84 



FOREST AND STREAM. 



[Jan. 27, 1894. 



SCARECROW Midship Section. 



TABLE OF OFFSETS — 15FT. 4}£EN. BOAT. 



Stations spaced 1ft. B%m. Waterlines spaced 2%in. Buttock lines 

 spaced % of extreme beam. Diagonals as in body plan. 



Half-Breadths. 



8 





0 

 A 





Waterlines. 



Diagonals. 



Stat 



"3 



Deck. 



No. 6 



No -.5 



No. 4 



LWL 

 No. 3. 



No. 2. 



No. it 



No. 1. 



No. 2. 



II 



■2 5 



2 



5 





0i 

















01 



01 



I 



1 2» 



3 







46 





03 



6« 















5' 



3 



0 





2 



I s 





11 







5 



2' 









1 



0' 



9i 



1 



4 a 



2 





1 



41 



1 



0« 





ll'i 



91 



6« 





2i 





1 



66 



1 2i 



2 



2* 



1 10^ 



1 



8= 



1 



6 



i 



4 6 



1 2' 



1 03 





81 





1 



11 = 



1 54 



3 



13 



1 



9* 



1 



W 



1 102 



1 



91 



1 7 8 



1 52 



1 



I s 





61 



2 



33 



1 V 



4 



0< 



t 



8= 



2 



2 



2 





2 



0* 



1 Hi 



1 9i 



1 



56 





113 



2 



6 



1 94 



5 



0» 



i 



73 



2 



3=> 



2 



8 



2 



2' 



2 13 



1 11« 



1 



9 



1 



3* 





8 



1 10 6 



6 





1 



66 



2 





2 



3' 



2 



3i 



2 2 5 



2 12 



1 



10' 



1 



6i 



2 



8* 



1 Hi 



7 





1 



63 





42 





41 



2 



3* 



2 3 



2 I* 



1 



114 



1 



6° 



2 



96 



1 lis 



ft' 



0i 



1 



6= 



2 



4 



2 



3' 



2 



3i> 



2 25 



2 I 2 



1 



11 



1 



53 



2 



92 



1 10' 



9 



0« 



1 



61 



2 



3 



2 



2' 



2 



p 



i 1* 



1 11' 



1 



8 a 



1 



I s 



2 



8 



1 10 



10 



2= 



1 



61 



3 



1* 



2 



11 



2 



0* 



1 IP 



1 8 8 



1 



4 





8 2 



2 



5 8 



1 82 



11 



45 



1 



6* 



1 



111 

 81 



1 10« 



1 



95 



63 



1 78 



1 3* 





56 







2 



31 



1 56 



12 

 13 

 14 



15* 



75 



1 



6 B 



1 



1 

 1 



72 



1 



1 13 









1 116 



1 24 



ll 6 

 1 3« 



L 



73 

 8 s 



1 



43 



22 



9* 









1 



76 



103 



1 





11' 















1 



3 



5 s 



11 7 l 



1 



101 





7<s 

















11 





TABLE OE OFFSETS— 18FT. BOAT. 



Stations spaced 1ft. 6in. Waterlines spaced 3in. Buttock lines 

 spaced y 8 of extreme beam. Diagonals as in body plan. 



Heights. 



Half-Breadths. 



Waterlines. 



LWL 



No. 3. 



trunk coming up to a high floor, bas certain structural advantages 

 apart from the lifting of 'the fin, and where space low down is not a 

 requisite, it may well be followed in place of the usual plan, of secur- 

 ing tbe fin by angle bars entirely ou'side the hull. There is an element 

 of weakness in the trunk and slot and the cutting of thp keel ; but on 

 the other hand, while the same construction is carried out safely every 

 day in center-board boats, and presents no special difficulties, it offers 

 less strain and leverage on the floors and keel than if the fin be bolted 

 directly to the latter. In the present case the fin plate extends up to 

 the top of the trunk, the trunk being well braced by two half bulk- 

 heads on each side, as will be explained later, and the leverage on the 

 keel is materially lessened, as nearly a foot depth of tbeplate is housed 

 in the trunk as compared with some 3in. or less embraced by the 

 angle plates. If the trunk is properly constructed, this method may 

 safely be depended on, and may be used even where it is not desired to 

 lift the fin. In this case, the strength may be materially increased by 

 two or more bolts, similar to that of a common centerboard, through 

 the sides of the trunk and the fin, one at each end and one in the 

 middle, and as low down as practicable. With such a construction, 

 the fin may be shored up in the water and the hull lowered down over 

 it, or floated over it at high tide, the bolts being then inserted and set 

 up ; and the fin may at any time be dropped in shoal water in the 

 same way. 



The sail plan of Scarecrow is a marked departure from the boom 

 and gaff mainsail found on all American sail boats, and is the result of 

 an extended course of evolution carried out on canoe sails by Mr. 

 Stevens since 1884, beginning with the old square-headed balance lug, 

 peaking the yard higher in each new sail, and finally, on the advice of 

 Mr. Wilson, of Wilson & Griffin, the yacht sailmakers. abandoning the 

 battens just as they were coming into use in yachting after a long 

 trial by canoeists. The mainsail was illustrated in the Forest and 

 Stream of April 19, 1888, the details being the same in this new and 

 larger sail, except for the battens. 



Like the sails then described, those for Scarecrow were made by Mr. 

 F. M. Wilson, of Port Jefferson, Long Island, and being well made 

 originally and very carefully tended in use, they have been a suc- 

 cess in every way. The rig here shown, a mainsail and jib, was tried 

 by Mr. Stevens on a canoe several years since, but was abandoned 

 because the room in a canoe is so limited that the crew and the main 

 boom were constantly in each other's way. No such difficulty exists 

 in the new and larger boat, and the canoe rig, of main and mizen, has 

 been discarded for the sailing boat rig of mainsail and jib. The sails 

 are made of a special grade of light cotton, selected after many trials. 

 The spars are hollow, made by Mr. C. K Young, of Bridgeport, Conn., 

 who also made a very neat outfit of blocks for the boat, the boxwood 

 canoe blocks being too light and the best of the regular yacht blocks 

 too clumsy and heavy. 



The chainplates for the main shrouds and runners are of Tobin 

 bronze, % in. thick, the traveler is of % in. round Tobin bronze. The 

 standing rigging is of phosphor bronze wire rope, 3-16 in. in diameter 

 for main shrouds and forestay and J^in. for runners. A special 

 light turnbuckle was made for the shrouds, one on each side. The 

 main boom is fi 1 ted with a light broDze jaw, neatly leathered, with a 

 tack line to hold the boom down. The heel of the yard is fitted with a 

 similar jaw. On the yard are two cheek-blocks, and on the masthead 

 are two similar blocks. On deck at pach side of the mast are three 

 blocks, rope stropped and lashed to brass screweyes; one on each side 

 of main halyards, one on each side for quarterlies, one to starboard 

 for jib halyards and one to port for a special heel rope for the yard. 



The main halyard is one long line of English linen cord, the bight 

 passing around the mast from forward aft, the two ends being rove 

 each through its cheek-block on the yard, and then over the sheave of 

 its mast block and down to its leading block on deck. In the bight is 

 a knot which keeps the middle of the halyard always near the yard. 

 The two ends are taken in hand together and the yard hauled up 

 nearly to place, then one end is belayed and the yard set up hard by 

 the other. When the sail is reefed, the heel rope comes in to hold the 

 yard firmly in to the mast in its lowered position. 



The jib halyard block is spliced into an eye in the end of the halyard 

 and a loop is then made around the hounds of the mast, with a light 

 lashing to hold it in place. The loose end of the halyard is then rove 

 through the block on the head of the jib, and then through t he block 

 in the halyard and down to the leading block on deck, The jib sheets 

 are led well aft, their position having been shifted several times from 

 forward aft, and with a gain each time. With the area shown, no 

 bowsprit is required, the tack of the jib merely leading to the stem- 

 head, but any increase of area would probably call for a short bow- 

 sprit. 



This rig, which is very similar to the lug sail used on all small racing 

 boats in England, differing mainly in the mode of setting, the lug 

 being hoisted with a single halyard and a hook and traveler on the 

 mast. The double halyard, jamming the mast and yard tight 

 together m its bight, helps to support both spars better than when the 

 yard hangs loose from the traveler. The rig has the advantage of 

 light weight of spars and also of a low center of effort, and with the 

 spars properly proportioned to their work the sail sits very well. Mr. 

 Young's spars are'noted for their strength and lightness,' and in this 

 case he has taken special pains to secure both qualities. W. P. S. 

 [concluded nest week]. 



* Transom. 



All measurements to outside of plank. Small figures are eighths 

 of an inch. 



convenience and also to allow of a little variation in the position of the 

 fin; but on trial it proved that the weight, with the fin as far forward 

 as possible, was a little aft; the boat, with a crew of three in their 

 proper places, going slightly by the stern. As an experiment, a weight 

 of lOOlbs. of lead was stowed close by the heel of the mast, and this 

 brought her to the proper fore and aft trim, while the position of the 

 fin, as regards the lateral resistance, proved just about correct. Al- 

 though there was no need of this extra lead, so far as carrying sail 

 went, the general result was so satisfactory that it was left m her 

 through the season, no alterations being made in the weight of the 

 bulb. In the full-size sections of tbe bulb, which we shall give next 

 week, the form has been slightly altered to throw the center of weight 

 further forward, while this weight has been increased to 440lbs (giving 

 2751bs. for the smaller size). Tbe estimated weight of a J4io. plate of 

 Tobin bronze for the larger size is 2421bs., and of 3-16 plate for the 

 smaller size, 130.51bs. 



The intention was to rig the fin so as to be easily lifted, using a pair 

 of sheer legs stepped on or beside the trunk, and a small differential 

 block. The block was secured and carried as ballast, but no attempt 

 was made to hoist the fin during the whole season, a»d save for con- 

 venience of shipping and unshipping, it was practically a fixture. By 

 means of such a block and sheer legs, a fin of 600 or 700 might be 

 readily lifted for beaching or on any special occasion, but with any- 

 thing heavier the whole appurtenance should be solidly built into 

 the hull. 



It is announced that Valkyrie has been placed in dock at Brooklyn,, 

 New York, and she will undergo some preparation for the early 

 American regattas. We understand that the object is not so much 

 to test Valkyrie's capabilities against the American yachts as it is to 

 familiarize her crew with the general surroundings of American yacht 

 1 acing, including also its social amenities, which are vastly different 

 from anything of the kind in this country. The first effect of tbe 

 polite attentions of American citizens on a simple-minded crew unused 

 to ' attentions" of any kind is said to be quite overpowering. If this 

 is tbe case, it is very necessary that they should become inured and 

 hardened in this pleasant side of American yachting. With regard to 

 the America Cup, matters rest pretty much the same as they did at 

 the conclusion of the last races. No challenge will be given this year, 

 but if all goes well, two English noblemen will assoi iate in issuing 

 challenge for races in August or September, 1895. — Field. 



Rornola, steam yacht, n6e Catarina. ex San Peur, will leave New 

 York for England, in charge of Capt. Hammond, late of the Lady 

 Nell. 



%Htwetng. 



Secretaries of canoe clubs are requested to send to Forest and 

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

 clubs, and also notices in advance of meetings and races, and report of 

 the same. Canoeists and all interested in canoeing are requested to 

 forward to Korkst and Stream their addresses, wnth logs of cruises, 

 maps, and information concerning their local waters, drawings or 

 descriptions of boats and fittings, and all items relating to the sport. 



0 be done than is accomplished at present, it should be for and not by 

 he executive 



Before entering on a discussion of the faults which prevent the 

 grqwth of the A. C. A., it would be well to be agreed as to what those 

 faults are. Mr. Holden seems to lay the blame principally upon the 

 ladies' camp and the racing contingent; but I think if he reconsiders 

 the subject it may occur to him that the lack of interest in racing is 

 due to the laziness of the general-purpose-built-by-himself canoeman, 

 rather than to the activity of the individuals who spend money and 

 time in perfecting and using the racers. 



This is demonstrated by the fact that at the Brophy's Point meet a 

 race for cruisers and open canoes, for which the ban dsomeat prize of 

 any was offered and in which the conditions were made for the espe- 

 cial purpose of keeping out the racing men, was only entered for by 

 seven or eight canoes, or at least that number was all that started. 

 The conditions of the race were published in the Forest and Stream 

 and in the Year Book, so that no member can plead ignorance of 

 them. 



The paddling race for single paddles, also for a special prize, was 

 even more poorly contested; and it was found that the most interest 

 centered in the races where known racing men, such as Messrs. Butler, 

 Archbald and others of the ilk, contested with the most perfect appli- 

 ances that could be procured 



If the larger class of canoeists represented by Mr. Holden want to 

 remedy this state of affairs all they have to do is to attend the meet, 

 and if in their opinion the present racing regulations do not suit them 



1 am sure any reasonable suggestions will be considered by the 

 regatta committee. 



Now just a word as to the other cause assigned by Mr. Holden and 

 other correspondents for the decline of interest, to wit— the ladies' 

 camp. 



There is. no doubt, a certain contingent of A. C. A. men who object 

 to Squaw Point, but in my own experience of Association meets, which 

 bas been intensive rather than extensive, I have been unable to see 

 why this feeling exists, and I am sure if the general opinion of the 

 members could be ascertained the majority would be found in favor 

 of continuing what has been, in their opinion, one of the pleasantest 

 features of the meet. Last year— 1893— the dance and camp-fire may 

 have been overdone, though that should be attributed rather to the 

 excess of hospitality of the home club than to the existence of Squaw 

 Point. No doubt the 1893 meet bad its faults, but for Mr. Holden's 

 information I may say that the hotel, a frame structure containing 

 eight bedrooms and nothing else, was remote from the site of most 

 of the camp-fires and that the dancing platform was roofed in by the 

 canopy of heaven. The gpneral mess, without which tbe general camp 

 would suffer more than Squaw Point, was, to say the least, not a 

 scrupulous affair, and was regarded by a great many members as an 

 educator in the right direction, inasmuch as it promoted a tendency 

 to private messes as being more satisfactory and less expensive. 



The suggestion as to an A. C. A. publication has b en dealt with by 

 you, and I think an analysis of the financial report of the last two 

 years will show the absurdity of such a proposition, while the maps 

 and charts may be set down in the same category as racing; it 

 remains with the members themselves to remedy the evil. 



But we may all agree with Mr. Holden that the advance of the A. C. 

 A. is not what it should be, and he is quite right in starting a discus- 

 sion relative to the cause of its retarded growth. The suggestion I 

 would offer is that this matter can be dealt with by the canoe clubs 

 better than by individual members, and as an instance of what can be 

 done I would like to tell you about our own chiR, the Cataraqui. 



Formed of old and enthusiastic A. C. A. men, of whom the city con- 

 tained only three or four, it was made a leading principle that the 

 A. C. A. must be considered of as much importance as the club itself, 

 aud to that end it was arranged that unless a member signified his 

 wish to the contrary, his first annual subscription or initia ion fee of 

 §2 is paid by the club purser to the A. C. A. as his initiation fee to the 

 A. C. A., the club getting no money from a member during his first 

 year. The second year his fee is still $2, but St is sent to the A. C. A. 

 and the balance retained for the club funds. In consequence of this 

 practice the Cataraquis are not very rich, but they have a goodly 

 A. O. A. representation. 



This example might be followed, with modifications, by almost every 

 club, and when the fees are larger it will be all the easier. In this 

 way the clubs, as such, will have a direct interest in the Association, 

 and we may expect to see a livelier interest taken in such races as 

 the club sailing and club four paddling. More than that, if there was a 

 real rivalry between clubs, the racing board might see their way clear 

 to putting on other races, such as the war canoe, tug of war, etc., 



hich will test the strength of the canoeist real and proper, and in 



hich the "camp dude" will not have a place. 



It seems to me that what we want is an increased membership, and 

 from it will result any changes that are necessary for the good of the 

 Association. Let us have some more suggestions as to how to secure 

 that enlargement. R. Easton Burns. 



Western Canoe Association. 



ANNUAL MEETING OF THE EXECUTIVE COMMITTEE. 



The midwinter meeting of tbe executive committee of the Western 

 Canoe Association was held on Jan. 13 at the Hotel Pfister, Milwaukee, 

 at 2 30 P. M. Com. Woodruff, Vice-Corn. Huntington and Sec-Treas. 

 Gardner were present, and Mr. P. A. Mettling was represented by Mr. 

 N. H.'Cook. An invitation had been extended to all the members of the 

 W. C."A. by the Mahn-a-Wauk Canoe Cl"b of Milwaukee to attend a 

 banquet at the Hotel Pfister on Saturday evening, given in honor of 

 the meeting and the visiting canoeists. 



Previous to calling the meeting of the executive committee to order 

 an informal meeting of all the members of the W. C. A, who were 

 present to attend the banquet, about thirty-five, was held to discuss 

 the best location for the 1894 camp. Of course Ballast was suggested, 

 as all the members who have ever been at Ballast, are in love with the 

 place and are anxious to see the meet there every year. But the pre- 

 ponderance of favor was for some point in Wisconsin, preferrably on 

 one of the lakes near Madison, and it was recommended to the com- 

 mittee that thev select Picnic Point, on Lake Mendota. A general dis- 

 cussion of the matter of allowing the standing rig for class B canoes 



as also agitated and the committee was requested to take some 

 action. 



All but the members of the executive committee then withdrew and 

 Com. Woodruff called tbe committee to order. The minutes of the 

 last meeting were read and approved and the treasurer's report was 

 read and accepted. After further discession as to the merits of other 

 places it was moved by Mr. Gardner and seconded by Mr. Huntington 

 that the 1894 meet be held at Picnic Point, Lake Mendota. The motion 

 was carried. After consulting the almanac, to insure a full moon at 

 the time of the meet, it was decided to hold the meet from July 7 to 21 

 inclusive. 



A motion was made by Mr. Cook to change Rule 1 to read, "Class 3, 

 paddling length not over 16ft., beam not under 26in., depth as above 

 not under 9in." The motion was seconded by Mr. Huntington and 

 carried. 



The following races were recommeded by the regatta committee 

 and accepted: 



1. Paddling, class 3; one-half mile. 



2. Paddling, class 4 ; one-half mile, record event. 



3. Hurry-scurry; run 25yds., swim 25yds.. paddle 25yds., turn canoe 

 completely over and paddle 25yds. to a finish. 



4. Sailing and paddling, classes A and B; one and one-half miles, sail 

 first half mile, paddle second and sail third; record event. 



5. Sailing for Gardner cup, free for all classes; best two heats in 

 three, each heat to be two turns of the course, or three miles; record 

 event. 



6. Sailing for the W. C. A. trophy, classes A and B; best two heats 

 in three, each heat to be two turns of the course, or three miles; 

 record event. 



7. Sailing for Wentworth cup, class C; best two heats in three, each 

 heat to be two turns of tbe course, or three miles. 



8. Sailing, cruising canoes only ; 3 miles. 



9. Sailing (passenger race), free for all classes; 3 miles. 



10. Consolation race. 



The discussion of the standing rig was then taken up and fully con- 

 sidered, but a motion to allow it was lost by three to one, as follows: 

 Ayes, Huntington; nays Woodruff, Cook and Gardner, A motion to 

 adjourn was carried. 



The banquet in the evening was a most magnificent affair and was 

 thoroughly enjoyed by all who were present. 



A. C. A. Membership. 



Atlantic Division: H. W. Fleischmann, Philadelphia, Pa. 



Reforming the A. C. A. 



Editor Forest and Stream: 



In the Forest and Stream of Jan. 13 Mr. J. T. Holden asks for a dis- 

 cussion of the question as to "what the A. C, A. is doing or is going to 

 do for its members," and then proceeds to set forth certain statements 

 which are partly true and to make certain suggestions which are for 

 the most part not feasible. 



To my mind, the question should be put in another way— What are 

 its members going to do for the A. C. A.? In an association which is 

 supported by an annual subscription of $1, and in which the office- 



holders do a large amount of work and take a good deal of abuse foi 

 At the same time the method of construction shown, with a tight nothing but love of the sport, it seems to me that if anything more is 



CANOE NEWS NOTES. 



The annual meeting of the Hartford C. C. was held on Jan. 16. The 

 old officers were re-elected, with the exception of F. B Lewis, Secre- 

 tary, and G. D. Wright, of the executive committee. The officers for 

 the ensuing year, who also compose the executive committee, are: 

 Pres., Dr. Geo. L Parmele; Com., John D. Parker; Sec, Lincoln S. 

 Hickmott; Treas., William B. Davidson; Member-at-Large, J. W. 

 Danforth. A new office was created to accommodate the growing 

 needs of the club, Reginald Birney being elected Vice-Corn. The 

 various reports were read and accepted. The committee in charge of 

 tbe annual dinner announced that it would take place on Feb. 24. A 

 war canoe has been ordered of Robertson, of Auburndale, Mass. It 

 will be 25ft. long and will accommodate from 10 to 15 men, and is 

 expected to prove a source of much enjoyment. 



