FOREST ANt> STREAM, 



[Oct. 4, 1888. 



always in condition for sailing by merely setting sail and perhaps 

 shifting a hatch or a seat, and at the same time, as we have already 

 shown, the man must be able to use the clear ler.grh and breadth 

 of the well for sitting at luU length, handling clothes bag and 

 cooking kit, and preparing his meals. For such use the movable 

 trunk is practically a fixed one. 



In most of the other canoes the well was given up to the trunk 

 entirely, the crew mansiginir as best he could when it was neces- 

 sary to take a watch below. Girofla No. 5 had a plate aboard 43in. 

 long, rectangular in shape, the upper eige reaching as high as 

 the deck, and fitted to lower at botn ends. Dimple, Ply and sev- 

 eral others had hoards nearly as long. G-uenn No. 8 hod a heavy 

 plate board, the same used in previous boats of the name, hut 

 fitted as described in the Forest and Stream of March 33, 1887. 

 after a plan devised by the writer, the board dropping aft when 

 lowered, so that any balance of sail and hull may he had within 

 reasonable limits. 'This plan is perhaps little heavier and more 

 complicated than the common plate board, hut it works perfectly 

 and has the great advantage of leaving the well entirely unob- 

 structed. It is essential, however, that the board should he heavy 

 enough to drop freely of its own weight, say of one-eighth inch 

 metal, whereas many boards now are but one-sixteenth inch thick, 

 and move so stiffly that t hey must be pushed dowu by a handle 

 fixed to the after end. This offers a very convenient way of work- 

 ing the hoard, the handle being within easy reach of the crow 

 when on deck; but. at the same time there is no trouble in hand- 

 ling a hoard by means of a line in place of a handle, the cleat 

 rack being as easily reached as the latter. As to the weight of 

 the board, a few pounds will make but litt le difference in any way, 

 and a moderately stiff board is better than one that springs like 

 a handsaw. With a properly fitted trunk a board of one-eighth 

 inch or less can he made to drop of itself or raise freely by a 

 cord as well as by a handle. 



The question of light weight in a canoe is an interesting one, 

 but its advantages are undoubtedly over-estimated by some who 

 sacrifice everything to lightness. Mr. Barney's experience is that 

 with the old Peeowsic, weighing about 1501bs. now, he can 

 easily beat the new Ruggles, weighing about 751 bs., the latter 

 being sailed by his son, and on changing canoes the Peeowsic 

 again beats the lighter craft. A part of this is no doubt due to 

 the model, hut at the same time, the new boat is by no means a 

 slow one, and in some points is superior to Peeowsic, and yet the 

 hitter carries a handicap of 10(1 per cent, in weight and beats her. 

 It is the fashion just now to cut down weight and carry no bal- 

 last, for no better reason than that boats with several hundred 

 pounds of ballast have proved unsuccessful; but at the same time, 

 there are plenty of canoes that would be improved at times by a 

 little judicious ballasting. Eclipse has curried shot with advan- 

 tage in some of her races about New York, and t he new Guenn 

 has been found to need at least lOlbs, It is a case of that hasty 

 generalization that characterizes many canoeists, and a little 

 time spent in experimenting would prove to them that, it is by no 

 means a fixed rule that the lighter a canoe is the faster she will 

 be; but that every boat has a certain trim at which she is nest in 

 certain weather, and that, this trim can only be found by careful 

 trial, and not by the application of a sweeping rule against 

 weight of hull and ballast. 



Except If, which sailed with a deep rudder of mahogany, all 

 the canoes had metal rudders T in most cases with a drop blade. 

 One very good form is shown m the accompanying drawing, the 

 rudder made by Mr. Piepenbrink of Albany. Mr. JRusht.on had a 

 new rudder, the stock being made of a brass bar, rectangular in 

 section. V&xJ4in. This is better and stiffer thau the round tube 

 formerly used. The lower end of the bar fits into a brace ou the 

 heel of the sternpost, the upper end heing held by a movable 

 strap, as shown m the sketch. The best method of construction 

 for a drop rudder which we have yet seen is that devised by Mr. 

 Stoddart for his Atalantis in 1888, the rudder being formed 'from 

 one piece of sheet metal, bent double: Several of this general 

 make were present but none quite perfect, and we hope to get the 

 drawings of a really good one for publication during the winter. 

 Tbe construction is simple and within the power of any good 

 amateur, a very important point when the cost of some drop rud- 

 ders is considered. 



The deck seat was out in full force, but with nothing specially 

 new or good. Notus was fitted with a western made seat, of the 

 form shown, the ends being fitted to fold in, though it was not 

 apparent in what way the peculiar joint was superior to an or- 

 dinary hinge. If it is desired to make the free end rise of itself 

 as soon as the crew shifts to windward, in order that it may not 

 drag in the water, it, can easily be done by tacking a sheet of 

 thin rubber over each end, the ruhber contracting and lifting 

 the end a little as soon as the crew rises, leaving it in place for 

 him. to sit down again without adjusting it. The size of this seat 

 was 45in. long and Tin. wide, thus projecting 7Jr&in. beyond the 

 side of the canoe. It was held down by the bolts ' hooking 

 under a crossbar. If had a plain hoard across the well, held 

 down by a bolt in the center, passing through a crossbar 

 under the coamings. Where the side of the boat is low a 

 seat of this kind can be raised by giving it a curve, as shown, 

 making the center a little lower than usual when used for pad- 

 dling, and throwing up the ends higher. The sliding seats were 

 well represented, in detail the same as last year. Their use has 

 been prohibited in England and it would be a good thing if the 

 same rule was enacted here before they are generally adopted. 



With the large mizens now in common use the trim of the 

 mizen sheet has become a very importment matter. With a sail 

 of 25 or 3Qffc. tbe driving power was mainly in the forward and 

 larger sail, and the mizen did not require such careful tending, 

 but now, when some canoes are racing with mizeas as large as 

 the mainsail (one was seen at the meet with a borrowed mainsail 

 stepped aft and larger than the regular mainsail which was in its 

 place forward) the sail needs to be trimmed with the greatest 

 care. A block amidship, as always used, will not do this, as in 

 flattening the sail it also brings the boom amidship, and to take 

 the place of the ordinary block Mr. Paul Butler has devised a very 

 ingenious leader for the mizen sheet. It consists of a tube Gin. 

 long and JSin. in diameter, pivoted at one end so as to swing freely 

 from side to side across the deck, the mizen sheet being led 

 through the inside of the tube, coming out of the fore end and 

 leading to the well. Wheu hauled flat in, the tube swings off 

 several inches from the center line of the boat, thus keeping the 

 boom down and at the same time at an angle. Mr. Barney had 

 also a handy little block that allowed the mizen to run f reelV and 

 gave it a little play at the same time. 



A good pump is necessary in canoe racing, but one has never 

 been devised until this year, when Mr. Barney fitted one to the 

 Ruggles. The barrel is a plain brass tube P4in. in diameter 

 and long enough to reach from the keelson over the well oob ming, 

 The lower end has a pipe thread cut on it. The foot \alvr is in 

 the form of a casting, pivoted so as to swing freely in a t hwart- 

 ship direction, the valve heing in the bottom of the casting, while 

 above it an internal thread is cut to lit the barrel. The pump 

 spear is a l>4in. brass rod with a plain leather on the lower end. In 

 use the barrel is screwed into the foot valve, and when in place it 

 may be swung to either gunwale, fo as to be always beside tbe 

 man, no matter whether he sits to port or starboard. In tacking 

 the pump is swung over to the windward side, within eaav reach 

 of the hand at any time. Its capacity is about four strokes to the 

 pailful. 



The review of canoe fittings is hardly complete without some 

 allusion to foot steering gear, but unfortunately nothing more 

 thau an allusion is possible, as there was little or nothing at the 

 meet worthy of favorable comment. The sailing canoes with 

 very few exceptions, were not fitted with foot gear at all, and 

 where a gear was fitted it was generally of the hinged pedal de- 

 scription, provided by the builders, a poor affair at best. Guenn 

 No. 3 was fitted with the Toronto sliding gear, described in the 

 Foxiest and STREAM of March 23, but the details were, not as per- 

 fect as they might have been. This gear is so far superior to any 

 other we have seen that we propose to devote a little time to the 

 perfection of its details during the winter. It has one advan- 

 tage that no other possesses, in that the feet may be used for 

 steering when seated on deck, as long as the crew is not too far 

 out to windward. In setting a spinaker or other work before the 

 wind the steering can be done as easily as with the hands, leav- 

 ing the latter free for other worn. The absolute necessity of a 

 good foot steering gear is known to all who have used a canoe 

 for cruising, but as it is not essential for match sailing all efforts 

 to improve it have ceased and many dispense witb it entirely. 

 Lto be continued]. 



IANTHE C. 0., Sept. 29.— The record races of the Ianthe C. 

 0. have proved most successful in keeping up a lively racing in- 

 terest on the Passaic River during the season, and there is every 

 indication of the fall races being even more interesting than 

 those already held. The entries and fiuish of the races held on 

 Sept. 29, were: Sailing— Atalauta, L. B. Palmer. Ianthe; Essex, 

 G-. W. Cox, Essex; Will o' the Wisp, W. D. Anderson, Essex; 

 Wind, P. T. Regan, Ianthe. did not finish; Bachelor, B. Freder- 

 icks, Ianthe, did not finish. Paddling, Classes III. and IV.— 

 Bachelor, B. Fredericks, Ianthe; Atalanta, L. B, Palmer, Ianthe; 

 Wind, P. T. Hogan, Ianthe. Atalanta won the sailing race by 

 a good lead, and Baehelorwas first in the paddling race, win- 

 ning from Atalanta by less than a length. The record races 

 Will be again held on Oct. 6, at 3:30 P. M. 



YONKERS C. C, FALL REGATTA. 



THE Yonkers C. O. hold its fall regatta at its boat house at 

 Gleuwood, N. Y., on Sept. 23. The tide being ebb and the 

 wind strong from the north, made it almost .impossible for the 

 boats in any sailing event to work up stream sufficiently to round 

 the outer buoy of the triangle; but that is a recognized disadvan- 

 tage of canoeing on the lower Hudson. 



In Event I., Classes A and B. sailing, H. L. Quick, of the Evan- 

 geline, meeting with an accident at the start, withdrew, and the 

 Caona, sailed by Grant Edgar, withdrew after missing the outer 

 buoy on the second round. All the other boats, with the exception 

 of the Stranger, Everett Masten, withdrew after failing at the 

 outer buoy on the first round. The Stranger succeeded incom- 

 pleting the course after being two hours at it. After this experi- 

 ence no further sailing events were attempted. 



The single paddling race was won by Harry La Motte, of the 

 Philadelphia C. C, in the Lassie; Talbot Simpson, in the Day 

 Dream, second. La Motte is on his way from the A. C. A. meet, 

 having cruised down with Henry C. Morse, of Peoria, 111. 



In the tandem paddling Gabriel Reevs and Everett Masten won 

 in tbe Stranger after a close race, second place being disputed 

 between J. W. Simpson and A. B. Pattou in the Goblin and H. L. 

 Quick and L. Simpson in the Evangeline. 



In the paddling upset J, W. Simpson won, L. B. Palmer of the 

 Ianthe Club second. Both turned their boats completely over 

 while remaining in them. 

 In the hurry-scurry L, B. Palmer won. J. W. Simpson second. 

 In the water tournament Talbot Simpson and Harry La Motte 

 (lancer) beat Gabriel Reevs and Everett Masten (lancer), and 

 Talbot Simpson and Everett Masten (lancer) beat J. W. Simpson 

 and A. B. Pattou (lancer). 



Edgar, Smith and Kane, of the Newburgh Club reached the boat 

 house on Friday night ou then- return from a cruise about Sandy 

 Hook in the new 21ft. cauoe yawl built for Kane by Fearon. 



The boat house was well filled with guests of the club and an 

 abundance of refreshments were served. In the evening the 

 banjos and guitars came out, and songs by the minstrel troupe, 

 yarns and dramatic representione made the evening a bright one 

 for the boys. . 



THE BOWDISH CANOES.— Skaneateles, N. Y., Oct. I— Editor 

 Fori r st mid Stream: While your general description of our system 

 of construction is in the main correct, there is one error which 

 we consider of importance to us. We do not use a thin feather 

 of basswood, but a tongue or "filler,' 1 as we call it, which is made 

 of white cedar. This tongue is compressed in its dry state to 

 occupy less than one-third of its original width; thus it has a 

 capacity for expanding if the boat planks shrink to allow it to do 

 so. It is very sensitive to moisture, and if water reaches it, is 

 sure to expand and fill every crevice of the seam. Both the 

 grooves in the plank's edges and this filler are cut perfectly 

 smooth by special machines. This filler is prepared from the 

 most perfect samples of cedar, and is continuous from stem to 

 stern, but not necessarily so. If desirable, one half can be placed 

 in each groove; it can be put in in short or long pieces, and if the 

 ends are slightly lapped the seam will be tight. Thus one of our 

 canoes can be repaired as easily as any of carvel build, and far 

 easier than those by some systems of construction. Since the If 

 was built there lias been a demand for our canoes, and we are pre- 

 pared to build lighter and better craft of her class, having made 

 many improvements in details of construction.— Bowdish & Co. 



VAGABOND.— New York, Oct. 1.— Editor Forest and Stream: 

 In your report of the Brooklyn C. 0. races you referred to the 

 canoe Vagabond, owned by me, as "the old Latona, an Everson 

 Sunbeam? 1 Allow me to correct you. In the first place, she was 

 never named the Latona. She was built for J. F. Newman, of our 

 club, who christened her .sunbeam, which name she bore until 

 changed by mo to Vagabond. In the second place, the Latona was 

 not an Everson "Sunbeauv'but an Everson "Ideal,'' If you will 

 allow me, I would like to suggest, inasmuch as I am a member of 

 the A. C. A. and the name of my canoe appears in this year's 

 Association Book and also appeared on the B. C. C. club hook in 

 February, that you in future refer to my canoe as Vagabond No. 

 1. In naming my canoe, I was entirely ignorant of Mr. Stevens's 

 intention of giving his canoe the name, but I certainly claim No. 

 1 in this case," as my boat was named Vagabond last fall.— H. C. 

 Ward. 



A. C. A. MEMBERSHIP. — Eastern Division: W. C. Kingsley. 

 Northampton, Mass. 



f&chting. 



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

 Launches. By C. P. Kunhardt. Price $s. Yachts, Boats and 

 Cannes. By C. Stansjiehl-Hicks. Price $8.50. Steam Machinery. B% 

 Donaldson. Price $1.60. 



QUAKER CITY Y. C. 



WHILE cruising and racing in all kinds of small craft have 

 flourished and prospered on the Delaware River, the many 

 difficulties in the way have kept back the developement of the 

 larger classes of yacht uut.il a comparatively recent date. A 

 hundred miles distant from the ocean, on a river but a mile wide 

 and with shoal water on each bank, obstructed by the water 

 traffic of a great city, and with land along the waterfront too 

 valuable for club houses, the earnest and enthusiastic yachtsmen 

 of the Quaker City have had a hard task to place yacht sailing on 

 a permanent and successful footing. At last, however, they have 

 been successful, and though the work is yet far from complete, 

 they are beginning to reap the fruit of their labors. Tho leading 

 organization on the Delaware River, the Quaker City Y. C, is 

 now established in a very comfortable club house at Gloucester. 

 N. J., four miles below the city, where the best sailing water be- 

 gins; and it has in its fleet a number of cabin yachts of various 

 sizes, from the flagship, the schooner Helen, down to the smallest 

 cabin sloops. This season has been a very active one with the 

 club, and though the racing has been in a measure disappointing, 

 a great deal of cruising has been done, beginning with the winter 

 cruise of the Monarch, and including the club cruise through 

 Long Island Sound. As a fitting ending of the season the club 

 sot apart the latter half of last week for a series of races, the 

 most extensive affair of the kind that has ever taken place on 

 the river; and the result, has been successful in every way. The 

 first day was devoted to a new experiment, an open regatta for 

 all sailing craft, from a canoe to a schooner yacht; and the second 

 day was taken by the loth annual regatta, postponed last June 

 for lack of wind. 



Open Regatta, Sept. ST. 



The pleasure fleet of the Delaware River is comprised in three 

 division, yachts, open sailing boats and canoes; the second divi- 

 sion being the oldest, largest and most advanced. Separated but 

 little in an air lino from New Yfork, the yachts of the Delaware 

 are practically isolated so far as water communication is con- 

 cerned, the lesser distance, by canal and narrow rivers, being 100 

 miles, and the greater, over 200 miles, being largely on the open 

 Atlantic with a few harbors, besides the long stretch of river from 

 Philadelphia to the capes of the Delaware. As might be expected 

 under the circumstances <he course of improvement in the fleet 

 has been less rapid than in New York and the East, but tbe work 

 has been going on for some time and the yachts arc far superior 

 to those of the past, and improving each year. Naturally nearly 

 all are centerbonrd craft, but the value of ballasting and of tbe 

 compromise rig is fully understood. Nowhere else in the country 

 is open boat sailing so popular as on the Delaware, the fleet being 

 the largest and races most frequent. Toronto, with its scores of 

 small boat houses and its fleet of open skiffs, comes nearest to 

 Philadelphia, but stands second in point of numbers. 



The larger sizes of open boats are merely modifications of the 

 ordinary American eatboat; the model, curiously enough, being 

 rather deeper and abler than the same class on salt water. The 

 most noticeable features of these boats is the pair of bump- 

 kius, one on each side of the bow, serving as channols for the 

 shrouds, of which there is one on each side, in addition to a head- 

 stay. The strain of the long mast, in the eyes ot the boat, is thus 

 better distributed, with a saving in weight both in hull and spar. 



The most interesting by far of the open boats are the tuckups 

 and duckers, known to the readers of the Foiiest and Stream 

 by the descriptions and lines which have appeared in our columns, 

 the tuck up being described in the issue of May 3, 1888, and tbe 

 ducker in that of "April 31, 1M87. The tuckup classes are n.6 follows, 

 classes first and second being no louger built: Third class, unlim- 

 ited sail, not more than 15ft. 3in. in length, 4ft. 7in. beam; fourth 

 class, unlimited sail, not more than 15ft. Sin. in length, 4ft. din. 

 beam; fifth class, 56ft. and under around the bolt rope, and not 

 more than 15ft. 3in. in length, If t. 6in. beam, and 15in. in depth. 

 The crew is limited to five. The ducker classes are: First class, 

 unlimited sail, not more than 15ft. 3in. in length, 4ft. 2in. beam; 

 first class, 49ft. and under around the bolt rope, and not more 

 than 15ft, 3in. in length, 4ft. Sin. beam, and not to carry more than 

 three men; second class, 38ft. and under around, the bolt rope, and 



..53ft. 4in. 

 49ft. 



.83ft. 4in. 

 .33ft. 4in. 



not more than 15ft, 3in. in length, 4ft. 2iu. beam, and not to carry 

 ! more than two men. The boats are all cat-rigged, with a boom 

 and gaff or spritsail, the latter having a light tackle on the heel of 

 the sprit to set it up by. The boats are very neatly built and gaily 

 painted, various shadeB of green being most in favor, while the 

 metal work and fittings are very elaborate. They are of brass, 

 polished or nickle-plated; neat swivel goosenecks, and well-pro- 

 portioned rowlocks and hobstay gear. All carry a short bumpkin 

 and forestay, the hobstay being a brass rod with a turnbuckle. 

 Along the keelson are three or four stout screweyes, and in each 

 is hooked a couple of feet of line with a wooden handle about Sin. 

 long spliced to the end. In sailing the crew hang on to these 

 lines, '"hiking" as far out to windward as the length of the rope 

 will permit. The rudder of the ducker is a, large barndoor affair, 

 similar to that of the tuckup, hung to the curvet! sternpost. A 

 common brace and pintle are used below, but for the upper fast- 

 ening two braces and a detached pin are used. 



The manner in which these boats, of which there are hundreds 

 along tne water front, are housed is no less peculiar than the 

 craft themselves. In the city about the Kensington district are 

 long wharves at right angles to the shore line. On each side of 

 one of these wharves is a long two-story building, divided into 

 small compartments about 10x20ft., the lower story serving as a 

 boat room, while the upper is used for sleeping at times and for 

 stowing the gunning, fishing and racing impedimenta. Races 

 are frequent, besides which the boats are much used for gun- 

 ning in season and for ordinary sailing. At Gloucester are many 

 more houses, but built, on a different plan. Along the beach 

 tbey are strung facing the water, the beach being sandy and with 

 a moderate incline. The detached cottages are of a neat design, 

 each having a lower part only 5ft. high, in which the boats are 

 stowed, being run up from the water on small two-wheeled trucks; 

 while above are a couple of rooms with a porch in front. Besides 

 the houses facing the beach there is near the ferry slip a space as 

 large as a quarter of a city block covered with these houses 

 arranged in miniature streets. During the season the beach is 

 alive with a fleet of these small craft, each with its club burgee 

 fluttering from the forestay a couple of feet above the bumpkin 

 end. 



Canoeing is the latest comer on the Delaware, and as yet the 

 canoes cannot compare either in numbers or quality with the 

 tuckups and duckers. The first canoes were nearly all canvas, 

 of amateur build, and even now there are very few first class 

 cedar canoes in use, while canoe racing is just becoming popular. 

 A few races have been held, the principal ones at the Delaware 

 River meet last spring, but the generous offer of prizes by the 

 Quaker City Y. C. may be put down as the inauguration of canoe 

 racing on the rivers 



Early on Thursday morning the skippers of the mosquito fleet 

 were astir, mostly clad in oilskins, in spite of a clear sky, as the 

 fresh S. W. wind that whistled up the river told of whitecaps and 

 wet jackets before the lower buoy was safely weathered. Tuck- 

 ups, duckers and canoes started out from the various boathouses 

 to beat down with the ebb tide to Gloucester, some four miles or 

 so to most of them. With them were the larger craft, catboats 

 and yachts, making an animated picture. Tne courses were as i 

 follows: 



For schooners, sloops, cutters, yawls and classes A, B, C— From 

 starting point to Horse Shoe Buoy, keeping it on starboard hand; 

 thence to and around red buoy at lower end of Chester Island 

 Flats, keeping it on port hand, returning over same course to 

 point of starting; keeping to westward of Block House Bar and 

 Chester Island, noth going and returning; 20 miles. 



For Classes D, E and Tuckups.— From starting point to and ( 

 around red buoy at upper end of Chester Island, keeping it on port 

 hand, returning over same course to point of starting; 16 miles. 



For Duckers, — From starting point to and around black buoy off 

 Billingsport, keeping it on port hand, returning over same course, 

 to point of starting; 10 miles. 



Die course for canoes was over a triangle off the club-house, the ' 

 first leg directly across to tbe west bank ot the river, then down 

 to a buoy near the east bank, and home. The starters included j 

 the following yachts: 



SCHOONERS — CLASS 1. L.W.L, 



Helen. Com. C. D. Middleton 631 1. 



SLOOPS — CLASS 1. 



Venitzia, Arthur Colburn 



Restless, Thos. C. Foster 



Monarch, Vice-Corn. C. L. Work ... 



CLASS 2. 



Consort, L. B. D. Barth 



Anita, Geo. C. Vansant 



CLASS 3. 



B. G. HiUman, C. Glasor, Jr 



Nahma, F. P. Ferry 



Juanita, E. S. Farson 



Osceola, Breretou Pratt .. 



Alva,Wm. S. Allen 



Iola 



CLASS 4. 



Eva ; 



Lark 18ft. 



Agnes 



There were 60 catboats, tuckups and duckers in addition, and Q 

 canoes. 



The start for the decked yachts were given at 10:35. the first 

 over being the Osceola, then Alva, Juanita.Hilluian, Agnes, Rest- 

 less, Eva, Venitzia, Helen, Consort and Nahma. The open yachts 

 were started at 10:40, the tuckups at 10:45, and the duckers at 10:50. 

 The wide reach of the river was soon dotted with white sails of 

 all sizes as the fleet beat down, the little fellows having all the 

 wind they wanted. Restless soon took the lead, holding it all 

 day. The judges, on the steam yacht Vol.anta, ran ahead to the 

 Chester Buoy, timing Restless at 12:43:59; Venitzia at 12:47:22, the 

 others being well astern. Restless was smartest with her spina- 

 ker, having it set before Venitzia, and holding the larger boat all 

 the way home. The times were: 



Start. 



Helen 10 -''hi 



Venitzia 10 37 (XI 



Restless 10 36 80 



Monarch 



Consort 10 89 30 



Anita 10 40 00 



B. G. Hillman 10 36 05 



Nahma 10 33 41 



Juanita 10 '■<> :>', 



Osceola 10 85 30 



Alva .,..10 35 36 



Iola , 10 40 09 



Eva , 



Lark 



Agnes.. ,. 



The winners were: Schooners, Helen, sailover; sloops, Class I. 

 Restless; Class II., Consort: Class Iff., Osceola; Class IV., Agnes: 

 Class C, Coronet; Class D, Mohican: Class E, Active. Of the 

 tuckups Anna won, with George Kilroy second. In first class 

 duckers Lizzie won with Mabel second; and in second class May- 

 flower won with Mary A. Ivins second. There were several 

 capsizes among the duckers. 



The canoe races included one with no limit on sail, one with 

 :5ft. limit, a single and a tandem paddling for Class IV. The first 

 race was started at 11:15, the tide being well down, with a strong 

 wind up tho river, making a close reach across the first mark, a 

 freer reach to second and a run home. The starters were: 



1st Round, Finish. 



Malta. Quaker City, J. A. Barren 12 24 50 



Juni, Keystone, Fred Noyes 13 29 03 



Graoie, Mont. S. C..E. A. Leopold 1.3 29 89 



Bubble, Trenton, F. L. Sigler 12 83 01 



Pandora, Trenton, F. B. Yard 12 33 58 



Caprice, Quaker City, E. Barten 12 44 21 



Starlight, Mont. S. C, L. Palmer 12 58 25 



Sadie, Mont. S, C. Geo. Ritter Capsized. 



Thetis, Red Dragon, D. M. Bond Capsized. 



Sadie and Starlight were b3th of the Notus model, buil£by 

 their owners from the lines in the Forest and Stream. Both 

 were good specimens of amateur work, the former in particular 

 being very neatly put together. She had the Notus rig, Starlight 

 having the sail lately shown in our columns. The skiff Graoie 

 had come from Norristown with the two canoes, expecting to 

 enter with the duckers, but the owners of the latter craft pro- 

 tested against her entry, though she was so much smaller and 

 sailed by one man to their two, so she went in with the canoes. 

 She is decked like a canoe, steers with a light rattan wheel in 

 place of a deck tiller, and carries an 86ft. balance lug sail, with a 

 split-bamboo yard. Sadie took the lead at t lie. start, going well 

 ahead, with Gracie second, Thetis third, and Malta, fourth. Out 

 in the strong tide Gracie jammed as close as possible, making the 

 mark on the first leg, but Sadie sailed freer, tacked once but 

 turned first, some of the others making se veral ta cks. With sheet 

 off Sadie soon ran away from Gracie, but found some very rough 

 water as she neared the Jersey shore. She reached the second 

 mark with a long lead, ran by it looking for a nice place to jibe, 

 but was caught by a puff and capsized. Gracie came up and 

 turned, having trouble for a time in the squalls, hut finally set- 

 tled away for the run to the third mark. Thetis came nest and 



. 20ft. 

 ..30ft. 



finish. 

 3 06 00 

 3 81 07 



2 28 30 



3 15 30 

 3 25 50 



3 39 30 

 3 40 30 

 3 17 00 

 3 20 21 



3 56 29 



4 54 05 

 3 24 00 



Elapsed. 

 4 26 50 • 

 3 54 07 



3 52 10 



4 40 20 



4 49 49 



5 04 53 

 4 41 30 

 4 44 45 



1 09 50 

 1 11 03 

 1 14 59 

 1 17 01 

 1 IS 58 

 1 29 21 

 1 43 25 



