soo 
FOREST AND STREAM, 
[Oct. &. 1807. 
seasciu's racing, but they cannot stow conditions of wind and 
weather, nor can they tell how much of that undoubted fac- 
tor, "luck," has entered into the problem. So for an answer 
to the question of actual superiority, recourse must be had 
to the races themselves. 
When the Y. R. A. season closed, on Sept. 11, there was a 
very general impression that Gosling was the best all-around 
boat of the fleet and that she deserved the championship she 
had won. That impression has not changed so far as the 
championship is concerned, and yet it mtist be conceded that 
Mongoose was givine her a close race for first place when 
t-.be season closed, and in view of the entire season's racing^ 
both in and out of the Y. R. A. races, it may be still an open 
question as between the two. 
The question of superiority should not, however, be con- 
sidered as settled by the sweepstalfe races of the Knock- 
about Association, sailed after the close of the Y. R. A. sea- 
son. Mongoose beat Gosling in all three races, but it must 
be remembered that all three were sailed practically in two 
divisions, with Goslina: in one and Mongoose in the other. 
Gosling's owner had planned to stop racing with the close of 
the Y. R. A. season, but as it was desired to "try out" Cock 
Robin in the hands of her original owner. Gosling entered 
the races and made a win from Mr, Eaton's boat her sp ial 
effort. 
A series of races between Gosling and Mongoose would 
help settle the question, but since this is impossible at thi 
late date, the fairest way seems to be to let the matter res 
on the facts as shown. Gosling has the championship, but 
Mongoose has given her a close rub. 
The margin of superiority between any two boats of the 
entire fleet is. in fact, a very small one. It might, indeed, 
and often has been wined out bv a poor start or a bit of bad 
luck. The boat which secured the best start in the races 
has sometimes been the winner on that advantage alone. 
It is these uncertain features of the races which have helped 
make it interesting, and which have so divided the wins as to 
keep every one guessing. 
A ith wind, weather, the start and Inck all entering into 
the problem, who, then, can give a decided answer? 
There is a way, however, by which one feature of the rac- 
ing can, to a certain extent, be eliminated. With a fleet so 
closely matched as this one, there is always a temptation to 
"split tacks" and go looking for a better chance. The 
yachtsmen who have been racing the 21-footers at Newport 
had a try at theproblem of eliminating thischance byracing 
the boats in pairs, as is done in other kinds of sport. Just 
how satisfactory was the result does not fully appear, but at 
least one race of this kind would not he a bad experiment to 
try next season. Toward the close of the season it might 
furnish a basis for accurate comparison not otherwise to be 
obtained, and might help answer the cxuestion which is now 
puzzling "all bands and the cook." 
But there is one question which was asked early in the 
season, to which an answer can confidently be given. "Can 
Cock Robin be beaten?" has been answered in the afBrma- 
tive. The position that she is still the fastest boat in the 
fleet is bardly a tenable one in view of the racing, and yet 
she is so close to the fastest that the chances before men- 
tioned would either give her a win or bar her from it. She 
can be beaten, but not all the time, nor possibly even the 
most of the time. There is every encouragement for her 
owner to race her next season for all she is worth, and see 
just where she stands, 
. It is also apparent that the new boats are closer to Cock 
Robin than the boats of last year, and that an advance has 
been made all along the line. Still it is not the new Herres- 
hoff boats which rank Cock Robin in th e table, an d m ore than 
one yachtsman will be found to say that the Bristol design- 
er's first knockabout was a lucky hit, on which he will have 
hard work to improve. Yet it is a very close thing all 
around, and its closeness is what make it valuable. There 
is no reason why the success of the class should not be con- 
tinued. 
Capt. Henry E. Bavly. 
This veteran yachtsman, whose name is familiar to our 
readers in connection with many designs, died recently at 
his home in Exmouth, England, at the age of sixty-eight 
years. He entered the British army at an early age, and 
when stationed at Plymoutli began his yachting career: 
after several years of service in the West Indies, he was 
transferred to Canada in 18.51, spending nearly twelve years 
there, during part of which time he served in the Royal 
Canadian Rifles. Always an ardent yachtsman, he took up 
the pursuit of designing at a time, nearly fifty years ago, 
when comparatively few yachtsmen concerned themselves 
with anything more than the owning or sailing of a vessel. 
As long ago as 1856, when home on leave, he designed the 
IS tonner Ethel, remarkable in that day for having a lead 
keel of nearly two tons. Being home again at Plymouth in 
1863, he picked up a sailing boat of the Itchen type— Blos- 
som — and finding her defective in many ways set about re- 
building her, renaming her Coral. When he finally returned 
permanently to England in 1865 he took the new-old boat in 
hand again and rebuilt her entirely, making practically a 
new craft of his own design; the work being done by Bulley, 
a builder, of Shaldon. As became a Devon man, Capt. Bayly 
was a staunch admirer of the old Devon sea-dogs, and over 
the new vacht Buccaneer he hoisted as a racing flag a red 
scull and crossbones on a black ground. In later years, 
long after Buccaneer had passed out of the yacht list, her 
owner still clung to the names suggestive of Drake and 
Raleigh and the Spanish Main; "Boucanier," merely an- 
other spelling, "Piccaroon," "Scourge," etc. 
For over a dozen years Buccaneer brought pleasure and 
credit to her designer, defeating from the start such famous 
cutters of the day as Quiver, Folly, Dudu and Queen. In 
1871 she was taken in hand again, to fit her to meet newer 
yachts. She was hipped and about half a ton of lead added 
to her keel, the alterations making her good enough to de- 
feat the then new Ildegonda, 15-tonner. Five years later sh 
was lengthened to keep her up to the new yachts. Her local 
fame as a sea boat was such that when ofl:ered for sale in 
1878 she found nurchasers in some Dartmouth pilots, who 
built up her bulwarks and used her for years iu their busi- 
ness. 
la 1883 Capb. Bayly designed the 3-tonner Spankadillo, a 
very fine example of the narrow lead-mine, and raced her 
for some years, also using her for cruising. When the nar- 
row boats passed away, he designed the 3>3-rater Jack 
O'Lanthorne, quite a successful craft, though increasing ill- 
health was each year keeping her owner more and more on 
shore. For several years he had done very little sailing, but 
he was still able until quite recently to follow his other 
favorite pastime of golf, to which he was devoted for many 
years. Though purely aa amateur designer, he turned out, 
altogether, some sixty designs, building from many of them 
for himself while others were for his friends. Of late years 
this work has been one of his chief amusements, in default 
of sailing and racing. 
Capt. Bayly was not only a keen and devoted lover of 
yachting, but he was a thorough sportsman la his love of 
ifair play and his broad sympathies with sport for its own 
sake and apart from mere personal or patriotic preferences. 
It was not the mere fact of winning, but the character of the 
■ contest which gave it a value to him. A thorough Engligh- 
Tiiau, and doubly proud of England and Devon, he at the 
same time held the most kindly feelings not only toward 
Canada, but toward the United States, looking upon the 
three as but one great nation. His broad and liberal views 
extended to yachting, in which field he was ready to recog- 
nize merit without regard to nationality. Hie death makes 
another gap in the rapidly-decreasing list of old-time yachts- 
men who sailed year after year iu one craft in those days 
when it was not necessary to build a new yacht every year. 
The Ijarcbmont Races. 
The two successive wins of Syce and Acushla settled the 
ownership of the commodore's cups in the 51ft. and S61t. 
classes, but in the latter class there was a sweepstakes of 
$100 per boat, calling for a final race on Sept. 29. The wind 
was light, between south and southwest, and the weather 
fair. Acushla led over the line at 1:05, and led in the reach 
to Parsonage Point, but Anaotok passed her when on the 
wind and led at Hempstead, the times being: 
Anoatok,...,,., -i 41 91 Vorant IT 4 39 00 
Acushla, 3 4^ 11 
The wind fell and left Vorant II. to leeward of the mark 
in a tideway. It was a slow drift home, the times being: 
Length. Finish. Elapsed. 
Acushla, Hanan Bros .«3,97 5 25 29 5 20 29 
Anoatok. Oswald Sanderson N. [\T. .5 26 22 5 21 22 
Vorant II , Geo. G. Tyson 34.00 5 40 15 5 35 15 
The Thirty-Footers at Newport. 
Two special races were sailed at Newport on Sept. 39-30, 
Messrs. H. B. Duryea and A, S. Van Winkle having made 
up a private match. Mr. Duryea's Vaquero III. being laid 
up, he borrowed Dorothy II, from Mr. Whitney, The race 
of Sept. 39 was over the Dyers Island course in a light S.W. 
wind, the times being: Start., 3:45: 
Dorothy II 6 44 23 Esperanza 6 55 57 
On Sept. 30 the Beaver Tail and Bishop's Rock course was 
sailed in a fresh S.W. wind^ the times being: Start, 3:35: 
Finish. Elapsed. 
DorotbvII 4 34 09 2 09 09 
Esperanza ,,„,r..,...L.!.. 4 39 37 2 14 37 
YACHTING NEWS NOTES. 
The Sodus Bay Y. C, of Sodus Bay, New York, has cele- 
brated its fourth season by opening a handsome new club 
house on the bay, a large reception being held on Sept. 16. 
The club has elected the following officers for 1898: Com,, 
Silencer Meade, Elmira, N. Y.; Vice-Corn., F. W. Chamber- 
lain, Lyons, N. Y.; Fleet Captain, W. W. Cook, Sodus Point, 
N. Y.; Sec'y-Treas., W. L. Kendall, Sodus Point, N. Y.; Fleet 
Surgeon, Dr. W. F. Nutter. Newark, N. Y.; Fleet Chaplain, 
Rev. D. W. Kavonaugh, Lyons, N. Y.; Meas., C. H. Hill, 
Sodus Point, N. Y. The club is in a prosperous condition, 
and growing rapidly. 
AMERICAN CANOE ASSOCIATION, 1897-93. 
Commndore, P. I-. Dunnell, Brooklyn, N. Y. 
Sec'y-Treas.. 0. V. Schuyler, 309 Sixth avenue, Brooklyn, N. Y. 
Librarian, W. P. Stephens, Bayonne, N. J. 
PUBSBRfi. 
Atlantic Division, Wm. Carpenter, Sing SiDg:,N. Y". 
Central Division, Laurence C. Woodworth, G-ouverneur, N. Y. 
Eastern Division, F. J. Barrage, West Newton, Mass. 
Northern Division, Francis H. Macnee, Kingston, Canada. 
Annual dues, f 1 ; initiation fee, $1. 
WESTERN CANOE ASSOCIATION, 1895-96. 
Commodore, C. F. Pennewell, Detroit, Mich. 
Vic€>-Commodore, Nat. H. Cook, Chicago, 111. 
Rear-Commodore, E. H. Holmes, Milwaukee, WiB, 
Sec'y-Treas,, W. D. Stearns, Detroit, Mich. 
Executive Committee: B. M. Lamp, Madison, Wis.; C. J. Bteadman 
Cincinnati, O.; F. W. Dickens, Milwaukee, Wis. 
Canoe Riss. 
It is a long time since anything in the way of anoveltyhas 
been seen in the sail plans of American canoes, the two-sail 
rig with relatively large mizen being universal. In England 
a difl'erent condition of aifairs prevails, the sloop and the cat 
rig being found side by side with the American or "bafter" 
rig. The Field in its recent issues discusses the question of 
rig as follows: 
However settled or determined the question of form of hull 
may be, or appear to be, in relation to the competitive sailing 
of canoes, the question of the fastest rig is as open and ever- 
green as it was twenty years ago. There is probably a con- 
firmed belief among the leading canoe sailors that the sloop 
rig, so long as it can be effectively handled, is the master- 
piece for racing; and this has been fully proved by the sea- 
son's racing so far. But there have been conditions of wind 
and water this season when the sloop-rigged canoes could not 
be efficiently sailed, when, indeed, they were only jilled along 
under closely reduced sail, while the ketch-rigged canoes 
were sailing under whole sail. There are times, also, when 
the sloop takes the bit in her teeth and runs wild. 
Now that the autumn racing in the south is taking place 
on the confined waters of Teddington reach, the tendency 
appears to be toward single sail rig; possibly this is only be- 
cause under such rig Dragon has shown remarkable speed 
around that course; and it may be quite the case that the 
whole "alio wed-area" placed in one sail is a more etf ective 
driver where the wind is found in ever-shifting puils, seldom 
true in direction or force for more than a few seconds at a 
time. But for keeping command of the boat, for maneuver- 
ing for a start, or for intricate sailing in a crowd, the single 
sail rig is the least effective, and the most worthy of suspi- 
cion as to its possible tricks, of any rig yet put on to a canoe. 
Should the races in October fall to the sloop rig or to the 
single sail, it probably will not bring the question any 
nearer to a settlement. .There will always be the loophole of 
"if it had not been for so and such," the fiuke of wind, the 
Towboat getting in the way. We, therefore, expect to see 
some interesting, if not some funny, performances with the 
single-sail canoes. On the other hand, there is an open ques 
tion as to the value of the ketch tig in a snorting blow, that 
is, of the nearly evenly divided rig, not the large main and 
miniature mizen rig. It has sailed to victory on nearly 
every such occasion: it is acknowledged as the most mas- 
terly rig, and is undoubtedly the most handy cruising rig, 
both on confined and on open waters. But we have yet to 
see what may be the true vabje — possibly the superiority — of 
the sloop rig for racing on craft sufficiently stout to be able 
to carry such a rig effectively in a squally blow. 
We wrote a little time back on the much debated question 
of whether the sloop rig is really better than the single sail 
rig for racing, especially as to racing on confiaed waters, 
such as Teddington Reach; the matter is as open as ever, ex- 
cept in the case of the racing-machine canoe, where the sloop 
rig simply could not be handled in squally or very shifty 
winds. To work a sloop single-handed with best effect, it is 
quite necessary to belay the main sheet; and even then there 
are more than enough lines to be worked in relation to the 
fore sail for both one's hands, and the helm must occasion- 
ally look after itself. 
la these circumstances, it will soon become evident to 
those who actually try the rig on a canoe, that she must be 
sufficiently stable to allow of the main sheet to remain 
eleated through any puff or squall; and the balance of helm 
against sail centers must be very neatly adjusted, or the 
helm must be clutched while work, is being done to the hear! 
sail. Such points as these were very amply tested in the new 
Nautilus (cruising class canoe) under sloop rig on Saturday 
and Sunday last, in a breeze varying from light wind to ac- 
tually heavy bursts, strong enough in the bursts to capsize 
some of the canoes and a "half-rater." The main sheet ol 
Nautilus was kept fast on all points of sailing, and though 
the foresail was eased off to the puffs, and indeed, reduced by 
rolling up to small area, she suffered many regular "knock- 
downs," but as before ascertained, she never goes quite flat; 
aad always is under command, but then, she has a weighted 
centerplate. The rig she was using was only a patchwork 
trial rig, scarcely fit to judge performance by, but it showed 
conclusively that in going to windward she was vastly im- 
proved over the ketch rig — i. c, the m:-iin and mizen ordinary 
canoe rig, but also that in running under sloop rig she was 
slower than on previous trials with the same canoes in com- 
pany. Probably, however, this was because the sail area set 
in her jury .sloop rig was some SOsq. f b. less area than is her 
ketch rig. 
This canoe was built with main and mizen rig, or ketch, 
for cruising and general pleasure sailing, but she has all the 
fittings for sloop rig, to be fitted if it be found advantageous 
for racing on confined waters. Possibly so stiff a boat might 
successfully carry her whole rating allowance of sail in one 
single sail for racing, but luckily for the endurance ot the 
class as a useful general purpose class, the class definition 
prohibits the use of any spar over the length of the "rating 
length" adopted by the particular craft. The ratine sail area 
of i43ft. only allows 13ft. as extreme length of L.W.L. or of 
any spar, and it will be found rather difficult, on a series of 
13ft. spars, mast and all, to get one sail of 143ft. of effective 
nature, and reduceable in workmanlike manner for varia- 
tions of wind force, etc. On the whole, no doubt, the "rac- 
ing" canoe, unlimited as to spars, has gi"eat advantage in 
being able thereby to put all her cloth into one garment, but . 
the past season's experience is that the most successful alW 
round are the two-sail canoes. ' 
The A. C. A. Racingf Rules. 
Kingston, Sept. 25.— Editor Forest and Stream: The 
question of altering the racing regulations, which will come 
before the executive committee on Oct. 16, is a very im- 
portant one, but the apparent indifference of the racing 
men, as indicated by their non-appearance in your columns, 
may be easily explained. The proposed changes are nearly 
all in reference to the paddling races, and are of no particu- 
lar interest to the sailing men; the paddling, this year, was 
practically all done by the Northern Division members; the 
Northern Division has decided what changes it considers 
necessary and, having made its formal proposal to the re- 
gatta committee, its members are content to wait the action 
of the executive. 
There was some difficulty experienced by the regatta com- 
mittee this year in construing the rules, as applied to pad 
dling canoes. This increased the feeling of dissatisfactiou 
with the present regulations which already existed among 
the racing men of this Division, and the result was that at 
the annual meeting of the Division a special committee wa.^ 
appointed to look into the matter and propose such change.^ 
as they considered best. The committee was composed ot 
men from Toronto, Ottawa, Peterboro and Kingston, wh 
have competed in A. C. A. races, who have had long expert 
ence both with the single and double blade, and whos^| 
recommendations ought to be worthy of consideration. 
When this committee met the members had two objects 
view: To increase the interest in racing in the A. C. A. a: , 
to encourage a practical, usable canoe, instead of the racinj 
machine, which has been too much in evidence for so 
years. With these objects in view, they formulated the pr.( 
posal which has already appeared in your issue of Aug. 21 
it was intended that these clauses should be inserted in th| 
Racing Regulations to govern paddling races only. Yo 
proposal is so nearly identical with ours that either one 
would answer the purpose, and the only other is that pub- 
lished by Mr Schuyler; the dimensions he asks for are thv 
same as those which were in force ten or twelve years ago, 
except that the minimum of weight was then 401b8. Thit 
amendment would be an improvement on the present rule."., 
because it is definite and concise, but if the intention is to) 
increase the number of entries at the A. C. A. meets, I do' 
not think it would be of any use. Very few men care toj 
bring two canoes to camp, and a boat of this size is of n 
use except for racing in. In small, quiet streams, a lOi: 
canoe may be all right, but where the water is at all rou, 
more depth is necessary, and, of course, the same may 
said of the beam. 
I am sure the executive committee will give this import 
ant matter the careful consideration which it deserves. 
R. Easton Buries, Vice-Com,, N, D. A. C. A. 
ANSWERS TO CORRESPONDENTS. 
F. D., New York.— Kindly let me know if chipmunks are allowed to 
he shot iu the States of New York: and New Jersey. Ans. Yes. 
II. R , Bay Shore. — das a person a legal right to piu-sue and kill 
wed footed wildfowl on the Great South Baj' from a sailboat wtiilef 
sailing during the open feason? On page 46 of the Gavie Luwx in 
Brief, "Special Long Island Law," I can And nothing prohibiting 
shooting from sailboats web footed wildfowl in the Great "South Bay. 
Ans. The law does not forbid it. 
PUBLISHERS' DEPARTMENT. 
The Upper South. 
PERSONALIyY- CONDUCTED TOUR- VIA PEWNSi'LVANl A KAILUOAD. 
Tbk last of the early autumn tours to the historic Upper South via 
the Pennsylvania Railroad, will leave New York and Philadelphia,' 
Tuesday, Oct. la. 
This tour covers a period of eleven daysdurinsr the height of the 
season, when the autumn foliage is most beautiful, and includes the 
battlefield of Gettysburg, picturesque Blue Mountain, Luray Caverns, 
ihe Natural Bridge, Virginia Hot bpringe, the cities of Richmond and 
Washington and Mt Vernon. 
The round trip rate, including all necessary expenses, is §35 from 
New York, f 63 from Philadelphia, and proportionate rates from othec 
points. 
The tour will be in charge ot one of the conipany'.*! tourist agents. 
He will be assisted by an experienced lady as chaperon, wbo*c 
especial charge will be ladies unaccompanied by male escort. 
Special train of parlor cars will be ^jrovided for the exclusive we of 
the party, in which the entire round vrip from New Y''ork is made 
For detailed Itinerary apply to Ticket AgenLs or to Touri.st Agenl, 
1,196 Broadway, New York, or Geo. W. Boyd. Assistant General Pas- 
senger Agent, Broad street Station, Philadelphia, — Adv. 
Knights of the Golden Eagle Parade, Trenton » 
Oct. 12. 1897. 
For this event the Pennsylvania Railroad Company will sell excuC 
sion tickets from all stations on the United Railroads of New Jersey 
Division at the very low rate of IV^ cents per mile Cminimuui rate, 3l 
cents! . 
Tickets good only on above-mentioned da.tQ.— Adv. 
New York Day Nashville Exposition. 
The Southern Railway, in connection with the Pennsylvania, it 
the popular route between New York and Nashville, via Washingitn. 
add ibenee tbrough Asheville, N, C, the ''Land of the Sky," Chat- 
tanooga, Lookout Mountain, etc. Special low rates are madetrcm 
New York to Nashville and return. For full particulars call or fcd- 
dress New Y'ork oSice, a71 Broadway,— .ddo. 
