Chapter XVII: Appendix: Gossip Ashore About Things Afloat (1)

Those who intend to make a river voyage on the Continent--and several canoes are preparing for this purpose--will probably feel interested in some of the following information, while other readers of these pages may be indulgent enough to excuse the relation of a few particulars and technical details.

It is proposed, then, to give, first, a description of the canoe considered to be most suitable for a voyage of this sort after experience has aided in modifying the dimensions of the boat already used; second, an inventory of the cargo or luggage of the Rob Roy, with remarks on the subject, for the guidance of future passengers.

Next there will be found some notes upon rocks and currents in broken water; and lastly, some further remarks on the "Kent," and a few miscellaneous observations upon various points.

Although the Rob Roy and its luggage were not prepared until after much cogitation, it is well that intending canoists should have the benefit of what experience has since proved as to the faults and virtues of the arrangements devised for a first trip, after these have been thoroughly tasted in so pleasant a tour.

The best dimensions for the canoe appear to be--length, 14 feet [15][XXXVI.]; beam, 26 inches [28], six inches abaft the midship; depth outside, from keel to deck, 9 inches; camber, 1 inch [2]; keel, 1 inch, with a strip of iron, half an inch broad, carefully secured all the way below, and a copper strip up the stem and stern posts, and round the top of each of them.

[XXXVI.] The figures in [ ] are the dimensions of the old Rob Roy.

The new canoe now building will have the beam at the water's edge, and the upper plank will "topple in," so that the cedar deck will be only 20 inches wide.

The "well" or opening in the deck should be 4 feet long [4 feet 6 inches] and 20 inches wide, with a strong combing all round, sloping forward, but not more than 1 inch [2] high at the bow end. This opening should be semicircular at the ends, both for appearance sake and strength and convenience, so as to avoid corners. The macintosh sheet to cover this must be strong, to resist constant wear, light coloured, for the sun's heat, and so attached as to be readily loosened and made fast again, say 20 times a day, and by cords which will instantly break if you have to jump out. In the new canoe this macintosh (the most difficult part of the equipment to arrange) is 18 inches long, and a light wooden hatch covers the fore part, an arrangement found to be most successful.

A water-tight compartment in the hull is a mistake. Its partition prevents access to breakages within, and arrests the circulation of air, and it cannot be kept long perfectly staunch. There should be extra timbers near the seat.

The canoe must be so constructed as to endure without injury, (1) to be lifted by any part whatever; (2) to be rested on any part; (3) to be sat upon while aground, on any part of the deck, the combing, and the interior.

Wheels for transport have been often suggested, but they would be useless. On plain ground or grass you can readily do without them. On rocks and rough ground, or over ditches and through hedges, wheels could not be employed, and at all times they would be in the way. Bilge pieces are not required. Strength must be had without them, and their projections seriously complicate the difficulties of pushing the boat over a pointed rock, both when afloat and when ashore; besides, as they are not parallel to the keel they very much retard the boat's speed.

The paddle should be 7 feet long (not more), weight, 2 lbs. 9 oz., strong, with blades 6 inches broad, ends rounded, thick, and banded with copper. There should be conical cups of vulcanised India rubber to catch the dribbling water, and, if possible, some plan (not yet devised) for preventing or arresting the drops from the paddle ends, which fall on the deck when you paddle slowly, and when there is not enough centrifugal force to throw this water away from the boat.

The painter ought to be of the best flexible rope, not tarred, well able to bear 200 lb. weight; more than 20 feet of rope is a constant encumbrance. The ends should be silk-whipped and secured through a hole in the stem post and another in the stern post (so that either or both ends can be readily cast off); the slack may be coiled on deck behind you.

There should be a back support of two wooden slips, each 15 inches by 3 inches, placed like the side strokes of the letter H, and an inch apart, but laced together with cord, or joined by a strip of cloth. Rest them against the edge of the combing, and so as to be free to yield to the motion of the back at each stroke, without hurting the spine. If made fast so as always to project, they are much in the way of the painter in critical times. They may be hinged below so as to fold down as you get out, but in this case they are in the way when you are getting in and wish to sit down in an instant ready for work.

The mast should be 5 feet long, strong enough to stand gales without stays, stepped just forward of the stretcher, in a tube an inch above deck, and so as to be struck without difficulty in a squall, or when nearing trees, or a bridge, barrier, ferry-rope, bank, or waterfall, or when going aground.

The sail, if a lug, should have a fore leach of 3 feet 10 inches, a head of 3 feet 6 inches, and a foot of 4 feet 6 inches; yard and boom of bamboo.

The boat can well stand more sail than this at sea, or in lakes and broad channels, but the foregoing size for a lug is quite large enough to manage in stiff breezes and in narrow rocky tortuous rivers.

A spritsail would be better in some respects, but no plan has, as yet, been suggested to me for instantly striking the sprit without endangering the deck, so I mean to use a lug still.

The material of the sail should be strong cotton, in one piece, without any eyelet or hole whatever, but with a broad hem, enclosing well-stretched cord all round. A jib is of little use as a sail. It is apt to get aback in sudden turns. Besides, you must land either to set it or to take in its outhaul, so as to be quite snug. But the jib does well to tie on the shoulders when they are turned to a fierce sun. The boom should be attached by a brass shackle, so that when "topped" or folded its end closes on the top of the mast. The sails (with the boom and yard) should be rolled up round the mast compactly, to be stowed away forward, so that the end of the mast resting on the stretcher will keep the roll of sails out of the wet. The flag and its staff when not fast at the mast-head (by two metal loops) should fit into the mast-step, and the flag-staff, 24 inches long, should be light, so as not to sink if it falls overboard, as one of mine did.

The floor-boards should be strong, and easily detachable, so that one of them can be at once used as a paddle if that falls overboard. They should come six inches short of the stern end of a light seat, which can thus rest on the timbers, so as to be as low as possible, and its top should be of strong cane open-work.

The stretcher should have only one length, and let this be carefully determined after trial before starting. The two sides of its foot-board should be high and broad, while the middle may be cut down to let the hand get to the mast. The stretcher should, of course, be moveable, in order that you may lie down with the legs at full length for repose.

One brass cleat for belaying the halyard should be on deck, about the middle, and on the right-hand side. A stud on the other side, and this cleat will do to make the sheet fast to by one turn on either tack.

LIST OF STORES ON BOARD THE ROB ROY.

1. _Useful Stores._--Paddle, painter (31 feet at first, but cut down to 20 feet), sponge, waterproof cover, 5 feet by 2 feet 3 inches, silk blue union jack, 10 inches by 8 inches, on a staff 2 feet long. Mast, boom, and yard. Lug sail, jib, and spare jib (used as a sun shawl). Stretcher, two back boards, floor boards, basket to sit on (12 inches by 6 inches, by 1 inch deep), and holding a macintosh coat. For repairs--iron and brass screws, sheet copper and copper nails, putty and whitelead, a gimlet, cord, string, and thread, one spare button, needle, pins, canvas wading shoes (wooden clogs would be better); all the above should be left with the boat. Black bag for 3 months' luggage, size, 12 inches by 12 inches, by 5 inches deep (just right), closed by three buttons, and with shoulder-strap. Flannel Norfolk jacket (flaps not too long, else they dip in the water, or the pockets are inverted in getting out and in); wide flannel trousers, gathered by a broad back buckle belt, second trousers for shore should have braces, but in the boat the back buttons are in the way. Flannel shirt on, and another for shore. A straw hat is the very best for use--while writing this there are 16 various head covers before me used in different tours, but the straw hat is best of all for boating. Thin alpaca black Sunday coat, thick waistcoat, black leather light-soled spring-sided shoes (should be strong for rocks and village pavements), cloth cap (only used as a bag), 2 collars, 3 pocket handkerchiefs, ribbon tie, 2 pair of cotton socks (easily got off for sudden wading, and drying quickly when put on deck in the sun). Brush, comb, and tooth-brush. Testament, passport (will be scarcely needed this season), leather purse, large (and _full_), circular notes, small change in silver and copper for frequent use, blue spectacles in strong case, book for journal and sketches, black, blue, and red chalk, and steel pen. Maps, cutting off a six inch square at a time for pocket reference. Pipe, tobacco-case, and light-box (metal, to resist moisture from without and within), Guide books and pleasant evening reading book. You should cut off covers and all useless pages of books, and every page as read; no needless weight should be carried hundreds of miles; even a fly settling on the boat must be refused a free passage. Illustrated papers, tracts, and anecdotes in French and German for Sunday reading and daily distribution (far too few had been taken, they were always well received). Medicine (rhubarb and court plaister), small knife, and pencil. Messrs. Silver's, in Bishopsgate, is the place for stores.

2. _Useless Articles._--Boathook, undervest, waterproof helmet, ventilated cap, foreign Conversation books, glass seltzer bottle and patent cork (for a drinking flask), tweezers for thorns.

3. _Lost or Stolen Articles._--Bag for back cushion, waterproof bag for sitting cushion, long knife, necktie, woven waistcoat, box of quinine, steel-hafted knife. These, except the last of them, were not missed. I bought another thick waistcoat from a Jew.

ROCKS AND CURRENTS.

A few remarks may now be made upon the principal cases in which rocks and currents have to be dealt with by the canoist.

Even if a set of rules could be laid down for the management of a boat in the difficult parts of a river, it would not be made easier until practice has given the boatman that quick judgment as to their application which has to be patiently acquired in this and other athletic exercises, such as riding or skating, and even in walking.

The canoist, who passes many hours every day for months together in the earnest consideration of the river problems always set before him for solution, will probably feel some interest in this attempt to classify those that occur most frequently.

Steering a boat in a current among rocks is not unlike walking on a crowded pavement, where the other passengers are going in various directions, and at various speeds; and this operation of threading your way in the streets requires a great deal of practice, and not a few lessons enforced by collisions, to make a pedestrian thoroughly _au fait_ as a good man in a crowd. After years of walking through crowds, there is produced by this education of the mind and training of the body a certain power--not possessed by a novice--which insensibly directs a man in his course and his speed, but still his judgment has had insensibly to take cognizance of many varying _data_ in the movements of other people which must have their effect upon each step he takes.

After this capacity becomes, as it were, instinctive, or, at any rate, acts almost involuntarily, a man can walk briskly along Fleet-street at 4 p.m., and, without any distinct thought about other people, or about his own progress, he can safely get to his journey's end. Indeed, if he does begin to think of rules or how to apply them systematically, he is then almost sure to knock up against somebody else. Nay, if two men meet as they walk through a crowd, and each of them "catches the eye" of the other, they will probably cease to move instinctively, and, with uncertain data to reason from, a collision is often the result.

As the descent of a current among rocks resembles a walk along the pavement through a crowd, so the passage _across_ a rapid is even more strictly in resemblance with the course of a man who has to cross a street where vehicles are passing at uncertain intervals and at various speeds, though all in the same direction. For it is plain that the thing to be done is nearly the same, whether the obstacles (as breakers) are fixed and the current carries you towards them, or the obstacles (as cabs and carts) are moving, while you have to walk through them on _terra firma_.

To cross Park-lane in the afternoon requires the very same sort of calculation as the passage across the stream in a rapid on the Rhine.

The importance of this subject of "boating instinct" will be considered sufficient to justify these remarks when the canoist has by much practice at last attained to that desirable proficiency which enables him to steer without thinking about it, and therefore to enjoy the conversation of other people on the bank or the scenery, while he is rapidly speeding through rocks, eddies, and currents.

We may divide the rocks thus encountered in fast water into two classes--(1) Those that are _sunk_, so that the boat can float over them, and which do not deflect the direction of the surface current. (2) Those that are _breakers_, and so deflect the current, and do not allow the boat to float over them.

The currents may be divided into--(1) Those that are equable in force, and in the same direction through the course to be steered. (2) Those that alter their direction in a part of that course.

In the problems before the canoist will be found the combinations of every degree and variety of these rocks and currents, but the actual circumstances he has to deal with at any specified moment may--it is believed--be generally ranged under one or other of the six cases depicted in the accompanying woodcut.

In each of the figures in the diagram the current is supposed to run towards the top of the page, and the general course of the canoe is supposed to be with the current. The particular direction of the current is indicated by the dotted lines. The rocks when shaded are supposed to be _sunk_, and when not shaded they are _breakers_. Thus the current is uniform in figs. 1, 2, 3; and it is otherwise in figs. 4, 5, 6. The rocks are all sunk in figs. 1, 2, 3, and 5; whereas in figs. 4 and 6 there are breakers. The black line in these figures, and in all the others, shows the proper course of the centre of the boat, and it is well to habituate oneself to make the course such as that this line shall never be nearer to the rock than one-half of the boat's length.

The simplest case that can occur is when the canoe is merely floating without "way" through a current, and the current bears it near a rock. If this be a breaker, the current, being deflected, will generally carry the boat to one side. The steering in such cases is so easy, and its frequent occurrence gives so much practice, that no more need be said about it.

But if the rock be a sunk rock, and if it be not quite plain from the appearance of the water that there is depth enough over the rock to float the boat, then it is necessary to pass either above the rock, as in fig. 1, or below it, as in fig. 2.

A few days' practice is not thrown away if the canoist seizes every opportunity of performing under easy circumstances feats which may at other times have to be done under necessity, and which would not be so well done if attempted then for the first time.

Let him, therefore, as soon as possible, become adept in crossing above or below a single sunk rock with his _boat's bow pointed to any angle of the semicircle before him_.

Next we have to consider the cases in which more than one rock will have to be avoided. Now, however great the number of the rocks may be, they can be divided into sets of three, and in each of the figures 3, 4, 5, 6 it is supposed that (for reasons which may be different in each case, but always sufficient) the canoe has to pass between rocks _A_ and _B_, and then between _B_ and _C_, but must not pass otherwise between _A_ and _C_.

In fig. 3 the course is below _B_, and above _C_, being a combination of the instance in fig. 2 with that in fig. 1.

The precise angle to the line of the course which the boat's longer axis ought to have will depend upon what is to be done next after passing between _B_ and _C_, and hence the importance of being able to effect the passages in fig. 1 and fig. 2 with the axis at any required angle.

We may next suppose that one of the three rocks, say _B_, as in fig. 4, is a breaker which will deflect the current (as indicated by the dotted stream lines), and it will then be necessary to modify the angle of the boat's axis, though the boat's centre has to be kept in the same course as before.

It will be seen at once that if _A_ were a breaker the angle would be influenced in another manner, and that if _C_ were a breaker the angle at which the boat should emerge from the group of rocks would be influenced by the stream from _C_ also; but it is only necessary to remind the reader that all the combinations and permutations of breakers and sunk rocks need not be separately discussed,--they may be met by the experience obtained in one case of each class of circumstances.

Fig. 5 represents a _circular current_ over the group of three rocks. This is a very deceptive case, for it looks so easy that at first it is likely to be treated carelessly. If the boat were supposed to be a substance floating, but without weight, it would have its direction of motion instantly altered by that of the current. But the boat has weight, and as it has velocity (that of the current even if the boat is not urged also by the paddle so as to have "way" through the water), therefore it will have _momentum_, and the tendency will be to continue the motion in a straight line, instead of a curve guided solely by the current. In all these cases, therefore, it will be found (sometimes inexplicably unless with these considerations) that the boat _insists_ upon passing between _A_ and _C_, where it must not be allowed to go on the hypothesis we have started with; and if it effects a compromise by running upon _C_, this is by no means satisfactory.

This class of cases includes all those in which the river makes a quick turn round a rock or a tongue _B_, where the boundary formed by the rock _A_ on the outer bend of the stream is a solid bank, or a fringe of growing trees, or of faggots artificially built as a protection against the erosion of the water. This case occurs, therefore, very frequently in some fast rivers, say, at least, a hundred times in a day's work, and perhaps no test of a man's experience and capacity as a canoist is more decisive than his manner of steering round a fast, sharp bend.

The tendency of the canoist in such cases is always to bring the boat round by paddling forward with the outer hand, thereby adding to the "way," and making the force of the current in its circular turn less powerful relatively. Whereas, the proper plan is to back with the inner hand, and so to stop all way in the direction of the boat's length, and to give the current its full force on the boat. Repeated lessons are needed before this is learned thoroughly.

The case we have last remarked upon is made easier if either _A_ or _C_ is a breaker, but it is very much increased in difficulty if the rock _B_ is a breaker or is a strong tongue of bank, and so deflects the current outwards at this critical point.

The difficulty is often increased by the fact that the water inside of the curve of the stream may be shoal, and so the paddle on that side strikes the bottom or grinds along it in backing.

When the curve is all in deep water, and there is a pool after _B_, the boat ought not to be turned too quickly in endeavouring to avoid the rock _C_, else it will sometimes then enter the eddy below _B_, which runs up stream sometimes for fifty yards. In such a case the absurd position you are thereby thrown into naturally causes you to struggle to resist or stem this current; but I have found, after repeated trials of every plan I could think of, that if once the back current has taken the canoe it is best to let the boat swing with the eddy so as to make an entire circuit, until the bow can come back towards _B_ (and below it), when the nose of the boat may be again thrust into the main stream, which will now turn the boat round again to its proper course. Much time and labour may be spent uselessly in a wrong and obstinate contest with an eddy.

In fig. 6, where the three rocks are in a straight line, and the middle one is a breaker, an instance is given when the proper course must be kept by _backing_ during the first part of it.

We must suppose for this that the canoist has attained the power of backing with perfect ease, for it will be quite necessary if he intends to take his boat safely through several hundred combinations of sunk rocks and breakers. Presuming this, the case in fig. 6 will be easy enough, though a little reflection will show that it might be very difficult, or almost impossible, if the canoist could give only a forward motion to the boat.

To pass most artistically, then, through the group of rocks in fig. 6 the stern should be turned towards _A_, as shown in the diagram, and the passage across the current, between _A_ and _B_, is to be effected solely by backing water (and chiefly in this case with the left hand) until the furthest point of the right of the curve is reached, with the boat's length still as before in the position represented in the figure. Then the forward action of both hands will take the canoe speedily through the passage between _B_ and _C_.

Cases of this sort are rendered more difficult by the distance of _C_ from the point above _A_, where you are situated when the decision has to be made (and in three instants of time) as to what must be done; also, it would usually be imprudent to rise in the boat in such a place to survey the rock _C_ from a better position.

If it is evident that the plan described above will not be applicable, because other and future circumstances will require the boat's bow to emerge in the opposite direction (pointing to the right), then you must enter forwards, and must back between _B_ and _C_, so as to be ready, after passing _C_, to drive forward, and to the right. It is plain that this is very much more difficult than the former case, for your backing now has to be done against the full stream from the breaker _B_.

In all these instances the action of the wind has been entirely omitted from consideration, but it must not be forgotten that a strong breeze materially complicates the problem before the canoist. This is especially so when the wind is aft; when it is ahead you are not likely to forget its presence. A strong fair wind (that has scarcely been felt with your back to it) and the swift stream and the boat's speed from paddling being all in one direction, the breeze will suddenly become a new element in the case when you try to cross above a rock as in fig. 1, and find the wind carries you broadside on against all your calculations.

Nor have I any observations to make as to sailing among rocks in a current. The canoe must be directed solely by the paddle in a long rapid, and in the other places the course to be steered by a boat sailing is the same as if it were being merely paddled, though the action of the wind has to be carefully taken into consideration.

In all these things boldness and skill come only after lessons of experience, and the canoist will find himself ready and able, at the end of his voyage, to sail down a rapid which he would have approached timidly, even with the paddle, at the beginning.

But perhaps enough has been said for the experienced oarsman, while surely more than enough has been said to shew the tyro aspirant what varied work he has to do, and how interesting are the circumstances that will occupy his attention on a delightful river tour.

NOTE ON THE "KENT."--The narrative of a shipwreck referred to at page 219 has been published 40 years ago, and in many foreign languages, but its circulation is very large at the present time. The following letter about one of the incidents related in the little book, appeared in the "Times" of March 22, 1866:--

"LETTERS FROM THE DEEP.

"_To the Editor of the 'Times.'_

"Sir,--As attention has been drawn to the letters written on
board the ship London, and washed ashore, it may be interesting
to notice the following remarkable incident respecting a letter
from another ship wrecked in the Bay of Biscay. In March, 1825,
the Kent, East Indiaman, took fire in the Bay of Biscay during
a storm while 641 persons were on board, most of them soldiers
of the 31st Regiment. When all hope was gone, and before a
little vessel was seen which ultimately saved more than 500
people from the Kent, Major ---- wrote a few lines and enclosed
the paper in a bottle, which was left in the cabin. Nineteen
months after this the writer of the paper arrived in the island
of Barbadoes, in command of another Regiment, and he was amazed
to find that the bottle (cast into the sea by the explosion
that destroyed the Kent) had been washed ashore on that very
island. The paper, with its faint pencil lines expressing
Christian faith, is still preserved; and this account of it can
be authenticated by those who were saved.

"I am, your obedient servant,
"ONE OF THEM."

The bottle, after its long immersion, was thickly covered with weeds and barnacles. The following are the words of the "Letter from the Deep," which it contained:--

"The ship the Kent, Indiaman, is on fire--Elizabeth Joanna and
myself commit our spirits into the hands of our blessed
Redeemer--His grace enables us to be quite composed in the
awful prospect of entering eternity.

"D. M'GREGOR.
"_1st March, 1825, Bay of Biscay._"

The writer of that letter lives now with blessings on his venerable head, while he who records it anew is humbly grateful to God for his own preservation. And may we not say of every one who reads such words, written in such an hour, that his life would be unspeakably happy if he could lay hold now of so firm a Surety, and be certain to keep fast hold to the end?

The following notes are on miscellaneous points:--

(_a_) We are sometimes asked about such a canoe voyage as this, "Is it not very dangerous?"

There seems to me to be no necessary danger in the descent of a river in a canoe; but if you desire to make it as safe as possible you must get out at each difficult place and examine the course, and if the course is too difficult you may take the boat past the danger by land.

On the other hand, if the excitement and novelty of finding out a course on the spur of the moment is to be enjoyed, then, no doubt, there is more danger to the boat.

As for danger to the canoist, it is supposed, _imprimis_, that he is well able to swim, not only in a bath when stripped, but when unexpectedly thrown into the water with his clothes on, and that he _knows_ he can rely on this capacity.

If this be so, the chief danger to him occurs when he meets a steamer on rough water (rare enough on such a tour); for if his boat is upset by that, and his head is broken by the paddle floats, the swimming powers are futile for safety.

The danger incurred by the boat is certainly both considerable and frequent, but nothing short of the persuasion that the boat would be smashed if a great exertion is not made will incite the canoist to those very exertions which are the charm of travelling, when spirit, strength, and skill are to be proved. Men have their various lines of exercise as they have of duty. The huntsman may not understand the pleasures of a rapid, nor the boatman care for the delights of a "bullfinch." Certainly, however, the waterman can say that a good horse may carry a bad rider well, but that the best boat will not take a bad boatman through a mile of broken water. In each case there is, perhaps, a little of _populus me sibilat_, and it may possibly be made up for by a good deal of _at mihi plaudo_.

(_b_) It has been said that the constant use of a canoe paddle must contract the chest, but this is certainly a mistake. If, indeed, you merely dabble each blade of the paddle in the water without taking the full length of the stroke the shoulders are not thrown back, and the effect will be injurious; but exactly the same is true if you scull or row with a short jerky stroke.

In a proper use of the paddle the arms ought to be in turn fully extended, and then brought well back, so that the hand touches the side, and the chest is then well plied in both directions.

In using the single-bladed paddle, of which I have had experience in Canada and New Brunswick with the Indians in bark canoes and log canoes, there seems to be a less beneficial action on the pectoral muscles, but after three months' use of the double paddle I found the arms much strengthened, while clothes that fitted before were all too narrow round the chest when put on after this exercise.

(_c_) In shallow water the paddle should be clasped lightly, so that if it strikes the bottom or a rock the hand will yield and not the blade be broken.

Great caution should be used when placing the blade in advance to meet a rock, or even a gravel bank, otherwise it gets jammed in the rock or gravel, or the boat overrides it.

It is better in such a case to retard the speed rather by dragging the paddle (tenderly), and always with its flat side downwards, so that the edge does not get nipped.

(_d_) M. Farcôt, a French engineer, has lately exhibited on the Thames a boat which is rowed by the oarsman sitting with his face to the bow, who by this means secures one of the advantages of the canoe--that of seeing where you are going.

To effect this, a short prop or mast about three feet high is fixed in the boat, and the two sculls are jointed to it by their handles, while their weight is partly sustained by a strong spiral spring acting near the joint, and in such a manner as to keep the blade of the scull a few inches from the surface of the water when it is not pressed down purposely.

The sculler then sits with his face towards the mast and the bow, and he holds in each hand a rod jointed to the loom of the corresponding scull. By this means each scull is moved on the mast as a fulcrum with the power applied between that and the water. The operation of feathering is partially performed, and to facilitate this there is an ingeniously contrived guide.

This invention appears to be new, but it is evident that the plan retains many of the disadvantages of common sculls, and it leaves the double paddle quite alone as a simple means for propelling a canoe in narrow or tortuous channels, or where it has to meet waves, weeds, rocks, or trees, and moreover has to sail.

However, the muscular power of the arms can be applied with good effect in this new manner, and I found it not very difficult to learn the use of this French rowing apparatus, which is undoubtedly very ingenious, and deserves a full trial before a verdict is pronounced.

(_e_) In a difficult place where the boat is evidently going too near a rock, the disposition of the canoist is to change the direction by a _forward_ stroke on one side, but this adds to the force with which a collision may be invested. It is often better to _back_ a stroke on the other side, and thus to lessen this force; and this is nearly always possible to be done even when the boat appears to be simply drifting on the stream. In fact, as a maxim, there is always steerage way sufficient to enable the paddle to be used exactly as a rudder.

(_f_) When there is a brilliant glare of the sun, and it is low, and directly in front, and it is impossible to bear its reflection on the water, a good plan is to direct the bow to some point you are to steer for, and then observe the reflection of the sun on the cedar deck of the boat. Having done this you may lower the peak of your hat so as to cut off the direct rays of the sun, and its reflected rays on the water, while you steer simply by the light on the deck.

(_g_) When a great current moves across a river to a point where it seems very unlikely to have an exit, you may be certain that some unusual conformation of the banks or of the river bed will be found there, and caution should be used in approaching the place. This, however, is less necessary when the river is deep. Such cross currents are frequent on the Rhine, but they result merely from unevenness in the bottom far below, and thus we see how the rapids, most dangerous when the river is low, become quite agreeable and safe in high flood time.

(_h_) The ripple and bubbles among weeds are so totally different from those on free water that their appearance at a distance as a criterion of the depth, current, and direction of the channel must be learned separately. In general, where weeds are under water, and can sway or wave about, there will be water enough to pass--the requisite 3 inches. Backing up stream against long weeds is so troublesome, and so sure to sway the stern round athwart stream, that it is best to force the boat forward instead, even if you have to get out and pull her through.

(_i_) Paddling through rushes, or flags, or other plants above the water, so as to cut off a corner, is a mistake. Much more "way" is lost then by the friction than might be supposed.

(_j_) I noticed a very curious boat-bridge across the Rhine below Basle. It seemed to open wide without swinging, and on coming close to it the plan was found to be this. The boats of one half of the bridge were drawn towards the shore, and a stage connecting them ran on wheels along rails inwards from the river, and up an incline on the bank. This system is ingenious, convenient, and philosophical.

(_k_) Double-hulled boats have often been tried for sailing, but their disadvantages are manifest when the craft is on a large scale, though for toy-boats they answer admirably, and they are now quite fashionable on the Serpentine.

The double boat of the nautical tinman on the Rhine, before described, was a "fond conceit." But there are many double-hulled boats on French rivers, and they have this sole recommendation, that you sit high up, and so can fish without fearing you may "turn the turtle."

When the two hulls are reduced as much as possible, this sort of boat becomes an aquatic "walking machine," for one foot then rests on each hull. Propulsion is obtained either by linking the hulls together with parallel bars moving on studs, while vanes are on each side, so as to act like fins, and to collapse for the alternate forward stroke of each foot bound to its hull--or a square paddle, or a pole works on the water or on the bottom. I have always noticed that the proprietors of such craft are ingenious, obstinate men, proud of their peculiar mode, and very touchy when it is criticised. However, it is usually best, and it is fortunately always easy, to paddle away from them.

(_l_) The hard exercise of canoe paddling, the open-air motion, constant working of the muscles about the stomach, and free perspiration result in good appetite and pleasant sleepiness at night. But at the end of the voyage the change of diet and cessation of exercise will be apt to cause derangement in the whole system, and especially in the digestion, if the high condition or "training" be not cautiously lowered into the humdrum "constitutionals" of more ordinary life. Still I have found it very agreeable to take a paddle in the Rob Roy up to Hammersmith and back even in December and March.

The last public occasion on which she appeared was on April 17, when the captain offered her aid to the Chief Constructor of the Navy in the effort of the Admiralty to launch the ironclad Northumberland. The offer was eagerly accepted, and the launch was accordingly successful.

The Rob Roy has since departed for a voyage to Norway and Iceland in the schooner yacht Sappho, whose young owner, Mr. W. F. Lawton, has promised "to be kind to her." It is intended that a new Rob Roy should make a voyage next summer with another canoe called the "Robin Hood."

(_m_) Other pleasant voyages may be suggested for the holiday of the canoist. One of these might begin with the Thames, and then down the Severn, along the north coast of Devon, and so by the river Dart to Plymouth. Another on the Solent, and round the Isle of Wight. The Dee might be descended by the canoe, and then to the left through the Menai Straits. Or a longer trip may be made through the Cumberland lakes by Windermere and the Derwent, or from Edinburgh by the Forth, into the Clyde, and through the Kyles of Bute to Oban; then along the Caledonian Canal, until the voyager can get into the Tay for a swift run eastward.

But why not begin at Gothenburg and pass through the pretty lakes of Sweden to Stockholm, and then skirt the lovely archipelago of green isles in the Gulf of Bothnia, until you get to Petersburg?

For one or other of such tours a fishing-rod and an air rifle, and for all of them a little dog, would be a great addition to the outfit.

In some breezy lake of these perhaps, or on some rushing river, the little Rob Roy may hope to meet the reader's canoe; and when the sun is setting, and the wavelets ripple sleepily, the pleasures of the paddle will be known far better than they have been told by the pen.

C. A. Macintosh, Printer, Great New-street, London.

_Milton House, Ludgate Hill,
April, 1866._

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LITERATURE, WORKS OF REFERENCE, AND EDUCATION.

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