YACHTING.

APRIL is upon us, and the yachtsman that hasn't pluck and vigor enough to slink out of his shell of hibernation and wake up to the fact that he is a man and a sailor deserves to be keel-hauled. But, thanks to Neptune! such delinquents are few and far between. The American yachtsman is celebrated for his pluck. He goes in for the sport with a zest and a zeal in every way highly commendable. He may be a trifle slow in getting out of winter quarters-in thawing himself out, as it were-but when once the spring warms him up he "gets there with both feet," in the elegant phrase of the Bowery. April is a delightful month for yachting, even if it is a trifle chilly. Many happy days on the water have I spent in April, when men less devoted to the pastime have been sweltering in their bunks. And now, in my old age, I have the better of the luxurious Sybarites, inasmuch as I can live on the glorious memories of the past-of cruises in the Eng lish Channel, of sweet sails in the Mediterranean, of heart-thrilling races in American waters. All these make life endurable, and that is why I say to all my fellow-yachtsmen: Fit out early and go out of commission late.

Therefore, my brethren, you who are wealthy enough to exult in the ownership of a smart and tidy craft, let me beg of you on bended knee to get her in cruising fettle at once. We have only one life to live, and, so far as I know, there is no yachting on the dark Stygian lake, across whose waters the grim ferryman Charon will sooner or later paddle us. In fact, the vicissitudes of existence are so precarious that who is there among us that can be sure of an obolus to take with him to pay his fare across that gloomy stream?

But a truce to such dreary dreams! We are very much alive. Let us turn out of our bunks, take a "nip" or even a "nobbler," fill our pipes, go on deck and survey the situation. And in good sooth, shipmates all from captain to cook, the outlook is positively brilliant. The sport of yacht-racing has renewed its splendid and vigorous youth. The generous rivalry between England and America has developed the sport, and when, through some jealous misunderstanding the accustomed international race has not occurred, interest flags, people regard it not, and it seems to go to the limbo of deceased dogs.

It was always my opinion, and I think I have expressed it pretty freely in the pages of OUTING, that Boston would be well represented in the coming international race. It was impossible of course to keep General Paine out of the conflict. He had been so closely identified with the Puritan, the Mayflower and the Volunteer-that glorious trio of cup-defenders-that lassitude was out of the question. He

was bound to take an active part in the contest, and so, as I related last month, a smart yacht from his own design and that of his son will be ready to take part in the trial bouts for the honor and glory of defending the America's cup against the British challenger. As soon as it became known that General Paine and his son-who, by the by, is a chip of the old sterling block-were about to build a racing craft with designs against John Bull, the wildest rumors were circulated. One newspaper, edited in Paris and published in New York, was silly enough to declare that the Paine craft was going to be a 70-footer with a fin-keel, and this too in the teeth of the conditions laid down by the America's Cup Committee that no yacht shall be considered whose length on the loadwater line is not approximate to that of the challenger.

The Paine yacht will be an improved Volunteer. She will be fitted with a new device measurably combining the centerboard and the fin-keel. She will embody the latest improvements in scientific design, and if she does not distinguish herself, I for one shall be grievously disappointed. I have so much confidence in General Paine, having kept track of his great career as a yachtsman, that I am willing to stake my reputation on the success of his new boat. I am certain that she will sail well, and I will be no discredit to him whether she is or is not selected as the cup-defender.

General Paine has always been celebrated as a man who could take hold of a losing boat and make her a winner. He has done this time and again. Don't you all remember the old schooner Halcyon? Well, she was so preposterously sluggish that she had not the effrontery to try to get out of her own way. I think her former owner paid General Paine a premium for taking her off his hands-she was

so slow.

What did Paine do with her?

That is what I should like to find out. At any rate, from being the last boat in a race, she began to crawl out from the rear and assume a proud place in the van. It was magical and worthy of Aladdin's wonderful lamp. How did he do it? Who can tell? He was the only man that ever made the Mayflower sail. In my opinion the Mayflower is a much over-rated vessel. But with the general in charge she did herself proud, and easily vanquished the Galatea, Lieutenant Henn's "tin frigate." When Commodore E. D. Morgan bought her she could not sail worth a cent. Mr. Morgan is one of the best amateurs afloat, full of pluck, never knowing when he is beaten, but he found the Mayflower too tough a problem for even his master hand. I have sailed with him on the boat, and I am sure that he will admit the accuracy of my statement. The skill and the science that he displayed later in developing the speed of the Gloriana seemed to be wasted on the Mayflower. Nobody can explain this. It was the touch of the master hand, no doubt; but what is the secret of it?

Some people prophesy that the Paine boat will be a failure. They point out that the racing craft Alborak, built with a high purpose, was not worth a new set of sail for racing purposes. As a matter of fact she was not. But it is by no means likely that the general and his son will make so great an error again in the

after-body of a ship as they did in her case. Experience teaches, and it is only by tentative attempts that success is at last achieved. My private theory is that if General Paine had only tried his level best to develop the latent speed of the Alborak she would have made a capital record for herself and never have earned the sobriquet of "all broke up," as some smart student of Harvard dubbed her.

There is no possibility, however, of such a failure in the new Paine racer. It is scarcely fair, let me remark en passant, to handicap a Christian craft with such an Islamite name as Alborak. Now, is it? The Paine boat is building at Lawley's yard, South Boston. There is no unusual secrecy attendant on her construction. The men employed on her make no daily affidavits as to her design, and their ability to speak the truth fasting. The fellow with a camera might even venture into the yard without being shot. There isn't any mystery in the Paine ship.

Hitherto Boston has had ali to say about successfully defending the America's cup. Puritan, Mayflower and Volunteer all hailed from the "Hub." The New York boats, Priscilla and Atlantic, although eminently worthy craft, were just a trifle too slow to compete with the Eastern racers. Thus Boston led. All New York yachtsmen are interested in the three Herreshoff boats that are possible cup-defenders. We all look upon Commodore Morgan as a New Yorker. So also is Royal Phelps Carroll-by inclination, though not by birth. As for Archibald Rogers, he is a New Yorker from clew to earring. Mr. Carroll may not like to have his yacht Navahoe, just launched at Bristol, R. I., called a cup-defender, but the possibilities are that she may be called on to do her duty, and her owner is far too patriotic to be backward when the hour summons him.

What he built the Navahoe for was a sail across the ocean and an effort to show what a Yankee yacht can do in the way of prize-winning and mug-hunting. There are few more enterprising yachtsmen than Mr. Carroll. He demonstrated his love for cruising on the old schooner No Komis and his passion for racing on the 40-foot centerboard sloop Gorilla, one of those most excellent seaworthy craft turned out in such quantities from the board of Cary Smith. All that was amiss with the Gorilla was that she takes half a gale of wind to start her, but when she once begins to get a move on her she sails like a witch. For the last two seasons Mr. Carroll has not done any yachtracing. A wedding and sporting trip through Darkest Africa occupied his time, but this year he intends to thoroughly enjoy his favorite sport. He has many friends in England, and will be accorded the warmest of welcomes by British sportsmen. His ship is fitting out at Bristol, by Capt. Charles Barr, who has been rather hampered by the bad weather in the early days of March in his efforts to get her ready for her voyage across the Atlantic. The Navahoe, which I have not yet seen, is described to me as resembling the Wasp in general appearance, but with the important addition of a centerboard. Her approximate dimensions are said to be: length on load-water line, 84 feet; length over all, 123 feet; breadth of beam, 23 feet; draught of water, 12 feet 6 inches; length of steel centerboard (11⁄4 inches

thick), 16 feet long by 9 feet wide. This boat should render a good account of herself against the new steel cutter Britannia, designed by George L. Watson for the Prince of Wales, and which is now building on the Clyde, at the same yard as Lord Dunraven's cutter Valkyrie. The Navahoe will get across in time for the important races, and her contests with the above-named English craft will be watched with eager anxiety by the America's Cup Committee, which, as reorganized, consists now of Commodore James D. Smith, chairman; J. Fred Tams and A. Cass Canfield. General Paine having decided to build a yacht to compete, of course had to hand in his resignation, and so had Archibald Rogers for the same reason. The Navahoe will try hard to win the Royal Victoria Yacht Club trophy of gold, but I understand that she will not be eligible to compete for the gold challenge shield offered by the German Emperor. I heard not long ago that John Harvey had designed a cutter for the Emperor, and a mysterious mission to Europe lends semblance to the story. At any rate, the Emperor is too astute to try another season's racing on the Meteor, which is now a great "has been so far as mug-hunting is concerned. is not every craft that, like the Volunteer, can be turned from sloop to schooner and still maintain her place at the head. The Thistle was tried as a yawl and was by no means a howling success. I hope, therefore, that the Emperor has commissioned a man like Harvey to design him a real racing boat. If so, she will add much to the aquatic attractions on the British coast this coming summer. A. J. KENEALY.

CANOEING.

It

THE Oakland (Cal.) Canoe Club has been holding regattas during all the winter months, while the Eastern canoemen have been skating and coasting. The climate of San Francisco permits a man to do canoe-sailing all the year round in comfort, and a correspondent writes us that the hardy ones go in swimming in February and March. Mr. George A. Warder, better known as the "Jabber," is sailing this year with the Oakland fleet, and seems to have carried off all the sailing honors in his canoe Gnat.

The programme of leading canoeing events for 1893 has been arranged, and includes (not to mention the usual local events of the clubs) the Marine and Field Club's Invitation Regatta for sailing only, on June 24th, at Bath Beach, New York; the meet of the Atlantic Division of the A. C. A. at Captain's Island, on Long Island Sound, July 1st to 15th; the Western Canoe Association meet at Ballast Island, on Lake Erie, July 15th to 30th; and the American Canoe meet at Kingston, on the St. Lawrence River, August 11th to 26th.

There does not seem at present to be much prospect of an international canoe race this year, unless some crack canoe sailor comes over to visit the World's Fair and incidentally takes in a canoe race on the way, or accepts Colonel Cotton's invitation to all foreign canoemen who are visiting the World's Fair, to attend the A. C. A. meet, of which event (as commodore) he has charge.

The single-hand cruising sail-boats known as canoe yawls, unclassified boats, and Class C canoes, are growing in favor for open-water

"

THE prospect of an international race this year is an exceedingly slim one. No good reason for not having one has been advanced. There is no doubt that the alumni of either Harvard or Yale would subscribe generously toward the expense a crew from either would incur in crossing the water. Oxford or Cambridge would certainly accept a challenge, if one were sent in time. What is holding back the challenge? Is it coyness, or what? I venture to assert that every man connected with rowing either at Harvard or at Yale would, if taken by himself, admit willingly that he would like to see an international race, and that it only requires a little determined effort to bring one about. But when he is with a crowd, while still admitting the desirability of a race and professing a wish to see one, he finds no end of "ifs" and "buts" and "you knows as reasons against a challenge being sent by his university this year. Oxford last year expressed her willingness to accept a challenge and a desire to receive one. She imposed one or two conditions, which were surely not oppressive or prohibitive. The authorities at both Yale and Harvard have, or had, copies of the letters in which her views were expressed. It is within the bounds of reason to suppose that there are gentlemen at either university who are competent to negotiate terms of a race. What, then, is the matter? By the time this appears in print we shall know the results of the race between Oxford and Cambridge. A letter dispatched promptly to the winner, with a view to ascertain whether or not a race with the winner at New London could be arranged, would receive a prompt answer. Perhaps such a correspondence is actually taking place now. There are rumors afloat. I hope most sincerely that the wishes of nine men out of every ten, almost, will be gratified by a definite and authoritative announcement shortly to the effect that a race has been arranged.

In contrast to the secret ways of Yale and Harvard, it is refreshing to pick up the London Field and find in the rowing department a good deal of information, upon which we can thoroughly rely, about doings at Oxford or Cambridge. From a late number we learn that Oxford has declined a challenge from Cornell. I anticipated such an event some time ago. While I admire Cornell's ambition and perseverance, yet it can never hope to have a challenge from it accepted by the English universities until after Harvard or Yale has been met. It must first conquer the latter. No one is more anxious to see a race between Cornell and the latter than I, but I recognize the fact that there are many reasons why such a race is still only a possibility of the dim and distant future. At the date of writing, Cornell's proposition to be allowed to enter her freshman crew in the HarvardYale-Columbia freshman race is still under consideration. I think the real remedy for the

existing difficulty in the way of all the colleges meeting each other, is to organize a genuine amateur regatta upon the lines of the Henley Regatta in England. But the regatta so organized must be under non-partisan management, composed largely, if not exclusively, of college men. The races should be short, say a mile and a half or two miles, in order to do away with the strain that more than one fourmile race in a season probably entails. The course should be either at New London, Newburgh, Worcester, or some other equally convenient spot for all. Such a regatta should offer encouragement to the smaller colleges to take up rowing again, as in the old Saratoga days, and enable the sport itself to take the position its merits entitle it to take.

It calls for supreme strength, pluck and endurance, in addition to a host of other good qualities, and avoids the risks to limbs which every football player incurs. If an oarsman is ever injured by taking part in a race it is apt to be the fault of his coach in allowing neglect of his physical condition. If his constitution is ever impaired it is apt to be his own fault for breaking training too suddenly after his race. Careful and intelligent coaching and rational conduct by the individual oarsman will avoid the few risks incident to rowing. The benefits which come from judicious physical exertion, no matter how severe it may be, will then alone result.

G. R. Fearing, the high-jumper and hurdler, is rowing regularly at No. 7 in the Harvard eight. He is a little long in body and legs for such a position, but his strength comes in well. The captain, Mr. Vail, has so far recovered from the injury to his knee as to be able to row at last. Nelson Perkins will probably coach the crew, and is considered well equipped for the position. He was a very pretty oarsman in his day, and is no doubt competent to instill rowing ideas into his pupils' brains and bodies. So far as system and effective organization go, things seem to be about as usual at Harvard, The deus ex machina of her boating interests seems to be laggard in appearing.

Yale is working steadily along on her accustomed lines, meanwhile. Van Huyck, Rogers, Balliet, and, of course, Ives, are on hand from last year's crew. There is little of importance to report at this early date concerning the details of training. In another month things will assume more "discussable" shape.

My old suggestion of a trial race at each college between two crews picked indiscriminately from the sixteen likeliest oarsmen in each college, and coached carefully, regardless, for the time being, of the eventual composition of the 'varsity crew, would, I am sure, be serviceable in aiding the selection of the best possible crew, if adopted. The races might come off about six weeks before New London dates. There need be no intermission or

break in coaching or training. After they were over the eight best men could be selected from them, a number of others deemed possible being also kept in training until such a time as the final crew should be definitely decided upon. Five weeks should be ample to get this eight together, if the coaching previous to the trial race had been properly done. Cornell seems to have adopted something of the kind this year. CHASE MELLEN.

THE late meeting at Philadelphia of the L. A. W. was one of the most important and satisfactory in general results that that body has ever held. True it is that every one who went there with a scheme to further did not come away satisfied; but there must always be some one who isn't 'quite content over the result.

In the first place, the big fight was over the color-line question in the L. A. W., and while the advocates of the amendment favoring the limiting membership to whites alone were defeated, the strength its friends developed was a surprise. On a vote being taken it was found that 108 were in favor of the amendment for the exclusion of the colored man and 101 were against it. While it will be observed the "white" champions carried the biggest number of votes, it was not enough, as two-thirds are required to amend, and that would mean 138 votes. Mr. Watts, of Kentucky, the chief mover of the amendment, was not cast down by his defeat, but feels very much like trying it on again next year. It developed that Rhode Island was the only Eastern State for the exclusion; New York was divided; Pennsylvania was against the amendment. I have every reason to believe that this color-line question will be a very live issue in the next league presidential election, which may take place within a year; though Colonel Burdett is elected for two years, his resignation after another year's duty may make the position vacant. I understand that the colonel is not anxious to hold the presidency for longer than one year.

In connection with his possible successor I notice the official organ names George A. Perkins, of Massachusetts, and Charles D. Luscomb, of New York, and as these gentlemen were on different sides on this same color-line discussion, it is probable that this question will be one of the live issues. Perkins is against discrimination, while Luscomb came out flatfooted in favor of it.

The best thing done at the meeting was to kill the great burlesque with the grandiloquent title, "Constitutional Convention.' For years the league has tinkered with this question and the proxy system, which has been abused down to the ground. It is all done away with now. as the amendments to the constitution can, by vote of the convention itself, be now made by the national assembly. What a relief this is! What a wise move!

Yes, and they didn't let the national assembly pass without a pruning down. Heretofore the basis of representation has been one delegate to every two hundred members, but now it will be one delegate to every four hundred members. This is a move in the right direction, for the reason that the drain on the division treasuries necessary to send a full delegation was enor

mous. For instance, it now costs Massachusetts and New York from $600 to $800 each year to send their delegates to the national assembly.

Some of the racing men were jubilant and some were despondent over the action of Chairman Raymond in withdrawing his amendments creating Class A and Class B. Under the rose, I am pleased that Mr. Raymond took this action. I have always held that the league, in making and recognizing these classes, was juggling with good faith. If the L. A. W. would only come "We will control profesout straight and say, sionals," I would say "Amen! you are good fellows;" but when they attempt to beat the devil around the stump by producing a creature which is neither fish, flesh nor fowl, I become nauseated, and my digestive organs refuse to do their duty in assimilating the conglomeration yclept Class B." No, no! Let the league stand fair and square for the amateur, and let us call a halt on this shilly-shally compromise business. The Racing Board has taken a step in another direction by prohibiting the awarding of prizes exceeding $150 in value. more pianos, no more $1,000 teams under this clause, providing the race promoters desire "sanction" at the hands of the Racing Board.

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No

My readers will join me in extending to the family of W. H. DeGraaf (deceased) my heartiest sympathy in their loss. The New York State Division has lost an enthusiastic member and a faithful officer.

Some interesting facts brought out by the Membership Committee report showed that, out of forty-three protests received, twentyseven were allowed, ten not allowed, four referred to Racing Board and two withdrawn, showing that the proportion of complaints received, as compared with the tremendous total membership, is infinitesimal. Mr. Isaac B. Potter's report, as chairman of the Highway Improvement Committee, was of necessity boiled down to the very lowest point, simply because if the subject had been treated exhaustively it would have taken half a day to read. Mr. Potter, however, makes a very comprehensive though brief report as to what sections are taking up the question of better roads in real earnest. The movement is especially noticeable in the New England States, while through the Central and Western States of the Union the same progressive sentiment prevails. In fact, the whole report breathes promise and encouragement for the future of the grand cause of better roads.

President Burdett, as chairman of the International Race Committee, made a most interesting report of the doings of this new and important special committee. He spoke of Mr. Raymond's trip abroad- of the satisfactory results therefrom. The amateur definition, as agreed upon between the National Cyclists' Union of Great Britain and the L. A. W. of the United States, is as follows:

"An amateur is one who has never engaged in nor assisted in nor taught any athletic exercise for money or other remuneration, nor knowingly competed with or against a professional for a prize of any description, or in public (except at a meeting specially sanctioned in writing by the union of the country in which he resides), or who is recognized as an amateur by the ruling body of his country."

In connection with this report, Colonel Burdett presented the following letter from Chief Consul Gerould, of Chicago, which I reproduce herewith in full, as it is of the most vital importance as bearing on the racing interests of 1893 at Chicago:

CHICAGO, Feb. 14, 1893. Col. Charles L. Burdett, Chairman International Race Committee L. A. W., Hartford, Conn.. DEAR SIR-At the first meeting of our committee to me was assigned the duty of the local work in Chicago, such as looking up the matter of track, etc., and I beg to report as follows:

After considering various propositions for the holding of the International Races in Chicago during 1893, I would recommend that the proposition of the Chicago Ball Club, as explained in the attached letter and contracts marked No. 1, be accepted and the contract executed.

I would also recommend, if possible, that a guaran

board, I would not recommend to my brother any one make of bicycle or tire as being "the best," for the very reason that, while I have strong personal preferences, perhaps, I cannot guarantee that my brother would find the same excellence in the wheel of my choice that I myself find. It is legitimate business for different manufacturers to claim (and I believe they are honest in their claims) that their wheel is the best; but when it comes to a point where an outsider - a mere rider- poses as an authority which is infallible for all kinds and conditions of men, he writes himself down an ass. Why? do you ask. For this reason: What may be the proper mount for A, who is built in a certain way, rides his wheel in a certain way and traverses roads of a certain quality, would be

be obtained from the various people interested, in the shape of subscriptions, as outlined in the attached paper marked No. 2. Í believe that a conservative estimate of the receipts and expenses will be as follows:

Gross receipts.

Less 1-3, share of Chicago Ball Club.....

Leaving a balance, 2-3, share L. A. W. Less estimate for track, promotion expenses, advertising, etc......

Net profit to the League..

$30,000.00 10,000.00

$20,000.00

15,000.00

$5,000.00

I feel confident that we can have an attendance of at least fifty thousand (50,000) people during a race meet of six (6) days, and at 50 cents, 75 cents and $1 for tickets, think thirty thousand dollars ($30,000) is a conservative estimate of the receipts.

From the above and the attached papers can be seen, first, the certainty of getting a track in Chicago; second, where it will be located; third, on what terms the League can get it.

I

As to when the track can be ready for use, that will depend entirely upon the energy that is shown. would recommend that the L. A. W. conduct the race meet, taking full charge of it.

Respectfully submitted,

F. W. GEROULD.

I believe I have touched on all the real vital questions which came before the late meetings, and so will shut down on that subject after announcing that it was resolved to hold the 1893 meeting of the L. A. W. in Chicago in the month of August (date not yet decided on). Invitations for the meet of 1894 were received from Denver, Col., and Asbury Park, N. J.

I often get curious letters from readers of this column, and while the interest shown in my writings is, of course, gratifying, I am sometimes nonplused as to how to answer. For instance, here is a specimen from a very worthy and well-meaning correspondent: Your cycling' column, by Prowler,' each month is very good. I hope you'll allow and instruct Prowler' to speak with plain, true and fearless criticism of the wheels at the Philadelphia show. I very much wish to know from a reliable, experienced and impartial person the very best wheel for a world tour, and why it's the best. Which is the best make of pneumatic tire, and why, for such a wheel; and is a spring fork or frame (as the Victor' and 'Columbia's' spring forks and the Rambler' spring frame) desirable, and why? Which is the best, and why? AS OUTING'S Prowler ' I believe the only proper one to answer these, I hope he'll do so at his earliest possible convenience."

Now, it is extremely gratifying to be looked up to as a reliable, experienced and impartial" critic, but, alas! the little tin god himself must destroy the idol, and acknowledge that he is not all that the fancy of our correspondent has painted him. To be frank and above

entirely different circumstances. Let me give an example of what I mean: Suppose I were to get a letter from a man I never saw, who wrote me as follows: "Please tell me what will be the best suit of clothes for me to wear." Now, mark, he doesn't say whether he wants the clothes for business purposes, to go fishing in, to attend a funeral or to appear in a bridegroom's happy guise. He doesn't say whether he is fat or lean - whether he is living in the torrid, frigid or moderate zone. This is, of course, an extreme illustration; and I think you will admit that, if I suggested a “straightjacket" for my imaginary correspondent, you would applaud my perspicacity. My moral is this (without any reflection on the gentleman who wants my impartial opinion as to the 'best bicycle"): You cannot go it blind on advising any man as to the best bicycle, any more than you can the best kind of clothes. Men vary in tastes in the most trivial things, and they must make up their own minds as to the best bicycle for them, always bearing in mind that, while a most excellent article can be bought for $100, it cannot be expected that the buyer is getting a $150 machine at that price. Consult the advertising columns of OUTING, and you will find therein names of reputable firms who can sell you reliable goods. Frankly, there is the toss of a penny in my choice as between certain wheels. PROWLER.

66

AMONGST the wheels of the year worthy of buyers' attention are "The New Nassau," The Road King" and "Road Queen," handled by Peck & Snyder, with Dunlop's detachable pneumatic tires. The resiliency of the P. and D. "Ideal" pneumatic tire is unsurpassed; the method of fastening to the rim is absolute and convenient. The tire cannot jump off the rim when deflated and the inner tube can be exposed for repairs in ten seconds and replaced as quickly-desirable features in a wheel.

THE MAJESTIC LIGHT ROADSTER " of Hulbert Bros. is one of the highest grade bicycles made, irrespective of price. It could not well be better, for it is of the best steel drop forging and the best Credena steel tubing, with workmanship of the highest grade, and selling, as it does, at $115, it is assured of popular support.

COLONEL POPE has added to the many benefits he has conferred upon cyclists, by republishing a very reassuring article by Dr. Seneca Egbert, lecturer on hygiene, Drexel Institute. Philadelphia, entitled "The Bicycle in Relation to the Physician." This work should be read by every rider in the land.