes, mostly on 

 Michigan, and unhesitatingly say tho cutter of about 0ft draft 

 is the only boat adapted for use where perfect safety is desired 

 My reason is that the ordinary amateur yachtsman does not care 

 to be so constantly on the watch when' his lee rail is awash, as is 

 necessary with a yacht not inherently uncapsizahle; and further- 

 more, a fellow can turn in on a midnight run and leave an ama- 

 teur at the stick with much better assurance of coming out till 

 right, if he is in a cutter, relieved from anxiety of a capsize. Last 

 summer the Margaret made her first appearance on Lake. Michi- 

 gan, built by Campbell Bros., of Charlevoix, for Geo. Stock bridge, 

 of Kalamazoo, Mich. She is a decided success in every wav, very 

 fast, and commodious and a credit to her builders. She is almost 

 a counterpart of the Surf, illustrated in "Small Yachts," by C. P. 

 Kunhardt, from whose lines she was built, though larger, being 

 47ft. over all, 9ft. 8in. beam, 36ft, waterline, 7ft, draft, 5 tons iron 



on keel, balance inside. She would be improved by the addition of 

 all her ballast outside, but is stiff as a church now. She has the 

 distinction of being the first yawl rig on Lake Michigan; the rig 

 is very handy and adapted to the lake. Below she has Oft. Sin. 

 under deck beams, after cabin, main cabin, w.c. and wash room. 

 Large clothes lockers, very roomy forecastle, and that great and 

 successful invention, a swing table, from which we ate hot soup in 

 half a gale. 



1 am contenting myself with a. 30ft. keel sloop, 0.0 beam, 3ft. 

 draft, iron keel; which has shown herself in every port in northern 

 Lake Michigan the past, season. She is a veritable singlehander 

 and a good little Shift, obedient to my wishes, and we think a 

 good deal of each other; though I do sometimes long tor head 

 room in the cabin, anil 1 shall ha ve it soon. The. Lulu, my little 

 ship, made a fine run to Mackinac last summer in a, gale, or rat her 

 to the Straits, from Charlevoix, as we did not get there the first, 

 day. It may interest some hike yachtsmen to know of a fine lee 

 on Lake Michigan which can be made when bound for the Straits 

 and when inside of Waugashanee Light. It lies six miles north 

 of Cross Village, and can be made by any draft by keeping about 

 two miles off shore and holding yourcour.se north until the line 

 of small islands, extending from the mainland to Waugashanee 

 Light, arc about half a mile distant, then stand directly in for 

 shore and you will find yourself behind a long reef of rocks, which 

 completely breaks the sea from southwest or west; the island 

 protecting yon from northwest. You can also pass inside the 

 Waugashanee Island to the straits with 3ft. draft, but tho wind 

 must be very light to make it advisable. SmaU yacht sailiug, in 

 my opinion the acme of yachting, does not seem to flourisn on 

 the lakes. The Mackinac Tntorlake regatta of last summer had 

 no small yachts, and my little ship was the only one in the group 

 of big schooners and sloops, and the brass guns and uniforms 

 made me feel awfully small, hut I am sure my yachting gave me 

 just as much pleasure if 1 was my own cook and bottlcwasber. 



Kala mazoo, Mich., J an . 14. G. H. Win a n ,« . 



Edii<ir Forext and Stream: 



In the last number of the Forest and Stream I notice an in- 

 teresting account of the Collingwood fishing boat, and being 

 anxious to ascertain the best kind of fastening to use in building 

 such a boat, intended for use in salt water, 1 write to you for ad- 

 vice. 



I had supposed copper to be decidedly the best, but the Colling- 

 wood builders assure me that, while copper might be used to 

 advantage for her planking, galvanized iron would make a 

 stronger and, of course, a cheaper fastening for the timbers and 

 heavier work, and would withstand the action of the salt water 

 equally as well as copper. Others again say that the galvanized 

 iron made on this side of the Atlantic is very uneven and some- 

 times worthless, and Unit it would be safer to fasten with ordinary 

 iron, even for sal t water. 



I take it that in clinker-built boats, such as these, this is a matter 

 of some importance, and would therefore be obliged if you would 

 kindly inform me as to what is generally used for small craft of 

 this description in New York and Boston, and what you would 

 recommend under the circumstances. Hume' B i.a k k. 



Toronto, Ont., Jan. 15. 



[For long bolts of an inch diameter or over, in large vessels, iron 

 is better than copper in that it can be driven more easily aud 

 Solidly, but tor small craft, especially the one in question, copper 

 bolts can be driven properly and will outlast iron. At the same 

 time galvanized iron holts, rivets or boat nails will last a very 

 long time, probably as long as the ordinary life of such a boat, 

 and are cheaper than copper. Large forgings or castings and the 

 smallest sizes of cut nails are sometimes injured by over-heating 

 in galvanizing, but wrought bolts and nails are, or should be, of a 

 good quality of iron, and are not affected by galvanizing to anv 

 extent. Our correspondent had best use copper nails for laps', 

 timbers and ail places where the ends can be riveted: brass screws 

 for other parts about the inside and upper works, and if not, too 

 costly, for ends of planking, and for keel and deadwoods ordinary 

 gafv anized bolt iron, & i 6 or %in. Galva,nized iron screws are 

 cheaper than brass, but the slots in the head are often imperfect 

 making it difficult to withdraw the screw.] 



THE CRUISE OF THE LEONA. 



WE are now in the Albemarle Sound. Left Norfolk Dec. 10, 

 at 3P. M.; ran up the Elizabeth River about three miles. The 

 mate can tell where a bar is without, sounding; he found one on 

 this occasion, putting the ship hard on. Our friend Work found 

 the same one last fall. Made sail next morning at 9 o'clock 

 for the notorious Dismal Swamp canal; went on shore to ascertain 

 if possible what the charges would be. to get through. Found the 

 canal was 27 miles long with 5 locks, and the fee for all this was 

 one dollar. It is a, go-as-you-please canal; the company have no 

 mules, which being the case we concluded to take the towpatb 

 ourselves, which we did when the wind was not favorable Spent 

 the first night at, a farmhouse. Beached South Mills, at the end 

 of the canal, at 3 P. M. next day. Did not lock out until next 

 morning, as we preferred stopping in the canal to down in the 

 swamp, which we have to pass through for22miles to reach Eliza- 



, ^ — — — .. -jl ... - . ^.^»>. t -w^ , 1111,11 ompLirn inn), jit 



is very narrow, but deep. Anchored below the lower ferry there 

 are three of these ferries on the river, and all are run by a man and 

 a. Hal boat, with a line across tho river. Sunday afternoon ran down 

 to El iza befh City, where, we stopped, over Christmas. The wea t her 

 is very fine; we are in our shirt sleeves all the time, and take tin- 

 shady side of the streets. The people are not very active; their 

 only ambition is to get, a mule and cart. Tbev come to town with 

 50 cents' worth of shucks, and spend 75 cents for rum before tbev 

 get home; it costs $1.10 a gallon. Fell in with Capt. Simmons, 

 and a fine old gentleman lie is. He runs a yacht and carries sup 

 plies to the life-saving stations along the coast. He gave us all 

 the 1'equiBlfcB instruction how to navigate the sounds. Our friend 

 Charles L. Work, says in his trip of last winter that there is 

 nothing of much importance down here. The trouble with him 

 is, his yacht sails too fast, and he didn't have time to see the 

 country. But we arc taking it all in as we go. We found the 

 people very hospitable in Elizabeth City and made many friends 

 there; promised to stop there a few days on our way home. Left 

 there Dec. 27, wind very light from S. W., and ran to Powell's 

 Point, 3ii miles distant, where we arrived at, 4:30 P. M. Met with 

 friends there also. Our P. O. address will be Manteo, Roanoke 

 Island, N. C, where we will have all our mail sent us alter this 

 1 don't suppose we will go further than Newborn, as the mate has 

 not heard from his friends in Jacksonville since we left Annapo- 

 lis, and then they were sick with yellow fever, and are probably 

 dead. We may put, in the next two months in Paml tea Sound and 

 then return home. The little ship is all right and the crew well. 

 Captain Lutes has had many good offers for the Leona, but he pre- 

 fers to come home in her. She has now been thoroughly tested 

 and proven a very excellent little seaboat as well as speedy 



R. G. W. 



CORINTHIAN Y. C— The new rule adopted at the annual 

 meeting is a modification of the length and sail area rule devised 

 last year by Mr, Burgess for the Beverly Y. C and adopted hv it 

 and the Dorchester Y. O. It reads: 



Sailing Length =W.L.+?^ +G 



o 



B is the length from point of contact of outer stay on bowsprit 

 to end of main boom; II is the height from saddle of boom to high- 

 est point of support of peak halliards, plus one-half of distance 

 from highest point of support of peak halliards to highest block 

 or sheave on topmast; G is the length of gaff. These three are 

 added together and divided by 3, and the result is added to the. 

 waterline and divided by 2. The rule differs from the original in 

 measuring the base line from the outer stay on bowsprit instead 

 of from the bee hole, and also in measuring the height as given 

 rather than from saddle to topmast block. The motive of the 

 latter change was to encourage a shorter lower mast and longer 

 topmast, thus making a better cruising rig. The club has also 

 adopted the following new classification hy l.w.l. instead of sail- 

 ing length: 



Keels. Oenterboards. 

 25 to 30tt. l.w.l. 25 to 30ft. l.w.l. 



21 to 25ft. L w.l. 21 to 25ft. l.w.l . 



16 to 21tt. l.w.l. 19 to 21ft. l.w.l. 



10 to 19ft. l.w.l. 



iteynolrts; Kegatta Uom., John W. Bolen, John T. Wafhers, A. 

 Hoffman, J. F. Campbell and F. Burk. Trustees. John Duffy 

 Joim Driscoll, George Morris and H. Keneher. 



NAUTILUS.— A bill was introduced in Congress last week per- 

 mitting an American register to the small steam yacht Nautilus 

 purchased in Canada last summer hy Isaac MeOabe, of New York 

 The owner has thus far been unable, to use the boat, as the in- 

 spectors refuse to grant, a license. 



