106 



FOREST AND STREAM. 



[Feb. 8, 1894. 



or Tobin bronze, forged to the shape shown, the lower end bent'and 

 flattened out until it is only ] , 6 in. thick At tbe extremity, tapering up 

 into the full round of the bar where it enters the pipe. The sides of 

 the rudder are of ' , 6 in. sheet metal, two pieces, the curved stock pass- 

 ing down between them. The pieces are fastened together by small 

 rivets, spaced tin. apart, around the entire circumference; and they 

 are also riveted to the stock itself by three or four s 16 iri. rivets. The 

 space in the center along the stock is filled with tar and rosin or. some 

 similar composition, to keep out the water. This makes a strong 

 rudder, and the construction is less difficult, than by other methods. 



The til'er shown is of metal, but a wooden one is lighter and better. 

 The head of the rudder stock is threaded for a metal cap lj^in. in 

 diameter and high, which is screwed on and carries the weight 



of the rudder. Through the cap and stock a J^iu. hnlp is drilled, running 

 thwnrtship. Two side plates of sheet bra=s, tWa wide, Jgin. thick 

 and 6in. long, are got out, a hole for the pin being drilled u^ar one end 

 of each, with three holes for s 16 in. rivets. The two plates are bolted 

 to the cap. and the wooden tiller is placed between them and secured 

 by tbe rivets, swinging freely in a vertical direction on the bolt. 



The fin will be "cut from a sheet of metal, either steel or Tobin 

 bronze, the latter being the better, as it will not corrode, while steel 

 should be galvanized unl°ss the boat can be hauled out. frequently for 

 painting. The fin may be bolted through the trunk, as already de- 

 scribed, or it may be fitted, as in Scarecrow, with a flanged plate sim- 

 ilar to a double angle iron, which closes the top of the slot and pre- 

 vents the wash of water. Some provision should be made for drain- 

 ing all water into the trunk, the flanged plate may be sunk a little 

 below the level of the floor, forming a gutter which wi'I catch all 

 water that runs along the floor when the boat is heeled from one side 

 to the other, this water draining down at the ends of the slot. 



After the deck is laid, the outside of the hull should be carefully 

 planed off, the planking making a fair surface with the keel and stem, 

 and all the lines running fair out to a thickness of about %in. at the 

 cutwater, which will be protected by a strip of half round brass or 

 ironbvwavof stemband. The keel in particular should be planned 

 fair with the planking, all corners being removed. The outside of the 

 hull may be varnished or painted. 



Tbe lead bulb must be cast in two halves and bolted on each side of 

 the fln, J4in. holts heing used. The shape of the half bulb is shown in 

 the sheer plan, sections being given at one-sixth the entire length 

 apart; and tbe full size of each of these sections, for each size of boat, 

 being given separately. Tbe lead may be cast in the sand or in wood. 

 In the former case a wooden pattern will be made, exactly like the half 

 bulb, from the full size moulds, made directly from our drawing. 

 Lead in casting will shrink about 5-16in. to each foot; so, to get the 

 full weight, the pattern must be made about lMjn. longer than tbe 

 finished size, each mould being spaced a little further apart than 

 shown in the drawing to divide up the extra length. No special allow- 

 ance for shrinkage need be made in breadth and depth, other than to 

 cut the moulds a little larger rather than smaller than tbe drawings. 

 From this pattern a mould is rammed up in sand and a casting made. 



If tbe mould is to be made in wood, a thick block will be required of 

 some coarse pine, the outline of the bulb in length and height will be 

 laid out on one face, allowing for tbe shrinkage, and the block will be 

 hollowed out with gouges, using solid sections of thin board cut from 

 the drawings to get the exact shape at each station, When this hol- 

 low mould is smoothed off it may be whitewashed, to prevent charr- 

 ing; a piece of plank is nailed over the hollow, and the hot lead is 

 poured through one or two lin. auger holes in the pla.nk. With the 

 shape of bulb shown, a mould will be required for each half, as the 

 two pieces will not reverse. Some labor may be saved by making both 

 ends of the bulb alike, so that one mould or pattern will answer for 

 both sides; but the weight will not be so well placed. 



The best fastenings for s boat of this kind, if a fine finish is desired 

 and the wood is to be kept bright, are copper nails through the planks 

 and timbers, larger copper nails through the heels of timbers, bulk- 

 heads, clamps, etc., and copper rod in the few Places, like the trunk, 

 in which the largest nails would be too short. Wherever copper nails 

 or bolts are used they should be headed up over copper washers or 

 burrs; and where such through fastenings cannot be used, as in secur- 

 ing the ends of the plank to the stem, brass screws must take their 

 place. The additional expense of brass screws in fine light work is not 

 enough now to justify the use of iron, as the latter, even if galvanized, 

 will show rust in time and discolor the wood, 



It is quite common, however, to use galvanized iron bolts, screws 

 aud nails for all except the plank fastenings, which are of copper, 

 riveted. If the boat is to be painted a very good job may be done 

 hy using galvanized iron for all fastenings, even for the plank. The 

 light iron boat-nails will hold forever when driven into oak, and re- 

 quire no washer nor riveting, the points merely coming through the 

 timbers about }^in. and being turned down. 



Where the term rivet is used above it must be understood as refer- 

 ring not to what is known to hardware dealers as a rivet, but to a 

 fastening, either a nail or a piece of wire or rod. which is used with a 

 washer, over which the end is turned with a light riveting hammer 

 The inquiry has frequently come to us for special rivets for boat 

 work, but such rivets are not used by boat builders, the cut copper 

 nail with a rather rough surface being much better than a round 

 rivet, such as is used for joining sheet iron or leather. In certaiD 

 double skin work, as on lifeboats and launches, where thousands of 

 fastenings are required, a special rivet, like a belt rivet, is used; but 

 in all ordinary boat work a plain nail or round rod is better. 



W. P. S. 



"Knockabout" Boats. 



[From the Boston Globe.] 



Present indications are that it is the 81ft. "knockabout" and not 

 the 21ft. racer, which will furnish the greatest amount of sport next 

 season among the small bo-tts. A few weeks ago there was a fair 

 prospect that the 31ft, racing class might be revived by the offer of 

 the $500 interclub challenge, cup by the Hull. Massachusetts and 

 Corinthian Clubs, but the withdrawal of the Hull Club from the 

 matter seems to have removed the last hope in that direction, and the 

 outlook now is for lit tie more interesting racing in the once interesting 

 class than there was last season. Two or three ni-w boats are in sight, 

 but they are not likely to claim such attention as did the boats of 1892. 



In the knockabout class the outlook is. however, much more prom- 

 ising. The success of the type both for pleasure sailing and for 

 racing under handicaps was so pronounced last season that yachts- 

 men's eyes have been opened to the sport that can be had at less than 

 half the cost of a racing 2i -footer. The result is likely to be a 

 ■'boom 11 for the class and type which will result in some lively racing 



That such interest in the class is being taken by yachtsmen is amply 

 shown by the action of the Corinthian Club in adopting a definition of 

 a "knockabout," and in placing limitations on new boats in the class 

 to prevent, if possible, that "out-building" which is the bane of a 

 strictly racing class, and which, if allowed, would soon make a racing 

 class of one which was intended only as a cruising one, with such fun 

 as might be had from incidental racing under practically even 

 conditions. 



The Hull Y. C. also testifies to the growing popularity of the class 

 by the action taken at the annual meeting. It was decided to build 

 for the use of club members a couple of knockabouts in the hope that 

 they would be the nucleus of a class at Hull, which would give some 

 lively sport the coming summer. The hope seems likely to be realized, 

 for several members were so pleased with the idea that they agreed to 

 ouild boats of their own to match the club boats if built. Haifa 

 dozen or more boats are practically assured, and the only question 

 now seems to be as to design and cost. The matter is in the hands of 

 a committee from which a report may soon be expected, as they are 

 having designs prepared upon which estimates of cost can be given. 

 This committee, will report to the executive committee, which has full 

 power to build if it is deemed advisable 



The Hull plan contemplates the building of the boats from one set 

 of designs and as nearly alike in every way as it is possible to make 

 them. In this way not only will the cost be greatly reduced but the 

 question of the best boat will be largely eliminated and 'hat of best 

 skipper substituted. More sport is expected from the races which 

 will follow thau as if different designs wore represented. The boats 

 will, of course, sail without time allowance, and with a Hying start the 

 first home will be the winner and all calculations as to measurement 

 and allowance will be done away with. 



This is coming very near the "one class, one design" idea, which has 

 been much discussed af road to maintain interest in the racing in the 

 smaller classes and prevent "out-building," and looks promising from 

 every point of view. Besides leading to a premium on skilful hand- 

 ling, it is certainly likely to be the most interesting racing which 

 could be devised for the many spectators who watch the boats from 

 the boat house on race days. The club is to be congratulated on the 

 idea, and it is to be wished success in carrying it out. 



It is the intention of the committee to follow Corinthian rules in the 

 design, build and rig of the boats, for it has in mind the possibilities of 

 some interclub racing. The designs will not of necessiiy be the same 

 as those of any existing boats, but the rules do not allow of any wide 

 departure in model, and the Hull boats will undoubtedly be the same 

 safe, weatberly, easily l andled and by no means slow craft which 

 their Marlileh'ead predecessors have proved themselves to be. At 

 the club races at Hull, however, the new boats will race as one class, 

 and any club boat built for the class must be of the same design and 

 construction as those decided upon by the committee. 



But while the Hull yachtsmen are thus taking up the knockabout 

 the Corinthians arem't idle, and although names cannot how be given 

 it Is almost certain that auditions to the fleet will ue made by gentle- 

 men who have much the same interest in the class as those about to 

 come into it at Hull. The announcement of the Corinthian Club's 

 action on 'invitations for the clubs will show them what must be built 



or rather what cannot, be built, and it does not take much time to get 

 up a design for a knockabout or to build one when the design is ready. 



The Corinthian rules were formulated after careful study of the 

 questions involved by yachtsmen who had owned or sailed the boats 

 in question. Their aim is to keep the boats what they were intended 

 to be- knockabouts. The club's definition of a knockabout is as 

 follows: 



"A knockabout boat is a seaworthy keel (not to include a fin-keel"), 

 decked or half-decked boat of fair accommodations and rigged sirnplv, 

 without, bowsprit and with only mainsail and only one headsail, and 

 capable of being comfortably managed by one man in any ordinary 

 summer weather." 



The definition is a very complete one, but without limitations it 

 would hardly accomplish the purpose desired. Limitations have 

 therefore been placed upon the class as follows: 



'Load waterline not to exceed 21 ft.; beam not to exceed 8ft.; crew 

 three persons; depth admidships from gunwhileto rabbet line shall 

 not be less than 3ft. 3in.; freeboard shall not he less than 16in. ; mast 

 at deck not less than 5ft. from forward end of waterline. The limits 

 on beam, depth, freeboard and place of mast not to exclude any exist- 

 ing boats which otherwise would come within the requirements. The 

 sail area shall be limited 500sq. ft., measured by this formula; 

 multiply 85 per cent, of the base by one-half the sum of the gaff and 

 the distance from top of sheave of upper throat haliard block to stem 

 head." 



The effort of these limitations will be to prevent the adding of 

 ballast and sail, the most common means of "out-building'' to prevent 

 the designing of a shallow-hulled b->at after the manner of a fin-keel, 

 and to insure, seaworthiness by a liberal free board and small sail 

 plan. About the only thing left to a man who desires to "out-build" 

 will be in the way of lightness, but, as this cannot be carried to as 

 great a length as in a racer, it would seem as though the rules were 

 about what is required. 



So good luck to the "knockabout." The type is one in every way 

 worthy of encouragement. Its most enthusiastic friends predict for 

 it that it will displace the long popular catboat for pleasure sailing, 

 which would be a result by no means to be regretted, for fewer 

 capsizes and accidents would be likely to be reported. 



W. E. Robinson. 



Caldwell H. Colt. 



The funeral of Com. Caldwell Colt, Larchmont Y. C, whose 

 death at Puuta Gorda, Fla., on Jan. 21, was announced last week, 

 took place on Jan. 26 at Hartford, Conn., bis birthplace and the home 

 of the family. The body was accompanied from the South bv Lieut. 

 Henn and Mr. A. F. Comacho, who were on the ketch Oriole with 

 Com. Colt on bis winter cruise. Th* coffin was borne by eight 

 employees of the Colt Manufacturing Company, the honorary pall 

 bearers being Com. E. D. Morgan and Secretary J. S. V. Oddie, 

 N. Y. Y. C ; Vice-Corn. H. A. Sanderson, Larchmont Y. C; Ran- 

 dolph Hurry, A. F. Comacho, George A. Cormack and Augustus 

 Mott, of New York; Louis O. Jones, of Newport; John H. Hall, 

 James B. Moore, Dr. C. F. Beach, George H. Dav and William C. 

 Skinner, of Hartford, and Lieut. William Henn, of the British Navy. 

 A number of yachtsmen were present from New York. 



Caldwell Hart Colt was born on Nov. 24, 1858, and inherited a very 

 large fortune from his father, Col. Samuel Colt, inventer of the 

 famous Colt revolver, who died in 1861. His career as a yachtsman 

 began as a boy in the old sloop Lizzie, and later he bought the sloop 

 Wizard. In 1881 he purchased the schooner Dauntless, with which 

 his name has been constantly associated, as she has been in constant 

 service at home or in foreign waters. In 1892 he was elected Com- 

 modore of the Larchmont Y. C, which office he held at his death. 

 His mother is the only surviving member of the family. 



Royal Nova Scotia Yacht Squadron. 



Thk annual meeting of the Royal Nova Scotia Yacht Squadron was 

 held at their club house, Halifax, N. S., Thursday. Jan 18, at 8 P.M. 



The report of the management committee and the treasurer's state- 

 ment show the squadron to have had a very successful year finan- 

 cially. The membership is now in the neighborhood of 250. 



The rear-commodore moved a resolution "to reduce the rig allow- 

 ance to schooner-rigged yachts from 40 to 15 per cent." After a 

 lengthy discussion the question was referred to the sailing committee, 

 to report on at a special meeting of the squadron to be called at a later 

 date to receive this report, 



The following officers and committees were elected for the ensuing 

 year: Com , Jas. W. Starrs; Vice-Corn., Frank S. West; Rear-Corn., 

 John E. Butler; Treas., A. E.Jones; Sec'y, H. M. Wykle. Manage- 

 ment Committee: T. H. Bell, F. K. Warren, Jas. Fraser, A. A. McKay, 

 J. Lithgow. Sailing Committee: A. W. Cogswell. M.D., G. C. Hart, 

 Lieut. H. E. Harsh, R. A., W. G. Jones, J.T. P. Knight, John F. Starrs, 

 M.P. Measurers: F. H. Bell, H. Flowers. 



YACHT NEWS NOTES. 



Mr. Edmund Blunt, late owner of Azalea, sehr., died at his home in 

 Brooklyn on Jan. 24, of the grip, after a short illness Mr Blunt was 

 born in Brooklyn in June, 1812, and was a son of Edmund Blunt of the 

 firm of E & G. W. Blunt, makers of nautical instruments and pub- 

 lishers of nautical works and maps, and a grandson of Edmund March 

 Blunt, who was also a famous writer on nautical subjects, and who in 

 1796 published "The American Coast Pilot," a work containing a com- 

 plete chart of the Atlantic seaboard. At the outbreak of the war Mr. 

 Blunt joined the Twelfth Regiment as a private. He afterward joined 

 the Seventh Regiment, and later was transferred to the Fifth New- 

 York Cavalry. He became connected with Gen. Kilpatrick's staff, 

 and while serving under him earned his title of captain, which, how- 

 ever, he dropped in private life after the war. Mr. Blunt was a mem- 

 ber of the New York, Larchmont and Atlantic Yacht Clubs. 



The annual meeting of the Winthrop Y. C. was held on Jan. 16, the 

 following officers being elected: Com., Albert W. Torrey; Vice-Corn., 

 Chas. A. Heney; Sec, Ohas. G. Bird; Treas,. Geo. E. Leighton; Meas . 

 Harry Hutchinson; Board of Directors, J. Stearns Cushing. Clarence, 

 H. Billings, Geo. L. Cade, Geo. A. Foxcroft; Regatta Committee, Wm. 

 A Garratt, Wm. Ginn, Lyman S. Meston, A T. Bliss, Theodore P. 

 Grant; Membership Committee, Lyman J. Gillies, John MacConneli, 

 Jr., Albert Partridge, Quincy Kilby, Fred. O. Carey, Walter T. Milton, 

 Herbert G. Flinn, Harry W. Hall, John G. Cuthbertson. Com. Torrey 

 has appointed Wm. A. Garratt fleet captain. 



The annual meeting of the Hull Y. C. was held on Jan. 18, the fol- 

 lowing officers being elected: Com., Lewis J. Bird; Vice Com., Wm. 

 H. Crane; Rear Com., Albert L Pope; Sec, Wm. A. Cary; Asst. Sec, 

 Caleb Nichols; Treas., James R. Hooper; Meas.. William E. Sheriffs; 

 Executive Committee for two years, William B. Lambert, J. Winthrop 

 Dutton and George E. Cutter for one year; Membership Committee 

 for two years, Norman F. Greeley, Arthur J. Selfridge; House Com- 

 mittee for two years, Stewart Jordan, Frank T. Wendell; Regatta 

 Committee for two years, Clarence V. Souther, and for one year, 

 Timothy E. Jacobs. 



The annual meeting of the Knickerbocker Y. C. was held on Jan. 16, 

 the following officers being elected: Com., Dr. Chas. L Brown, sip. 

 Tempus; Vice-Corn,, F. G. Pauly, sip. Flora; Rear-Corn., Louis H 

 Zocher, sip. Liberty; Treas,, Chas. R. Smith. Jr., Sec, Z S. Crocker; 

 Meas., Geo. M. Rae; Fleet Surgeon, E. Ringer, M D.; Board of Direc- 

 tors — Geo. A Gage. Wm. H. Ward, Harry Stephenson, J. O. Sinkinson, 

 John J. Delaney. The. secretary's report showed 188 active and 8 hon- 

 orary members, and 77 new members elected. The club fleet now in- 

 cludes 3 schooners, 31 cabin sloops, cutters and yawls, 2 open sloops, 

 15 cabin cats, 8 o t )en cats. 4 steam launches and 6 naphtha laun.h s, a 

 total of 69 yachts. 



The Manchester (Mass ) Y. C. has elected the following officers: 

 Com., A. Walpole Craigie: Vice-Gun., Guy Scull; Rear-Corn., Chas. 

 Jackson; Sec. and .Treas., C. A. Cooley, '.3 School St., Boston; Meas., 

 C. A. Cooley. Regatta Committee, E P. Stanley, A, A Higgmson, J. 

 A. Burnham Jr. House Committee. E. P. Stanley, E. P. Crooker, C. 

 A. Cooley. The club has arranged the following races: June 17. club 

 sweepstakes; July 7, open regatta; July 27, Minot's Ledge cup; Aug. 

 3, 10, 17, pennant regatta; 4th week in August and 1st and 2d in Sept., 

 Manchester Club's cup races. 



The following nominations for officeas for 1894 have been made by 

 the Atlantic Y. C : Com., David Banks; Vice-Corn., P. G. Sanfora; 

 Rear-Corn., Alexander P. Ketchum; Sec'y, H. B.V. Nash; Treas., H. C. 

 Wintringham; Meas., H. J. Gielow. Trustees: T. L. Arnold, E. B. 

 Havens, N. D. Lawton, J. R. Maxwell, J. F. Ackermann and Jefferson 

 Hogan. Membership Committee: J. C. Seeley, Edmund Fisn and E. 

 J. Bergen. Regatta Committee: H. B. Howell, H. J. Gielow, John L. 

 Bliss, S F. Russell and G. W. McNulty. 



Captain Thos. A. Welch, the pilot of the tug F. W. Devoe, which ran 

 down and sunk the yacht Ametia in June, 1891, drowning three men, 

 has at last been taken to Sing Sing to serve out a five years' sentence. 

 All possible legal devices and delays have been resorted to in order to 

 save him from a just punishment, tbe evidence showing that he was 

 intoxicated at the time of the collision. 



Vagrant, the new knockabout boat designed by Stewart & Binney 

 for W. A Harvey of Boston, and building by James Mclntyre, will be 

 30ft. overall, 21ft. l.w.L, 7ft. lOin. beam, 4ft. 6in. draft, with 550sq. ft, 

 in a mainsail and jib and 8,5001bs. of iron on her keel. 



Natalie, steam yacht, whose mysterious movements have been re- 

 ported from time to time, has turned up at Savannah. Ga. She 1b 

 supposed to be connected with some West Indian or South American 

 rebellion. 



The Hull Y. C. have asked for plans and estimates from several de- 

 signers for a "one design" knockabout boat, from which several boats 

 will be built by the club, and some by individual owners. 



John W. Sul'ivan, the builder of yacht engines on South street, New 

 York, has purchased the balance dock at Pier 52, East River, and will 

 use it in connection with his w r orks near by. 



Emerald, yawl, of San Francisco, once well known to the readerB of 

 the Forest and Stream, has recently been seized for smuggling opium 

 at that port. 



Mr. A. B. Sands, the head of the well knowu firm of Sands & Son, 

 yacht plumbers, di, d in New York on Jan. 12, at the age of 74. 



Barracouta, steam yacht, is fitting out at Philadelphia for a cruise 

 to the West Indies. 



Atalanta, sehr., formerly Calypso, has been almost rebuilt, at New 

 Loudon. 



(^mating. 



William M. Carter. 



Editor Forest and Stream: 



Please find enclosed action taken by a special committee appointed 

 by Com. Irving V. Dorland. of the American Canoe Association, to 

 take action regarding the death of the Association's old friend, Mr. 

 William M. Carter, of Trenton, N. J. This copy is sent you in accord- 

 ance with the direction of the Commodore, and I heg to remain, with 

 great respect, Robert J. Wilkin, of Committee. 



Brooklyn, N. Y., Jan. 27. 



My Dear " Bob." 



Your " resolution " is excellent, and I have nothing to suggest. 

 Dear, old Carter, what a good fellow he was— so brave, plucky and 

 cheerful, for he knew all the time that he could not last very long; 

 he has said so to me many times. Caiup was never the same to 

 me when he wai absent. We old patriarchs are beginning to drop 

 out; but I hope I may show my white head at mwy a meet yet. 

 Yours sincerely, Robert Shaw Oliver. 



Albany, N. Y., Jan. 26. 



My Dear Wilkin: 



I am truly sorry to hear of the death of our old friend William M. 

 Carter. We all know in part at least that the Association owes a 

 great deal to him for his faithful energetic management of its affairs 

 during his term of office. Few know this so well as you, and prob- 

 ably you did not know all the good work that he did. But we all 

 know what a good fellow he was, what a loyal friend, what a hearty, 

 bright, cheery type of the true canoeist he always proved himself to 

 be. I think the Association does well to put on record for future gen- 

 erations of canoeists to read its tribute of pride in bis work and of 

 affection toward the man. At the same time how difficult it is to ex- 

 press in a formal minute all that you feel and all that you think the 

 man deserves. There is one thing about Carter, his memory will be 

 fresh with us who have known him without the aid of written words. 

 Heartily yours. E. B. Edwards. 



Peterboro, Ont., Jan. 25. 



The announcement of the death on Saturday, the 14th inst., of our 

 late associate and friend, William M. Carter, even after his long illness, 

 comes suddenly upon us, and quickens us to unite with his many- 

 friends in the expression of sincere sorrow and sympathy for his be- 

 reaved mother and relatives, however vainly we strive, through a 

 sense of our individual loss, to interpret the full measure of their 

 affliction. 



Mr. Carter was the first one to join the American Canoe Association 

 in 1882 from lower New Jersey and the South, and was an interested 

 and useful member to the time of his death. 



In 1886 he was elected secretary-treasurer of the Association. His 

 sterling character and bis incisive business methods were of the ut- 

 most advantage in placing the affairs of the Association on a sound 

 basis, while his hearty, cheery manner rendered him personally popu- 

 lar with all the members who had business with him either in camp or 

 elsewhere. 



His whole life among us was one that endeared him to us, and al- 

 though during the past year or two his failing health prevented that 

 active participation in our pleasures that was his wish, his influence 

 more than once revealed itself in the character and results of his 

 work. 



On behalf of the Association which he has so well served, and on 

 behalf of its members, from one end of the continent to the other, who 

 mourn a personal friend, we, in response to the direction of the Com- 

 modore, place on record this tribute to a faithful and efficient officer, 

 to a true canoeist whose memory will always remain green among 

 those who have known him. 



Robert Shaw Ouybs, Albany, N. Y. 1 

 E. B. Edwards, Peterboro, Can. V Committee. 

 Robert J. Wilkin, Brooklyn, N. Y. ) 

 January 27. 



Scarecrow's Sail Plan. 



Editor Forest and Stream: 



In your illustrated sketch of Scarecrow published this week the fol- 

 lowing statement is made: "The peculiar sail plan was designed by 

 Mr. C. J. Stevens after a long experience in canoeing," etc. Allow me 

 to say that the only peculiarity or novelty which appears in this sail 

 plan "is the shape of the mainsail in combination with the position and 

 manner of setting the gaff. Now, as you will probably remember 

 when reminded of the fact, I used precisely the same, kind of mainsail 

 aud gaff, set in the same way, on canoe Red Jacket at the 18S6meet of 

 the A. C. A. In the issue of the Forkst and Stream dated March 10, 

 1887. is a.n account of the Flying Pontoon, built by me for the designer, 

 W. L. D. O'Grady. Accompanying the account, appears a cut, made 

 from my sketch sent you, which clearly shows the same mainsail now 

 said to have been "designed" by Me. Stevens. As a matter of fact, the 

 first sail of the kind I ever saw was furnished by me tor a little sharpie 

 built in 1879. and I have been using the same arrangement on sharpies, 

 Bouncers, etc., ever since the latter year. Thomas Clapham. 



Roslyn, L. I., Jan. 27. 



We had no intention of claiming any special originality for the sail 

 mentioned, our readers probably know that in shape and general de- 

 tails it is much older even than Mr. Clapham claims. The full details 

 of the rig as used in France nearly twenty years ago may be found in 

 the second edition of Kemp's "Yacht and Boat Stifling," 1880; and, we 

 believe, in the first edition, 1876. Though oy no means new, the rig is 

 not in common use here on canoes or small craft, and in this case was 

 adopted by Mr. Stevens as the result of continued tests of other rigs, 

 and with no reference to the many previous experiments, successful 

 or unsuccessful, with a gunter-rigged leg-of mutton sail. 



A. C. A. Membership. 



Eastern Division.— Arthur M. Ashenden, Frank S. Ashenden, 

 Thomas R, Humeston, Louis H. Lamb, Frank H. Mason, Ernest W. 

 Makepeace, Edward J. Howes, Asa Hall, James M. Ramage, FredL. 

 Bardwell. Central Division.— Gardner C. Leonard, Albany, N. Y. 

 Atlantic Division, C. O. Buncherhoff, Brooklyn, K. Y. 



CANOE NEWS NOTES. 



The annual meeting of the Springfield Canoe Association was held 

 on Jan. 16. and the following officers were elected: Pres., E. H. Bar- 

 ney; Vice-Pres., J- G. Reed; Capt., E, C. Knappe; Lieut., H. D. Banks; 

 Sec. Treas., Percy S. Gates: House Committee— W. L. Sadler, chair- 

 man; E. W. Makepeace aud W. E. Parsons, The president, vice-presi- 

 dent, captain, lieutenant, secretary-treasurer and chairman of the. 

 house committee constitute the directors. It was voted that the Asso- 

 ciation apply for membership in the New England Amateur Rowing 

 Association, and also that the Eastern Division of the American Canoe 

 Associat ion be invited to hold the annual meet at Calla Shasta on May 

 30, 31 The hospitality of the canoeclub was extended to the members 

 of the Association during their stay, and E. C. Knappe, purser of the 

 Division, thanked the club on behalf of the Association for its offer. 



The funeral of Wm. M. Carter took place on Jan 16 from his home, 

 521. South Warren street. After the funeral services the remains were 

 taken to Paterson for interment. The funeral cortege left Trenton at 

 11:47 A. M. and arrived at Paterson at 2:07 P. M. The bearers were 

 Dr. Fred Woodward, Wm. Lawrence, Robert Lucas, Fred Donnelly, 

 Edward Anderson and Harry Alien. They were all members of the 

 Park Island Canoeing Association, which sent a floral emblem of a 

 canoe paddle, trimmed with smilax. The casket was of red cedar, 

 covered with black cloth and trimmed with extension bar handle and 

 plate of silver. 



The canoeists and their friends of New York and vicinity, will hold 

 a dinner at the Arena, 39 W. 31st street, on Saturday, Feb. 17 at 6:30 

 P. M. These dinners have always been very pleasant and well attend 

 ed, and it is hop^d that this one will not be any exception. Those 

 desiring to attend will please seud $1.50 to C. V. Schuyler, 860 

 Broad way, New York, on or before Feb. 15. 



The Rochester C. C. is enjoying the cold weather, ice yacht sailing 

 heing now popular on Irondequoit Bay, where the club house la situ- 

 ated. 



The Palisade C. C, of Hoboken, held a very pleasant smoker at its 

 club house, Hoboken, on Jan. 20. 



