Oct. 29, 1904.] 
FOREST AND STREAM. 
369 
" water, which put a heavy strain on the bowsprit. We 
both tried to clear it, but could not succeed, as it had 
jammed in such a way that we could not shake it put, 
so we had to leave it alone until we should get into 
smoother water. Fortunately it did no harm beyond 
bending one of the bowsprit spreaders. . . 
On our next tack we ran close by Gape La Have, 
a bold cliff of white granite jutting out into the sea. 
About y 2 mile off from the cape is a nasty reef called 
Black Rock, on which the water always breaks. We 
held on this tack for a long time passing inside Indian 
Island, which made the water smoother for a short 
while. We tacked well in under the western shore, 
where the wind drew more from the W. Again we 
t stood out to sea some 3 miles, finding the sea still 
very heavy. A long tack was then made in toward the 
shore again, fetching well into the middle of Hell Bay. 
This place well deserves its name, for a nastier spot 
one could not imagine. On this occasion the surf was 
breaking heavily on the reefs and we did not venture 
far in. Our next tack seaward brought us to the mouth 
of Port Medvvay Harbor, and rounding the stone house, 
raced into the harbor, the following waves nearly send- 
ing our dinghy on board several times. We ran into 
the mouth of the Port Medway River and anchored in 
near shore. Port Medway Harbor is formed by a long 
line of small islands and reefs running parallel to the 
shore, which make a long narrow bay. The Port Med- 
way River enters one end of it, and the town is built 
at the mouth of this river. There is splendid salmon 
fishing in the river in the spring, and trout may be 
caught at any time. There is a lighthouse at the mouth 
of the harbor and one at the mouth of the river. It 
is a dangerous harbor to enter in thick weather. We 
; were quite tired out after our rough afternoon's sail 
and after supper we turned in early, intending to make 
an early start the following day. 
There was a nice breeze blowing from the N.W. when 
we came on deck the next morning. This would carry 
us well along the coast if it did not shift to the W. 
We left about 6:30 A. M., and ran down to the en- 
trance of the harbor. The air was clear and fresh and 
everything promised well. We soon rounded Frying 
Pan Island, giving it a wide berth, as the chart showed 
some reefs lying off shore. We were not acquainted 
with this part of the coast and had to rely solely on 
our charts, which, by the way, we found to be very 
accurate. Ahead of us now opened out Liverpool Bay, 
a magnificent stretch of water without a shoal or reef 
in it. Coffin Island, lying across one side of it, offers 
orotection, behind this island there is a fine shelter in 
, bad weather. On the island is a large lighthouse which 
can be seen a long distance off-. The wind had now 
freshened, and we were making about 6 knots on an 
easy reach. There was a number of fishermen out in 
their boats, who hailed us pleasantly as we passed. 
The scenery all along the coast hereabouts is very 
fine, high cliffs rising from the water and pierced here 
and there with long narrow harbors^ running inland. 
Past Western Head opened up Port Mouton, which is 
another fine sheet of, water. Mouton Island lies across 
the mouth of the bay and forms a fine roadstead behind. 
We next passed Point Joli and then Port Joli; About 
2 miles off the coast lies the small island called Little 
Hope— nothing" more than a pile of rocks and sand, 
with a dangerous shoal to the W. of it. There is a 
powerful light placed on the island, and an automatic 
buoy on the shoal. It was now about 10:20 and we had 
made about 22 miles, so we had good prospects of 
reaching Shelburne before dark. 
About 11 o'clock the wind dropped a good deal and 
we were not making more than 3 or 4 knots. Passing 
by Port L'Herbert and Sable River, we came up to 
Rams Island about 2:30 P. M. This island lies about 
y 2 mile off from the mainland, and there are some bad 
reefs on the outside of it, so we decided to run inside 
and thus save considerable time. The chart showed 
water enough, though there were some rocks and shoals 
marked. We passed through safely and entered what 
is called Rugged Harbor, which is a dangerous place 
and the scene of many wrecks. Reefs and rocks could 
be seen in different directions, but the chart showed 
plenty of water between them. 
The wind now shifted to W. by S. and began to 
blow hard. This made it all windward work to Shel- 
burne, about 20 miles away. We made a tack in to- 
ward the land, passing close by Gull Rock, on which 
there is a lighthouse. On our starboard hand we could 
olainly see the town of Locke's Island, connected with 
the mainland by a long sand beach. Our next tack 
took us close by Western Head into Shelburne Bay. 
Here we got the full force of the wind as it swept 
across the bay and also a heavy choppy sea. We had 
now more sail than we could swing, but it was almost 
impossible for us to reef her where we were, so we 
had to lug it along as best we could. I gave the jib 
a good full and slacked the main sheet, keeping only 
the after part of the mainsail full. As the squalls 
struck I let her take them until we had good headway 
on, then eased her up until the squall passed over, al- 
ways keeping her going. The boat was throwing spray 
constantly, which blew back into our faces and made 
our eyes smart. 
Things didn't look very cheerful; a 12-mile thrash to 
windward before we could reach shelter, but we were 
determined not to turn back. Slowly we fought our way 
across the bay, making long tacks. First toward Green 
Island and then across to McNutts' Island, just fetching 
past the lighthouse on the latter. Under the island 
the wind was very squally cutting the tops of the waves 
and dashing it into our faces. Our boat was behaving 
well, however, and we no longer had any anxiety. We 
were -now in the entrance of the harbor, which is about 
7 or 8 miles long and from to 1^ wide. The shores 
are steep and rocky and the water very deep, and each 
time we tacked close in shore in the smoother water. 
Three miles farther up we rounded Sandes Point, from 
which it was a close fetch up the harbor to the town. 
There is a lighthouse at Sandes Point. 
We flew along, the lee rail buried, and the foam curl- 
ing up to the washboards. We were just 30 minutes 
doing the 4 miles from Sandes Point up to the anchor- 
age. We dropped our hook about 7:30 off the wharves 
and alongside Princess, a large ya-cht from Halifax, 
which had arrived 3 hours before us. She had carried 
away her main boom goose-neck in one of the squalls 
under McNutts Island We were indeed glad to be 
safe at anchor once more. Our faces were encrusted 
with salt, and my arm was aching from holding the 
tiller so long. We turned in very early, completely 
tired out. ;' . , . 
Next morning we spent calling on our tricnds and 
getting acquainted with the town, which we found to 
be a quaint, picturesque old place, full of reminiscences 
of its former greatness. Shelburne was settled by the 
United Empire Loyalists, who came over during the 
American Revolution, and for a time was a very im- 
portant city, rivaling Halifax, the capital. The Loyal- 
ists built great oak-framed houses, many of" which are 
standing to-day. After a time, however, the population 
gradually dwindled away and the place languished. 
Much ship building is done there now, and Shelburne 
turns out some of the finest schooners in Canada 
The people were extremely kind to the visiting yachts- 
men and gave a ball in our honor and several other 
functions. There were two races for the Shelburne 
Cup, and they were both won by our old friend, Hermes, 
by a narrow margin from the Princess. This latter 
yacht is a new 30-footer, designed by Mr. B. B. Crown- 
inshield, .of Boston, and built in Nova Scotia. The 
wind on both days was light and just suited Hermes 
with her large sail spread. We started, but were out- 
classed by the larger boats in the light wind. We were 
beaten in the first race 4m- by Princess and 8m. by 
Hermes. 
We spent a week in Shelburne, sailing around the 
harbor and enjoying ourselves generally. We left on 
Saturday, Aug. 7, with a nice N.W. wind blowing, 
which carried us along at a smart clip until about 4 
o'clock in the afternoon, when it died away, leaving us 
becalmed off Port Mouton. About 7 o'clock in the 
evening a fresh breeze sprang up from the N.W. and we 
decided to make Liverpool that night. We ran past 
Western Head, and beat up the bay toward the mouth 
of the Liverpool River. We reached Liverpool about 
9 o'clock and anchored just inside the bar. There is 
no harbor at Liverpool worth mentioning, and vessels 
have to lay at the wharves. 
Next morning we went ashore and had a walk through 
the town and found much to interest us. We left 
Liverpool about 10 o'clock for home. The wind was 
from the S. and very light. After beating out past 
Coffin Island, we slacked away sheets and slowly ran 
up the coast. We reached Cross Island about 6 o'clock, 
when it clouded up and soon began to rain. We were 
now in familiar waters and had no difficulty in finding 
our way into ^Chester, which we reached about 9 
o'clock. 
We had been away nearly two weeks and had sailed 
over 200 miles in that time. It was one of the finest 
cruises we had had, although we both had to work 
rather hard, being short-handed. . 
Before, closing, I would... like to make a few 
remarks, which may be of service to other yachtsmen 
who contemplate cruising in Novia Scotia waters: The 
prevailing winds during the summer months are from 
the N.W. to S.E., the N.W. bringing clear, fine weather, 
and the S.E. rain and fog. The N.W. winds generally 
last for three days, blowing themselves out in the 
third day. If the wind springs up in the morning at 
sunrise the chances are that it will blow heavy all day, 
increasing to its maximum about 2 P. M. The S. 
and SW. winds generally spring up about 9 or 10 
o'clock in the morning and die away about 5 o'clock in 
the afternoon. A S. wind often shifts to the S.W. and 
freshens on a falling tide. These are our finest and 
most satisfactory winds, and are ideal for sailing. We 
rarely ever have any sudden squalls, and due warning 
is always given of a coming gale. The harbors along 
the coast are well buoyed and lighted. Shoals are 
marked by red and black spar buoys, and the entrance 
to the most important harbors are marked with auto- 
matic buoys. Provisions can be had at a reasonable 
price at almost any place. The people generally will 
be found most obliging and hospitable. 
British Letter. 
The dead season is once more with us; racing yachts 
of any importance are all in their winter quarters, and 
with the exception of a few straggling fixtures of small 
clubs on the coast or up river, the sport is in abeyance 
until next spring. But though there is no more racing 
to be done for another six months, there is plenty of 
good work to be got through during the winter, and 
one of the most pressing questions is that with refer- 
ence to the present rating rule, and another, and if 
po.^sr'blc more important one, concerns the formation 
of some rules for scantling to govern the construction 
of racing yachts — not handicap boats only, but also 
class racers, and. indeed, class: racers in particular. It 
has been urged by the many supporters of the present 
Y. R. A. rating rule that it produces a wholly desirable 
type of boat as regards shape and internal capacity, but 
these are the opinions chiefly of the framers of the rule 
and not of the yacht owners themselves. It is a fact 
that nothing smaller than a 52-footer is fit to live in 
for the simple reason that in anything smaller an or- 
dinary person cannot stand upright. The question of 
construction is even more important than that of actual 
shape, for it is evident that in the larger classes — the 
65-footers and the big boats — there is ample headroom 
and accommodation even in boats built to suit the 
present rule; and yet these classes are absolutely ex- 
tinct. Many reasons have been put forward to account 
for the grievous falling off in class racing, by the 
supporters of the present Y. R. A. rating rule — every 
one, in fact, but the right one. It has even been sug- 
gested that if the King or the Prince of Wales were to 
build a large racing cutter the sport would revive and 
all would yet be well. Every true-hearted Briton would 
welcome the advent of His Majesty or of the Heir 
Apparent, or both, to the ranks of yacht racing; but if 
the sport is to run on its own merits, on its own bot- 
tom in fact, it must not be dependent upon the will or 
pleasure of any one person, however exalted or how- 
ever popular. The real truth is that owners will not 
build class racers because there are at present no re- 
strictions on construction." The result is "that building 
is far too costly because hulls have to be cut down in 
weight to the smallest-possible' >fracfion. This" means 
enormous expense, a fragile hull and a yacht which will 
only sell for the scrap heap when her short racing 
career is over. . , " ; /; , - ; ■ ' 
The Yacht Racing Association is fully aware of all 
this, but, instead of doing its obvious duty of fostering 
and encouraging yacht racing by improving or altering 
its rule of rating and drawing up some reasonable 
scantling regulations, it follows the custom attributed 
to the ostrich of burying its head in the sand and 
trying to imagine that all. is as it should be. The in- 
evitable .result of this neglect of its duties is the almost 
total disappearance of class racing — its own particular 
pet ewe lamb — and the formation of innumerable one- 
design and restricted classes, which, although not pro- 
viding such a desirable form of sport as class racing, 
at least gives owners a reasonable amount of racing 
and relaxation at a moderate outlay. 
The problem of the revival of class racing has to be 
faced by the Y. R. A. sooner or later, as they are the 
only body which has the necessary power and influence 
' to make it possible for owners to return to that highest 
form of yacht racing from which they ought never to 
. have been driven, and every season that the ruling 
body continues to neglect its palpable duties will only 
add to the difficulties which it has created, for itself 
by its own apathy and lethargy,, inasmuch., as every 
fresh season brings with it a large increase- to the handi- 
cap, one-design and restricted classes, and a decrease 
in the already much-attenuated remnants of what were 
once the rating classes. The Y . R. A. wants new blood 
and a few more practical men to stiffen it; at present 
it appears to be too much inclined to live on the memory 
of past achievements. In the meanwhile class racing 
has fallen to the lowest point it has ever reached. It 
can fall still further, but it would be: a pity and it is 
really quite unnecessary if bold measures of reform are 
undertaken in the proper quarter. Whether the requis- 
ite steps will be taken this winter is quite another 
matter. 
Mr. M. B. Kennedy's new Fife yawl, White Heather, 
is to be in charge of Charles Bevis next summer. , This 
is welcome news, for it was abundantly evident that 
full justice was not done to the smart vessel during the 
past, season, and on more than one occasion she was 
downright badly sailed. No . such mistake will occur 
so long as Bevis is in charge, and it will be interesting 
to see how White Heather will perform against Bryn- 
hild when the Utmost possible, is being got out of her. 
It is stated that Mrs. Turner Farley, who -this season 
owned - -and sailed the handicap boat ..Nebula, contem- 
plates joining the 52ft. class next year, and that; Mr. 
W. P. Burton will leave the 52ft. class and race in the 
65ft. class — that is, of course, provided he can get any- 
thing to race against. E. II. Kelly. 
New Yoffc Y. C's Proposed New Class 
Commodore Bourne, of the New York Y, C, has ap- 
pointed a committee to formulate a new one-design 
or restricted class of boats in the neighborhood of 30ft. 
waterline. This committee, which is. composed of three 
of our best known amateurs, Messrs. Newbury D. 
Lawton, William Butler Duncan and Addison G. 
Hanan has sent out the following letter to the members 
of the club: - • • . ■. . . 
A proposition having been made by a number of members of 
the N ew York Y. C. for. the building of restricted or one-design 
class, and a committee having been appointed to take up the 
matter and put it in shape for consideration by such members 
as may be interested; following out the views of those who have 
originated the idea, the committee have prepared the following 
suggestions, as to the details for the. class:.: 
Type. — The boat to be of a type intended to be promoted by 
the present rule of measurement of the New York Y. C, a whole- 
some seaworthy craft free from freak features. 
Size. — A keel boat, about SOft. waterline, short overhangs and 
of moderate beam and draft. 
Plan.— Cabin house not less than 10ft. 6in. in length, about 
4ft. wide, having straight sides with glass transom lights; toilet 
room with closet , and basin, berth for man forward, cockpit not 
less than 6ft. long with rail 'set outside to form seat on deck. 
Fittings.— Complete but simple outfit for cruising; transom 
cushions; stove, ice-box; tank. ' . 
Sails and Rigging.— Sail area-about 1,000 sq. ft.; jib and main- 
sail rig; spinnaker and balloon jib allowed; solid spars. 
Selection. — Boats when completed to be drawn by . lot. 
Regulations. — Yachts to be steered by a member or amateur. 
Two paid hands allowed. Crew all told limited to four persons. 
Entire cruising outfit to be carried. 
Special specifications to be agreed upon for sizes, weights and 
details of outfit. . - J 
Preliminary plans, specifications and estimates - have been 
obtained. . : 
The committee would be glad to learn if you are interested in 
building in this class_ and if you desire to have notice of the 
meetings of the committee. 
The committee wish also to state that, should "the members so 
desire, they are prepared to - take up the question of a class or 
classes, either larger or smaller; than the one that ha's been out- 
lined, and they would be glad to receive any suggestions as to 
such class or classes. . . .. . v 
Records of American Y. C. Raceabouts.— The Regatta 
Committee of the. American Y. C,Tof which Mr. H. de B. 
Parsons is chairman, has compiled the following table 
which gives the standing of the seven club . raceabouts 
at the close of the season : - " .. 
; .'- Starts, lsts. 2ds. Ms. Points. 
Cricket, Macy Willets. . . .'. 12 2 5 2 A7 
Kid, Oliver Harriman 10 0 3 1 33 
Hobo, Trenor L. Park . ..12 3 'I ■ 1 : "42 
Pascal IT, S. C. Hopkins 4 T T T' 17 
Howdy, G. L. Mercer. .8 1 0 - 0 Hi 
Busy Bee, S. Wainwright. ...12 3 1 : 1 : "' ;: 39- - 
Rana, H.. Willets.......... .....10 2 1 4 .38' 
The first prize was a silver cup, presented by Commo- 
dore Trenor L. Park. The second prize was a silver 
mug presented. by Dennie Hare. - 
* *! 
Recent Sales. — Messrs. Macconncll & Cook 'have made 
the following sales : Steam yacht .Hamilton to William 
Park, of Santo Domingo,- which will be used about the 
West Indies; gasolene boat owned by E. Morgan Griffen, 
of Oyster Bay, to Henry S. Van Denmark, of New York • 
launch Erminie to E. R. Reynolds, of West Hampton', 
L. I. ; sloop yacht Narika to F.' C. Hinckley, of New York[ 
and the cabin launch Florence to W. E, Reynolds, Jersey 
City. : . _ 
