May 4, 1895.] 
FOREST AND STREAM. 
358 
traded with any or all possible entrants in the other races to pay un- 
limited damages, should tie come into collision and be found to blame? 
It may be said, on the other hand, that if the big craft sinks him he 
may get his loss cpmpletely paid up; but in like manner he, the 20, 
may sink a 0 5-rater and not feel much hurt on paying up ,41100, 
whereas if the 0.6 sank the 20 and was called upon to pay £3,000, in 
eight cases out of ten it would be ruin to the email owner. 
Whether such obligations were ever seriously contemplated by 
those who framed the Y. E. A. rules is doubtful, but there they stand 
at present, under and confirmed by a judgment; and it is a serious 
question for racing yacht owners to consider whether it, is a better 
policy to pay heavy insurance premiums and run the risk cf further 
heavjr claims where the amount insured does not cover, or, on the 
other hand, to so clearly alter the conditions of racing that all matters 
connected with the sport shall be under the ordinary laws applicable 
to collisions or losseB at sea. 
"Without going back into dark ages to examine the code of Oleron— 
the chief source of English maritime law— or to the Roman and 
mediaeval codes, it will be sufficient to point out that the Roman and 
medieecal codes required the wrongdoers in collisions to make full 
compensation for damage or loss. Limitation of liability came in by 
degrees, and for about two centuries the almost universal law of con- 
tinental countries has been a limitation to extent of the value of 
the wrongdoing ship and her freight; but such limit was not, till 
George III.'s time, recognized by the English courts. 
In about 1625 limitation of the liability of shipowners came in as to 
British ships on the ground of public policy, and as necessary for the 
encouragement of snipping; but not in any marked or effectual way 
until about 1734, and in the reign of George III. an act was passed 
"that it was expedient to encourage the owning of British ships," and 
for such end limited the owners' liability in collision to the value of 
the ship and freight. In 17 aDd 18 Victoria, 104, the same limit was 
carried on as to damages recoverable in respect of loss of life or in- 
jury, and placed the value at £15 per ton of the wrongdoing ship 
Difficulties were found in working these enactments, and in the result 
the act (25 and 26 Victoria, c. 03, s. 54) was passed, and is continued 
by the act of last year, placing the limit at £15 where there was loss 
of life, and at £8 per ton otherwise. There is, of course, no longer in 
these days the same ground for parsing acts of Parliament as in 1625; 
but the present state of shipping, the risks of the seas, and questions 
of freight earning and of insurance have not caused the Legislature 
to, as yet, find fault with the statutory limitation of liability. 
There is a further question of great importance to all yacht owners, 
whether they race or cruise, and which was tried to a certain extent 
in the Valkyrie-Satanita case. The act which gives the limitation of 
liability does so upon a term which is extremely hard upon yacht 
owners and upon the large class of coaster owners who command 
their own vessels, and it is a subject which demands serious consid- 
eration and amendment by the Legislature. The objectionable term 
is in section 54: "The owner of any ship, whether British or foreign, 
shall not in cases where all or any of the following events occur with- 
out their actual fault or privity, that is to say * * *" etc. So that 
the benefit of limitation given by the act to the owner who remains 
ashore, or who is too ignorant of seamanship to be found in "fault or 
privy" to the collision, is denied to the expert owner who takes charge 
of his own craft, even though he be a Board of Trade certificated 
master mariner or a naval officer; and yet, so far as acts of Parlia- 
ment at present go, an owner may place his gardener on board as 
captain, and if such gardener has told his master that he knows how 
to command the craft it would be difficult to satisfy a court that, the 
owner was actually in fault by such appointment for a subsequent 
collision at sea. 
The present certificate as master issued by the Board of Trade con- 
fers no benefit or exemption upon a yacht owner, but undoubtedly 
had Mr. Clark held such certificate of competency he, being on deck 
before and at the collision, could not have obtained the limitation of 
liability in any event, and the question of Y. R. A. rules forming a 
contract would have dropped. It would ba a politic and practical 
amendment of the law that the certificate of competency as master 
granted by the Board of Trade should carry with it, in the case of 
owners, the benefit of limitation of liability— that is, exemption from 
the clause as to "fault or privity." 
One further point of vital import to the owners of small yachts— 
whether steamer or sailer, in racing or in cruising, and which of 
course the present case did not touch, because the "small boat" was 
not brought in— is that, as yachts under 15 tons registered tonnBge 
are not required to be registered and are not registered, it is highly 
probable that they cannot limit their liability under the act. It has 
been held that a new ship which had a collision while bein g launched, 
and at the time was of course not a registered ship, could not limit 
her liability by the act, and was held liable for the whole damage. • 
On the whole, the Satanita case may be taken to show that the old 
proverb, "ignorance is blis3," may, in ordinary yachting, be con- 
verted into "absence of nautical knowledge" in a yacht owner is 
profitable under the Merchant Shipping Act. But in racing it matters 
riot; your liability is by "contract" unlimited. 
The Yacht Racing Association had, before the appeal judgment 
above given, and while yet under the favorable decision of the Ad- 
miralty Court, considered that rules 24 and 82 were liable to raise 
grave difficulties in cases of heavy damage, and bad amended the 
rules by altering the wdrding to "liable for such damages as are by- 
law recoverable;" but it is a moot point whether or not the whole 
question doeB not require farther consideration. 
The Long Island Sound Yacht Racing Union. 
As already noted, the Yacht Racing Union of Long Island Sound 
was formally orgauized by the vote of the delegates present from the 
various Sound clubs at the meeting of April 15. As only a minority of 
the delegates had been formally authorized by their clubs to act for 
them, a number of the clubs having held no meetings since the matter 
had taken final shape, the organization was made in a very general 
way, It being decided to form a union, under the name given above, 
composed of those clubs whose delegates were empowered to sign for 
them, the remaining Sound clubs being at liberty to complete their 
connection with the Union at any time that they might be able to hold 
a meeting. Pursuant to a resolution, the temporary chairman, Mr. 
Cromwell, appointed to the council the following yachtsmen: John F. 
Lovejoy, Frederick E. Barnes, Oscar E. Chellbourg, Stuy vesant Wain- 
wright, Le Grand L. Clark, F. B. Jones. Of these, Mr. Lovejoy de- 
lined to serve, on the ground that the Larchmont Y. C. had not yet 
decided to take representation in the Union, and Mr. E. Burton Hart, 
was appointed to fill the vacancy. 
The first meeting of the council was held at the Seawanhaka-Cor. 
Y. C. house on April 23, all the members being present, together w T ith 
Messrs C. T. Pierce, John Hyslop, A. Cass Canfield, J. Frederick 
Tarns and W. P. Stephens, invited by the council. The first business 
was the election of permanent officers, Mr. Oliver E Cromwell, Sea- 
wanhaka-Cor. Y. C, being elected chairman and Mr. F. Bowne Jones, 
Indian Harbor Y. C., secretary. The question of classification was 
then taken up and very thoroughly discussed, the following being 
finally adopted: 
Yachts shall be classified by racing length, as ascertained by meas- 
urement by the "Seawanbaka Rule." With the exception of Class I. 
of each division, the upper limit of each class shall be that indicated 
by the name of the class, as follows: 
SCHOONERS. 
Class 1, all over 85ft.: 95ft. class, 85ft. class, 75fC. class, 65ft. class. 
ALL OTHER RIGS. 
Class 1, all over 80ft.: 80ft. class, 70ft. class, 60ft. class, 50ft. class 
43ft. class, 36ft. class, 30ft. class, 25ft. class, 20ft. class, 15ft. class. 
In the matter of allowance of crew, the opinion was unanimous in 
favor of adopting that of the New York Y. C. ; but it was considered 
best to make a definite allowance of a fixed number of men to each 
class, rather than to base the allowance on a certain number per unit 
of racing length. The following allowance was adopted, the figures 
being the total number of persons allowed on board, including the 
helmsman: 
Schooners. — Class 1, one man to every two feet, or fraction thereof: 
95£t. class, 32 men; 85ft. class, 29 men; 75ft. class, 19 men; 65ft. class, 
13 men. 
Yachts of all other rigs.— Class 1, three men to every five feet, or 
fraction thereof: 80ft. class, 40 men: 70ft. class, 18 men; OOfb. clas«, 
15 men; 50ft. class, 10 men; 43ft. class, 9 men; 36ft. class, 8 men; 30ft. 
class, 0 men; 25ft. class, 5 men; 20ft. class, 3 men; taft. class, 2 men. 
No limits were laid down for the open yachts with shifting ballast. 
The matter of allowance w T as speedily settled by the adoption of the 
CO per cent, table of the Larchmont Y. O, as preferable to the 50 pet- 
cent, tables used by many other clubs. 
The question of starting signals was then discussed, and it was finally 
decidea to adopt the blue peter for the preparatory, with a red ball 
for the starting signal, and the club burgee for the elapsed time sig- 
nal; the red ball to be followed by a blue ball and a white ball if neces- 
sary to start the fleet in two or three divisions, the starting of the last 
division in all cases to be marked by the club burgee. The meeting 
adjourned subject to the call of the chair. 
The Cup Defender. 
The latest news from Bristol Is to the effect that a number of plates 
of aluminum bronze, an alloy composed very largely of aluminum, 
have been received, to be used on the top^ides of the new cup de- 
fender. These sheets are about 6 , 6 in. thick, made by the Pittsburgh 
Reduction Co. The aternpost is at last in place and the frames are 
up, but there has been some dehy with the deck beams, which 
have not yet been received. The plating ie now well advanced. 
Start. 
Finish 
,2 27 45 
3 42 00 
2 ,27 45 
3 43 00 
2 27 45 
3 55 30 
2 27 45 
4 04 00 
2 27 45 
3 57 00 
2 27 45 
Huguenot ' Y. C. Opening Race. 
NEW ROCHELLE— LONG ISLAND SOUND. 
Saturday, April SO- 
With that commendable energy which has thus far characterized 
every move of those who have the welfare of the Huguenot Y. C. in 
hand, that active young organization opened the yacht racing season 
on the Sound last Saturday. Before the start was made the visitors 
were shown through the partly-finished house which the Huguenots 
are building on New Rochelle Haroor. The house is a cozy, sensible 
structure. It contains a pretty entry room for the ladies, a comfort- 
able library and quite a large assembly room. In the second story 
rcom for storage and the janitor's apartments have found space. 
There are spacious verandas, a large workroom, sail loft and locker 
room. The plant, while not expensive, is as comfortable and practi- 
cal an can he. The landing stage and float is very large. 
The races were held off Whortleberry, or Huckleberry Island. E. 
Burton Hart, chairman of the regatta committee, and Messrs. Embury 
and Erwicker had the race in charge. The course was a four-sided 
one, nine miles long, and the Start was made with one gun, after the 
English fashion. T , „ 
From a starting line off the easterly end of Huckleberry Island, the 
boats went away to Gangway Bouy, then hugging the Long Island 
shore they fetched Old Hen Buoy, in Hempstead Harbor; from here 
they crossed the Sound to red buoy on the southwesterly end of Hen 
and Chickens Reef, off Larchmont. From here the boats sailed back 
to the starting line- ■ 
Outside of the fact that this was the first regatta of the season, L he 
race was interesting owing to the experiment of trying four-sided 
courses and the one-gun start. _ 
The result shows several advantages and some disadvantages. The 
course is all right, it tries the crews, keeps all hands busy and adds 
zest and interest. The one-gun start was trying, but no complaints 
were heard, and the maneuvering before the gun called for all the 
seamanlibe qualities the skippers possessed. 
The wind was brisk from the southwest and there was a good bit of 
a sea on when the cats lined up at the preparatory flag at 2:22 P M. 
Promptly at 2:27 the starting signal was given, and away went the fleet 
to Gangway, a close haul. In this work the twenty-year-old Camilla 
did magnificently, and Burgess' Angora, a 20ft. cat, kept up to wind- 
ward in wonderful shape. 
The one-gun start was a success, and the club will stick to it, and 
the four-sided course is very well liked. 
The result of the regatta was as follows: 
CLASS A— CABIN CATS OVER 23FT. 
CLASS B— CABIN CATS OVER 20FT. 
OPEN CATS. 
*Did not finish. 
So the youngest club on the Sound had a very successful regatta, 
and opened the season in great shape. It will have another regatta 
on May 20. 
Trilby's Big Feat. 
Editor Forest and Stream; 
The latest addition to the Southern Y. C. fleet is Trilby, a movable 
fin-keel of the Scarecrow type, built by Mr. I. W. Boone, Jr., of New 
Orleans, La., from designs by Mr. W. P. Stephens. The lines of Scare- 
crow as published in the Fohkst and Stream of Jan. 27 and Feb. 3, 
1894, have proved one of the most popular small-boat designs ever 
published, and probably fifty of these boats have been built through- 
out the country. Trilby Is one of the handsomest boats ever seen in 
Southern waters, her jaunty up-to-date outline forming a perfect pic- 
ture, her under-water surface speaks eloquently of speed, and her 
workmanship and finish inside and out are of a superior character 
seldom exceeded in a professionally built boat and rarely approached 
in an amateur effort. Mr. Boone deserves great credit for this his 
initial effort in the boat-building line; and his patience, skill and in- 
dustry, one is glad to say, have met well-merited compliments from 
all sides. His was no ordinary task as regards a shipyard, as he had 
none, but went to work to institute a novelty in that line and built his 
boat on the third floor of a tall brick building. How the boat was to 
be gotten out of an ordinary-sized window and down to the ground 
passed the comprehension of the score of enthusiasts who tramped 
up to watch ner development. 
To-day Trilby posed suspended in the air high over the heads of an 
admiring crowd, was landed squarely on her feet on a big cotton float 
(and there was no Svangeli there to hypnotize her, either), and was 
hauled out to the placid bosoin of Lake Ponchartrain without a 
scratch, her launching was all a problem of a sling, good blocks and 
tackle, and willing hands, and an additional purchase from a tall 
building across the street. 
In Trilby Mr. Boone departed slightly from the original dimensions 
of the design, and has given his boat 4in. more beam, lin. more free- 
board, 6in. more bow sheer, lin. more stern sheer, and round of deck 
7in. instead of 5in. Her, principal dimensions are: 18ft. l w 1, 25ft. 
over all, extreme beam 5ft. 10in., l.w.l. beam 5ft. 6in„ draft without 
fin 9in., draft with fin 3ft. 6in. The fin is steel, with lead bulb; weight 
650lbs. 
On the recommendation of Mr. Stephens, in consideration of the in- 
creased power of the boat, and the generally prevailing light local 
breezes, Trilby has been given a larger sail spread, with bowsprit (4ft. 
outboard) and gaff and peak in place of a lug sail. Ex-Com. Thomas 
Sully designed the sail plan. The mainsail has a hoist of 14ft., the 
gaff is 13ft. long, boom 23ft., and jibboom 12ft. long. Trilby promises 
to emulate her famous namesake in being an "all-together 1 ' fast young 
lady. _____ L. D. S. 
Corinthian Y. C. 
RECORD RACE. 
April 13. 
Atlantic City, N. J. Waters, Absecom Inlet. Course: Start and 
finish from stakeboat off club house, i% miles to leeward and return. 
Flood tide necessitating beat to windward against tide. Distance, 
8Mmiles. Weather,clear. Wind, E.N.E., blowing hard (17 miles). Tide 
flood (strong). 
Start. Finish. Elapsed. Corrected. 
Whiz. C. S. Reed 2 56 48 4 23 54 1 27 06 1 26 45 
Georgle, Geo. Gale 2 57 27 4 25 23 1 27 56 1 27 16 
Ivie, E. A. McGuire 2 5<* 15 4 26 10 1 27 55 1 27 40 
Jenny, N Sooy 2 56 23 4 24 50 1 28 27 1 28 27 
Vim, F. Sprow 2 57 52 4 27 37 1 29 46 1 28 57 
Vixen, L. Wootton 2 58 46 4 28 29 1 29 43 1 29 09 
Douschka, J. T. Andrews 2 57 44 4 28 28 1 30 44 1 30 32 
Wasp, Paul Wootton, Jr 2 58 28 4 29 50 1 31 22 1 30 37 
Little J. E. M., H; Wootton . ...2 59 27 Disabled. 
Corinth, Leonard Alger 3 05 34 Disabled 
Prize winners: Whiz first, Georgie second, Ivie third. All the boats 
contesting average on the l.w.l. 13ft. 
Judges— Fred P. Currie, Paul Wootton. Sr., Chas. W. Gale. Regatta 
Committee— D. C. Andrews, Geo. Gale, Leonard Alger, Chester Adams 
and John T. Andrews. 
Robert Center. 
The funeral -of Mr. Center took place on Friday, April 26, from St. 
Mark's Church, Second Avenue and 10th St., New York, the services 
being conducted by the Rev. Richard Cohden, assisted by the Rev. 
James G. Lewis. The church quartette was present, as well as thirfy- 
five members of the Orpheus Glee Club, of which Mr. Center was a 
member. A large number of yachtsmen were oresent, including the 
officers and standing committees of the New York ^Tacht Club, and 
many members of the Seawanuaka Corinthian Yacht Club. 
Commodore Benedict arrived iu port in the morning, and was 
present as one of the pall bearers, with Commodore Edward M. 
Brown, New York Yacht Club, Judge G Monson, A. Cary Smith, 
Henry Steers, Wm. E. Iselin, J. Frederick Tarns, Oliver E. Cromwell, 
Leon F. d'Oremieulx. Charles A. Post, Richard Morgan and J. 
Howard Wainright. The Genese6 Valley Hunt Club was represented 
by Capt. J, W. Martin, U. S. A., and Mr, Herbert Wadsworth. 
The inquest was held last week, resulting in the discharge of the 
driver of the coal cart, who was declared blameless for the accident. 
Vigilant. 
At noon on April 29 it was reported in New York that a sailing 
yacht had been sighted off Fire Island in the morning, supposed to be 
either Vigilant or Fleur de Lys, and before the news was well over 
the city the former yacht was off Sandy Hook, passing in about 
12:30 p.m. 
She sailed from Southampton on April 11, passing the Needles at 
5 p. m., her time to Sandy Hook Lightship being 17d. 18b. 25m. She 
will at once go to the Erie Basin for her new centerboard and 
racing rig. 
Emerald, schr., J. R. Maxwell, has had her mainmast lifted out and 
reeut where it straddles thy trunk, there beiug a twist to it, which t 
had taken J&sr, aeiMJii • 
YACHTING NEWS NOTES. 
Unless all signs fail, the establishment of a permanent yacht harbor 
off the coast of Lincoln Park, at Fullerton avenue, is a conclusion. 
The members of the Lincoln Park Yacht Club are disposed to furnish 
a portion of the money whereby their dream may become a reality, 
and expressed themselves to that effect through the chairman of their 
harbor committee, John McConnell, before the Lincoln Park Board 
recently. A delegation comprising this committee submitted plans 
for the proposed haven to the Lincoln Park Commissioners, and dis- 
cussed the pros and cons regarding their execution. As the entire 
Lincoln Park Board was not present no action w r as taken upon the 
propositions advanced by the members of the committee. The sym- 
pathies of the commissioners present, however, were plainly with the 
delegation, and it was suggested that one manner of meeting the 
financial obstacles in the way would be for the club men to accept a 
concession for the steamboat landing, advance the money for its con- 
struction, aud be repaid by the steamboat owners, who it is thought 
will be willing to pay a considerable revenue for the privilege of land- 
ing their passengers iu a safe harbor at Lincoln Park. This arrange- 
ment was merely a suggestion. The plan offered by the yachtsmen 
w^as to build a pier eastward from the present breakwater, which ex- 
tends north and south a short distance from the sanitarium to a dis- 
tance of 200 feet. At this point the plan showed a southward slant at 
an angle of about 30 degrees, whence the pier was to proceed to a 
similar length. As this arrangement would afford an opening be- 
tween the eastern end of the landing and the present pier of but 
seventy-five feet, President Crawford suggested an alteration in the 
original plan w hich seemed to meet the approval of the clubmen. This 
was to extend the pier due eastward for a distance of 300 feet and to 
terminate the structure with a "T" running north fifty feet. By this 
means an accretion of land north of Fullerton avenue would be ac- 
complished, whil^ under the original arrangement the acquired land 
would come south. The construction of the pier, exclusive of dredg- 
ing, would cost at least $5,000 according to President Crawford. The 
work of deepening the water of the proposed harbor would increase 
that sum to at least $7,000 This the president said was a very conserva- 
tive figure, and while it might be possible to accomplish the work 
within this limit, it was scarcely likely to be the case. The chairman 
of the baibor committee was not prepared to state what sum the club 
he represented would be willing to contribute, and President Crawford 
suggested that the matter be taken under consideration and that the 
committee return with the informatioa at the next meeting of the 
Park Board three weeks hence— Oh icago Inter-Ocean. 
The centerboard schooner built for Com. Francis Shunk Brown, 
Phila. Y. C . from designs by A. Gary Smith, was launched recently at 
Kirk's yard, Toms River, being christened Helene. 
Ex Com, E. D. Morgan, of the New York Y. C. has just returned 
from England by steamer, having been abroad since he crossed in the 
steam yacht May early last summer. He will sail in the new Cup de- 
fender, of which he is one of the three owners. 
Reva, steam yacht, was docked at Tebo's last week, where she will 
be repaired by Samuel Pine. The whole after part of the yacht was 
blown out by the explosion, the decks being torn up and the planking 
of the counter shattered. 
Niagara, Mr. Howard Gould's new fln-keel 20-rater, arrived at New 
York from Bristol on April 28, and was shipped in the Wilson Line 
steamer Ontario for London on April 30. 
The following additional dates are announced by the Yacht Racing 
Union: May 25, New Rochelle, special for cabin and open cats; June 
1, Yale Cor. an., New Haveu; July 25, Riverside special; Aug. 3, 
Corinthian Fleet of New Rochelle, an. ; Aug. 21, Riverside special. 
Oneida, steam yacht, Com. Benedict, Seawanhaka-Cor. Y. O, arrived 
at New York from a Southern cruise on April 26. 
Hermione, steam yacht, designed by G. L. Watson, has been char - 
tered for the season by Robert Goelet. 
Sultana, steam yacht, designed by J. Beavor Webb, has been sold by 
T. L. Park to J. R. Drexetl. 
/moving. 
A CANOE CRUISE ON THE POTOMAC. 
[Concluded from page S17-] 
Returning to Harper's Ferry we reload our camera 
and make preparations for a climb to the old stone fort 
situated on the top of South Mountain, just opposite the 
town. The old army road is the way up, it is something 
like two miles in length and at places the ascent is rather 
steep, the road having been unused since the war is in 
very bad repair, the many rains having made it a sort 
of a watercourse down the mountain. After a hard 
climb we reach a clearing about half way up; here there 
are remains of old earthworks, erected as a protection to 
the fort above. The only occupant of the works at this 
day being a very pretty grass snake, we gave him a slight 
inspection and passed on, allowing him to retain peace- 
able possession of his fort. About a mile further on we 
reach a fort of earthwork and stone large enough to hold 
a considerable garrison, and some distance above this on 
the very top of the mountain we find the remains of the 
stone fort, now in a broken down condition. 
The view from this eminence is grand; in front lies 
the valley of the Shenandoah, while to the right and left 
the Potomac winds its way among the mountains; it is 
said by the inhabitants of Harper's Ferry (the majority 
of whom, however, have never raised sufficient ambition 
to make the ascent) that a distance of twelve miles can 
be seen from this point on a bright day. The trip down 
the mountain is not without exertion and causes a feeling 
of weakness in the knees. One feature of our stop at 
this place must not be omitted; the lock-keeper, noticing 
our camera, formed an idea that we were photographing 
for pecuniary profit, the result, on our return in the even- 
ing, we find a number of the people gathered around 
dressed in their "Sunday clothes" ready to face our 
instrument. 
We gently break the news of our use of the camera, and 
compromise the situation by taking a photograph of the 
lock- tender's children. We break camp, push away for a 
few miles before dark, and are soon in the second part of 
the rapid, which' is somewhat heavier; that is, deeper 
water and larger waves, but the channel is fairly well 
defined and furnishes good sport. The entire rapid — that 
is, from dam above Harper's Ferry to the end — is not less 
than three miles in length, and should not be attempted 
by any one unfamiliar with rapid-running. From the foot 
of this rapid down to Point of Rocks there are many small 
rifts, which add much to the pleasure of the cruise. At 
the village j ust mentioned began a stretch of river running 
down to Seneca, a distance of about twenty-nine miles, 
without a rapid or eel rack to break the monotony. The 
current being fair, it does not prove very tiresome. About 
twelve miles below Point of Rocks we take the Virginia 
side around a large island, according to instructions re- 
ceived from fishermen just above, as we desire to visit the 
battlefield of Ball's Bluff. A small, clear stream, the out- 
let of a large spring several miles back from the river, 
empties itself just at the head of this large island. We 
push our canoes in and enjoy a light lunch. 
About a milt; below this place we land, and climbing the 
bluff look for the Government Cemetery, that we may 
locate the battlefield ; but a growth of weeds is all that we 
find. Noticing on the shore of the island opposite a large 
scow, we land there, and make a search for the house, 
which we think must be in the near vicinity. We are 
rewarded by the sight of a large, level field of fine wheat, 
with reaping and binding machines in full swing, and 
numerous farm bauds at work in the gathering of the 
