The Model Yachtsman and Canoeist: Volume 9, Issue 12 – December 1892

VHX. A Monthly Journal of Model Yacht Construction, Fitting and Sailing; Canoeing News, Doings of the Clubs; Yachting Items; Correspondence; Sale and Exchange; &¢ Vol. [X.—WNo. DECEMBER, 12. All Communications (except Canoeing) must be addressed “THE Epiror of 7he Méfedel- Yachtsman, Talbot House, Hessle Road, Hull,” CANOEING Communications must be addressed “THE EDIToR of Zhe Canoeist, Elim Lodge, or, HornsEa, Hull, 161 & 162, High Street, Hull.” 1892. Price 30., Post-free 342. Important.—This issue of the ‘“M,.Y.&C.” completes the 1892 volume. Subscribers desirous of subscribing for 1898 are respectfully. requested to advise us to that effect, and enclose P.O. for 3/6 (which includes postage) on or before 18th December, to enable us to prepare our list for the new volume. —(0-—- THE MODEL-YACHTSMAN & CANOEIST is published on the Ist of each month, and can be had of 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, Jgd. or rd. stamps may be sent in payment, N.B,—In sending for single copies, 344d. in stamps must be enclosed te cover postage. HuLL: THOMAS GRASSAM, I6I & 162, High Street. LONDON: E. MARLBOROUGH & Co., 51, Old Bailey. DVERTISEMENTS should reach this office not later than the 2Ist of the month, to secure insertion in the following issue, Rates on application. To Foreign Subseribers !—Al] subscriptions must be sent by Post Office Orders, payable to THos. GRASSAM, HULL; oz, if sent in Foreign Stamps, please send value in one or two stamps only, of high value.—P.O.O. made pay- able to ‘‘The Afodei- Yachtsman’ will not for the future be accepted. ADVERTISE IN THE “M.Y.&C. WE are pleased to see that the Corporation of Leeds are about to construct lakes on Woodhouse Moor and the Cross Flatts Hstate, so at last our model yachting friends of Leeds have hopes of getting a place to sail their models. —_o— Mr. W. H. H. Hoea of Yarmouth is trying to get a model yacht pond constructed by the Corporation, and we hope he will be successful. —_—-o— A Monstre Yachting Exhibition is to be held at the Royal Aquarium from January 31st, to March Llth, and a considerable area will be allotted to model yachting. This can be made a good thing for the advancement of the sport if all the clubs send exhibits. We have suggested to the management, that one group should contain the champion 10-ton model from each club, that is the boat which has scored the most wins of the year, and we hope every club that has a reputation to keep up will send their champion of 1892. Such a collection would be more interesting than 1000 models, no matter what their style or finish, and show to the outside world that it is a well-organized sport we indulge in. Other models can be sent, but the collection of champions should be the first thing aimed at. Their deeds will speak for their style of architecture. (ditavial ilstes, We understand that several of the London clubs intend to furnish a good selection of exhibits —O— AuL communications for the Editor to be addressed T. A. Bruce, Talbot House, Hessle Road, Hull. All orders for papers or advertise- ments to be addressed to the publisher, Thomas Grassam, 161 & 162, High Street, Hull. Cuus Reports.—A correspondent this month calls attention to lengthy reports. These are undoubtedly an evil, and we hope Hon. Secs. will take the hint. We often have to cut large slices out, and no doubt sometimes sacrifice matter that the clubs would prefer left in, and 222 . THE MODEL-YACHTSMAN AND CANOEIST — insert some of less importance. The object of reports is first an official chronicle of the season’s matches, second to spread information as to the INTER-CLUB AMERICAN M.VY.C. versus PHILADELPHIA M.Y.C, activity of model yachting throughout the world, and third, to make the news published interesting and useful. Reports should be concise and clear. Names of boats and owners should be The long talked of race between the American M.Y.C. of Brooklyn and the Philadelphia M.Y.C. of Philadelphia took place on October 1st. ‘The given, and the dimensions and other particulars Philadelphia delegation, consisting of 5 members of the club, were met at Annex ferry at 11-30 of successful crait is valuable, direction of wind is superffnous, the style of sailing, that is windward or otherwise is interesting, and a very few words of information on other points may be added. Inter-club matches may well contain by a committee, and escorted to dinner, after which they proceeded to the lake in Prospect Park. On their arrival they were met by the members of the A.M.Y.C., and confronted by the probability of a very troublesome and unsatis- some particulars, which will enable readers to distinguish between the merits of the clubs engaged, factory race, as the wind was strong from N.W. The reservoir hill is on that side of the lake and broke the breeze into gusts, making it very difficult to manage the yachts or trim their sails. However the course was laid out as near to windward as could be done and the race was started. The length of the course was about 3 of a mile. The experience of the home clubin sailing in such flukey winds rather told against the visitors, and the Philadelphia yachtsmen were not in the hunt. With the wind from any other quarter and blowing steady the result might have been different. Results :—‘Electra’ The report in July number referred to by our correspondent was inserted in that form for want of space, as to tabulate the heats of a match with 41 boats engaged would have required all the paper. 24 yachts competed in the Tyneside match reported in the same number of our journal and the report occupies nearly a column more, so we think our correspondent has been rather unfortunate in his selection of an example. We think both the Tyneside and the East Coast reports are models of brevity. AMATEUR DESIGNING FOR DEFINITION Ist, ‘Comet’ 2nd, ‘Mischief’ 8rd, all three of the Brooklyn club. COMPETITION 10-RATERS, OF AN BRookuyN M.Y.C. versus New Brirarm M.-Y.C. AMATEUR. One who does not make yacht or model yacht designs for sale, or who is not engaged in a Naval Architect’s office. SUBSCRIPTIONS UP H. W. Ridsdale, Hamble Editor M.¥.&C. Albert Strange Serpentine M.Y.C. James Munn, C.M.Y.C. Red and Green Two Members Searbro Club Kingston M.Y.C. TO On Friday, October 21st, in pursuance to a challenge sent by the New Britam M.Y.C. of Connecticut, a race was held on the large lake in Prospect Park, near the well. The course, a triangular one of halfa mile. The start was a flying one and the boats got under way at 12-21. The Mischief’ was first to cross the line, closely followed by the ‘Comet.’ The others followed in this order: ‘Hartford,’ ‘Star,’ ‘Maria Shoofly’ and ‘Mary 5,’ the latter just getting over within the limit—two minutes—alowed for starting. The race was very close between the ‘Mischief’ and ‘Comet’ to the first turning point. They reached the buoy almost at the same instant, but the owner of the ‘Comet’ had miscalculated the course and passed to leeward of the buoy, which necessitated his going back to round the buoy on the windward side. Before this could DATE. £ 1 QO O O 0 0 0 s 1 10 10 10 10 10 65 d O 6 6 6 6 6 O 0 5 O We want a little more money to build a first rate model, and something in books, pictures or otherwise for second, third and fourth prizes. Our amateur designers can now set about their task of designing a 10-rater. The rule being length on J.w.1. multiplied by sail area in square be done, the ‘Maria Shoofly,’ under her big spread of sail, came bowling along and rounded the buoy and put after the ‘Mischief,’ which was making for the second turning point at a lively rate. Then the owner of the ‘Comet’ concluded inches divided by 6000 gives rating. To facilitate comparison it would be as well if all transverse sections were spaced four inches apart, and all longetudinal lines were drawn one inch apart. Half-size sheer and deck plans will be considered eligible, but body plans must be full size. The plans must be sent in not later than January 81st, 1893. MATCHES. | to withdraw. At the end of the first round the ‘Maria Shoofly’ missed the buoy and was obliged to return and pass to the right, which gave the ‘Mischief’ such a long lead that it was impossible THE MODEL-YACHTSMAN to catch ber again. In the meantime the | ‘Mary 8’ got away from her owner, who had a | very hard pulling rowboat, and ran ashore. was withdrawn, She as was also the ‘Hartford,’ a New Britain boat, leaving only the ‘Star’ as the Connecticut representative to fight it out with the Brooklyn boats ‘Mischief’ and ‘Maria Shoofly. The ‘Mischief’ won, beating the ‘Maria Shoofly’ 3 min. 13 secs. actual time and corrected time 6 min. 9 secs. The ‘Star’ was beaten 14 min. 39 secs. actual time. The New Britain boats are very fast, being the speediest that have been brought against the Brooklyn club, and they were handled remarkably well. The American M.Y.C. members feel very much elated over their victory. LIVERPOOL YACHT AND CLUB SOUTHPORT CHALLENGE MODEL CUP. The sixth race for the above took place on the small Marine Lake at Southport on Thursday, October 20th, but in consequence of the wind being unfavorable the usual beat to windward had to be abandoned, and a broad reach took place instead, the wind was from the westward and strong. The entries were as under :— ‘Ladye Vera,’ Vice-C. Darbyshire, L.M.Y.C, | Coauetto, Rear-Com. Gaskell, L.M.Y.C. {Pane Mr. Bibby, L.M.Y.C. ‘Puss,’ Vice-Com. Dreaper, L.M.Y.C. ‘Dingo,’ Mr. Waters, M.M.Y.C, | Mycery.’ Mr. Brockbank, M.M.Y.C. (‘Tansley,’ Mr. Robshaw, M.M.Y.C. (‘Aziola,’ Commodore Hall, M.M.Y.C. (‘Phra,’ R. Holmes, M.M.Y.C. (‘Ladye Ada,’ T. B. Sill, Com. M.M.Y.C. 6 eee W. EH. Hellawell, M.M_Y.C. ‘Little George,’ T. G. Bolton, L.M.Y.C. 7{ Tsabel, Mr. Osborne, M.M.Y.C. (a bye). ‘Ladye Vera’, ‘Olly,’ ‘Mystery,’ ‘Ladye Ada,’ ‘Little George,’ and ‘Isabel’ were the winners in their respective heats and in the second course ‘Olly,’ ‘Mystery,’ ‘(Ladye Ada’ and ‘Little George’ were victorious, and these four had now to fight for the Cup, Ist, 2nd and 3rd prizes, and so ‘Olly’ and ‘Mystery’ paired off for the first of the semifinals, and the latter proved the winner. The ‘Ladye Ada’ and ‘Little George’ had then a very close match, which however had to be re-sailed and which again confinued to be nearly a dead heat until near the finish, when the ‘Ladye Ada’ was unfortunate enough to carry away her mainsheet thus depriving her of all chance of winning, this heat was one of the most interesting of the day as the boats are the same size 1730 rule {80-tons) and are 54 and 56 l.w.l. respectively. AND CANOEIST 223 The ‘Little George’ and ‘Mystery’ had now to fight for the Cup, and Ist and 2nd prizes, and after a keen contest the former secured the trophy for the first time and also taking 1st prize, the ‘Mystery’ getting second. In the race for the 3rd prize the ‘Ladye Ada’ owing to her recent accident was not in form, and owing to the finish sing sailed almost in twilight this heat was noi so good as those previous, the ‘Olly’ however managed to score 3rd honor, The Challenge Cup thus returns to the Liverpool club, but it is to be hoped that when sailed for next year some good entries may be obtained and some close racing be the result. The match was in charge of Messrs. Sill and Adlington of the Liverpool club but who were ably assisted in their duties by Mr. W. H. Dreaper, the latter gentleman looking after the arrangements for the efficient carrying out of the day’s proceedings. Before the racing for the Cup commenced, a 40-ton 1730 rule race was sailed under the flag of the Southport club, the prizes being the gold and silver medals of the club; the winners were the ‘Lezare,’ Mr. Holbrooke Gaskell, L.M.Y.C., Ist, and ‘Mystery, Mr Brockbank, M.M. Y.C, 2nd. MODEL YACHTING IN AUSTRALIA. A general meeting of the Glenelg M.Y.C. was held at Mr. C. M. Muirhead’s residence, New Glenelg, on Monday evening, Mr. Muirhead presiding over a fair attsndance of members. Ten new members, all of whom are having model yachts built, were elected. It was re- solved that models exceeding four feet overall be not allowed to race in the club’s contests. The secretary was instructed to procure from yacht clubs in the neighbouring colonies a copy of their rules so as to guide the committee in the formation of regulations. It was decided that the club’s colors be Oxford and Cambridge blue. A resolution was passed that all yachts must be approved of by the committee before being allowed to race in connection with the club. A LOCAL MODEL. I have often been amused by watching the excitement amongst the youngsters over a contest between diminutiae cork vessels of their own manufacture. These little cork boats are very interesting, and seem to have been the local class of home-made craft on the east coast from time immemorial. They are made of large flat corks, used to buoy up nets, and after being roughly shaped so as to have both ends somewhat sharpened, a piece of slate is driven into the bottom to give steadiness and to act as a centreboard. The sails are chips, that are stuck in THE 224 MODEL-YACHTSMAN great numbers, one being placed in the bow to act asa jib. As the great aim of the shipbuilder is to make his craft go close to the wind, the CANOBKEIST. as our representatives, and as already reported chips are placed obliquely like sails slose hauled, succeeded in keeping the cup for another year, with a score of 26 points against the next highest score, Shields 12. ‘Meteor’ took the Cup and carefully considered. again and the weight and size of the centreboard is Great is the excitement when an exceptionally good tack is made, and the favourite weathers all the other competitors in the race ; in this way many of our sailors get their first lessons of the science of sailing. Another class of local boat was made from a stave of a herring barrel, stuck full of feathers or chips, with a stune or mud on the stern; these craft would only go before the wind; both these boats are quite a local affiair. I have never seen them in any other place. They certainly are a source of amusement to the youngsters of the town. Doings of the Reports for publication must be legibly written, on Jarrow and Hebburn M. saw us at Hexham, August Ist, competing for the Tyneside 10-ton Cup, six boats aside from the 3 older clubs, Gateshead, Jarrow, and Shields. This match was looked forward to with great interest, as although getting so good a place as we had in the three previous races, we failed in our efforts to secure the cup. ‘Nellie,’ ‘Annie,’ ‘Genesta,’ ‘Nymph,’ ‘Ann Eleanor’ and ‘Madge’ were the chosen ones on this occasion, but the owner of ‘Annie’ being ill, ‘Galatea’ took her place. All six survived the first round, and in the second round ‘Nymph’ fell a victim to the holder of the cup, ‘Sepoy’ of Shields; all the rest won their heats, the only opponent then remain- on hand to defeat in turn the other five Jarrow one ¥. C.—This elub has just closed a very successful season in all respects, and the average number of competitors for club matches has increased. Good winds have favored nearly all the matches, and Hebburn lake has kept at a pretty constant high level. In interclub matches the success has probably exceeded the expectations of all but a few very sanguine members, part of this is no doubt due to the large amount of practice indulged in by the racing cracks. On April 30th, we sailed a match against the Newcastle Club, on Hebburn lake, in a fine strong breeze, ten boats aside. Medal, and ‘Irene’ second place. ing being ‘Sepoy’ who had the rather large order Chibs, side of the paper ony, and forwarded to the Eprror not later than the 20th of each month, to ensure insertion in the following issue. The yisitors brought a very powerful fleet, probably the heaviest which has ever sailed on the lake, they had however less experience of such craft than . AND the Jarrow-men, and the large size of the pond no doubt puzzled many of them considerably. ‘Falcon,’ ‘Nellie,’ ‘Olga,’ ‘Galatea,’ ‘Enigma,’ ‘Sally,’ ‘Nymph,’ ‘Genesta,’ ‘Hyacinth’ and ‘Ann Eleanor’ represented the home club. At the end of the first round the score was Jarrow 7 heats, Newcastle 3. In the second round ‘Olga,’ ‘Galatea,’ and ‘Genesta’ were drawn to sail against the three visitors, ‘Mina,’ ‘Martha Ann’ and ‘Seagull.’ The three Jarrow craft winning, thus leaves the victory with the home club with seven boatsin hand. The Newcastle ‘Seagull,’ a balance lug yawl, sailed a very fine race with ‘Genesta.’ On June 6th, we journeyed to Hexham, to compete for the Tyneside 15rating Cup of which we are the holders. ‘Irene,’ ‘Madcap,’ ‘Meteor’ and ‘Marion’ were selected boats, one of these however was disqualified from sailing against her on account of an inadvertant infringement of one of the rules. The demon fin keeler disposed of ‘Galatea’ and ‘Nellie’, so matters again became very interesting, but she then fell to ‘Genesta,’ and the Jarrow boats were left to sail alone for the individual possession of the cup. ‘Madge’ beat ‘Ann Eleanor’ after a close race, ‘Genesta’ having a bye, then ‘Genesta’ beat ‘Madge’ in another good race and won the Cup, Medal, and the Commodore’s prize for the best score. We had hoped to meet another of our friendly opponents in a match, but as that club makes the fixing of inter-club matches entirely secondary to any local matches, and considers a day’s notice sufficient for such a fixture, no contest took place. Seeing that there are available such fine sheets of water for sailing on at Tyneside, and a large fleet of 10-tonners, it seems a pity that one of the Hull clubs which appear to have it all their own way in Yorkshire, does not come North and demonstrate to tha Tynesiders the merits of small length and light weight. The competition for Mr. Strange’s handsome prize, and the other club races will be given in our next report. Kingston M.Y.C. ( Hull)—On Saturday, Oct. 8th, seven 10-tonners of the 2nd class contested aclub-match on the tournament system, and some very good reaching work was done in a trying and puffy breeze from the W. ‘Starlight,’ Joseph Twydell, scored a highest possible score of points, beating ‘Fortuna,’ W Oglesby; ‘Melody N.G. Andrews ; ‘Louie,’ John Twydell; ‘Torch,’ G. Smith; ‘Silver Queen,’ W. Acaster; and ‘Surf, J. Willoughby. Mr. J. G. Storey acted as starter, Mr. T. A. Bruce as judge. 2 THE MODEL-YACHTSMAN Manchester M. Y. C.—A 10-ton match was contested for on Sept. 24th, for which 10 boats only put in an appearance. The first prize for this event was the gift of Mr. Crozier, (a member of the club.) The day was cold and cheerless, limiting our usual number of spectators; wind In the first variable, heavy squalls at times. heat ‘Atalanta,’ ‘Iris’ and ‘Ripple’ competed. The two first tied with 6 points each, the former won the sail-off, ‘Ripple’ only got the homeward courses, making 4 points. For the 2nd heat ‘Petrel,’ ‘Gloriana’ and ‘Heron’ came to the post, the last named winning with 6 points, the other two making Seach. For the 3rd heat ‘Lapwing,’ ‘Mosquito’, ‘Starlight’ and ‘lolanthe’ started. A very close race between ‘Mosquito’ and ‘Lapwing’ on the first course to windward, the former First homeward winning by a few yards only. run was ‘Iolanthe’s, the others being disqualified, ‘Misquito’ again won the windward course, followed by ‘Starlight,’ which suffered badly through a foul with ‘Iolanthe,’ she however got the running course with ‘Mosquito’ following, the latter winning the heat by 1 point, making 7, ‘Starlight’ 6, ‘Iolanthe’ 2, and ‘Lapwing’ 0. In the final, ‘Mosquito’ 9, and ‘Atalanta’ 7 points, both Mr. Hall’s boats, took Ist and 2nd prize, Our and Mr. Storey’s ‘Heron’ took 3rd prize. Season closed with a Consolation Handicap, on Oct. 8th. This race all members having won a ‘first’ are debarred from sailing. The prizes were provided by the club. The weather was anything but pleasant, being cold and showery, wind from N.W. Thirteen boats contested, and in the first were ‘Mystery,’ ‘Iolanthe,’ ‘Iris’ and ‘Dolphin’—close thing between first and last named, the former beating him by I point, only making 7 to his 6, ‘Tolanthe’ 8, ‘Dolphin’ not scoring. Heat 2, ‘Druid,’ ‘Gloriana’ ‘Starlight,’ ‘Ripple’ and ‘Dingo.’ In this heat ‘Gloriana’ had pretty much her own way (though there were two bad fouls which were to her advantage somewhat,) making 8 points, ‘Druid’ and ‘Starlight’ 3 each, ‘Ripple’ 1, ‘Dingo’ 0. Heat 3, ‘Doris,’ ‘Lapwing,’ ‘The Sisters’ and ‘Firefly’ started. ‘Lagwing’ went rapidly to the front and won in good style with 8 points. ‘Doris’ (a new boat by a very young member, of which we shall hear further about probably) made 4 points, ‘The Sisters’ 1, and ‘Firefly’ 8. In the final, Mr. Cassidy’s ‘Gloriana’ again did well and won first prize with 6 points, Mr, Brockbank’s ‘Mystery’ and Mr. Gill’s ‘Lapwing’ 5 points each, and on sailing off the latter won, taking 2nd prize, and ‘Mystery’ 8rd. Thus comes to an end a most enjoyable season, which will be completed by the distribution of prizes a little later on, and of which we hope to send you particulars in due course, AND CANOEIST. 225: Corinthian (London) M.V.C.—On Saturday, Oct. 22nd, a 10-ton match for a club prize and Strong breeze from others from entrance fees. N.W. at the start, but moderate afterwards and rather unsteady, which gave a reach both up and down the pond. The following started at 3-30: ‘Banshee’ 384 x 8 x 10, 26 lbs. Mr. Flint. ‘Dragon IT’ 424 x 7 x 9, 31 lbs. Mr. Hugo. ‘Countess’ 40 x 94 x 9, 25 lbs. Mr. Harris. ‘Experiment’ 424 x 7 x 9, 28 lbs. Mr. Burgess, ‘Gleam’ 404 x 74 x 9, 32 lbs. Mr. Barraclough. ‘Mayflower’ 86 x 9 x 8, 24 lbs. Mr. Whiffin. ‘Experiment’ and ‘Gleam’ were canvassed to a nicety, but the hitherto mvincible ‘Dragon’ had: too little canvas, so she did not do so well as usual, and was fairly beaten, much to the surprise of Mr. Hugo’s admirers, as this is the first time during the last 24 years he has been beaten for first prize; 10 heats were sailed, all being very closely contested as will be seen from the scores, which were ‘Experiment’ 17 points, ‘Gleam’ 1’, ‘Countess’ 15, ‘Mayflower’ 15, ‘Dragon’ 14, and On sailing off the tie for first ‘Banshee’ 12. prize ‘Experiment’ won by a few feet, after a hard sailing heat with ‘Gleam.’ ‘Countess’ and ‘Mayflower’ also tied for third prize, but as there was not time to sail another heat, it had to be postponed tillnext Saturday. ‘Experiment’ is an old 15-tonner which Mr. Burgess has converted into a 10, by cutting out about 7 ins. amidships, and also reducing her beam Linch. This being her first appearance much interest was felt as to how she would do, she is certainly a very pretty model, and from her performance to-day she is Such evidently as fast as she is good-looking. a complete alteration is not often attempted, and Mr. Burgess was congratulated by all, as having made such a successful beginning with her. Dundee M. Y. C-—A general meeting of this club was held in Lamb’s Hotel, October 26th, Commodore Anderson in the chair. The treasurer’s report was submitted, and showed a balance of £6-8-34 in hand. Mr. W. Anderson was re-elected commodore; Captain Nairn, vicecommodore: Mr. David Hynd, captain; Mr. J, Cant, secretary ; Mr. J. Patrick, treasurer; Mr. D. Wood, chief steward; Messrs. W. Abbot, A. Darry, J. Mudie, R. Mather, and G. Ritchie, members of committee; Messrs. D. Wood and A. Robertson, auditors; and Mr. A. Abbot, boathouse keeper. The cup races for next season were balloted for as follows:—Ilst, 30-tonners ; 9nd, 10-tonners; 3rd, 25-tonners; 4th, 15-tonners; 5th, 5-tonners; and 6th, 20-tonners. It was arranged that the races should always be started at the hours fixed. Mr. Ritchie gave notice that at next meeting he would move that one of the byelaws relating to the sailing rules MODEL-YACHTSMAN 226 be changed. It was decided to hold a festival on December 2nd. Serpentine M. Y. C. (London ).—On November 19th, a mateh was sailed between the ‘Muriel, Mr. Lear, and ‘Aelfa,’ Mr. Hale. A nice light breeze blew from the westward making the course areach, After the first board it was plain that the only feature of the ‘‘procession” was by how much would ‘Muriel’ win each board. ‘Muriel’ had her usual expanse of canvas; ‘Aelfa’ was sailed asa cutter. When ‘Muriel’ had won nine consecutive boards the match was stopped and ‘Aelfa’ put under her lug rig, then six more boards were sailed, ‘Muriel’ again winning with the greatest ease. Nineteen boards in all being sailed within two hours. Worrespouderice, 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 EpITOR. MEASUREMENT. THE EpitTor, Zhe Afodel- Yachtsman. S1x,—From the correspondence which has for some time been passing through your columns it seems pretty cerlain that the model yachting world is ready for the substitution of some rule for the old 1730. We, apparently, are anxious to adopt some new system of measurement which will give fast, handy, and handsome boats in place of the speedy but in too many cases flat-sided, lean and ugly yachts, generated by the present tonnage rule. Many of us have cast a longing eye upon rating by length and sail area, but have reluctantly concluded that it has serious faults, such as effectually prevent its adoption for model yachting. They are generally so well known that it is unnecessary to recapitulate them. Casting about for some simple system of classification, Thave come to the conclusion that a Length and restricted ‘breadth rule” probably will best meet the requirements of model yachtsmen, I would suggest that three classes he created, and that in each class the extreme beam Le not allowed to exceed one fourth of the length on the load water line. Class I to be 36in, I.w.i., extreme beam g inches or under. Class 2 to be 42in. l.w.]. by 1014 inches beam or under. Class 3 to be 48in. Lw.l. by 12 inches beam or under. These three classes would give sufficient difference in size to suit most tastes; but class 2, however, to be considered the size to supplement the present 10-tonners, and to be the standard for inter-ciub and shield competitions. | No doubt mavy of our existing tens could make a good fight against even a 42 x 104 boat, and the adoption of this length would enable nearly all tens, by virtue of their length, to compete with the new boats should their owners wish it. The object of the rule proposed is to create fast and handsome buais, with variable proportions of breadth and depth, and not requiring an extravagant sail-plan to drive them. Limitation of beam to one fourth of l.w.]. length would prevent the creation of fat waisted, big bodied monstrosities, such as require a considerable portion of the timber merchant and draper’s stocks to spar and canvas them. ‘The rule too has the merit of extreme simplicity, and leaves the designer great freedom in proportioning breath, depth, displacement and sail area, so that considerable skill might be displayed in designing the most successful boat, and she would be ‘‘a AND CANOEIST thing of beauty” as well as ‘‘a joy for ever,” the former of which is a vast deal more than can be said of many of our fastest 10-tonners. Yours truly, Scearbro, 15/11/92. ROBERT COLE. [We are sorry to differ from our friend Mr. Cole. No to compete against a existing I0-tonner would be able 42 x 10g boat. We might just as well adopt a qqin. Iw. I5-rating class as a 42 x Io class with unlimited sail, builders would be sure to build to the extreme that the class would allow. It would be an easy matter to beat the existing Io-tonners witha 40x fo. The great objection to limiting length and also beam in a direct manner would be, to stereotype a class and fetter the designer. That is what the designers say. But why such limits, if healthy ones, should not be adopted, we never could see.’ Ii the Y.R.A. had limited length to 5 beams, under the 1730, a very fine seaworthy type of vessel would have been the result, but such simple remedies are beneath the notice of august bodies like Y.R. Associations. If Mr. Cole can get a sensible class adopted we shall welcome him asasaviour of the Model Yachting Society. -Ep.] 494, Wandsworth Road, London, November 19th, 1892. THE Epiror, Zhe Afodel- Yackisman. DEAR S1R,—-I will feel obliged if you can find room for a reply to Mr. Pollard’s letter of October roth, as given in the November AZ. ¥. & C. Mr. P. denies having received my letter of March 22nd, but I can prove having posted it to his correct address, viz: 32, Spring Street, Paddington, W., and as it had also my address on, it follows, as a matter of course, that if it had not been delivered to him, it would have come back to me in the usual way, through the P.O. ; and further, if Mr. P. read his 4/. Y. & C., (as ali Model Yachtsmen should do), he would have seen in the May number that the proposed match had been fully discussed and decided on, at the usual quarterly meeting of the Corinthian Club, so that, supposing he did not get my lette’, he would at least have known all about it from the report in the 47, ¥. & C., and that if they had been at all anxious to have a match with the Corinthians, it surely would have been only common courtesy on his part, to have written me a few lines regarding it. However he did not do so, but in the interval not only did I speak to Mr. Butcher, as I have already said, but I had the same reply, as to Mr, Pollard’s illness, from another of their members, so this proves my words to be true, but be this as may, several of their members knew about the proposed match. As to the other remarks of Mr. Pollard, those referring to roft. poles being necessary cn the Clapham Pond, I can only say that this is not correct, as models like theirs can be, and in fact are, regularly handled on our pond with poles zzder 6 feet. However, as reported in the AZ, ¥. & C., although by the usual rules of inter-matches, the challengers should sail on the water of the club they challenge, the Corinthians waived this point in their favour, and were prepared to sail the match on the Kensington Pond. As to Mr. Ford, the information I have had about him, from those who know him, is so different to what Mr. P, says, that I shall only say if Mr. F. is really one of their best and inost active members, the Corinthians would rather not have anything to do with them, at all events, until Mr. Pollard learns to address his fellow Model Yachtsmen in terms very different to those he has thought proper to address to me. My word is quite as good as his, and I most decidedly adhere to every word contained in my letter of Sept. 17th. If Mr, Pollard chooses to write me as one M. Y. should write to another, the Corinthians may discuss the proposed match again, def mod t2lf then. Yours faithfully, C. H. Harris, Hon. Sec. C.M.Y.C. THE MODEL-YACHTSMAN London, S.W., Nov. 12th, 1892. THe Epiror, Fhe Medel Yachisman, Dear Sir,—Early in the year you published extracts from a letter from Mr. T. S. Donney, of the Excelsior M.Y.C., complaining of the lengthiness of the reports from the various clubs, in the Avedel Yachisman, After reading all the reports for this year, I must say I thoroughly agree with him. They are for the most part uninteresting, very lengthy and gassy. In many cases they seem more wearisome than they really are, owing to the list of competing yachts and owners being printed in lines, instead of colunins, The same applies to the result of boats. As an example see the amount of the match for the East Coast Challenge Shield in the July number, There are no less than 17 the names of the yachts and owners and the they hail. JI feel sure most of your readers this; | know I do for one, As a striking les containing port from which ‘‘cut” a list like contrast to this jumble, compare the report from the Alexandra M.Y.C. for the same month, which would be a model report if the dimensions cf the boats were given, and the last few lines tabulated as at the beginning. The enly cause I can see for the reports not being tabulated is from the fact that your pages are divided into two columns. Why can these not be done away with? Should tabulated reports printed right across the page take up more room than at present, why not print them in smaller type just as the Yachésman does dunng the racing season. To my mind all that is required ina report are the names of the boats and their owners, their dimensions and displacement, and scores. Then a short description of the match and finally the name of the Umpire. The result of allowing these long reports is seen in the November number, when a portion of the report of the Manchester M.Y.C. has had to be held over for want of space. In the article on Model Yachting in Vol. XII of the Boys’ Own Paper the following lines, which I have taken therefrom, will show that there are others who agree with me on this subject :— ‘Tf only the reports as to results of matches were given in a brief intelligible way, instead of buried in a hay sack of self-congratulatory verbiage, how many more clubs would be accommodated with space in that praiseworthy J/odedFachisman! But alas! the vanitas modelyachticusis !” Trusting you will endeavour to tabulate and shorten the T remain, Sir, reports. Yours faithfully ‘‘Puy.trs.” London, 19th Nov., 1892. Tue Epitor, Zhe Model- Vachisman, DEAR Sir,—With reference to your proposed Amateur Competition for designs of 10- Raters, perhaps it may interest you and your readers to know the result of the conference of the Council of the Y.R.A., on the present rule question. As you are no doubt aware they invited opinions from the following celebrated Naval Architects, viz: Messrs. Clayton, Fife, Junr., Nicholson, Payne, Richardson, Ridsdale, Soper, and Watson, These gentlemen all gave evidence on the subject and they were all quite unaminous in say that the present L. & S. A. rule, would ultimately, if it had not already produced, a very dangerous type of yacht, and every one of them advised that Beam and Draught should be taxed, and they gave ample preof to show that if this were done it would produce a much better all round craft. It appears, however, that the great majority of Yacht Owners’ are satisfied with the present rule as it iv, for all classes over 10-Tons, they say what they want is the fastest yacht that can be got, without reference to either safety, comfort, or cost. Now as it is the owners who have to pay the piper, the Naval Architects say that they are quite ptepared to design what they want, and that if it is simply Racing Machines they require, they can get them. ¥.R.A. have resolved to Looking at it in this light the recommend a continuance of the present rule, with the AND CANOEIST. 227 proviso that if any very extreme ideas are, in future, produced under this rule, they will then apply monstrosities. Rule 12 to stop such The resuit is that the present L. & S.A. rules will remain as they are, fora time at all events. No specified date being fixed on for all classes over 10-Tons. In classes 10-Tons and under they propose some alteration in the system of measurement of canvas, and also restrict the number of hands allowed to sail in these smaller classes. Now this settles the question so far as ‘‘bonafide” yachts are concerned, but asthe opinions expressed by these experts show most conclusively that the L. & S.A. rating rule is not practical for Model Yachts, I think it would be well if the question of offering prizes for designs you reconsidered of ro-Raters as you propose. As the majority of your readers are not likely to see the whole evidence given, by the Naval Architects referred to, you will perhaps find room for a few quotations from evidence. their Mr. CLAYTON said in reply to a question as to the effect of the present rule on yacht racing, that if any old hand looked at these fin keel vessels now built under the Y.R.A. rule, they would pronounce them abortions of the first water and quite useless for any other purpose than racing. a hull measurement rule with I think unlimited sail-area would produce a fair proportion of displacement, a bigger bodied vessel, as thought advisable by the conference of Naval Architects. Mr. RICHARDSON said, I feel that the present rule will develope, if it has not already developed, an undesirable type of boat, they may be fast boats, but they are very poor and indifferent inasea. Inreply to the question “Do you think our present rule is developing a bad class of sea boat,” Mr, R. replied, I think so, I think a rule that embodied the three dimensions, length, breadth and draught, would produce a better type of boat. The whole question seems to me to come back to this, do you want a racing machine or an all round good vessel. Ashallow boat in a breeze and sea is not in it with a deep bodied boat, my experience is, that a deep bodied boat is far and away the best sea boat. Mr. PAYNE said the present rule is likely to produce a bad vessel, and we are afraid that the boats developed will be so unsatisfactory that people would not continue to build them, Mr, Fire, JUNR., said his opinion of the present rule is that the type of vessel will develope into bulb keels, or some other equally dangerous form. Mr. NIcHOLSON said, that the difficulties of the present rule would be obviated by taxing length, beam and depth. I think the tendency of the rating ruie as it is, will produce dangerous beats. Mr. Watson said, I think if yachts are built for speed only, that it will only be gents with very long pockets, that will be able to keep it up at all, I have seen such boats thrash the sea in a very ugly way, and Mr. Fife spoke very strongly of having sailed on board a boat which he thought was going to break up, as she struck the water so fiercely. Mr. CLAYTON also in aletter in the edd of 19th inst. says that a vessel with the depth all in one place amidships and with the ends all cut away, is a very difficult boat to steer, such craft may take a lee helm on a wind but in a breeze of wind, with boom off, they take so much weather’ helm, that it is almost impossible to steer them. Your readers will therefore see that the concensus of these Naval Architects’ opinions is unanimous against the present rating rule, and if this rule is a bad one for bonafide yachts it stands to reason, that it is infinitely worse for model yachts, because they have no one on board, to give them either lee or weather helm as described by Mr. Clayton, therefore I would strongly advise you to reconsider your proposed competition for I0-raters, as it is practically impossible to build models under the L. & S, A. rule to do what is required of them. 228 THE MODEL-YACHTSMAN I would therefore suggest that you keep to the old 1730 rule, or else to that recommended by Mr. Fife, Senr., as quoted in the Afodel- Vachtsman & Canoeist for March, 1892, viz: —LxBxD. 200 factor weight and canvas unlimited; this rule would come as near as possible to that reeommended by the Naval Architects referred to, and would, in my opinion, be a very excellent one for either bonafide yachts or models, If you see your way to adopt this suggestion, I can promise to get a substantial prize for your cumpetition. Yours faithfully, JAMES MUNN. P.S.—The extracts of the evidence given to the Y.R.A, by the Naval Architects referred to above are taken from the Official Notes, printed by Harrison & Sons, Queen Printers, St. Martins Lane, W.C,, and I would advise those of your AND ** Heave ahead, shipmate,” which caused a titter to go round the family assembled. Yours, {and the Lieut.’s) very truly, ALBERT STRANGE, ANSWERS DEAR SiR,—I am very sorry to have caused our Lieut. some months of anxiety, and hasten to oblige him with a calm and unbiassed opinion on his rule of measurement, the principle of which he was rash enough to explain in your June issue of this year. The formula reads, L.x B.x D. 285 D being the sum of extreme draught and some portion of the freeboard, how much, or how taken, not being clearly explained. I assume it to be extreme draught, and least freeboard. Consequently the sum of L. x B. x D. must not exceed 2850 for ro-tonners, and 5700 for 20-tonners. On examination I find this gives a range for ro-tonners from 35 x 8 x Io to 46 x 6 x 10°3! and for 20-tonners, from 43°5 x I1 x 11°9 to 55x 8x 12°91! In these calculations I have disregarded small fractions. The probable displacement of the 10-tonners would range from 2clbs. for the 35in. boat to 33Ibs. to the 46In. one, perhaps more for this last, and the same discrepancy would exist between the extremes of the 20-ton class, The boats would have pretty straight keels, 2.2. parallel to the L.W.L., unless D was made to include meaz depth, instead of extreme depth and freeboard. On the whole the rule would be much harder on moderate boats than ever the £730. I will give an instance. A boat 40x 8x 10 comes out over II tons, so that to get a five beam boat of goin. i.w.] MODEL say (D) 74 x 18 (F}. this ‘‘magical divisor 285” rule to-day. When [ read the remonstrance from the author of the 285 rule in the November issue of the AZ Y. & C. I was somehow reminded (goodness only knows why, for there is not the remotest connection with the subject under discussion) of an event of my boyhood’s days, which, with your permission, Sir, I will relate. We had, amongst other household goods, a wonderful parrot, which had been brought home and presented to us by a sailor uncle. This parrot could say almost anything, and was, moreover, very proficient in swearing in several languages. Consequently it was usually removed from the room during family prayers. One evening, however, he was forgotten, and remained in the room silent and unobserved, until my father happened to make a longer pause than usual in the course of the devotions. The parrot, impatient I suppose at the silence, remarked in a rather loud voice, YACHT CLUB We shall be pleased to insert particulars of all Clubs, and invite the Secretaries to forward the necessary information also, to notify any change in Names and Addresses. AMERICAN,—Length taken on I.w.l. Station—Prospect Park, New York. H. Melvin, 144, Park Place, Brooklyn, U.S.A. BRADFORD MOOR,—1730 and length. Station.—-Bradford Moor Park, T. E. Barker, 92, Dudley Hill, Undereliff, Bradford, . BRADFORD.—Y.R.A. and length. Station.—Exley’s Reservoir, Frizinghall, Lewis Crossley, 27, Athol-road, CENTENNIAL (New South Wales.)—Measurement from outside of stern to inside of rudder head ; also overall. J.M. Donaldson, 46, Rose-street, 8. Sydney, N.5.W GLASGOW.—Alexandra—“L. & 8. A.” Rule. W. Crawford, 181, Comely Park-street. “station—~Alexandra Park, Glasgow, HULL.—Kingston—Length taken on |.w.L; also 10-ton class Y.R.As Station—Club Lake, Inglemire Lane, Beverley Road. J.R. Windsor, Bankside, Sculeoates, Albert—Tonnage—Y.k.A. Club Lake, Chalk Lane. 8. L. Tucker, Belurave Terrace, Rosamond St. East Hull,—1720 rule, Hessle Rds Station.—East Park, E. Driffield, 103, Arundel street, Holderness Road. LONDON.—London.—15-rating class and 10-ton class Y.B.A. Station—Round Pond, Kensington Gardens. Mr. Walter Greenhill, L.M.Y.C., Kensington Gardens, W Telegrams :—Bermudian, London Postal :–L. M. ¥. C., Kensington Gardgens. Serpentine—Tonnage—Y. BR. A. and £.&8 Station—The Serpentine, Hyde Park, G, Hale, I7#, dampstead-road, London, N.W. Corinthian.—Meusurement rule, longth multiplied by weight divided by 100. Classes 10 and 12, rating by L. & S.A, C. H. Harris, 494, Wandsworth Road. Station.— Long Pond, Clapham Nice boat this to put against the ’ The first elementary facts the budding yacht designer discovers on contemplating the Lieut’s rule are these: 1. — Length is made enormously valuable. 2.—It will pay to get a boat of extreme length and displacement. 3.—Beam is more heavily punished than under the 1730. No, thank you, Lieut. Middleton, Iam not taking any of CORRESPONDENTS. REGISTER, the total draught and freeboard must be a fraction zeder gin. 46x 6x 10°3 under the same rule! TO The American M.Y.C, is not omitted from the Register, but we only publish those every month who pay 5/- annual fee, J.M. THe Epitor, The Model-Vachtsman. My father rather angrily said to me ** Remove that bird1” As I was leaving the room, struggling with suppressed laughter and the cage, Poll observed, “D n my eyes! sorry I spoke.” readers who take an interest in the question to get a copy, as the full report of their evidence is most interesting; the price is 2/9 post free. CANOEIST. Clapham—Tonnage—yY.R.A. Station.—Long Pond Clapham Common. W. J. Bailey, 162, Elms Road, Clapham Park, §.W. MED WAY.—Chatham.— Tonnage Y.R.A. J. H. Read, 16, Gorst Street, New Brompton, NEWCASTLE W&8T END.—Tonnage—yY.R.A. P. McGill, 19, Hamsterley-rd., Newcastle-on-T’yne, SCARBOROUGH.—Tonnage 1730, 10 aud 20-tons, also Weight class. Station—The Mere, W. W. Gibson, Sec., Westborough. SOUTH SHIELDS.~E:xelsior—Tlonnage ‘1730’ and Length, Station.—South Marine Park, T. S. Downey, 16, Saville Street. tos” The Fee for constant publication in the Register is 5s. per annum, BOAT AND H. C. PUNT BUILDER. SMITH, 84, Kingston Rd, OXFORD. & Medley Lock, CANOE-YAWLS FOR RACING, A & SPECIALITY. DESIGNED AND RUILDER CANOES oR CRUIS’NG, OF f Canoe-yawls ‘Novice’ and ‘Isomer.’ R.C.0, Canoes ‘Shuttlecock! and ‘Battledoor,’ and 4rater ‘Raghmuffin,’ PLEASE 84 NOTE.—All correspondance should be addressed to: EFENSINGTON ROAD. ywadnS”of p,xvewsyrlou>Aaqre”Z6RI THE MODEL-YACHTSMAN CANOEING. ANID CANOEIST. In view of the decision as to rating canoe-yawls for racing by l.w.l. length instead of overall, the lines of the ‘Vision’ which we expect to give in next month’s number will possess a special interest. —_—o— BRITISH CANOE CLUBS.» ROYAL C.C.—T.G.F. Winser, Sec.,72, Mark Lane, London MERSEY C.C.—Percy Cox, Mate, C 9, Exchange Bldgs,, Liverpool. CLYDE C.C.—Mr. Steven, Ardlin House, Helensburgh. WEAR C.C.—T. 0. Todd, Sec., 7, Winifred-terrace, Sunderland. HUMBER YAWL CLUB—G,F, Holmes, Mate, Elim Lodge, Hornsea. TYNE C.C.—T, Warkman, See., 17, Hutt Street, Gateshead-on-Tyne, BRITISH CANOE ASSOCIATION.—P, Nisbet, Sec., 1, Water-Lane, Great Tower-street, City. (The B,C.A. is established for the promotion of cruises and meets, We present our NORTHERN C€C.—-L. McPherson, White House Buildings, Neweastle, ULSTER C.C.—R, E. Workman, (Capt.}, 19, Bedford Street, Belfast. Corrections Solicited. EDITORIAL NOTES AND COMMENTS, to the new Captain of the R.C.C., and trust that he will be able to largely increase the number of those who, like himself, ‘‘paddle their own canoes,” LONDON NOTES, By MAYFLY, whereby canosists of the United Kingdom, irrespective of clubs, may unite for the purpose of cruising and camping.) SUNDERLAND C.C.—J.5tephenson, Sec., 28, Chester-rd., Sunderland THAMES CAMPING & BOATING ASSOCIATION.—Anthony Walter, Hon. Sec., 14, Duke Street, Adelphi, 5.W, congratulations The autumn meeting of tne R.C.C. was held at the Criterion, on November 23rd, 1892. Between 30 and 40 members sat down to dinner. The chair was taken by Mr, P. Nisbet. The only toast was “The Queen” which was drunk with heartiness. The secretary then read the minutes of the last meeting and the annual report. Mr George Herbert and Mr. W, Baden Powell HE committee of the B.C. A. will meet in Liverpool on the gth of this month for the purpose of deciding 4 the site for next year’s » meet. bu . The — 7 three places = from which the selection will probably be made are:—Lough Erne, Plymouth, and Sea View, Isle of Wight. Reply cards have not been sent out as in former years but the committee will be glad to be favored (before 9th December) with the views of any member who proposes to attend the meet, —oO— A camp fire of the M.C.C. will also be held at the Alexandra Hotel, Liverpool, on the evening of December 9th, preceeded by a dinner at 6-45 p.m., to which members of the B.C. A. are cordially invited. —-O—— As previously announced the duties of Hon. Sec. and Treas, so successfully carried on hitherto by Mr. Percy Nisbet, will on the 31st inst, be taken over by Mr. H. Thorpe, Danecliff, Lymm, and Mr. A. Carrington, High Green, Guest Read, Prestwich, respectively. —O— were proposed for the post of captain, and Mr. Baden Powell withdrew in favour of Mr. George Herbert, who was absent through illness. For the mates, Mr. Percy Nisbet and Mr George Webster were elected unanimously. For Purser, Mr. C. T. Wright was re-elected. For Cook, Mr. F. Tuckett was re-elected. For Secretary, Mr. T. G. F-. Winser was re-elected. For Auditor, Mr. B. de Q. Quincey was re-elected The following gentlemen were elected on the committee :-——-W, Baden Powell. A. B. Ingram. E. A Leach. Frank T. Miles. I. A. H. Nicholl. R. de Q. Quincey. Col. Howland Roberts. E. B. Tredwen. Paul Waterlow. For Honorary Committee :— Dixon Kemp. Lord Kinnaird. W. J. Clayton, The business was then proceeded with. Walter Stewart proposed:—“That in future Mr. in Sailing Races of the R.C.C. there be no restriction placed upon the use of appliances by means of which the weight of the Canoeist’s body may be most advantageously used tu add to the sail carrying power of any canoe competing in such races.” He argued this proposition at length very ably and read a letter from Mr. Hinckley (canoe ‘Battledore,’ winner of the Challenge Sailing Cup) in favour. Mr. W. Baden Powell seconded. After long arguments on both sides—the motion was put and lost. Mr. W. Baden Powell proposed —I. That the The Autumn meeting of the R. C. C. which rule relating to canoe-yawls be amended so as to against the use of the sliding seat in the races of the club. We regret this decision, but trust that a sufficient number of the races may be thrown open to canoes fitted with this useful adjunct to sailing a canoe-yawl shall not exceed the present Y. R. A. was held on the 23rd ult, has again decided to give a fair test to it in this country. embody the following clause. rating of 0.5 found by ‘‘For racing purposes = of L.W.L. x sail a) accordance with Y.R.A. Rules, in 6,000 The certificate of such rating granted by the Y.R.A. or the Thames Boat Sailing Association 234 THE MODEIL-YACHTSMAN AND CANOEIST, (same rule) shall be deemed the Yawl’s rating, subject to verification by R.C.C. Committee if took prominent lead, and rounded bottom buoy first, followed by ‘ Bulrush,’ ‘Amethyst’ and necessary. ‘Argonaut.’ In reach up, these positions were maintained, and at end of first mile the times were: The L.W.L. length shall be marked at each end, and such marks shall be above water when the ¥Yawl is lying in smooth water in complete and usual Racing trim.” II.— (New Class) General Canoe. That the following dimensions constitute the class with such additicnal wording as may be necessary. ‘*Not over 16 feet long. Isalo_ 2 hrs, Argonaut Amethyst 2 hrs. 2 hrs. Bulrush 2 hrs. 48 min. 51 min, 35 secs. 49 min. 49 min, 50 secs, 25 secs. O secs. In the run down ‘Isalo’ gained on ‘Bulrush’ and the latter on ‘Amethyst’ and at end of second mile the times were: Not over 20 ins. in depth, deck to bottom of keel. Isalo 3 hrs. o min, 55 secs. Not over 36 inchesin beam. Not less than 27 inches beam. Not less than 15 inches in depth taken anywhere Argonaut 3 hrs. Amethyst 6 min. 50° secs. 3 brs, 5 min. 35 secs. Bulrush 3 hrs. 2 min. in middle third of length, No ballast outside (except centre-plates). Shall be fitted with two bulkheads not less than 4 feet apart. Well hatchway not less than goin, long by 15in. wide, and aft. 6in. of well flocr in length, shall be clear of C. B, case. Centre-plates shall be hcusable within the Canoe, and all spars shall be stowable within the Canoe. No other restrictions.” . JII.—In the event of No. HI being withdrawn or not passed. That Rule 29—Second class be altered by striking out the words—“and to be clinch built {plank edges “overlapping and forming lands).” No. I proposition was very ably argued by Mr. W. Baden Powell and seconded .by Mr. R. de Q. Quincey. After a long discussion the motion was put and carried almost unamiously. No. I] was put, and the Chairman, unable to decide the question whether the motion was lost or carried, referred it to another meeting, to be held before Christmas. Therefore No. HI was aiso deferred. — NORTHERN NOTES. NORTHERN CANOE CLUB CHALLENGE CUP. Presented by the Commodore (J. E. McPherson), members and friends of the club. The third attempt to sail for this cup was accompanied with success cn Saturday November 5th. The wind was S.W. and veered afterwards to W., strong at first, but afterwards light, with puffs at intervals. Four out of the six entries turned up, viz :—‘Isalo,’ R. W. McKenzie; ‘Argonaut,’ F. G. Smith; ‘Amethyst,’ Leonard McPherson, and ‘Bulrush,’ Ernest Hindhaugh. The commodore acted as judge and starter. The course was six miles, round buoys placed half a mile apart. The wind was on the quarter going down stream, and the reach up was close hauled. There was hardly a length’s difference in crossing the line which was at 2 hrs, 36 min. 45 secs. After the first 14 mile ‘Isalo’ In third mile ‘Bulrush’ gradually picked up and Secs. passed ‘Isalo,’ only to be passed again as the wind freshened by ‘Isalo’, the times were: Isalo 3 hrs. 20 min, Argonaut 3 hrs. Amethyst 3 hrs. 29 min. 15 secs, 23 min. 45 30 SECS, secs, Bulrush 3 hrs. 20 min. 50 secs. In fourth mile ‘Isalo’ gained again, and in finishing this lap, Bulrush,’ not allowing for lee-way, fouled the buoy, the times were: Isalo 3 hrs. Argonaut 3 hrs, Amethyst 3 brs. Bulrush 3 hrs. 42 min. 52 min. 30 Secs, 45 secs, 5 secs. 45 min. 43 min. TO secs. In fifth mile ‘Bulrush’ gradually over-hauled ‘Isalo,” and assumed the lead, at end of which the times. were : Isalo Argonaut Amethyst 4 hrs. 4 hrs. 4 hrs. I min. 20 SECs. 13 min, 3 min, IO secs. 5 secs. Bulrush 4 hrs. o min. I5 secs, In the sixth and final round ‘Bulrush’ again gained on ‘Isalo’ and finished an interesting race t min. 50 secs. ahead. Isalo 20 min. 4 hrs, 25 secs, Argonaut 4 hrs. 32 min, 20 SeCS. Amethyst 4 hrs. 24 min. 55 secs. Bulrush 18 min, 4 hrs, 35 Secs. On account of fouling the buoy in the fourth mile ‘Bulrush’ was disqualified, consequently the cup falls to ‘Isalo,’ ‘Amethyst’ claiming second place. ‘Argonaut’ third. The race was one of the best the club has held, and an improvement on last year’s cup race as regards number of canoes finishing, it was then won by ‘Wye’ (G. U. Laws) after a tough struggle The ‘Isalo’ is one of two sharpies with ‘Argonaut’. built this year by H. Finn & Sons, Isleworth, and differs from ‘Battledore’ noticeably in the rise of floor, the square bilge and perpendicular sides being above water line. She is 16ft. x 30in., has in. rocker for’ard, and 2in. aft, and was designed The ‘Bulrush’is 15ft. x 30in., by Mr. G. U. Laws. and is well known to B.C.A. campers with ex rear- THE MODEL-YACHTSMAN commodore R. M. Richardson as skipper, but has not appeared at the camp since Windermere. ‘Amethyst’ is same dimensions and was present this year at Carnarvon meet. The sail area was ; 75ft., sliding seats being used, as have been all this year in N.C.C. races. The time to complete the six miles was 1 hour 41 min. 50 secs. Last year’s time on same course was 1 hour 33 min. THe AUTUMN MEETING. The meeting of the club was held at Sayers Hotel, Newcastle, on Nov. 14th, when a satisfactory balance sheet was shown, and a vote of thanks passed to the retiring Hon. Sec.—Treas. Mr F. E. Hindhaugh. It was proposed and carried, that a race be held in advance of R.C.C. challenge cup race under R.C.C. rules to determine a represent- ative to compete for it next year. The following officers were elected for next year :—Commodore, J. E. McPherson, (re-elected); Vice-Commodere, R. M. Richardson, (re-elected); Captain, R. W. McKenzie; Mate, W. B. Ellis; AND CANOEIST. 235 {A letter from Mr. P. Nisbet which was received on the 26th ult. is unavoidably held over, owing to the pressure on our space, —ED. ] ANSWERS TO CORRESPONDENTS. _A.L.D. (Bray).—We expect to publish lines and deserip- tion of the ‘Vision’ in next month’s issue. S.B.S. (Dublin).—Should recommend you to try the old canoe sail you have on your 12 foot canoe and you can easily make a larger one if you find she will carry it. Dagger centreplate—see next month. CANOE-YAWL OR CANOE-YACHY. Concluded front Noventber, In the good old far off days of my youth, I owned something very like a large disreputable sort of canoe-yawl, certainly not a canoe-yacht.— she had been a whitebuit boat in Aer far off youth, In her I wandered about Thames and Medway, Swin and Swale, mostly alone, and always to the Hon. Sec., L. McPherson; Hon. Treas., F. smith; extreme astonishment of the solitary coastguards who now and then came alongside at Hole Haven, Official Measurer, W. C. le B. Foley (re-elected). Harty Ferry, or elsewhere. The annual 7-30 p.m. dinner followed the meeting at The commodore occupied the chair, and the rear-commodore the vice-chair, The N.C.C. challenge cup was presented to this year’s winner, R. W. McKenzie, by the commodore, and the Prucas Cup (two miles sail and paddle) to Ernest Hindhaugh. The rest of the evening was passed pleasantly with songs from various members and friends. GQorrespondeice. ‘VISION? AND ‘SPRUCE,’ THE Eviror, 7e Canoetse. Dear $12,—Both owners are such good sportsmen, and their matches so interesting having in view the type of craft, that neither wonld wish the facts to be stated otherwise than fairly. ‘spruce’ complains your reporter did not mention Torbay race in October report. There, the boats first met, the wind was extremely light and filuky, ‘Spruce’ went one tack, ‘Vision’ the other, both were becalmed for a long time, and the winner ‘Spruce’ was fortunately becalmed the least, but a race of this kind is of no possible value for ascertaining merits, all will admit. As to time however, there is opportunity for dispute. ‘Spruce’ says, ‘‘over halfan hour,” ‘Vision’ says “about eleven minutes” and she wants five minutes allowance out of that, I will not attempt to decide this point between them. As to the Exmouth matches, in the race ‘Spruce’ says she went aground, she did actually better than in the other race, and the touch on the ground must have been practically immaterial to the issue, for ‘Vision’ did not see ‘Spruce’ stop. The result 1s correctly given in October Cavoeist, and formsa line lo be taken by other boats that have met ‘Spruce’ and ‘Vision’ that must prove useful. Certainly the upshot of the four meetings of the boats is not in favor of ‘Spruce’ whatever else may be said of them. I therefore am content to leave ‘Spruce’s’ flag at the masthead, if he so wishes it. Yours truly, “*Your Reporter.” This “packet,” as the bawleymen called her, carried me two or three thousand miles during my ownership of her. Her first state with me, was the half decked state, with coamings—and a tent.— After one season she blossomed out into a “cabin,” built on to the coamings by myself at a very minimum of expense; and, by the aid of a “tip” from a sailor uncle, sported a new suit of sails, sprit mainsail, foresail, and mizen, (cost £3 10!) and in this guise she gave me for years, more solid, complete, and unadulterated happiness than falls to the lot of many more ambitious yachtsmen. It is true the cabin was only 3 feet high at most, and not more than 6 feet long, and not particularly beautiful. But, as a merciful providence has fashioned me on the 3 beam model, (and not much length at that,) I could eat, sleep, and rest in that small space, as comfortably as if it had been a good deal bigger, and manya score of happy nights have I spent on the old ‘ Dauntless,’ as she was somewhat boastfully named, (boys will be boys, you know,) listening to the weird far off cries of the sea birds quarrelling on Leigh Sands, and as the night tide ebbed, and gurgled and rippled along the lands of her hollow old clench built bows— the while I smoked the early, forbidden at home, surreptitious pipe of youth,—or cooked the succulent mussel, in a fearfully topheavy cylindrical paraffin stove, which also smoked in an undesired, but by no means surreptitious manner. And then, when the day’s work was done, everything made snug for the nigh, and the huge second-hand tin riding light hung up on the forestay, how trustfully and cheerfully I lay me down to sleep, on my one inch cork mattress, with a rug and an oil-skin coat as a coverlet, and a rolled up spare coat for pillow. THE 236 MODEL-YACHTSMAN AND CANOEIST. It is not too much to say that this boat made me what I am now, a confirmed, perhaps prejudiced, believer in the small sailing craft, as a school par excellence for the production of the geniune salt She was a little too large for the water cruiser. ‘present authorized type of canoe-yawl, which is fondly supposed to be able to win races, be carried about by a couple or three hands with her ballast out as easily as a big poitmanteau, be hauled up ; and down beaches, and over hedges and ditches in fact, do everything that a boat ought to do, except turn to windward in a dreeze, a real breeze, up or down Sea Reach, or any other reach, and afford a substantial shelter to her owner, dry and snug every night for a month, or three months, if the breeze lasted so long. No, shipmates! she was a /s¢é/e too deep, a “itfle too heavy, for she had a hundred weight or so outside and five or six in, and she was a /#¢¢/e more than a ‘s-rater, not much more anyway, but still, outside ‘the charmed circle; and halfa dozen good men couldn’t have lifted Aer over hedges and into hotel back yards, which was quite as well, for neither she nor her owner ever wanted to do these things. We had no desire to go to places that we couldn’t sail into and out of, and we should have looked slightingly upon the sailor, who, when the shades of evening fell, and tired and strained to death, with sitting cut to windward to keep his craft “on end,” besought the aid of the passing stranger to lift his “packet” up into a safe place for the night. Ne! the ‘Dauntless” wasn’t a racer either, but she would get as far to windward in a tide as a “stumpy” barge, and she would sail on her bottom as long as sail could be carried on her without the skipper projecting his lower half dead to windward, and she would let him walk about her tiny waterways to get the anchor, without rolling over and chucking him into the “drink,” as the waterman hath it. Yea, moreover, she could be rowed when the breezes came not out of the heavens,—but, alas! she could not be called an authorized CANOE-YAWL. But, for the work she was expected to do, she was not a bit too large, unless it was when we went up out of the tideway on the Medway, and towing had to be resorted to. At such times, and in such places, she was a bit heavy on the hands of an eighteen year old lad, and I am very decidedly of opinion that this suspicion of unweildyness when up amongst the bushes, kept her and her owner, to waters where there was more room for wind and wave, and thus madea keener salt water man of him, than if the temptations had been all the other way. Nevertheless, it was not seldom that the ‘Dauntless’ took up her position under the willows below Maidstone, where the attractions of a certain young lady, who now sits opposite me, and who has shared happily the last ten years of my life, added to the other inducements in the shape of good fishing and sketching, minimized my objections to towing and rowing 16 to 18 cwt. of boat, ballast and stores. All the same; if a man prefers the peaceful upriver work of either Thames or Medway, she 1s not the type of boat for him. I dare say the sharpie type is quite good enough for this sort of thing, and tents, as well as riverside hostelries, fitin with it. In fact, although my experience of the sharpie is of the smallest, it seems better for this kind of cruising than either the light displacement canoeyaw! of the round bottom sort, or even the Thames gig, if single-handed the owner goes. For the round bottom canoe-yawl, of 16 or 17ft. overall, with 4ft. 6in. beam, and 4 or 5 cwt. of ballast, is neither one thing nor the other. There is not much room on board of her, and she is not so stiff as the sharpie, nor so fast on the upper waters, whilst below bridge she is not powerful enough, nor roomy enough, nor dry enough, nor comfortable enough fora man to live on board entirely in bad weather, or even moderate weather, It is quite possible she will be as fast, or even faster in fine weather, than the heavier boat of tie ‘Dauntless’ type, but ina breeze when comfort, speed, and power, are things to be sighed for and enjoyed, what chance would she have either of getting where she was bound to, if the wind was ahead, or cf accommodating her owner in anything like the same manner as the more powerful and ? roomy boat It is not a question of expense, for «ne boat can be built very nearly as cheap as the other, if plain fittings keep pace with increase of displacement. The little ‘Wren’ (1889), though not a canoeyawl, (she might easily have been one, for ske came within the limits of depth, beam, and sail area, and had no outside ballast,) only cost, ready for sea, 4,38, and her fittings were gorgeousness itself compared with the ‘Dauntless.’ She had lead ballast something ‘beyond the dreams of avarice,” whenI owned that cruiser of blessed memory, beautiful copper riding light, a first-rate spirit stove, galvanized rigging, copper chain plates, &c., &c., and though smaller than need be for single hand work, did give a good deal of dry, roomy cabin space, as well as plenty of room for stores, and sailed remarkably well in a breeze, especially to windward. But it zea question of keeping a man a keen single-hander, such as I presume the canoe-yawl class is intended to foster. The surest way to “choke off” a promising cruising man of small means, but of large desires, is to put him in possession of a craft that will not keep his “togs” dry in a breeze, and that needs the nautical abilities ofa W.B.P. to work her successfully in anything like nasty weather. The average man nowadays has neither the ability, nor the knowledge THE MODEL-YACHTSMAN AND CANOKISI. 237 to successfully utilize a canoe-yawi of the ordinary one that a man can be comfortable in, and that will light round bottom type, nor has he the patience carry enough water and stores to last a whole week and time to learn to do it. Consequently after a season or two of struggles with refractory tents. dependent on shore assistance, and a series of wettings through, he either gives up canoe-yawling or goes in for real yachts, and becomes lost asa single-hander either way. To my mind, this isa deplorable thing, believing as I do, that single-handed work is one of the most invigorating exercises, both for mind and body, that a man can go in for, and, provided the craft is suitable, as safe or safer, and healthier than many other pastimes for men, that are nowadays constantly pressing their claims. When the canoe-yawl class was first without rep’enishment. These requirements can be well got in a boat of and from 14 to 16 cwt. not less than 5ft. beam, displacement, and 16 cr s7ft. lw. ‘Vo obtain sufficient room under deck and hatches, something more than 11 inches of draft must be conceded, if the freeboard is to be moderate é.e. not more than 18 or 20 inches. ‘Vherefore in fixing the dimensions of a cruising class, would it not be as well to say that the beam, draft, length, uisplacement, or ballast and sail area, should not be Zess than certain agreed upon measurements, of course, at the same time fixing limits introduced that may not be exceeded. Should this be done, and perhaps some allowance made to favor clench T hailed with delight a probable school for good cruisers, that it seemed to me the class would built craft, as being less expensive, and really better assuredly produce. fitted for rough work than carvel or ribbon carvel, But it soon became apparent that, when racing was the main object, and that racing carried on mainly up river, or at Hendon, couple with the limitation of sail area by overall length, cruising capabilities would be crushed out to make room for light displacement and midship sections of small area. Let me here say that racing qualifications and cruising requisites are incompatible, either in canoeyawls or small yachts. It will not be necessary to state why this is so, the readers of the Canveist are quite as capable of supplying the answer as I am. But there must be many men who would become keen and able cruisers, could they find companions and craft to help them. At present I fear that on Thames at least, the canoe-yawl in vogue, and for sale, are not such as are either fit, or safe, for the beginner to venture below bridge in. On the Humber, and on the Mersey, a suitable type is growing up. Is there any reason why the Thames, a better river in all respects for small cruisers, should be behind hand in this respect? Is it that the racing classes have grown too powerful? If it is so, and Iam inclined to think there is much in the idea, could not a class of crudsing canoe-yawls, cr “canoe-yachts,” be fostered, suitable for work in the lower reaches, and the coast as far as Harwich. In this district, camping on shore is out of the question, as it mostly is on tideways, therefore a boat possessing good accommodation for a single man and his kitis absolutely necessary, and, as the reaches are exposed and open, when wind is against tide, a very nasty short sea is soon raised, a boat of some power and ability is equally imperative. Again, landing is in many cases possible only at wide intervals, and except in the immediate neighbourhood of towns water and other stores are difficult to be obtained, and when got have often to be carried long distances. In short, the sort of canoe-yawl that would be most effective would be {though maybe not quite so fast}a cheap, useful, and sea-worthy class of canoe-yawl might be soon established, a class that could be rowed, sailed, and made little floating homes for week-end cruises or summer holidays. But, better than a class of boats, a class of mez would grow up—perhaps an improvement on the somewhat dilletante racing men of to-day who stirs home, and who must have hotel comforts, patent leather shoes, and spotless linen not far from and flannels, all very good things in their way, but not easily had in a cruising canoe-yawl. The man I should like to see filling the class is he who can haul, reef, and steer, who knows by heart the noble river he is privileged to sail on, who can splice, mend his sails, cook his meais, and get his craft in tune like a fiddle, and who, from one week’s end to another is content to live a simple healthy life afloat in his canoe-yawl, and lay up health, strength, and cheerfulness, against that enemy, old age, the lee of all of will come some be said: “ And who is surely creeping up under us, and against that time, which day, when to the strongest it shali there shall be no more sea.” CHERUB. A TAMAR TRIP. One day last September, having victualled our brace of Rob Roy canoes with the needful pork, tea, biscuits, and water, we sailed about 11 o’clock a.m. from the Great Western Docks, Plymouth, on a voyage to the Weir Head, on the river Tamar, and for exploration on the fresh water beyond that oint. . P The flood tide was just making, the wind was fair, and the sun was bright, as we ran through Fairstone Bay, and rounded Devils Point (about -and around which is usually a strong swirl or tide race) leaving beautiful Barn Pool, and the Garden 238 THE MODEL-YACHTSMAN AND CANOEIST. Battery in Lord Mount Edgcumbe’s Park, astern, and Cremyll Hard with its picturesque groups of bui dings on the port hand, and Admiral’s Hard, Stonehouse Pool, and London and South Western Quay to starboard. Ahead on the starboard bow is Mount Wise, on which are the offici:l residences of the Port Admiral and the General commanding the Western District, looking Lack over our taffrail we can see the Royal William Victualling Yard with its green copper roofed buildings, whilst on our purt bow is H.M.S. ‘“‘Impregnable” moored in the mouth of St John’s Lake, out ot which flows Millbrook Creek, and yet another to St. John’s, both worth exploration. But “Onward” must be our motto, so we pass H.M.S. “Swiftsure,” the Harbour Guardship, and Mutton Cove at the beginning of the Royal Devonport Dockyards to starboard, and Torpoint, with the Steam Ferry Bridge between there and New Passage, to port, and then we enter Rotton Row, noting many ships renowned in our Country’s Naval History, laid up in ordinary now, some afloat, some hauled alongside the various wharves and quays of the steam factory, the gun wharf, the graving docks of Keyham, the naval engineering college; and so on for nearly four miles we steer, between numerous evidences of England’s past and present maritime greatness. At the back of all this throbbing hive of busy work, rise soft and blue the “Tors” of Dartmoor, stretching away into hazy distances; anon, we pass on the starboard beam, the entrance to Camels Head Creek, at the head of which ts Weston Mill, a pretty little hamlet worth a visit, and now on the port hand beyond Torpoint, we open the “Lynher’ otherwise called the St. Germans River, and see Beggars Island and the woods of Antony to port, and to starboard looking up the Lynher river, is moored H.M.S. “Defiance,” the “Torpedo” school ship, with her fleet of small boats around her. Passing this river to port, the Saltash Viaduct carrying the Great Western Railway over the Tamar into Cornwall is well in view ahead, and for the centre arch we steer, first glancing at the Royal Naval Barracks, a fine pile of buildings, and Bull Point Government powder magazine, both to star- board, and I should mention here, that by the Dockyard Ports Regulation Act of 1865 and an Order in Council thereunder dated August 15th, 1890, every merchant or other private steam vessel when passing the powder magazine at Bull Point shall keep outside the red buoys off it, and when passing the powder ships, painted red, placed off Carew Point, shall pass on the east side of the red buoys abreast of those vessels. Carew Point is that on the port hand immediately before opening the mouth of the Lynher river. The regulations are strict and numerous regarding mooring and anchoring in the Hamoaze, through which we have now sailed quickly, far too quickly indeed, to note one tithe of the interesting sights that a more leisurely inspection would afford. ‘The tide was getting stronger, being the highest for the year and it took us along at a rare rate, past the Industrial Training Ship for boys ‘‘Mount Edgcumbe” moored just above the Saltash Bridge, and hereabouts and for some distance onwards the river widens out into a lake more than a mile across at high water, but at the time of our passage on the early flood our course is bounded by mud banks. Soon we see to starboard the entrance to Tamerton Folliott Creek, and just beyond, that to the river Tavy, both entrances being spanned by the South Western Railway Bridges. The Tavy, in its higher fresh water reaches is perhaps the most beautiful of Devonia’s streams, but not navigable even for canoes much above Buckland Abbey about four miles away, but up to this point on a flowing tide good sized barges can be sailed. Nearly. opposite the mouth of the Tavy on the port hand is Landulph Creek, which in its course branches to Botusfleming, locally called “Boflem,” and again to Moditonham, but bearing away to port, we pass Cargreen, a busy landing place for market day steamers, and nearly opposite on the starboard bank is Egypt and Liphil Creek, a little further, and we heave in sight of H Il’s Ho’e or Holis Hole, I know not which is correct, and from this village the river turns sharp to port, and getting arouud the next bend, Pentillie appears, this is the home of the Coryton family, most beautifully placed on a wood-crowned hill overlooking the river, onwards still, passing Mount Ararat and Crocadon Creek to port, we skirt high reeds wherein the coots and herons are rustling, and cows are standing near by in the marsh. Halton Quay comes next, and then Cothele Quay, and as the wind seemed dying away we landed and lunched, ere taking to the paddle. And perhaps a view of the Mansion of Cothele may be permitted, and lucky will be the voyager who obtains it, for it is an almost perfect specimen of a Tudor house, fully fitted and found exactly as in olden time, with furniture, rare armour, and old china, and is at the present day occasionally inhabited by its owner the Earl of Mount Edgcumbe and his family. The house is close to the quay but not visible, us the height on which it is built is covered with magnificent oaks and Spanish chesnuts, which hide the approach. Waving our wooden sails we reach Calstock, a populous trading village with numerous wharves and quays, alongside which many coasting vessels of large size and barges are moored, but ere approaching these we must note the pretty valley of Tanescombe, and the Ashburten Hotel, a comfortable and picturesque hostelry on the higher bank, from the verandah of which a lovely view of the winding Tamar can be obtained. Running up THE MODEL-YACHTSMAN through Calstock about one mile, on the starboard hand we reach New Quay, and a little further on Morwellham Qu.y, and here is the outlet ofa canal that flows from Tavistock. This water way, long disused, runs through nearly two miles of tunnel, and one of our canoeists on this cruise, ‘could a tale unfold” of horrors, and dangers met and overcome in successfully navigating this underground passage some summers ago. was this same trip, and And no childs play we would not advise an adventurer to lightly undertake an exploration of its broken down and cavernous darkness for it is dangerous now. And soon we heave in sight of the magnificent Morwell Rocks, rising sheer from the bed of the river to a height of over 300 feet, and clad in places with luxuriant foliage, the home of hundreds of blue pigeons and a pair of ravens. The river narrows considerably just here and makes a sharp and sudden bend to the left and after negotiating another wooded turn or two we sight the Weir Head. A lock gate to port leads to a short canal, through which barges pass to reach the fresh water river above the Weir. The Weir is a ledge of rocks stretching from bank to bank and the fresh water tumbles and foams over a fall of four or five feet. The scene hereabouts is very lovely, the Weir keepers cottage is built on an island formed by the canal on the port side and the Tamar above and below the Weir, Gunnislake village rises in steps up the hill side to port, and woods of diversified growth and tints, clothe the lofty rocks to starboard. Through these woods an old tramway runs from Devon Great Consols Mine along the bank of the river to Morwellham. As we enter fresh water, ahead we see the quaint New Bridge carrying the coach road from Tavistock to Callington over the river. We decided to work upwards so we portaged the canoes around the cana! and lock gates, and launched in the fresh water above the entrance to the canal, it was getting dark when we got afloat, but the full moon soon came out, and we had a gorgeous supper in the woods beyond New Bridge on the starboard bank, using a “service” canteen which is fry pan, kettle and plate combined, but the concern only reaches the ideal of the War Office, and certainly not that of the canoeist of the B.C.A. However we pitched camp and slept soundly to the music of the roaring Weir and the sough of the pines overhead. Before “dousing the glim” I must astern a bit, and point out as a landmark Calstock Church on the hill above its village, and observe that to the Weir Head from Calstock, it is but a walk of little more than a mile taking the road by the church, whilst the voyage by river is nearly seven miles, so much does the Tamar wind and turn back upon itself so to say. And yet a little further astern, near Cotheie upon a rock rising abruptly from the river, is a small chapel, and upon AND CANOEIST. 239 a tablet’on the wall inside is an account of its foundation which reads with an old world flavour “Sir Richard Edgcumbe the elder was driven to hide himself in these his thick woods which over- look the river at that time being suspect of favoring the Earl of Richmonds party against King Richard the third, he was hotly pursued and narrowly searched for, which extremity taught him a sudden policy to put a stone in same into the water, bis c:p and tumble the whilst these Rangers were fast at his heels, who looking down after the noise and seeing his cap swimming supposed that he had desperately drowned himself, gave over thei: further hunting and left him at liberty to shift away and ship to Brittany; for a grateful remembrance of which delivery, he afterward builded in the place of his lurking this chapel.” As I reckon we have sailed and paddled and yarned altogether over some 24 miles to our camp we have fairly earned our rest. The next day brought some rain, but we managed a sumptuous breakfast of pig and eggs, and striking camp paddled on to the first rapid, here we unshipped all spare gear and “cached” in the alders, this rapid looked ‘‘fishy” so putting up a ‘‘silver doctor” one of the party tried every inch, but “nary” fish rose, then we dragged over the rapid, not a difficult job and paddled past a beautiful little islan:, covered with Osmundi ferns and willows, and soon after this was passed the character of the river changed entirely, rushing now over huge boulders, among which we laboured, shooting up under the backwater of one, and struggling to the next, until we could go no further, in this manner. So paddling to bank, we made another ‘‘cache” for the heaviest of the canoes amongst more alder bushes, and shouldering the other we marched through rushes and grass to the end of the meadow on the starboard hand. There we found a small canal, or leat, which eventually we discovered turning the overshot wheels belonging to the Devon Great Cunsols Mine. We got over the bank and into the stream then one towed and t ’ther steered, the leat was arched over with trees and the sun by this time having broken through the rain clouds, flickered pleasantly on the water. We came across a prehistoric boat, she had no bottom and was half buried and wholly forgotten. Negotiating a bridge or two and a water gate, we at last emerged into the main river just above the third Weir, and we then found the stream quite navigable for canoes. Both getting aboard with ‘Sam’ our terrier on the taffrail, we coasted along under the bushes, startling numerous coots, and a pair of kingfishers which flew just ahead of usfor a long way, a paddle of a mile or so brought us toa stretch of shallows, so we landed to explore and walked along the bank through orchards and cernfields, but found the river not navigable unless in 240 THE MODEL-YACHTSMAN ANI] CANOEIST. spate, when six inches greater depth would probably enable the passage to be made up to Launceston, especially as there is a nice stretch of deep water along un ler the Duke of Bedford’s cottage called Oo WO through North Cornwall to Bude Haven, or by a branch of the same canal up to Holsworthy. However we have not space in this paper to explore further than Newton where we have now reached, so we must turn down stream, and soon after in making a portage, five or six colts, curious at the strange procession crossing their meadow, began to escort us, and on putting the canoe down for a spell, one playful young filly took the painter in her mouth, and somehow got it twisted round her jaws, when becoming frightened off she bolted with the canoe, luckily the painter was not sound, and it parted. We then found the other canoe safe and sound, and started our homeward passage down the rapids, standing up to see the deepest water, shooting between boulders, with bare room for the canoe to pass ; so we dropped down to Weir Head. On the next morning, we got afloat on salt water about seven o’clock, onthe first of the ebb, and carried it down to Halton Quay. The wind was strong from the south west, and brought a’ong a good west country drizzle, but we got shelter in a kind of quarry arched over with trees, here we lit a fire, sketched, fed, slept, and were cosy enough, until the evening tide began ta ebb wken sailing river scenes, but nevertheless possessing a charm all its own, and if the exploration were pursued to Bude or Holsworthy by the canal as I suggest, I believe the canoeist would have performed a trip unique in the annals of canoeing. F. C. Lang, R.S.W.Y.C. and B.C.A. G@xchanoe & Zale Golan. CANOE-YAWL, ‘Ethel’ type, 12ft. 6in. by 4ft., good cruiser and in perfect condition, mahogany deck, bafter rig (new this season) also storm lug with short mast, hatches to cover well and lock up, rowing seat fits on C.B. case, ‘anchor, lead ballast.—To be sold cheap: H. T. Garnham, 36, Colbourg Street, Plymouth. MIDDLETON’s Yacut Booxs.—‘‘ Choice Winning Proportions for Racing Yachts,” §s., contains 67 examples. ‘Cruise of the Kate,” 6s. 8d., or ‘‘ How to defend England ” contains 16 splendid flyers. ‘‘ Sail Tons,” 2s. 6d. ** Cubic Yacht Measurement,” 3s. 6d.— MIDDLETON, Cosy Nook, Eastwood, Essex. oo cr +2 © 6 _ a3 so ¢ o & fe | nS °o ae = I [AD Dye MODEL STEAM-ENGINES, Cylinders, Pumps, Guages, Safety Valves, and all the Separate Parts. FIRST-CLASS WORKMANSHIP. MODEL YASHTSs* STEAMBOATS Blocks, Deadeyes, Wheels, Skylights, Flags, Stanchions, Companions, &c. Lists Free. Fittings for Model Ships. MODELS MADE TO SCALE. STEVENS MODEL DOGKYARD, Established 1843. 22, ALDGATE, LONDON. SEND 3¢. FOR ILLUSTRATED CATALOGUE, 100 ENGRAVINGS. 30 % Cheaper than any House in London. “MODEL q DOCKYARD.’ FITTINGS OF EVERY DESCRIPTION: FOR MODEL YAGHTS. CANOE & YACHT BLOCKS, a From 4” to 24” (single or double). 2 once more, we made a fine land fall at the G. W. b-cks about 1o o’clock. So endeth the brief record of a pleasant three day expedition, passed amidst varied scenery, all of a kind that most canoeists will recognise as similar to other English MR Co B 2 Po Endsleigh. Should any enterprising canoeist reach Launceston, a short portage would place him and his craft on the Bude and Launceston canal at its terminus at Druxton, and thence the voyager would by arrangement with the secretary of the canal at Bude have a fine continuation of his cruise 2 > ao > | FRICE LISTS FREE, Ml [BALL ROSW | i aT ae poeeo® | a STRIPED SAIL CLOTH: Both 36 inches wide. he : per yd. Na. 1…Stripes 3fin. apart…74d, im a / ee ca ~ T$6tin! Postage extra. Ge ap EA, Cash with order, Silk Ensigns Racing & Club Flags, from 24d. to 1s. each, HITCHEN & SQUIRE, Flag and Banner Makers, Bazaar Fitters, and Public Decorators and minators, 36, South Castle Street, Liverpool Exhibition, 1&0. LIVERPOOL. GOLD MEDAL. JOHN J.J ACKSON, SAIL MAKER, NORTHWICH, Cheshire, MANUFACTURER of SAILS for YACHTS, BOATS, CANOES, &. CANOH SAILS A SPECIALITY. TENTS OF EVERY DESCRIPTION MADE TO ORDER. Maker of sails for Canoe’s “Nautilus,” “Charm,” “Whizz,” “Stella” and ‘Birdie.’ And for Yacht’s “Ira,” “Ina,” “Chieftain,” “Pearl and many others.