328 



FOREST AND STREAM. 



[May 9, 1889. 



Secretaries of canoe clubs are requested to send to Forest and 

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

 tBeir 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: H. C. Rogers } tw„..i,„_ u r, 



Secretary-Treasurer: Geo. w. Hatton J Peterborough, Can. 

 Vice-Corn. RearCom. Purser. 



Central Div..W. R. Huntington. E. W. Masten T. H. Strvker, 



Rome, N. Y. 



Atlantic Div. W. P. Stephens L. B. Palmer F. L. Dumiell, 



186 Jerolemon St., Brooklyn. 



Eastern Di v.. H. E. Rice, M. D....Maxton Holmes ,H. D. Marsh, 



Springfield. Mass. 



N'them Div. .RobertTyson S.S. Robinson Colin Eraser, Toronto. 



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

 panied by the recommendation of au active member and the sura of $2.00 

 tor entrance fee and flues for current year. Every member attending 

 the general A. C. A. camp shall nay $1.00 for camp expenses. Application 

 sent to the See'y-Treas. will be forwarded by him to the proper Division. 



Persons residing in any Division and wishing to become members of 

 the A. C. A., will l>e furnished with printed forms of applicati on by address- 

 ing the Purser. 



WESTERN CANOE ASSOCIATION. 



Commodore— J. R. Bartlett, Fremont, Ohio. 

 Vice-Commodore— D. H. Crane, Chicago, 111. 

 Rear-Commodore- -C. J. Stedman. Cincinnati. Ohio, 

 Secretary-Treasurer— O. H. Root, Cleveland, Ohio. 



Executive Committee— C. J. Bousfield, Bay City, Mich.; T. P. Gaddls, Day 

 ton, O.; T. J. Kirkpatrick, Springfield, O. 



FIXTURES. 



Mat. 



May 27 to June 1. Delaware River Meet, Delanco. 

 May 30 to June 2. Passaic River Cruise. 



J TINE. 



8. Iantbe. Spring. Newark. 16-17. South BostOD, Local Meet, 

 15-17. Puritan, Annual Meet, Petticks Island. 



Nan+nsket. 17. Puritan, Record Races. No.3. 



15. Brooklyn Annual. 22. N. Y. C. C. Annual, Staten 



16. Puritan, Record Races, No. 2. Island. 



July. 



4. Puritan, Record Races, No.4. 10-22. Atlantic Division Meet. 

 13-29. W.C.A. Meet, Ballast I'd. 



August. 

 — . Pequot Meet, Thimble Islands. 



7-23. A. C. A. Meet, Sugar Island, St. Lawrence River. 



SEPTEMBER. 



8. Puritan, Record Races, No. 5. 14. Ianthe, Annual, Newark. 



THE ATLANTIS AND HER CRUISE.-II. 



THE NEW ATLANTIS SAILS. 



At once the mast we rear, at once unbind 

 The spacious sheet and stretch it to the wind. 



—Odyssey XL, U and 5. 



IT Is an interesting fact that Mr. Stoddard has preceded the fast 

 sailers of canoes by at least a year in each of the two import- 

 ant advances made in arriving at the present form of racing 

 sails. 



Canoeists generally are aware that it was he who first used the 

 combined form of the lateen and the balance lug, afterward per- 

 fected and employed so successfully by the Albany men as to be 

 generally adopted for a time and known as the Mohican sail. 



A year before that part of the sail which is forward of the mast 

 begau to disappear at the meets, Mr. Stoddard was using the sail 

 herein described, and it, was used in the cruise of 1885. It is some- 

 what similar in principle, though different in detail, from the 

 best canoe sails now used. The difference is due principally to 

 the fact that the usual method would require too long a yard for 

 handiness in a sad so large as that of the Atlantis; whereas a 

 sharpie or gaff sail would necessitate too tall a mast. 



The old Atlantis or Stoddard sails are too well known to need 

 description here. Such as are not already familiar with the Stod- 

 dard sails should refer to Mr. Stephens's and Mr. Vaux's excellent 

 books, entitled respectively '"Canoe Building" and "Canoe Hand- 

 ling." 



It will be remembered that in his original sails Mr. Stoddard 

 solved the problem of combining the advantages of the lateen, 

 doing away with its long yard ,and those of the balance lug, retain- 

 ing its advantages of flatness and adaptability to reefing gears. 



The plan of that sail is shown in the first article^ of this series 

 on page 225, April 4. * 



The original sails, while good in plan, were unfortunate in 

 material, the substance, being so light as to stretch and hopelesely 

 ruin the set of the sails. They were lost in our shipwreck off 

 Portsmouth and were not deeply regretted. 



In the sails subsequently used all the qualities of the former 

 sails were retained in a form in which all the cloth was placed 

 aft of the masts. 



Within the last two or three years Messrs. Butler, Gibson, C. J. 

 Stevens, Vau and other experts have made wonderfully ingeni- 

 ous and effective racing sails, embodying all the above mentioned 

 desirable points, and their work is well-known. Mr. Stoddard's 

 rig differs from theirs in its adaptability to sails larger than 

 those used on racing canoes. 



He employs two halliards but compensates for the complication 

 involved by combining all the following advantages: 



1. Short mast when sail is furled. 



2. Length of mast adjusted to height of sail when reefed. 



3. No Bail forward of mast. 



4. A simple, effectual reefing gear, with no loose ends to cord- 

 age, and with no halliards to snarl in the cockpit. 



5. No lines leading into cockpit, a great advantage when sailing 

 with ftorm apron. 



6. Boom can be elevated when running free. 



7. When reefed the sail is in best possible shape for a storm sail, 

 viz., a "leg of mutton," tack close to deck and end of boom well 

 raised; reef close and snug. 



Mr. Stoddard's drawings, which are here given, display the sail 

 plan and general features. The dimensions are: 



MAINSAIL. 



Mast above deck 10ft. 



Yard lift. 



Boom lift. 



Batten lift. 



Luff from tack to peak 16ft. 



throat 5ft. 



Leach, from peak to end of batten 12ft. 



end of batten to clew 5ft. 



MIZEN. 



Mast above deck 7ft. 



Yard 7ft. 3in. 



Boom 7ft. 3in. 



Batten 7ft. Sin. 



Luff from tack to peak .lift. 3in. 



throat 4ft. 



Leach, from peak to end of batten 8ft. 



end of batten to clew 4ft. 



There are two systems of lines; the one forms the peak halliard 

 and the downhaul, the other forms the throat halliard and the 

 reefing lines. The former starts at A, Fig. 1, as the peak halliard, 

 and ends at the same place as a topping lift and downhaul; the 

 latter starts at D, Fig. 1, as the throat halliard, and ends divided 

 into three strands or parts, 17, U, £7, at the ends and near the mid- 

 dle of the batten, as the reefing lines. The former makes a long 

 bight or loop along the port deck, the other a similar loop to star- 

 board. Botn reeve through blocks made fast to cleats, within 

 easy reach of tne skipper. 



OPERATION OF THE LINES. 



To hoist the sail, a haul on the peak halliard raises the yard 

 against the mast, and the upper triangle or the reefed sail is set. 

 The slack of the halliard runs through block 2, Fig. 1, and is 

 taken up as the topping lift. Another haul on the throat and 

 peak halliards together shakes out the reef and the full sail is 

 unfurled, as shown in Fig. 1. The slack of the throat halliard is 

 taken up as the reef line, after passing through block 3, Fig. 1. 



After the sail is set the halliards are held taut by a little piece 



SCALE ■ IN ■ FEET- 



FIG. 1. MAINSAIL. 



U 



A PORTION OF FIG. 1 ENLARGED. 



of line spliced into the halliard as at 4, Fig. 1, and belayed to 

 spring cleat 5, on the cockpit coaming. 



To reef, the above operation is reversed; the halliards are let 

 slack by casting off line at 5, but not at 6 (Fig. 1). and the halliards 

 are run through their blocks 2 and 3. The batten comes down 

 evenly as a curtain stick, and rests upon the boom. It is bound 

 down tight by a pull on the reef line, the slack being taken up on 

 cleat 6. 



To top up the boom while running free a pull is given on the 

 downhaul without releasing the peak, the slack of downhaul being 

 made fast on deck. The end of the boom may thus be brought to 

 the end of the batten, or the whole sail brailed up, as far as de- 

 sirable. This is one of the strong points of the gear, as it is cer- 

 tainly a great advantage to have the end of the boom under im- 

 mediate control when rolling in a big sea. 



To lower away in haste without getting the end of the boom 

 overboard, the halliards are let go from cleats 6 to port and star- 

 hoard, the sheet is hauled in and the sail comes down with a run 

 and is caught by the topping-lifts. 



DETAIL. 



A, Fig. 1, is a block running freely upon a galvanized wire, 

 which is seized to the yard B and B. The peak halliard is made 

 fast to the eye of this block, aud leads through a sheave, B, in 

 the masthead, through a block on deck forward and to port of 

 the mast, and through block 2, Fig. 1, on deck aft. Thence it 

 returns forward as downhaul and divides into two, port and star- 

 board, strands at T with an eye-splice and loop as in Fig. 1, and 

 not tied as is shown in the enlarged drawing. 



The two parts lead through boxwood blocks, made fast under 

 each side of the jaw of the boom, are sunk into deep grooves cut 

 in either side of the boom, and are protected by brass plates; they 

 are soled under all other rigging for about two-thirds of the length 

 of the boom. Then they turn through sheaves on either side of 

 the boom at L and ascend, as topping-lifts, to their origin at A, 



The throat halliard is made fast to the center of the jaw of the 

 batten a c D, reeves through the block which is seized to the mast 

 at S, about 2ft. from the masthead; leads through a block on 

 deck forward of the mast and to starboard; thence along the star- 

 board deck and through the block 3. It then returns forward as 

 the reef line which at the tack divides into two parts, U, IT. One 

 part leads through a hole bored through the boom, upward 

 through rings along the luff of the sail to the batten, where it is 

 made fast. The other part leads through a block under the jaw 

 of the boom and terminates in an eye-splice at K. The after 

 reef line begins at the end of the batten, leads through rings on 

 the leach of the sail, through a sheave in the end of the boom, 

 forward through rings under the boom through the eye-splice, K, 

 where it divides into two parts which ascend on either side of the 

 sail to the batten. 



The mizen is rigged in exactly the same way as the mainsail. 

 The lines, however, with the exception of the sheet, do not lead 

 to the deck. The peak halliard is made fast to the cleat, F, Fig. 3, 

 at the foot of the mast; the throat halliard to a cleat, G, on the 

 upper side of the boom. The forward reef line leads around a 

 sheave sunk into the boom. The operation is the same as that of 

 the mainsail, and the detail is clearly shown in Mr. Stoddard's ex- 

 cellent drawings. 



If you have followed thus far you have taken in every rope 

 in the ship's rigging, and if you are familiar with canoe 

 sails you need no further explanation of how the gear works. 



MINOR POINTS. 



The wire B, B, is stretched very tightly, just allowing the block, 

 A, to run, but not allowing the sail to fall away too far from the 

 mast. The sail is cut with considerable roach. 



Three rings hold the luff of the sail to the mast. 



The boom is made fast to the mast by a shackle joint, as shown 

 in the enlarged drawing, but it may be brailed up against the 

 mast for stowing. 



