Mabch II, 1905.] 
FOREST AND STREAM 
199 
To small boat sailors cruising between New London 
and Cape Cod, tides and current become of the utmost 
importance, and from here on we made a nightly study 
of Eldridge's current tables which became our Vade 
Mecnm. For the morrow's run to Newport we found, to 
our satisfactiori, that things were going our way. The 
ebb, with a strength of about knots, began running 
to the eastward at seven o'clock, which gave us until one 
to round Point Judith when the flood would begin setting 
in to Narragansett Bay. Being anxious to have the 
benefit of all the favoring current possible, we reluctantly 
decided to start next morning at six o'clock, but no wind 
and a badly flooded engine changed this to seven. As 
it turned out, the delay was of no consequence, for we 
picked up a fine southwest breeze off Watch Hill that 
gave us all we could take care of by eleven o'clock, when 
we rounded the Point, reaching Newport at one in sp.'te 
of the strong tide running out of the Bay. This was our 
first taste of the "real thing," and we enjoyed it 
immensely. 
Newport claimed our attention for two days, spent in 
driving or walking about town and along the cliffs, with 
dinner each night at New Cliffs. Here we said a regretful 
good-by to my brother, who had to return to New York, 
and the regret was very genuine, for being the youngest 
member of the party, all the dish-washing, hauling up 
anchor, etc., had fallen to his lot, and would now have to 
be done by one or the other of the survivors. 
We chose Bristol as our next port, and on the morning 
of the 2ist started out with a fair wind and tide, but had 
hardly cleared Fort Adams when the engine became 
necessary. Two hours of this, with a red hot sun over- 
head, brought us to Prudence Island, where we anchored 
for a swim. Once more luck came our way in the form 
of a good southwest breeze, which gave us a capital 
chance to sail to the upper end of Prudence Island, and 
at four we ran into Bristol for the night. Bristol naturally 
suggests the Herreshoffs, and this was partly our reason 
for choosing it rather than Warren for our port; but we 
found that an inspection of the famous shops was out of 
the question, and had to content ourselves with dining 
at the new hotel, owned by the Herreshoffs and largely 
built by their workmen during the quiet season. That 
night it blew hard from the southwest, and the harbor 
having no protection from that direction we pitched about 
most uncomfortably. As a result, we had a tug of war 
when it came to breaking out the anchor next morning. 
With the cable up and down and made fast, and all sails 
set, it refused to budge until a particularly strong puff 
did the trick. According to programme this was to be a 
peaceful day's sail around Rhode Island by way of the 
Sakonnet River to the Breakwater, but the delightfully 
unexpected that always happens on cruises came to our 
rescue and saved us from monotony. Leaving Bristol at 
six o'clock, we planned to carry the last of the flood tide 
to the north end of Rhode Island, and the first of the ebb 
through the Bridges, anchoring below the last Bridge for 
breakfast. This all came true up to the passage through 
the first Bridge, but from there on things happened faster 
than expected. The southern of the two Bridges is really 
a stone causeway with only one opening in the middle 
with a draw, giving a passage for small boats. In effect," 
this is practically a dam, causing the water to rush 
through the single opening with great velocity. Having 
a chance to study this for a few minutes while we^v/aited 
for the bridge turner to open the draw, we saw that the 
water on the south side was at least a foot below the 
level of that on the side we were on, and the strong 
southwest wind blowing against the water rushing 
through, put a curl on it that looked decidedly unpleasant. 
We had not bargained on shooting rapids with a boat 
the size of ours, so prepared for trouble by making fast 
the jib and starting the engine at half speed. By this 
time the draw was wide open and it took us very little 
time when the current caught us to drop through into a 
nasty chop that knocked us about without regard to the 
sail or engine. The wind had now increased to half a 
gale and" made it necessary to reef as soon as possible, so 
we worked over under the western shore to get a lee, and 
a*- nine o'clock anchoi-ed for breakfast. To put in a couple ■ 
of reefs and go on after breakfast seemed, while at anchor, 
to be the simplest sort of a proposition, but this was on 
the supposition that the Sakonnet resembled in a meas- 
ure other rivers, and although blowing hard the water 
could not get rough enough to be troublesome. This was 
a mistake, the Sakonnet being built on the plan of a fun- 
nel with the large opening facing the ocean; in a south- 
west blow the seas run into this opening and follow up 
the river for several miles. We had hardly started again 
when we found all this out, but not wishing to go back, 
decided to keep on and take advantage of the next shelter 
to anchor and wait for better weather. The wind had 
increased to a gale, with so much sea that going to wind- 
ward in a small boat was almost impossible. We made 
fast the jib and started the engine, using the mainsail to 
steady her, but even then it was decidedly unpleasant go- 
ing, the shores on both sides being lined with nets, only 
leaving about a half mile channel in the middle, which 
obliged us to keep in rough water or take the chance of 
fouling a net. Not caring to risk this, we held on down 
the middle, tacking back and forth until we were half a 
mile from Black Point, which we had picked out as the 
best shelter. We found then that we either had to keep 
on for a mile further down the channel in order to 
weather two big nets or take the chance of going over 
some small ones inside. We chose the latter and went 
over all Vight, running in close to the land before anchor- 
ing. A trip to shore confirmed our fears that there was 
no hotel nearer than Newport, so we resigned ourselves 
to the inevitable and dined aboard. Midnight found me 
on deck -wrestling with the dinghy, which was acting like 
the veriest goat, dragging back the length of the painter 
and then"^ charging at us, bringing up with a smash. The 
wind had gone down and the swell running past us was 
reflected by the shore, causing the antics of the small 
boat. Sunday was one of our red letter days. We turned 
out fairly early and with a light wind started for Sakon- 
net Breakwater, where we anchored for breakfast. On 
shore we learned that the sea the day before had run 
completely over to Breakwater, making.it impossible for 
the regtilar steamer to land, which reconciled us in having 
16st half the day flying behind Black Point. Under way 
after breakfast, a splendid southwest wind met us just 
as we were starting, which gave us a fair wind after we 
had rounded the light and headed for New Bedford. A 
bright sun, plenty of wind from the right direction, and 
a big swell left from the previous day's glow made ideal 
sailing for anyone not troubled with emotion. We ran 
off the distance to Dumpling Rock Light in short order, 
and should have reached our intended anchorage off 
Pope's Island early in the afternoon, but a squall, met 
just as we were entering the harbor, made it necessary to 
take in the mainsail. To add a touch of local color, a 
whaling schooner passed us on the way up the harbor, 
evidently just arrived from a long cruise, and later when 
we passed her at anchor below the city a small schooner 
crowded with people from the shore was sailing around 
her, one man holding up a boy, no doubt to break the 
happy news to some father aboard. 
Some engines are equipped with a bilge pump which 
serves the purpose of saving the crew the necessity of do- 
ing any pumping ; but ours was not, and for several days 
we had noticed that when the engine was running it was 
necessary to pump about every hour to keep the water 
below the flywheel and avoid a wetting down. Evidently 
the stuffing-box on the stern bearing was leaking badly, 
and we became anxious to have the boat hauled out and 
the bearing tightened. New Bedford seemed a likely place 
to accomplish this, and we learned of two railways below 
the city owned by a Portuguese. Immediately after break- 
fast, which we had ashore for a change, we ran the boat 
over to his place, but much to our disappointment there 
was not water enough to put her on the cradle until the 
evening tide, and this meaning the loss of a whole day, 
we put off the repairs for a more favorable opportunity. 
Going on board again to get under way, I started the 
engine, which, much to my disgust, refused to run, and 
obliged us to anchor again to avoid fouling other boats. 
Ten minutes of hot and rather profane work accom- 
plished nothing, when suddenly the Doctor remembered 
that while I was ashore he had shut off the gasolene at 
the tank and forgot to mention it when we were ready to 
start. This little mystery cleared up, we headed down 
the harbor, drifting under sail around the Mosher Ledge 
Buoy in the general direction of Buzzard's Bay (town), 
which, as the home of an ex-President, was thought to 
be worth a visit. No wind and little progress discouraged 
us from this, and when the breeze did come it found us 
ready to go to Woods Holl, if we could get through' the 
passage before dark. The breeze lasted just long etiough 
to get us to the passage and the engine did the riest, en- 
abling us to reach the anchorage beyond the Fish Com- 
mission Dock at six o'clock. 
Tuesday was disappointing. We had planned to go to 
Nantucket on the morning tide, but one look at the 
weather on, running out put an end to our hope of being 
able to start. It was blowing hard with every indication 
of more to come. To counteract the depression this 
caused, we breakfasted ashore. Returning on board it 
came on to squall with heavy rain, and we watched a 
boat that had started earlier in the day come back, and 
another large schooner yacht ran in and anchored near 
us. Evidently no improvement could be expected for 
several hours, so we settled down to finish some odd jobs 
and sleep. By one o'clock it had stopped rairiing, and at 
two we thought well enough of the weather to start ' for 
Cottage City. In leaving the harbor we made the mistake 
of following the buoys through the main channel into 
Vineyard Sound instead of keeping along the shore to 
Nobska. This cost us an hour, the lesson being pointed 
out very forcibly by a boat which started after we did 
and followed the course we should have taken. The cur- 
rent between Nobska and Martha's Vineyard is something 
easily remembered by anyone who has "bucked" it, as we 
did for three hours, and we made several mental notes 
about timing our future movements to go with instead of 
against it. 
[to be continued.] 
British Letter. 
Ocean Race for Kaiser's Cup. — From the latest report 
received with regard to the entries for the German Em- 
peror's ocean race from Sandy Hook to the Lizard, six 
vessels are down to start. Three of these are American, 
two British, and one German. The report states that all 
the yachts are auxiliaries except the German yacht and 
the yawl Ailsa. If that is the case, it seems as if Ingo- 
mar is not among the list, but perhaps she will be entered 
later; or very probably the news on this side is incorrect, 
and she has been entered all along, as was supposed to be 
the case. The British yachts are the Earl of Crawford's 
fine ship-rigged Valhalla and Lord Brassey's well known 
Sunbeam. The first named is a very handsome vessel of 
close on fifteen hundred tons. She was built by Rainage 
& Ferguson, of Leith, for Mr. Laycock in 1892, and 
although fitted with engines capable of driving her at a 
speed of II miles per hour, she has a full sail plan, in- 
cluding studding sails and presents a fine spectacle when 
under canvas. She was built after the style of the old 
privateers — a fancy of Mr. Laycock — and had a crew all 
told of a hundred men. Her original owner did not make 
much use of her, however, and she was laid up for some 
years. She has been considerably altered of late, but 
many of the old features have been preserved. Valhalla is 
an ideal ship for the ocean race, and will probably be the 
most comfortable vessel in the contest. Sunbeam is too 
well known to need any description. Suffice it to say she 
has been the ocean home of Lord Brassy for thirty-one 
years, and has been all over the world. Two years ago 
these two vessels sailed a race with Mr. Armour's beauti- 
ful Utowana, which was then in British waters, the 
course being from Cowes, round Cherbourg breakwater, 
thence round the Eddystone Lighthouse and back to 
Cowes. Only sail power was used, and the race, which 
took place in light, baffling airs, resulted in a runaway 
victory for the American yacht, whose fore and aft can- 
vas gave her a great advantage in the windward work. 
The German schooner is of course the Watson-ddsigned 
Rainbow, which was built in 1898 for the late -Mr. C. L. 
Orr-Ewing. vShe was bought two years ago by a syndi- 
cate of German yachtsmen, and is now known? as Ham- 
burg. Rainbow was the last of Wats6n's schooners, and 
is a fast vessel, but is not handled as smartly as could be 
wished, and her German skipper and crew do not get as 
much out of her as they might, especially by 'the wind. 
All these yac-hts named are fine vessels and fit to go any- 
where, but they are very different in point of speed, and 
if there is to be no time allowance the race, as a race, 
must be devoid of interest, although as a voyage across 
the Atlantic it ought to be a most delightful trip. How- 
ever, one thing seems to be assured, and that is the Ger- 
man Emperor's object, which is to swell the already large 
fleet of yachts in the Dover-Heligoland "race and later on 
at the Kiel regattas. 
Support Given to Foreign Regattas. — The undoubted 
success of the Baltic regattas during the last six or seven 
J ears has been due in a very great measure to the presence 
of British yachts which have found their way to Kiel in 
ever-increasing numbers since the first race from Dover 
to Heligoland. So great has become the exodus of racing 
yachts from British to German waters, that some of our 
principal fixtures have suffered severely, and the once 
famous Clyde Fortnight is now only the shadow of what 
it used to be. Yachtsmen are beginning to wake up to 
this fact, and the Royal London Y. C. has taken the mat- 
ter of reviving the glories of the Clyde by offering valu- 
able prizes for a race for yachts exceeding 95 tons from 
Cowes to the Clyde on Jujie 22, and the Royal Clyde and 
Royal Northern Y. C.'s will offer prizes for a return race 
to Cowes after the Fortnight. It is hoped that British 
yacht owners will support this movement, for the German 
regattas have cut so badly into our own that it is quite 
time British yachtsmen realized the fact and did not con- 
tinue to support foreign racing at the expense of their 
own clubs. It is hoped that there will be a great improve- 
ment in the quality of the Clyde Fortnight this year. 
E. H. Kelly. 
New Owners for Yachts. — The schooner yacht Har- 
binger has been sold by the estate of Henry G. Russell 
to Mr. George FI. Clark and J. R. White, jointly, of 
Rochester, N. Y., through the agency of Messrs. Gardner 
& Cox. This boat is Soft, over all, built by the George 
Lawley & Son Corp. in 1884, from designs of Mr. A. 
Cary Smith. The boat will shortly be fitted out and taken 
to the lakes via the St. Lawrence. The schooner yacht 
Ivanhce has been sold by Mr. E. D. Thayer, of Worces- 
ter, Mass., to Messrs. Pierce & Mount, of Belmar, New 
Jersey, through the same agency. This same firm 
has also arranged the sale of the sloop yacht Electra, be- 
longing to Mr. George H. Frazier, of Philadelphia, to 
Mr. Joseph E. Brown, of Brooklyn, and the houseboat 
Rudder Grange to Mr. F. C. Moore, of the New York 
Canoe Club, Brooklyn. 
« •? 
Derivation of a Japanese Name. — Hummono, 23 tons, 
Mr. Miall Green, is expected at Monaco shortly. Her 
tender, Takuraono, is entered in the 6.5m. class for the 
Monaco races. The route taken is via Paris, the Seine, 
the Canal de Bourgogne, and the Rivers Saone and 
Rhone. The derivation of the name Hummono is perhaps 
not without interest. It is derived from Mono, Japanese 
for "thing," and Hum, A.S., "to smell ;" therefore, "smell- 
thing." Such a compound of Neo-Aryan and Turanian 
elements might make a philologist shudder, but she is a 
good boat and belies her name. — The Yachtsman. 
m m. m 
Hildegarde and Ariadne for the Ocean Race. — It is 
quite possible that the auxiliary schooner Ariadne, owned 
by Mr. H. W. Putnam, Jr., and the schooner Hildegarde, 
owned by Mr. E. R. Coleman, will start in the German 
Emperor's ocean race. There is also- a rumor that Mr. 
W. Gould Brokaw will enter the yawl Sybarita. She is 
generally looked upon as a likely boat, and many men 
feel that should she start her chances of winning would 
be of the best. Mr. Brokaw seldom loses an opportunity 
to participate in any sporting event, and it is to hoped 
that he will not miss this one. 
^ 
Calypso Sold. — The 25ft. waterline cabin sloop Calypso, 
designed and built by Hanley, and champion of the Y. R. 
A. of M. for the years 1901 and 1902, has been sold by 
Commodore S. F. Heaslip to Vice-Commodore A. M. 
Cooke, of the Southern Y. C, through the agency of Mr. 
L. D. Sampsell. Calypso won the "cock o' the walk flag" 
in her class in the Southern Gulf Coast Y. A. for the past 
season. Commodore Heaslip, president of the S. G. C. A., 
recently purchased Cadillac, champion 30-footer of the 
Great Lakes. 
>»„ I? 
Peggy, Nike and Regina to Race Around Long 
Island. — The ketch Peggy, owned by Rear-Commodore 
Hastings, Seawanhaka Corinthian Y. C. ; the sloop Nike, 
owned by Mr. Victor I. Cumnock, and the sloop Regina, 
owned by Mr. Francis G. Stewart, are to race around 
Long Island during the coming season. The start will be 
made off the Seawanhaka Corinthian Y. C. anchorage, 
and the finish will be off the Atlantic Y. C. at Sea Gate, 
All three of the participants are enrolled in the Seawan- 
haka Corinthian Y. C. 
at »s n 
A Third Canada Cup Challenger. — The third boat to 
be built for the trial races for the Canada Cup comes 
from the board of Mr. William Johnson, who has turned 
out a number of successful small boats. The Canada Cup 
boat is for a syndicate headed by Mr. J. M. Fearnside, 
and she will be known as Hamilton II. The boat will be 
built at Hamilton, Ont. 
K 
Crack Skipper Engaged for Atlantic. — Captain 
Charles Barr has been engaged by Mr. Wilson Marshall 
to command his yacht Atlantic. Captain Barr will be in 
charge of Atlantic in the ocean race for the Kaiser's Cup, 
and will retain the position until another challenge for 
the America's Cup is forthcoming. 
Brooklyn Y. C. Dinner. — ^The annual dinner of the 
Brooklyn Y. C. will be held at 7 P. M. on Saturday, 
March 25, at the Underwriters' Qub, No. 16 Liberty 
street, Manhattan. The secretary is F. W, Bradford, 123 
Bay 19th street, Brooklyn, N. Y. 
^ ^ ^ 
CdUNTRY Club Cup Races. — The Detroit Country Club 
has named the dates September 5, 6, 7 for the Country 
Club Competiti\*(^ Cup Races for 1905. 
