227 



secured by brass staples, which were riveted into the canvas and 

 tyere snapped over sore weyes around the coainiug. A fine chain 

 pr stout fine was then run through the sereweyes over the staples, 

 like a big puckering string entirely around the cockpit: this could 

 be fastened at the end with a knot or padlock. The cover was 

 supported underneath by strong earlins. The cover thus formed 

 ■was stronger than the new-fashioned, always-in-thc-way hatches, 

 and not a drop of water could get underneath it. It wrapped up 

 •thto a bundle about 8in. in diameter. It was a capital arrange- 

 ment, which 1 have never seen used at the meets. 



The boat was moored or drawn up on shore, and we never lost 

 anything by theft on any of our cruises. 



The ignusfatuus of canoeists is the apron. Ours wasn't all that 

 Was desired, but it kept us dry while sailing, and when we did 

 •upset we got out of it alive. It was built by a carriage maker in 

 Glens Falls, w r as of heavy enameled duck, with two manholes 

 fitted with bags which fastened with puckering strings loosely 

 around our bodies under the armpits. I believe I was guilty of 

 Its creation. I don't recommend the arrangement, it might prove 

 a terrible death-trap, but. J have known the seas break over us 

 broadside when but lor t he apron the boat would have been filled 

 and swamped. Wo sailed at times like men clad for a sack race. 

 The water would leak in around our bodies, and little streams 

 now and then made chilly passages down our backs. The confine- 

 Went filled me with apprehension, but without that apron we 

 •would have spent many a stormy day in port. As it was, only 

 twice do I remember waiting for the weather. 



The charts and chart box were worthy of notice and illustra- 

 tion. Stoddard had obtained all the charts of the roast published 

 *W the U. S. Coast Survey and the British Admiralty. He didn't 

 want the sea out of gunshot of the coast, nor oreharrU and corn- 

 fields inland. So he cut a strip ten inches wide, including the 

 coastline, and pasted the ends together so as to have the coast 

 from New York to Nova Scotia, except for the break of the then 

 unsurveyed portion. This made an irregular paper snake, the 

 shape of the coast, about forty feet long. This he folded where 

 the coast was comparatively straight into pages of five miles 

 each. The. irregular places were cut into pieces-of-pie shaped 

 folds which foil between the others. The whole was then divided 

 into convenient portions and the part needed for the day carried 

 during fair weather in t he pocket like a long pocket diary. The 

 rest was kept in a. waterproof case in the locker. 



During rainy or rough weather the part in use was kept, opened 

 for two pages (10 miles) in a flat, glass- faced, watertight box 

 fastened on deck. At the end of the ten miles the chart \ 

 taken out, a leaf turned over, and the next ten miles of the un- 

 known exposed. 



The marginal cuts of the lighthouses and landmarks, and the 

 tide tables and remarks were carefully posted along the sides of 

 the strip. Had we carried all those charts in their original form 

 we would have had to tow another Atlantis to hold them. In 

 Stormy weather an ordinary chart, in use, would have been re- 

 duced to pulp by the wind and waves. 



A good Singer's patent: compass in a plain brass case was, 

 especially in the frequent fogs east of Portsmouth, a great com- 

 fort to our feelings. When the sea was rough we held it, (irmly in 

 our hands and split the difference between its oscillations. 



We had also one of those fancy double-jointed pocket binnacle 

 '.thiDgs, which, at such times, went through spirited gyrations 

 Upon its own two axes, and the human snake himself could not 

 have followed it far enough to tell northeast from southwest. 



The oil-dripping device was simple and effectual; it cost six 

 cents. In a heavy squall off Point Le Preux it saved us a dousing 

 from the breaking waves. It consisted of an earthen ale bottle 

 filled with sperm oil. and fitted with a cork, from the lower half 

 of which a wedged-shaped piece had been cut out. When the 

 cork was jammed in all the way the bottle was tight. Pulling 

 out the cork a little, let the contents drip out. The more, the cork 

 was pulled out the bigger the wedge-shaped opening and the 

 greater the flow. The bottle was covered with a cordage net 

 work and slung, when in use, muzzle downward over the boat's 

 *ide. 



, The canoe was equipped with paddles, oars and a pair of out- 

 rigged folding oarlocks of Stoddard's design. I never saw any 

 others like those outriggers— and I never want to. The use of 

 •oars, I know, is a tender point with canoeists. Thev are, how- 

 ever, on a trip like Stoddard's, an indispensable necessity. With 

 a heavy boat and a heavy sea, paddling is almost as futile as 

 Mrs. Aleshine's broom-like method of sweeping the surface of the 

 deep with an oar. 



Two anchors and plenty of spare cable wore carried. 



It is out of our line to describe the very complete photographic 

 outfit which was cariied in the after locker. Stoddard's uni- 

 versal cleverness was here displayed to best advantage. He had 

 a contrivance on his camera different, from the ones sold by the 

 dealers for taking snap pilots at sea. His plate holders were made 

 tff enameled paper and he could carry a. dozen plates in the same 

 Space usually occupied by four. 



The new Atlantis sails will be described next week. 



B. B. Bum HARK. 



L 



CANOEING ON LAKE QU1NSIGAMOND. 



AKE Quinsigamond is six miles long and quarter to half a 

 Xj mile wide, and with a paddling canoe one can travel many 

 miles down the streams and ponds below the lake: in fact, by 

 making a portage of a mile at North Grafton, several canoeists 

 have cruised to Boston. Lake Quinsigamond is more closely as- 

 sociated in the minds of most people with famous rowing regattas 

 and oarsmen; but, notwithstanding the great popularity' of rowing 

 nere, canoeing is increasing in favor. Theie are no less than 

 Btirly enthusiastic canoeists at the lake; but, I am sorry to say, 

 we cannot, boast of a canoe club. The Quinsigamond and Lake- 

 side Boat Clubs have a few canoeists connected with them, but 

 the majority store t heir canoes in the large boat houses situated 

 about Lincoln Park at the terminus of the Worcester & Shrews- 

 bury R. R., and are not members of any boat club. 



The season opened March 21, nearly a month earlier than last 

 year. Six canoeists were afloat in their canoes for the first time 

 and Mr. A. S. Putnam amused the crowd of visitors at the lake in 

 gate afternoon by capsizing his tailing canoe and making a com- 

 plete revolution of her under him without wetting moro than his 

 feet, a trick he learned at the last A. C. A. meet. An amateur 

 Bfhotographer succeeded in getting a fine photograph of him as he 

 ■Blood on the bottom of his canoe. The majority of the boys are 

 Still working hard overhauling and varnishing their canoes, but 

 will be afloa t by anot her week. Cabola. 

 Worcester, Mass., March 35. 



PHILADELPHIA C. C.-The annual meeting of the Phila- 

 delphia Canoe Club was held at the Colonnade Hotel, March 25 

 With Com. Kirkpatrick in the chair. The commodore's report for 

 'the year was most gratifying, the greater part of the members 

 having made lengthy cruises during the summer, two of the 

 canoes having been on salt water, with additions to the fleet of 

 several new cruising canoes, etc.. and concluded by olfeiing two 

 handsome prizes for the greatest mileage to be made during the 

 [•Summer on the Delaware Uiver or bay or their tributaries. The 

 report of the purser, Dr. Westeott, shows the club to be in a most 

 Pgjicouraging position financially, although the expenses of the 

 ■club during the past year ha ce been very large, an item of which 

 might mention, notably the handsome silver challenge cup 

 '"St raced for at the fall regatta. The election of officers resulted 

 Com. Kirkpatrick and Purser Westeott being re-elected, and 

 e election of Messrs. W. S. Grant, Jr., Quartermaster, and .1, 

 .Inglis, Secretary, and Mr. Gerry Warr to the Board of Direct- 

 1 Active preparations are being made in the way of new sails, 

 JL etc., for the spring regatta, which the regatta committee 

 ive decided to hold on or about May 15, at which time several 

 [new boats will sail their maiden race. 



A CANOE RACE ON THE CONNECTICUT.— A match has 



— — vm.vm ■*» >- • " »» ■•' 'I LA, L' HtVLC VW >->VZ 111 U-IjU iXlx \ 



. ed upon, between March 29 and April 3. The course is to be 

 om the Hartford C. C. float to the Air Line bridge over the Con- 

 necticut River at Middletown, a distance of 22 miles, ihe 

 gappy-Go-Lueky in a new 15x42 boat and the Rambler is 16x36 

 "aptain Ingraham will have the assistance of Commodore L. T. 

 in.es in sailing the race, and the Rambler's owner and a friend 

 ill handle the latter craft. Considerable interest has been ex- 

 i by the match as it is the first long-distance race of the sea- 

 A pennant will be awarded t he winner. 



g,. C. A. MEMBERSHIP. -Atlantic Division: Wm. B. Dailey, 

 loom field, N. J ; J. Perci val Warr, Jr., Francis Thibaulf , John 

 . Ingles, Philadelphia, Pa.; Lucius M. Stanton. New York- F S 

 eckett, Wm. H. Smiley, Arlington, N. J. 



mas Canoes and how to Build Them- By Parker B. Field. 

 ., 60 cent*. Canoe and Boat Building. By W. P. Stephens. 

 ,^e f 1.60. The Came Aurora. By C. A.Neide. Price, $1. Canoe 

 dandling. By C, B. Vam. Price il. Canoe and Camera. By T. 

 T. Steele- Price 1.60. Four Months in a Sneakbox. ByN.H.Bishon 

 **cefl.so. Canoe and. Camp Cookery. By "Seneca* Price $1. 



TREATMENT AND HANDLING OF YACHT SAILS 



[Lecture delivered before the Semvanhaka. Corinthian V. C„ by Mr. Oilhert 

 H. Wllson.J 



TILE object of this paper is to bring to your notice the necessity 

 of a more careful and intelligent attention to the handling 

 and setting of racing sails. As the sailing masters interest, is in 

 the handling and care of the boat, and the sailraaker's interest, is 

 in the proper making of his sails, it devolves on the yachtsman to 

 develop and bring out advancements and improvements, especi- 

 ally as such things are largely matters of experiment. 



Mr. Watson says "English sails for the last five or six years 

 have been absolutely perfect."' Tt is hoped thev will continue to 

 think so. We have the pleasant belief that there is still much to 

 learn. 



The suggestions here offered, being the result of observation, 

 are such as would properly and profitably repa v vour attention. 



Mainsail.— In a properly made mainsail the leach should be as 

 slack as possible. To get this our experience is that the best way 

 is to turn a single tabline and have a very small leach rope, just 

 sufficient to prevent the sail from tearing. It should be put. on 

 very slack to enable the leach to stretch all it possibly can— then, 

 if necessary, a draw rope can be used to prevent slatting when 

 the sail begins to get damp. The head and foot tablines should 

 not be turned but put on with the same gore as the body of t he 

 sail, to insure the sit close to the ropes. The head and foot ropes 

 should be slack to avoid any possibility of the sail being rope 

 bound. 



The head should not be urged out, but the slack simply taken out 

 when necessary. If the head rope is taut the sail cannot go out; 

 it is, therefore, better to rope slack and depend on good judgment 

 in hauling out. The foot is roped slack for the same reason, and 

 is generally hauled out too much, because toward the tack where 

 the gore is greatest the sail stretches more than anywhere else, 

 and as this will show by the sail hanging slack at this part, the 

 inference is that the sail needs hauling out, and to straighten this 

 part the whole sail is then unduly stretched. A little slack here, 

 which does not enter up into the sail, does no harm, and had bet- 

 ter be let alone; or, if there is t oo much slack, it can be remedied 

 by a little more broad-seaming. Let the stretch of the foot be a 

 matter of judgment. The sailmaker should give figures at 

 which the sail is made and about how much it should" stretch. 

 Skippers talk about sails "going out," as if thev had nothing 

 to do with it. A railroad on the boom is probably the best 

 plan for bending the foot. Tacks should never be fixed. Jaws 

 answer very well for heavy booms, and the usual plan of 

 sbding gooseneck with rubber buffers does very well; but 

 there is a much-needed improvement here which will be sug- 

 gested further on. Care should be taken to have the hoist 

 just right, for if it is t here should be very little trouble with the 

 sail; and even this can be regulated to some extent, by hoisting 

 fairly taut for light winds and giving an extra pull for strong 

 breezes. 



The throat should be a fixed point as near the line of the luff 

 rope as possible. The swing of the boom should always remain 

 the same, and when it does not the reason should he ascertained. 

 Sometimes sails get badly and unavoidably stretched in strong 



il fSTREPID " RIGGED AS A SCHOONER V AWL, 



winds with a dry air and hot sun, and become longer in the 

 angles than on the edges. Try t he swing of the boom when the 

 sail is well set: by letting go the lifts and slackening the peak hal- 

 liards the boom should drop but little below its regular swing; if 

 it drops too low the angle is too long, and there is slack canvas in 

 the sail, and probably the luff rope is too taut. This is the best 

 and proper way to try the luff rope, for if it is right when the 

 throat is hoisted taut and before the peak is set up, there 

 should be an easy draw on the sail from the clew to the throat 

 with the boom in its right place. 



The roach in sails can he tested when the sail is up, by casting 

 off the foot lacing, when the foot of the sail should swing 5 or 6lfi. 

 clear of the boom or just sufficient, to take a small strain when 

 laced down: this will also show that all the slack of the. foot 

 falls toward the tack naturally, which is the best place for it. 

 The matter of hauling out the foot is of more importance than is 

 generally considered, and it would be better if it received more 

 attention, but unfortunately, like many other matters, it is an 

 additional trouble. If properly hauled the effectiveness of the 

 sail would be enhanced, but if it is not done as it should be it 

 would be better not to attempt it at all. 



Some years ago we used cotton leach ropes with very good re- 

 sults, and it would be a good plan to try them again, as they act 

 more in unison with the duck than the Russia rope. Good stiff, 

 Straight spars are a prime necessity, also plenty of room to spread 

 your sails. A small sail, well held in good form, is more effective, 

 than a larger one badly set, and however well your sail may be 

 made it is useless unless set in good shape and held there. Under 

 the present, plan of big rigs, where spars are measured for sail 

 area, they are nearly always over-canvassed. For racing sails, 

 where the main boom projects far over the stem, reef pennants 

 tire probably better than deoending on reef tackles and plat I s. 



Foresail— As this sail has no gore in the foot, it is not inclined 

 to stretch as much on the foot as is sometimes neeessars , and 

 generally requires to be urged out on the boom to keep the sail 

 flat, but the head will go out, easy. The only rope to consider 

 and have a care for should be tne luff rope. This should 

 be so, that when the throat is hoisted taut, the strain on the. 

 canvas should lift the after end of the boom to its right 

 place The worst fault of this sail is the tendency of the gaff to 

 swing off to a wide angle as compared to the boom. This is pro- 

 bably caused by the leach rope forming a very acute angle with 

 the gaff, which allows it to flow off under very light pressure 

 and destroys the efficiency of one-half the forsail and the gaff- 

 topsail. There is no doubt that a vang from the end of the gaff 

 to mainmast head would hold the sail in position to do good work 

 and remedy this fault. The experiment is easilv tried and some 

 yachtsmen have tried it but with what results we are not in- 

 formed. The vang is used with good effect on all the lake 

 schooners and is considered quite indispensable, A lug foresail 

 has an advantage over the boom sail in this very particular, and 

 it comes from the leach rope leading well aft and the heavy strain 

 on it acting precisely as a vang, 



Forcstaymil.-Thia is a hard sail to keep in good shape, so it 

 should not hoist very high, as the extreme point is of little use, 

 and if the hoist is short it gives a better shape to the sail. This 

 sail, like the others, is governed by the luff rope. A number of 

 yachts have tackles for hauling down the tack; this is an excel- 

 lent plan and easily keeps the sail in shape. The tackle is along 

 the heel of the bowsprit to a single part through* block and toll e 

 tack of the sail. 



Jibs.— Jibs that set flying have abetter chance to sit well than 

 those that are set on stays, as there is always a strong and uniform 

 strain the whole length of the luff rope. It is a good plan to con 

 sails from the end of the bowsprit or masthead, when fault* will 

 show that ordinarily pass unseen. Trimming head nails is com- 

 monly left to the mates, and there appears to be no uniformity in 

 this most important matter; the common usage is to haul as long 

 as anything can be got. This being the case, it is well to lead the 

 sheets well aft, then all the hard pull comes on the foot where it 

 does no harm. Leads of sheets should be very carefully regulated 



so that, the teach will have the best possible -haticc to spill the 

 wind clear of Hie oi.i.er sails* -"'d at the same time give effective 

 impulse to the Hall. 



In bending all head sails the upper hauk is bent on to the upper 

 erronnnet hole, whereas the hank should be bent, on to the head 

 thimble, which would insure a fair spread to this corner of the 

 sail 



Jihttipmilts- - Are generally set too high for efficient work to 

 windward, or, If necessary to go so far up, then the foot, should 

 be made short, so that when the sheets lead to the quarter the 

 pull will be mostly on the foot. Yachtsmen are deceived about 

 the lead of this sheet, as in light winds it drops into a curve with 

 a pull on the leach. It is generally a large, heavy rope, whereas 

 it should be as light as possible. 



All lug sails that ha ve a strain on the leach look all right from 

 the deck, as the sail stands full and looks well when very likely 

 it is holding the boat back. This very common practice should 

 receive more attention, as it, is one of the worst faults of handling 

 racing sails. There is alway a desire to stop the leach from shak- 

 ing, a nd to accomplish this the sheets are trimmed more up and 

 down. A slight trembling of the leach is not bad, and never does 

 as much harm as it appears to, while the taut leach is a positive 

 injury, holding the boat back although rap full. 



Topsail*.— The common plan of setting is bad, and we have 

 urged a, change, but with so little success that it is quite dis- 

 couraging, but it appears to have been noticed In others, as the 

 following extract from the New York Herald will show: 



".47? Along Shore.— Gleanings about yachts and yachtsmen in 

 sail-loft and ship yard. 



"Yachtsmen ahoy. Is there anyone of you outside of Genera 

 Paine, of Boston, and Mr. J. Fred Tarns, of New York, who knows 

 ho-, if, si;l a gaff topsail? I have been led into this artful inquiry 

 because I am told that the question is now the chief topic of con- 

 versation where yacht smen most do congregate. The Sea wanhaka 

 members are most keen about it. If thev don't know, who does V 



* What is the general practic? This is what I hear: You hoist 

 away on your halliard; you sweat them up until you can get no 

 more; then you haul away on the sheet till all the bovs are black 

 in the face. Then for a climax you put a tackle on the tack, and 

 all hands and the cook bowse down on it until they are weary, 

 and then you think you have a well-set sail. Have you? I don't 

 pretend to say, but those who think they know tell' me that yon 

 have only a bag under the influence of which vou sag to leeward 

 like a crab. 



"Now, what is the correct way to set a gafftopsail? I have been 

 let, into the dodge by one who estimates himself as an authority. 

 The great secret, I am told, is to get the tack well down and the 

 sheet, well home and then collect every man jack of the bovs on 

 board and swing the halliards as taut as Old Nick will allow you 

 and then you will have a sail that sits as flat as a board and that 

 is the last to shake if a careless helmsman luffs too closely into 

 t he eye of the wind. 



"But, of course, . on these points there must and always be 

 different opinions. Tof homines, tot sentential. If you we're to 

 tell a Seawtmhaka man that there is virtue in the standing how- 

 sprit ho would curl the lip of contempt and uplift the nose of 

 scorn. He, forsooth, is wedded forever and aye to a running bow- 

 sprit and a jib that sets (lying. He wouldn't trust himself outside 

 Sandy Hook lightship on a boat whose forestav sets up to the 

 bowsprit. Not hing outside of the knightheads in his. He glories 

 in the cutter pure and simple, and he has a good record to show 

 for the faith that is within him." 



Some yachtsmen have used a single part for 

 halliards with a whip on the running part lead- 

 ing from the crosstrees to the deck. 



(Tubtopsails rarely fall into this error, and 

 are always better set as the sheets are bent on 

 well inside, the end of the gaff and the pull is 

 out instead of down, and as you have proh 

 ably observed, generally sit better than the 

 working topsail, which goes to prove that very 

 likely there is some fault in the setting of ths 

 latter. 



[The lecturer illustrated the different methods 

 ot setting topsails, by means of an ingenious 

 model with sails of sheet rubber.] 



Working Mamtopma«t Stai^oil,— This sail ha 

 generally been condemned for windward work 

 but we think unjustlv. The fault was partly 

 ihe sailmaker's and partly the handling. The 

 loot has been made too long and the sheet pulled 

 too much on the leach. If the foot is cut short 

 and the sheet is led well aft, so the leach has a 

 chance to flow out and spill the wind clear of 

 the mainsail and topsail, it will probably in 

 most yachts be an advantage to windward. 

 I his sail has generally been cut to trim to the 

 end of the main boom, but this is bad, as it 

 tends to lift, the end of the boom and hurts the 

 sit oi the mainsail; it should trim either to the 

 to.rtrail or on the boom at the slings. 



There is one improvement that is needed and 

 should be made, that is to make, sails sit with- 

 out being compelled to sway up on the hal- 

 liards, This can be done as it is on the fore, 

 staysail by hauling down on the tack— you all 

 know 5 =- »■- 



il 



almost impossible when it would be comparatively easv to pull 

 down the tack. This is one reason of the English loose-footed 

 sail siliing so well. Some way should be found to applv this to 

 our sails and it would probably be no very great trouble, 'but this 

 is one ot our tailings: everything must needs be arranged in 

 the fashion that wjfl make the least work. It should he ap- 



.V„,.f 7* ii ™ii,m uu LU r uitiiK.s uuiua an tne lower 



pat t of the sail and only the lew upper hanks move up, so we are 

 constantly stretching the upper part of the sail when it is needed 

 the whole length. 



. We may remark that the canoeists, who are a very clever and 

 ingenious lot, have, caught on to the idea, and their sails are gen- 

 erally set by hauling down the tack. 



As our remarks have been in reference to large sails it should 

 be remembered that tor small yachts and light sails thev should 

 be handled with a lighter hand and not use too much force, for 

 two or throe heavy men and good purchases raise hob with the 

 light nUOk and srnat ropes. It is very easv and very common to 

 spoil yacht sails m this way, and it is quite impossible for the 

 sailmaker to provide against it. 



Remember always that handling sails should be more a matter 

 ol judgment than muscle, and that sails are finally and unavoid- 

 ah, j used up by heavy strains, and the rule, should be go easv and 

 not *< ret en your sail unnecessarily, but keep a reserve for racing. 



ihe most serious objection to a large schooner for sea cruising 

 l- ine large mainsail and mam boom. Some comparison of these 

 wi.n woi kjng cessels will be interesting, remembering the small, 

 U,ne flUll ol 1 he. yacht compared with the large, bulky hull of the 

 w orKing vessel. _ VS hen our t wo-masted schooners became so large 

 as u. ix outre a &»tt. boom, 'dm., gaff and 3,500sq. ft. in the mainsail 

 it was round necessary to add another mast. Then the thret- 

 '* - ' ' ,v , fl 11 Spanker was as large as the former mainsail, 

 tne largest about ^MUaq. ft; heynnd this it became necessary to 

 add still smother mast. The pilot boats are a very fair compari- 

 son to the yacht, and it is found their size must be limited. The 

 ihos. h, Negus has a boom 5tifT,. gaff 24ft. and l,(i20sq. ft, in the 

 mainsail. I tie Sappho had 81ft, boom, 48ft. gaff and 4,040sq, ft. in 

 her mainsail. The Intrepid has 70ft. boom. 'ysfi. gad' and -USGsq. 

 tt. in th?. mainsail. For her cruising rig she has 60ft. boom. -Kft. 

 gait and ,3,aA)sq. ft. in mainsail, nearly equal to the extreme 

 limit of the largo working schooners, and far beyond any pilot 



__, — „ .^ a ^ .uu.^u, „, tJJ scarcely 



any loss in sail area, leaving a, handier, safer and more comfort- 

 able rig in every respect, making the yacht a schooner yawl. 



ANOTHER FORTY-FOOTER. -Mr. A. G. McVey, the designer 

 of the two new cutters building at Salem, has designed a second 

 40 for Mr. P. D. Wheatland, of Boston. She will be a keel boat. 



will be made in Scotland and she will have a Reid windlass Thf 

 Helen is now painted outside and her cabin is partly finished. 



^Ai 15 , - ^ 1 ^/ 11 ^ £ m( -: s .> of Oswego, has sold his Burgess 

 yacht Merle to Messrs. MacMurchy and Michie, of Toronto, 



