Feb. 9, 1895. 
FOREST AND STREAM. 
118 
Michigan's New Game Warden. 
A matter of considerable importance just at this time, ami 
especially to the sportsmen of Michigan, in connection with pro- 
posed legislation this winter in the interests of game and fish 
protection, is the appointment by Gov. Rich, of Chas. S. Os- 
born, of Sault Ste Marie, as State Game Warden. The ap- 
pointment is one which is regarded with general satisfaction, 
in the belief that he will give the office a vigorous policy. 
He has the appointment of ten deputy wardens, and it is 
pretty certain that they will be selected for their courage, in- 
telligence and sagacity. Mr. Osborn is a true sportsman, one 
who has no possible sympathy with violators of our game laws, 
nor with pot hunters of any strioe. Mr. Osborn, like Mr. 
Hampton, his predecessor, is a newspaper man, being the 
owner and editor of the News, of Sault Ste Marie, Mich., a 
bright and able paper. He has had previous experience on the 
press, five years on the Evening Wisconsin, at Milwaukee, as 
reporter, and four years as editor of the Mining News, at 
Florence, Wis. He is now President of the Michigan Republi- 
can Newspaper Association. His term begins on February 1. 
B. 
Connecticut Brook Trout. 
A bill has been introduced into the Connecticut Legislature 
providing that: 
1. Everey person who shall take, sell or exchange, or otter or 
expose for sale or exchange, or have in their possession any 
dead brook trout less than six inches in length, shall be fined 
not more than §7 for each fish. 
The Revival of Canoe Racing'. 
Philadelphia, Jan. 11.— Editor Forest and Stream: We are not 
all built alike. This is fortunate, for if we were there would not 
be nearly as much good solid fun in reading the various plans for 
reviving racing and reforming the A. C. A; in general. The re- 
gatta committee would not suffer so much, either. I am sorry for 
the regatta committee, for they have not brought it on themselves. 
The following plan may be open to a good many objections, but 
it cannot be worse than some of the others, and may be a little 
better. I think the racing programme is too loose and cumber- 
some. I doubt if it could be snortened to advantage, but it could 
be made, I think, more interesting and compact. 
Last year there were at least four sailing races and two pad- 
dling races that might just as well not have been contested for 
all the good they did. The novice sailing, club sailing, outclassed 
sailing and sailing maneuvering were to all intents and purposes 
walk-overs, and the passenger race, if I remember rightly, was 
not sailed at all. The war canoes were not raced at all, though 
that was due to an accident, and the club four race was confined 
to one club, which entered two crews. 
I think the division of the racing men into classes similar to 
those of the oarsmen is about as good an idea as any I baye heard 
of. Let us have a senior class, to be composed of "(this year) all 
the men who have been placed first, second or third in the more 
important races in any previous years, say the record races, any 
of the trophy races, the unlimited sailing, tandem paddling and 
single-blade paddling. After this year, in addition to the men 
already noted, let all be added to the senior class who compete in 
that class, whether they win or not. 
Then form an intermediate class to be composed (this year) of 
those who have in the past competed without being placed, but 
after this year let a man become a senior who wins an intermedi- 
ate race. 
Then have a junior class, to take the place of the novice class, 
and let a man remain a junior until he wins a junior race or vol- 
untarily forfeits his junior standing bv competing in a higher 
class. Any man may enter a higher class than his own, but he 
forfeits his right to contest again in the lower class by doing so. 
Keep the paddbng and sailing classes distinct. A man may be 
entitled to intermediate or senior standing in sailing, but not in 
piddling, or vice versa. Then let us have a list of races something 
like the following: 
Events 1, 2, 3, record races, as at present (open only to seniors). 
Event 4, trophy paddling, as at present (open only to seniors). 
Events 5, 6, 7, paddling, open canoes, single blade, with a sepa- 
rate race for each class. 
Events 8, 9, 10, unlimited sailing, a separate race for each class. 
Event 11, trophy sailing, as at present (open only to senioi-s). 
Event 13, Dolphin trophy, as at present. 
Event 13, unclassified sailing, as at present. 
Events 14, 15 and 16, tandem paddling, a separate race for each 
class. 
Events 17, 18. 19, club fours, paddling, a separate race for each 
class. 
Event 20, combine the hurry-scurry and paddling upset into one 
race. 
Event 21, sailing upset, as at present. 
Event 22, war canoes, as at present, if you can get them. 
Let us lea ve, out the novice sailing, club sailing, passenger sail- 
ing, and outclassed sailing aud gymnastics altogether. A pro- 
gramme as outlined above would draw more entries, and the men 
would be better distributed; the same set of men would not do 
all the racing. There would he very bttle trouble In getting more 
entries than at present. Especially in the club fours, Iaiithe 
would have no walk-over; Orange might give them a good race, if 
no one else did. 
Now for the boats. Don't do anything such as Lieda suggests. 
The machines are bad enough already, do not make them any 
worse. 
I think "Mab's" suggestion to limit the length of the sliding seat 
a good one, but make it a practical limit of not overt ft. or 4 ft. 
3 in. 
Do hot limit the sail area, for it will limit itself. Limit the 
length of cockpit to not less than 4 ft. (j in. between bulkheads, for 
any canoe, and the coaming to be not less than 4 f t.xl6 in., and 
have no floor above load waterline. 
Some of the Yonkers men have sol ved that prettv well, as in the 
canvas-lined cockpits of Obiquita, Foggy-Dew and other boats. 
I think ' ' Bassille" goes quite too far in proposing to do away with 
the. sliding seat altogether A canoe can be sailed with a good- 
THE ROYAL YACHT SQUADRON. 
From " Yanity Fair." 
sized rig and no slider, but so she can without a centerboarrl, 
somehow, or with a folding one, and she cati be steered with a 
paddle and not a rudder. Would "Bassille" do away with these 
also? He should, to be consistent. The slider iB just as much a 
necessity to a good modern sailing canoe, carrying more sail than 
a handkerchief, as the other two. There is no reason for any 
back-breaking, uncomfortable, cut-your -legs-in-half- with-the- 
coaming business in our endeavor to get back to a reasonable tvpe 
of sailing canoe. No. 2263. 
CANOE NEWS NOTES. 
The parties who recently broke into the house of the Holyoke C. 
C. and broken open all of the lockers, have been captured. They 
proved to be the same ones who entered the canoe lodges up the 
river last fall and took away much plunder, some of which has 
been recovered. A reward of S75 was offered for their arrest by 
the club, and this doubtless aided in their capture. At the police 
court they were bound over for the Superior Court in May. 
The Shuh-shuh-gah C. C, of Winchester, held its annual meet- 
ing on January 15, and re-elected the following-named officials: 
Capt., Raymond Apollonio; Lieut.. Mr. Moulton; Sec, H. C. Holt; 
Purser, J. W. Richards. W. W. Holt was elected Member of the 
Executive Committee at Large, vice J. Murray Marshall. 
hcljtittfl. 
The Squadron and the Cup. 
At last the building of opposing boats is well under way, and the 
many disputed points relating to challenging and holding have 
been laid aside. We would be glad to Bay that they had been 
permanently and satisfactorily settled on such a basis that inter- 
national yacht racing would be carried on in the future without 
further quarrels and disputes, and with such mutual good feeling 
as befits the dignity of two great nations; but it is quite clear that 
such is not the case. The present agreement, bke that of 1892-3, 
has no stable foundation, quite the contiary; and, so far from 
enduring for all time, mav not even last through the present 
match The only point that is absolutely certain is that the New 
York YV C. has rcceievd and accepted an unqualified challenge 
from the Royal Yacht Sauadron under the new deed of gift. 
It is more than likely that the Squadron did not intend to make 
such a challenge, did not know that it was doing so, and may some 
day deny that it has; but all this goes for nothing as long as the 
New York Y. C. has possession of the America's Cup. There is 
nothing to show just what interpretation the R. Y. S. has put upon 
its side of the agreement; but the position of the New York Y. C. 
has been made perfectly clear through the report of the Cup com- 
mittee and the resolution of the club at its last meeting, under 
which it accepted a challenge from the R. Y. S. under the new- 
deed of gift. When the question of the terms of the agreement 
of 1895 again comes up, the New York Y. C. will be prepared to 
prove its position; but we doubt whether the Squadron will be 
any better off than in 1893. 
Q We are indebted to the English weekly. Yanity Fair, for the 
«rr. BOAT. rt £S$ LL.iKS. OK3 DESIGN, 
(BesVacd Tot lie t-iraer Tham»s Cluls bj liutoa Hers, Doc, S, 1804). 
— mir Bj>£ A5 ?H PIRN. - — 
opportunity to place before American yachtsmen the portraits of 
the leading yachtsmen of the Royal Yacht Squadron, whose 
"diplomacy" has finally resulted in the recognition of the new 
deed of gift. 
The foremost figure of the group, the portly but handsome gen- 
tleman holding a cigar in his right hand, is His Royal Highness 
Albert Edward, Prince of Wales, Commodore of the Royal Yacht 
Squadron, the Royal Thames Y. C. and the Royal Western Y. C, 
and President of the Yacht Racing Association. The Prince has 
been a yacht owner since 1865, owning at different times Dagmar 
cutter, Hildegarde and Aline, sch .loners, a couple of steam yachts 
and later the cutter Britannia. He is a yachtsman and a good 
sportsman; and the renewed interest in yacht racing which he 
has displayed in building Britannia has been of material service 
to British yachting. 
Passing now to the extreme left of the picture, we .find a gen- 
tleman who has risen rapidly in the w T orld of late years, William 
of Hohenzollern, Emperor of Germany and King of Prussia, and 
Commodore of the Kaiserlichen Yacht Club, of Germany. Con- 
sidering his many important interests and the calls on his time, 
His Imperial Highness is deserving of much credit for his efforts 
in behalf of yachting in Germany. Since 1891 he has owned and 
raced Thistle, the Cup challenger of 1887. and though she has 
hardly realized those expectations of speed which her royal owner 
evidently cherished when he changed her name to Meteor: she 
has been raced steadily and heartily, and in addition to some 
other prizes, has won a Queen's Cup — by virtue of a very queei 
decision of the R. Y. S. The Emperor has now on the stocks in 
the Germania shipyard, Kiel, a 20 rater from Mr. Watson's de- 
signs. In the case of the recent meeting of the Squadron, His 
Imperial Highness can establish an alibi. 
The next gentleman to claim our attention, though relegated 
by the artist to the background, is none the less prominent, thanks 
to his Roman nose, neglige attitude, and white ducks. He is the 
third Marquis of Ormonde, Hereditary Chief Butler of Ireland. 
Lord Lieutenant of Kilkenny, and Yice-Commodore of the Royal 
Yacht Squadron, of wbich he has been a member since 1867. He 
is not a racing man, but has done plenty of deep water cruising, 
first under sail and later in steam craft, now owning the steamer 
Mirage. He is a. practical yachtsman, and holds a master's cer- 
tificate. He has the doubtful honor of proposing the resolution 
under which the challenge was made. 
Now passing to the right hand of His Royal Highness, we find, 
in the gentleman with flowing whiskers and a single reef in his 
trousers.a typical sea-dog, Admiral, The Honorable Yictor Mon- 
tague, R. N., second son of the late Earl of Sandwich. Admiral 
Montague, after a long and honorable record of sea service, has 
settled down to yacht racing, first in the old Solent length classes, 
and more recently in the 40 rating class, of which he is the chief 
supporter. He has built in succession Corsair, Vendetta and 
Carina, racing them with a spirit such as one would expect from 
his record as a sailor. 
The youthful figure which next engages our attention, as well as 
that of the Emperor William, is that of Thomas Wyndham Quinn, 
Esq , the Earl of Dunraven, K. P. His Lordship was born in 1841, 
in County Limerick. Ireland, and has attained .fame and reputa- 
tion as a war correspondent, writer, sportsman, statesman, and 
more recently as a yachtsman. His yachting career began in 1888. 
with the unsuccessful Petronilla, since which he ha? owned Val- 
kyrie I. a half of Valkyrie II., and will own a fourth of Valkyrie 
III., now building. Lord Dunraven has labored long and earn- 
estly to secure for the new deed of gift that recognition from 
British yachtsmen which was at first so justly denied; and his 
efforts have at last been crowned with success. The last figure of 
this interesting group, the gentleman on the extreme right of the 
picture, needs no introduction to Americans, having alreadv 
achieved more or less fame of a newspaper description in various 
lines, chiefly as the manager of a variety troupe which met with 
a well-deserevd failure in New York a few years since. The Hon- 
orable Hugh Cecil Lowther, third Earl of Lonsdale, has had a 
varied and interesting career as a traveler, sportsman, manager 
and explorer, but he is new to yachting, having begun last year 
with the purchase of the 20 rater Deirdre from Lord Dunraven, 
with whom he is now associated as one of the syndicate of four, 
including Lord Wolverton and "Capt. Harry McCalmont, who 
own the third Valkyrie. Several of the members of this historic 
group will be seen in America this summer, and it is even rumored 
that H. R. H. himself may be among them. 
The Yachting World has taken a most extraordinary position 
for an English journal in, so far as we can judge from its rather 
confusing statements, admitting the comnlete ownership of the 
Cup by the New York Y. C. and the right of the club to dispose of 
the Cup as it pleases. In its issue of Jan. 18, it says editorially 
"The American eagle, voiced by the Forest and Stream, ha3 
uttered a piercing shriek. In the last issue of our contemporary 
to hand it has anticipated the march of events, and its dolorous 
diapason has sufficient volume to drown a fleet of steam whistles 
The noble bird screeches in agony over the moral obliquity of the 
New York Yacht Club. America's Cup, as the great yachting 
trophy, has been discredited, and nothing but trouble is in store 
for the land of the Stars and Stripes. The eagle is now only fit, 
we presume, to be put into a menagerie, and all this has been occa- 
sioned by the New York Yacht Club preferring to have a race to 
tronbbng its head about the custody of a moulav old trophy. 
The Yankee bird has its imitators in England. They are in- 
clined to think that the Royal Yacht Squadron has stultified itself 
by accepting the deed of 1887. AVe are glad to find that the foolish 
counsels -which have prevailed in former years have not been 
heeded on this occasion. .The legality of the deed has nothing to 
do with us. Whether it is valid or invalid is a question solely'fnr 
the New York Yacht Club, and the members have practically 
guaranteed the deed to be legal. At the same time it is a matter 
of indifference to the Royal Yacht Squadron whether it is legal or 
illegal. Lord Dunraven has stated that he only wants a race, and 
does not care about the oun, so that if there is any objection to 
