220 



FOREST AND STREAM. 



[Oct. 1, 1891. 



GLORIANA. 



IN general proportions (save length on deck) and size of sail-spread, 

 the Gloriaua holds a middle position la her class: her draught 

 of water also is about the same as that of her sisters, and in shape 

 her sails are somewhat lower and wider than the others. Therefore 

 the difEerence between her and the rest of her class can be exDl>iined 

 only by the p'^culiar lines of her hull, to describe which wid be here 

 attempted : but to set forth in words what comes withia the riehtful 

 domam of drawing is not easy, and the patience of the reader is 

 solicit e'^. 



The most apparent difference in t.he form of the Gloriaua when 

 compared witti other yachts, fs tier abnormal overhang: at both bow 

 and stern, her Jerjpt'i overall being 70ft., and on the water-line 4.'5ft. 

 4in., giving her a very marked character and a sinuular profile. Her 

 unusual overbangr is tmavoidable consequence of tne elongai ion of 

 the body, or bilge, of the vacnt. by which she gains abilit.y to carry 

 ■weight of lead Dallust and pre s of sad. Were we to esnmine the 

 model of a yacht of the usudl type, we would find that th? body, or 

 bilfce, comes to a gradual fnd near tne bow, which part, of the niodel 

 is made fine ana sharp so as to ensure an easv entrance, wtiile the 

 bilge at the fortvard part of the huil i-i quite full above the water. At 

 the waierline the form of the ve-sei is a long, easy curve, so that, so 

 long as the ves,sel rpmains in an upright iio.sition and does not pilch 

 or bury her bows, the euiranre is as easily performed as is possible; 

 but when by pres*; of sail the vessel careers, or when she is met by 

 waves that make her bury the bows more or less deeply, then lines 

 more or less alirupt; and full are made to form a part of the entrance 

 of the bull. Such concaci with wave after wave soon diminishes 

 essentially the sx'eed of tbe yacht, often to a very serious degree. 



This unavoidable diminution of speed through bringing full line.s in 

 contact with water during pitching is exactly what the form of the 

 Gloriana is specially designed to counteract. If an observer were 

 to examine her model, he would see that the body extends the 

 entire length of the hud. From the extreme end of the over- 

 hang forward to the ei/d of her finely tapered stern, there is no 

 visible part above water than appears to correspond to the entrance 

 of the cotnmon type nf model; yeo below \vat«r her lines are 

 easy and sharp to a degree. Wbere the fullness of tbe bilge rises 

 from the water near the bow and reaches forward to the extreme 

 point I 'f the overhang, the water-line seems full when compared to 

 tne entrance of other yachts, and the casual observer might reason- 

 ably think that such an entrance would move with ditiiculty through 

 tbe waier ; but were he to watch closely the course of the displaced 

 •water when the vessel is underway, the mystery of her motion would 

 be in a measure revealed. 



It is true that the Gloriana makes a fuss around her bows when 

 in motion, but it is of a wholly different character from that of other- 

 formed vessels, the surface of the surrounding water seeming to roll 

 over and disappear beneath the flare of her full-lined bow. Close 

 examination also shows that tbe wave which is rolled outward is not 

 a solid ma,-s, nor is it raised considerably in height above the surface 

 of the surroiindine water; and since the resulting waves thrown oft" 

 by her passage are few in number and small in size, the fact of easy 

 movement is absolutely verified. 



The usual form of bow resembles a shai-p wedge with nearly verti- 

 cal .sides th«t push the water aside in a large wave, while the Gloriana's 

 bow is a more bluff wedge, having greatly inclined or flaring sides, 

 and seems to dispose of the water displaced by the hull in a manner 

 that makes but little disturbance of the siirfacf. 



As the Gloriana careens there is a slight lengthening of her immersed 

 body, wnicb aids in speed-eiving, bother increase in length at such 

 times is far less than is popularly supposed ; ii is not more than two or 

 three feet in fairly smooth water, but. in rough water, at intervals and 

 for short periods, a greater length of her overhang at both bow and 

 stem is utilized. 



Pitching and diving with the Gloriana are performed far differently 

 f(om the usual way. 0« ingto the buoyant nature of her overhang 

 she dOFP not dive into the waves as deeply as is usual, and, as has 

 been befoi-e stated, she immerses, when diving and pitching, lines that 

 are no fuller than those when progress in smooth water ts made. 

 Tbe effect is that tbe surface of the water is far less disturbed by her 

 passage, resulting in not only well-maintained higher speed, but in 

 far drier decks than one woidd find on boaul yachts of the common 

 form. During the race of the New York T. C. in June last the hatches 

 of a schooner yacht having a water-line length double that of the 

 Gloriana were washed o£E, while the decks of the Gloriana were wet 

 only by spray; not once did she take over solid (green) water. 



Another most valuable qudity resulting fi-om this newly-devised 

 form is the ease and certainty that are given to the action of the rud- 

 der, which result is reached in a rather obscure but interesting man- 

 ner. All yachtsmen famiuar with the workmer of wide vessels of our 

 old type recognize fh^ difficulty of steering when the yacht is reach- 

 ing or sailing free from the uind; at such times it i.s often necessary 

 to have recourse or mechanical aid, in spite of whioh it is no unusual 

 thing to lose control of the vessel tempi 'rarily. 



In the Gloriana the water of displacement is disposed of in such a 

 manner that it does not push the bow to windward; and at all points 

 of sailing, running, reaching or close windward work, she is guided 

 with tbe utmoKtease, answering quickly to the slightest motion of the 

 tiller, even though her lee rail be awash when reaching with a wind 

 of 24 mile.^ an hour. 



Tbe increased deck room afforded by a long overhang is a factor of 

 great value in the managpment of a vessel; the bowsprit need not be 

 so long nor the boom project so far over the .«tem, t us giving more 

 easy access to outlying portions of the sails in the operations of reef- 

 ing, changing, and fiu-ling.- Lewis Herreshoff in the A^orth American 

 Meview. 



FACTS AND FALLACIES ABOUT GLORIANA. 



TWO valuable and interesting cantributions to tbe current litera- 

 ture of yachting have recently been made through the iVorfTi 

 American Eevieio by Mr. Lawis Herreshoff. a brother of the two 

 members of the Herreshoff Manufacturing Company, and a fellow 

 sufEerer with tbe eldest brother, being hke him lotally blind. Mr. 

 Herresnoff is a ready writer as wed as a close student of vachting, 

 and his comments on Gloriana, like his review on steam 'yachting 

 which preceded them by a couple of months, are very welcome read- 

 ing after the columns of utter nonsense which have been printed this 

 season on both subjects, 



The popular comments on Gloriana are by far the most absurd that 

 have ever greeted any new yacht. She is simply so far above the 

 majority of her critics that they have been able only to gaze in won- 

 der at her lotig ends without attempting a c los«r mvestigatioo of her 

 real e]ementv«. Tne statement seriously made and very generally ac- 

 cepted that while measu'ing but 45rt. on the waterline when ar. rest, 

 she increased this waterline to an effective length from 55 to 65ft. as 

 soon as she was under way, is no less absurb t han one lately made in 

 an English nowspsprr, to the effect ttiat when in motion the full bow 

 threw showers of .=pray from 50 to (iOft in the air. The first state- 

 ment, which does little credit to the Araericiin pap'^:r8 Which fli-st pub- 

 lished it. is disposed of by Mr. Herreshoff in his present article; he « 

 points out that while th^re is a gain in power from the excessive area 

 of the leewaro portion of tbe load water plane, the actual length of 

 waterline when the y£ieht is heeled is but 3 or 8ft. longer than when 

 upright- or no more than in many boats with theconven ionftl modem 

 overhang at each end. Of course when pitching in greatly disturbed 

 water there is additional lifting power in tbe long full bow, but this of 

 itself is not equivalent to a legitimate increa.se of effective waterline; 

 in fact the actual length immersed would probably be greater In the 

 ease of a yac>-t such as Oweene or Sayonara, with a long cutwater 

 and stem, but with much leaner bows than Gloriana. 



The chief feature of Gloriana is the fullness of the bows, a very 

 different thing from an excessively lorg stem heao ; and so far from 

 the mere length of stem being an element of .«peed. as has been go 

 generally asserted, it is but an incident, and an immaterial one. Had 

 there been any tax on overall length, it is safe to say that the deck 

 line and stem contour would have been quickly rounced in, shorten- 

 ing the length by 4 or 5ft. at least, altering the whole appearance of 

 the stem, but leaving the diagonals practically as they now are below 

 the inclined waterline. The .^tructural advantages of thepri=sentstem 

 are plainly evident, an i with no rule to limit them, all the lines were 

 run out fairly and natnrslly to a common point; buthad the necessity 

 existed, the essential features could have been preserved with a shorter 

 and very different stem. 



So far as the stem goes, the great length is less conspicuous, being 

 little beyond the present fashion of all design rs. It should be pretty 

 w611-known by this lime, even to the lay writer and non-technical 

 yachtsman, that mere length of overhang does not give speed, that-o 

 far as the immetsed portion of the null is concerned, under all normal 

 conditions but a small fraction of tbe fashionable long counters can 

 be utilized, tne greater portion conti ibutmg to .speed exactly as much 

 as. and no more than the skeleton outrigger of an open catboat. A 

 proof of this was given years ago. when the "mean length" rule was 

 m exist nee; and in the stub ended boat-5 of that time, the Ell.sworth 

 craft especially, tbe counter was carried low for such aleneth as couJd 

 be effe;tive]y imroerfCd in sailing, that portion wi ich would have 

 always sailed in the air instwad of the water being abruptly chopped 

 off 



The success of Gloriana is tlu" to no one element m preMomlnatlnf? 

 feature, to no evasion of the rtile-, but rather to the fact that the 

 whole boat, from keel to truck. In model, comstrnction and ever.y 

 trivial detail, is tbe oarmonions and syniiiiefrical effort of a master 

 mind; the result p obably of years of observation and .study in pre^ 

 paration for such a return as this to the field of sailing vachts. A care- 

 ful study of the whole boat will show that in nearly all respects she 



differs from the rest of her Class In details rather than principles, save 

 in one point The midship sec ion is of the cnnventinnsl type, but the 

 whole swetp, from rad to keel, is tashlon^d with care, the hollow of 

 the floor being greater than in oth»^r torty-sixes. The rake of stern- 

 post, the outline of keel below water, the lead keel itself, are in no 

 way remarkable as differing from modern practice. The excellence 

 of the boat lies to a great extent in such details as a higher center 

 of buoyancy, the elaborate construction by which, in a strong hull, the 

 center of gravity is kept lower than in the o her crafr, tbe adjustment 

 of weights and centers, the proportioning and mechanical littings of 

 the sail plan. 



The one radical departure that her designer has made is in thf^ ex- 

 treme fullness of the ends, about and above tne waterline, and even 

 this ha-s been greatly exaggerated and mis represented. 



The theory that water does not go around a boat in horizontal 

 layers, following exactly the conventional "water lines" of a parti- 

 colored model, but that it follows a very different course down and 

 under the bilge, has been hailed as a new and wonderful discovery, 

 an American invention; something thus far unsuspected by other 

 designers. So ftir from this being the fact, the value and priine im- 

 portsnce of the diagonal and dividing lines as compared with the 

 horizontal waterlines was recoi^uized long before the days of yacht 

 designers; over 40 years ago George Steers was building yachts and 

 pilot boat^ chiefly on the forms of the harpins and ribbands, and not 

 on the lifts of. the dissected model. 



The convex waterline itself i.s no novelty, it was adopted to a mod- 

 erate extent a dozen years since by British designers as a matter of 

 necessity, owing to the displacement and narrovv beam then essential 

 to winning i-aces. In this couni ry i he old hollow bow. found in Shadow 

 in common with all of her class, has gradually been filled out until 

 the convex of waterline of Gossoon was reached. With tbe reduction 

 of forefoot, the filling out of the waterline has come naturally, and as 

 a matter of necessity, and designers generally have recognized to a 

 certain extent the posi-ihilities and advantages ihat lalfi in the direction 

 of fuller ends above water; a tact which they now fully appreciate by 

 virtue of that hindsight which is so much clearer, if a little more 

 tardy, than foresight. 



The designer of Gloriana has been pictured by enthusiastic writers 

 as a second Newton or Franklin, the discoverer of new principles, a 

 role of wbieh he himself has laid no claim. A better comparison 

 would tie with Columbus, not as a tliscoverer of new worlds, but as the 

 hero of the hardly less famous incident of breaking tbe egg. Tbis is 

 very much what Mr. Herreshoff has done in modeling Gloriana'.s bow, 

 and his work has met with much the same reception; all understand 

 and appreciate it, now that they have seen it, and many are wonder- 

 ing why they did not do so before. 



CKNTERBOARDS IN GREAT BRITAIN.— The next grave 

 subject for the Yacht Racing Association to legislate upon is the 

 question of metal centerboards and what amount of weight ought 

 to be permitted. It is quite evident legislation is wanted in the 

 meantime in the interest of the owners of keel boats, who are not 

 to lie swept off the course without sufficient time to realiKf the 

 value of their yachts. But if centerboards with metal keels are 

 really faster than keel boats, it is inevitable that in tbe interests 

 of the sport keel boats must go. Critics who argue otherwise 

 quite forget that steamers are launched every day with new im- 

 provements in machinery which run previously built steamers oft' 

 their route, and no one will pretend to argue that improvements 

 in engines should have penalties attacbed to them because slow 

 steamers will suffer. It may be argued that yacht racing is sport 

 and not business, and that the cases are not parallel. But they 

 are so. No one will sink money in building racing yachts unless 

 for the object of winning races, and rsces are only won by speed. 

 The sport would be nothing witliout racing, and no sort of legi.=la- 

 tioD can stultify this issue. All that can op done is, in the inter- 

 est of vested interests, to prolong [postpone?] the advent of metal 

 centerboards loaded up to the most advantageous point. This 

 legislation, if carried out, means a very great sacriliee to the pro- 

 gress of the sport, and delay in building racing yachts very much 

 faster than any craft hitherto raced in British waters. Tbis is 

 certainly a grave calamity to the sport, and threatens to retard 

 its success for years. The protest made against metal center- 

 boards, that they are an invasion of the rule against shifcing bal- 

 last, may to a certain extent be true, but tbe rule against shifting 

 ballast was made to prevent a dangerous arrangement of it. The 

 Clyde centerboards are quite as safe as tbe Clyde keel boats, and 

 tbe reason for the rule against shifting ballast does not hold good 

 in their case at all. All that the. Yjicht Racing Association can 

 do is to let the owners of keel boats down easy.— fflasfifow Herald. 



NEW YACHTS.— Tbe report is current that the Herreshoffs 

 have an order for a new 46 fooler to t>eat Giortana, the name of 

 the owner being yet unknown. Mr. Waterbouse has recently 

 made a, new sail plan for the U. S. fishing schooner Gram nus, 

 whose lines were published in the Forkst and Stream of Jan. 

 13-SO, 1887. The Grampus, designed b.v Gapt. J. \V. Collins, of the 

 U. S Pish Commi8.sion, has done excellent service for some years, 

 and has given a pi-actical demonstration of tbe tnithof her de- 

 signer's theories as to the models of fishing craft. Messrs. Stew- 

 art and Binuey are at work on designs for two 23ft. sailing and 

 cruising boats. 



LARCHMONT Y. C, SEPT. 26.— The three matches set for Sat- 

 urday were started, but were finally declared oft'. The wind was 

 very light from S.E. when the start was ma le at 3 P. M , the st.srt- 

 ei's being Viator and Rebecca, schooners; tbe 5-Wooters Clara and 

 Cinderella, and tbe 25-footers Needle and Nameless. Cinderella 

 was sailed by Capt. John Barr. Viator led Rebecca, and Cinder- 

 ella, afier being left astern, caught and pas- ed Clam; but as no 

 yacht finished within the reouired time, tbe three events were 

 postponed, and will probably be sailed next Saturday. 



CONQUEROR.— Mr. Vanderbilt's steam yacht has been lying 

 idle off Clifton, Staten Island, for a month past, guarded by Cus- 

 tom House offleials, who have refused to surrender her to the 

 United States Marshal, who has tried to seize hpr under the libel 

 laid by her owner. The yacht went out of commission last week, 

 and will be laid up for the winter while the matter of duty is 

 fought in the courts, 



THE STEAM YACHT RACE.— The entries for the steam yacht 

 race on Saturday from New Loudon to Milton Point are Vamnose, 

 Norwood and Y'"ankee Doodle, formerly Buzz, Javelin will not 

 enter, Now Then has not been heard from, and Acting-Secre- 

 tary Kamsay has declined to allow tbe Cushlug and Stiletto to 

 start. 



CANARSIE Y. C— Th" annual regatta of tbe Canarsie Y. C. 

 on Sept. 27 over a 10-mile course on Jamaica Bay was a failure 

 from lack of wind, only one boat, the Atirora, completing the 

 course. 



CORSAIR.— The new steam yacht Corsair, built for J. Pierpout 

 Morgan from designs by J. Beavor Webb, arrived at New York on 

 Sept. 28 from her builders, Neafy & Levy, of Philadelphia. 



GANNET.— The cat-yawl Gannet. the experimental craft from 

 which Gloriana was designpd, has been sold by Mr. Morgan to 

 Mr. C. A. Prince, owner of Beatrix, 



THE BURGESS FUND.-The fund for tbe education of the two 

 sons of Mr. Burgess has reached the total of 830,000. 



Secretaries of canoe clubs are requested to send to Forbso? A.ND 

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

 their clubs, and also notices in advance of meetings and raoes, and 

 report of the same. Canoeists and all inrere'sted in ca.noeing are 

 requested to forward to Fokesx and Strham 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. 



RACING VS. GENERAL PURPOSE OANOES.-We quote 

 elsewhere an article on this suoje- 1 by one of the oldest and 

 ablest writers on canoeing, Mr. Baden-Powell, a cruiser, racer 

 and designer of over twenty years experience. While looking at 

 the question from an Ecglish standpoint, quite a different one as 

 canoes are now sailed from the American, there is much in what 

 he s^ys which is worth the attention of American canoeists. The 

 whole ti-nor of his remarks is in harmony with tbe arguments 

 which we have many times used in favor of tbe recognition of a 

 el»ss of "general purpose" canoes in addition to the extreme rac- 

 ing machine, and the gpneral features which he enumerates are 

 practically tttose embodied last winter In the A. C. A. rules. 



TORONTO C. C— A very tempting ia\ntation in verse was ^ent 

 out by the Toronto C, O. for a pow-wow at the wigwam "Fancy 

 Free" on the Island, on Sept. i. 



CANOEING IN 1891. 



IN overhauling what has gone before in relation to the various 

 branches of canoeing, in order to place tbe subject "up to date" 

 we must bear in mind three points, viz.; (1) That many of the 

 designs and descriptions of model and fittings which at first 

 glance may now appi-ar to >^e quite out of date, when viewed from 

 the fitandflrd of tbe latest fashion in flrsr-elass canoes, are still to 

 a large pxtetit applicable and efficient in cruising snd traveling 

 canoes: (2) that in describing canoe designs and fittings the sub- 

 ject is to be primarily laid nut for beginners, not for experts, and 

 so it should treat of such matters only as are of practical utility; 

 (3) that tbere are "racers'" as well as "cruisers," and plenty of 

 room in the world for botb, and that it is impossible to obtain and 

 enjoy the fullest amount of racing and of cruisins; or traveling 

 qualities in one canoe— it must be a question of compromise 

 throughout. 



The position of the "crew," i. e., sitting out on deck or sitting 

 below, has a very important bearing on the whole question of de- 

 sign of model and arrangement of detail throughout the canoe. 

 Tbe great and comm-< Tiding rightiug power obtained by sitting 

 out has induced nian.v designers to ignore entirely nil question of 

 initial stability as riepeudent on form and ballast" and heavy cen- 

 terplate. Such designs are of course made for racing purposes, 

 and no doubt are successful as sucb; but the danger to general 

 canoeing is that they do not die out with non-success in the racing 

 world, but filter into cru-sers' or beginners' hands, and thus enter 

 a service they were never designed or fitted for. 



Highly efficient as is tbe outside deck position of the crew, there 

 are many positions and circumstHnees in which other means of 

 stability would be highly desirable— for instance, when running 

 dead before the wind m lumpy open water, or when caugbt out 

 cruising down a tidal estuary at night, 



Tbe results of the ottt-board position in racingbave bv no means 

 conclusively shown that a minimum displacement coupled with a 

 shallow saucer form or V model is the most snccessful .'peed ob- 

 tainer— so far as English racing goes-seeing that in the Royal O. 

 C. season of 1890 the majority of races were won by comparatively 

 heavy displacement canoes, carrying from 301 bs. to lOOlbs. of bal- 

 last and a heavy centerplate. This, we venture to think, -will be 

 more clearly marked as time goes on. and is happily in the right 

 direction thus far— that is, against mere racing machines. 



Racing men, as such, and embryo naval architects, no doubt 

 fret at being fettered in relation to design; out tbe general good 

 must be considered— either there should be no restrictions on the 

 prodnclion of the fastest racing craft, or some intelligent reason 

 should form the basis for such restrictions as are imposed. 



The excuse for here going in'o any question of definitions of 

 canoe or club limitations, is that, of course, such limitations play 

 a very important and governing part in regard to design both of 

 model and fittings of sailing canoes. For instance, were there no 

 rules, a sailing craft of deep draft, lead keel and a cloud of sail 

 might claim to be, and to sail as. a "canoe," simply because she 

 was narrow enough to be paddled by a man with a double-blade 

 paddle, or. even more absurd, by men leaning over the sides. 

 Some definitions and limitations mu=t exist, and as invention and 

 improvement go on, the rub s must be altered from time to time 

 to keep pace. There is, however, both in England and America, 

 a strong desire to conserve the "general-purpose" oanoe rather 

 than to permit the increase of sailing machines. Such general 

 qualities cannot be easily set out in definition or condensed form, 

 but as they constitute the basis upon which the last Nautilus (as 

 well 8s nea,iiF all her predecessors) was designed, we will put 

 si^orlly the more important. 



Tbe model should be capable of being easily driven by one man 

 under paadle, and easily propelled by small handy inboard sails. 

 The "f'irm" must be eithor natnrally stable— i. e., of compara- 

 tively flat floor— or a reasonable amount of ballast or weight of 

 centerplate must be a factor in tbe design, the balancing power 

 of the man being only contemplated as an auxiliary or sail-carry- 

 ing power. 



The displacement should contemplate and allowfor the f fficient 

 carrying of a reasonable amount of extra weight, representing an 

 ordinary cruising kit and stores— say 601bs. The fitment must 

 allow of a permanent well of sufficient length to allow the man 

 to sit below; this needs about -tft. There should be two water- 

 tight bulkheads, one forward and one aft the well, and not over 

 6ft. apart. This precaution minimizes the danger of a capsize; 

 indeed, apart trom being smashed up by a heavy sea. there is 

 little or no danger attending the capsiKe of a properly fitted sail- 

 ing canoe, hardly even the risk of a ducking for the skipper, pro- 

 vided he knows his work. The rig must be sucb as can be set Or 

 slowed by the skipper from the well while afloat. And lastly, no 

 single part— such as centerplate or empty hull— should be of 

 greater weight tb»n a man can lift or drag unaided.— IF. Baden- 

 PoiveU, in ''Yacht and Boat Sailing," Seventh, Edition. 



VESPER B. C. REGATTA, SEPT. 26. 



ON Saturday afternoon the Vesper Boat Club held a regatta on 

 the Merrimack, just above the boat house. The starting 

 point being at the first bend, tbe course being up and down the 

 river for the sailing canoes, and down the river for the others, in 

 this last case the same point serving as the home stake. It was 

 after three when the contestants and their friends left the boat 

 house and awaited the issue of the flr.st race. 



This was for single canoes, for -whlcb there were but two entries. 

 Walter B. Perkins, of tbe Vespers, and Oman W. ^^^littemore. of 

 the Arlington Boat Club. Perkins won easily in 9m. and lis,, the 

 distance being one mile. 



Next came the single scull race, also one mile. Walters. Co- 

 burn was the only contestant, and he rowed over the course in 

 8m. and 153. 



The third race, which was for tandem paddling, distance, }{a 

 mile, was very exciting. Five canoes started, and for a few hun- 

 dred yards were well hunched. Then Perkins and Brazer spurted, 

 and, increasing their lead gradually, won in 'tmin. 37sec. The 

 canoes manned by Knapp and Allen and Rolfe and Crosby pad- 

 dled bow and bow for nearly the whole distance, when the nrst- 

 named gave it up. Taylor and Wiggin, of the Lawrence C. Cwho 

 got a bad start, puUerl a plucky race and were beaten for secona 

 place by Rolfe and Crosby by only a half length. Adams and 

 Robertson finished fourth. ; 



The fourth race was one for sailing canoes, distance i milesi. 

 There had been a fine breeze at the first part of tbe afternoon, but 

 it hiid partially died down when the boats were sent across the 

 line. Before the race was completed it died away altogether, so 

 that the contest was turned inro a drifting match. Finally the 

 boats came by the home stake in the foll owing order: Paul But- 

 ler, J. Arthur Gage. D. S. Goddard and Howard Otis. 



While this race was still on the race for paddling fours was had 

 and proved very close Indeed, the winning crew having a lead of 

 but a few feet w^hen they crossed tbe line. The distance was but 



mile, and the winning crew was composed of Perkins, Brazer. 



iii^sell and Wiggin, the losers being Allen, Robertson, Knapp 

 and Adams. The time was 4m. 348. 



Tbe officers of the race were as follows: Referee and starter. 

 Edward El lingwood; timekeeper, CD. Palmer: judge at stake- 

 boat, Rodney Hemenway; judge at«iart. Win. Taylor. 



Counting the three rai es that W. B. Perkins participated in he 

 has been a victor in eleven cmrests since the first of July. The 

 boat he used is a new one. made expressly for him by W. F. 

 Stevens, and is the one which he used a few days ago. when he 

 won three notable races. It weighs but lOlhs. with the paddle 

 and is tbe first ever built of its kind. The skin is in one piece 

 from gunwale to keelson. Heretofore builders have claimed that 

 such ft boat could not be built in that size, but Mr. Stevens has 

 ably proved that it can. He also built the boats used in the sail- 

 ing class by Paul Buttler and D. S. Goddard, the latter being a 

 new boat just built for Mr. Bntler. —Lnwell Courier. 



ANOTHER LONG CANOE TRIP.-A canoe trip to Lake Nipls- 

 sing and down tbe French River was recently made, a distance nf 

 ovi r 400 mile-, bv Geo. R. Ha' vey and C. J. Barr, two Cornell '93 

 students. J. Kf fie. of Toronto, and H. W. Gregory, of Lindsay, 

 Ont. They left Sturgeon Poiut on Aug. il and proceeded up the 

 Gull River waters and a chain of lakes a little to the east of tbe 

 Mupkoka l^ikes, crossed to the Petawawa waters and fnpnce to 

 the Mattawa. a main tributary of the Ottawa. Then they pad- 

 dled up the "'lattawa to its besd, crossed to Lake Nipissing and 

 then down the French River to its mouth. There were, of 

 course, a great many portages, the Inngest being about 4 miles. 

 They ha'i no guides or helper.^, nothing but a compass and a 

 chart. In every respect "they paddled their own canoes." The 

 trip took them just a month, and they rea -hed their destination 

 in spb'udid trim, «lbeit their last two meals c> nsisted solely of 

 "skilly" {oatmeal porridge wiih plenty of wate^). the rest of tbe 

 grub having given out. The route, except fnr the flrs- 50 miles, 

 was throngh wholly new terrltorj .— Sprmo^eZd Hepuhlican. 



KNICKERBOCKER C. C. FALL CAMP.-A three days meet 

 will be held this wet k at Kgg Bench, opposite Spuvten Duyvll, by 

 the Knickerbocker C. C, beginning on Friday. A number of 

 r8C«8 will take plat s on Saturday, A number of canoemen from 

 other clubs will be present. 



