424 
FOREST AND STREAM. 
[May 23, 1896 
yacht, the center of buoyancy, C. B., is denoted by B, and 
the center of gravity, 0. G., by G. In Fig. 7 the yacht 
is up right and at rest, in a position of staMe equli- 
brium; but in Fig. 8 she is represented as heeled, or 
inclined from the upright position by some force. Taking 
first the transverse heeling, as soon as the line A. O. de- 
parts from the vertical, the form of the displacement 
changes and is no longer symmetrical, a portion of the 
topaides being immersed on the right of the figure, while 
part of the under-water body is lifted out on the other side. 
In consequence of this change of form and the increase of 
bulk on the right side, the 0. B. — that is, the center of 
gravity of the hollow formed in the water by the yacht — 
shifts also to the right, to a new position, B 1 . In the up- 
right position, the C. G. was directly over the C. B., one 
balancing the other, with no tendency to heel the yacht. 
In the inclined position, however, it will be apparent that 
a couple has been set up, the force of buoyancy acting 
vertically up through B 1 and the force of gravity acting 
downward through G; both tending to return the yacht 
to her original position. The arm on which these two 
forces act is obviously the short line G Z, at right angles 
to both; and the righting moment is proportional to the 
length of this arm. If the C. G. be lowered, as by the 
substitution of lead for iron ballast to a position G 1 , it is 
evident that for the same angle or heel the arm G Z 1 
will be lengthened and the righting power increased; and 
if, on the other hand, as by the substitution of stone or 
iron ballast, the C. G. be raised along the vertical line 
AC to a position G 2 , the effect will be reversed and the 
arm shortened to G* [Z z , with a proportionate decrease of 
righting power. 
If this process of raising the 0. G. be continued, a point 
will finally be reached, as at M, where the 0. G. will be 
directly over the C. B.; then, continuing the process a 
little further, the C. G. moves to the right and outside of 
the C. B. From this time on the action of the two forces 
is reversed, tending to capsize instead of to right the 
yacht; the buoyancy, still acting upward, tending to lift 
the keel, and the weight, still acting downward, now 
tending to depress the lee side. The point M on the 
vertical axis of the yacht marks the point at which the 
arm of the righting lever shifts from the inner to the 
outer side of the 0. B ; the point beyond which, if the 
0. G. be raised, the righting forces become Jieeling forces. 
To this point the name meiacenter was given by Bouguer, 
the noted French investigator, in his book, "Traite du 
Navire," published in 1746; and to him is due the credit 
for the thorough elucidation of many important facts 
that were previously unknown. The derivation of the 
name is ascribed to the word meta, meaning measure, or 
limit: the limiting point of the center of gravity. 
The term metacenter properly applies to but one point, 
that already described as limiting the range of the C. G. , 
but as the vessel inclines from the normal position at each 
successive angle of heel the C. B. shifts out, and a vertical 
through it will cut the vertical axis. This is Bhown in 
Fig. 7, B, B l , B 2 , B 3 , being successive positions of the C. 
B . and the corresponding verticals cutting the vertical 
axis A. C. in M 1 . M 4 , M 3 , M 4 . These points are some- 
times called thp shifting metacenter 8, but they are not to 
be confused with the one true metacenter. 
The intersection with each other of any two such verti- 
cals for slightly different angles of heel has been named 
by Sir E. J. Heed the prometacenter, and the curve pass- 
ing through a succession of such intersections (1, 2. "d, 4, 
Fig. 7) has been named by Bouguer the metacentric (meta- 
centrique). Important as they are in any complete study 
of the subj°ct of stability, we need go no further with 
these two than to present them as instructive definitions. 
American Steam Yachts. 
One prominent advocate of prohibitory lawB for yachts has de 
clined our challenge and virtually admitted the truth of our state- 
ments, but a bolder advocate has stepped into the breach In the fol- 
lowing letter. We welcome his defense, as it shows just what are the 
weak points of the other: 
Bath. Me., May 9.— Editor Forest and Stream: I do not quite agree 
with you in the editorial published in your issue of May 2 concerning 
the Payne bill for the protection of yacht owners and shipbuilders of 
the United States. The article certainly advocates free ships and as 
such it should be opposed by all patriotic Americans. 
A steam yacht, in order to be granted American registry, should 
comply with the same rules as any other vessel. Why do Americans 
persist in going abroad for steam yachts? It may be to get something 
quite English, for many of our moneyed citizens seem to be Anglo- 
maniacs, and probably the slight reduction in cost is also quite an 
item with them. It certainly is not because of Inability of American 
designers and builders to construct a steam yacht equal to the proouct 
Of foreign shipbuilders. 
It seems to me that it is an insult to this country for a citizen of it 
to have a yacht designed and built abroad instead of patronizing home 
industries and spending his money in the land in which he earned it. 
The four large steam yachts now being constructed abroad for Ameri- 
can yachtsmen will result in about one and a half millions of dollars 
going to British shipbuilders. This money should be kept in our own 
country and go to our own builders, or the revenues of the Govern- 
ment should at least be increased by the tariff and tonnage duties on 
these vessels if built abroad, for the class of men who have such 
yachts built are just those who could amply afford to pay It. 
You say that the American steam yacht is a fraud of the worst 
kind and that with British yachts excluded such craft as Columbia 
and Thespia may sail about our home waters undisturbed on their 
claim of superiority to anything afloat, and those who continue to 
patronize steam yachts will have to be content with what the builders 
choose to give them. The representative American steam yacht is 
not a f raucu but it is to b? regretted tbat so many large yachts that have 
been built in this count' y have proved such miserable failures. What 
is the reason of these failures 1 Simply because various firms have 
taken contracts to build steam yachts without having had any expe- 
rience in this class of work, and without having any competent man 
employed to design them. Steam yacht designing is certainly a 
specialty and it requires considerable study and experience in order 
to make a man competent to successfully design this class of vessels. 
There are a large number of excellent designers and builders of 
small steam pleasure craft in this country— indeed, the American 
steam yacht, up to about 100ft. waterline length, is unequaled in the 
world for looks and efficiency. Now as regards larger craft, no steam 
yacht ever constructed has a grander record than that of the Ameri- 
can designed and built yacht Eleanor. In a sixteen month cruise 
around the world she steamed about 43.000 miles without an accident, 
excepting the breaking of two of her propeller blades. She proved 
remarkably economical in propulsion, and the foreign press unani- 
mously proclaimed her a triumph of American yacht architecture and 
the finest vessel of her class afloat. For gracefulness, seaworthiness, 
strengb, ability, efficiency, she floats to-day unequaled in the world as 
a large ocean-going yacht. The designer of the Eleanor is Mr. Charles 
B. Hanscom, superintendent of the Bath Iron Works, Bath, Me., a 
man who has made a great study of this class of vessel, and who has 
more recently designed the Peregrine and Illawarra for Boston gentle- 
men. 
The Peregrine is now commissioned, having lately had her speed 
trials, and in these she proved remarkably speedy with the power de- 
veloped. Her trials at sea have proved her seaworthiness, and as re- 
gards workmanship and excellence of design she is undoubtedly 
superior to anything of her size ever seen in our waters. The Illa- 
warra is now being fitted out, and will be commissioned in about a 
month. 
These vessels are a credit to the country, and tend to prove that the 
American steam yacht is not a fraud. Far from it; the American 
yacht designed and built by competent men is as far ahead of foreign 
steam yachts as Vigilant and Defender were ahead of the Valkyries. 
I do not mean to say that Mr. C. R. Hanscom is the only capable steam 
yacht designer in this country, but I speak principally of the three 
yachts he has designed because I know myself just what they are. 
We have other competent designers in such men as A. Cary Smith, 
Herreshoff , Gardner, Seabury, etc. These men have all original ideas, 
and with steam yachts designed by any of them I feel sure this coun- 
try could soon prove that the Americam steam yacht is not a fraud, 
bllt & £pTAUd SUCCG8S, 
I do not think that it is necessary for a naval architect, in order to 
design steam yachts, to sever his connection with a shipbuilding: con- 
cern, but I agree with you that it requires certain peculiar abilities 
which can only be attained by study and experience to make a suc- 
cessful designer of this type of vessel. The more acquainted a de- 
signer is with the details of construction, etc., the better designer he 
must necessarily prove, and I think it is a great fault to find bo many 
designers ignoring this most important subject. 
The failure of the Columbia, Thespia, etc., has undoubtedly influ- 
enced yachtsmen to look abroad for their yachts, but before looking 
abroad tbey should have looked around in our own country. 
Foreign builders and designers themselves often make mistakes, 
and without disparaging the ability of Mr, G. L. Watson to design 
yachts, it to queer that it has never occurred to certain gentlemen 
that he has never designed a yacht capable of capturing the America's 
Cup. 
What we need is a law to make moneyed men look at home and 
seek to patronize home industry. We do not want them to look at a 
few steam yacht failures and then pass verdict on all American built 
and designed steam yachts accordingly, but let them look at our 
yachts designed by competent naval architects, and I feel sure that 
they will see in them a standard higher than that obtained by any 
foreign builders. W. A. F. 
Our correspondent's letter covers quite a number of points, all of 
them interesting; we shall take them up, as nearly as possible, in the 
order of their importance. The first question is, what yachts may 
justly be called representative American cra'tf We have taken as 
such those built on the Delaware, and in particular those of the firm 
which can show the largest tonnage and greatest number built. The 
Delaware fleet includes Columbia, Peerless, Thespia, Atalanta, Nnur- 
mahal, Yosemlte and a great many smaller craft. We are willing, 
however, to go further and include the Boston Wild Duck with her 
hideous sponsons patched on to her side. We recognize that the Bath- 
built yachts Eleanor, Peregrine, Illawarra and some others are supe- 
rior to many of the Delaware-built craft. At the same time there is 
not one of these yachts which can compare in appearance with the 
Clyde-built craft such as Rona, May, Maria and Sapphire. In ar- 
rangement, workmanship and performance, Eleanor and her smaller 
sisters represent a decided and most encouraging advance over all the 
Delaware-built craft; but in appearance they are still ten. yes, twenty 
years behind. This is a matter which anv man can decide for himself 
by a visit to Tebo's dock or the Erie Ba8in;let him compare Eleanor 
with the Watson yactr. Sapphire, formerly Cleopatra, as they lie side 
by side; or Sagamore with Conqueror, Ufcowana or Intrepid. The 
spectacle at the America's Cup races last year was enough to open 
the eyes of the blindest advocates of American steam yachts; the 
British fleet represented by Valhalla, Sapphire, Conqueror, Hermione, 
Erl King, Zara, Ituna, Sultana, Corsair and Intrepid; the American by 
Columbia, Peerless, Nourmahal, Atalanta, Sagamore, Alicia, Electra, 
Wadena, Wild Duck and scores of smaller craft. In size, in cost and 
in numbers, the American fleet out-numbered the British; in fact many 
of th« former belong to a far larger and pretentious class; but in ap- 
pearance the odds were without exception on the other side. Except- 
ing in appearance, and this we consider a prime requisite in a pleasure 
craft costing upward of $1,000 000. we readily admit our correspond- 
ent's claims for Eleanor's performance; but we would ask him, for 
information, being ignorant on this point, in what part of the United 
States her designer was born? 
As we understand our correspondent, he freely admits that a great 
many American steam yachts are all that we claimed them to be; the 
only question between us is, which may justly claim to be representa- 
tive: the many steam yachts, small and large, built throughout the 
country within the past fifteen years, or the few mentioned by him 
as built in one yard within three yearB. 
Coming down to specific instances, we would be glad to have our 
correspondent name one large steam yacht designed by an American 
which cannot be surpassed by a British yacht of the sime ton- 
nage and class, as Vigilant and Defender surpassed the two Valkyries. 
In our original criticism we gave due credit to the class of 100ft. or 
so for good performance and general excellence, appearance except- 
ed; there are many very serviceable yachts of this class afloat and 
more, and better, are being built every year, but the majority are still 
crude and lubberly to the yachtsman's eye. Notably i-< this the case 
with the Bristol yachts; whatever good points they possess, they are 
painfully lacking in symmetry, proportion and a yacht-like finish. 
The list of designers supplied by our correspondent is particularly 
to the point of our original contention; whether Mr. Hanscom iB an 
American or an Englishman we are not aware; that he has turned 
out some excellent yachts we readily admit, but that his craft are in 
any sense up to the modern standard in appearance we certainly must 
deny. It may be contended that this is merely a matter of taste, but 
we believe that there are certain established standards of what is fit- 
ting and appropriate in a yacht, and that these are not reached in 
Sagamore or even Eleanor. Th« second designer mentioned, Mr. A. 
Cary Smith, after some twentv-flve years of successful practice in 
sailing yachts, was called on last year for the first time to design a 
steam yacht, so that he cannot be included. Mr. Gardner, in the 
same way, last year turned out two steam yachts of moderate size, 
and so can hardly be either praised or blamed for his share in the rep- 
resentative American craft. The Herreshoff yachts we have already 
mentioned; they not only belong to a smaller class and a different 
type from those under discussion, but, like the Herreshoff sailing 
yachts, with a few such exceptions as Defender and Wasp, their 
claims for excellence rest solely on performance and not on appear- 
ance. 
The Seabury yachts also belong to the smaller class, and it may be 
said that they are improving each year in appearance, as well as in 
more substantial qualities. 
Our correspondent makes the point that a plea for free yachts 
carries with it, out of consistency, a plea for free ship3. Accepting 
this statement for the sake of argument, we would say that there is 
nothing in the least consistent in the protection offered by the. Payne 
bill; it is not protection to all Americans concerned in the production 
of steam yachts, but only to American builders. The American de- 
signer is in no way protected; owners may still, if they so desi e, go 
abroad for the designs of their yachts, and builders may continue to 
seek ttie aid of foreign designers and draftsmen Uoder the lax 
administration of the contract labor and other immigration laws, the 
builder may still avail himself of the foreign workman, as he has 
done from the very inception of metal shipbuilding in A m erica. If 
protection for American industry is a good thing, then let us have 
fair and equal protection for all Americans, and not for one favored 
class, the employer. 
In our opinion, the questions of free yachts and free ships are 
entirely distinct; the tv,o classes of vessels are on totally different 
footings before the country. The ship is a means of profit from 
which the owner presumably derives a substantial return; and it may 
be fair and just that the owner should be taxed through her. 
The yacht brings in no revenue to her owner, but, on the contrary, is 
maintained at great expense, primarily for the pleasure of the owner, 
but in the case of a maritime nation ultimately for the benefit of the 
State in ways which we have frequently pointed out. The yachts- 
man asks nothing of the Government in the way of special bounties 
and subsidies, he pays his own way; and the very least recognition 
which a nation can make of the benefits accruing from its pleasure 
fleet is to exempt it from all unnecessary restrictive measures. 
Sovereign. 
The steel steam yach' Sovereign, designed by J. Bpavor Webb, and 
built by the John N. Robins Co., of the Erie Basin Dry Docks, for M. 
D. O. Borden, Esq , was successfully launched at noon on May 18. 
Sovereign is the nfth large steam yacht designed by Mr. Webb sinca 
he removed from London to New York, the others bemg Utowana, 
Sultana, Intrepid and Corsair. She is the largest of all, and, unlike 
the others, carries twin screws Like all of the Webb craft she is a hand- 
some and shapBly vessel, and a yacht in appearance as well as name. 
The side vi«w shows a bold, handsome sheer, the only defect being an 
excessive round of taffrail and archboard, making the latter the most 
conspicuous feature of the yacht. This defect will probably be rem- 
edied before the yacht is completed. The yacht is well arranged be- 
low and will be elegantly fitted. The workmanship of the hull, which 
was built under the superintendence of Capt. W. D. Dickey, manager 
of the yard, is excellent throughout. Mr. Webb has also designed 
for the yacht a very handsome outfit of boats, which have been built 
at the yard. All arrangements for the launch were so complete that 
the vessel went off promptly when the planks were cut just after 
noon. She will be finished as rapidly as possible. 
Question in the Trial Races. 
Our attention has been called to the statement, in the Fobest and 
Stream of April 4, that Question was third in each of the trial races of 
the Seawanhaka C. Y. C. last August, which is incorrect, as she was 
third in but two of the three races, being second in the second race. 
The official times of the first three boats in the trial races were: 
1st race. 2d race. 3d race. 
Ethelwynn 3 1G 15 4 08 03 5 58 12 
Olita 3 18 09 4 12 48 6 03 43 
Question ,.,,3 26 07 4 11 25 6 04 33 
It will be seen from the figures that in the second race Question beat 
OHtaby lm. 23s., and was only 3m. 22s. astern of Ethelwynn.^The 
error arose from the fact that m the official records of the races Olita 
was in each case named in second place, though by the figures she 
won only third place in the second race 
Huguenot Tf. C. Open Race. 
Saturday, May IS. 
NEW ROCHELLE — LONG ISLAND SOtrftti. 
The racing about New York opened on May 16 with the open fade 
of the Huguenot Y C. for the 15-footers, 21-footers, cabin cats and 
open cats. The small class brought out six new boats: the Herreshoff 
Gnome, owned by F. M. Hoyt; Imp, designed and built by ThomaS 
Clapham for J. M. Hamilton, of the Red Dragon C. C, of Philadelphia; 
Two Step, a duplicate of Ethelwynn, the new boat recently exhibited 
at the Sportsmen's Exhibition, owned by Herbert Jennings; Uuilla, 
one of the new Rigby boat«, built at Canarsie, owned by H. G. Wej ; 
two improved "Question" models designed and built by Huntingtcfn: 
Hope, owned by Adrian Iselin, Jr., and Willada, W. G. Ne*:naan. The 
only old boat was Olita, Com. Rouse, 8. C. Y. C, sailed by L. B Hunt- 
ington. 
The official times were: 
Start. Finish. Elap3ed, 
Imp 1 32 00 2 50 11 1 Id 11 
Olita , 1 32 00 2 50 49 1 18 49 
Hope 1 32 00 2 51 00 1 19 00 
Two Step 1 32 00 2 51 12 1 19 12 
Gnome 1 32 00 2 54 39 1 22 39 
Willada 1 32 00 2 56 40 1 24 40 
Guilia , 1 32 00 Did not finish . 
Mr. Clapnam, who sailed Imp, and Mr. Huntington, who Bailed Hope, 
were disqualified, as not being amateurs. 
The other classes were timed: 
In the 20ft class Celia, Clement Gould, was timed at 1.11.00, elapsed, 
and Houri, E Burton Hart, at 1.12.40. 
Weasel, T. E. Ferris, won in the cabin cat class, her time being 
1.21 22. Nanioch won in the open cat class. 
YACHTING NEWS NOTES, 
The May meeting of the Ssawanhaka C. Y. C. was held on May 12, 
with Vice-Corn. Oruger in the chair. The trustee* reported the elec- 
tion of Miss Susan De Forest Day as an associate member and 
Leonis B. Huntington, I. Daws, Henry Walters and Clinton H. Crane 
as active members. Announcement was made of the presentation to 
the club by Mrs. E. Mary Ludlow, mother of the late Robert Center, 
of the Cape May cup, originally won by VIndex, as a perpetual 
prize. For the present season Com. Rouse has given prizes to the 
amount of $500, and Vice-Com. Cruger and Rear-Com. Toed each to 
the amount of $250. A resolution of condolence on the death of Fleet 
Surgeon J. West Roosevelt was unanimously adopted. The special 
committee on town house reported a proposed plan for the purchase 
of a suitable site and the erection of an eight-story building, of 
which two floors would be devoted to the club, the remainder being 
arranged as bachelor apartments. The estimated cost of the scheme 
is placed at 8165,000 The committee will go further in the considera- 
tion of the plan, which, if found practicable, will give the club a 
home in New York that will be fully adequate to its requirements and 
a fitting supplement to the fine house and summer station on Center 
Island. The house committee announced the formal opening of the 
club house on May 30 in connection with the raceB set for the 15Et. 
class. The race committee announced the following events for the 
season: May 30— First race of 15ft. class. June 22— Commencement 
of the trial races to select a boat to defend the international challenge 
cup for 15-footers, against the boat to be sent by Mr. Duggan, of the 
Royal St. Lawrence Yacht Club, who has challenged for the trophy. 
June 27— Annual race of the club. July 15— Commencement of the 
international races. Aug. 29— Special race for schooners and the new 
class of 30-footers. 
Serkara, schr., J. M. Fuller, sailed from Gloucester on May 3, at 5 P. 
M., bound for Rockland, Me., after fitting out at the former port. A 
few hours later she went ashore on the Londoners, off Thatcher's 
Inland, becoming a total loss, Her owner and crew saved themselves 
in the two boats. 
The Brooklyn Y. C. has elected the following officers, to succeed 
those who resigned in a body a few weeks since: Com., Peter B. 
Steele, sloop Dorothy; Vice-Com., J. H. Constant, sloop Aliris; 
Rear-Com., George R. Whitehead, cat Pilot; Trustees, A. S. Richofftr, 
George P. Foote and W. B. Wardell. Tne annual open regatta will 
be sailed on Monday, June 15, over the club's course on the Lower 
Bay. 
Steam Yachts and Marine Machinery. 
Complete machinery -outrlcs" for ooac ouildars, made o/ Marine 
Iron Works, Chicago. Light draft wort a specialty. Catalogue free. 
I 895. 
AMERICAN CANOE ASSOCIATION, 
Commodore, Win. R. Huntington, Rome, N. Y. 
Sec'y-Treas,, Thos. H. Stryker, Rome, N. Y. 
Librarian, W. P. Stephens, Bayonne, N. J. 
PURSERS. 
Atlantic Division, H. M. Dater, 307 Adalphl street, Brooklyn, N. Y. 
Central Division, Geo E Keyes, 193 Front street, Rochester, N. Y. 
Eastern Division, R. H. Hammond, Worcester, MasB. 
Northern Division, Douglas H. McDougal, Toronto, Canada. 
Annual dues, $1 ; initiation fee, 81. 
Annual meet, Aug. 14-28, Grindstone Island, St. Lawrence River. 
WESTERN CANOE ASSOCIATION, 1895-96. 
Commodore, C. F, rennewell, Detroit, Mich. 
Vice-Commodore. Nat. H. Cook, Chicago, 111. 
Rear-Commodore, E. H. Holmes, Milwaukee, Wis. 
Sec'y-Treas., W. D Stearns, Detroit, Mich. 
Executive Committee: R. M Lamp, Madison, Wis.; C. J. Steadman, 
Cincinnati, O. ; F. W. Dickens, Milwaukee, Wis. 
A Canoe Light. 
New York, May 14.— Editor Forest and Stream: Doing a good 
deal of canoeing on such a busy waterway as the Hudson, and almost 
half of it after dark, a lantern has been a pretty necessary part of 
my outfit. 
I hated to mar the mahogany decks by screwing a lantern attach- 
ment to them, and so, after much thought, lied a headlight driving 
lamp to the bow painter ring. The lamp gave a splendid light, but tie 
it never so snugly , it would wobble in a manner calculated to beat the 
band— and a German band at that. And when it came to untying it 
in a hurry— well, I simply hug myBelf to think that that performance 
U a thing of the past. 
For I have hit upon a combination which, I believe, is good enough 
to tell of to the rest of the fraternity. It is simply a B. G. I. star 
lantern bracket made for the largest size bicycle head, and a bicycle 
lamp with red and green side lights. 
When the canoe is used as a paddler, a miniature mast projecting 
6in. above the deck carries the bracket. A strip of leather on this 
mast prevents its turning in the tuoe, and keeps the light dead ahead. 
When sailing under lateen rig I fasten the bracket to the top of the 
main mast; while using a fore and aft rig, such as the Bally, with 
nothing forward of mast, bracket can be placed just over jaws of 
boom. 
The boat house is a mile from home and I always ride over on a 
wheel, and the same lantern does for both wheel and canoe. 
Some of your readers may have thought of this scheme already, 
but if it prevents but one man from using the language which 1 did 
last summer, I will feel that I have in part atoned for my offenses in 
that directon. 
I find that by placing the light up high on mast my boat receives 
more respectful attention and more of its proper amount of way, es- 
pecially from row boats, than it otherwise would. E. T. Kkyser. 
Wanted, Cruising Company. 
Editor Forest and Stream: 
A friend and myself bave each a canoe. We are quite fond of canoe- 
ing, and last summer took several small cruises on the southern part 
of Long Island. It is our desire to take a cruise of 1,700 miles next 
summer over the following route: We start from New York, up the 
Hudson to West Troy, by canal to Lake Champlain, down the lake to 
the Sorel River and into the St. Lawrence, up the St Lawrence to 
Kingston; from there by boat to Oswego, by Oswego River and canals 
into Cayuga Lake; from here by canal to Seneca, down it to Watkin's 
Glen, by canal into the Chemung at Elmira, down the Chemung into 
the Susquehanna to the Chesapeake, by canal, etc., to Delaware Bay, 
up the Delaware River and by the M. & E. Canal home. 
This is an easy trip through a good country and no hindrances but 
this: there are only two who will participate in it. We would very much 
like to have two or three more young men between 17 and 21 — our 
ages are 18 at. d 20— to join us; of course they must bave a canoe each 
and some canoeing experience. A. C. K. 
