Deo. 3, 1891, 



FOREST AND STREAM. 



401 



of fhe 8ame kind is found in the case of the A. C. A . flag, which 

 for two years lias been made quite different from the original 

 pattern. It has lately been suggested to correct the matter by 

 changing the rule relating to the flae, the only one of the original 

 rnles now in the book. In every auccessfal organization it ie 

 necessary that the rules should guide and govern the members; 

 as Boon as the members are superior to the rules a process of 

 changing and tinkering begins which will ultimately make the 

 constitution and by-laws entirely useless, as no one will obey 

 them. 



THE REGATTA PROGRAMME. 



Bdito)' Forest and Stream: 



The following programme for the A. C. A. regatta, 1893, is sub- 

 mitted tor comment and discussion. Members are invited to 

 write in your columns or otherwise, any suggestion which may 

 occur to them within the next two weeiis. The committee 

 desires to publish the programme deiiuitely at a very early date 

 in order to supply information in good time for members intend- 

 ing to build: 



SUGGESTED A. C. A. REGATTA PROGRAMME, 1892. 



Regular Events. 



No. 1. Paddling and sailing combined; }g mile, alternately, 3 

 miles. Time limit Ita hours. 

 No. 2. Paddling: mile straightaway. 



No. 3. Sailing: miles, same rig and ballast as in race No. 1. 

 Time limil S hours. 



(These three races to constitute the recoi-d races.) 



No. 4. Trophy paddling: 1 mile straightaway. Exempt from 

 one-man-one-canoe rule. 



No. .5. Paddling: Open canoes, not under ri.51bs. weight, single- 

 blade paddles, % mile straightaway. 



No. 6. Unlimited sailing race: No limit to ballast or rig, 6 miles. 

 Time limit ~% hours. Starters in the trophy race to be selected 

 from this race. See Rule 5. 



No. 7. Trophy sailing: No limit to rig or ballast, 9 miles. Time 

 limit 3>4 hours. SUirtera to be selected as by Rule ti. 



No. 8. Novice sailing race: No limit to rig or ballast, 3 miles. 

 Time limit IVg hours. Oneu only to men who have not sailed a 

 canoe prior to Sept. 1, 1891. 



No. 9. Sailing: The Pecowaic cup, IJ-i miles, no limit to rig or 

 ballast. Time hmit 2 hours. Winner of trophy barred. 



No. 10. Sailing club race: 4J.-^ miles. Time limitShours. First three 

 member!: of anyone club to count. No club can be represented 

 unless it enters at least three men; all men entered must nave be- 

 come members of the club they represent before the first day of 

 the A. C. A. meet. 



No. 11. Cruising race: Open only to general purpose or cruising 

 canoes, sailing and paddling combined, W mile, alternately, 3 

 miles. Time limit m hours. 



Other Events, 



No. 13, Paddling war canoe race: Details will be posted. 



No. 13. Paddling tandem, }^ mile straightaway. 



No. 14. Paddling club fours: hi mile straightaway. 



No. 1.5. Sailing upfjet and maneuvering: No special appliance to 

 sails, no limit to ballast: at sigual throw over astern and recover 

 paddle; second signal, canoe to be tipped over until top of fore- 

 mast touches the water; canoes to be righted and cross finish line 

 under sail. Time limit ^ hour. 



No. 16. Paddling upset: Usual conditions. No special appli- 

 ances. 



No. 17. Hurry-scurry, 



No. 18. Gfymnasties. R.W. Gibson, Ohairman. 



Robert Shaw Ouvisr. 



H. Lansing Quick. 

 ^ „ Ford Jones 



New York, Nov. 2». E. H. Barney. 



THE PUBLICATION OF AMENDMENTS. 



IN connection with one of the minor changes of the racing rules 

 made at the meeting of the executive committee, a very 

 important question came up, the final decision being by no means 

 satisfactory. The amendment proposed was to the effect that in 

 paddling races canoes should be started by their sterns and timed 

 at the finish by their bows. On discussion it was generally agreed 

 that the best method in all cases, sailimr and paddling, was to 

 start and finish bv the bows, and a new amendment was oifered 

 in that form. Mr. Palmer raised the objeotiou that the new 

 amendment was not in accordance with the printed proposal, and 

 that, as two weeks notice had not been given, it could not be 

 voted on. The chair sustained the objection, but, on an appeal 

 from its decision, the sense o£ the meetmg was against him, and 

 the amendment, in its new form, was put and carried. 



In this particular case there was no ctuestion of the merits of 

 the change, but it is easy to see how such a decision nullifled to a 

 great extent the excellent provision of the rule, the object of 

 which is to give notice in ample season to every member of all 

 proposed changes. The working of the rule is easily shown by an 

 extreme case. A member gives notice, through the prooer chan- 

 nels, of a proposed amnndment, for instance, t^o limit the length 

 of all sliding seats to 6ft. The amendment is printed, and in due 

 time comes before the executive committee for a vote, when 

 some one, perhaps the original proposer. perhap.s another, offers 

 a new amendment to the effect that all sliding seats be abolished 

 The objection made by Mr. Palmer, and sustained by Com. 

 vVinne. was against any substitution of a new and different 

 amendment, such as this, for the printed amendment; but the 

 vote of the committee directly sanctioned such a change. 



The principal argument advanced aga.inst Mr. Palmer's objec- 

 tion was the difficulty of publishing proposed amendments iu the 

 exact form in which they were to be finally adopted, and it was 

 pointed out that it has frequently been found necessary to change 

 the wording materially before putting an amendment to vote. 

 This 18 true enough, at far as it goes, but it does not cover the 

 case, and in the course of a general discussion the main point, as 

 it seems to us, was entirely lost sight of. Mr. Palmer's objection 

 was perfectly proper, and the decision of Com. Winne sustaining 

 it should not have been questioned. The only question should 

 have been whether the new amendment was or was not of the 

 general nature indicated by the published notice; and not whether 

 a totally different amendment might be substituted before the 

 meeting m place of the one published. The precedent created 

 by this decision is a most dangerous one, making it easily possible 

 for a man to spring upon the meeting an amendment to the racing 

 rules without giving the least notite of its true nature. It is all 

 very well to say that the majority of the committee would not 

 countenance such aproceedins',and would vote down the proposal; 

 but it is a very common occurrence in all clubs, especially when 

 the business is at all hurried, for men after a long discussion, with 

 various amendments to the original proposition voted on in order 

 to cast their vote without realissing just what they are voting for. 

 The most important work of the executive committee of 1890, in 

 Boston, was to build up such safeguards against sudden and un- 

 announced changes of the racing rules as experience had shown 

 to be very necessary; but the present decision of the committee, 

 with one or two other changes made at the recent meeting, has 

 done much to destroy this worJc, and to facilitate the constant 

 changing of the rules. 



CHANGE IN RACING CANOES.-Two notable points in the 

 development of American canoe racing are the introduction of 

 ballast and the doppening of the after body. The general form of 

 floor in 1886 and 1887 was decidedly flat, and the deck position of 

 the crew naturaliy suggested the abandonment of all ballast and 

 the introduction of the highest of centerplates. Speed finally 

 claimed finer lines and less bilge, i. e., rising floor; the sliding deck 

 seat enabled the crew still to keep the cranky craft sailing, more 

 or less, bottom down; and bucket wells removed the dangers of a 

 capizB in smooth water. Then satis gradually changed in shape, 

 and the mizen grew m size, tin it reached an area of importance 

 sunacient to entitle it to the name of mainsail. Now, l£ there is 

 anything about a canoe, and there is. that can absolutely take 

 charge ot both boat and man, it is a big mizen set on an ordinary 

 form of canoe. Hence the natural bend of thf designer to bring 

 aft the center of lateral resistance, by placing the "plate in the 

 center ot length. Having got the plate as far aft as workable, and 

 yet a bigger mizeu wsnteri. the next move was to deepen the after 

 body to the utmost allowed. But a big mizen on a floaty shell of a 

 huU, when running free in rough water, and when, of com'se, the 

 sliding seat coercion cannot be efftctively applied, often played 

 ducks with the skipper; small wonder, then, that ballast should be 

 re-introduced. Both in England and America we had arrived at 

 the peculiar stage of construction in which a racing canoe could 

 not be left aflnat wdthout her crew on board, even with her sails 

 lowered, without capsizing; and the stage also in which she could 

 carry far more sail "on a wind" than running before the wind. 

 No doubt a due allowance of more beam would again banish 

 baUaat, and would undoubtedly give more comfortable boats, and 

 possibly check, it not stop.tha headloog; rush from canoes to 



yavvla. It liehoves those who admire canoe sailing to look ahead 

 in this connection, and to sef^ wbelher extra beam may not be an 

 advisable antidote for long sliding seals or lead ballast: and, bv 

 allowing both, thus give fresh lease ot life to canoe sailing.— FieM 



WILLSBO ROUGH POINT.— The decision to hold the meet of 

 1892 at Willsborough Point will doubtless bring out a good attend- 

 ance from many who were absent this vear, but have heard favor- 

 able reports of the location. There is no reason now why the 

 great dlfflnulty of last year, the lack of transportation facilities, 

 should not be effectually remedied, making the camp a very ac- 

 cessible one. Those who wisn to obtain in advance a good idea of 

 the camp site will find a great aid in Nos, 6, 7, 8, 9, 10 and 16 of 

 Stoddard's photos. 



Small Fnc/i/s. By C. P. Eunhardt. Price $10. Steam Yaclits and 

 Laumhoy. By C. P. Kunhardt. Price $3. Yachts, Boats and 

 Canoes. Bu C. Stamfield-Micks. Price^S.SO. Steam MicMnery. Bi 

 Dnnaldgon, Price $1.60. 



CENTERBOARD CONSTRUCTION. - We learn from tlie 

 YacMt<ma:rt, that an ingenious Briton has devised and is now 

 patenting "an expedient wherewith to [obviate the structural 

 weakness of centerboardjvessels." The centerboard has one or 

 more slots cut in it, each slot being curved according to its 

 position. These slots permit of thi'ough bolts, connecting the 

 two sides of the wood or lead|keel, and tying |them together. As 

 the board must bo put in place before the bolts are driven, and is 

 then a permanent flstiu-e in the boat, another invention is called 

 for in order to scrub and paint it at times, together with a special 

 dock when repairs to the board are required. In theory nothing 

 cau weaken a vessel more than a great slot down the length of 

 the keel, and in yachts this is of tun coupled with a cabin trunk 

 with no entire beams through the middle half of the vessel; hut 

 in practice it has been found easily possible, in this country at 

 least, to give all needed strength to the hull and trunk. Many 

 examples of poor construction may be found, and mishaps to the 

 board itself, in the way of straining and wrenching, are not un- 

 common; but when trading schooners of 300 to .TOO tons, often of 

 comparatively poor construction, are found up and down the 

 coast and on the Great Lakes in winter, all with large center- 

 boards, there seems no pressing need for an invention of this 

 kind for yachts. The YacMmian also shows a design for a 2}-^- 

 rater with a gun metal board .^in. thick, the lower edge carrying 

 a cigar-shaped mass of lead. The board is slotted in a manner 

 somewhat similar to that described above, allowing the angle 

 floors to be carried across the keel and through the trunk. 



LOGIC VS. COMMON SENSE. 



LTHOUGH the centerboard question has been practically 

 . settled by the recent action of the council of the Yacht Rac- 

 ing Association, the agitation of the subject still continue", and 

 members of the Y. R. A. are urged to use such influence as they 

 possess in protesting against the recent action before it comes up 

 for confirmation at the next general meeting in February. The 

 argument advanced in favor of the prohibition of heavy center- 

 boards is certainly logical enough, but so far from convincing an 

 impartial observer, it merely goes to show how important facts 

 may be buried beneath mere argument. The Y. R. A. rule reads- 

 "No bags of shot shall be on board, and all ballast shall be prop- 

 erly stowed under the platform or in lockers, and shall not be 

 shifted or trimmed in any way during a race." Now it is ad- 

 mitted that a metal centerboard is ballast, as much so as a metal 

 keel. It is further evident that the center of gravity of this bal- 

 last is lowered considerably in using the full board, and that it 

 also shifts forward and aft for a small distance. It is claimed 

 also, to make this point more effective, that in lowering the board 

 when the yacht is heeled, this ballast is actually shifted to wind- 

 ward. With these two points proved or admitted, that the cen- 

 terboard is ballast and that it is moved to an appreciable extent 

 in use. the opponents of the centerboard point triumphantly to 

 the rule quoted, and claim that under it any moving of the cen- 

 terboard is positively forbidden. 



Thus far their claims have extended no further than the case 

 ot a metal board of considerable weight; but if the rule be con- 

 strued to disbar such a board, it may be strained a little further 

 so as to include all boards in large yachts. While the 

 boards in such yachts as Mayflower, Volunteer, Sea Fox 

 and Merlin, are not considered as ballast, being largely com- 

 posed of wood, at the same time there is so much metal 

 used in their construction, the steel bolts, the straps and shoe 

 and a lump of lead in the upper corner, that the total weight 

 is quite considerable. In the case of either of these yachts, every 

 time she lowers her board a weight of upward of half a ton of 

 metal is moved forward and downward, if not to windward as 

 well. The man who would on this account accuse the owner of 

 transgressing the rules against shifting or trimming ballast 

 would be laughed at; and yet the only logical conclusion is that 

 the rules are habitually violated In all large centerboard yachts. 



Looking at the question from a practical common sense stand- 

 point, it is a fact known to all that both in English and American 

 practice the rule prohibiting the shifting of shot, sandbags 

 anchors or chains was never intended to apply to centerboards 

 nor has it ever been so applied. The rules were framed to preVent 

 a peculiar use of ballast, the carrying of a large part, if not all of 

 it. far out on one side, iu a position where it might at any moment 

 become the cairse of a capsizt; while, at the same time, there were 

 attendant evils in the large crew required to shift the sand or 

 shot and the dangerous type of yacht developed by this sort of 

 racing. 



In the ease of the centerboard, even of great weight, th'^ condi- 

 tions ai-e totally different; so far as the shifting of weight to 

 mndward by lowering the hoard, or the alteration of fore and aft 

 trim, these points are mere convenient quibbles; practieallv the 

 sole movement of the board is a vertical one, the weight IbeinK 

 lowered some distance. One need not he a naval architect or a 

 yacht designer in order to understand tliat the whole effect of 

 lowering a weight beneath the keel is directly opposite to that of 

 placing a weight on or outside of the gunwale; in the former case 

 the liability to capsiza is decreased as rapidly as it is increased iu 

 the latter. 



So far as the direct action of the two methods of applying this 

 movable ballast is concerned, there is no danger or detriment at- 

 tached to the lowering of the heavy centerboard; and the case is 

 the same when the indirect action of the two is considered. Unlike 

 shot and sandbags, the heavy centerboard calls for no large and 

 costly racing crew, nor is there any stronger tendency toward a 

 dangerous type ot huU m the centerboard boat of to-day \^ith a 

 heavy keel and board than in the ordinary keel type 



We have seen catboats fitted with a track laid thwartship 

 on the floor and ceUing, on which ran a block of lead or iron 

 on four wheels, a clutch at each end holding the weight in 

 position, .lust betore tacking, the weather clutch was tripped 

 and the weight allowed to run to leeward, bping engaged 

 by the other clutch and held fast as the leeward side 

 rose and becanie the weather one. Wliile we certainly should 

 not commend this device, it has been used without m"ishap in 

 wide and shoal boats; the late Jlr. Herreshoff, father of the 

 designer of Gloriana, having fitted one up for his own sailing. 

 Ihe difference between a weight used in this way, the most ex- 

 treme form of such "shifting" as is included in the rule; and a 

 weight lowered beneath the keel is plainly apparent; and yet the 

 heavy centerboard has been pictured by its opponents as akin in 

 its dangerous qualities to such a moving weight. In both countries 

 the rule against shifting ballast was originally made without re- 

 gard tn the cpnterhoard; in England there were at the time no 

 centerbDard yachts of any account, and in America the center- 

 board, whatever its weight or material, has never been considered 

 as in any way allied to the sand bag. If it should appear that 

 under a strict and literal construction the centerboard must come 

 within the scope of Rule 15, as a part of "all ballast," then the 

 most sensible course would be to amend the rule in accordance 

 with Its commonly understood spirit; rather then to enforce the 

 letter in a way never contemplated. 



There may be a good deal to be learned in the matter, and it is 

 impossible now to say what the future may produce, but to us the 

 heavy board occupies much the same position aa the heavy keel 

 The whole tendency of yacht racing ia toward the production of 

 astoemea, often very uadeairahie ones. From the standpoint of 



safety and seaworthiness, which cannot be entirely neglected 

 even in racing craft, there is much that is dangerous and unde* 

 si rable in extreme light construction, in the 7-beamed cutter or 

 the ovei -canvassed 40-footer. A heavy gun-metal centerboard 

 may be made a very undesirable shipmate, but the same may b6 

 said of half a dozen other features of modern designing. A case 

 of grounding: that would be a mere incident forgotten next day la 

 a cutter constructed ten years back, might prove a very sad acci» 

 dent in a fashionable racing fin keel rater. While there are some 

 cases in which "grandmotherly legislation," and that in good 

 season, is moat necessary in the interests of safety, the heavy 

 centerboard is only on nn equal footing with other "modern de- 

 velopments of yachting— light and costly constrnotion. heavy fin 

 keels, wide channels and overgrown sail plans. If all of these 

 possible evils are to be dealt with, well and goo ', hut after leav- 

 ing the lead keel to run ils course, often monopolizing weight- 

 which is absolutely essential to the strength of hull, it seems un- 

 reasonable to deal 80 summarily as has been proposed with the 

 heavy board. 



THE CANOES OF THE TROPICS. 



THE modern American racing canoe, with its small displace- 

 ment, large sails and live ballast placed well to windward by 

 means of a long sliding seat, is commonly looked upon as the most 

 extreme development of the principle of outboard ballast as die- 

 tinguished from fixed weight. A study of the various types of 

 racing boats known to Americans and Europeans, the "sandbag- 

 ger" of New York, the "hiker" and "tuckup" of the Delaware, 

 and other less noted types of light displacement racing craft 

 which carry sail by virtue of la.rere crews and weight on the 

 weather rail, wUl show th-at in a 10x30 decked canoe, with 140 to 

 IMft. of sail and a man weighing 1501bs. or more perched out on a 

 •5ft. seat, the crew and his position are more important factors 

 than in any other class. If, however, we turn to the tropical 

 countries, we find that, just as the products of tne soil exceed in 

 variety and size those of more temperate climes, so do the various 

 sailing craft surpass the most extreme types of the Northern 

 nations. 



The two vessels here illustrated are properly canoes, closely 

 allied in model and general feature.s to the ordinary American 

 sailing canoe iu all respects but in size. The larger of the two ia 

 about three times as long, wide and deep as the 16x30 canoe, but 

 has a very similar midship section, the draft and freeboard are 

 much the same in proportion, the ratio of sail to length is but 

 little greater, both types are sailed with practically no fixed bal- 

 last; and while on the canoe the sail carrying-power is de- 

 rived from the weight of the cr-^w placed outboard on a long 

 lever, in the larger boat the correspomiing weight is suspended 

 far outside the boat by lines from the mast heads. 



The two drawings were sent us by Mr. .lames Meikle, a Scotch 

 canoeist and boating man, who for several years has been a resi- 

 dent of the island of Singapore, just otY the end of Malay Penin- 

 sula. Mr. Meikle is one of the small colony nf Scotch and Eng- 

 lish boating men in Singapore, and in the course of his travels 

 through the Peninsula he has become familiar with the native 

 boats. The drawings -(vere made a few months since from two of 

 the fastest craft, Tbe larger boat, in native parlance a ' sampan 

 panjang," is o-wned by His Highness, the Sultan of Johore.an all- 

 around sportsman, the patron of all sports, and owner of many 

 race horses and boats. The boat was measured on a recent visit 

 to Johore, the servants of the Sultan offering every aid and 

 showing great interest in the work, being anxious that a white 

 man might build a boat and come to race them. It happens that 

 this same boat, the "Khelat Barat," or Western Lightning, was 

 the subject of a very interesting article by another resident of 

 Singapore, Mr. Geo. Mildmay Dare, an English yachtsman, pub- 

 lished in the Field in 188.5, and which we herewith reprint, as it 

 would hardly be possible to find a better description of the boats 

 or a more spirited account of their racing; 



"While showing Unco Khalid (a well-known sporting Malay 

 gentleman of Singapore, a brother of the Maharajah; some re- 

 cently received photographs (of West & Son, Gosport) of the latest 

 racing cracus, such as Rvx, Genesta, Marjorie, etc., he said to me, 

 'If you would care to see some really good Malay boat sailing, 

 come with me on my boat in the New Year's Day Regatta, and I 

 wiU show you what we can do without lead keels or ballast.' This 

 was an experience I had long since wished for, and only too gladly 

 availed myself of, particularly as no European had ever ventured 

 on such a decidedly semi-amphibious expedition, f. e., a race with 

 Malays in a 'sampan panjang.' 



"Here let me first explain that these 'sampan panjang,' or 'long' 

 sampans, are kept by wealthy Malays solely for racing purposes, 

 being exquisitely modelled craft of great length, small beam, and 

 beautiful lines. 



"The one in which I raced was about the length of one of our 

 modern racing lO-tonners, i. c., 47ft.. with a beam of 6'",.,ft., but 

 differing from an English yacht in depth of hull, being 3U^tt. only, 

 and drawing in racing trim 2ft. There was, moreover, no deck of 

 any sort, being quite open fore and aft, the ballastine consisting 

 of a few mat bags of stones only, any stability, I might almost say, 

 being obtained by the crew balancing out to windward by ropes 

 from the mastheads— most ticklish and extraordinarily sailed 

 craft, it must be acknowledged. It was, therefore, with a certain 

 amount of misgiving that I stepped over the low gunwale, 18in. 

 only from the -water's edge, and cast my eye along the crowded, 

 narrow, open shell of a hnll, with its stout, heavy masts and 

 splendid bamboo yards (46ft. long) of the enormous latteeh cut 

 sails of light American drill. These bamboos were single sticks, 

 which the Unco told me had to be procured from the Celebes, the ' 

 Straits not being able to produce such long poles. 

 "Knowing well how thoroughly at home the Malays are both 



■ - my novel position 



betore the starting gun fired, the way iu which the large yards 

 and sails were run up convincing me that, at any rate, the crew 

 were no novices at this sort of work, and we were off tearing, 

 before a fine breeze, wing and wing, the saUa being boomed out 

 with long forked poles. 



"In company we had a similar, but slightly smaller and leas 

 heavily manned sampan, called the Harimau Beitina, or Tigress 

 in English, belonging to another brother of the Maharajah, Unco 

 Abdul Mad jid; both boats were, by the bye, decoratfd with large 

 bunches of ferns, and the bright scarlet and yellow flowers of the 

 hibiscus attacbed to their stem heads, furnished by some gentle, 

 if not fair, hands, I've no doubt. Our craft, I must' tell you, went 

 by the quaint appellation of Khelat Barat. or Western Lightning 

 our worst thunderstorms, called Sumatras, coming from the west- 

 ward, are as a rule very severe, and much dreaded by the Malays 

 m their fragile, open craft. 



"The run for the first flagboat (two miles) was a very rapid one, 

 the pace was simply clipping, even following steam laimches 

 wore 'nowhere;" but what struck me most was the absence of 

 any sound of the swift motion. There was a peculiar quiverm"-, 

 slittery, if I may use the expression, sensation of being irresist- 

 ably propelled by some silent motive power, a clean cut rip 

 through the water left a sharp curling wave many feet behind na, 

 before It closed over, and, subsiding, left a particularly clean 

 wake. 



"A glance overhead at the yards towering above us, contrasted 

 with the long, slender hull, made me, I must say, a little skepti- 

 cal as to how it would ever be possible to keep it above water, 

 ■when it came to luffing up. Two men were behind me, one at the 

 slight rudder (14in.), while the other stood by with a fine lift, 

 long, diamond-shaped paddle, which came into requisition to aid 

 the rudder, m the event of any sudden maneuver, also when tack- 

 ing. 



"I was next, perched on the slight gunwale, rigged in an old 



. , . — ^ — .„ v.ii ivuo u-idiLi sheet. 



I his was rove through blocks leading aft, the end being led along 

 and round a wooden bollard on the gunwale; in fact, alfthe sheets 

 were held in hand all the time, as 1 learned to my cost— having 

 had to hold on to the main one for over three hours, until I had 

 at times some awful doses of cramp in my hands. 



rounded up to the now tresh breeze, being well clear of all the 

 shipping, six men jumping on to the weather gunwale, holding on 

 to stotit knotted ropes, suspended for that purpose from the main- 

 mast head, while five others manned those from the foremast 

 head, many having loops or slings into which they swung them- 

 selves clean out over the weather side, and with each successive 

 freshening puff out went their bodies at right angles to the boat's 

 side--a most extraordinary sight, as we had at tunes all hands out 

 overboard, with their toes just grasping the gunwale, the waves 

 frequently making a clean sweep over their bodies, while we also 

 were all perched on the weather gunwale, holding on as best we 

 could, the only men on board being a couple hard at work bailing 

 most of the time, the lee gunwale being awash, the waves sweep- 

 ing over It pretty freely, the fore and main sheets being hune aa, 

 to to an alarming ext«nt. * 

 *^esewsaiMi8QcJh1Jiiasaa£e«fiii«^ojt)nfaet{ui9iiKaoB erf iq- 



