March 7, 1903.I 
FOREST AND STREAM. 
19S 
$1,200. This amount is ample to meet all of the legi- 
timate expenses of the Association. Under our pres- 
ent system, however, with our pursers changing each 
year, many men do not send in their dues because they 
do not know to whom to send. Some pursers forget 
to send bills and many men lapse and drop out. Can 
this condition be improved under the present system? 
I think not, for a purser hardly knows the routine of 
his ofiice before his term is up and a new man comes 
in. What can be done, then? I believe the only way 
to meet the question and solve the problem is to have 
a paid secretai-y-treasurer and have him collect the 
dues of all members. He then once a month could re- 
turn the 70 per cent due to each division and the end- 
less settling, correcting and squaring of the purser's 
accounts and then returning them back again to be 
settled, corrected and squared again two or three times 
would be eliminated, the officers of the general asso- 
ciation and of the divisions could tell exactly how they 
stood and the Association's finances would be in a 
businesslike shape. I should like to have an expres- 
sion of opinion from the members, for "in the multi- 
tude of counselors there is wisdom." 
Robert J. Wilkin, A. C. A. 47. 
The Cruise of the Mosquito. 
BY HULBERT FOOTNER. 
At last early on a Sunday morning we entered the 
Richelieu River, and immediately passed the Canadian 
boundary marked by a little shanty on the shore. All 
day the river was full of sailboats and rowhoats con- 
veying family parties, and the first thing that im- 
pressed us about the Canadians was the greater eager- 
ness with which they amused themselves. This was es- 
pecially true of the quaint little village of St. Johns, 
where the whole population was abroad in crazy old 
rigs or on the river in canoes. Stout old men were 
paddling with as much zest as the youngsters. We 
were no longer looked upon as freaks; the Canadians 
took it as a matter of course that we should go 
cruising. 
We had to enter a short canal at St. Johns to carry 
us around several dams in the river, and it took the 
mate the greater part of the afternoon in unwinding 
red tape to secure the necessary papers — another phase 
of the Canadian character! 
We camped on the canal bank that night, and reached 
Chambly, the end of the canal, early the next morning. 
Montreal is only fifteen miles from this point by rail, 
whereas by water we had still ninety miles to cover. 
There are eight successive locks at Charably, and as 
luck would have it a tow of some twenty barges was 
descending and an equal number coming up. Seeing 
that it would be all day before we could get through, 
we hired a native to carry the Mosquito around the 
locks on his cart, and her poor old bones were sub- 
jected to a sad shaking. As we jogged down the tow- 
path to our eyes the most inextricable confusion of 
barges and ropes and horses prevailed, with men rush- 
ing to and fro bawling in mixed French and English 
like lunatics; but in reality the barges were being 
handled with both skill and dispatch. It was a most 
picturesque scene; the clumsy, snub-nosed barges crawl- 
ing past each other and bumping in and out of the 
locks; the skippers leaning on the tillers and shouting 
all the news since they had last met to their friends 
bound in the opposite direction; the crews busy with 
lines and poles; the drivers calling to their straining 
teams. 
Entering the river again, we found ourselves in the 
heart of French Canada. For the whole length of the 
Richelieu the character of the country never chaneed. 
A road followed either bank, dotted with bare little 
farmhouses set no further apart than in a village, with 
their fields stringing out behind, so that each farm 
which may be several miles deep, has a river frontage. 
Towering stone churches, with zinc steeples, marked 
the hainlets which usually faced each other on the 
river, and it was a matter for wonder that a country so 
poor could support so many and such fine churches. 
Each place bore a saint's name — St. Athanase, St. 
Ours, St. Marc, St. Polycarpe, etc. 
At evening we went ashore to ask for supper at a 
farmhouse. Our linguistic experiences were amusing. 
Each person assured us he could "Spik Anglis," but 
it generally resulted that those two words comprised 
his whole vocabulary. The skipper knew a little French, 
and given time could arrange a passable sentence in his 
head, but he could not unfortunately arrange for the 
replies, and the flood of French that poured forth 
floored him completely. As for the mate, he vas quite 
ignorant of the language, and was persuaded of the 
absurd idea that it would be easier for the French to 
understand a kind of pigeon English than the language 
properly spoken. 
But we fell in with a most hospitable family, and sat 
up on a kind of second-storj' platform conversing with 
the farmer while his wife prepared "jambon et oeufs" 
for us below. Heads of the neighbors might be seen 
at the surrounding windows, and the farmer hailed 
one coquettish damsel in a red wrapper, whom he 
assured us had been to "Les Etats Unis" and could 
speak the language. Presently she sidled bashfully over 
toward us and sat within a window opening on the 
platform. "You spik French?" she asked the skipper. 
Non. Parlez-vous Anglais?" he asked in turn. "No." 
"Too bad! Too bad!" we both softly sighed, and that 
was the end of a promising flirtation. 
But this very difficulty of communication made sup- 
per the merriest of meals, and our mutual delight when 
we succeeded in making each other understand was 
simply childish. The chairs were low, with high, nar- 
row backs, and ever}'- time the mate or the skipper 
leaned hack to laugh he promptly fell over, amid gen- 
eral laughter. They brought out the best in the house 
for our entertainment. 
Next morning we rose from our tent to find it drear- 
ily raining. We were disconsolately making breakfast 
over a smoky fire, when we perceived a tug coming 
around a bend in the river, towing the barges we h&d 
passed in the canal the day before. In fact, we had 
passed and repassed them several times en route, and 
had made friends with some of the skippers who had 
repeatedly invited us on board. They were approaching 
at a good rate, for the current was considerable, and it 
was a race to see if we could get ready before they 
passed. Abandoning the breakfast, we threw every- 
thing in the canoe, and by making a great spurt just 
managed to catch the last barge as it swept by. Our 
friends were glad to see us, and climbing on board we 
XJuIIed the Mosquito up after us, and turned her over 
on the deck. 
All day it rained steadily, culminating in a tremen- 
dous storm toward evening, and we thanked otir lucky 
stars. for the shelter. We lay on the roof of the cabin 
under an awning, and all the young fellows, on the tow 
"came over the lines" and smoked and drank a kind 
of_ raspberry water, such as the French are partial to, 
and told stories on our deck. We heard a great store 
of experiences "on the boats," and boatmen's balls and 
wakes ashore. Young canalers are like any other 
sailors; they balance the enforced tedium of long voy- 
ages by riotous times in port. 
Our hosts, Jean and Emile, were young French Can- 
adians, who, in the temporary absence of their father 
and mother, were running two barges lashed together, 
which they proudly claimed were the finest on the route, 
and we could readily believe it. Jean was the skipper, 
a sturdy, square-built fellow, alert and active when the 
boat got in a tight place, talkative and humorous over 
his pipe when things were going easily. Emile was 
crew and cook, softer than his brotlicr and less robust, 
fond of a dish of tea and the rocking chair in the cabin. 
He was a bit of a braggart, and subject to considerable 
chaffing from the others. 
When we reached Sorel, the town lying at the con- 
fluence of the Richelieu and the St. Lawrence rivers, 
late that afternoon, the weather still showed no pros- 
pect of unending, and Jean and Emile urged us to go 
on up to Montreal with them. After debating a while 
we decided to do so, and when we had explored the 
muddy village a bit, another and a stronger tug took 
us in tow, and presently we swept out into what is in 
many respects the noblest of American rivers. We 
could not sufficiently admire the awe-inspiring sweep 
and volume of that vast green water, and only tbe cry 
of dinner could tempt us off the deck. 
The cabin was delightfully cosy after the cold and 
wet above; it was not only neat and spotlessly clean, 
but luxurious withal, and a triumph of ingenious ar- 
rangement. One-half formed the living room and the 
remaining quarters were kitchen and stateroom re- 
spectivel3^ The articles in those three tiny rooms 
would make an incredibly long list, and yet it was not 
in the least overcrowded. There were berths and 
shelves and cupboards in the oddest corners ; there 
was room for both a sofa and a mantelpiece; the state- 
room not being big enough for a full size bunk, there 
was a little hole extended under the deck for feet; even 
the stairs of the companionway lifted up, showing cup- 
boards below. 
Emile's dinner was uncommonly good, and we sat 
long over our pipes, becoming- better acquainted with 
our hosts. Afterward, between two showers, we paced 
up and down the deck for an hour, watching the water 
swirling past, the moon striving with heavy clouds, the 
dark masses of the shore, the tug breathing heavily on 
the end of the long steel cable which hung in the water 
of its own weight, and the piercing lighthouse rays._ 
I suspect our hosts thought we were out of our wits 
to take so much unnecessary exercise, but we got rare 
enjoyment out of that tramp in the dark. 
The cabin of the other boat was set aside for our 
use. This was the newer boat, and the cabin served 
ordinarily for the mother's sleeping room and the 
parlor. Its elegance surprised us; the floor was cov- 
ered with a velvet carpet, paintings hung about the 
walls and a profusion of ornaments stood on the mantel. 
There were plush-covered chairs and a wicker rocker 
tied with a great bow of satin ribbon; there was ac- 
tually running wntcr and the bed was hung with lace 
curtains. For a finishing touch, there was suspended 
from the ceiling a wonderful piece of fancy-work with 
satin streamers; on it was embroidered "Good lok." 
On the whole, our stateroom that night was finer than 
the bridal chamber on a Sound liner. 
Next morning the barge was moored at Hochelaga, 
and the gray walls of Montreal stretched before us 
grayer than ever in the rain. We still had four days re- 
maining of our vacation, and as we could go no further 
up the river on account of the current, we had first to 
find a good camping spot in the neighborhood. We 
launched the Mosquito again, and bidding good-by to 
Jean and Emile, crossed the river to Longueuil and 
made our way by Herculean exertions up the current 
past St. Helen's Island to a tiny islet opposite the cen- 
ter of the city, but near the other shore. Here we 
pitched our tent for the last time. 
Every day we paddled to the nearer shore and walked 
across the magnificent Victoria Jubilee Bridge, which 
is two miles long. This was the most direct way, for 
the terrible St. Mary's current, which we could not 
hope to cross, lay between our island and the city. It 
rained a good part of the time, and our costume con- 
sisted generally of ragged maskintoshes, disreputable 
hats and brilliant bandannas. This, with our brick-red 
complexions, made us striking figures in the streets_ of 
the Canadian metropolis, as we sauntered about seeing 
the sights. On the last night, after having seen every- 
thing, we blew in what remained of our funds for din- 
ner at the Queen's Hotel. Our costumes excited con- 
siderable attention; however, they did not attempt to 
put us out. 
A, C. A* MemtjetsHp. 
F. Valdemar Henshaw has been proposed for member- 
ship to the A. C. A. 
All communications intended for Forest ahb Stream should 
always be addressed to the Forest" and Stream Publishing Co., 
Naw York, aad not to aoy iodividual connected with tha oesss. 
The American Power Boat Ass^n. 
On Wednesday night, February 25, a meeting of the 
new Motor Boat Association was held at the Columbia 
Y_. C, foot of West Eighty-sixth street. New York 
City. Representatives of many yacht clubs were pres- 
ent and the committees that had been appointed at 
previous meetings to, frame by-laws and racing rules 
made their reports. Mt.. Frank Bowne Jones, of the 
Indian Harbor Y. C, submitted the report on the con- 
stitution and by-laws and Mr. Henry J. Gielow read 
the report on classification and rating. This report 
has ben_ prepared by Mr. Gielow with great care and 
we publish it in full. A system of time allowance was 
also compiled by Mr. Gielow, but it is too elaborate to 
be published. 
Racing Roles, 
RULE I. 
Management. 
AH races and all boats sailing therein shall be under the con- 
trol and direction of the Race Coinmittee of the club piving the 
race. All matters' shall be subject to their approval and control, 
and all questions and disputes which may arise shall be decided 
by them. 
Their decision shall be based upon these rules, but as no 
rules can be devised capable of meeting every incident and acci- 
dent of sailing, the Race Committee should keep in view the 
ordinary customs of the sea, and discourage all attempts to win 
a race by other means than fair sailing and superior skill and 
speed. The decision of the Race Committee shall be final, un- 
less, upon the application of the parties interested, or for other 
reasons, they choose to refer the questions at issue for the de- 
cision_ of the Executive Committee of the American Power Boat 
Association, whose decision shall then be final. 
No member of any Race Committee shall take part in the de- 
cision of any question in which he is directly interested. 
A member of a Race Committee, who is the owner of a boat 
sailing in a race, shall not act Upon the committee in the man- 
agement of such race. 
RULE II. 
Application. 
1. The rules shall apply only to boats sailing in a race. 
2. Boats shall be amenable to the rules after the preparatory 
signal has been given. 
RULE III. 
Measurement. 
Boats shall be rated for classification and time allowance by a 
rating, which shall be determined by taking 1.5 times the cube 
root of the square root of the load water line multiplied by tile 
horse power and divided by the area of amidship section. 
3 
RA r J N G = 15 V xH.P. 
MS. 
The result is the measurement for classification and time al- 
lowance, 
2. Load Waterline. — Shall be the distance in a straight line 
between vhe points farthest forward and farthest aft where the 
hull, exclusive of the rudder stock, is intersected by the surface 
of the water, when the boat is afloat in racing trim, in smooth 
water, witla not more than two persons aboard when the meas- 
urement is being taken, stationed amidships. 
If any part of the stem, stern post or other part of the boat 
below the load waterline projects beyond the length thus meas- 
ured, siich projection shall be added to the measured length; 
and a form resulting from the cutting away of the fair line of 
the stem, stern post or the ridge of the counter, for the ap- 
parent purpose of shortening the load waterline, shall be meas- 
ured between fair lines. 
3. Midship Section. — To be expressed in square feet, and is 
to be obtained as follows: 
With the boat in same trim as when being measured for load 
waterline length, take the beam (B) of the boat at the water sur- 
face at a point .65 per cent, from the forward end of the load 
waterline. Divide I! into five equal parts or stations, and at 
the first inboard station from either end measure perpendicular 
from the water surface down to the under side of the boat's 
planking (C). Then C multiplied by B will give the midship 
section. 
If tiie measurement for C is taken on the inside of hull, the 
thickness of planking of boat must be added, allowance being 
made for the angle at which C intersects the bottom planking. 
4. Horse-Power. — The horse-power of all motors shall be ob- 
tained as follows : 
Steam. — To be calculated by standard formula for indicatejl 
horse-power. 
Electricity. — To be calculated at the rate of 950 watts to equal 
one horse-power. 
Gasolene Explosive Engines. — To be calculated by multiply- 
ing (A) the area of one piston in square inches by the number 
(N) of cylinders, multiplied by the stroke (S) in feet, multi- 
plied by the number of revolutions (R) per minute, and divided 
by a constant (C) of 1,000 for four cycle, and 600 for two cycle 
engines. 
R to be taken from maker's or owner's written certificate; which 
shall lie subject to verifications by the Association's me'asurer. 
5. Should a boat, after having been officially measured, dis- 
charge or take on any dead weight or ballast or make any altera- 
tions in trim, she shall not be allowed to start in a race without 
a remeasurement, or without notifying the Race Committee, in 
writing, that such changes have been made, together with a re- 
quest for remeasurement. 
6. If through protest the measurement of a boat be called in 
question, the Race Committee shall direct the measurer to re- 
measure such boat, and the result as reported by him shall 
be final. The usual fee for measurement shall be collected from 
the owner, if the nieastn-ement be found to exceed the measure- 
ment filed, and from the i^erson protesting, if not. 
The owner of a boat so protested shall present his boat for 
measurement immediately after the race, when so required by 
the Race Committee. 
7. Any boat whose official rating has not been filed with the 
Race Committee prior to the start of a race, shall not be eligible 
to compete. The official certificate of measurement shall be 
shown to the Race Committee upon request therefor. 
RULE IV. 
Classification. 
All boats shall be classified by their rating, and shall be di- 
vided into classes, as follows: 
First Division. 
First Class (A)— AH over 50ft. 
50ft. Class (B)— Not over 50ft., and over 40ft. 
40ft. Class (O— Not over 40ft., and over 32ft. 
32ft. Class (D)— Not over 32ft., and over 26ft. 
26ft. Class (E)— Not over 26ft., and over 21ft. - 
21ft. Class (F)— Not over 21ft., and over 17ft. 
17ft. Class (G)— Not oyer 17ft. 
Second Division. 
First Class (H)— All over 50ft, 
BOft. Class (1)— Not over 50ft., and over 40ft. 
40ft. Class (J)— Not over 4Cft., and over 32ft. 
32ft. Class (K)— Not over ^2it., and over 26ft. 
26ft. Class (L)— Not- over 26ft., and over 21ft. 
21ft. Class (M)— Not over. 21ft., and over 17ft. 
17ft. Class (N)— Not over .17ft. 
2. All cabin boats and boats with standing awnings shall be 
classed in the First Division. 
3. Hunting launches and open boats shall be classed in the 
Second Division. 
4. Any boat appearing alone in her class may enter and com- 
pete in the next larger class in her division, at the minimum 
limit of that class, provided tUat^ aotige o{ her intention so to 
