t>KC. 2S, 189^.] 
81S 
A New Departure in Fishingf Rods. 
Editor Forest and Stream: 
From the present outlook it is reasonably safe to assert 
that the bass fishing season of 1897 is practicalJy over in this 
latitude. Not because it is too cold to fish, for the tempera- 
ture all the autunan has been quite moderate, but because the 
later rains have swollen the streams so that the fish no 
longer frequent their favorite haunts, but have gradually 
dropped down with the rising waters into the deeper hiding 
places, where they go into a state of suspended activity. 
I am led to the conclusion that every year the bass and the 
trout grow more intelligent and wary, and that the only way 
we are able to keep pace with their growing acumen is by 
continually improving the tackle ih-A is devised for their de- 
struction. Years ago the uneducated fish rose greedily at a 
bit of salt pork suspended by a heavy cord from an uncouth 
sapling ; to-day nothing is elfective save a microscopic fly 
pendant from a leader of drawn gut fastened by means of a 
slender braided and enameled silk line to an 1897 split-bam- 
boo rod. 
Aud this reminds me that, speaking of improvements in 
tackle, Toledo, whose inhabitants regard angling as one of 
the weighty and serious joys of life, is to ba credited with 
one of the most ingenious novelties of the year. Mr. J. M. 
Kenyon, of our city, an enthusiastic angler and amateur rod 
maker, has perfected an improvement in split-bamboo and 
wooden rods which has elicited a great deal of favorable 
comment. By his process, every jointio the rod, before the 
guides or rings are attached, is wrapped continuously from 
end to end with white spool silk, which is afterward treated 
10 several coats of spar varnish rubbed down and polished 
by the usual methods. When the rod is finished and 
thoroughly dry the wrapping of silk becomes beautifully 
transparent, and even the closest scrutiny can hardly detect 
the windings. In one case, a tip of spJit-bamboo wliich had 
been finished as above mentioned was sent by Mr. Kenyon 
to a friend in Washington with a description of the process. 
In return the recipient wrote a polite intimation that the 
sender of the tip was playing on his friend's credulity— kid- 
ding him, as the boys say— and it was only when he had 
followed instructions to break the tip that he was satisfied it 
was exactly as represented. 
During the past spring and summer Mr. Kenyon has 
finished up several split- bamboo rods in this style, and they 
have been borrowed with great assiduity by his friends 
whenever il has been possible. One in particular that has 
been a great favorite is a split-bamboo 10ft. long, and weigh- 
ing a trifle over 7oz , made in only two pieces, which were 
spli.ced at the single joint with a "waxed cord. These rods 
present a remarkable combination of elasticity and backbone, 
and no matter how severe their use (within reason) never 
take a set. This improvement is applicable also to the three- 
joint bamboo and to wooden rodp, but the latter do not show 
such good results. A split-bamboo of this description will 
endure a wonderful amount of hard work without breakage, 
and yet retain, all its vitality unimpaired. A 31b, bass on 
such a rod gives a feeling of serene satisfaction that well 
nigh discounts an approving conscience. 
It will be remembered that some months ago Forest and 
Stream published a letter from a Pennsylvania correspond- 
ent, I believe, who described the device of some angler who 
had wrapped an ordinary cane pole with linen thread, ob- 
taining a very excellent rod by the operation. At that time 
I clipped the article and directed to it the special attention 
of Mr. Kenyon, who at that time had already made one or 
two rods of his pattern. So that it will be seen Toledo is by 
no means a mere imitator, Jat Beebe. 
Toledo, O., Dec. 16. 
We note the growing use of the term "race committee" to 
replace the old one of ' 'regatta committee," and commend it to 
those clubs which have not yet made the change. There was 
a time when the latter term was strictly appropriate, the 
principal racing functions of a club being set regattas for 
the fleet at infrequent intervals. Save In the case of a few of 
the great non-racing clubs, such as the New York Y. C, this 
solitary annual function of a formal "regatta" is obsolete; a 
regular series of races is sailed through the season, and the 
"annual" is but one of many instead of the sole event of the 
year. The duty of a modern committee is not to figure at one 
'regatta," but to plan and carry out an extended series of 
yacht races of all kinds through the season, and the term 
'race committee" is in every way preferable to "regatta 
committee." Similarly the term "race" is quite as expres- 
sive, and in most cases even more accurate than "regatta," 
and may well be universally adopted. The modern "race," 
as managed to-day in all racing yacht clubs, with its exact 
system of rules, is quite a different affair from the old "re- 
gatta" on the go-as you-please plan, an odd lot of big yachts 
of all sizes and rigs mixed together. 
Another new term is that of "racing measurement," iust 
adopted by the Sound Y. R. A., in place of "racing length," 
as being on the whole more exact and definite. As applied 
to a rule in which both length and sail are joint factors, 
It serves to distinguish it more thoroughly from the various 
length rules in which length alone is used. 
One-Design Classes. 
The general outlook in yachting for the coming year is 
anything but encouraging; there is no prospect of a match 
for the America's cup; no schooners are building to meet 
Colonia; the proposed new 51ft. class has been abandoned 
and the best that can be hoped for in the large classes is a 
continuation of the uninteresting procession of Colonia 
9ueen Mab, Wasp and Syce. While an international matcli 
is still possible, and there is yet time for the building of new 
yachts before the season opens, there are no reasons to be- 
lieve that a challenge will be made and accepted, or that 
any serious efforts will be made to strengthen the larger 
classes. In the smaller classes a match is already assured 
for the Seawanhaka Cup, and one is quite possib'le for the 
Canada Cup; but both of these will ba sailed on fresh and 
not salt water. That there will be any racing at all is due 
not to the wise and far-sighted legislation and judicious en- 
couragement of desirable classes by the great yacht clubs 
but rather to the current f urore for an imported fad the 
'one-design" class; thanks to this, the indications are that 
the seasoo of 1S98 will be a notable one from the amount of 
small yacht racing and the general and popular interest in 
the sport. . 
Whether or no one-design classes are either necessary or 
desirable in theory is a question that may well be deferred 
for some_ years at least; as matters have been in yachting 
and are likely to continue, the one-design class offers the 
only practical solution of a very difficult problem. A look 
at the measurement question in all countries and among all 
classes of yachtsmen shows a general condition of confusion 
and uncertainty, such as was so painfully evident at the re- 
cent meeting of the special committee of the British Y. R. 
A. for the revision of the rule in the small classes, eight of 
the committee voting for the proposed change after long 
consideration, and another eight against it; no action being 
taken by the Association in the end. Thus far there are few 
iodications of the possibility of an agreement among yachts- 
men on a formula designed to restrict extreme features or 
on salutary limitations of construction; nor is there even a 
certainty that if really good legislation were possible in both 
details, any general revival of building and racing would 
follow. 
In this condion of affairs, the one-design class, with its ar- 
bitrary restriction of dimensions, details of design and con- 
struction carried to an extreme, offers to yachtsmen the only 
hope of continued racing. Examples of the one-design idea 
are found in all sizes from the special Newport 30ft. class down 
to classes of racing dinghies and dories, all typas beine rep- 
resented. We have within the past two years published 
many designs of keel, fin-keel and centerboard craft, from 
the extreme racer to the veritable cruiser, that have been 
utilized as the basis for such classes. 
Though essentially English in its origin, .such classes being 
found everywhere in British waters, the idea has now taken 
root in this country, and especially about New York. The 
Seawanhaka fleet, with the extra boats lately ordered, will 
number about thirty-five, the American Y. C. 25ft. fleet will 
number about fifteen, and now a still larger size, of cruising 
schooner, is proposed for the Sound. The largest class yet 
proposed, the 5tft., has failed of realization, but not on its 
merits; and unless some radical change of rules is made, it 
is only through a one-design class, or its parallel in a 
strongly restricted class, that any building can be looked 
for in the classes above 42ft. R. M. 
Thanks to this new idea, there is a fair prospect of racing 
next season about the Sound, and of a continuance of the 
sport for a couple of seasons more before the mere novelty of 
the one- design idea has worn off and the craft thus built are 
left to live or not, according to their intrinsic merits. It is to 
be hoped that by this time yachtsmen will be prepared to 
begin the new century with an improved rule of measure- 
ment that will produce a useful and serviceable racing yacht 
in the regular classes. 
Apart from the immediate aid thus afforded to yachting 
by the one-design idea, it promises to be mo.st useful in an- 
other way in developing yacht racing in remote and isolated 
localities. There are numerous stretches of water through- 
out the country, in convenient proximity to cities, anfin 
every way available for yacht racing, that thus far have not 
been brought into use for that purpose. In many cases there 
are no boats at all, in others a small mixed fleet. Where 
such a fleet exists, its very nature is often such as to bar all 
attempts at regular yacht racing. It numbers perhaps one 
cabin sloop of 30ft., a couple of Cape cats of different sizes, 
about 20ft.; a few old sand baggers, some cat and some jib- 
and-mainsail rig: a St. Lawrence River .skiff, a Barnegat 
sneakbox, perhaps a canoe oi* two, and a rowboat of the 
Whitehall model with a sail. Such a collection will be 
readily recognized as representative of the little fleets that 
nestle in odd nooks and bays along the Sound, the Hudson, 
the Delaware, and numerous other places throughout the 
country. The vested interests back of such a marine ag- 
glomeration are a permanent ba.r to the establishment of 
racing in their locality; one attempt to race the fleet under 
any possible system of measurement, or even an arbitrary 
handicap, is quite enough to satisfy the bold man who makes 
it, and also to set the entire lot of owners by the ears. 
In such a locality as this, as well as in one where there are 
as yet no yachts nor yachting, the one-design idea is specially 
applicable. It is only necessary that those interested in 
yachting and racing, though but half a dozen in number 
should get together and agree on a standard design to be 
built to by all alike, with positively no difference whatever 
in the boats, to be kept in the same condition as nearly as 
practicable, and raced regularly under stringent regulations 
and some standard racing rules. 
In regard to the design, there are two important points: in 
the first place, the boat must be directly adapted to the 
locality in which it is to be used and the general requirements 
of the members: in the second, the cost must be kept within 
a reasonable, sometimes within a very low figure. It is im- 
possible to give any exact idea of cost, but it may be said in 
a general way that a satisfactory craft of even the smallest 
size can hardly te had under .$200 for complete racing equip- 
ment, and the attempt to reduce the cost to one-half or one- 
quarter of this sum is likely to result in complete failure 
The cost varies greatly in different localities; we have seen a 
very good 16ft. sailing skiff— a very good boat for a one- 
design class on a small bay or lake— turned out as low as $75 
in Canada; but this represents an extreme figure; in the 
States the cost would be considerably higher, and in any 
case there are certain items which will add to the cost If a 
good stock design can be had of a builder, as was the case in 
the boat just mentioned, the cost of a design is saved- but 
as a rule it will pay in the end to secure a special design 
from a designer who will take the trouble to familiarize 
himself closely with the special conditions of the case and to 
turn out the best possible craft to meet them. This alone 
may avoid a failure through the selection of the wrong tvpe 
of boat. The designer's fee must in this case be divided 
among the different owners, but this is nearly or quite offset 
by the careful planning of a special construction for the fleet 
that will give lighter, better and cheaper boats than if this 
arc of the work were left to the builder. 
The questions of size and type are important ones, to be 
determined by the amount which the owners are willing to 
pay and the waters on which the yachts or boats are to be 
used. In the face of the notable success of the Kingstown 
Water Wag class, of but 13ft. length, it will hardly do to sav 
that this size is too small, and a 14ft. sailing dinghv as de 
scribed in the Pohest and Stream and in the "Suppiement 
to Small Yachts," has proved a very handy boat; but in 
most cases it will hardly pay to go below 16ft. l.w.l unless 
for very small bodies of water. Where even occasional 
rough water is to be considered, a boat of 15ft. l.w 1 will be 
found sufficiently safer, faster and more comfortable than 
one of but 13ft. Of course, the model mu.st be considered in 
making such a comparison; a broad and full dinghy of but 
13ft. may be abler than a canoe of 15ft. The depth of water 
at the anchorage, as well as over the course, and the general 
saUing waters accessible within a few miles, will probablv 
settle the question of centerboard and keel; if the latter be 
chosen, there comes up the question of fin-keel or full S sec- 
tion. As to speed, it is not absolutely essential that the 
boats shall be very fast for their length; it is presumed that 
they will only race together, and that they wUl not be called 
upon to meet the fastest possible construction of racin"' 
machine. At the same time it is absolutely neceasarv that 
they shall not be tubs, sluggish and ill-balanced, but smart 
Lively little craft, moving off easily, always under control 
and quick in stays. It is quite possible to attain this much 
and It 18 a good deal, even though the boats may not be of 
the fastest of their measurement. As racing is presumablv 
the tirst purpose in view, at least such speed as comes from 
harmonious proportions, good form, moderately li^ht con- 
struction and neat rig must be had; but after this the boats 
must m most cases serve one or more other purposes Thev 
may be needed for afternoon sailing with three or four 
aboard, for fishing, or for Saturday cruises. The racine- 
features must be developed to just such a point as will hold 
the class strongly together and keep up the interest in it as 
only racing can do; beyond this, the more generally useful 
the boats are for cruising, fishing, pleasure sailing, etc.. the 
better for their individual owners. ' 
It will be .seen, from this point of view, that much depends 
upon the selection of the right boat for a certain locality; 
and that a model which answers perfectly for one place may 
prove a failure in another where the conditions are quite 
different. 
It may, after all, if the necessary amateur skill is not at 
hand, actually save money to employ a competent designer 
to get up a special design. 
As to practical methods in organizing such a class, the 
first step is for the few directly interested to meet and con- 
sider about what can be done, how much can be paid for the 
boats and what general dimensions and type are most desir- 
able. The many designs published in the Forest and 
Stream will serve to show what there is to select from. 
After sufficient study of the subject to give a definite plan 
of dimensions, type and cost, a meeting of the club or of the 
yachting men from the locality, in'the event of there being 
no club, may be called; the proposed plan will be laid before 
it and discussed and a committee of three or five appointed, 
to consult with designers or builders as to exact plans and 
prices. 
After suitable plans have been adopted, in accordance with 
the general wishes of the proposed owners, all of these may 
be asked to enroll themselves as members of the class, and a 
formal set of rules for the class may be drawn up and signed 
by each member. 
It is not necessary that the class should be strictly one-de- 
sign; in some cases better results can be obtained by leaving 
the owners free to secure designs where they will, merely 
complying with the general restrictions of the class. These, 
however, must be very rigidly drawn to prevent that evasion 
which is almost certain to occur in time if the racing proves 
successful. The one-design idea, however, has one very 
great advantage in that it lessens the cost of building 
materially. 
After the final plans and estimates have been approved, 
the contract for a certain number of craft will be made, 
usually as a matter of course with some one builder who 
will go to special expense in the preparation of his moulds 
and patterns for the whole number, thus minimizing tha 
cost. It is the practice, in such a case, to select the boats by 
lot, each being given a number as it is wrought into shapa 
and the owners drawing for her when partly completed. 
Sometimes special arrangements are made for a more 
elaborate finish or minor changes of plan; but the nearer the 
boats are to absolute identity in hull and rig, the better 
sport may be expected. It is the custom also to give a gen- 
eric name to the class, as Water Wag, Colleen, Droleen, 
Red Wing, etc.; this name sometimes being selected so as 
to allow of a series of names for .the boats, as of birds, sea 
fishes, etc. 
Where no club exists, it is absolutely necessary that some 
form of organization be entered into by the members of the 
class, and also that a committee be appointed to look after 
the general management of the class, the framing of rules, 
consideration of plans, contracts, etc., this committee to 
continue permanently. Even in the case of a club or of 
several clubs acting together in a locality, such a class com- 
mittee will be found almost essential. 
In the case of a club or clubs, the regular race committee 
will naturally attend to the racing of the special class with 
its other duties; but where no club exists, or where one is 
organized from the owners of such a limited class, in addi- 
tion to the class committee, composed mainly of owners 
there should be a race committee of three or five, composed 
exclusively of non-owners, disinterested parties, who will 
have entire charge of the racing, selecting dates, making all 
arrangements and managing each race as it comes off 
This race committee should, if possible, be entirely distinct 
from the class owners; but of course it must be composed of 
experienced yachtsmen. 
One important feature of such class racing is the contin- 
uous record of each boat for the entire season, coupled with 
a system of prizes that will induce general and continued 
competition. It is never desirable to give too many or indis- 
criminate prizes, but in the case of a one-design or restricted 
class of a dozen boats a variety of prizes is possible. The 
first boat over the line in each race (of course there will be a 
one-gun start and no time allowance) should always have 
an individual prize for that win, with second prize possibly 
for five starters, and third for seven. The positions in each 
race should be recorded by one of the merit systems and 
prizes given at the end of the season for the first three or 
four boats on the list. An individual prize may be given to 
the owner who makes the most starts in a season, another to 
the helmsman who has the best record, to the crew of the 
boat with the season's record, etc. The great thing is to 
stimulate competition, and to keep alive the interest of even 
those who fail to win direct prizes in the early races, and by 
degrees drop out. 
^ e have already published the rules and conditions of dif- 
ferent limited classes, but the following, recently adopted 
by the Dublin Bay Sailing Club, show the general nature of 
such rules. The Colleens mentioned were illustrated in the 
Forest and Stream of May i, 1S97. 
The hon. secretary, Mr. P. O'Connor- Glynn, proposed, and 
Mr. J. Lament- Brovi'n seconded: "That the A Class, which 
shall be known by the distinctive name of 'Dublin Bay 35- 
footers,' be one-design, deep-keeled boats, cutter-ritrged andJ 
with the following dimensions: Length over all .37ft Sin • 
length on l.w.l., 25ft.; beam, 8ft. Sin; draft, 6ft,' 3in.; lead 
on keel, 3 tons ocwt,, and sail area, 84.5sq. ft,, divided into 
mainsail— which shall be laced at foot, and may have three 
battens— topsail, foresail and jib. The following sails may 
also be used: Second jib, jibtopsail, balloon foresail, spina- 
ker, storm jib and trysail." This was passed without dis- 
sent. The design of the new class was handed round for in- 
spection, the hon. secretary stating that it had been 
prepared by Fife. It showed a boat very similar to the No 1 
Belfast class which has attracted so much attention this 
year, with the exception that there was more hollow in the 
bilges, lessening the displacement by about 5cwt The 
design met with universal approval, and it was the unani- 
mous expression of those present that the class would be 
very, successful. 
The following conditions applicable to the class were nex6 
proposed and carried; 
(o) That this type of boat shall not be altered for at least 
five years from Jan. 1, 1898, and during that period shall 
constitute the A Class. 
(h) The boats, masts, spars, sails, etc., shall be exactly 
alike, both as to size, material and construction, and to be 
built in accordance with drawings and specification marked 
G.A. and G.B. respectively, which shall be deposited with 
the hon. secretary. And no boat shall be built without a 
payment of a fee of three guineas to the club, for the use of 
the design and specification. 
(c) Each boat^s L.W.L. length shall be marked by the 
builders, but the official length of the Y. R. A. rating and 
Y. R. A. certificate shall not be compulsory for racing in 
this class. 
{d) Any owner wishing to add or substitute internal fit- 
tings to those supplied in the pattern desigu may do so but 
subject to the marks, as mentioned in condition (c) rernain- 
ing unsubmerged when stores are on board. The gear and 
all stores and ttttiugs which are common to all boats of the 
class shall be carried in the race. " 
((3) No structural alteration of any kind shall be ner- 
mitted, and any structural repair due to accident or other- 
wise must be made or sanctioned under the direction of the 
committee. 
tOONTINtTED ON PAGE 516.] 
