The Model Yachtsman and Canoeist: Volume 10, Issue 1 – January 1893

SH -achtsr an & A Monthly Journal of Model Yacht Construction, Fitting and Sailing; Canoeing News, Doings of the Clubs; Yachting Items; Correspondence; Sale and Exchange; &c Vol. X.—No. 1. JANUARY, All Communications (except Canoeing) must be addressed “THe Eprror of The Model- Vachtsman, Talbot House, Hessle Road, Hull,” CANOEING Communications must be addressed any bookseller, or will be sent on application to the Pub- lishers, on the followmg terms :— Post-free to any part of the United Kingdom, Europe or America…… paid in advance…… 3/6 per annum, Jed, or id. stamps may be sent in payment. N.B.—In sending for single copies, 314d. in stamps must be enclosed to cover postage. THOMAS GRassAM, 161 & 162, High Street. 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!—All subscriptions must be sent by Post Office Orders, payable to THos. GRASSAM, HULL ; or, 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 AZodel- Yachtsman’ accepted. will no? for the future be ADVERTISE IN THE “MY&Q” Gditorial ALL communications Lotes. 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. and are pleased to chronicle the fact that it has encouraging, and we tender our best thanks for THE MODEL-YACHTSMAN & CANOEIST E. MARLBOROUGH & Co, SHORT space is at our disposal this time for comment on the past year, suffice it then to say that we have done our little best for the sport friends, the years work has been pleasant and is published on the 1st of each month, and can be had of LONDON: Price 3d., Post-free pad. not gone backward nor has our journal lost its “THE Epiror of The Canoeist, Elim Lodge, Hornsga, Hull, or, 161 & 162, High Street, Hull.” fiuLL: 1893. the support and assistance received as well as assure all readers that their help as contributors and subseribers is much appreciated. Our sincere greeting and best wishes for the coming year we hope all our friends will accept. —o-— Desientine Comprtirion.—We hope all our amateur readers who are capable of wielding the pencil and the drawing pen will send in a design for a 10-rater. It should produce a more interest- ing crop of drawings than any previous lot because at the present time the rating rule is passing through the ordeal of fierce criticism. It is said to be a rule that produces a dangerous type and one that is unfit for model yachts. If our talented amateurs only exert themselves, they will be able to show what can be done under the rule. Models have to be capable of keeping a true course, and they have to encounter in proportion to their size as boisterous weather as seagoing vessels. On the suggestion of the Commodore, Mr. J. Hall, the Manchester club has voted £1, towards our designing competiticn, for which we tender our best thanks. We have been compelled in face of the uncertainty of the measurement question, to alter the conditions of our designing competition, and venture to think our subscribers will agree with the change, especially as several intending competitors have mentioned that a 10 rating model would be no inducement for them to compete under present circumstances. — C)—_ MrasuremEentT.—Mr Albert Strange of Scarbro has propounded a scheme of measurement in the field of December 17th, and has written us on the same subject. Starting from the premise that a 5 beam boat is the typical craft required he proposes to take that asa standard, say 40 x 8 THE MODEL-YACHTSMAN for a 10-tonner and from this a designer may have inches of length by sacrificing half inches of beam, or to get a broader boat may have half inches of beain by sacrificing inches of length, thus to get a longer boat than 40 x 8, the designer may have 41 x 74, 42 x 7 and so on, or to get a broader boat than 40 x 8 the designer may have 39 x 84 or 88×9 &e. The Meld does not favor the proposition, tearing that large sail plans would prevail under it. Whether this would be the case with yachts, we are not prepared to say, certainly they would be larger than under the L. & 8. A. rule, and as a 41 x 74 10-tonner would be a more powerful boat than the 414 x 74 under the 1730 rule, it is a certainty that large sail plans would be used for models, especially in those clubs which make windward work their most prominent aim. The 40 x 8 boat would also be more powerful than the present 38% x 8 moderate models, in clubs that do alot of reaching work, and would at once outclass them. The Zie/d suggests that a 44 beam boat would make a better standard and we think so too. But what we gather from the foregoing is that ii we can arrive at the typical relation of beam to length, it is our duty to adopt it in such classes as would make for good sport. Say then that 40in. is long enough for inter-club matches, where portage and travelling is such an important item, that 44 beams would make an excellent boat, and this is perhaps unquestionable, there ouly remains the displacement element to dispose of, and this could be regulated by a sail allowance of the square of the l.w.l. The class would then be, say 40 x 9, (if we abolish fractions,) with a sail allowance of 1600 square inches. This comes out a little over 10 rating by L. & 8. A. but as no more length than 40 inches would be allowed and as no more sail area would be granted to shorter boats, there would be no temptation to depart from a healthy boat of moderate weight. Boats of this type would kill the long narrow craft if sailed in competition except in the lightest weather, and we venture to think all existing 10-tonners might be allowed to compete in the class for one year after its adoption. Before adopting a new rule, however, a year’s notice should be given, —_Q— AMERICAN M.Y.C.—The last regatta of this club was sailed on election day, and the political fever had its effect upon the entries. The matches were sailed in boisterous weather over a triangular course. In the first class ‘Marguerite’ won, second class ‘Comet’ won through the disablement of ‘Mary 8’ the fastest yacht, third class ‘Electra’ won easily. AND CANOEIST In ‘Phyllis’ letter last month, the last paragraph but one is a quotation from the Boys Own Paper, the concluding word of which is a free and fanciful outcome of the genius of one of our compositors. The word should be modelyachtiensis. In the same letter Mr. T. 8. Downey is set up as Mr. T. 5. Donney. —O— We have been favored with a letter from New Zealand on model yachting affairs, which we shall deal with next month. —O— WE regret to hear that the Leeds County Council have rejected the proposal to make a lake on Woodhouse Moor, so the hopes of the gallant litile band that composes the Leeds olub are once more dispersed. —O-— We publish two contributions this month on finding Centre of Effort of sails &c, These have been held over for want of space, but will perhaps be useful during the coming winter. —_—O— WE shall feel obliged if Hon. Secs. will send us notification of any changes or corrections for our club register, as soon as the annual meetings are over. The fee for constant publication is 5/- per annum, the amount derived from this source being devoted to upholding our journal. AMATEUR DESIGNING FOR DEFINITION COMPETITION 10-RATERS. OF AN 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 TO DATE. £ s d 0 1 1 H. W. Ridsdale, Hamble Editor M. Y.&C. Oo 10 6 Albert Strange 0 10 6 10 6 0 Serpentine M.Y.C. 10 6 0 James Munn, C.M.Y.C. Red and Green 0 10 6 Two Members Scarbro Club 0 6 O Kingston M.Y.C. 0 5 0O Manchester M.Y.C. 1 O 0 Rures.—EHach design must be marked with a motto, the name or residence of the designer must not appear on the design, these must be sent in a sealed envelope along with the designs to the Editor, Thos. A. Bruce, Talbot House, Hessle Road, Hull. The services of @ competent judge will be secured and the envelopes will not be opened until his award is given. ne THE MODEL-YACHTSMAN Our amateur designers can now set about their | task of designing a 10-rater. The rule being length on 1.w.t. multiplied by sail area in square 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 31st, 1893. If a 10-rating class is not adopted by the model yachting community, the winner of the first prize may have a model built to any rule, or may choose any suitable object as a prize that the money will purchase, such object will have to be suitable to commemorate the winning of the prize, and meet with the approval of the Editor. The reason we are making this departure is, that it would be unfair to saddle the winner with a white elephant in the shape of a 10-rating model if no such class is in existence. Our list now totals up to £5-3-6, which we propose to divide as follows :-——First prize, value £3-3-0. Second prize, value 30/-. Third prize, value 13/6. Fourth prize, a water color picture presented by T. H. Bruce. MEASUREMENT. The eternal measurement question crops up every winter, as the experience gained during the sailing season always furnishes matter for discussion as to the qualities of our models, and the possibility of improving them. It is perhaps as acute just now has it ever as been, because the Y.R.A. has just had the matter of yacht measurement under consideration, and after taking the opinions of experts as published in our last issue, (see Mr. Munn’s letter), the Y.R.A. have arrived at the decision to continue the present L. & 8. A. rule with some slight modifications in the manner of taking the sail measurement, &c., in the smaller classes. The experts expressed a fear that dangerous boats may be designed for the large classes,as the man with the long purse may not be deterred from experimenting in the shallow fin keel type that has won its way to the front amongst the smal]! fry. This fear may possibly be realised, but as big boats have to ‘ fight with big seas we think that designers niust as heretofore reserve a considerable margin of safety in whatever direction they go. Boats adapt themselves by a process of evolution to the work they have to do, and as progress continues to run, fin keels, bulb keels and other contrivances for lowering the ballast without increasing the surface friction, will be resorted to AND CANOEIST unless a direct veto from the Y.R.A. comes to stop them. They would have found their way into use under the 1730 rule in time just the same as they have under the present rule. Everybody that is at all conversant with yachting knows what is wanted but nobody has the courage fo say so. They know what is wanted in canoeing and they do say so. They limit the length and the breadth and the depth for each class, It is well known in yachting that a 44 beam boat would make a cornfortable safe seaworthy and fast type, and it is equally well known in model-yachting that a boat of similar dimensions is the type that is wanted, but yachtsmen and model-yachtsmen are all beating the air and chasing shadows, with the notion in their heads that they can find a formula to bring about this result. Let them beat, and let them chase, until the final cataclysm when yachts shall be shivered amidst the universal ruin, no formula of 3 elements will produce what is wanted, that is a stationary type. A rule cannot be a good rule unless it produces a good boat and if there is such a thing as a good type every boat in a class must approximate to it. Some people would say that this would be the sane as one class one design, but this would not be true until the most perfect design was found out and who could say when it was found out, so long as there was time to try another. We all know that a 44 beam boat can be driven with a moderate and reasonable sail plan that is a very important virtue. A 44 beam boat does not require a big displacement, nor an excessive depth. It would not pay to build her with shallow body, excessive freeboard or excessive draught, she would have beam enough to enable her to steer well and to give good stability and stiffness under canvas. In fact, she would be the happy medium in all things. If model-yachtsmen do not care for the L. & 8. A. rule they have in the 44 beam boat, the simplest rule with the most certain and the best result that we know of, and if any change is to be made they might as well adopt something that is definite, the outeome of which they can see, as run after formulas, the result of which will be a matter of disputed speculation before adoption, and absolute uncertainty for the future. Doings of the Chrbs. Reports for publication must be legibly written, on one side of the paper oz/y, and forwarded to the Eprror not later than the zoth of each month, to ensure insertion in the following issue. Scarboro’ M. ¥.C-—On Saturday, Oct. 22nd, after months of disappointment and delay—first THE MODEL-YACHTSMAN and the club began its programme of matches, and although late in the season hopes to be able to sail off the more important fixtures. The upper reach of the Mere used exclusively by the club (saving its most abominable approaches and pathways) is now in excellent condition with a uniform depth at the bank edges, so that heavy displacement models can be started straight away, thus avoiding the nuisance of wading out to float them. These improvements and others mentioned earlier on this year are due to the expenditure of cash and musele by the members, for they have long ceased after several seasons of waiting and expectation to place any faith on Corporation promises, and find the promptest way to attain their wants which have never been unreasonable and to keep the sport thriving, is to help themselves. The match was for 20-tonners, prize a picture presented by the Commodore, A. Strange, Hsq., with second and third prizes from entrance fees. Hight vachts entered, and the contest was conducted on the Tournament system. The heats were keenly fought out and lasted exactly 2hours. At the start some uncertainty prevailed as to the proper amount of canvas to be set, the weather looking very uncertain, ‘The cautious ones all set second suits, whilst others gave their craft all they could carry, and trusted to the wind to lighten which it did. In consequenee of this they had a very considerable pull over their opponents, and only the ‘Florrie’ of the undercanvassed lot came in for a prize. The scores were as follows :— ‘Mary’ ‘Daisy’ ‘Florrie’ ‘Mayflower’ ‘Ivy’ ‘Victory’ ‘Rover’ ‘Vallotta’ Mr. Y. Frank cut. 48 x 10 winner 6 s ©. Grant 3 48h x 10 second § » RK. Andrew ,, 46 x rod BSdis. third 4 ,, » » »» »» D. E. H. R. Maynard Benton Benton Cole Luccock ,, ,, ,, » 48 48 45 46 ketch 4g x x x x 104 34 bal. Io Ir 29 bal. 10% 37 dis. x Io 4 4 3 2 re) ‘Vallotta’ it should be said was sadly handicapped by her zig. Had there been a fresh breeze there is little doubt she would have been in with the rest as she is aclipperonareach, On Saturday, Oct. 29th, the club sailed a 10-ton match for a valuable water colour drawing, kindly presented to the members by Mr. Nelson Dawson, R.B.A. There was wind enough to ‘‘blow the legs off an iron pot” and a good many accidents in the shape of broken spars and torn sails took place. In fact only three or four of the boats out of the large entry of 14 had canvas sufficiently small for the day, and it looked any odds on them. The first heat included the following boats :— ‘Annie’ ‘Alice’ ‘Erratic’ Mr. Frank »» Laccock » E. Bolder lugger. cutter. . 384 x 8 42 x7 384 x § CANOEIST. ‘Florence’ ‘Freedom’ from weeds, then from want of wind and finally from no water or next to none, the Mere rose to more than its normal level, AND ‘Arrow’ ‘Julia’ ‘Eisie’ ‘No Name’ » » 3» ». »» », Grant Andrew Maynard 384 x 8x 20 bal, i » ” » Strange Donkin Knight 384 x 8 x 25 dis. a2 x 7x 16hal, 37 x 8 x 23 dis. » ‘Terror’ ‘Snowdrop’ », ,, Robson G. Bolder ” ” ‘Sprite’ » E. Benton lugger. *Ida’ ‘Pearl’ »» » 384 x § 42 x% 7x 2r bal. ” Laycock H. Benton 36 cutter, 42 x gx 23 bal. x 7×20 ,, The winners were ‘Annie,’ ‘Erratic,’ ‘Freedom,’ ‘Elsie,’ ‘Terror,’ Snowdrop,’ ‘Sprite.’ The next heat further reduced the craft competing to ‘Erratic, ‘Elsie,’ ‘Snowdrop.’ ‘Sprite’ being odd boat had to draw one of the beaten boats to compete with—and drawing ‘Annie’—was to the astonishment of all beaten by her. ‘Sprite’ hitherto having been booked as the winner barring accidents. Just now one of those lucky chances happened. The wind lightened up for a brief space and in the “twinkling of a marlin spike” in spite of a ‘run off’ or two ‘Annie’ despatched both ‘Hrratic’ and ‘Snowdrop,’ and secured the picture-—this being the second work of art her owner has gained in a fortnight and another triumph gained by the lugger rig in hard weather. A little less wind next time will be acceptable to some of the members who own light displacement craft. The present large accumulation of mud and water doing duty for a path round the Mere did not prevent a good number of spectators from witnessing the 20-ton match sailed for on Saturday, Nov. Sth, for a silver challenge cup presented by His Worship the Mayor (Lieut. Colonel Steble,) although comfort for pedestrians was out of the question under the circumstances. A smart breeze and a good muster of boats was however some compensation, andasthe heats were keenly contested, the finishes in many instances being remarkably close, often only a matter of inches, interest was maintained until darkness set in. There were some doubts as to the proper amount of canvas to set, as the wind was very puffy, and some owners changed suits in the middle of the race, a risky proceeding generally, but which proved to pay in this instance. The ‘Victory’ well sailed under a small second suit was like her namesake unconquerable and won every heat whilst ‘Mayflower’ showed something like her old form. The following were the entries and points gained: ‘Victory’ Myr. H. Benton » ‘Mayflower’ 5», ‘Rover’ », ‘Florrie’ 5, ‘Daisy’ », *Dollie’ ‘Mary’ yy »» Ivy’ ‘Yorkshire Lass’, *Vallotta’ Maynard KR. Cole Andrew Grant Strange Frank E. Benton Knight Luccock 45 48 46 46 484 454 48 48 48 48 x II x 104 x Ios x lod x 10 x Qf x 10 x10 x Ios x10 cutter. ” ” ” ” ” 3 ketch. 9 7 5 5 4 4 4 3 3 1 The match was sailed on the Tournament system THE MODELYACHTSMAN AND CANOKIST. that the boats that were rather over-canvassed at the beginning of the afternoon reaped the ‘Gladys’ ‘Falcon’ Mr. Greenhill Capt. Methven 494 in. 40 _,, ‘Sybil’ ‘Arethusa’ Mr. Tylee Mr. Hawkins 43 45 ,, ,, reward of their pluck in the end and easily polished off their adversaries who were more cautiously sailed. Saturday, Nov. 12th, though ‘Nyleptha’ Mr. P. Tatchell 45 ,, and lasted two hours and a halt, the wind falling very light during the latter half of the race, so gloomy was sufficiently fine to enable the club to sail off its match for 10-tonners for the silver cup presented by Mr. Spyer. There was a large and excited muster of members at the boat-house reminding one of the old days when there were more boats and men than the place would hold. A light tricky breeze from the 5.8.W. caused everyone to rummage out big suits long since put away, and at the call of time a capital entry of 14 craft made matters rather heavy for the starter. At last when all off, carrying every stitch of muslin available, the natch presented some very pretty pictures, as the white sails of the models were relieved against the grey background of Oliver’s Mount. Amongst the fourteen models at the starting flag were some of the handsomest, as well as the very latest type of models to be seen on any water. The great variety of rig and shape of hull, says much for the inventive genius and originality of the members, and it seems that nothing is left untried to secure success. The new boats on the whole did well but the score of the ‘Sprite’ a vessel of homely form and simple rig, moreover one of the earliest of the boats built for the club matches, proves that something more than mere beauty of hull and rig is needed to secure success. In one of the heats the ‘Sprite’ defeated the Commodore’s ‘Cupid’ the design for which secured the prize open to all England, and which is certainly not surpassed in beauty cf form by any model in the club. But beauty availed not on this occasion and the ‘Sprite’ was the faster by some match on the whole was a great ‘Snowdrop,’ ‘Florence’ and ‘Sprite’ notches,’ the rest close behind as by the score :— ‘Sprite’ ‘Snowdrop’ ‘Florence’ ‘Susan’ ‘Terror’ Mr. E. Benton » >> » ss G. Bolder Grant lugger cutter yards. The success, the making ‘“‘top will be seen 36 42 xg x7 6 6 Knight Robson ss » 4 384 x 8 6 a 5 384 x 8 384 x 8 5 5 ‘Arrow’ 3» Maynard 42 x7 ‘Cupid’ », Strange 44 x67 5 ‘Secret’ » Paterson 36 x9 4 38 x8 4 ‘Ida’ »» Laycock ” ‘Annie’ ‘Pearl’ » » Frank 4H. Benton . ” *Freedom’ » Andrew ” ‘Albatross’ ‘Erratic’ » » Cole E. Belder M ” 385 x 8 42 x7 4 4 384 x 8 3 39 x 73K 384 x 8 3 3 London M.Y.C.—On 20th October, six 165raters started in a light W. breeze, which gradually almost died out. The competitors were: ‘Irene’ Mr. Brandram Lew. ” » – ” 424 ,, » All were Bermudian yawls except ‘Falcon’ which is an Hinglish cutter. ‘Gladys’ and ‘Valcon’ took the lead with ‘Sybil’ gradually coming up bub ‘Falcon’ fell away in the light airs and eventually passed her. ‘Sybil’ The large displacement boats had not enough wind. ‘The finish was :— Ist ‘Gladys’ 21; Qnd ‘Sybil? 15; 3rd ‘Arethusa’ 12; 4th ‘Falcon’ 11; ‘Irene’ 11; Sth ‘Nyleptha’ 0). Highest possible score 25. The course was a beat to windward and a dead run. On 27th October, five of the same 15-raters competed in a Southerly breeze, variable and gusty, though falling light at times aud giving a reach both ways. Only ‘Irene’ and ‘Arethusa’ did any good in the reaching and flukey was :—Ist ‘Irene’ 14; wind and the finish 2nd ‘Arethusa’ 10; 38rd ‘Balcon 6; ‘Gladys’ 6; 5th ‘Aleestis’ 4. On Noy. 3rd, three 15-raters only, started. Owing to the early hour at which we have to commence, and the absence of some members, entries have lately very much fallen off, to what they were in the early part of the summer, when we regularly had 8 or 10. All 3 started together, old style, and ‘Falcon’ and ‘Alcestis’ scored very evenly for some time. Then ‘Faleon’ drew ahead and the finish was: ‘Falcon’ 24; ‘Alcestis’ 17 ; ‘Arethusa’ 7. Wind W. fresh at finish, a run out and a beat home, November 10th, the match could not be sailed owing to fog. Nov. 17th, the 10-ton match as usual did not fill, so the following 15-raters sailed a 2/6 sweepstakes. ‘Aleestis’ (Mr. Collyer) ‘Arethusa,’ ‘Falcon’ and ‘Gladys’ (rigged as a lugger) Wind Northerly, light, and trying the capabilities of the masters very much. sailing Scoring was very even and the finish was: ‘Arethusa’ 14; ‘Gladys’ 12; ‘Falcon’ 12; ‘Alcestis’ 10. November 24th, the last match of the year, 4 filteens started, viz: ‘Arethusa,’ ‘Kathleen’ (Mr. W. W. Greenhill) ‘Aleestis’ and ‘Gladys’ (lug). Wind W. hght, a run and a beat. Most carried spinnakers running, and jib-topsails coming to windward. The ecard had to be sailed twice over, and at the end of the Ist round ‘Gladys’ had established a formidable lead, having won every passage, but the 2nd round, ‘Alcestis,’ sailing in very good form and’ having also the worst of the luck, reduced her lead so that at the finish only 3 points separated them. There was not enough ~ wind for ‘Arethusa’ and ‘Kathleen.’ Score :— 1 ‘Gladys’ 24; 2 ‘Alcestis’ 21; 3 ‘Arethusa’ 11; 4 ‘Kathleen’ 4. This match finished the year’s sailing, and on the whole it has been disappoint- MODEL-YACHTSMAN AND CANOBIST 6 What with weeds on pond, want of wind, ing. fogs, and scarcity of entries, no less than 8 matches fell through, while two attempts to bring off the race for the B. yawl ‘Gulnare’ so kindly presented by Mr. E. R. Tatchell, resulted in It has therefore been postponed till failure. next spring. ‘The ‘Figure of Merit” competition (Ist prize £5 5 0 presented by Mr. Calvert Soulmire) has been keenly contested, but was won rather easily by Mr. Tatchell’s B. cutter ‘Undine’ with an average of 61 of the highest possible score. She is a new boat this year, built and designed by Mr. Tatchell, 45in. l.w.L, beam about 1llitin., and very much cut away forward : displacement (about) 32 lbs., and very fast, especially in light winds, but requires The 2nd prize was taken by careful handling. ‘Gladys’ (B. yawl) with an average of 56. ‘Gladys’ was built by her owner in 1887 from Mr. Tatchell’s design, and has throughout her career been a very successfull boat. Sheis 4231n. lew.l., beam 9°21n., displacement 29 Ibs., and is a very good all round boat. 3rd prize was taken by Mr. B. J. Coilyer’s ‘Alcestis’ (B. yawl), built Average per start and designed by her owner. 52. She is also a rather narrow boat 434 in. by 93 in., displacement 29lbs., and is a very fast boat in all weathers. 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 Eptror, SAIL TONS! Tue Eviror, Zhe Méodel- Yachisman. DEAR 5S1R,-—-In reply to Mr. Strange, I have to point out that he isa singularly perverse person, and his perversity arises from, either his unwillingness or his inability to understand the:working of my formula for registered tonnage. Every one of his comments miss the mark! For instance, the range for 10-tonners would not of necessity be eonfined to lengths between 35 and 46 feet, but each owner is left entirely at liberty to build on such length as he prefers, provided only, that he does not exceed 50°5 feet for 10-tons. If he prefers to build his 1o-tonner 27 feet long, he is at perfect liberty to do so! Again, the displacement of the 10-tonners would not range from 20 to 33lbs,,—but would be 22lbs. of ballast as a maxintwm amount, in each and every vessel,—though as much less as the owner may choose. There would be no discrepancy over and above a fixed The fezalty for any such discrepancy amount of ballast. above the maximum amount, would be, to pass into a higher class, such as eleven or twelve tons. ballast would control the displacement ! The quotations for The results as regards models might be, that which I have often pointed out and advised, namely, a change of class from ten to twenty tons, and with a maximum registered ballast of 22lbs. I have several times pointed out that 1o-tons is too small a class for model racing, admitting as it does of only 11tbs. of ballast. Change your class, but keep the vessels you have on hand, each of which as a 10-tonner carries from 17 to 22lbs. of ballast, and is therefore better classed as 20-tons. Again my rule does not interfere with the shapes of either the vessels or their keels, thus in contravention of Mr. A. Strange the boats would not of necessity have pretty straight keels as he asserts, but would be just as owner and designer preferred to make them. Further, although the terms, extreme depth and mean depth, have long been definitely settled and understood, it is evident that Mr. Strange is in his infancy on these points @ése, and imagines himself at liberty to translate them afresh! Neither mean depth, nor extreme depth, has any connection with straight keels, as he very mistakenly assumes them to have. Mr. Strange’s but mere scribbimg so-called calculations are not calculations, in arithmetic, and he will have to sharpen up in fractions before his results have any weight in them. My rule is not Aarder on moderate boats as he asserts, but it is precisely the same for each and every vessel it deals with. If tength becomes of great value under my rule, then it will do so on its merits only, and not because my rule makes it sa. In reply to his elementary fact No 2, my rule does not encourage extreme displacentent, but prevents it. In reply to his No 3, beam is not punished or taxed by my rule, any more than any other factor, such as Jength or depth, but it is evident to anyone gifted with ordinary sense, that if great length is aimed at, then some other factor, or a combination of the two cther factors, must be surrendered in order to obtain the extreme length ! For instance, 50 L x 6 Bx 9’5, D makes an exquisite and precise 10-tonner, and a vessel very hard to beat; this vessel would not have any counter, and would require 8°5 tons of lead ballast. Corrvesponudeitce. TONNAGE VERSUS The cure for all your evils is to classify your vessels correctly under my rule! This vessel should draw about 7ft. 6ins. of water and the skill of the designer lies in fitting the hull to the amount of ballast At first a few mistakes might occur but my system allows for errors of this nature: thus, if through error this vessel should be turned out as 10°5 tons, and require an excess of ballast, then it can still race in the 10 ton class, and give time for half a ton. My system will bring the genuine designers to the front. LaBxD admits of very senious short? The inferior formula of 200 comings and yachtsmen wil lonly injure their own interests if they take up with it, instead of mee, This is the only formula which saves the owner or intending builder and designer, from the labour and expense of a plan Jdefore he even knows what he requires. An owner should make up his mind as to what he wants, before he ventures on a pian. Tam, faithfully, Lizut. MIDDLETON, Tue Epiror, She Model- Yachtsman. DEAR $1R,-—I have read with much interest the correspondence in your paper respecting the rule for measurement and also the evidence of the experts before the measurement committee of the Yacht Racing Association, In all this correspondence I do not see any rule proposed that would produce the type of vessel the experts scem to advocate. I therefore venture to propose a tule which I think will do so and avoid the faults found with both the 1730 rule and the present rating rule. My proposed rule is 4 ; (4x By ——Tqg9 » L=length on waterline, B=extreme beams LxBx with this addenda. Where draft exceeds beam half the eXcess to be added for beam measurement. Where draft exceeds L-4 the excess to be added to L for measurement length, THE MODEL-YACHTSMAN AND CANOEIST. This would do away with the fault of the present 1730 rule as excessive draft would be fairely taxed and I think only excessive draft. It leaves sail unfettered the great fault found with the sail area rule and which is producing long spoon shaped vessels with bulb keels and little or no body. It may be said it would stereotype certain dimensions too much, But any rule will do this if persisted in long enough. And it will certainly induce designers to aim at the best form for the body of the boat. If any designer will fully consider the dimensions and form of boat that wiil be produced under this rule I belies e he will agree that it will be as fine, fast, wholesome a beat with ample accommodation, fit to go anywhere in any weather as the experts own and all seem to wish for. Lam, Yours truly, WHITE, WITH RED MaLrese X 32, Spring Street, Paddington, Dec. 15th, 1892 /he AModel-¥achtsman, DEAR Stk, —I intended not to reply o any move of Mr. THe Epiror, C. H. Harris’s letters in regards the squabble as to the letters Mr. Harris says he wrote to me, my opinion being that no such matter should appear in the pages of the Model- Yachtsman, the clubs ought to settle these matters without making them public. But Mr. Harris as entered on another phase in model yachting, he bas stared a competition in scandal, a sport the members of the M.Y.S.A. are not clever at, so they decline to join in it, I can assure Mr. Harris he has been very badly advised in writing such stuff about Mr. Ford, who is a gentleman greatly respected both for his conduct as a model yachtsman and in his private life. As to the threat of Mr. Harris to have nothing more to do with the M.Y.S.A., he may depend upon it we shall not feel the loss, the M.Y.S.A. having an existence before the C.M.Y.C. was dream’t of—in fact we can lay claim to having some of the oldest madel yachtsmen in the M.Y.S.A. In the matter of poles being used on the Clapham Pond, I quoted the words of two of the members of the C.M.Y.C. so I am not responsible for this, but Mr. Harris stands convicted of misstatement out of the mouths of his fellow members and I think it is quite correct. I should not think of writing to Mr Harris or any member of the club to which he belongs, if they endorse what Mr. Harris has written about Mr, Ford and nothing will satisfy the members of the Model Yacht Sailing Association but a public apology for the gross insult to one of the most respected members. Apologizing for taking up so much of your valuable space with matier that never ought to appear and will not again as far as I am cuncerned. Tam, Sir, Faithfully Yours, J. PoLtarp, Hon, Sec. M.Y.S.A, CENTRE OF EFFORT OF SAILS—TO FIND: 1,—Draw, accurately and to scale, sail plan, shewing outline of hull above water, and with waterline prolonged, forward, to jib, (or flying jib) tack, 2.—Divide such of the sails as are not triangular into triangles, the fewer the better. 3.—Find the areas of these triangles by mensuration, and note the result against each name of sail, whole or divided ~for instance : mainsail upper, mainsail lower (triangle)—~ so many square inches. 4.—Mark on the plan the centre of gravity of each whole sail and of each sub-division. To obtain this, bisect the hypotenuse of each triangle, and drawa line from that point to the opposite angle. One third of the length of this line, measured from the hypotenuse, will be the centre of gravity of the triangle. 5.—Draw perpendiculars to the waterline from these centres of gravity. These perpendiculars are to be used in 7 two ways, viz.: for horizontal measurements along the water- line, and for verticaZ measurements above the same. Draw, also, a perpendicular from the fore end of the foremost sail to the waterline. From this perpendicular the horizontal measurements are taken. 6,—Horizontal measurements. Make a column of the areas of each sail and division, setting the figures against the names of the sails, and opposite these figures their respective distances from the perpendicular drawn from the jib (or flying jib) tack to the waterline. Multiply each area by such distance, and thus form a column of ‘“‘moments.” Add up the column of areas and also that of moments, and divide the sum of the latter hy that of the furmer, and the quotient will be the distance Aordzonéally of the centre of effort of all the sails as measured fiom their fore end, 7.— Vertical measurements. These ure to be taken account of, with the waterline for their base, in the same manner as the horizontal measurements were ascertained, using the perpendiculars from the centre of gravity of each sail for the distances, and multiplying them into the areas for “‘moments” as above directed. The product, divided by the areas, will give the vertical position of the centre of effort of all the sails. Now, a perpendicular, raised from the point ascertained by the horizontal measures, crossed at right angles by the one from the vertical, will give the common centre of effort of all the sails in the plan. J.M. THE Epiror, 7he dAfodel- Vachtsman. The simplest way to find this is by weighing, Cut out each sail separately in paper of even texture, say good cartridge. Sizes of sails can be got from plan, and ‘a scale drawing can be used if not too small, (full size however is better.) A small pair of scales will be wanted, mine were home made, but any pair that will turn with a small weight will do. If they are correct similar weights when indéerchanged will not disturb the balance. For weights I use copper burrs (small), but any small things, shot for instance, can be used, The burrs I weighed simply against each other to obtain uniformity, until I had enough. Weigh each sail shape separately and multiply its weight in burrs (or whatever is used) by the distance its centre of gravity is from a fixed point, say C.G. of jib for ordinary culter rig. For example suppose mainsail weighs 4o, foresail 10 and jib 15 and that C.G, of mainsail is 25 inches from centre ofjib and C.G. of foresail is 10 inches from diddo. Then divide the: weight distance, Mainsail 40 Foresail 25 +1000 ro Jib 15 Io = _ — 100 65)II00 65 12 — 13 16 sum of the products so found by the total weight ofsails and the result is the centre of effort of sails, in this case 16! ins, form C.G, of jib. The C.G. of each sail should be squared down onto load water line. This plan is much simpler than finding area of each sail, and saves a good deal of time and head-work, and in result is quite as correct as the other method in an ordinary way, and more so when ronndheaded sails, lateens, &c., are dealt with. DISPLACEMENT. To get this I cut out the vertical cross half sections from body plan in cartridge paper (using of course only the underwater postion) pricking the shapes through with a fine point from drawing. These shapes are then weighed separately, if the stem and stern posts are drawn in body-plan they should be weighed /ogether and then reckoned as owe section, ifnot shewn on plan they must still be reckoned as one section though they will not of course swell the total weight. For instance if there are 8 sections and the ends, you must THE MODEL-YACHTSMAN 8 reckon as 9 sections, whether stem and stern are shewn or not, After the shapes are all weighed add the weights together, Next cut from sae kind of papera piece of known area (say IO x 10 or 100 sq. inches}, weigh it, and from this weight you can find the total area of.sections. For instance, supposing the 100 sq. inch piece weighs 30 burrs and that all the sections weigh together 49 burrs then total area of sections 49 10 490 ———_—— = — = 163% square inches, Next divite the total ares of sections by the number of them used reckoning the extremeties (as explained above) AND CANOEIST. M. Y. Sailing Association—Length taken on I.w.!, Station—Hound Pond, Kensington Gardens. J, Pollard, 32, Spring-st., Paddington. MEDWAY.—Chatham.— Tonnage Y.R.A. J. H. Read, 16, Gorst Street, New Brompton. NEWCASTLE WEST END.—Tonnage—Y.R.A. P, McGill, 19, Hamsterley-rd., Neweastle-on-Tyne. 3CARBOROUGH.—Tonnage 1730, 10 aud 20-tons, also Weight class. Station—The Mere, W. W. Gibson, Sec., Westborough. SOUTH SHIELDS.—Hxelsior—Tonnage ‘1730’ and Length. Station.—South Marine Park, T. S. Downey, 16, Saville Street, TORONTO.—F, Gardiner, Sec., 764, Queen Street, Canada. 1″ J he Fee for constant publication in the Reyister is 5s, per annum as 1, multiply the result by two and by the sean length (not Lw.l. length) and the result will be displacement in cubic inches. To follow np the above example supposing 9 stations were taken then adding 1 for extremeties this givesus 10 stations, Then are of sections divided by Ic 163% x 2x 30 x 6243 = 35lbs. 7oz, TO x 1728 multiplied by 2 ‘being half-sections only} and by ANGLESEY.—Tonnage—Y.B.A. A. F. Haslam, Menai Bridge. BRADFORD EAST-END.—1780 and length. Station—Bradford Moor Park. BANGOR (Ireland).—Length and Y¥.R.A. A Callen, Upper » Clifton, Bangor. BOSTON-—Tonnage—-Y.R.A. Station.— River Witham. W. C. Meyvitt, Sail Loft, Libsey Lane. ‘mean length) 30 inches, and by 62% being weight of cubic foot of water in Ibs, and divided by 1728 (inches in cubic foot) will give displacement in Ibs., in the above example 35lbs. 702. This method is not so tedious as Simpson’s rule, as one qweivhing gives us exact area of section, without a troublesome calculation. AQUARIUS, BELFAST,—Lenzth, taken from stem-head Station.—Belfast Lough. James Gardner, 6, Old Park. Ulster.—yY.R.A. Station— Waterworks, Antrim Road. W. Wilson, 124, Cogsgrave-street, BLYTH.—Particulars wanted, D. Jackson, 1, Upper Stanley Street, Blyth. CARNARVON.—Length. Station.—Menai Straits. J. H. Lees, Bronserial, North Road. CARDIFE “Length on Lw.l. Station.—Saltmead Pond. J, Ash-Thompson, 28, George Street, Bute Docks, COWES, 1. W., MEDINA —Lengtth. CHALLENGE. The Model Yacht Sailing Association will be pleased to meet any model yachting club for an inter-club match durmg the season 1893. All communications to be sent to the Hon. Sec. Mr. J. Pollard, 32, Spring Street, Paddington. Wm. *ilbeck, Weat Cowes. DUNDEB.— Weight. 13 Ibs, to 1 ton.—Station—Stobsmuir Pond, . Cant, 60, Watson Terrace, © lebe, DELHI, yy onea. –Particulars wanted. DUMBARTON. —Tonnage—Y.B.A. Station–Meadow Park 8. Crysler, Delhi, Ont., Canada. D. Forsyth, 54, Glasgow:-road. EX#H.—Tonnage—L. & > Station.—Turt. Arthur Kempe, MI.3, 14, Southernhay, E., Exeter. FOWEHY.—Length, I-w.1. Station —Fowey Harbour. W.5. Lacey, Fore-street MODEL YACHT CLUB GLASGOW.—Tonnage.—‘‘94”’ Rule. Station.—Hillhead Pond. Robt. S. Nicholson, 49, Lumsden-street, Overnewton, GOOLE.—Tonnage—Y.R.A. and Handicap by Manchester Rule. Station—Rawcliffe Brick Ponds. REGISTER, J. 8. Simpson, 8, Albert-street. We shall be pleased to insert particulars of all Clubs, and invite the Secretaries to forward the necessary information any change in Names and Addresses. also, to notify H. Melvin, 144, Park Place, Brooklyn, U.S.A. BRADFORD MOOR.—1780 and length. Station.—-Bradford Moor Park, T. E. Barker, 92, Dudley Hill, Undercliff, Bradford. BRADFORD.—Y.B.A. and length. Station.—Exley’s Reservoir, Frizinghall, Lewis Crossley, 15, Springfield Place, Manningham Lane, Bradford. (New Sonth Wales.)—Measurement from ontside of stern to inside of rudder head ; also overall. J,M. Donaldson, 46, Rose-strect, 8. Sydney, N.8.W GLASGOW.—Alexandra—”L. & S.A.’ Rule. station—Alexandra W. Crawford, 181, Comely Park-street. Park, Glasgow. HULL.—Kingston—Length taken on l.w.!.; also 10-ton class ¥.R.A. Station–Club Lake, Inglemire Lane, Beverley Road. J.B. Windsor, Bankside, Sculcoates. Albert—Tonnage—-¥.R.A. Club Lake, Chalk Lane. 8. I. Tucker, Belgrave Terrace, Rosamond 8t. Hessle Rd. Fast Hull.—1730 rule, Station.—East Park, E, Driffield, 103, Arundel street, Holderness Road. LONDON.—London.—15-rating class and 10-ton class Y.R.A. Station— Round Pond, 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 6.&39 Station—The Serpentine, Hyde Park. G. Hale, f7&, Hampstead-road, London, N.W. Corinthian.—Measurement rule, length multiplied by weight divided by 100. Classes 10 and 12, rating by L. & §.A, C. H, Harris, 494, Wandsworth Road. Clapham—Tonnage—Y.RB.A. Clapham Common. J. Wilson, 44, Whitehall Road. Station—Gateshead Park. GUERNSEY. -—onnage—Y. R.A. Station—Model Yacht Pond, J. B, Randell, Allez-street. GREENOCK.—Tonnage—‘‘94” Rule. R. McNair, Junr., 10, Antigua-street. AMERICAN.—Length taken on l.w.1. Station—Prospect Park, New York CENTENNIAL GATESHEAD,-—Tonnage— Y¥.R.A Station,— Long Pond, Clapham Station,—Long Pond W. J. Bailey, 162, Elms Road, Clapham Park, 8,W. GRIMSBY.—-Tonnage-—-Y. B.A, Station—Alexandria Dock. Secretary’s name and address wanted. GOSPORT.— particulars wanted. HARRINGTON. —Sailing Rules, Y.R.A. Station —Harrington Reservoir. J. A. Young, Gas Works, Harrington, Cumb. JARROW & HEBBURN: — Tonnage—Y.B.A. Station —Hebburn Hall Lake. G. Johnson, 31, Caroline-street, Jarrow-on-Tyne. KINGSTOWN (Ireland.)—Tonnage, ¥.B.A. Station—-Kingstown Harbor. L. H. Douglas, 6, Marine-road. Atalanta—Measurcment Y¥.R.A. Station. John W. G. Kelly, 1, Albert Terrace, Kingstown Harbor. Crofton Road, Kingstown, Co. Dublin. LEEDS.—Tonnage—Y.R.A, A. Fordsmith, Sec., Chapel Allerton, Leeds. LOWESTOFT.—Length and Tonnage, Station.—North Dene Councillor T, Thertle and J. Symes, R.N, Marine Chambers, London Road, LLANDUDNO.—Length, Station—Llandudno Bay. >. Melsom, Post-Oftice. LIVERPOOL.–Tonnage—-¥.R.A., with limited depth and minimum freeboard. Station—Sefton Park Lake R. Richmond, 95, Townesend Lane, Anfield, Liverpool. LONDON.-— . George—Length on lw.l.; L.&5.A. ‘also 10-ton Y. R. Station— Round Pond, Kensington Gardens. E, Tylee, 29, Oxford Square. Hyde Park. Dulwich.—Lengthl.w.1. and ¥.R.A. 10 and 5 tons only. station—Peckham Rye R. H. Lanchester, 181, Malpas Road, Brockley, 8.K, Highgate—Boats handicapped by weight. Station—Highgate Ponds, H. P. Reynoldson, 2 Deaconsfield-ter., Archway-rd., H’gate THE MODEL-YACHTSMAN MANCHESTER.—Length, taken on |.wl.; also 10-ton class, Y.R.A. Station— Print Works Reservoir, Levensbulme. R. W. Gill, Green Hill, Edgley, Stockport. MAX WELL.—John H. Neave, Blairbeg, 32, Dalzie! Drive, Pollokshields, MARYPORT, Cumberland. —Tounage—Y. R. A. J. W. Hodgson, 20, North-street. MOORAGH.—Particulars wanted. PHILADELPHIA, U.S.A.—Length overall. E. W. Fowler, 3426, Walnut-street, Philudelphia, Pa. ‘4 Rale. PORT GLASGOW.—Tonnage Station.—Lower Dougliehill Pond. J. Brash, 5, \Villiam Strees. PORT OF PLYMOUTH.—Particulara Wanted. W. l. Behenng, 30, St. Aubyn Street, Devonport. PORTSMOUTH. Tonnage Y.R.A. and length |.w.l.) Station.—Craneswater, Southsea. Capt. Haldane—Wolverton House, Lennox Road, Southsea. RYDE, (1.W.j—Length, taken from stem- head to sbern–post, on deck. Station..-Canoe Lake. G. Beazley, Ryde Dispensary. SOUTHPORT.—Tonnage—Y.1’.4. with depth and freeboard limits. Station—Marine Park Lake. J. C. Smith, 60, Sefton-street. SOUTHSEA,.—Length ,1.w.1. Station—Craneswater, John Whitty, 27, Cleveland-road. SOUTH SHIELDS.—Tonnage—Y.B.A. Station T. T. Anderson, 7, Albion-terracc. SHEERNESS—1730 rule. 10, 15, and 20 tons. D, Lewis, 28, tlma Street, Macine Town. SUNDERLAND.—Station, Roker Park.—1730 rule and L. and S.A, R. Marlborough, 11. Broohiand Road, Sunderland. WELLINGTON (New 4Zealand).—To:unage-— 1200” Ruls, G. Norton, Wellington, N.Z. Station—The Harbour. WATERFORD,—Length—1780 rule. F. H. Alexander, Newtown School, Waterford. em’CA NO EINC. = BRITISH CANOE CLUBS.*x ROYAL C.0.—T.G.F. Winser,Sec.,72, Mark Lane, London MERSH#Y C.0.—Perey Cox, Mate, C 9, Exchange Bldgs,, Liverpool. CLYDE C.C.—Mr. Steven, Ardlin House, Helensburgh. WEHAR €.C.—T. 0. Todd, Sec., 7, Winifred-terrace, Sunderland. HUMBER YAWL CLUB —G. F. Holmes, Mate, Klim Lodge, Hornsea. TYNE C.C.—T, Warkman, Sec., 17, Hutt Street, Gateshead-on-Tyne. BRITISH CANOE ASSOCIATION. —Myr. H. Thorpe, Sec., Danecliff, Lymm. Mr. A. Carrington, Treas., High Green, Guest Rd. ; Prestwich. (The B.C.A, ig established for the promotion of eruises and imeets, whereby canceists of the United Kingdom, irrespective of clubs, may unite for the purpose of cruising and camping.) SUNDERLAND C.C,—-J.3tephenson, Sec., 28, Chester-rd., Sunderland THAMES CAMPING & BOATING ASSOCIATION.—Anthony Walter, Hon. Sec., 14, Duke Street, Adelphi, S.W. NORTHERN CC.—L. McPherson, White House Buildings, Neweastle. ULSTER C.C.—R. E. Workman, (Capt.), 19, Bedford Street, Belfasé. Corrections Solicited. EDITORIAL NOTES AND COMMENTS. ANOE-YAWLS, or rather the canoe-yawl question, appears to “have the floor” _ just at present. We quite approve of the suggested -» definition brought forward TM by ‘Tavie,’ but do not think it desirable that much encouragement in the way of valuable prizes should be given to canoe-yachts, as otherwise what should be a good cruising class of boat would be likely to quickly degenerate into a flimsily built racer. It has been said that it is impossible “to make a nation AND CANOEIST. 13 sober by act of parliment,” and it seem equally impossible to retain a “genuine cruising” craft by rules, however carefully. drawn up. If, however, the chief iincentive to weak construction and racing appliances—valuable prizes—be withheld, their appearance on the scene is far less likely than when this attraction is held out. A fact which should not be lost sight of when considering the question is this, that the work which the boatis to do, and the disposition of the man whois to use her, will have much influence in deciding her type. One man likes to go always at top speed, ever it may cost him what- in discomfort or wetness. Another prefers to sacrifice some speed to obtain better accomodation and more comfort. In canoeyawis, as in canoes, it will not often be found that the best all round boat is also the most speedy. From Oxford we hear that Mr. H. C. Smith has in hand two boats of 1 rating which are to compete for the Queen’s Cup which has been given for competition on the Thamesin ’93. Heis also to build a boat of (or exceeding} ‘8 rating for the owner of the ‘Battledore,’ that size having been fixed as the minimum which will be permitted to race for the Cup, by the Boat Sailing Association, His great success in the building of fast canoe- yawls makes it probable that one or other of Mr. Smith’s boats will come out well towards the “right” end of the procession, —o— In taking a retrospect over the year which is nearly ended we note that 1892 has not had any very specially noteworthy features from a canoeing point of view. The canoe yawl has advanced steadily in favour, but we fear that unless some- thing occurs, or is done, and that quickly, the grim prophesy uttered a week or two ago in a contemporary may be fulfilled, and racing in first class canoes become a thing of the past. By refusing to permit sliding seats, and (this month) rejecting the motion respecting second class canoes, we fear that the R.C.C. has made this decadence only too probable, as, whilst the former motion would have rendered first class canoe sailing more comfortable, the latter would have encouraged further building by providing a better market for the boats when out-built, by allowing them to go into second class. However, the outlook is not all gloomy as “Mayfly” this month mentions an increased likelihood of cruises taking place, and, if these come off, as is most desirable, canoeing, we trust that a revival of on a more healthy basis, will follow. Might we suggest that if the proposed cruise were made to, or from, the B.C.A, camp on Lough Erne, it would be likely to benefit both the meet, and the cruisers ? 14 THE MODEL-YACHTSMAN Once more we are glad to embrace the opportunity afforded by the commencement of a new volume, to thank those who have helped to sail the Canceist, by their writings or drawings, and to wish our readers a Merry Xmas New Year. and a Happy anp NOTES. Maita is not at all a bad place for canoeing, yet we were rather surprised to find what a number of canoes It contained. Alas for our hopes, however, following were present:—The Commodore, Mr. Messrs. H. Thorpe, Sec., A. Carrington, Treas.; Cox and Evans, (Mersey); Crosskey, (Midland); Holmes, (Hnmber); Richardson, (Northern’, The principal business before the meeting was the discussion of camp site for the Association’s ’93 meet. Several letters were read and the rear-com. gave the result of his investigations. After going into the matter as thoroughly as possible the committee came to a unanimous decision in favor of Lough Erne. Further inquiries will of course be made, but the evidence at their disposal points to Devenish Island at the eastern end, as the most . suitable site, It is within easy distance of Ennis- killen and appears to possess all the requisites for _ an excellent camping place. After the meeting an adjournment was made to the Alexandra Hotel, where already a considerable number of canoeists and boating men were gathered These, shortly after, to the number of 60 or 70 sat down to dinner together, and after the meal a thoroughly enjoyable evening was spent. _ Space forbids the enumeration of the names of all who contributed to the enjoyment of those by song or speech. “The Queen,” “the B.C.A.,” “the M.C.C.,” “Yacht, Boat and Canoe Clubs,” “the strangers present,” were all duly toasted, and the genial and ever-young captain of the M.C.C. urged again the claims of the paddle, and stated that no other form of sport could hold a candle t> canoeing. A very interesting part of the proceedings was the show «f lantern slides on the screen by Doctors Hayward and Paul and Mr. Evans. ‘hese served to recall many a pleasant memory to those who have been present at the meets, whilst giving to those who have not had that advantage, an idea of what a B.C.A. meet is. Lang Syne the various that happened to be in port. . T. H.R, Bartley; Rear-Commodore, Mr. P. Nisbet; of Auld MALTA solely by “middies” from M.C.C. On the gth December, a general committee meeting of the B.C.A. was held in Liverpool. The present CANOEIST. they were nearly all “for hire” and used almost B.C, A together, AND It was late ere the strains and the National Anthem brought the campfire to a close, and the members separated after a very jolly evening. Next day those of the visitors who still remained _ went over to Birkenhead and enjoyed a good look round the club premises and fleet. Those who ’ have visited the Mersey will not need to be told that every kindness was shown by the members to those strangers fortunate enough to be there, men-o-war The Grand and Quarantine harbours ofValletta make a splendid sailing ground, and the numerous large bays around the coast would gladden the heart of a cruiser. There are a good many yachts here of all sizes and shapes, and sailing boats by the score, yet in spite of all these facts, there is not a single sailing club. It is strange to think, that while the little Bermudas have made a name for themselves in the sailing world, Malta, with its much vreater size, sailing and cruising facilities and splendid climate, has not sufficient energy to form a club. Vain have been our letters to the local press, it will not be wakened from its torpor. However, the want of a club has not prevented us from enjoying some of the best sailing we ever had, and “kinder ’stonishing” the natives with the antics of our Oxford yawl, a type of craft hitherto undreamed of in these parts. Besides our tub there are two other canoe-yawls here. One is a handsome craft very like ‘Cacique’ in appeurance, but in addition to her foresail, mainsail and mizzen, she also sports a gaff topsail and altogether louks very complete (not to say excessively so.) Once when we were sailing out to sea, we happened to overhaul her, ‘This seemed to put her on her mettle, for a day or two later, she blossomed forth into a schooner, with a balance lug mainsail that was equal to her former area. As luck had it, however, we had hauled our ship up for her fortnightly scrub, and when launched again, our friend had cast off his borrowed plumes. The other yaw! is a nondescript sort of craft whose dimensions are (about) 30 feet overall, 24 feet on l.w.l.,4 feet beam and 3 feet depth. She looks not unlike a huge edition of the ‘Nautilus’ design in ‘Canoe Travelling.” We have not seen her uncer canvas, but should imagine she would require a specially lively crew on sliding seats, to keep her up and going in a breeze. Talking of sliding seats, we may mention we have had one fitted to our canoe-yawl for the last two months, and are highly pleased with it, In rough water it is particularly useful in keeping one dry, and in squally weather one can keep the boat well under control. We must confess, however to a feeling, that it is rather conspicuous, and even a little ¢xfra dig for a canoe-yawlist to thus stick himself out on the end of a plank, to say nothing of the want of consideration for the feelings of the ship, in thus apparently doubting her character for THE MODEL-YACHTSMAN steadiness; so being by nature ofa shy and retiring disposition, we have lately sought the seclusion and the cushions of the cockpit, and promoted, much to his delight, our “paid hand,” age 12 summers, to the sliding seat of honour, We find it necessary to have a boy about the boat, as we keep her afloat and use her nearly every day, and with the thermometer at about 120° it really is too warm to swab decks, polish brasswork etc, etc, besides he is very handy to leave on board when we go ashore, and frequently do we hand over to him both sheet and tiller, while we peruse the current number of the ‘‘Canoeist” or “Yachtsman” even though our ship is but a “skimming dish” and (according to a well known canoeist) utterly unseaworthy, and comparatively useless for cruising. However, we have our own opinion founded on actual experience of the type, but of that anon. The canoes in Malta are very good specimens of the cruising type. Their average dimensions are (about) 14x 30×11! They are all carvel build of white pine, and some are fitted with centreboards (dagger pattern). ‘The model shews a fairly flat section, well rounded bilge, easy lines fore and aft, and graceful sheer, but we have noticed none with any rocker to keel. They have square and oval wells but no hatches, nor have we observed a bulkhead so far. For sails they generally carry a standing or a balance lug of about 35 sq, ft. stepped about two feet from stem and a mizzen of about 10 sq. ft. same distance from sternpost. The steering gear is in nearly all cases on the Norwegian principle, that is, a half yoke to which is connected a rod working fore and aft, the fore end passing thro’ a sort of large brass screw eye on the side deck to prevent it falling overboard. We have not observed any foot steering gear, drop rudders or automatic reefing gears. ‘Ihe inboard position is the only one used. The padd’es are square cornered clumsy weapons about 7 feet long. Of course aé// the canoes are not like the above description, some are altrocious conceptions, all bow and stern and even the deck line hollow, but they are the exception. Prucas. N.C.C., B.C.A, LONDON NOTES, By MaAvyFLy. The chairman at the general meeting of the Royal Canoe Club held on the 23rd November last, having ruled that the proposal brought forward by Mr. W. Baden Powell, with reference to ,establishing a new class of canoe, to be known as a general purpose canoe, was not carried by a sufficient majority, the adjourned meeting, to complete the business of that meeting, was held on the 16th inst., at the Holbom Restaurant. The meeting was proceeded by the usual dinner, AND CANOEIST. 15 to which upwards of 20 inembers and friends sat dewn, and thereafter the meeting, with Mr. Geo. Herbert, the Captain, in the chair, discussed the motion of Mr. W. Baden Powell’s, adjourned from November 23rd, to alter the existing second class rule by striking out the words “clinch built.” The motion was seconded by Mr. Rodewald and was strenuously opposed by Col. Roberts, Messrs. A. B. Ingram and E. B. Tredwen, and ona show of hands thrown out. The Meeting was then made special and on the motion of Mr. P. Nisbet, seconded by Mr. B. de Q. Quincey, Mr. A. B. Ingram was elected to fill the post of Trustee, vacated by Mr. W, Baden Powell. The real business of the evening then commenced with regard to the question of the Club accommodation on the Thames, and the matter was very ably and exhaustively put forward by Mr. W. Baden Powell, and discussion thereon carried on by Messrs. Graham, Ingram, Nisbet, Webster and B. de Q. Quincey. There seemed but little real opposition to the scheme as put forward, the discussion being chiefly directed to the details and as to how best the matter could be carried out. As the whole question has been referred to the committee to deal with, a bare resolution that the club premises should be moved from their present locale at Kingston, was moved by Mr. W. Baden Powell, seconded by Mr. Wilmer, and carried. Before many weeks are over I hope to be able to deal more particularly with this subject, so vital to the club’s existence, but as things are, perhaps it would be as well for me not to refer to the subject further than that there is a very great probability that the new position will, in spite of one or two small apparent drawbacks, that may be hereafter removed, conduce to add very much to the comfort of members using the club premises, beth in cleanliness and accomodation. This concluded the business of the evening. Mr, Herbert in very feeling terms expressed his thanks to the meeting, for the honor the club had done at the last meeting, in electing him as captain in his unavoidable absence. A vote of thanks to Mr. W. Baden Powell for the trouble he had taken in reference to the club premises, was moved, seconded and carried unanimously. —_—O— But little is in the air just now as to new canoes for the ensuing season Oz dzt however that there ts a probability of a well known paddling member of the R.C.C. joining the ranks of the satlers—this is only as it should be, and maybe it is an example that is the forerunner of many otherstocome So may it be. —0O—_— Two members of the Ulster Canoe Club were in 16 THE MODEL-YACHTSMAN London a few days back, and were seen inspecting the canoes at Hendon, now housed for the winter. Judging by the past performances of the ‘Pearl’ and other lightly built canoes in Irish waters during the past season or two, it would seem that several of the present first class canoes, although primarily built for racing purposes, would be extremely suitable even for large open waters such as Lough Erne or Belfast Lough, provided sufficient care were taken in beaching them when necessary. Weunderstand that the Ulster Canoe Club is at the present time in a flourishing condition and with the probable advent of several new members, a most successful season is in prospect. Some talk is about of getting up a cruise next year either to Lough Erne or Strangford Lough, whether in connection with the B.C,A. meet or not has not yet been decided on, A few of the Hendon racing members and Ulster Canoe Club men I understand propose going. this comes off, a very good opportunity will If be afforded of seeing how the somewhat maligned first class racing canoe of the present day with reduced sail will perform as a cruiser, in more open water than is experienced at Hendon. CANOE-YAWL AND CANOE-YACHT, The articles by ‘Cherub,’ in the last two numbers of the AZ, Y. & C.,, are interesting to boating men in general and to the owners of canoe-yawis in particular. If Ido not mistake there is internal evidence, in the matter and style of the articles, which indicate the author as one whose efforts to popularize single-handed cruising in fair-sized_ sailing craft I have long sympathized with and tried to follow. Such acraft must be safe and handy to manage under sail by one man situated in the well within reach of the tiiler; at the same time she must not be too heavy or unwieldy for him to row her a mile or so when becalmed; no sail shoutd be so large that one man cannot hoist it speedily and fully ; the boat should be so built and balanced that she will almost sail herself with a little weatherhelm) and that she will lie-to, when necessary for reefing, cooking or resting ; she should have enough deck to keep out ordinary broken water and spray, and enough body below decks to hold a weeks supply of provisions, clothes and sleeping apparatus, and to keep them dry; there should also be enough cabin or tent space for a crew of at least two to sleep dry and comfortably aboard. In the belief that the cruising or sea-going canoe-yawl does, or ought to, fill the bill, I venture to ask for a little space to add a few reflections to those advanced by ‘Cherub,’ Just as it has been found impossible to combine pre-eminent cruising and racing capacities inthe one canoe, so has it proved with her younger but larger AND CANOEIST. sister; and two distinct types cf canoe-yawl have arisen; as different in build and powers as are the racing and cruising canoes, or as two classes of small sailing boats can possibly be. The light, shallow, racing Oxford yawl is a totally distinct type of craft to the cruising, sea-going or general purpose canoe-yawl, and resembles it only in having a sharp stern; though even there the tucked up stern of many of the Oxford yawls is really a counter, rather than a canoe-stern. I am in favour of giving distinct names to these distinct types, and have suggested some such definitions as follow :—The term canoe-yawl shall include all boats with a canoe stern whose water-line is not over 18ft. long, beam not less than 3ft.; depth from upper side of deck to under side of keel shall nowhere exceed 3 and length of ee x sail-area shall not exceed feet, 0°5, 3 ballast not to exceed 4 cwt. plate if this is removable), (exclusive of centreno ballast outside or below the garboards, except centre-plate or dropkeel, The term “canoe-yachv” shall include all boats with a canoe stern, not included in the defi- nitions of a canoe or a canoe-yawl and whose rating by the above formula is not more than 1; it may be advisable to add to this some rule as to maximum draught, minimum beam, and to the proportion of: ballast permissible on the keel. Any larger boat of simular design, or one not complying in any way with the definition determined upon, would not be a canoe-yacht but a yacht with a canoe stern, Let us now shortly examine these two classes, boats in the first or canoe-yawl class will include nearly all the Oxford or light displacement The racing yawls, and also the smaller and lighter craft included in the present R.C.C. definition ofa canoeyawl; as a class they will in their appearance and capacities be simply large canoes. The boats will be suitable for day sailing and for racing in smooth waters,! they can be easily beached and hand’ed ashore, can be kept ina club-house and, although: much more likely to capsize than the heavier craft, they can be easily righted and, by means of watertight bulkheads and broad side-decks, they can be rendered indifferent to an upset. The canoe-yawl will be a speedier boat in smooth water than the average canoe-yacht, but will be tiring and uncomfortable to sail ina breeze, and wet and unsatisfactory in rough water. Iam aware that long salt water cruises have been made in Oxford yawls, one from Kingston to the Isle of Wight and one across the English Channel, and from personal experience I know how speedy and handy these little ships are in a strong breeze, albeit wet and fatiguing; but there can be no doubt that, speaking generaliy, their water is fresh water, and their proper place is above bridge. In the published accounts of races of the Oxford Sailing Club one often finds, that of the fleet of starters about half THE MODEL-YACHTSMAN “upset and retire’; or, as in a recent race, all the boats were in difficulties at one time or another, ‘Novice’ (winner) and ‘Serpent’? both capsizing, thongh without losing any time to speak of; this sort of sailing may be pleasure, but on the Mersey it is the sort of fun which would probably be participated in by the Coroner. The canoe-yacht will be a b at too heavy for much manipulation ashore and preferably kept afloat during the buating season. ‘The class will include most of the sea-going cruising or general purpose yawls of the Mersey Canoe Club, the Humber Yawl Club and of the R.C.C.; it will also admit many boats which are beyond the dimensions of the R.C.C. rule or which have (as the ‘Vital Spark’) metal on their keels. An admirable fleet of salt-water cruisers might be comprized in this class, suitable for the educati: n of the single-handed sailors ‘Cherub’ wishes to sec ; while a crew of three or more could be comfortably accommodated, when racing or on a cruise. A full sized canoe- yacht would be as large a boat as the ordinary amateur could satisfactorily handle alone under the various circumstances and emergencies of a cruise, and even the smaller specimens would still be too heavy for easy handling out of water. The enlargement of the dimensions and the permission ofsome meta! on the keel would not materially interfere with the construction and character of these craft; for the ballasted canoe-yawls of the present day of over 18 feet water-line, are too cumbrous and heavy for a small crew to pull up ashore or to carry about, without considerable extra assistance or mechanical appliances, not always available, The canoe-yacht will not require her crew to hike out to windward in a blow, nor will she upset if they stand on the side deck; she would probably sink if thorougkly capsized; but in such boats an upset would be a very unlikely event, with careful management. A canoe-yacht will not be a suitable craft for racing against light shallow yawls; she cannot get the same speed in smooth water and, as a capsize with her is a much more serious accident than it is to the yawl, she cannot be safely pressed to the same extent. For river estuaries, bays, harbours and coasting the canoeyacht is an admirable boat; she will run amongst waves in a wonderful manner, will lie-to if necessary, and with skilled management might outlive a summer gale. The broad distinction between the canoe-yawl and the canoe-yacht is that of weight, and the comparative difference of displacement dominates the difference in the management of the boats in each class. ‘lhe canoe-yawl may be so pressed as to risk capsize, she can be easily rowed, can take to the shore when the weather gets dangerous and can run ashore and ground when the crew wish to land, being easily pulled up or pushed off again ; AND CANOEIST. 17 for racing and many other purposes she has advantages over the canoe-yacht. The difference in the management required by the two kinds of boats, unless recognized, may prove a source of danger under some circumstances. For example, if overtaken by bad weather, by the time it is rough enough to beach one of the heavier yawls, it will be rough enough to make such a_ proceeding dangerous to boat and crew; for of course it will generally be on a lee shore, when this manoeuvre will be required. The year before last I was caught out, while making a passage home to the Mersey from the Menai Straits, in my cruising canoe-yawl “Tavie.’ By the time I was sufficiently fnghtened to remember that canoe-yawls can be beached, and to prepare to attempt this proceeding on the Rhyl shore, I found such breakers as would have broken up my boat in a few seconds and probably have rendered me indifferent t what happened to the ship. I had perforce to reach off shore again, with a lot of broken water aboard; as I ran for the Mersey I had time to reflect ; that a half-and-half sort of a boat or undecided proceedings have their dangers, and that,tor coastwise work, a boat should be light enough to be easily pulled up ashore by two or three men, and then she must be beached before the sea gets at all big (therefore often unnecessarily); or else she must have sufficient weight and grip to be able to keep the sea, to lie-to or run for port, in any weather she is likely to experience : the first is a canoe-yawl, the latter a canoe-yacht, as I conceive the distinction. The advantages of a sharp stern for small cruising boats are too obvious to require reference here. The larger canoe-yachts may with advantage carry a small Berthon dinghy, folded up and stowed in one side of the well, this will prevent them having to ground whenever the crew require to land, in which case the boat might be left by the tide; ora small punt may be towe. Other considerations on the canoe-vyawl question occur to me but Iam afraid I have already written so much as to risk being cut up by a “to be continued.” I join with ‘Cherub’ in regretting that cruises in -sea-going canoe-yawis have not been better reported. It is not because a great many have not been made. To some extent I share ‘Cherub’s’ prejudice against the boat tent. For many years I have cruised in canoe-yawls and I nearly always have a tent aboard ; but I have never slept under it yet. I have three time sailed over 60 miles down the coast of North Wales; but whenever overtaken by night I have either preferred to sail on through the night, or have been too tired to erect the tent, or it has been blowing too hard for me to be able to do so. I have slept aboard on four or five occasions, but have either contented myself with spreading the lowered mainsail over the well, or 18 THE MODEL-YACHTSMAN AND CANOEIST. have crawled under the forward hatches and the fore deck. However, some members of the M.C.C. make quite long cruises in their yawls, sleeping under the tent each night. Dr. Pau’ has many times made long voyages singlehanded in his canoe-yawls, spending each night under canvas; on a recent occasion his wife also spent a few nights comfortably The dector describes such aboard with him. cruising as pleasant and satisfactory. In a canoeyacht a roomy tent could be erected without any great elevation above deck exposed to windage, or if preferred a cabin could easily be arranged by means of doors or hatches or a folding omnibus ‘TAVIE.’ deck. OUR ILLUSTRATIONS. ‘Visron’ is a modified Sharpie, having a spoonshaped entrance, a sharp stern and a slightly rising floor. The centre board is of $ elm, having just enough lead (sibs.) to sink it, and resembles in shape the dagger-plate used in the Barnegat sneakboxes. The rudder and deck yokes are connected by ash rods, and the plan answers well and feels firm when steering. A long direct tiller was tried as an experiment, but the boat was unmanageable in a breeze, being so quick on her helm. Being only meant for river work, she has a long open well and no bulk head and all her spars stow below. For racing she carries a nicely fitting silk lug of 120 sq. ft, made by Madder, of Wivenhoe. A mizzen stopped her and was a nuisance in every way. The traveller is a “halved top-sail traveller” one half (A) being of galvanised iron, the other half (C) of flexible steel wire rope, having rollers strung on it. The halliard (1) runs freely through the hole (B) and is bent to the yard by a “timber hitch.”- A hght downhaul (E) is required. This traveller never jams in hoisting. The dagger centre plate is most effective for a given area, and if lost or broken can be replaced for a couple of shillings. ‘Che boat was built primarily to knock about the shallows in the winter time with ashoulder gun and secondarily to test the speed of a boat of her form. She turns rather too quickly to be a pleasant shooting boat, but is a very nice litt’e boat to sailabout in, being very stiff, and a treat to steer, being as handy as a bicycle, and is off on the other tack as soon as the tiller is let go. She has a fair turn of speed and the local *75 raters were no match for her, as she sometimes beat them outright without time allowance. She also beat the ‘Spruce’ three times out «f four meetings, but has never been put in real racing trim, having large bilge pieces and other shooting conveniences. If not hampered by these considerations her builder could doubtless ‘design a much faster boat, and in fact has now a very taking looking design for a half rater on much the same principle. He has christened this type of boat a ‘Tamar Sharpie.” She ts a very slow boat in light winds, if there is any lop, but in a breeze, a ‘canoe sea” does not trouble her much, and she has won prizes under whole sail and shipped nothing but spray, when some of her more powerful rivals have half filled and given up. Her best point is to windward in a strong breeze, and smooth water, but she must be sailed nearly upright, as when her lee deck begins to disappear she stops. Her Lw.l. is only r2ft., but she lengthens 3ft. 6ins. aft when travelling, and I have seen the top of her stern post under water when running befo e the wind and being ina great hurry. She lengthens hardly anything forward, but the overhang eases her lines, looks well, and is a dec ded advantuge in alop. She was not built for sea work, but is a great deal better in a sea than one wouid expect, however, personally I must confess to a weakness for something more substanti:! than a canoe-yawl, when a real sea has to be faced. She was drawn out by the builder, Mr. Kessell, under my instructions, and was put together strongly and lightly fora very modest sum indeed, and is perfectly tight after some rough winter work and hard races during the summer. Altogether she has won eight prizes for nine starts under the flag of her present owner, Mr. Hurdle of Topsham, generally sailed. with whom i have THomas H. Warp. @orrespondence, THE Epitor, 7he Canoeist. Dear Sirx,—As Iam about to resign the position of Han, Sec.-Treasurer to the British Canoe Assceciation which I have had the honor of holding since its formation, I wish to have the opportunity afforded by your valuable columns to tender my heartiest thanks to the gentlemen who have acted on the executive of the B.C,A. for their assiduvus attention to the duties imposed on them, without which my efforls on behalf of the Association would have been more or less in vain. During the five years which this Association has been in existence, notwithstanding the fact that the Committee Meetings have not been confined to London, but have been held in different parts of the United Kingdom, I am proud to say that on only one occasion do I remember such a meeting being abortive on account of inability to forma quorum. In handing my duties over to the two gentlemen who have consented to undertake them, I am glad to know that the Association will have the benefit of the services of such thoroughly well qualified gentlemen for the work they are entrusted with, and I sincerely hope that the Members will second their endeavours by supporting the Association in every way. Inconclusion I must thank you, Sir, for having opened your columns on every occasion when I have sent you communications anent the B,C.A., thereby bringing its objects prominently before those most interested in the sport of Canceing. 1, Water Lane, Lam, Sir, yours faithfully, London, E. C., Nov. 25th, Percy NIsBer, R.C.C. Hon. Sec.-Treas., B.C.A, THE MODEL-YACHTSMAN CANOE-YAWL OR CANOE-YACHT. THE Epitor, 7he Canoetst. Drar Sin,—The capital article by your correspondent ‘Cherub’ has touched an old chord. As a frequenter of that unrivalled cruising ground, the Thames Estuary, I have followed his remarks with much pleasure. Men may talk of the Solent, but for good rough and ready cruising with bracing air and a spice of excitement, give me the good old Thames, Here, if anywhere, the amateur must be prepared for all emergencies, and if he 1s to be safe and comfortable, must have a sound and powerful boat under hm. A light unballasted beat such as one of the up river type of canoe-yawls, may, I will admit, cruise for one or two seasons without mishap, but there will, sooner orlaler, come a day when she will be found wanting, and she and her skipper will probably falla prey to a watchful fisherman, ready and eager to makea harvest out of the unfortunate single-hander, I have seen Sea Reach in its mildest and sternest moods, and I know from experience that the latter are not to be trifled with. Time after time have I seen fishermen or barges towing up small yachts that had set forth in the morning, with all the confidence inspired by ignorance, bound for Hole Haven, Sheerness, or ‘t’other river” as the Medway is called by the Thames waterside folk, With regard to encouraging a type of small boat for cruising, Iam sure that it cannot be done by offering races. Rather the reverse. My experience has been that to offer races for any particular class of boat (unless so edged round with restrictions that no one will build under them) must sooner or later render it unfit for anything but racing. An attempt was made in the Thames five or six years ago The: only limitations to introduce a small cruising class. the men would agree to were as to length and sail-area. What has been the result? Two or three, in all simplemindedness and true to the original idea, built nice httle cruising boats of medium draught and substantial scantling. Other 7 or 8 went to the crack designers of the day to get The the most they could out of the conditions imposed. cruising vessels were uf course soon outpaced, while the machines, drawing 6 feet of water and about $ inch thickness of planking, have had it all to themselves. True, they had splendid and close racing, which I don’t grudge them one bit seeing that they have kept the spo t alive, but all the same, they are not the type that it was intended to foster For a beginner, with limited purse, a style of boat like She is, I that owned by ‘Cherub’ is not to bedespised. take it, very like one of the Rochester ‘‘dobles” with the addition of an ironkeel. Ihave often thought of having one of these boats built, only of course without the fish well, and having a centreboard fitted, Some of them sail very fast and are much more suitable for leaving about in the rough corners than the highly varnished and elaborately fitted canve-yawl, which costs as much as a good second-hand 5-tonner can be bought for. AND CANOEIST. 19 I do notin any way wish to under-estimate the advantages of the unballasted canoe-yawl for up river purposes, for which she is doubtless eminently fitted, but I do think with ‘Cherub’ that for open waters, with a strong lideway, where the possible landing places are few and far between, a beginner would be safer, as well as more comfortable, in a cheaper and stronger class of boat, T am afraid that as we grow older too many of us are apt to sneer at the humble kind of craft with which we were perfectly satisfied in our younger days. Many ofthe happiest times I have spent were in an old clinker built crock of very uncertain staying powers, but which carried us many miles. Wherever we find an enthusiastic youngster pottering about in the best boat he can afford, we ought, I think, to encourage him to persevere and improve his craft instead of chaffing him out of it, as some of the kid gloved brigade will occasionally do. Yours faithfully, MUDLARK, B.C.A. MEET FOR 1893. THe Epiror, 74e Canoeist, DEAR SirR,—Lough Erne having been chosen as the site for the 1893 Meet of the British Canoe Association, will you allow me as the proposer of this locale to briefly place before your readers, a few notes concerning this really ideal canoeing spot. In the first place I should like to say that in my opinion the B. C. A. Committe are upholding the title of the Association by having decided to meet in Ireland; England, Scotland and Wales having already been visited. Lough Erne is divided into the Upper and Lower Lakes, the former being studded with numerous Islands. whilst the latter, although containing several, affords large expanses of water. On visititing Lough Erne in May last with the olject of prospecting for a suitable site fora B.C.A. Camp. I naturally turned my attention to the Lewer Lake and by the kindness of Capt R. B. Steele, a member of the 4.C.A., who placed his steam launch at my disposal, I was enabled to search for a suitable spot, Only having time to spend two days on the lake I was unable to pay more than a flying visit to Belleek, 24 miles from Enniskillen, at the extreme end of the lake. I noticed several good camping grounds en route, but on making enquiries I found that the matter of supplies, &c., would be a difficulty. Finally I selected the well-known Devenish Island, famous for its ruined Abbey and Round Tower, and subject to the permission of the owner it is proposed to hold the Camp there, It is situated about 234 miles from the Town of Enniskillen, to which place canoes must be sent. The railway station is about 2 or 3 hundred yards from the lake, and all but the heaviest canoes can be easily run down on canoe trucks and placed in the water as at the last Meet. As an old Thames hand I trust that ‘Cherub’ will try and rake up some of his early cruises for our beneht. He will no doubt be glad to hear that, owing to the removal of the sewage out to sea, old Father Thames is now in first rate condition, and that whitebait and shrimps are now being The anchorage off the Royal Corincaught up at Erith, thian Y.C, at Erith is full of yachts of all sizes every summer, Supplies of every description can be obtained in the Town and it is proposed to hire a steam launch to run between the town and camp for the use of members and their friends. With regard tu the transit of canoes to Enniskillen, there are several routes by which they can be taken, and I am now investigating the matter with a view of finding the cheapest and most expeditious means for their safe carriage, I therefore trust that members will not be alarmed at the of the right sort is always sure of a hearty welcome here, and rough handling they may receive en route, as in the former case I have every reason to believe that the Irish Railway Companies will meet theAssociation liberally as regards rates, and for the latter I should propose arranging with a com and we have noticed some of the more wholesome type of canoe-yawl here during the past season. The amateur sailor there is ample storage for any number of small boats during the winter. For down river work where there isa chance of having to leave your boat for a week or so in the care ofa stranger I reiterate ‘Cherub’s’ advice !—have a strong, powerful boat, let the gear be as simple as possible, and don’t goin too much for gilt and varnish unless you are prepared to see it rubbed off. expense and distance to send their canoes, or the idea of petent man at the arrival port to look after unloading the canoes from the steamer and putting them on Ry. trucks, Having attended all the B.C.A. Meets, I feel sure that the members will agree with me on seeing this lake, that no prettier place has ever been visited by the Association and, THE MODEL-YACHTSMAN AND CANOEIST. 20 excursions can be made to all places of interest on the two bakes by steamers from Enniskillen, particulars of which will be sent to members later on. Yours truly, PERCY NISBET; Vice Commodore B.C.A. Slide Valve addition to what he can see by visiting in his canoe, numerous SATVA SPITS provided the weather is propitious, 1 am equally certain no member attending this Meet will regret bis visit, and in Gachanae & Hale Column, MIpDLETON’s YacHt Books.—‘‘ Choice Winning Proportions for Racing Yachts;” 5s., 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. For SALE.—Canoe-yaw! 13ft. x 3ft., ‘Nautilus’ type, ine strongly and well built (clench) last spring of yellow-piron and teak, ’bafter saii, large centreplate, detachable oulriggers and oars. The above is a pretty model and has hardly been used.| Price £13—Apply to N. R. Snfiling, Dagmar Villa, Great Yarmouth. BOAT AND PUNT BUILDER. H. C. SMITH, 84, Kingston Rd, OXFORD. & Medley Lock, CANOE-YAWLS & CANOES FOR RACING OR CRUISING, AND DESIGNER Canoe-yawls ‘Novice’ and ‘Isomer.’ BUILDER OF BR.C.C, Canoes ‘Shuttlecock’ and| Cylinders, Pumps, Guages, Safety Valves, and all the Separate Parts. FIRST-CLASS WORKMANSHIP. s° STEAMBOATS MODEL YACHTS Blocks, Deadeyes, Wheels, Skylights, Flags, Stanchions, Companions, &c. Fittings for Model Ships. MODELS MADE TO STEVENS’ MODEL DOCKYARD, Established 1843. 22, ALDGATE, LONDON. SEND 3¢. FOR ILLUSTRATED CATALOGUE, 100 ENGRAVINGS. 30 % Cheaper than any House in London. “MODEL to | \ za eo DOCKYARD.’ FITTINGS OF EVERY DESCRIPTION. FOR MODEL YACHTS. ‘Battledoor, and #-rater ‘Ragamuffin,’ &c. PLEASE NOTE.—All correspondence should be addressed to: CANOE & pie Room eI —AoOM GUARANTEED. Plain 10d. ,, NOG Bh This Cloth is made especially for Sails, is as fine as silk and will not stretch. This Cloth is now used by two-thirds of the Model Yacht Clubs in Great Britian with the greatest satisfaction. Send stamp for sample, Cash with order, Postage extra. 136, TURNER’S-RD., BOW, LONDON, E. Q —Bronzes for Model Yachts bottoms Hronse. easily applied—form a good smooth hard surface~—-and add to the appearance. Post-free, in 10%. Packets: Gorn, Vo. r, Od; Mo. 2,10d. Br al i Both : 86 inches wide . per yd. No. 1…Stripes 3gin. apart…71d. « i/ Bn Tn. Melee extra. goer Cash with order. Silk Ensigns Racing & Club Flags, from 4d. to 1s, each. Highest Awards from all the latest Exhibitions. SPHRCIALITY IN Striped Brown 1/- per yard…36in. wide SATL-CLOTH STRIPED SAIL CLOTH: |8ALL MODEL YACKT DESIGNER & BUILDER. – BLOCKS, FRICE LISTS FREE, Ww. M. PAXTON, WORK YACHT From 3” to 24” (single or double), 84, Kingston Road. FIIST-CLASS Lists Free. SCALE. Copper, Is. Address, Alpha, this office. HITCHEN & SQUIRE, Flag and Banner Makers, Bazaar Fitters, and Public Decorators and minators, 36, South Castle Street, Liverpool Exhibition, 1886. JOHN J. LIVERPOOL. GOLD MEDAL. JACKSON, SAIL MAKER, NORTHWICH, Cheshire, MANUFACTURER of SAILS for YACHTS, BOATS, CANOES, &. CANOE TENTS OF SAILS EVERY A SPECIALITY. DESCRIPTION MADE TO ORDER. Maker of sails for Canoe’s “Nautilus,” “Charm,” “Whizz,” “Stella’ and “Birdie”? And for Yacht’s and many others. “Ira,? “Ina,” “Chieftain,” ‘Pearl’