Dec. 5, 1889.] 



FOREST AND STREAM. 



397 



should be, but your committee recognizes the fact that this scale 

 can at any time be increased or changed without That disturbing 

 effect upon yacht building, or that need of preparation involved 

 in most other changes. 



The use of the table of allowances can in the opinion of your 

 committee be greatly facilitated by having the table calculated 

 throughout the range of the scale for every interval of a tenth of 

 a foot, aud by establishing the rule that no smaller interval shall 

 be used, but that every yacht's corrected time shall be reckoned to 

 the nearest tenth. This provision will greatly diminish and make 

 less complicated the work of the regatta committee; with advan- 

 tage to this committee and also to the yachtsmen interested in its 

 work; while the greatest deviation from strict accuracy that can 

 occur by this provision will be due to a possible error of something 

 lees than sis-tenths of an inch or one-twentieth of a foor. 



In concluding this report your commit tee feols that it cannot 

 ton earnestly ask for the club's serious attention to this subject, 

 and to the close connection which there may be between its act ion 

 and the success of future regattas. Upon the measurement rule 

 more than anything else depends the style of yacht that can suc- 

 cessfully he built to compete in races; and the more this style of 

 vessel differs from that which suits the wants and conveniences 

 of owners, the fewer will he built or appear in the regattas of the 

 club. A review of the experience of the last few seasons, while it 

 will nor perhaps show fully what may be looked for in the future, 

 nevertheless cannot fail to be suggestive in this matter, and 

 among the members of the club who have expressed themselves 

 to your committee in favor of an increased charge being put upon 

 large sail plans, none have spoken so strongly or uumistakeably 

 aB its representative racing men who have experienced the dis- 

 advantage of an ever increasing pressure in this direction; to the 

 fullest development of which no limit can apparently be fixed. 

 In a class of small vessels like that of 10ft., a class unknown to 

 this club previous to last season, any extravagance of rig or pro- 

 portion may bo of little moment, and a sailing machine costing 

 no more than one of these, may to a person able to afford it be 

 regarded as a harmless and even interesting means of amusement . 

 Some yachtsmen have seen in the success of one or two of the 

 smaller rigged of these vessels over others more extreme an 

 answer to the question of other yachtsmen as to where t he en- 

 largement of sail plans would tind its check; and they would lead 

 us to infer that these rigs are of sufficiently moderate proportions 

 to furnish a standard of what maybe properly and advantage- 

 ously used in relating sail area to length. 



It also appears to your committee by no means certain that the 

 limit to which large sail plans can be used with advantage to 

 speed has been conclusively shown, even in this class; or that the 

 superiority of any of ttie smaller-rigged vessels was properly 

 referable to the size of rig carried. It appears, however, to your 

 committee self-evident that the more extreme is the sail plan the 

 smaller must necessarily be the limits of whatever advantage re- 

 mains to a large rig; aud that the 40ft. class has more nearly ap- 

 proached this limit than any other class. If, however, the most 

 moderately rigged of these small vessels is to furnish the index of 

 that area of canvas in relation to waterline length which may be 

 carried with success, the case, becomes at ouce an inducement of 

 the strongest kind for a very large addition to the rigs of those 

 larger vessels that have always furnished the chief element of 

 interest in this club's fleet, aud regattas. It has already been 

 stated that if it w r ere practicable to enlarge the sails and spars of 

 Volunteer to the proportions found in Pappoose and Minerva, 

 such a change would require an addition of 3,3»5sq. ft. to her pres- 

 ent sail plan of 9,271sq. ft. Of course it would be found impracti- 

 cable to carry out any such purpose, or to manage such an un- 

 handy vessel if so rigged; but under the pressure of an advantage, 

 seen to be in this direction unbalanced by any counter advantage, 

 allowance or equivalent, the limits of that which is practicable 

 will always be found to stretch out, and the yacht fitted to win 

 races wiil become more and more an undesirable and expensive 

 thing to possess, and will appear upon regatta courses in a 

 correspondingly diminished number. From this tendency and 

 condition it has become urgently necessary that yachtsmen 

 should be relieved, and toward the devising of conservative 

 measures for this purpose the best energies and thought of your 

 committee have been given; and your committee believes that to 

 the New York Y. C, ever distinguished in its past history by the 

 size, character and spirit of its racing fleet, the measures pro- 

 posed would afford a needed help, would cause others to emulate 

 its example, would increase the number of its racing fleet, and 

 w^ould contribute in an essential and marked degree to its pros- 

 perity. 



In arranging for the divisions of the schooner classes by racing 

 length instead of by waterline length, it has not appeared prac- 

 ticable to change with advantage the points of division or the 

 intervals as they now stand. It is consequently recommended 

 that these be as follows: 



First class schooners, 100ft., sailing length and over. 



Second class schooners, 90 to 100ft., sailing length. 



Third class schooners. SO to 90ft., sailing length. 



Fourth class schooners, 70 to 80ft., sailing length. 



Fifth class schooners, 70ft. and under. 



In the division of sloop yachts it is recommended that the 

 classes be: 



First class, 77ft., sailing length and over. 

 Second class, 68 to 77ft., sailing length. 

 Third class, 60 to 68ft., sailing length. 

 Fourth class, 54 to 60ft., sailing length. 

 Fifth class, 48 to 54ft., sailing length. 

 Sixth class, 48ft. and under. 



It is impossible to give a complete list which would show into 

 which classes all the yachts in the club would come under ihe 

 named divisions, for the reason that very many of the yachts 

 have never been measured for racing purposes. Indeed iu the 

 largest class of schooners very few have been measured, it can, 

 however, be assumed with little liability to error that the list 

 which follows shows the vessels which would under the proposed 

 rule be classed together, and where the measurement was known 

 or could be safely approximated, it is in most instances given. 



[The list of yachts is practically the same as that published in 

 the Forest and Stream of Nov. 31.] 



In making these divisions in the classes the endeavor has been 

 to make the intervals proportional as far as practicable and still 

 to leave classed together the vessels that were fitted to race to- 

 gether. In a few cases it was found that vessels which have here- 

 tofore raced well together, but which varied considerably in size, 

 could not be fitly included in any such divisions as your commit- 

 tee could recommend for general and long use, aud these were 

 necessarily separated under the new classification. 



It was also, atter much consideration, thought undesirable to 

 fix the upper limit of the smallest class of sloops higher than 48ft. 

 corrected length; but this limit will not include four of the mast 

 largely rigged of the 40ft. waterline sloops. A continuation in 

 force of the proviso now existing which admits yachts ah ead v 

 built to a class when they do not exceed its upper limit by more 

 than a fraction of a foot, would, your committee thinks, best meet 

 the cases which have been referred to, and this provision would 

 be much preferable to raising the limits of the ciass beyond the 

 point named. 



There appears, however, to be no end to serve by extending this 

 provision to any other than the smallest class of sloops; and it is 

 accordingly recommended tnat the three lines contained iu the 

 club book which at present read, "Any yacht which shall have 

 been launched prior to the 30th day of June, 1888, exceeding the 

 higher limit in any class by not over the fraction of a foot shall 

 be included in that class," shall be changed to read as follows: 



"Any yacht in the sixth class of sloops owned by a member of 

 this club which has been launched at the date of this report, and 

 which shall not exceed its limit by more than part of a foot, shall 

 be included in the class." 



In presenting tbis part of the report your committee desires to 

 say that it has found much interest and support from members of 

 the dub who were aware of its views and purposes. It has been 

 found, however, that in some instances the precise aim of the 

 committee and the special needs of this club as seen by it have 

 been misconceived, and there has beeu a disposition shown by 

 persons interested in the work of the committee, but imperfectly 

 mtormed as to its figures aud scope, to discuss the questions as if 

 the whole, or at least the greater part of it, could be included in 

 some measure which would meet the needs of correction in the 

 40ft. class. This is not practicable, and is not, as your committee 

 see the matter, even a relatively important part of its task. 



This class of small vessels has iu the past season developed 

 an extent of rig in relation to length that is without parallel in 

 the experience of this or any other club. 



If, in order to become winners of races, vessels in the larger 

 classes are to be required to have rigs even approximately as 

 large in relation to length as the smallest rigged of the racing 

 40ft. yachts, it may safely be assumed that in the next fifty years 

 not one such vessel would be sailed over a race course. The rules, 

 however, as they at present stand, leave advantage prineioally to 

 progress in this direction, and it has been the purpose" of this 

 committee by taking sail more largely into account and by mak- 

 ing it as well as length of waterline count in classification, or in 

 other words, by making classification depend upon corrected 

 length, in some degree to lessen the pressure toward advantage in 

 the use of extravagant sail plans. It may be contended that in the 

 40ft. class as large sail plans have been used as there is advantage 



in. If, however, the least extreme of these can be carried with 

 advantage, it. must be allowed that such advantage has not been 

 availed of in the larger vessels, nor can it be of service to the in- 

 terests of this club or of racing, that there should continue to 

 exist as nt present such a coercive necessity to follow in this 

 direction. It must be apparent with even a cursory view that in 

 the smaller classes such a rule as would make it: possible to win a 

 race with a reduced sail plan or an extended length would admit 

 the production of vessels much more in accordance with the wants 

 of the average, yachtsman, and much more likely to remain in 

 favor for racing and cruising purposes than the present over- 

 sparred craft: while in the laiger classes where a Targe margin 

 of advantage yet appears to remain to the development of rig, it 

 seems clear that a prime necessity to the production and appear- 

 ance of racing vessels upon the course, is that such vessels should 

 not be unfitted to a needless degree for cruising purposes, that the 

 owner and designer should be given a reasonable alternative to 

 take such advantage as added length gives, with its conveniences 

 and speed, instead of sail— that sail should not in the equation 

 be made too cheap, nor length too dear. 



That the effect of the proposed changes will be very moderate 

 may bo seen by an inspection of the examples of well known ves- 

 sels, haviug different proportions of sail in length, which are gi ven 

 below. 



That such changes will still leave the best opportunity with the 

 largely rigged vessels seems quite probable; the. direction moved 

 in is, however, believed to be right, and the measure urgently 

 needed in the interest of yachting. John HtstjOp, 



Latham A. Fish, 

 E. A. Willabd. 

 A. Cart Smith. 



ne length. 











!>» 



ance by 

 at rule. 





new 

 sure- 



i 



a 



S 





area. 



anient 

 nt rule 



sasurement 

 proposed rul 



ce by 

 asuren 

 j table. 





aterli 



,il me; 





9 



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 V 



easuri 

 prese 



> 3 

 go 



3* 





Allowan 

 table an 

 ment. 





ea 

 CO 









i 



















M. S. 



M. S. 



M. 8. 



B6.30 

 8'). 50 



8493 

 8717 



93.15 

 118.80 



94.93 

 90.79 



94.23! 

 91.43 (" ! 



1 59 

 14 



3 09 

 15 



1 37 



30 



90.00 



8313 



91.00 



90.33 



90.50 f 



86.88 

 86.80 

 83.50 



8778 

 7186 

 78r,5 



1)3.66 



84.77 

 88.63 



89.14 

 85.79 

 85.31 



90.27 | 

 85.54 f 1 

 86.06 ( 



1 45 

 18+ 



1 54 

 20+ 



3 40 

 17* 



85.88 



9371 



9 



j.-i'J 



89.35 



91.08 1 



4 3 6 





16 



86.46 



8967 



94.69 



89.30 



90.58 f 



5 



66.88 



6856 



8 



- . 80 



73.86 



76.76 | 



1 10 



1 16 



2 35 



70.17 



5796 



7 



J.ig 



73.16 



73.15 f 



*The Alert's measurement is approximate. She has not been 

 officially measured. 

 +AUowed to Grayling. * Allowed to Miranda. 



CAPTAIN ROBERT B. FORBES. 



NO better framework could be found for a history of the rise 

 and decline of the merchant marine of the United States 

 than the life of Captain Robert Bennett Forbes; himself the most 

 remarkable of American sailors. His life began among the thrill- 

 ing experiences of the war of 1813, with its privateers and letters 

 of rmuque; as a young man he sailed under the American flag to 

 all quarters of the globe; in middle life he was known not only at 

 home but in the most oistant parts as an upright aud honorable 

 merchant; in later years he served his country unselfishly and 

 most efficiently; while throughout his entire life, from boyhood 

 to his latest years, his active brain and generous mind were given 

 to the aid of all who go down to the sea in ships. 



Captain Forbes was born at Jamaica Plain, near Boston, on 

 Sept. 18, 1804, his parents being of Scotch descent. When but a 

 child his mother, with him and an elder brother Thomas, sailed 

 for Marseilles to join her husband; the vessel being captured by a 

 Britisn ship. Alter several years in France the uuitcd family 

 sailed from Bordeaux in an American schooner for Boston; but, 

 after outsailing two British cruisers and heating off a third, the 

 schooner was taken by a British frigate and sailed with a prize 

 crew for Plymouth. After losing her spars she put into Corunna, 

 in Spain, and the Forbes family re-embarked in a brig, only to 

 be captured after a week and sent to Lisbon; whence they finally 

 found passage in a ship to Newport, K. 1. 



After some time at school at Milton, and a year in the Perkins 

 store on Foster's Wharf, Boston, youug Forbes, then 13 years old, 

 sailed in the ship Canton Packet, owned by his uncle, Thomas H. 

 Perkins. At the age of 16 he was a third mate, and four years 

 later he was a captain. After following the sea for eight years 

 more he settled m Boston as a member of the great firm of lius- 

 seil & Co., long famous in the China trade, in .1834, wnen 30 years 

 old, he married Miss Rose Green Smith, who died four years 

 since. The panic of 1837 crippled the firm and made it necessary 

 for Capt. Forbes to go to China, where he not only built up a large 

 business, but took a leading part in the protection of foreigners 

 during the opium war in 1841. When the Rebellion broke out 

 Captain Foroes at once came forward, organizing a coast guard 

 and doing a great deal, both as an officer of the Government and 

 through his private means, to build and equip gunboats and 

 blockading vessels. Of late years he has lived quietly at his home 

 in Milton or Boston, his death occurring at tne Uwter place on 

 Nov. 33. 



To tell of a few of his many acts of bravery or benevolence 

 would make a very long story. During the Irish famine in 1846-7 

 he was placetl in command of the sloop-of-war Jamestown, loaned 

 by the Government to carry provisions to Ireland; later on, while 

 returning from Europe in the steamer Europa, the bark Charles 

 Bartlett was sunk in collision, Capiain Forbes being one of the 

 most active in saving life; after tbe war he was a leader in the 

 great fair by which $240,000 was raised to establish the National 

 Sailors' Home at Quincy, Mass.; while he has ever been active in 

 inventing and introducing appliances for increasing the safety 

 and comfort of seamen and tor saving life in case of wreck. To 

 him is due the invention oi double topsails, while tneir geneial 

 introduction was brought about through his able writings. A 

 brave and skillful sailor, an ingenious mechanic, an able and 

 honorable merchant, a ready and powerful writer, his time and 

 talents have always been freely given to others, and he leaves a 

 place that no one can fill. 



DIRECTOR STANTON'S NEW YACHT.— New York has 

 always been noted as the birthplace and home of marine nonde- 

 scripts, but the latest addition to her fleet Is tbe worst we have 

 yet seen. The owner of this craft is Mr. E. L. Stanton, the popu- 

 lar and efficient director of the Metropolitan Opera, and her sail- 

 ing master, Heir Reicnmann, probably commands a higher salary 

 than Capt. Haft or Terry, hut the vessel itself would disgrace the 

 boat-letting establishments of Uowanus Bar, a square dry goods 

 box, with a stick in the middle and two little red rags for sails. 

 It is to be hoped that as Mr. Stanton is a member of the New- 

 York Y. O. he has deposited a model in the club, so that in the 

 event of a fire in the Opera House, some suitable record will be 

 preserved of such a historic craft, in these days of realistic tank 

 dramas, with real, water, real shells and real steam launches, 

 such a tub as the vessel in the Flying Dutchman is a disgrace to 

 the scenic resources and the reputation of the finest theater in 

 the country. 



WHAT IS A SPINAKER? -The question has arisen abroad as 

 to whether, in a race in which spinakers were barred, a "bowsprit 

 spinaker" could be carried, tbe latter being practically the same 

 sail as is erroneously known in America as a ''balloon jib," and 

 properly termed a balloon jibtopsaii. The cutter Stranger in the 

 match in question, set her "bowsprit spinaker" twdce, once fly- 

 ing and once hanked to the stay; and on being protested by May 

 the case was appealed to the council of tbe Y. R. A., which de- 

 cided that under the terms of the match no sort of spinaker 

 could be carried. The English "bowsprit spinaker" and the 

 American "balloon jibtopsai]," the two being practically the same 

 though cut and used a little differently, are both endowed with 

 rather clumsy names, but the latter seems to be the more appro- 

 priate. 



A SOUTHERN YACHTING A SSOOTATION.— The lively sport- 

 ing paper, The Sjririt of the Sotdh, published in New Orleans, has 

 lately taken up the idea of an association of Southern yachtsmen, 

 from the Carolinas to the Gulf, aud is now pushing it vigorously. 

 There is a wide field for yachting in Southern waters, and much 

 may be done to attract Northern yachtsmen in the winter, as 

 well as to encourage the local interests of the sport and to nro- 

 mote inter-club racing. The best means to this end is an organi- 

 zation which shall include all the clubs, with a few simple rules 

 a t the start. 



BEVERLY Y. C. DATES FOR 1890.— The Beverley Y. C. is tie 

 first to announce its dates for the season of 1890, the following 

 being set for the races north of the Cape: June 14. 28; July 5. 19; 

 Aug. 3, 16, 30; Sept. 1,20. With a calendar and a list of last sea- 

 son's fixtures it is an easy matter for a club to arrange its dates in 

 good season, and we hope to have a full list of fixtures for 1890 

 before the new year. The earlier such work is done the less 

 danger there will be of confusion and disputes over dates at the 

 beginning of tbe racing season. 



Secretaries of canoe clubs are requested to send to Forest and 

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

 their clubs, and also notices iu advance of meetings and races, aud 

 report of the same. Cauotists and all interested in canoeing are 

 reauested 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, 1889-90. 



Commodore: Henry Stanton ) w OTO . v™.i, 



Secretary-Treasurer: F. L. Bunnell... J aew lorK - 

 fiee-Com. Rear-Com. Purser. 



Central Div.. Geo. A. Warder E. L. French F.F.Andrews. 



4 Exchange place, Rochester. 



Eastern Div. .Dr. J. A. Gage .A. S. Putnam. Ralph Brazer, 



Lowell, Mass. 



N'thern Div. .W. J. White W. J. Read CM. Whitelaw, 



Montreal, Can. 



Atlantic Dl v.. M. V. Brokaw I. V. Dorlnnd W. R. Haviland, 



Yonkers, N. T. 



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

 panied by the recommendation of an active member and the sum of $3.00 

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

 the general A. C. A. camp shall pay $1.00 for camp expense*. Application 

 sent to the Sec'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 bo furnished with printed forms of appltcati on by address- 

 ing the Purser. 



WESTERN CANOE ASSOCIATION. 



Commodore— C. J. Stedman. Cincinnati, Ohio, 



Viee-Comniodore— T. J. Kirkpatrtek. Spriucrfleid, O. 



Rear-Commodore- -Thos. S. Gates, Columbus, O. 



Secretary-Treasurer— J. B. Keogh, 31 Montauk Block, Chicago, 111 



Applications for membership should he made to theSec.-Treas., on blanks 

 which may be obtained from him, and should be accompanied by $9 as 

 Initiation fee and dues for the current year. 



A FIFTEEN HUNDRED MILE CRUISE. 

 With the new year we will begin the publication 

 of the log of a solitary cruise of 1 ,500 miles, 

 made in a 14-foot Adirondack boat, on the Erie 

 Canal, Lake Ontario, the St. Lawrence River, and 

 other waters. The cruise began at Albany, fin- 

 ishing nearly two months later at Philadelphia, 

 and the narrative includes exciting and danger- 

 ous episodes. The chapters will run through sev- 

 eral issues. Cruisers should not miss this serial. 



IANTHE C. C. 



SE A WAN HA KA CORINTHIAN Y. C— Arrangements have 

 been made for a series of eight or ten lectures on yacht design 

 and construction, to be given this winter at the club house by Mr. 

 A. Carey Smith. The lectures are intended chiefly for yachtsmen 

 who wish to obtain a general knowledge of how a yacht is de- 

 signed and built, and will be similar to those delivered by Air. 

 Smith before the Seawanhaka Corinthian V. C. six years since. 

 The idea has met with general favor, and the class promises to be 

 a large one. The usual course of club lectures will be resumed 

 soon. Among the additions to the club's models is a very inte- 

 teresting one of the old cutter Mosquito, built in 1818, a remark- 

 able craft in tnat she was not only the first iron yacht, but the 

 first of the long-bowed craft iu England. The model was pre- 

 sented to the club by Mr. John Harvey through Mr. George 

 Mackrow, of the Thames Iron Works, Blaekwell, England. The 

 club has lately added to its library twenty volumes of yachting 

 scrap books made up by the late Captain Coffin, covering a period 

 of nearly twenty years. 



A LARGE STEAM YACHT.— Mr. \V. C. Storey, of London, has 

 completed a design for an auxiliary steam yacht of 830 tons, 

 whicn will be built by Kamage & Ferguson, for Mr, E. J. Wythes, 

 Who will start in her next summer on a two-years' cruise around 

 the world. The yacht will be 184ft., tonnage length, 32ft. beam, 

 With engines 20, 30)4, and 51x30in,, and two boilers lift. 6in. long 

 and lift, diameter. Her oallast will be 100 tons of lead, half on 

 keel, with iron and cement in addition. She will carry thiee 

 masts, square rig on foremast, and will be fitted with a full 

 complement of electric lights, including a search light. Her 

 rating will be the highest ever given by Lloyds, 24 years, Al. 



YACHT PORTRAITS.— Mr. N. L. Stebbins has now in press a 

 handsome volume of photo-gravure reproauctions, 75 in number, 

 containing most of the new racers builr since his book "American 

 and hmglish Yachts" was published in 1887, and forming a valua- 

 ble supplement to the latter work. 



NEW YORK Y. C— A small pamphlet has just been published 

 containing the letters and telegrams concerning the JUunraven 

 challenge, which were received after the discnarge of the com- 

 mittee, July 18, 1889, All of them have been previously published 

 in our columns. 



THE Ianthe C. C, of Newark, is rapidly making a place as one 

 of the leading racing cluos of the Atlantic Division, and in 

 spite of some disadvantages of location, especially for sailing, its 

 record for the year compares favorably with clubs which have 

 far better courses. One result of the limited sailing ground is 

 that the club is turning out good all round canoeists, as the fol- 

 lowing records show. « 



The club held fourteen record races during the past season, a 

 summary of which is printed below 7 . There has beeu a great deal 

 of interest and skill displayed, and a marked improvement over 

 last year's work noticed. The junior record has been a pronounced 

 success, having brought out talent that never went in a race 

 •'because they did not have any show," The seniors had it nip 

 and tuck all the way, especially in the paddling, for Mr. Fred- 

 ricks held the lead until the very last race, when Mr. Douglass 

 passed him. Mr. Stewart did the best work in the juniors, while 

 Mr. Hobart did well to hold second place. Handsome silk ban- 

 ners for prizes were presented at the camp-fire held Nov. 25. 

 SENIOR RECORD. 



Club. Canoe. Sail'g. Paddl'g. T'l 



2. B. Fredericks. . Ianthe Bachelor'.. 



4. F. B. Collins Bayonne Spray 



5. P. F. Hogan Brooklyn Wind 



(j. W. M. Myers Bayonne Nahma 



7. C. Y. Schuyler... Arlington.. ..Nipsic 



8. O. F. Coe Crescent ...Sybil 



JUNIOR RECORD. 



3. E. W. Edinger . . .Crescent She .... 



4. W. B. Daly Arlington.... Kisco . 



f>. J. Duguici Ianthe Nilo... 



7. G. L. Metze Hoboken Lasata. ... 



8. O. T. Connor Ianthe Anita 



9. W.Scott Crescent Addie S 



10. G. Manly Orange Naids 



11. F. McLees Rutherford.. Rutherford . . 



12. H. S. Farmer — Ianthe Falcon 



13. C. V. Schuyler. ..Arlington — Nipsic 



14. H. Morgan Arlington. .. .Lillian 



6 



16 



22 





15 



15 





8 



12 







4 



"3 





3 







•> 





I 



2 



1 



1 



2 



11 



18 



29 



T 



6 



13 





11 



11 





8 



10 





7 



7 



B 





6 





'a 



6 





5 



5 



5 





5 



1 



3 



4 





4 



4 



3 





3 



3 





3 





'i 



1 



)t compete for 



the 



