354 
I sat down to my solitary breakfast of fried bacon, eggs, 
potatoes and coffee. 
While I was preparing it, Mrs. Osbum came ax:ross 
the road from the house with another large basket of hot 
rolls, having kindly sent us a basketful the day before. 
She also brought a little jug of cream and an invitation to 
come over and take breakfast with them. The rolls and 
cream were gratefully accepted, but " the invitation to 
breakfast was declined, as mine was already sizzling away 
to a finish on the stove. 
After the cooking things were put to rights and the 
camp tidied up for the reception of visitors, the Osburn 
ladies came over and inspected it. They took great in- 
terest in the various objects as I showed them around, 
from the compact and comfortable sleeping arrangements 
to the unique and original cooking outfit. Their wonder 
was great as to how so manj' things could be gotten 
into such small boats, and they looked on with great 
interest and- amusement while I packed the kitchen ware, 
to illustrate partly how it was done, explaining, as I 
packed, how the different articles — frying pans, kettles, 
buckets, coffee pot, plates, etc. — nested together, one in- 
side the other, until the whole outfit was finally contained 
in the one big bucket, which, in turn, found place in the 
up-turned camp stove, in which was also found room for 
.stove pipe, coal oil can, tin cups and divers and sundry 
other small articles. 
About 9 o'clock the mail hack rolled up to the door of 
the store across the way, to leave the mail sacks, and I 
was not surprised to note that the boys were not in it, as, 
in spite of their assurances that they would return in 
the morning without fail, I felt confident that the attrac- 
tions of the tourney and the german, coupled with those of 
their fair friends, would prove too much for them, I 
had, however, but barely given them up when I was roused 
by the familiar, dulcet blasts of George's bugle — George, I 
think, sleeps with that instrument of torture under his 
pillow — and, in a few minutes more, they walked into the 
camp, having gotten out of the hack at the top of the 
hill and walked down. 
Mr. O.sburn was much disappointed last night that 
George had gone away, as he had been very desirous of 
having us play some more piano and violin duets, so 
this morning, after the canoes were packed and ready to 
launch, George and I spent an hour in the parlor, render- 
ing such duets as we could extemporize from Miss Os- 
burn's stock of songs, and it was ii o'clock when we 
finally slid the canoes over the side of the ferry boat into 
the river and embarked. 
With cordial adieus and well wishes from our new- 
found friends — whose kindness and cordial hospitality had 
made our little stay here a delightfully pleasant one — we 
turned our prows down the river and were soon out of 
sight. 
The day's run, though uneventful', was a delightfully 
pleasant one. Lacy was not feeling quite well, so we 
dallied lazily along in the shade of the overhanging trees 
as much as possible. We were in no hurry, as we only 
intended to cruise as far as Shannondale Springs for 
the day — quite a short day's cruise on the present good 
water — so as to have the whole of to-morrow in which to 
pick our way through the rough, dangerous water with 
which the river ends its course, our camp at the springs 
taking us within two or three miles of the beginning of 
this rough water. 
The river, always beautiful, became more and more so 
as we proceeded. Broad, deep and. majestic, it flowed for 
the most part, broken, as above, by frequent, long, beau- 
tiful rapids, which, at the present stage, while long and 
rough, gave us no trouble, as the boat channels were 
good and plainly apparent, in whose strong, deep flow 
the sparkling wave crests scarcely wet our decks. Fre- 
cment broad, low, turfy banks and lawn-like slopes swept 
gently up from the river, shaded with fine, old trees and 
dotted with comfortable, mansion-like farmhouses, re- 
placing the almost-continuous bluffs which had seemed to 
line the river above, and which still appeared at inter- 
vals — massive, picturesque and imposing, towering their 
rocky fronts above the black, reflective depths of the 
river, as it washed their bases. 
The water, which had been clearing steadily ever since 
we left Riverton, was of marvelous purity, rivaling the 
clear, amber, trout streams of the mountains, so trans- 
parent that every rock, reef and pebble on the bottom, in 
8 or lo feet of water, was distinctly visible through the 
deep, blue haze, through which the rays of light pene- 
trated in long, slanting lines, and a curiously giddy sensa- 
tion was produced in all of us, when, standing up in the 
canoes to reconnoitre a rapid or fall, as we glided along 
over the abysmal bottom, with the great chasms between 
tlie uplifted reefs, apparently suspended in air. 
Sometimes for miles we shot along on swift, shallow 
water, not over a foot or two in depth, over a gravelly 
bottom, which gleamed with a warm, amber tint through 
the glassy medium as though covered with a thin sheet of 
varnish, and the sensation of swiftly gliding along just 
above the ground, without touching anything and with- 
out effort, was deliciously novel, and more like flying 
than anything I have ever experienced. 
The curling wave crests in the rapids gleamed with a 
pearly whiteness, while the ever-present limestone ledges 
assumed a blue-black hue through the transparent medium. 
The paddle blades assumed a peculiar, obtuse angle 
with the shaft, or loom, and gleamed with a 3'ellowish in- 
digo tint through the deep, blue water of the pools, and a 
long, funnel-shaped line of pearly, bluish bubbles gleamed 
deep down in the water after each stroke, and curled 
and wreathed upward to the surface in beautiful little, 
spiral whirlpools, and lingered to dance awhile in our 
gently swirling wakes, before dissipating into the air. 
The fishing was, of course, excellent. Below each reef 
or line of falls George and I would roynd in on the slack 
water on one side or the other of the swift tail, which 
poured through the gap in the reef down over which we 
had just shot, and make a few casts right and left, while 
Lacy drifted lazfly on the slackened current below, as he 
waited for us. Our casts were rarely unrewarded with 
a rise, and my flies were satisfactorily alluring, while 
George's diabolical phantom was as deadly as ever, and 
his eenoe became fairly encumbered with the weight of 
fish dragging alongside in his stout, twine fish bag long 
before wC made our evening catnp. 
FOREST AND STREAM. 
A* G A. to Meet on Cape Cod* 
Canoeists representing the entire Eastern part of the 
country and a part of Canada attended the annual meeting 
of the Executive Committee of the American Canoe Asso- 
ciation at Newton, Mass., on Oct. 26. The host was Com. 
Louis Armitage Plall. and the entertaining club was the 
Wawbewawa, of Aulaurndale. The gathering extended 
over Oct. 27. 
The features were the selection for the first time of an 
Eastern site for the next national meet, on Cape Cod, 
probably Chatham, Aug. 8 to 22 ; the announcement of the 
purchase of a permanent camp. Sttgar Island, in the St. 
Lawrence River, and the adoption of a new type of sailing 
canoe to conform with that of the Royal C. C. 
The last- mentioned change came through the suggestion 
of Herman Dudley Murphy, of the Winchester C. C, who 
failed to bring back the Royal Canoe Challenge cup from 
the other side this summer. ' 
The new name for Sugar Island, which is not yet con- 
firmed, is Ya-ka-wa-tha. 
Francis J. Burrage, of the Wawbewawa Club was 
chosen Secretary-Treasurer, and H. H. Smythe Library 
Ctistodian. 
Red Dtngon Canoe Qub* 
The annual fall paddling trophy race of the Red Dragon 
C. C, of Philadelphia, was held over the Delaware River 
course, at the club's house. Wissonoming, Pa., Saturday, 
Sept. 28. In addition to the paddling race, a swimming 
contest was held. 
In the paddling race, one-half mile, M. D. Wilt won 
first by a few inches. E. D. Hemingway second, H. E. 
Davis third. McLeoud withdrew. 
The swimming race was won by H, E, Davis, McLeoud 
second. Denison withdrew. 
In the evening a supper was served in "Snug Harbor." 
the Rathskeller of the club house. During the evening the 
trophies offered by the Commodore were presented to the 
winners. 
The club members have enjoyed many cruises this 
summer, principally day trips on the several narrow, wind- 
ing creeks within a few miles of the club hou=e. the 
Rancottas. Pensauken and Pennypack being the favorite 
runs. On the first-named stream several two-days' trips 
were made, in which the wives of some of the members 
formed part of the crew. This has been a canoeing year 
for the Red Dragons, and the .sailing interest aopears less 
than for several seasons. W. K. P. 
— ♦ — 
The very interesting letter that appeared in our issuf 
of ia.st week under the heading "Comnumications." signed 
bi" J. C. Jacobsen, was received by Mr. F. Grey Griswold, 
owner of the cruising ketch Savolo, who sent the letter 
to us for publication. The letter was written by the 
sailing master of the yacht on his arrival in Florida 
waters, informing the owner of the boat's safety after a 
bad passage down the coast. The boat's performances 
under the most trying conditions were remarkable, and 
fast time was made on the run. 
Savolo was designed by IMr. Ralph M. Munroe, of 
Cocoanut Grove, Fla.. and was built by Messrs, A. C. 
Brown & Sons, "Tottenville. S. I. The yacht is 67ft. over 
all, 50ft. 6in. waterline, 17ft. beam and draws 2ft. loYiXn. 
Her least freeboard is 2ft. 6in. The area of her lower 
sails is 2,026 sq. ft. Savola is equipped with a i6-horse- 
power International gas engine. 
Messrs, Tams, Lemoine & Crank, the well-known 
yacht designers and brokers, have announced that Sham- 
rock II. was put on their sale list by Sir Thomas Lipton 
shortly before he left America. The news was something 
of a surprise, as Sir Thomas had intimated that he would 
challenge again in 1903, and that being the case. Sham- 
rock II. would have made a most valuable trial boat, as 
she was so evenly matched m speed with Columbia, and it 
now looks as if Sir Thomas had given up the idea of 
having another try for the America's Cup. No pr'ce was 
set on Shamrock II., her owner simply saying that he 
wished to be advised of any reasonable offers that might 
be made for her. It is unlikely that she will be sold to 
an American, as she would be an unsuitable boat to race 
in these waters. Unless Columbia and Constitution were 
put in commision she would not have a competitor, and 
the expense of running these big boats is so great that 
they are now seldom raced, unless there is a challenge 
for the Cup, and as next year bids fair to be an off year 
for that great event, it is not probable that any of the 
big fellows will be seen in the racing. 
As Mr. William Fife and Mr. George L. Watson have 
both put themselves on record as not wishmg to under- 
take the task of designing another Cup yacht, the London 
Field in the following editorial runs over the situation 
and comments on the possible English designers that 
m-glit be competent to turn out a successful boat in the 
event of there being another English challenge issued: 
The question naturally arises, if another challenge is 
made, who will be the designer of the yacht which will 
represent a British club in the contest for the America's 
Cup? Shamrock I., designed by Mr. Fife, tried and failed 
in 1899. and now that Shamrock II., the outcome of Mr. 
Watson's labors, has also been beaten by Columbia, to 
whom can any syndicate or individti^l intrust the work 
of thinking out the lines of a new cliallenger? A num- 
ber of names at once occur of designers to whom this 
thankless task might be allotted. First of all, we have 
that eminent young designer, Mr. ChafJes E. Nicholson, 
of the firm of Cam.per & Nicholson, arGosport. Mr. C. 
E. Nicholson has more than once struck the keynote of 
success with an entirely new departure in yacht archi- 
tecture, and it must be remembered that it is only a new 
depa,rture in design that will win the America's Cup — 
the trophy will not leave New York in the locker of a 
vessel which is merely a rei>lica of a Herreshoff yacbi. 
We may try year after ye^r with mere copies of former 
[Nov. 2/1901. 
American productions and emulate the evolutions of Mr. 
Herreshoff' s brain ad infinihim without hope of success, 
but if we want to win we must strike out a line of our 
own, cast off the mantle of convention, and make a bold 
bid for originality. Next to Mr. Nicholson — We are tiot 
attempting to enumerate olir designers in the order of 
their merit, but merely mention the names as they occur 
to us — ^we have Mr. A. E. Payne, of Summers & Payne, at 
Southampton, whose racing yachts built during the last 
few seasons have been prettier vessels than any of those 
launched on the Clyde ; in fact, it is not too mtlch to say 
that some of Payne's best boats have kttowh ho eqtial fof 
beauty on either side of the Atlantic. 
Mr. Crowninshield, the originator of the scow yacht in 
America, was given a chance to build a Cup yacht to 
defend the trophy when he constructed the ill-fated Inde- 
pendence for Mr. Lawson, even though for divers reasons 
the vessel was not properly tried. Mr. Crowninshield 
was essentially a small-boat man, but many yachtsmen in 
A.merica still believe that, given a fair chance, he Could 
give Mr. Herreshoff points at his own game of designing 
90ft, racers. We have at Cowes in Mr. C. Sibbick. of the 
Albert Yard, an equally original and, to our mind, even 
more skillful designer Of small craft, and it wou'd be a 
matter of momentous importance in the history of yacht- 
ing if he were given a chance of designing a yacht to 
contest for the America's Cup. Mr. C. Sibbick has liter- 
ally designed hundreds of racers, and although among 
them there have been some bad sea boats, and. others with 
various troubles and faults to be recorded against them, 
they almost without exception have been winners. Sib- 
bick's boats are proverbially fast, and when light displace-, 
ment is left unchecked, as it is under the rating rule of the 
New York Y. C. Mr. C. Sibbick is to be seen at his best. 
If the enterprising owner of the Albert Yard at Cowes 
could put on the water a 90ft. Sakuntala, which could be 
handled as easily as that vessel, Columbia would be com- 
pletely outclassed. 
While considering who is the best man to design the 
next challenger for the America's Cup. we cannot help 
feeling that there is room for a young designer to come 
to the front at the present time, and in addition to the 
claims of the before-mentioned gentlemen, those of Mr. 
J. M. Soper, Mr. Mylne and others to distinction in their 
profession should not be disregarded. 
During the past season the most successful designer in 
this country has been Mr. Fife, and we think if he were 
given another chance of drawing the lines of a challenger 
for the America's Cup it would be found that she would 
take a somewhat different form from Shamrock I. and 
Shamrock II. It has been said that Mr. Fife was partly 
responsible for the design of the second Shamrock, but 
such a saying is totally inaccurate and without a vestige 
of foundation. Mr. Fife most loyally gave Mr. Watson 
the lines of his Shamrock I., and afforded him all the 
information he was able about the vessel, but he had 
ni'thing whatever to do with designing Shamrock II., 
which was solely produced by Mr. G. L. Watson. When 
thinking out the new linear rating ride, Mr. Fife cer- 
tainly struck some fresh ideas, and if tliey were evolved 
in the first instance more with a view to saving a little 
here and there in the new system of measurement — or 
shall we .say evading the girth tax? — rather than with the 
idea of finding a new form capable of attaining a higher 
.^peed in relation only to length and sail area, it is by no 
means certain that practical results have not shown that 
something more than was originally contemplated has been 
accomplished. By this we mean that Magdalen, Piccolo 
and Zinita, now called Sorais II., do not owe their suc- 
cess merely to the fact that they saved a bit on their 46. 
measurement, but the form of these flyers is in itself a 
departure in the right direction. If a 52ft. Magdalen 
could so easily beat a Senga, why should not a 90ft, Mag- 
dalen be proportionately faster than a Shamrock? We 
hope that Mr. Fife may have an opportunity of solving 
this problem in the near future. 
Buzzard's Bay One-Designed Class. 
In a recent issue of Forest and Stream, mention was 
made of the new class of one-design boats for Buzzard's 
Bay yachtsmen. In this issue we are able to reproduce 
the cabin and sail plans of these boats. 
. One-design classes have been anything but successful 
in American waters, and as they are detrimental to the 
science of yacht designing, it has been our policy to op- 
pose them. The only really successful one-design class 
that has stood out prommently in yachting history is the 
Newport special thirties, and conditions have always been 
in favor of these boats, being owned as they are by 
members of the wealthy Newport summer colony. The 
owners, coming to the same place year after year and be- 
ing men of leisure, are able to race almost every day, and 
in that way the interest is never allowed to flag. 
The Buzzard's Bay one-design class was suggested by 
the success of the Newport thirties, but even though the 
Herreshoff Maimfacturing Company is to design and 
build them, it is hardly probable that the new class will 
be as good as the Newport boats. It is barely possible 
that the new boats will be as fast and weatherly a> the 
Newport specials, for in designing those boats Herreshoff 
hit upon a combination of speed and ableness that he has 
never since reached in boats of that size. 
The syndicate of yachtsmen that was formed to build 
these boats is rather an exclusive one, with laws of its 
own, amendable only by tlie rules of the Beverly Y. C, 
hut that the rules have met with general approval is 
shown by the fact that twelve boats are to be built. The 
following is the agreement entered into by the members 
of the syndicate : 
"It is mutually agreed that the present owners shall 
reser\'e'f<ir therasel-v^ the right of admittiijg to partidpa- 
tien in their races, by unanimous vote, any new boats con- 
structed after June, 1902. 
"It is still further m.utually agreed that in ca.se of sale 
by any member of the syndicate to any one not a mem- 
ber of the Beverly Y, C., the present owners shall reserve 
the right oi*admitting or not the new owner to partici- 
pation in their races, also by unanimous vote. 
"As the object to this class is to combine comfortable 
cruisijig with raping, it is mutually agreed that no part 
of the equipment, as received ^rdm the builders, shall be 
remQv?4 from tije ^ojtts previous to any rates, 
