The Model Yachtsman and Canoeist: Volume 8, Issue 3 – March 1891

A Monthly Journal of Model Yacht Construction, Fitting and Sailing; Canoeing News, Doings of the Clubs; Yachting Items; Correspondence; Sale and Exchange; ae All Communications (except Canoeing) must be addressed ‘THE Epitor of The Model- Yachtsman, iit pec Mites eam al CANOEING Communications must be addressed “Tur Eprror of The Canoeist, or, Price 3a., Post-free Ya. MARCH, 1891. Vol. VIII.—No. 3. Elim Lodge. Hornsga, Hull, 161 & 162, High Street, Hull.” THE MODEL-YACHTSMAN & CANOEIST Al ot 2G (i> D i tu ri nl See COMPETITION. OUR DESIGNING ms, > We are pleased to announce that several more have decided to compete for this, and we doubt not that the result will be very interesting. We hope to be able before long to have another is published on the 1st of each month, and can be hadof | 15-rater competition, as much will have been any bookseller, or will be sent on application to the Publishers, on the following terms :— Post-free to any part of the United Kingdom, Europe or America……paid in advance…… 3/6 per annum 44d. or Id. stamps may be sent in payment. N.b.—In sending for single copies, 344d. in stamps must be enclosed to cover postage. fiuLiL: ‘ THOMAS GRASSAM, 161 & 162, High Street. learned since our last, as to the best dimensions and displacement to be taken under the rule. 1 . If any of our friends who can present anything suitable for competition, like to make the offer, we shall be glad to append their name to the competition, and further it in all possible ways for the general good of the sport. Mr. W. H. C. Phelps led the way, and our first was the ‘«* Phelps * competition, the second is dependent LONDON: E. MARLBOROUGH & Co., 51, Old Bailey. on the Jiditor and the Publisher, and is the DVERTISEMENTS should reach this office not later the next man to enter. than the 21st of the month, to secure msertion im the following issue. Rates on application. To Foreign Subseribers!—All subscriptions must be sent by Post Office Orders, payable to THOs. GRASSAM, Hui: or, if sent in Foreign Stamps, please send value in one or two stamps only, of high value.-P.O.O. made payable to ‘‘7he Model. Yachtsman” will no* for the future be accepted. ‘* Bruce” competition. The breach is open for tito Competitions need not all be for designing, We hope to have a competition for the best article on building, &e. haps Ao Wew Mouse. Yious (xte—Mr. J. W Jeckells, an ardent member of the Medway Club, 42 THE MODEL-YACHTSMAN AND CANOEIST [ writes that he will leave our shores shortly in H.M.S. Ringarooma, but as he finds other Model-Yachtsmen occupying posts on board, they have obtained consent to have a model cach on board, and to sail in spare time when in harbour. Others will probably join, and the formation of H.M.S, Ringarooma’s Model Yacht Club is likely to assume considerable proportions, and also to lead to some interesting competitions when the ship gets to Australia. —_—o-— UnsterR Mopen Yacut Cuus.—A grand exhibition of Model Yachts was held in the Free Library, in January. The opening drew a large and influential company, and some instructive speeches were made on the subject of Model Yachting. The club possesses 120 models, half of which were on view, and more would have been shown if space had been available. James Henderson, Eisq., opened the exhibition, and was supported by W. J. Johnston, Esq., J.P., the officers of the club, and other gentlemen. We are glad to hear of this successful display, and — that the club are likely to get improved water space for sailing. —_—o-— MEASUREMENT. After years of discussion we are still far from the condition of universality in measurement for model yachts. . There are the advocates of weight rating, who have found in that system a resting place and satisfaction, and we are not so sure that under a weight rating the fears A. 5. would be realised. of our correspondent A great argument in its favor is that the Manchester Club have used it for years, and found it produces a healthy, moderate type of boat—and the Manchester men are not by any means so dull as not to have tried by experiment to get the best boat that could be made under the rule. There are the advocates of the 1730 rule, prominent amongst which are the well-known Serpentine, Corinthian, Liverpool and Albert clubs, and under this head may be numbered our own efforts to establish inter-club matches, by encouraging the 10-tons class. These efforts were attended with remarkable success, especially in the North, and the fruit thereof is gathered plentifully each year up to this day. The 1730 rule has grave faults we admit, and some of its extravagances are rather alarming, for if 380lbs. weight and 5ft. of over-all length is likely to be adopted, we might as well fly to 15-raters at once as there would be nothing to choose in point of awkwardness of portage, and whereas the 10-tonner would be ugly, the 15-rater might be handsome. Next, we have the advocacy of rating by L. and §. A. championed by ourselves, Mr. Tatchell, and the influential London Club, Mr, Richardson, of Bradford, and other well-known Model-Yachtsmnen and correspondents. We have this week an old friend on length measurement, whose impressions are that if we had stuck to length we should have been saved so to speak. Well, our friend is wrong, the ideals and aspirations of men are not to be confined in this easy fashion. | We have many Yachtsmen and retired Yachtstoen in our ranks, and these will always be for following the style of the yachts themselves, and there are hundreds more who will not be baulked from folowing them. We are of this turn ourselves—to usa yacht is a thing of beauty, and we wish to have on a small scale the same grace and daintiness in the model. We abandoned length some years ago, as it brought power and ugly power with it. We have pointed out before the true object of a measurement rule is to give us those limits up to which we may all work ; a limit must come in or there wonld be no equity. These limits in the first place give all an equal chance, and in the second are framed with the object of evolving through our effort something safe, useful, and attractive. A length rule does not succeed in doing this, that is acknowledged by most; the 1730 and 94 rules are said not to do it, by many. A weight rule is said to be likely to lead to extravagance in one direction, and the rating by L. and §. A. rule promises the good things, but has led to a variety of ways of taking the sail area. There is one point made by our correspondent C. C., and that is the sailing on all courses. It is quite possibile that if reaching as well as closehauled work and running had been more in vogue, the 1730 rule would have produced boats of moderate dimensions and weight, and it is again quite likely that if reaching qualities are neglected that the L. and 8. A. rule will produce a different craft than would be brought out by all points of sailing. There is, however, one condition under the L, and 8. A. rule that has raised misgiving, and in one or two cases disgust. Itis where old, big displacement 1730 boats win easily with small canvas in a good blow. Whichever way we turn there is something to face, and it is best to face it cheerfully. Changes if not made too rapidly do good. Our boats are yachts or nothing. We follow the yachts in shape and form as nearly as possible, and when we cease to do so half the interest of the sport will be lost. So long as THE MODEL-YACHTSMAN AND CANOEIST 43 the 10-tonners do not become outrageous forms, | Cole who gives us his valuable help as assistant are building, and there are signs that the desire for progress which inspire other people in these go ahead days is moving the Model-Yachtsman and very shortly the 15-rating class will rank as the most important. We should recommend every club to introduce the class, and should recommend the actual area of the largest suit of sails to be taken for the rating. Doings of the @hibs. Reports for publication must be legibly written, on one side of the paper oy, and forwarded to the EDITOR net jJater than the zoth of each month, to ensure insertion in the following issue. Scarboro’ M.Y.C.—The fifth Annual Meeting of the club was held at the London Inn Coffee House, on Thursday evening, Feby. 12th, the Commodore, Mr. Hy. Sewell in the absence of the President occupying the chair. There was a good attendance of members and others. The Chairman briefly opened the proceedings, expressing his gratification at the vigour and stability which had marked the course of the club year by year since its formation in March 1887, and which he quite believed would long continue whilst they remained as they were now such a united and compact body of workers. (Hear, hear). The Secretary, Mr. Blakey, then read the minutes of the last Annual Meeting which were adopted unanimously. The Commodore then proceeded to present the prizes which included three silver challenge cups, some valuable oil paintings, and a long array of beautiful and useful articles, the recipients being loudly applauded as they came up. At the conclusion of the presentation Mr, W. Jones in a complimentary speech moved a vote of thanks to the donors of the prizes, this was seconded by Mr. Luccock and supported, and carried unanimously. Mr. Overbury who had a warm reception responded on behalf of the donors, remarking the club was now holding its own against many others in the country, and he expressed the hope that in the near future they would be able to beat all comers. The Annual Report and Balance Sheet was then read by the secretary, both of which were extremely satis- factory, the latter showing that notwithstanding last year was commenced with a deficiency of £10 14s. 9d., by careful expenditure the club commenced this year with a balance in hand of £5. The Commodore moved the adoption of both, seconded by Mr. Strange and carried. Election of officers and committee resulted in all being re-elected with the addition of Mr. R. secretary. A lengthy discussion then followed upon the mode of sailing and classes. The Vice- Commodore proposed, Mr. W. W. Gibson seconded, and it was resolved ‘‘ That the club only recognise tonnage and weight classes, leaving out all the length classes.” Mr. Blakey proposed, that in future the cups be sailed for over a given number of races, but that all other prizes be decided on special days, the arrangement to be left in the hands of the committee, this was seconded by Mr. Jones and carried. A hearty vote of thanks to the Commodore for presiding, and presenting the prizes concluded the meeting. On view during the evening was a new model of a 15-rater, the ‘Dollie,’ designed by her owner, Mr. Albert Strange, her graceful symmetry and splendid finish was the admiration of all, and we heartily wish our worthy Vice a long run of good luck with his ‘Dollie,’ Several new tens are in course of construction. oo Lowestoft M.Y.C.—Tibe first annual general meeting of the members of the Lowestoft Model Yacht Club was held at the Marine Chambers, London Road. Mr. R. W. Saul was voted to the chair, and there were also present Messrs. T. H. Thirtle and J. Symes, hon. secs, C. 5. Mayes, J. Colby, E. Capps, HE. Linder, G, B. Rix, J. Tansley, &c. The balance sheet for the past year, after having been audited by Messrs. Mayes and Colby, was read:—Receipts £10 6s. 4d. Expenditure :—£8 9s. 6d.; balance in hand :— £1 16s. 10d. On the motion of Mr. E. Capps, seconded by Mr. G. B Rix, the above statement as presented was received and approved. Mr. J. Colby proposed the following gentlemen as the elub officers for the ensuing year :—President, Sir Savile Crossley, M.P.; vice-president, the Mayor; commodore, Mr. Dixon Kemp; vicecommodores, Messrs. W. Fountain, Jeckells, J. Sterry and Tansley; secretaries, Messrs. T. HE. Thirtle and J. Symes; treasurer, Mr. R. W. Saul. Mr. EK. Capps seconded, this was unanimously agreed to. Messrs. HE. Linder, J. Colby, ©. 5. Mayes, A. Musson, E. Capps, C. W. Morris, F, Emuss and G. B. Rix were selected as a committee forthe ensuing year. The secretary read a letter from Mr. T. J. Tansley, who was unable to be present, in which he made several suggestions for the improvement of the club, and announced his intention of giving prizes to be sailed tor by junior members of the elub, under stipulations. It was unanimously resolved that Messrs. W. Smith and Ingham, of the Bradford M.Y.C., Mr. G. Hale, secretary of the Serpentine M.Y.C., Mr. T. A. Bruce, editor of the Model Yachisman and Canoerst, and commodore of the Kingston M. Y.C., (Hull) be made honorary HT so long will they be popular, and there are years of sport out of this class yet; but many 15-raters THE 44 members of the club. MODEL-YACHISMAN The rules of the society, as revised by the committee, were then carefully considered, and on the motion were accepted. of Mr. Colby _ —O— Corinthian (London) M. Y. C.—Atter holding possession of our pond for more than two months, * Jack Frost ” at last cleared out on Thursday, 29th January, so next day our sport was resumed with a mateh between our commodore and secretary with their 15-tonners ‘Minerva’ and ‘Myosotis.. There was a nice steady breeze at the commencement from W.S.W., and about a dozen boards were sailed but towards the end the breeze fell light, and ‘Minerva’ had rather the best of it. On Saturday, 31st Jany., a general muster took place, and some good practice was done in a fine breeze from W.S.W. so as to get their craft in trim for the regular races of the season. The first of these took place on Saturday, 14th February, for a handsome prize given by our rear commodore, Mr. White, and a second prize from the entrance fees, this was for 15-tonners, and at three o’clock the following were ready to start :—‘Minerva,’ Mr. Church; ‘Myosotis,’ Mr. Gray; ‘Titania,’ Mr. Hugo. There was a nice steady breeze from our favourite quarter W.S.W., and some splendid sailing was done by all. Atthe finish of the first eight heats they were about equal, but ‘Titania’ had the best of it afterwards, and won easily though very hard pressed at times by ‘Myosotis,’ which did better than ever she has done hitherto, thanks to alterations made in her hull and sail plan by Mr. Hugo. ‘Minerva’ also did well at times, but she had a very bad jib which spoiled her chance of winning. This will no doubt be altered before the next match, and as this class are so nearly alike we will no doubt have some keen contests during the season. ‘Titania’ was best on the wind but the others were rather faster in running. After two hours sailing in which 15 heats were done the scores were :—‘Titania,’ 28; ‘Myosotis,’ 15; ‘Minerva,’ 15; so that ‘Titania’ took Ist prize, and as ‘Myosotis’ had done best on the windward boards she was awarded 2nd prize. The post of ViceCommodore, which in our last report was in abeyance, has been taken by Mr. A. J. Hugo, it being with much regret that Mr. Munn could not for private reasons undertake the post. We are making several new members since the last three months, and a good year’s sport is confidently anticipated. Several of our members are getting new boats laid down which will in all probability be ready to compete in the programme which will be mapped out at our next Quarterly Meeting. ANP CANOEIST. Phenix M,Y.C.—On Feb. 14th, a match was sailed for 5-tonners. There were only 3 models who entered, as it was the first match of the year. The following boats entered: ‘Edith’ 32’ (l.w.L) x 6’, ‘Argo’ 32’ (L.w.1.) x 6’, and ‘Arctic’ 32’ x 6’. The wind was a light to moderate south-westerly breeze. There were some very exciting boards. The result of the match was as follows :—‘Hdith’ 1, ‘Argo’ 2, ‘Arctic’ 3. Our pond is in first-rate condition and shall be most happy to sail against any club whether for prizes or for honour, The London County Council do not seem to be going to fulfil their promise with regard to the pond on Wandsworth Common, as they are turfing one of the islands. However, we must live in hope —-O— Ainestown (Ireland) M. Y, C.—This club held a General Meeting on Jany. 17th, in the Town Hail, Kingstown, when there was a very fair attendance both of members and non-members. In the absence of the President {Capt. Crofton), Mr. W. Phelps, the Commodore, presented the several challenge cups and class prizes which were very handsome and were much admired. Ten new members were elected, and as several more are down for ballot at next meeting this looks very promising for next season. It is also decided to build a club boat-house, and ‘permission for a suitable site just on the water’s edge in the harbour depét has been applied for from the Board of Works, and estimates having been obtained the building will probably be shortly under weigh. On Saturday, Feby. 6th, Mr. J. E. Doyle, the club measurer, gave a most interesting, useful and enjoyable lecture, illustsated with diagrams, on calculations of centres, lateral resistance, effort, buoyancy, &c., and the method of designing sail plans, all of which was closely attended to by all present, and they cordially thanked the lecturer for his kindness in taking such trouble to prepare for it. The Annual General Meeting will be held in Kingstown. The 10-ton class held four ordinary races in season 1890, ‘Ulerin,’ R. Roe, winning those on May l7th, June 7th and 28th, and coming in second on July 19th, when ‘Shellelagh,’ R. McNally, won, the only ordinary 10-ton match she sailed in. ‘Miranda,’ HE. Roe, came in second in the other three matches, the totals being ‘Ulerin’ 10 marks, ‘Miranda’ and ‘Shellelagh’ three each, then ‘Shellelagh’ won the tie getting second prize. The five tonners had four races. ‘Marjorie’ a pretty little boat designed and built by R. J. Roe totalling 10 by winning three, and getting second in one. ‘Mirage,’ L. Douglas, winning one and getting second in three, totalling six. ‘Delvin,’ H. Roe, unplaced. The 20-ton race for the challenge THE MODEL-YACHTSMAN ‘Shellelagh,’ ‘Vanessa,’ ‘Fiery Cross,’ ‘Joletie,’ ‘Jenny’ (J. Dolan), and ‘Vera,’ R. Roe started. as she had held the ‘Jenny’ had very hard luck cup for two years in succession, and had she won it would have become her owner’s absolute property, but after leading for the two rounds that constituted the course she missed the last buoy by an accidental gybe, and ‘Vera’ being Although ‘Jenny’ allthere nippedinand won. got home first she was disqualified as her owner omitted to go back and round the buoy in addition to hitting it. ‘Vanessa’ 2nd, ‘Shellelagh’ 8rd, ‘Jolette’ and ‘Fiery Cross’ giving up. ‘Vera’ is built from the lines which won the prize in Mr. Phelp’s competition for design, and designed by F. H. Alexander, W. M. Y. C., Ireland. —O–— GCorrespomderce. Letters must bear the name and address of the writer, (not necessarily for publication). Anonymous letters and enquiries will not be acknowledged. All communications to be addressed to THE EDITOR. are nothing more than fine weather racers, and are not able to play their part in a fresh wind, and thus are not on the improving lines which yachts should be built upon in order to sustain the national pride and uphold its international honours. The action of the Y. R. A. in advocating sail tons as a rule of measurement is not only misleading the coming owners of racing yachts and causing them to waste much money on questionable yachts—but it is also stamping out a splendid Library on precise tonnage and ballast, and for which Library both its members, as also the yachting community, should be very thankful. Red and Green, as also your readers, may now begin to understand that I have very solid grounds for my advocacy of my own rules, and which rules have the advantage of being so mathematically precise that each and every tonnage can be written out in decimals of a ton, and each vessel then maintains its exact value relative to its immediate follower and forerunner. No other rules but mine will admit of this precision on the proportions, and my book ‘‘ Choice winning proportions” was purposely written out in decimals of a ton in order to shew this wonderful force and precision in the rutes themselves, and at the same time I also shewed how easy it may become to race in decimals of a ton, Your correspondent from Scarboro cannot have read these books nor yet the second edition of the Kate, or he would be better informed. His letter is full of inaccuracies even to his remark about the “veld newspaper. The criticism in the /ze/d was on sail tons, and not on cubic yacht measurement. Lam, faithfully, Eastwood, Essex, Jany. 16th, 1891. E. MIDDLETON, + 1, The Crescent, Clapham Common, 5.W., THE Epriror, Model- Yachtsman. Dear Str,—It is evident that there is a liking among the members of many clubs to see their names in print, and that they take great interest in long strings of names of people they have never seen. How much better it would be if clubs instead of names gave the length, beam and depth of every model competing. It is this that the colonial clubs ask for. In conclusion I may say no offence whatever was meant to the Dundee club, I was only quoting an instance. Asa matter of fact I only know two clubs who Yours truly, do not send in names. Jany. 21st, 1891. PALINURUS, TONNAGE VERSUS SAIL TONS AND 1730 RULE. RATING FOR INTER-CLUB COMPETITION. Tue Epiror, Aodel- Yachisman. Sr1r,–Red and Green’s reply to my letter so endorses my Tue Epitor, 7he Afodel-YVachtsman. Sir,—Having seen much correspondence of late on the exposure of his unblushing propensities—that I might allow it to pass only that Isee a good opportunity to explain to your readers that my position in this controversy is a thoroughly sound one, and in every sense legitimate, and is not a mere captious censorship ! I am in fact a mathematical author practically contending for a copyright of some value, and I consider myself fortunate in being able to advocate my clatmz to consideration on such a sound basis as fair sailing and true tonnage, both of which can be obtained by my rules, and by mine only. As regards the copyright, even theadvertised books are of some value, but behind them comes or may come a splendid Library of nearly one hundred volumes, and of course the short sighted opposition to my genuine rules injures me to the extent of this splendid Library ! The Yacht Racing Association has done no good to the true development of yacht building but it has in fact done that science much injury, and to put it short/y the proof that yacht building has not advanced one iota but has actually deteriorated lies in the fact that immediately there comes a stoutish breeze the 7zst/e is master of the whole fleet of so-called sail ton cracks, thus showing that these vessels various measurement rules for model yachts, I should like to make one suggestion which would tend to make a fairer rating than at present exists under the 1730 rule. It is absurd to argue, that a body containing cubical contents can be correctly guaged by measuring length and breadth alone, leaving the third factor untouched. Instead of the third factor why not adopt weight which represents displacement but leaves the designer free to certain limits. The proposed rule would then be for ten-tonners, the 1730 rule not to exceed 30lbs. displacement or any other number of pounds that may be considered advisable by an inter-club Committee, but I do not thmk the displacement should exceed 30 pounds. This “rule would be simple and bring boats together nearer the same size. It would not have the same objection as a simple displacement rule, as it would not favour the skimming dish type, for beam istaxed. It would not have the difficulties of the length and sail area rule in measurement. i i itil } \ TTY G. Saunders. The 15-ton cup race was by two postponements adjourned till Oct. 18th when 45 CANOEIST. PAHANG cup on Saturday, Sept. 27th, when ‘Shillelagh,’ ‘Vanessa,’ Jolette, (a 10-tonner owned by L. H. Douglas), ‘Queen Mab’ and ‘Coleen’ (a 10-tonner owned by L. MeNally) started in a fluky N.W. wind which completely died off. At the finish ‘Vanessa,’ ‘Queen Mab,’ and ‘Shillelagh’ had a good race, ‘Queen Mab’ finishing a good first, ‘Shellelagh’ second, ‘Vanessa’ third, ‘Jolette’ fourth, ‘Colleen’ gave up. ‘Vanessa’ and ‘Jolette’ had a good race on the second round but owing to a mishap ‘Jolette’ lost a lot of ground which she could not pull up. The holder of this cup last year was ‘Fiery Cross,’ AND Neither would it follow, that all boats would be built up to the maximum displacement, or necessarily dictate one particular form of model, but would merely prevent a model being compelled to compete against a boat in reality six 46 THE times her would not say 30lbs. those that MODEL-YACHTSMAN AND size though nominally of the same tonnage. It affect the present ro-tonners that did not exceed or whatever weight is decided on, and some of exceed might I daresay be reduced to the weight without any injury to their sailing qualities. Iam not sure whether some such rule has been suggested before, but I have not time io hunt up all previous correspondence on this subject. My reason for proposing this rule is that I see so many fear the difficulties in measuring the sail area in the L. and S.A. rule, and raise an objection that in heavy weather the boat with the largest hull wins. Other rules measure either length and breadth only or length only, and these fail to give the real size of the boat, though neither does the proposed rule do the latter oe ee yer Be but merely brings them nearer the same size. Yours &c., Feby. 12th, 1891. QUERCUS. THE Epitor, 1, The Crescent, Clapham Common, 8. W. 7%e AModel- Yachtsman., Dear Sir,—Thinking that perhaps some of your readers who are on the look out fora new rule to build to would take an interest in the rule which our neighbours across the channel have adopted, I send you a short account of it. It has given great satisfaction in France. The chief peculiarity of the rule is that they use the perimeter ofthe vessel as an important factor in the formula. A chain igs passed under the keel and brought up at the sides where the beam is greatest. Then if P represent the perimeter, B the beam, L the length (L.W.L.) the formula is as follows ; P2xL-1B —— = Tonnage. 5’5 I have extracted this from one of the best sachting books existing. It is a French book, and has only just been published. It is most beautifully illustrated with engravings from photographs. The /ve/d a short time ago spoke very highly about it, as also the Daily Mews, Everyone who can understand French should read it, as it gives a history of the yachting of the three yachting nations of the world, England, France and America. Hoping that some of your readers will test this rule and express their opinions about it, and wishing both you and the A/odel Yachtsman every I remain, success, Yours faithfully, PALINURUS, PHOENIX M.Y.C., P.S.—I shail be most happy to give particulars as to price etc. of ‘‘ Le Yacht.” —o TONNAGE, RATING, AND any further WEIGHT CLASSES. Every rule for reculating the competitions between models and yachts in racing means a tax on some quantity, and the aim of designers in producing models to sail under any of the above different rules is to find out those quantities that are untaxed, or lightly taxed, and make the most of them, In the tonnage rule (1730) the only quantity that is heavily taxed is beam. The weight is left untaxed, the sail area the same, and the length is mildly penalized but What has been the in a far less degree than beam, tendency of designers under this rule ? Manifestly to extend the length as far as possible—stability not being so dependent on beam as on lead keels, beam has had to take a ‘‘ back seat”? whilst displacement has gone to almost unseemly lengths in its complete freedom, and it seems that the only limits to length and displacement in the tonnage class are the size and depth of the pond, and the physical discomforts of carrying hundred weights. These results were expected and foretold years ago, and fulfilled. in these latter days are In the rating rule a stopper is put on length and sail area, both are taxed, whilst beam and displacement are untaxed. a CANOEIST. It seems that sooner than touch the sacred freedom of displacement John Bull will give up yachting for ever. But, in reality, in taxing sail area you are taxing displacement for it will be at once seen that large displacements must have large sails to drive them in ordinary weather, and long light wide boats present too much wetted surface to be driven fast by small sails. Although this rule allows some limits between which successful boats may be censtructed it most effectually puts an end to any chance of an extreme craft being built with any success, and thus equalises models very much more than the old tonnage rule. The moderate boat in this class surely will pay the best for she will be the best suited to compete in moderate weather which happens oftenest. There will be occasional days of calm when the short boat will win, and occasional gales when the long heavy one will, but there will be more often days when a boat between these two extremes will be easily frst. L do not anticipate that beam will be very largely indulged in under this rule, for beam is resistance ‘‘first, last, and all the time,” and the right proportions between beam and length will very soon be demonstrated in boats of the usual type. In a weight class pure and simple the only quantity taxed is weight. Three other important things—length, beam, and sail area may be as the owner or designer wishes, and, if the limit of weight be fixed at 3oelbs. may safely be indulged in. A model sixty inches long and of three-and-ahalf or four beams to length, of a canoe type for preference, so far as floor goes could be built to weigh at the most 6lbs, and the remaining 24 could be stuck underneath. Such a type of boat would I think be the outcome of this class—at least that is what theory says would be. There need be no anxiety about wetted surface, for sail enough can be had to overcome this easily. and moreover it can be kept down considerably, Beam will keep the boat upright, and length will give her speed. But she will not be a desirable type of boat, and will be rather a bulky article to carry about, and will take up considerable room in the boat-house. Considering how remarkably prophecy has been fulfilled in reference to the tonnage class as evinced by your latest published designs—it is safe to believe that the predictions as to the type of boat a weight class would evolve, when untrammeled by any other considerations will also be fulfilled, Of the three rules the rating rule seems to be the one that will give the best results both in the matter of beam and length, as well as weight, for when aff qualities are equally taxed boats must be more equally matched. A. 5. Scarborough. —o— Tue Eprror, M©odel- Yachtsman. Sir,—As a member of the Victoria Model Yacht Club, Victoria Park, London, now under a cloud through the action of the London County Council, I wish to ask if my three feet waterline model, with 17 to 1800 feet, or rather inches, of calico, is eligible to sail for the Waterproof Glue Co.’s Cup at Bradford, and if so, to whom is the entry to be sent. Iam sorry to see that the question of measurement is still an open one; I thought that the sail area rule after being adopted by sea-going yachts after mature consideration, would have been greedily swallowed by the clubs which claim to emulate and copy fromthem, The 15§-rating class started as an exclusive one between our three and four ft. w.l. models, is certainly a tight one to tackle; but our members du not fear to meet it in a dead beat-to-windward. The weight handicapping is worse than the sail area by far ; a boat that had been well and continually sailed would be much heavier than one of the same form from the dry and stiffened up against the louse dry one, and yet have ro give time. There is nothing so honest as length over all measurement which has stood ¢Azrty years test with us, and even been THE MODEL-YACHTSMAN AND CANOEIST. questioned; that there be no 1730 and other rules inter- parents, 5, Christ Church Street, Hull, February 23rd, 1891, Aged 24 years. CLUB YACHT REGISTER. Station.—Exley’s Reservoir, Frizinghall. W. G, Richardson, 36, Leamington-street, Manningham. BRADFORD EAST-END.—i730 and length. Station—Bradford Moor Park. J. Sowry, Thorn Cottage, Eecleshill. EDGBASTON (Birmingham).—Weight. PATENT TINS. Z \ a Invaluable for all Out and Indoor Repairs. NO BRUSH—NO BOILING.—WILL SECURELY JOIN WOOD, Through Ironmongers, Chemists, By post Sd, and 1/3 per tin. Chandlers, &c., 6d. and 1/- per tin, | Manufactured only by THE | WW. WATERPROOF GLUE 62, Dale Street, LIVERPOOL. M. Co.,, PAXTON, SHIP MODELLER, L. B. Chatwin, Wellington House, Wellington-road, Edgbaston, Birmingham Station —Fowey Harbour. W. 9. Lacey, Fore-street HULL.—_Kingston—Length taken on lov.1.; also 10-ton class ¥.R.A. Station—Club Lake, Inglemire Lane, Beverley Road, J. BR. Windsor, Bankside, Sculcoates. Station.—Hast Park. Fast Hulli.—1730 rule, H. B. Tiltman. 37, Shaw >treet. KINGSTOWN (Ireland.)—Tonnage, Y.R.A. Station.—North Dene Councillor T. Thertle and J. Symes, R.N, Marine Chambers, London Road. LONDON.—London.—Length (1.w.l.) multiplied by beam, not to exceed 240, also 10-ton class Y.R.A. and L. & §, A, Station— Round Pond, 15-rating class. Kensington Gardens. Mr. Walter Greenhill, L.M.¥.C., Kensington Gardens, W. Telegrams :—Bermudian, London. Postal :—L. M. ¥. C., Kensington Gardens. Serpentine—Tonnage—Y. R. A. and L. & 8. A. Station—The Serpentine, Hyde Park. G. Hale, 178, Hampstead-road, London, N.W. Corinthian.—Tonnage Y.R.A. MODELS GUT OR BUILT TO OWNERS’ OWN LINES, IF REQUIRED. FIRST-CLASS WORK GUARANTEED. Highest Awards from all the latest Bxhibitions. AND — SPARS Station —Edgbaston Canal Reservoir. Station—Kingstown Harbor. L. H. Douglas, 6, Marine-road. a W GLUE (Patent) Model Yacht Designer and Builder. BRADFORD.—Y.R.A. and length. LOWESTOFT.—Length and Tonnage. WATER RESISTING > GLASS, CHINA, METAL, &c. HARRIET GRrassAM, who Died at the residence of his FOWHY.—Leneth, l.w.l. _ —Ep]. IN MEMORY OF JON, the youngest and beloved Son of THomAs and MODEL % te fy PATENT TINS. que [Certainly the three ft. boat can compete, she will be allowed to carry as much as 2500 sq. in. of sail. The entry can be sent to Mr, W. G. Richardson, 36, Leamington St., Manningham, Bradford. \t GLUE (Patent) G, . 4 a\ y WATER RESISTING present scope. Our water is a most trying one, anda beat to succeed on it must be good in every point, impossibility Yours continually, in some persons ideas. Cc. ’, HA FLUID posed I fancy model yachting would have far exceeded its Station.—Long Pond, Clapham. Edward Gray, 24, Strathleven Road, Acre Lane, Brixton, 5.W. MEDWAY.—Chatham.—-Tonnage Y¥.R.A. G. Luxon, 39, Copenhagen Road, New Brompton. PHILADELPHIA, U,S.A.—Length overall. E. W. Fowler, 3426, Walnut-street, Philadelphia, Pa. SHEERNESS—1780 rule. 10, 15, and 20 tons. D. Lewis, 28, Alma Street, Marine Town. SAILS — SPECIALITY IN ) Striped (Brown) ]/- per yard…36in. wide. ” coy 10d. ,, ” Plain SAIL-CLOTH This Cloth is made especially for Sails; is as fine as silk, with pure finish, and warranted not to stretch. Postage extra. Send stamp for sample. Cash wtth order. 171, TURNER’S-RD., BOW. LONDON, E. YACHT DESIGNS. Racing Yachts Designed. Building Superintended. By W. E. C. PHELPS, Yacht Designer, 6, Trinity College, DUBLIN. RacING YACHTS FoR SALE—40, 20, 6 and 2% Ratings. All First-Class Boats. JCARBOROUGH.—Tonnage 1730, 10 aud 20-tons, also Weight class. ESTABLISHED 1847, £=s” The Fee for constant publication in the Register is 5s. per annum EM LAUNCH & STEA BOAT, CANO Station—The Mere. J. W. Blakey, 29, Westborough, i¢ WATERY WANDERINGS,” A Practical Canoe Cruise. By TT. BE. HOLDING Price 2/6 Post-Free. HULL: T. GRASSAM. LONDON: E. MARLBOROUGH. ‘One of the brightest, breeziest, and most entertaining records of holiday adventure we have ever read-~s. book which is worthy to stand beside the volumes of that doyen of canoeing, the great Rob Roy himself… Mr. William Black is the literary kingof Western Scotiand, but even the author of ‘A Princess of Thule,’ and ‘White Wings’ has written nothing of the same kind that is more captivat- ’ chester Kaaminer ing than this record of ‘Watery Wanderings’.”–W CHARLES BATHURST, BUILDER, TEWKESBURY. Builder of “Atalanta,” ’88 and ‘89, and ‘“‘Severn” ’87 and ’89, All kinds of Boats Buili to Order, Let on Hire, and For Sale. 48 ‘THE MODEL-YACHTSMAN THEO. SMITH, MEDLEY, OXFORD, Winner of R.C.C. Challenge Cup, 1890) is prepared to devote special attention to the development of canoes of all sorts. ORIGINAL DESIGNS. WORKMANSHIP. IMPROVED FITTINGS. MODERATE PRICES. JOHN J. JACKSON, SAIL MAKER, NORTHWICH, Cheshire, MANUFACTURER of SAILS for YACHTS, BOATS, CANOES, &. CANOE SAILS A SPECIALITY, TENTS OF EVERY DESCRIPTION MADE TO ORDER. Maker of Sails for Canoe ‘‘Charm” winner of the Royal Cance Challenge Cup, 1887, 1888, and 1889, Also ‘Whiz? winner of the Royal Canoe Challenge Cup 1890, —— {J —— ROYAL C.C.—T. G. F. Winger, Sec., 72, Mark Lane, London MERSEY C.C.—C. Livingston, Mate, 20, Exchange-alley, Liverpool, CLYDE C.C.—H. K. Bromhead, Sec., 245, St. Vincent-st., Glasgow. WEAR C.C.—-T. O. Todd, Sec., 7, Winifred-terrace, Sunderland. NITH C¢.C.—-D, Wilson,S8ec., Laurieknowe-place,Maxwelltown,Dumfries HUMBER YAWL CLUB—B. 8. Jacobs, Captain, Hessle, Hull. TYNE C.C.—Rowland Dodd, Sec., Neville Hall, Neweastle. BRITISH CANOH ASSOCIATION.—P. Nisbet, Sec., 1, Water-Lane, Great Tower-street, City. (The B.C.A. is established for the promotion of ernises and meets, whereby canceists of the United Kingdom, irrespective of clubs, may unite for the purpose of cruising and camping.) SUNDERLAND C. C.—A. E. Chariton. Secretary, 42, Faweett-street. FREE CRUISERS C.C.—E. Robson, Secretary, 38, North Bridge-st, Monkwearmouth, Sunderland. THAMES CAMPING & BOATING ASSOCIATION.—F. B. Hon. Sec., 26, Union-road, Clapham, S.W. Fowler, TEES CRUISHRS,—-A, McLeod, 15, Reed St., South Stockton. NORTHERN CC.—L. McPherson, Secretary, Whitehouse Buildings Newcastle. THE beac, sg J. Garnham, Sec., 15, St. Johns Terrace, Kings yon. With this number of the Cazoe/sta new hand takes the tiller, and as the novice makes his editorial bow he claims your kind indulgence for the errors in which his lack of experience may possibly land him. At the same time he would remind you that the success of this little Journal depends far more upon its correspondents than upon its Editor. Although the canoe is, necessity, a single-hander, the Canoeist is a craft that no one man can hope to sail without assistance, and so we say to each and all—our brethren of the paddle or sail, “ Bear a hand, my hearty,” and so with a long pull, a strong pull, and a pull altogether, we may hope to get the ship underway and have a pleasant cruise in company. keeps his canoe in his house, and feeds her upon brass screws, of which she is insatiable, and varnish.” However, if the canoeist happen to be located near a large sheet of water, and the winter be as hard as that of ’90/91 has been, there is no reason why he should be debarred from his favorite pastime of sailing. *The Canoe and the Flying Proa, (25 cents), published by Harper and Bros,, Franklin Square, N.Y. — Plans appeared in the /ze/d, (Jany.’91) for an iceboat which could be constructed without much difficulty or expense, and if the frozen out sailor does not care to dip into his pocket to the tune of three or four pounds, there is a way of having a sail at an expense of only three or four shillings. This method I have tried and can recommend, for on the very day when the wind brings one up short in the middle of one’s favorite figure, and makes all progress (except before it) laborious, the skating sailor, sheltered behind his sail, can fly rapidly to and fro without exertion. The description from which my sail was made appeared in the Aze/d in 1879. ‘The sail is made from ordinary double width unbleached calico, and its construction and method of using can be easily seen from the cut we give on our illustration page. ‘The sail is always to be kept to windward of the sailor (or sailors). The forward man steers, the after man trims the sail. Another plan for an ice sail recently appeared in our German contemporary Wassersport (see illustration) which looks as if it would be more suitable than the oblong shape for single-handed sailing. From EDITORIAL NOTES AND COMMENTS. of as active canoeing or boating is concerned. It is the time when as Mr, W. L. Alden says in his charming little pamphlet* “The canoeist usually —o-— Corrections Solicited frequently CANOEIST. Winter is . enerally rather a dead season, so far (Designer & Builder of the ‘‘ WHIZ,” BEST AND the forest and Stream for December 18th we extract the following:—‘’A canoeist “lately applied to Mr. N. G. Herreshoff for a ‘“‘design for a fast canoe but Mr. Herreshoff ‘declined to undertake the task being too busy “with larger craft. At the same time he said :— *« The model of acanoe is the smallest factor in her ‘“ performance, the rng the next, and the skill and °“ weight of the man the most important by ail ‘* odds, The canoeist should practise sailing, ‘“ cultivate his agility, and keep up his weight, and ‘if it were not for the danger, it would be wise for ‘him to wear trousers of sheet lead, and ‘* particularly to have the seat double lined with ‘that material.’ There is a great deal of truth in “the above statement, and it bears out what we “have always taught, that perfection of detail and “personal skill and dexterity are of far more “importance than excellence of model in so small “a boat as a canoe, consequently men will do THE MODEL-YACHTSMAN AND CANOEIST. 53 “better by working up a boat in her second or | perfect nightmare on the journey if you take her in the van, as at every change there is sure to be “third season than by discarding her at the end trouble, whilst only the longest purses can stand ‘of the first in favor of the latest fashion in the strain of taking a carriage truck for the trans“models, At the same time the lead pants are port of the canoe. Of course there is the alternative ‘“not to be overlooked; with these and a boat of sending the boat on ahead by luggage train, but ‘well balanced in hull and sails the mere fineness I have known several instances where quite a nice ‘‘ of the lines is a very small matter.” ——O— Now is the time for acting on the hint contained in the foregoing lines and putting the canoe and her gear into A 1 order. The “ practising sailing,” it is probable, will come later on. slice out of a short—too short—holiday has had to be spent ‘“boatless” on account of the nonarrival of the ship. And that is why I prefer steamer to railway transport, whenever it is possible to have it, —J0-—. —_0O— 1 received from “across the A few weeks ago water” the 1890 copy of what bids fair to be the most interesting and artistic canoeing publication ot the year—‘ Glimpses of the A.C.A.” This book is published by S. R. Stoddard, Glens Falls, N.Y., price $2.50, and contains 20 photographic reproductions illustrative of the canoes and camp life at the last meet of the American Canoe Association, from negatives taken by Mr. Stoddard. I cannot speak too highly of this beautiful work. A glance Canoeing z.e. sailing in canoes—in America has arrived at a somewhat critical stage in its history. A few years ago a man could own a canoe in which he could cruise comfortably and safely, and in which he also could race with a fair chance of winning e.g. the “ Vesper” and many other similar craft. thro’ its pages is nearly as refreshing as a sail on blue water, and makes one wish that the Fates will one day kindly decree, that he may be there to see and take part in, the fun that an AC.A. meet provides for its members. —O-— T had my first sail for 1891 on Jany. 31. There was a nice whole sail breeze. rather puffy, and I noticed—not for the first time—that the winter wind seems much heavier than (apparently) the same speed of wind does in the summer. Has anyone else observed the same thing? It was not particularly cold, and as on previous occasions I felt the cold much less than when I have been afloat in very light breezes. ——_—o— The B.C.A. will this year hold their meet on the Norfolk Broads. As that pleasant cruising ground is easily accessible by steamer from London, Hull and Newcastle, there will probably be a good muster from the clubs which are located in the neighbourhood of those ports. —–o—. For the last three summers the H.Y.C. has been (more or less numerously) represented in Holland, The reason of this is not far to seek. There is direct, frequent, and cheap steam communication from Hull to three Jutch ports, Rotterdam, Amsterdam, and Harlingen. So all that is necessary for anyone living there is to take his boat alongside the steamer and have her hoisted aboard, and after voyaging across in the same vessel, she is lowered into the water again on the other side and the cruise can be commenced. —O— Travelling by rail, on the other hand, a boat is a —o— Now, owing to the (unrestricted) increase of sail area, the introduction of (also unrestricted) extension.deck-seats and the practise of putting the centreplate in the well, and still further filling up that already too confined space, the canoes that can win races are fit for very little else. —O-— This may not have any immediate effect upon canoeing, but it is certain in the future to diminish entries for races, as the average man who doesn’t win many, and perhaps not any races, soon tires of building expensive boats which if unsuccessful in racing, are of no further use, —_—Oo— However, there is now some talk of giving prizes for competition by “general purposes” or “all round” craft. This isa move in the right direction. If the definition of the “all round” canoe which is now being discussed in America can be made to harmonise more closely with the limits imposed by the R.C.C. the chances for International Competition will be materially increased. In the writer’s mind there is but little doubt that the length and sail area rule which has worked so well in yacht racing would also apply to canoes. The lines, sail plan, and other particulars of the crack canoe “Canuck” appeared in the Forest and Stream at the end of last year. She is an interesting example of the latest development of the species. —_—QO— In the last number of the same paper which is to hand the lines of the “ Bat” are given. This canoe was built for cruising, and appears to be a very good craft for that purpose. ERRATUM.—In a letter of Mr. A. E. Charlton, last month, vé the rescue of canoeists, it should have read they were #of members of any canoe club. B40 THE MODEL-YACHTSMAN AND CANOEIST. — SPECIAL APPEAL. Will any reader who has any ancient, modern, or fossilized cleats forward them to ‘Mayfly’ 76, Avenue Road, Regents Park, London, N.W. t The Committee R. C. C. are also bringing forward a very good programme, of which particulars will appear when it has been duly voted upon by the General Meeting of the Club. —_o— —oO— We think with a little help from our readers we shall be able to present them with an article I should like to draw attention to the letter of “Giumla” in another column. The idea of a which may be useful. testimonial to Mr. Holding is a good It is our intention to work up into monthly articles the various fittings of a canoe, one by one, so that each fitting will get its proper amount of attention, and we feel certain in this way we shall help canoeing and canoceists in England to a-much larger extent, than by the gossip of what Messrs. X. Y. & Z. are doing or have done. ——— Mr. T. H. Holding has forwarded to me a letter from a canoeist in Buenos Aires—Mr, Carlos A, Altgelt~ whose canoe ‘Anonyma’ appeared in the May number of this Journal last year, He suggests that a few explanatory remarks should be published with each drawing given, and that the drawings should be photo-lithographed instead of being re-drawn on Jitho-paper. He also mentions that there is a probability of the formation of an Argentine Canoe Association. There is at present a large boating club (the B. Aires Rowing Club) with over 7oo members, and 40 boats of all kinds which are club property, besides about 25 private boats and canoes. There is however a lack of the canoeing spirit, as few or none of the members cruise or sail. Cedar and pine canoes of American build are coming into fashion as they are cheaper than the English and of very good finish, Still, as a cruising boat Mr. Altgelt prefers an English oak boat, such as he has owned and now owns. Heasks why we do not in England use the mode of building with many ribs bent to shape instead of sawn timbers ? English canoeists will hope to hear further frcm Mr. Altgelt if Argentine. something a canoe club is formed in the It would also be interesting to know of his country and the facilities it affords for canoeing. The method of building with bent ribs which he mentions is very largely used here in all kinds of lapstrake boats, but we do not use as many ribs as some of the American builders. J have nearly completed a 15ft. canoe, Canadian model, which has 58 ribs. —_—O— From information contained in private letters from a well known London caunoeist, I am inelined to hazard a prophecy that the racing Season of 1891 will be a very good one. Mersey canoeists are expected to putin Two an appearance at Hendon, and there is no doubt that the fact that the prizes last season were pretty widely distributed, will tend to increase the number of contestants this year. one, and any subscriptions forwarded to me for that object will be acknowledged in this paper. Mr. T. A. Bruce, the Model Yachting Editor, and Mr. 1. Grassam, the proprietor of the paper, have signified their intention of subscribing. I shall be glad to do the same, and do not doubt that there will be a ready response. I may say that a similar suggestion was made to meina private letter from another part of England. NORTHERN NOTES. More paddling has been done during the last two months, than was done during the whole of last sumer. The little bit of sailing we have had has been splendid, with fresh, steady beam winds. On Jan. 17th, the ‘Paddling Championship of Tyne” was raced for, the entries were: L. McPherson’s ‘ Gipsy’ N.C. C. and R. Deighton’s ‘Midge’ and W. Aitkin’s ‘ ‘T.C.C. At the start Aitkin, too eager to get away, smashed a paddled and had to retire. The race between the remaining two was very close until two thirds of the course had been completed, when ‘Midge’ fouled ‘Gipsy.’ Owing to a dispute as to whether it was floating ice or the canoe which caused the foul, it was decided to race over again at a future date. Some members of the N.C.C. would like to join the B.C.A. Meet at Norfolk Broads in July this year, but would like to know whether it is going to be a fixed or moving camp. Perhaps some of your readers may feel interested on this point. Argonaut N.C.C, LONDON NOTES BY “MAYFLY.” ‘The camp fire of the Royal Canoe Club was held 5th Feb., 7 p.m. at the Caledonian Hotel, ‘Adelphi Street. The proceedings commenced with a steak supper and when finished, tobacco was lighted, the lights turned down and the results of the season’s photography by members and others were thrown upona screen by lime-light. Very . many slides shewed very high artistic merit and were very much appreciated. The first contributor was Mr. R. de Q. Quincey, who shewed some Norwegian pictures, and the canoeing pictures from negatives taken by Mr. R. Workman. = Mr. Wellington’s slides fol owed, taken from various THE MODEL-YACHTSMAN AND CANOEIST corners of the World: many of them produced roars of laughter from the spectators. Then Col. H. Roberts shewed some pretty canoeing pictures. Mr. Wilmer followed with some pretty pictures of Falmouth and Windermere. Mr. Reddick was next on the list, with some of the finest slides ever made: they were chiefly Scotch scenery, with splendid cloud effects. Mr. Paul Waterlow was last, and shewed some splendid slides of the racing fleet at Hendon, and snap shots taken on the river during Henley week. The lights having been turned up, the Chairman (Mr. W. Baden Powell) thanked those who had assisted in the lantern entertainment, and he asked for a hearty vote of thanks to be given to Mr. Paul Waterlow for the very handsome frame of photographs so generously given to the club for the club-house at Kingston, and he hoped it would be an example that would be followed by other members, for the photographs shewed canoeing up to date, and he felt sure they would be records in after years of what canoeing was in 1890. The Chairman then proposed that Mr. R. de Q. Quincey should introduce a few points for discussion on the relative merits of Balance Lug Sails v Mr. R. de Q. Quincey Abaft the Mast Sails. commenced by saying that during his canoeing life he had had three balance-lug mainsails against five abaft-the-mast, and he was having abaft-the-mast sails for his new racer, so he was able to speak well for the abaft-the-mast sail. He considered it lighter and less complicated than the balance-lug, it hada lower centre of effort, and consequently less heeling power, absolute freedom from mast windage, set equally well on both tacks, and took a boat to windward better. The reason for this was that the sails were draft sails. Mr. Webster said he was in favour of the balance-lug, as you could get the sail to set absolutely flat, but thought the last speaker had missed a point in favour of abaft-the- 55 the sheet was close-hauled the head of the sail was right out and was not driving at all-—-the balancelug gives play to the yard, which eases the sail and enables the crew to carry more sail and the yard is As to the question of flatness at a better angle. he did not believe in draft sails (America had run away with the idea of draft sails.) When the wind had struck the sail its work was done and therefore a bag was useless, ifa sail was flat (you never could sail with it absolutely flat, for if you were to try and do so, you would at once form it into a convex surface) the effective work would only be done by the fore-part of the sail, because the after part of the sail would not be in proper line of surface for If you give a good roach to the head of driving. a balance lug, the yard would not swagger to leeward to matter atall. The balance-lug lowers easily, and generally an abaft-the-mast sail will not lower when you want it to, and the last point was, it was much easier to get the centre of effort of a suit of balancelugs in the right place than with abaft-the-mast sails. Mr. W. Baden Powell then opened a discussion on “Stability by ballast v Stability by balance.” Unfortuneatly the time did not allow this discussion to reach any interesting point, and a hearty vote of thanks was proposed and carried for the Chairman. Racing members of the Royal Canoe Club seem determined not to be behind hand this year and during the winter months many changes have been made both in sail plans and hulls. mast sails, which was, that the spars did not go The greatest change is in the old ‘Severn’ which has now passed into Mr. Webster’s hands. Mr. Webster with the help of two friends has completely altered the appearance of the beat. A large square hatch now replaces the old small hand baling-hole forward. The fore bulkhead has been shifted aft so as to make a safer boat and new wide side-decks fitted, thereby reducing the well opening to 164 inches, The varnish has been cut down to the bare wood and a fresh start made and the fittings have been cleaned of their ancient dirt and yarnish, and nickelled. She is going to be sailed this season with balance lugs. sails this year and did uot think they would prove better than abaft the mast sails. Mr. W. Baden Powell said what had been said was in favour of Mr. Paul Waterlow has had his ‘Birdie’ taken in hand and report says no one will know her. She has had a new yellow-metal centre-board and a ditto drop-plate rudder and parts of the deck have been ebonized. She also is going to be tried with over to leeward, and consequently the weight ofthe spars kept more in the centre line of the boat. Mr, Wilmer said personally he was in favour of the balance lug, but he had heard Mr, Wyllie speak so highly of abaft-the-mast sails, that he really thought there must be something in them. Mr. Paul Waterlow said he was perfectly satisfied with abaftthe-mast sails but he was going to test balance-lug abaft-the-mast sails, and such was the case in America; but that he personally doubted the superiority of abaft-the-mast sails. The points in favour of balance-lug sails were:—The sail sets crossways of the mast, the four points of stretching being against the mast, therefore the sail hangs like a weathercock, and the boom does not cock up when on a wind. With an abaft-the-mast sail, when balance lugs. Mr. B. de Q. Quincey has taken over Selene’ (nee ‘Nautilus’) and will sail her under the name of ‘Dragon.’ A yellow metal centre-board will replace the nickel plated steel bilge-plates, and, as her model is very nearly perfect, she ought to shew 56 THE MODEL-YACHTSMAN up well this season. Mr. W. Baden Powell seems undecided whether to build this year or make alterations in the ‘Nautilus’ of 1889. But we expect when the racing fleet appears at Hendon this year, he will come with a baby ‘Nautilus’ of very advanced type. So far we have heard of only one new boat for this year. Mr. R. de Q. Quincey has again built with C. Bathurst of Tewkesbury, but what the boat is like we must leave for next month, as she has not put in an appearance yet. The yawls are all undergoing slight alterations and repairs, and will most likely make a very good show of it, should the ‘Snake,’ ‘Torpedo,’ or other cracks try conclusions with them. The Royal Canoe Club spring meeting was held at the “Criterion” on Feb. 26th. A report will appear next month. THE EDITOR, Zhe Canoetst, London, E.C., 16th Jany., 1891. Sir,— Your correspondent ‘* Grasshopper” desires in— formation re abaft the mast sails, perhaps I may be able to heip him. My experience of them has not been very great, but sufficient to confirm my belief that the sliding gunter is the best all round sail extant. Compared with a balance lug it beats the latter hollow on every point asa hard weather rough water sail. With it I have safely run and jibed in a curly sea, which, with a lug, made me, to say the least, feel anxious. Itis a very comfortable sail to jibe, is less liable to be taken aback, and the view past the weather side of the mast is unobstructed, an important matter in crowded waters. The Americans have proved its superiority for racing, as next to standing sails itis used in preference to every other kind in almost every case For cruising it is generally admitted that the lug has the advantages, but the fact that the latter is a much easier sail to fit up, and is less liable to jamb when raising and lowering will partly explain this. ‘Gipsy’ was the only canoe with these sails at the N. C. C. regatta, but their effectiveness was marred by a too slender mast, which bent and spoilt the sit of sail. I cruised in company with ‘Gipsy’ for a fortnight and they worked without a hitch, and at the last sail and paddle race she came in first The owner has lately got a new boat and is fitting her with gunters which speak for his opinion of them. The point Is to have good brass jaws and easy running blocks on the mast, a good way is to have a cheek block with 14 in. diameter sheave at the foot and a 14 in. sheave jet into the head of the mast, which should not be less than 2 in. diameter at deck and 14 in. at the head and be made of yellow pine or spruce. If ‘‘ Grass- hopper ” cares to visit Scotswoed again no doubt the owner of ‘Gipsy’ will be pleased to shew him his manner of fitting his sail, and five minutes of examination is worth more than a page of explanation. Your ‘‘bashful” correspondent ‘* Bantam ” tries (playfully of course) to give mea gentle peck, but has overeached himself. The notice he saw was the second one inserted, had he seen the first he would have had ample time to come to the regatta, and thank me more sincerely than he did ! Better luck next time. Yours etc, (Prucas, N.C.C., B.C.A.) AND CANOEIST Tue Eprror, Fhe Canoetst. SIk,—It was with great regret, shared I am sure by most of your readers that Isaw the announcement of the retirement of one of the skippers from the editorial helm. That Mr. Holding has done a great deal for canoeing is I think admitted by all; exactly how much it would be difficult to say, but a good idea may be formed, when it is remembered that directly and indirectly he is responsible for the formation of some half-dozen canve clubs, most of which are still in existence, has written two books, viz., ‘‘ Cruise of the Osprey” and ‘Watery Wanderings,” besides numerous articles and lectures on the sport, and that fully one third of these present at the Windermere camp of the B.C.A. came at his persuasion; and this combined with the time and trouble he hag spent over this paper rank him as second only to ‘‘ Rob Roy,” Macgregor, the father of modern canoeing. Mr, H’s friends are many, but like the rest of us he has had his traducers, and these it may be safely said were not of his own making, indeed he errs in the opposite extreme in having too great an anxiety to prove himself in the right. However it is not my business to criticise Mr. H., but to make a suggestion which I think will commend itself to your readers, viz., that a suitable testimonial be subscribed for and presented to Mr. T, H. Holding as a slight recognition of the invaluable services he has rendered to our sport. What shape the testimonial should take is a matter of detail but I would suggest with your permission that it be left to you to decide, To the above object I will be glad to subseribe roj/-, and { hope the clubs or individuals will take the matter up heartily. Wishing you, sir, every success in your new craft, I beg to remain, Yours truly, *€ GIUMLA,” B,C.A. —o— CANOEING IN WINTER. In a recent number the Editor made a remark to the effect that he could not see much fun in canoeing in winter. Well, probably he and other fortunate beings who have the choice of Hendon or the Thames at a convenient distance may get enough during “the season ” to satisfy them. Living very much inland, when the “rain descendeth and the foeds come,” out comes the canoe, in season or out, and as the fortunate individuals above alluded to would say decidedly * out.” On a recent Saturday morning after heavy rain I saw that my “season” had come round again, and as these ‘“‘seasons ” only last a day or two, my brother and I determined to take advantage of it, Early in the afternoon I ran my canoe down, and sent the wheels back for my brother’s canoe. Our cruising ground is a large extent of low lying meadow land, flooded by the Bollin, a tributary of the Mersey. Itis “fair to look upon” but a little experience soon teaches that its appearance may be numbered amongst those labelled “deceptive.” To aid in draining the land numerous ditches have been dug, and a number of banks thrown up. Then hedges and fences also divide the fields. Therefore when occupying in THE MODEL-YACHTSMAN AND CANOEIST. a canoe these temporary premises it is necessary to sail with the centre board line in one hand, for choice the handiest of the two. Having had a spin across, I offered the canoe to a friend, an experienced boat sailer but new to a canoe. Having started him off and seen him safely over the first known obstruction (a bank) I turned to seek my brother, who was about due, and found him struggling with an obstruction in the brook leading to the “Flood.” Having got over the difficulty we looked round to see how the “ Teal” was going on. When last seen my friend “B” was sitting out well to windward (the canoe heeling over to a strong breeze), and he waved his hand to denote general satisfaction, but now we were evidently just ‘too late for the show,” the catastrophe had occurred. “B” explained that when “‘ skooting” along at a good speed with two inches of his lee deck under water he suddenly came to a full stop, his centreboard came on deck, and his sails were in the water. The instinct of self preservation promoted him from the side deck to the side of the canoe, He came to the conclusion that he must be aground, and that as the canoe would not right herself he had better step out (up to the ankles he thought) and assist her. He stepped out however into three feet of water, and it then dawned upon him that he was “stumped.” After righting the canoe he took a “deck passage” to the nearest port. As an upset had not been inserted in the programme for the afternoon there was no baler on board, so after spooning the water out with a hatch for some time, and finding out what a lot of water half a canoe tull is, | dragged her ashore and put her keel up for a few minutes. Whilst she was draining 1 had the pleasure of helping “C ” off a bank on which his extra two inches of keel had held him. Presently we were both afloat again, and. by a little care had excellent sailing and no further mishap, where twenty-four hours afterwards was dry land. Then a struggle with the canoes home, and the three of us with two ladies not unknown at B.C.A. “ Meets” sat down to and enjoyed a “ square meal” principally owing to “ Canoeing in CACIQUE. winter.” P.S.—It may be well to add, “Put on warm clothing, and above all (or rather dedow a//) long rubber wading boots.” —~o— A SHORT CRUISE IN SOUTH IRELAND, By Epcar HOoLpINe, (CONTINUED FROM PAGE 18). It was nearly noon on Tuesday when we reached Fermoy, and here we camped on a friend’s field, and enjoyed our first “civilized” meals since 57 leaving Cork. The afternoon was spent pleasantly and profitably in driving round the neighbourhood observing the manners and customs of the natives, which in many instances filled us with amazement. We alsu examined the cottages which are ‘let’ to the agricultural labourers, at the small sum of ninepence per week—which sum —small as it is—it is often difficult to raise. At Fermoy is a large weir, which dams up the river to a height of about ro or 12 feet. Over this, on Wednesday morning, we had to get the Severn,—first emptying her of all our gear, and easing her gently over the ledge—reloading below the weir in smooth water. The river is very pretty below Fermoy, and is joined by a small tributary, which flows through a fairy-glen of Up this grass, flowers, and overhanging trees. little stream we worked our way, but were soon obliged to return, as the water became shallow and swift-running. The day turned out damp, and had a corresponding influence on our feelings. We lunched under the shelter of an old boat-house at the head of a weir, about four miles below Fermoy. Here, during a heavy shower, we saw some enormous salmon rise, and in the afternoon journeying down river we came across many fishermen, thigh-deep in the water, wielding their huge salmon rods. Shooting a rapid just before dark, we caught our bow on a stone, and the current swung us round across stream so swiftly that we were within an ace of being turned out into the water. We were getting accustomed to experiences of this sort, however, and were in a way always ready for them—so jumping quickly out, we seized the painter and let the boat swing down stream into deeper water, and then re-embarked. At Lismore, which we reached on Friday morning, there is a small weir, with a drop of between three and four feet. The main volume of the river shoots through a narrow fissure about 14 feet wide, with a depth, on the extreme edge of about six inches. We determined to ‘‘ shoot ” this, instead of unloading boat, and carrying her over a high embankment, and lowering some 20 feet on the other side. In order to make her as light as possible Frank got out, with two of the heaviest packages, and thus lightened, I took her over the fall, receiving, when safely floating on the other side, the plaudits of some labourers who had been interested spectators of the performance, and to whom of course, I raised my hat in true heroic fashion. Lismore Castle, just below the weir, is most romantically situated, rising out of the water to As everybody a height of 206 or 250 feet. knows, this castle is the property of the Duke of Devonshire, and commands a view of the rich pasture land stretching towards Cappoquin, and the glorious blue Knockmealdown Mountain 58 THE MODEL-YACHTSMAN AND CANOKIST. that girt the valley to the northward. Between ‘ Lismore and Cappoquin, we entered the tidal waier, as was evident from. the sloping muddy banks left by the ebbing tide. We left our boat at the boathouse at Cappoquin, and wandered into the town in search of a horse and cart, to convey us over the hills to Newcastle on the morrow. Having done this, we had to find a camping ground, which was a matter of great difficulty, as below the town the land is very marshy, and at the time we arrived the tide was dead low, so that each time was tinging everything witha golden hue, and our tent was pitched, half-a-mile below the village, in a secluded spot commanding a glorious view : f the mountain ridges we had just crossed.. The river Suir, on which we had launched our craft, is in many respects different from the Blackwater, passing through a less wooded we landed to reconnoitre we had to wade through navigating, certainly afforded us more comfort. Clonmel was the first town we came to, and here there is a weir or rather cluster of weirs, which long stretches of soft mud. It was dark ere we found a spot at al! suitable—but the tent once up —and the tea boiling—all our troubles were forgotten, and we enjoyed our evening meal as only those can who have worked hard and long beneath a scorching sun, and in the pure sweet air. Saturday was a day ofjoyful surprise to us. We had looked forward to our overland journey with some anxiety. The event proved, however, a great success. If you refer to a map you will see a thin small line, nearly straight, and running due north, leading from Cappoquin to Newcastle, a distance of 15 miles. This was to be our journey, and to accomplish it we had hired the horse and cart. The beat was roped down on two or three sacks of hay, all the gear piled in the hold, and we started off over the Knockmealdowns. We walked some miles beside the cart, now stopping to admire the scenery, sometimes to taste the ripe blackberries that clustered thick on the hedges. ‘The day was hot but cloudy. The mountains around us towered into the sky, capped with threatening storm clouds. Three or four miles from Cappoquin, the scenery became magnificent. ‘Towards the south the long rolling valley lay like a map at our feet all patched with green and brown, and yellow squares till the distant squares became strips of delicate color and finally melted away into the sweet blue hills that gently undulated on the horizon. Before us the road serpentined round the rugged hills, the tops of which looked black After a time the and gloomy against the sky. weather cleared, and the scene round us was quite enchanting. Dark shadows of tiny clouds chased each other over the rough purple sides of the mountain, only a delicate misty cloud clinging affectionately round the towering blue heights. And here and there glimpses were caught of the plain beyond the mountains bathed in sweet sunshine, a quiet peaceful valley that seemed to know nothing of this world’s misery, but was always bright and lovely. We visited, ew route, the Monastery of Mount Mellory, and enjoyed the hospitality extended by the kind monks to all travellers. Newcastle was reached, just as the setting sun country, and a country perhaps of less historical interest. Nevertheless, we enjoyed it quite as much as the Blackwater. The river was deeper and, though offering perhaps less excitement in we had some difficulty in passing, owing to the fierce rush of the water, and the uncertain foothold the slippery rocks gave us. At Clonmel commenced the towpath which extends to Carrick, and a grand sight it is to see a dozen horses straining and tugging at three barges against the swift flowing current, the only method of locomotion between these two towns, on the river. Below Carrick the river widens considerably, and is affected by the tide. Unfortunately, all our camps had to be made at low tide, which meant mud, and of course at nearly the same state of tide in the mornings, we had to re-load. Altogether, with the memories we retain of our tidal camp in Ireland, mud is universally associated. And now our cruise was nearly at its close, which fact will not be heard with regret by those who have had the patience to follow us thus far. The last few miles above Waterford were sailed in a spanking breeze early on Wednesday morning, and before eleven we had the canoe high and dry on one of the many floating stages on the quay at Waterford, and were packing her ready for the Clyde Shipping Company’s steamer to take her to London, And soon we had to leave her, setting her affectionately among the other and coarser goods with which she was to travel back to the great city; for, wood though she was, she seemed to us almost a thing of life, and full of sympathy with us, who knew her so well, and had shared so many joys and dangers with her. Well,our farewells were said, and too quickly came the time when leaning on the taffrail of the steamer as we steamed slowly down the _ harbour we left in our wake the country that had been our happy home for so many days, and the kind people who had made our stay among them full of pleasant memories. THE END. 76, Avenue Road, Regent’s Park, N.W., 2oth Feb,, 1891. Tue Eprror, 7he Canoeist, I notice in this month’s number of your paper, in a letter from Mr. Theo. Smith, of Oxford, on the performance of the THE MODEL-YACHTSMAN AND CANOEIST. canoe ‘*Whizz,” designed and built by him for Mr. Croxall, of the Royal Canoe Club, a statement as to her speed in the races for the Royal Canoe Club Challenge Cup, which I do not think should in justice to the owners of the ‘‘Stella,” ” be allowed to pass unchallenged. ‘*Mercury,” and ‘‘Vanessa, It is true that the “Whizz” did perform remarkably well in the light wind experienced in the first race for the Cup (which I unfortunately was unable to compete in, having an examination onat the time,) although under the circumstances I think my chance of beating the ‘tWhizz” would have been | 59 cruising and sea going qualities. She is carvel-built, of cedar above, and pine below the water line, Teak deck, oak stern and stern posts, American elm keel and timbers. She has water-tight compartments fore and aft ; is remarkably handy under sail, and considering the ballast and stores usually on board pulls, fairly well, The well is 8ft. gin. long, and the tent oft. 6in., with a willesden canvas roof, glass windows fore and aft which open Butit must be borne in mind that howavery poor one. ever meritorious the performance of the ‘*Whizz” was on that occasion, the ‘‘Nautilus” was very much handicapped by her small mainsail, The ‘‘Selene” on that day, which performed very indifferently all the season, was third for a considerable time and within but a few seconds of the leading canoes, and I do not think the great superiority for ventilation. second races. half ton yachtis ‘‘ not in it” for accommodation, and it can if necessary, be reduced in height claimed by Mr. Theo. Smith for the ‘‘Whizz” was borne out in other speed tests which took place between the first and As to the second race, out of the 13 or 14 entries only six flew racing flags, and I think it is only just and fair to Mr. R. J. Turk, of Kingston-on-Thames, to say that of these the only three canoes that survived in one of the strongest winds T ever sailed in, were built by him, and it should also be stated that all three beat the existing record for the race, the winner so faras I am aware being the only canoe in England that has up to the present time completed ten miles within 2 hours, There are four lockers each side under the sidedecks with (loose) lids secured by buttons on the coamings. The after locker extends right across the boat, and has a perforated wood floor on the same level as the seat. The coor of this locker forms a back gin. hlgh aft. 6in. wide to the after seat. The ‘‘ table ” is formed of two boards laid across the well and coamings, and has strips of wood secured under the ends to prevent its sliding off. The tent affords six feet head room all over, so that a two and a Leading dimensions :-— Lene th, Owe sell). seweeraceevoevereresrreesvrereereres oer rseesesteIste 18 0 5 PQS sereremrererrserrarsaror-enereenroTrortcarrertearearrerrsereeaiesttutns 3 0 ATOEA MAINA… ereerereseesereceeenees 115 Osq, feet il 35 0 Large JiD s.scccceserserneeerees — 27 Serta YAY serceeneactecnescemcnamscnscreerecrat boty 16 0 Asall your canoeing readers are no doubt aware, the ‘Whizz” after two narrow escapes, finally succumbed, when holding second place in the middle of the second round. As regards the final race for the Cup, Tat once admit that Mr. Croxall is immeasurably my superior in sailing, and in anything but a heavy wind, I had but a very poor chance. The wind was not, as Mr. Theo. Smith says, ‘‘strong’”— it was at no time of the race anything like a full whole-sail breeze, and at times it almost dropped toa calm, and the time occupied over the race shows at once that the Cup has frequently been won in much quicker time. So long as the wind remained true, and there was any windward work, the ‘‘Vanessa” more than held her own, and it was only in running and broad reaching that the ‘Whizz” proved the faster. The wind however in the second round veered round, and it became a simple reaching match, and in the strength of the wind, or rather the lack of it, there was little chance of the deeper and ballasted craft proving superior in speed. Mr. Theo. Smith has, to my mind, in the ‘‘Whizz” turned out one of the fastest smooth water, light-winded canoes ever seen this side of the Atlantic, but when he claims in addition that she is also a capable rough water craft I entirely join issue with him, and I think for the benefit of your readers, who like Mr. Theo. Smith, were unable to see the last two races, this matter should be put right. ‘© VANESSA,” R.C.C., B.C.A, CANOE YAWL ‘‘CACIQUE,” We give this month the lines of one of the Mersey Canoe ¥Yawls, Her owner, H. Thorpe, Esq., writes as follows :— The “* Cacique ” was built and designed by Mr. 5. Bond, of Birkenhead, to rate “5 ton under the R. C. C. definition of a canoe-yawl. The sails were made by Mr. J. J. Jackson, of Northwich. As the R. C. C, rule limits depth the keel was almost cut away, and the deck given as little rounding as would retain “the line of beauty ” inherent ina curve The length, 18ft., allows a fair cruising sail-area for half-ton rating. The general idea was to obtain as much room, comfort and safety as the dimensions can give, and although nothing was sacrificed to speed, ‘‘ Cacique” will I think compare favorably with any similar boat possessing equally good 0 6 166 Rating…c.ccreree 5. Ballast (lead moulded) ……. eee eee seen eens 6 cwt. C. B. 3/8 in. galvanized iron……csceeseeeeeeee I cwt. Gechange & Sale Golunn. YACHTING Books,—A collection of SPARE YACHTING Booxs for sale, List on application to 53, Cowgate, Dundee, FOR SALE.—The famous, racing model, ‘‘Belle o’ the Hunt.” Cutter, length lw.l.! 6ft. 2in., beam, 13$in. sails and spars all complete. Price £4 10s. Winner of a large number of prizes. Apply to ARCHD. Street, Greenock. FrErGuson, 66, Ann “VANESSA” (late ‘‘Nautilus”) first-class Sailing Canoe in Royal Canoe Club races, winner of numerous first, special and other prizes in the past 3 years. Carvel built of Cedar by R. J. Turk, of Kingston-on-Thames, in racing trim, fitted with drop brass plate rudder and fittings, Muntz metal centreboard, cast lead ballast, deck-steering gear, &c. Patent reefing gear to sails by J. J. Jackson, of Northwich. Runner up for the Royal Canoe Club Challenge Cup, 1890, Price £27. B. de Quincey, 76, Avenue Road, Regents Park, London. ‘*TEAZER” (sister to ‘‘Nautilus”) second-class Cruising Canoe, clincker built, by R. J. Turk, fitted with centreboard, deck steering gear, &c., &c. Sails by Jackson, Northwich, fitted with patent reefing gear. Price £16.—B. de Quincey, 76, Avenue Road, Regents Park, London. FOR SALE,.—“‘STELLA” (late ‘‘Nautilus”) first-class Sailing Canoe, designed for Racing and Cruising; winner of many prizes in last three years racing of Royal Canoe Club. Built by Turk, Mahogany throughout, 15 feet by 374 inches, gun-metal centreboard and fittings, drop rudder, watertight bulkheads, complete with all gear and both racing and cruising sails, and in splendid condition.—G., E. Webster, Blairmore, South Till Avenue, Harrow. 60 THE MODEL-YACHTSMAN Aub_CANOEBYT, 3 B 2B – 8 2 s . 2. | “MODEL®DOCKYARD.’ aa FITTINGS” OF/ EVERY+DESCRIPTIONFOR \pazaar AITERS- > ; PF q e oe < S, ras ly a \ M a of