AVQ. 39, 1896. 
FOREST AND STREAM. 
17S 
that it contained a considerable amount of good-sized 
timber, including oak and chestnut. There -were no 
houses, and the few clearings had been made for the 
wood, and were growing up again with brush, making a 
gond cover for rabbits and possibly a few birds. 
While riding through one of the patches of large tim- 
ber I noticed a hickory nut in the road. I dismounted 
and picked it up. It was of the new crop and still in its 
green casing, but what interested me about it was the 
tooth marks of a squirrel that had begun to bite off the 
Eod. Scarcely 20fC. away stood the tree from which it 
ad fallen, and going over to its base I parted the under- 
growth and looked down. In plain sight were the 
chippings of several seasons — the hard nut shells cut into 
smaU fragments, as a gray always does the job — and 
there could be no doubt that this was a favorite locality. 
A little distance beyond I found an 1896 nest, and the 
trunk of the chestnut that bore it was liberally marked 
with the claws of the grays, who used it for a staircase. 
Back on the main road is a picturesque old stone bridge 
covered with vines, which spans a little stream that tum- 
bles down the face of the Palisades. There is big timber 
near by, as well as swampy land, and when I reached 
this spot I thought of coons. I had looked under that 
bridge several times before for tracks without success, 
but this did not deter me from trying again. So I pushed 
my wheel through the weeds at the side of the road and 
leaned it up against the vine-clad wall, and then clam- 
bered down the escarpment to the water. The heavy 
rain which fell twenty-four hours previously had raised 
the brook temporarily, and subsiding again had left a 
nice smooth deposit of mud on the rocks and stream bed 
— an unblotted page ready for the denizens of the forest 
to write upon. t~..~ - 
Before I had taken aU this in I saw that two auto- 
graphs were recorded there. One was made by a large 
coon, and the other by a wheelman who had evidently 
come down for a drink. The wheelman's criss-crossed 
footprints did not interest me, but the coon's did, and I 
wished for a camera to reproduce them. The long slen- 
der feet, with each toe outlined like a monkey's hand, 
yet in general effect resembling those of a bear, and even 
the creases of the skin were plainly recorded in the plas- 
-tic substance. There could be no forging of that signa- 
ture. "Old Zip Coon," it said, "a sly old vagabond." 
I ate my supper at 7 in New York. Thanks to the bi- 
cycle, the four hours at my disposal had been utilized to 
as good advantage as a day under other conditions. The 
distance traveled was about twenty miles, but only a little 
more than half the time was occupied in riding. I had 
lounged on the rocks that mark the top of the Palisades 
and taken my fill of the view the noble river afforded 
from various points of vantage; for a limited time I had 
become part of the woods and been privileged to see a 
trifle of the life of its creatures, and the experience had 
been sufficient to drive away the blues. What more 
could you ask? J. B. B. 
NOTES. 
There are times when a man who knows how to ride 
cannot ride, and times when a man who does not know 
how to ride can ride. This is one of the anomalies of the 
bicycle. A man who has taken a little too much liquor, 
even if he can walk aJl right, cannot manage the captious 
wheel; and a man (or woman either) who doesn't know 
the first rudiments of the thing can ride when the bicycle 
is a tandem. 
At the Syracuse Herald tournament recently the bicycle 
made its debut in trap-shooting. One of the events in the 
programme was a match in which the shooter sat in the 
front seat of a tandem bicycle and fired at targets thrown 
into the air by a boy who ran ahead. Ten targets were 
thrown going in one direction and then the course was 
reversed and ten more thrown on the home stretch. The 
winner broke eighteen out of twenty, and strangely 
enough he was one of the few entries who couldn't ride 
a bicycle. 
Most people know enough to come in when it rains, but 
it takes a philosopher to stop riding when tired. 
It is a good thing to have at private mark on your bicycle 
which will serve to identify it as your property in case it 
is stolen. An effective way is to scrape the enamel from 
some inconspicuous part of the frame, such as the under 
side of the lower brace tube, and having coated the steel 
with wax to write your name or private mark on this, 
using for a pen some sharp-pointed implement that will 
scratch through to the inner surface. Pour some nitric 
acid over the place so that it will flow into all the mark- 
ings, and the' result will be the name or mark nicely 
etched in the steel tubing. The spot may then be re- 
enameled or painted to conceal the mark from a possible 
thief, and the owner of the wheel will never be at a loss 
to prove bis property in case of emergency. 
The inner tube of a double tube tire is said to make a 
very good life preserver, and to be an invaluable aid to 
persons learning to swim. Fully inflated and wound 
around the body judt under the arms, it will support the 
most inexperienced bather. Then as confidence is gained 
the amount of air in the tube is decreased, till finally the 
learner is able to dispense with its use altogether. 
A great many people become welded to a certain gear, 
simply because it is difficult or impossible to attach any 
other to their wheels. If the bicycle happens to be of tbe 
type where the front sprocket wheel is detachable, it 
generally necessitates a new chain if the gear is altered. 
A change can be more easily effected in the wheels where 
the rear sprocket is detachable, for as the diameter of this 
sprocket wheel is considerably less than the other, the 
same chain will do for several interchangeable sprockets. 
Even in these bicycles, however, it is a good deal of a 
task to change sprockets, because with the best of them 
the wheel must be taken out before the sprocket can be re- 
moved. 
An invention that would be of value to all bicycles is a 
rear sprocket made in hemispheres, which can be taken 
off or applied to the axle without interfering with th§ 
adjustment of the w^eel. 
PUBLISHERS' DEPARTMENT. 
Summer Reading. 
Sib Edwabd Arnold in one of his recent letters says: "This world 
we live in is becoming sadly monotonous, as It shrinks year by year to 
smaller and smaller apparent dimensions under the rapid movement 
provided by limited passenger trains and swift ocean steamships." 
That tbe New York Central has materially aided in this shrinking 
process goes without saying. In all that pertains to shortening dis- 
tances and increasing comfort in travel this great railroad stands to- 
day unrivaled. Its trains are the fastest in the world and its service 
unsurpassed. 
Its name is synonymous with progress in these and other directions 
as well. Too much, for instance, cannot be said of the amount and 
character of the literature published with reference to the beauties of 
its route from the tourist point of view. Under the title of the "Four 
Track Series" a perfect library of finely illustrated books has been 
issued, and Included in the series are a number of handsome etchings. 
These have been classified, and a copy of "The Illustrated Cata- 
logue," descriptive of the series, will be mailed to any address on 
receipt of one 2-cent stamp, by George H. Daniels, General Passenger 
Agent, New York Central & Hudson Elver E. B., Grand Central Sta- 
tion, New York. 
"Health and Pleasure on 'America's Greatest Eailroad' " is the 
title of No. 5 of the "Four Track Series." This is a book of 532 pages, 
which gives every conceivable detail of interest to tourists and sum- 
mer vacationists. 
Particulars are given as to routes, rates and points of interest in 
general from Maine to the Pacific coast, but especial attention natu" 
rally is paid to the country tributary to New York, Including the his 
loric Hudson and the Catskills, the lake region of central New York 
the Berkshires, the Thousand Islands, Adirondacka, etc. 
The book is handsomely printed on good paper, and the illustra- 
tions, which are very numerous, are not by any means the least in- 
teresting part.— ^d^'. 
AMERICAN CANOE ASSOCIATION. 
Seventeenth Annual Meet. 
GKINDSTONE ISLAND — ST, LAWRENCE RITEK, 
Once more, after ten years, the A. C. A, flag floats over 
Grindstone Island, the hillside is white with tents and the 
shores are strewn with canoes and sailing gear. The island 
and the river are the same ; ten yfears has been but a moment 
to them; the same blue skies and green waters, the same 
emerald islands on every hand, the same glorious sunsets 
from the hilltop. Outwardly the camp is much the same as 
of old ; the row of tents in the main camp is not quite so 
long, but only because so many men have sought the shade 
and comparative quiet of the woods on the north shore; out 
of the seventy-five tents in the main camp, fifty are in the 
grovf. The number of tents, with those in Squaw Point to 
be added, show that this is a good-sized camp, quite as large 
as was to be looked for in the present condition of canoeing; 
and these tents are large ones, accommodating two or three, 
instead of the smaller single tents in use a dozen years ago. 
The number on the register up to Sunday night was 175, or 
only a dozen less than were registered during the whole meet 
at Grindstone on the first visit in 1884. As far as numbers 
go, the Association has at least held its own. 
The turnout of canoes is a surprise to those who have at- 
tended the last two or three meets; the shores of Eel Bay 
show a very good-sized fleet, and while many are open 
canoes, there are more racing men and canoes present than 
have been seen for several years. 
On first sight one might almost think that he had come 
back to the Grindstone of old ; some of the once familiar 
flags and totems would be missed and some new ones would 
be found; and a close look at the fleet would show some 
strange innovations in model, fitting and rig. A very few 
minutes in the mess tent or about the camp-fire will serve, 
however, to destroy the illusion that the world has moved 
backward or even stood still for ten years, and that a first 
class ticket to Clayton could' carry one back to the old 
friends and happy times of the early meets. As Mr. Kip- 
ling very forcibly puts it, "Tnere ar'n't no 'busses running 
Prom the Bank to Mandelay." 
The present register of the Association begins with the 
first Grindstone meet, 1884, and a look at its opening pages 
shows a long record of absent friends. Out of 190 then reg- 
istered, but a dozen have thus far found their way back. 
Will Wockerhagen, Dr. and Mrs, Pannele and Mr. Dodd, of 
Hartford; E. B. Edwards, J. 0. Edwards, W. P. Stephens, 
J, N, MacKendrick, F. S. Eathbun, R. J, Wilkin, Paul 
Butler and E. W. Brow^n, Oi these, Messrs. Brown and 
Rathbun were in camp only for a day. Sad as it is to miss 
so many, there is a pleasure in the thought that out of the 
large number who met m the close intimacy of the three 
years at Grindstone, comparatively few have been taken for- 
ever from the A. 0. A. Among these, however, were some 
who, like Major Fairtlough, of the Kingston C. C, and 
Lloyd Thomas, of the Mohicans, were known and loved by 
all in camp. Besides these two are other old canoemen whose 
places at the camp-fire must always be vacent ; Grant Van 
Deusen, of Rondout; E. A. Hotfman, of New York; J. F. 
ISTewman, of Brooklyn, and Carter, of Trenton; fortunately 
the list is not a long one. The bow of Cupid is responsible 
for far more defections to the A. C. A. than the sickle of 
Death. The jolly young bachelors who first gave the name 
of "Squaw Point" lo the ladies' section of an A. C. A. camp 
in 1884 are many of them no longer bachelors, nor are they 
as young, as lively or as active as in the old days. That 
they should loe here, with wives and families, goes without 
saying, for where is a pleasanter spot for the renewal of old 
friendships to be found ? But unf urtunately they are not here. 
The general make up of the camp is much as of old, ex- 
cept that the headquarters tents, after beiog first pitched on 
Nob Hill, have been shifted to the site of the old Mohican 
camp ground; while the mess tent is off toward Squaw 
Point, just where the Brockville men once camped. The 
wharf nas been rebuilt in the same place, with a small store 
at its head. The transportation arrangements are all that 
could be asked for, both from Clayton and Ganauoque; a 
small cabin launch makes regular trips between camp and 
Clayton, connecting with all trains, and there is good serv- 
ice by other boats to Gauanoque on the Canadian side. The 
camp can be reached nearly as quickly, conveniently and 
cheaply as any on Lake Champlain. 
The'arrang'ements for the camp were made by Com. Hun- 
tington and Mr. J, R. Robertson, of the camp site committee, 
who were on the ground early, and whose long experience 
in this work has enabled them to handle it to advantage. A 
large tent was erected for a dining hall, with a wooden 
kitchen attached, the mess being managed by Mr. McEl- 
veney, of Albany, who has catered for the last two meets 
and whose service is very satisfactory. The ladies' camp is 
in the old location, not entirely a satisfactory one in its dis- 
tance from the main camp and wharf, and in the ground 
itself. 
The camp opened early, a number of qjembera coming iq. 
n the first and second days, and the meet being well under 
way from the very start, The representation is very differ- 
ent aeain from that of old times Some of the strongest clubs, 
the Pittsburg, Rochester, Mohican, Royal Military College 
and Toronto have disappeared; there are a number of 
Rochester men in camp, but all younger men and not all be- 
longing to the old club; Messrs. Winne and Will Wockerhagen 
are in camp, but practically as individuals rather than repre- 
sentatives of the once powerful Mohican C. C, and though 
several Toronto men are present there is no such a party as 
was here in 1884. The Vesper B. C is represented by 
Messrs. Butler, Gage and Ames, and the New York C, 0. has, 
for a wonder, half a dozen men, four sailing canoes and a 
club badge; such a turnout as it has not sent to a meet in 
years. The Knickerbocker C, C, one of the largest in the 
old days, has now in camp Messrs. Hand, Peebles, Barry and 
Shire. Of the Eastern Division the Tatassit C C is the only 
one to send a good delegation ; the Northern Division is by no 
means as well represented as it should be. 
The racing fleet includes but one new canoe, a very hand- 
some craft, builf, by N. Gilbert for Mr, Archbald — Mab 
nil. She is a racing machine of the extreme type, the main 
feature of the design being the long and powerful sUding 
seat, A change of programme has been introduced this year 
in sending off some of the races in the first week. On 
Thursday three races were called: the Jabberwock trophy, 
won by Az Iz, J. R. Stewart; the ladies' paddling, won by 
Miss Scott, and the novice paddling, won by Mr. Moser. 
On Friday the Champlain cup race and Orillia cup race were 
sailed together, both being won by Archbald. On Saturday 
the novice race was won by May, of the New York C. C, 
and the Atlantic Division cup was won by F. C. Moore. On 
Monday morning the club sailing race was won by Moore 
after a hard fight with Butler. 
With the exception of an occasional brief rain, the weather 
has been all that could be expected at Grindstone, 
FIXTURES. 
ATJGDST. 
39 Winthrop, club, Great Head, Boston Harbor. 
29. Hull, club, Hull, Boston Harbor. 
M 29. Cape Cod, open, Provincetown. 
S 29. Huguenot, open. New Rochelle, L. I. Sound. 
S 29. Huntington, ocen, Huntington, L. I. Sound. 
S 29. Seawanhaka, special, Oyster Bay, L. I. Sound. 
The news that orders have been placed by British yachts- 
men for two and possibly three racing cutters of the largest 
size is important at this time, when Colonia has been con- 
verted into a schooner, Defender is rusting away in inglori- 
ous idleness in New Rochelle Harbor, Vigilant and Navahoe 
are on the ways at City Island, and Jubilee is out of commis- 
sion at Boston, In this country the 90ft. class has proved a 
complete failure save for the one special purpose of defend- 
ing the America's Cup. As we predicted ten years ago, 
when Mayflower and Puritan were at the height of their 
fame, there are not enough yachtsmen in this country with 
both the means and the will to support permanently a class 
of 85 or 90ft, racing cutters. What was true then as applied 
to a yacht costing $30,000 and carrying some.7,000sq ft, of 
sail is still true as applied to the latest racing machine, whose 
cost is $100,000 and whose sail area is upward of 13, OOOiq ft. 
That the same class has been kept alive season after season 
in England, and that it is to be renewed by several new 
yachts for next season, is due to various causes which 
do not exist on this side. One of these, and a very 
important one, is the patronage of I'oyalty to set the 
fashion; without the building and racing of Britannia by the 
Prince of Wales and Meteor II. by the Emperor William, 
the class would have fallen to pieces immediately after each 
international race, as has been the case on this side. Another 
powerful cause is the length of the racing season in British 
waters, with a continual round of races from May to the 
middle or end of August, the fleet keeping together trom the 
first race to the last. Coupled with this is the greater depth 
of water available over the majority of British courses, and 
the amount of sea work done by the racing fleet. On this 
side, on the other hand, the racing is not sustained or con- 
tinuous; when the owner of a large racing yacht fits her out 
in the spring he has no guarantee that he may not be without 
a competitor before the June regattas are over, and he may 
be certain that some of the rivals he is most anxious to meet 
will withdraw before the season is half at an end. On this 
side too, with some good deep-water courses for special 
great events, the regular courses of the racing clubs do not 
admit of the present 90-footei's, and the class is useless for 
racing save by towing from New York to the Sandy HoOk 
Lightship or from Marblehead out several miles to sea. 
The rapidity with which the wealthier yachtsmen are go- 
ing into large and costly steam craft, the vast expense, ihe 
general uselessness and the very brief racing life of the rac- 
ing 90-footer, such as Defender, tne history of the large sin- 
gle-stick class since its birth in 1885, all show beyond ques- 
tion the utter impossibility of making it a permanent fea- 
ture of American yachting. 
The question then arises, how long can this country hope to 
hold her superiority in the 90tt. class by building an occa- 
sional yacht to meet some emergency, while British design • 
ers and owners are able lo benefit by the knowledge derived 
from the permanent existence and regular racing of the same 
class? The next season will see afloat a new racing cutter from 
Mr, Watson's board for the Prince of Wales, naturally an im- 
proveTnent on Meteor II, and the many older yachts of the 
class, including Britannia; a new cutter for 0. D. Rose to 
be designed by J. M. Soper, designer of Satanita, and con- 
structed under his direction by the firm of whick he is man- 
ager; and probably an improved Ailsa, to be designed by 
Will Fife, Jr., for A. B. Walker, present owner of Ailsa. 
With two of these at least ordered in August, there is a good 
chance of other additions to the class before next May. 
With several of the old boats still in the racing, as they are 
likely to be, there is every indication of a strong class and. 
good racing in 1897 in British waters. 
What a different outlook is found in America. The racing 
this season has been confined to four classes of yachts: first, 
the large schooners, mainly a duel between Colonia ana 
Emerald; second, the dozen 30-footers of the special class; 
third, the 15-footers, and fourth, the general fleet of sloops 
and catboats from 18 to 30ft. about New York and Boston 
While the sport has been good in the smaller classes, those of 
30ft. and under, all first-class racing has practically ceased, 
and there is no promise of its speedy revival. By -'first- 
class" racing we do not mean the two largest racing classes 
of both rigs, but pfeeses oi cutters anci gchooners Ifpru th§ 
