Jan. % 1800. J 



FOREST AND STREAM. 



481 



the bulkhead, above the sink, is a hopper with a pipe lead tne: 

 below the waterline, by which all slops may bs emptied direct 

 without being- carried over the deck. The store room is very con • 



FLAW. 



STORE ROOM. 



veniently fitted, as shown in the larger sketches. Around the 

 three sides are five tiers of shelves. On the first shelf is a large 

 bread tin, with two large tins for beans and peas. In the forward 

 orner is the flour tin, with a hinged shelf above: and in the after 

 corner is the. harness cask, with another hinged shelf, each form- 

 ing a table, The three shelves along each bulkhead are fitted 

 with oannisters and boxes for various dry groceries. The outer 

 side of the room has two shelves fitted with large tins, the lower 

 shelf holding five and the upper six tins. These are used f or 

 sugar, rice, oatmeal, etc. Beneath the lowest shelf are two lock- 

 ers for canned goods, with extra space on the highest shelf, while 

 the deck beams are provided with hooks for smoked meats, etc. 

 Forward of the galley is a room for the mate and boatswain on 

 the starboard side, and oa the port side a room for the two quar- 

 termasters. 



The forecastle is large and airy, with hammock berths for six 

 men, four nn port and two on starboard : beside which are ample 

 clothes lockers. The forepeak is fitted for a lamp room, and also 

 contains the crew's water closet. The arrangement of the lower 

 hold is as follows: Chain locker under forecastle, paint room and 

 boatswain's storeroom under mate's room, quartermaster's stores 

 under quartermaster's room, coal and wood under fore side of 

 galley, the ice room is under the mess room, and only accessible 

 from it, but beneath the. after side of the galley is a cold storage 

 room, entered from the galley by a hatch. This room is partly 

 surrounded by the ice room, and is thus always kept cool, while 

 the waste of the ice through the frequent opening of the door is 

 avoided. Beneath the steward's pantry are the oil and wine 

 rooms, and under the staterooms and main cabin are the water 

 tanks, with extra stowage space for trunks, boxes and spare 

 stores of all kinds, including sails and cordage. It is impossible 

 to give any idea of the details of finish and furniture without 

 elaborate drawings; but the finish of the yacht throughout, 

 though rich and elegant, is of a substantial and serviceable 

 character that is perfectly in harmony with the uses of a sea- 

 going yacht. 



GOOD RESOLUTIONS. 



AS this is the season of the year when cluhs, like individuals, 

 may be presumed, to lay in a stack of good resolutions, the 

 opportunity seems fitting for some easily -made but important 

 changes on the part of several clubs. The recent agitation of 

 the measurement question has resulted in the adoption of the 

 same rule of measurement by three of the principal clubs; a re- 

 sult which, apart from all question of tie merit of the rule, is a 

 substantial advance in the direction of a uniform system of 

 measurement, classification and racing rules. The question of 

 various changes has been agitated in several other large clubs, 

 and nearly all the clubs now have committees appointed to 

 consider all matters of measurement in connection with the com- 

 mittees of other clubs. 



The necessity of uniform rule is now generally admitted, and at 

 the same time the form of length and sail area rule now used by 

 the New York, Seawanhaka and Eastern clubs has been proved 

 by seven seasons' use to be at least a safe and moderate rule, with 

 nothing dangerous or radical about it. The rule is one that can 

 be easily and safely adopted by all clubs racing cabin yachts of 

 any size; and if generally adopted the result must be uniformly 

 beneficial, especially to those in charge of the racing. 



There is no reason why a yacht which races in the New York, 

 Eastern, Larchmont, Seawanhaka, Atlantic andCorinthian cluhs 

 to-day should have more than one official measurement, be in 

 more taan one class, be measured by more than one or oue of two 

 measurers, or saiPunder more than one set of sailing rules. The 

 changes of the details of measurement have improved the rule. 

 And with the calculation of the allowance table to tenths of a 

 foot, as will be done with New York and Seawanhaka clubs, the 

 whole application of the rule is very simple. The extension of 

 the allowance table is a very important step, greatly lessening 

 tne work of computation; and with but one rule for the measure- 

 ment of all the yachts of the Atlantic fleet, a great, deal of the 

 work of managing the racing will disappear. 



It should be possible now, at a conference of the committees of 

 »11 the large clubs, to agree on the rule, the method of measuring, 

 the classes and the allowance table of the New.York, Eastern and 

 Seawanhaka clubs; to arrange a system of sailing rules that, 

 would be acceptable to all the clubs; and also to settle on some 

 uniform system of starting signals and intervals; thus removing 

 one great source of confusion. It is not necessary that any one 

 method of starting shall be made compulsory in all races, some 

 liberty may be left to the iregatta committee; but if one uniform 

 system were indorsed as the standard, (for instance, 10 minutes 

 preparatory aud 5 minutes to cross, the line) it would be followed 

 mall great races. At present the intervals may be 10 and 5 on 

 one day arid 15 and 10 on the next. 



While there are many little differences in all details of racing 

 regulations in the various clubs, there are. very few important 

 points of difference, and by a little united action at least the five 

 largest clubs might agree on a uniform set of racing regulations; 

 the same, in addition to appearing in each club book, being printed 

 in a small pamphlet, which would give a man all the information 

 ue could require about racing rules. Such a book would at 

 once become t he recognized authority, and its rules would be gen- 

 erally followed by the smaller clubs. We are by no means satis- 

 fied that the measurement question will rest where it now is, with 



the Seawanhaka rule and a length classification; but neither the 

 friends nor opponents of the latter can object to doing thoroughly 

 and completely the work that has been undertaken. By a gen- 

 eral adoption of the rule of the New York, Eastern and Seawau- 

 baka clubs, its merits may be very thoroughly tested in a couple 

 of seasons, and the. clubs which have worked under it will be in a 

 position to considor carefully any proposals for a change; aud if 

 any be adopted it will have the support of a number ot clubs. In 

 this way the danger of hasty and premature changes on the part 

 of one or two clubs is greatly lessened, aud the chances are greatly 

 increased that when another change is mae'e it will not only be a 

 very good one, but will be adopted for a terra of years which shall 

 insure a thorough trial. 



The question of classification by corrected length is one that 

 yachtsmen have hardly become acquainted with in the brief 

 crusade that has been made in its behalf this fall. It is by no 

 means dead, and it is most important that something more should 

 be learned of it from actual trial as soon as possible. The sug- 

 gestion was made to us by Mr. J. Beavor Webb about a year ago 

 that the 40ft. class should be made atrial class, with a 'limit of 

 48ft. corrected length in place of 40ft. waterliue length. The idea 

 is a good one, and though it could not be applied to the. 40ft. class, 

 it might to the 30ft., or if not, to a new 25ft. plass or 30ft. corrected 

 length. 



If half a dozen of the clubs which race 30ft. yachts, the Sea- 

 wanhaka, Eastern, Atlantic-, Larchmont, Corinthian of Marble- 

 head and some others, would establish a class of about Stiff, cor- 

 rected length and guarantee a certain number of races during 

 the season and good prizes, there would be a large experimental 

 fleet built and raced, from which much might be learned. If the 

 vested interests in the present, 30ft. class were opposed to such a 

 measure, the experiment might be tried on smaller scale, in New 

 York and Boston separately, as such boats would hardly go around 

 the Cape, by a new class 30ft. corrected length, which would in- 

 clude from 24 to 28ft. l.w.l. Such boats could be cheaply built, 

 but a fleet of them, with plenty of racing would settle the ques- 

 tion of the prevailing type under the proposed classification. The 

 matter is important enough to be worthy of the attention of the 

 largest clubs and the owners of the largest racing yachts, as all 

 have a vital interest in the question. 



FEARLESS.— The little craft. Fearless, whose departure from 

 Chicago on Nov. 4 was lately mentioned in out columns, reached 

 New Orleans on Christmas Eve; her crew, Messrs. B. T> Ball and 

 W. C. Brain a rd, being well. The Times Democrat describes the 

 boat as follows: "The fearless is a well-constructed boat, built 

 on the lines of the best class of steamers' long boats and capable 

 of carrying twenty persons safely. In her present rig more at- 

 tention has been paid to comfort and safety than to an ideal 

 yachting appearance. Extra oak frames have been added, and 

 all precautions used to prevent injury from the dangerous salt 

 water insects, which attack the submerged parts. A tough white 

 cedar spar and booms combine stiffness and strength with light- 

 ness. The dimensions of the Fearless are, 23ft. long, titgft. beam, 

 and about 2ft. draft. The area of canvas, including light sails. La 

 about 150yds. The sails consist of a mainsail, jib, spinaker for 

 light winds, and a storm trysail for heavy weather. Iter speed 

 under favorable circumstances will be about nine knots an hour. 

 The cabin is 12ft. long, 4ft. high, aud 6ft,. wide. Running ath- 

 wartships, at the forward end of the cabin, is the locker. It is a 

 capacious compartment, and stored therein suugly, and every- 

 thing in its place, are compasses, leadlines, charts, spare tiller, 

 guns, revolvers, fishing tackle, flare lights, torches, marine 

 glasses, speaking trumpets, fog horns, distress signals, medicine 

 chests, and the like. The commodore and captain will spend ten 

 days in New Orleans, as it will take thai time to prepare the 

 Fearless for sea. From Chicago the Fearless sailed through the 

 Illinois and Michigan Canal on Nov. 4 at 1:30 P. M., thence down 

 to Grafton, where the Illinois and Mississippi rivers meet, thence 

 down the Mississippi. The gentlemen stopped at St. Louis, Cairo, 

 Memphis, Vteksburg and Natchez, where they were most hos- 

 pitably entertained. From here they will go to the Florida coast, 

 and passing down the peninsula they will visit Cuba and thence 

 go to Yucatan and to Central America." The expedition was 

 fitted out by the Chicago Inter-Ocean. 



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 in advance of meetings aud races, and 

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

 reauested to forward to Fohest and Stream their addresses, with 

 logs of cruises, maps, and lnformition concerning their local 

 waters, drawings or descriptions of boats and fit tings, and all items 

 relating to the sport. 



AMERICAN CANOE ASSOCIATION, 



OFFICERS, 1889-90. 



Commodore: Henrv Stanton. . ...... > — _ , 



Secretary-Treasurer: F. I,. Dunneu... J rleyk iorK. 

 Vice-Corn. Bear-Com. Purser. 



Central Dlv. .Geo. A. Warder E. L. French .F.F.Andrews, 



„, ' , . „ . i . , 4 Exchange place, Rochester. 



Eastern Di v.. Dr. J. A. Gage A. S. Putnam Ralph Brazer, 



Lowell, Mass. 



N'thern Div. .W. J. White W. J. Read C. M. Whitelaw, 



Montreal, Can. 



Atlantic Diy..M. V. Brokaw I. V. Dorland W. R. Haviland, 



_ yonkers, N. Y. 



Applications forTneniDershlp must be made to division pursers, accom- 

 panied hy the recommendation of an active member and the sum of $2.00 

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

 the general A. C. A. eamp shall pay $1.0U for camp expenses, 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 be furnished with printed forms or applicati on by address- 

 ing the Parser. 



WESTERN CANOE ASSOCIATION. 



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



Vice-Commodore— T. .1. Kirknati-ick. Snrinefield, O. 



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



Secretary -Treasurer — I. B. Keogh, 84 Moid auk Block. Chicago, HI 



Applications for membership should be made lit the Sec-Trias., on blanks 

 which may be obtained from him, and should be accompanied by S3 as 

 initiation fee and dues for the current year. 



1,500 MILES IN AN ADIRONDACK BOAT. 



rpHE cruise whose story is told in the following log is the long- 

 JL est of several made by the writer in the same boat, an ordi- 

 nary "Artirondacker." lift, long, in 1883, '84 and '85. It occupied 

 nearly two months of the fall of 18S4, in which time a distance of 

 about 1,500 miles was covered by oars alone, no sail being carried. 

 In preparation for a previous cruise in 1883 I sent to JNewcombe 

 Settlement, in the New York wilderness, for a boat which my 

 father had had built for me some five years before. As soon as all 

 my plans were mapped out. I wrote to have the boat, the yoke, the 

 detachable middle seat, two paddles and the oars, ooxed" up and 

 shipped to me with all dispatch, and it arrived in wood order 

 shortly before my first trip. It is of the regular "Adirondack" 

 model, sharp a: both ends, light draft, and similar to a wide, canoe, 

 the length being 14ft., and beam about 3ft. It is rowed by pivot 

 oais, from the bow when two or three persons are cart led, and 

 from amidships when one constitutes the crew. The boat is in- 

 tended principally for paddling from the boi\' or stern, and the 

 oarsman's seat is not in the proper position, and the speed when 

 rowed is about equal to that when paddled by an experienced 

 hand. It was specially designed for roughing it in tne North 

 Woods, where I have taken it over almost the whole regiou, killed 

 deer from it, caught trout and traveled by day with its aid, fre- 

 quently using it for shelter, and carried it miles through the for- 

 est. The planking is but 3 1 ,|in. thick, smooth lapped, with neatly 

 fitted joints secured by screws. The materials are cedar and 

 pine, and the boat, though once painted anew, has never been re- 

 paired, notwithstanding it has gone through rougher experiences 

 aud more trying ones than pernaps any boat of its kind. Tho 

 bottom is shod with strips of steel by way of protection ia shoal 

 water and in beaching. The floor is rounding, and the boat is 

 somewhat crank, though steady when properly handled, while it 

 will carry a very large load. 1 was careful, before starting on 

 each of my cruises, to have the boat well soaked to tighten the 

 seams. My attire whs simple; blue shirt, stout cavalry knicker- 

 bockers, aud serge jacket, both blue, high-laced watertight shoes 

 and buckskin gloves for the protection of my hands. A trip of 

 over 500 miles in 18S3, over the rivers of Pennsylvania and Chesa- 

 peake Bay. had proved the qualities of my little craft; but in view 

 of a longer voyage on more open 1 waters, she was fitted with a 

 complete deck of canvas, wita a copper air tank in the bow, and 



on May 20, 1884, 1 started on a short preliminary cruise ur trial 

 trip lo test the boat in rough water. 



The start was made at 7:30 P. M Irom the 1il.Ho boat house below 

 the Falls Lane bridge on the BehuykUl River, at Philadelphia. 

 With a blanket; or two, a poncho, rubber coat, air cushion and 

 ample provisions for several days, I rowed down the quiet. Schuyl- 

 kill, the light rapidly waning as Fairuiount Dam was reached. 

 This 3% miles passed, I was soon descending in the lock around 

 thodain, and a minute later the canoe shot out into tide water. 

 The 8-mile row from the lock to the Delaware River was without 

 event being rather tedious withal. The only light I had was from 

 the numerous illuminations on bridges, ships, and from house io 

 house along the river through the city. Twice I ran aground, as 

 the stream made some sharp turns, and it was difficult to distin- 

 guish the mudflats from the water. The river was reeking with 

 escaped oil from the Standard Oil Company's burning works near 

 Gray's Ferry Bridge, which was exceedingly disagreeable. 



I reached the Delaware about 10:30 P. iVI . , ha ving gone half a 

 mile out of my course, and being detained some little, lime in the 

 lock and in running aground, etc. I made Cor a light not tar off. 

 but was refused permission to "tie on." Rowing half a mile 

 further on another schooner appeared, but the watch informed 

 me that they would leave at 2 or 3 A. M. Finally I found a vessel 

 near the old fort ai the mouth of the Schuylkill River, and tied to 

 her rudder. A rain coming on t quickly slid under inv cover, and 

 pulling a roll of canvas over the well from the outside could hear 

 'the rain pelting down within two or three inches of mv lace, and 

 trying vainly to effect an entrance, which afforded me much 

 satisfaction. I spread my blankets and was soon fast asleep, 

 lulled by the gentle motion of the boat on the water. 



At 1 o'clock I was awakened by a light shining through my 

 deck, and by subdued voices, evidently discussing me in awed 

 whispers. Fearing a missile I popped my head out and reassured 

 two meu who were endeavoring to make, mc out. The disturbance 

 was caused by the bumping of my boat against the other, as the 

 tide had turned. Tins noise sounded so loud inside that I cast off 

 and rowed an eighth of a mile away, running up into a lot of 

 weeds, and so sleeping until morning- 



Below Mouth of Scltvylhill, May so, Friday.— The crows and 

 marsh hens woke mo about 5 o'clock, when I pulled out from the 

 swamp, starting up a wild duck or two on the way, and made my 

 toilet from the boat. Shaking out my bedding and stowing all 

 away, I rowed to tho fort and had my coffee-pot filled with milk, 

 breakfasting well on this with some mutton, etc., out in the 

 river; then, after a few minutes rest, I started off about '/ A. M. 

 down the Delaware. The morning wa; pleasant aud cool, hut 

 the wind, which soon became heavy, was against me all the way 

 to Chester. Considerable water from the choppy river slopped 

 over, but not more than enough tj keep mv canvas deck moist. 

 I passed the long islands midway to Chester, and about 12 M. 

 made Claymont. Putting in here, I called on ruy aunt for a few 

 minutes and then went on. I rowed steadily until opposite Wil- 

 mington, Del., when a steamer passed close to me and some young 

 ladies on tho upper deck waved their hankerchiefs to the lonely 

 voyager, which was quite cheering. I ate some chocolate, and 

 drank some milk to their healt hs, then went on. The waves were 

 quite high and made the rowing tiresome. 1 passed all sorts of 

 craft, and generally had achat with the men aboard, keeping in 

 the middle of the river below Wilmington to Newcastle, with a 

 mile and a half of water on either side. In an hour or two more 

 I was opposite Newcastle, and could just discern Fort Delaware 

 on its mland over an expanse of eight miles of water. The river 

 widens so much here, and the distances are so great, that I mis- 

 took my direction, running two miles out of my course before 

 being warned by some fishermen concerning the right direction, 

 'ihe tide, as well as the wind, set pretty strongly against me, and 

 I had much difficulty to reach Delaware City before 2:30 P. M. 

 it seemed at oue time as though I should never get there, as the 

 wind blew me away across the bay. Finally, after some hard 

 pulling, I ran up into a small cove near the little hotel, and 

 secured my boat, haviug rowed 44 miles since mo.tning. 



I was well tired out, not having exercised in this way since the 

 previous fall, but I bad a good shad dinner and a little prac tice 

 on the piano, both of which are good remedies for exhaustion. 

 Then, inquiring about the weather, distances, etc., I pulled down 

 on the bay for Bombay Hook. Owing to the curvature of the 

 shore line I was compelled to keep within a mile or two of the 

 Delaware shore, making nearly five miles extra distance to be 

 traversed. The country below Delaware City is flat, with fine 

 beaches along the bay, and some pretty pieces of woodland. I 

 saw a few flourisliiug farms, but the country was sparsely settled . 

 Just below Reedy Island 1 passed Port Penn, a very beautiful 

 little village with one church spire; and farther down Augustine 

 Pier. I rowed by several schooners engaged in sturgeon fishing 

 south of Port Penn. The evening was beautiful, and 1 could see 

 the sun, like a ball of red fire, descend clear to the horizon; the 

 country being so flat and the air so clear. The reflection of the 

 western after-glow on the bay was very fine; the wind had gone 

 down entirely, but the rollers came in from the Atlantic in long 

 undulations. I rowed within a mile of the winding shore until 

 after sunset, but as evening came on I hugged it closer. No 

 houses, nor the sign of any living thing, could be seen thereabouts; 

 the shore consisting of sand dunes and hummocks of river grass, 

 while inland were extensive marshes. I pulled along this shore 

 until the moon rose, trying to make some inlet. Failing in this, - 

 and wishing to get ashore before night, I ran ashore near a United 

 States signal, which was the only thing which broke the mo- 

 notony of the landscape. Jumping out into the surf, the boat 

 was run up above high water mark. From the top of the dune I 

 discovered a clump of trees about a mile off, and what appeared 

 to be a house. Taking my tea-pot therefore, I walked across the 

 marshes and came out on a huge peach plantation, extending as 

 far as one could see. The people were rough but hospitable, and 

 having obtained some information about the country, crons, etc., 

 I. returned to the boat. I was told that Smyrna was the nearest 

 town, and the railroad was twelve miies distant. Three will-o'- 

 the-wisps accompanied me for quite a while, and the swamps 

 were very dreary. I took a swim in the bay and then made a 

 hearty supper, watching two or three coons which came out on 

 the beach. As the tide went down the moonlight lit up the wet 

 beach very prettily. The night was quite cool and I kept under 

 cover, excepting head and shoulders, while eating supper. The 

 land on the opposite side of the bay is from ten to fifteen miles 

 off, while none is visible on the. southeast horizon. About 10 P 

 M. I ducked under, and making all tight, fell asleep. This point- 

 is about fifteen miles from Delaware City, making in all fifty- 

 nine miles row for the day, the longest consecutive run I ever 

 made. 



Delaware Beach, May 31— Saturday.— About 6 o'clock I was 

 aroused by the waves breaking within a few feet of me, the 

 tide coming in. I had breakfast, and about 7 o'clock launched 

 my boat, which twice nearly capsized in the breakers, and lowed 

 ori against a brisk wind. The country looked very pretty indeed 

 and quite luxuriant. There were a few bays and indentations on 

 the shore, but I cut across several, keeping aoout one mile from 

 the shore on the average. After an hour's hard rowing Bomhay 

 Hook was sighted, which drew near very slowly, as the wind and 

 waves were against me. Arriving opposite a little hotel, the only 

 building in sight, I ran alongside of a large vessel anchored off 

 shore, engaged in sturgeon fisuing, and had quite a long chat with 

 the hands on board, who took considerable interest in my boat 

 and cruise. I had come 5 miies from the bivouac of last nigbt 

 and 7fi miles from Philadelphia (home). Rowing ashore, I ran on 

 the beach and took a swioi out to the schooner again, wbere 1 

 lent a hand at hoisting the mainsail and anchor. As she came 

 around into the wind I dove off and rejoined mv boat. 



After a Jigbt lunch I started on the return trip, attempting to 

 make Reedy Island Light, 12 miles across the bay, this being a 

 more direct route than when coming down, but the waves by this 

 time had become so threatening that 1 had to keep nearer shore. 

 The apron was faslened securely about, my waist before venturing 

 out aud the deck "cleared for action." The waves were tremend- 

 ous, and it was all that I could do to row in them and keep from 

 capsiziug. It was like being on the side of a steep hill at times, 

 and 1 could not discern any object ashore when in the trough, 

 the wind coming directly from t he ocean and having a long sweep'. 

 The roaring of tne water as the waves broke was verv loud, and 

 oftentimes I had a very narrow escape from them/ Two huge 

 rollers broke just before reaching tho boat, drenching me com- 

 pletely. The decking worked like a charm and no water entered, 

 though frequently it would dash clear over the boat. I had a 

 great tossing around, and could aca: 

 several hours of this I passed Reedy 

 reached Delaware City about 3 o'cloc 

 to regard me with much astonishmeu 

 crossing the bay under full sail, and 1 



Another shad dinner here, and abor 

 ing for the western extremity of Fort Delawaie Island. I had to 

 row across the wind, an awkward matter; as one oar would shoot 

 high in air on one side whon the boat tossed on the crest of a 

 wave, while the other would be buried up to the rowlock in 

 water and become immovable. From the Fort to Newcastle is 

 the worst place, as the river is several miles wide there, and the 

 wind had unbroken sway. However, I passed a mile and a half 

 out from Newcastle without mishap; and rowing within half a 

 mile of the Jersey shore until past Wilmington, made a beeline 

 for Claymont yet invisible, 5 miles distant, but I knew the oourse. 



my seat. After 

 played out, and 

 e people seemed 

 arge ships were 

 ey were, 

 lock I rowed on, mak- 



