The Model Yachtsman and Canoeist: Volume 10, Issue 2 – February 1893

y achtsman & A Monthiy Journal of Model Yacht Construction, Fitting and Sailing; Canoeing News, Doings of the Clubs; Yachting Items; Correspondence; Sale and Exchange; &c Vol. X.—No. 2, FEBRUARY, All Communications (except Canoeing) must be addressed “THe Enitor of The Afodel- ¥Yachisman, Talbot House, Hessle Road, Hull,” CANOEING Communications must be addressed We are Price 3a.,, Post-free 3¥ad. still confronted with schemes of measurement—in fact, all kinds of nostrums are proposed to cure the disease of excessive length, attenuated midseetion, long overhangs, and such like growths and diseases. “THE Epitor of Zhe Canoeist Elim Lodge. Hornsea, or, 1898. Our own opinion is that no measurement formula will cure them, Hull, 161 & 162, High Street, Hull.” that any improvement will be largely the out- come of experience aud gradual though perhaps 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 Pub- lishers, on the following terms :— Post-free to any part of the United Kingdom, Europe or America,….. paid in advance..,,.. 3/6 per annum, be enclosed to cover postage. E. MARLBOROUGH & Co, 51, Old Bailey. than the 2rst of the month, to secure Rates on application. jusertion in To Foreign Subseribers!—AlII subscriptions must be sent by Post Office Orders, payable to THos, GRassaM, HULL; or, if sent in forergn Stamps, please send value in one or two stamps only, of high value.—P.O.O. made pay- able to ‘‘ he Afodel-Vachtsman’ accepted. Godtitorial Ovr illustration will not Sor the future be month per- The new style once adopted, everybody is trying to ainplify and get a bit more out of its meritorious points than those who The two ends of a yacht are now in some as long as the body, and there is no practical searching as to where the advantage of cases overhang stops and what beyond it is no use. We shall get before long to the absurdity of it, when some one will demonstrate that yacht owners have been paying for a large amount of unnecessary lumber. One of the latest schemes, involves the recommendation, that a small hole be bored through the planking and a piece of string be stretched through from side to side, so that the correct measurement may be taken, and some Llates, page this unquestionable formance of some new style. have gone before. DVERTISEMENTS should reach this office not later the following issue. conservative watching is the hurry and bustle time that duly follows, when everybody has got supposed THOMAS GRASSAM, 161 & 162, High Street. LONDON: Americans preferred to carry inside ballast, but how quickly in comparison with the period of their eyes opened by the Jad. or Id, stamps may be sent in payment. N.B.—In sending for single copies, 314d. in stamps must HuLL: quick evolution, Yachting men were slow for a number of years to learn the lesson of outside ballast, and ‘tis quite recently that some will we venture to think meet with the approval of our friends. Major Dances Cup evidently provokes a keen competition, and if we may judge by the spread of canvas, none of the light airs which are just rippling the waters, are to be allowed to go by until they have been well made use of by the assembled model yachtsmen. The fixture is favored by the presence of the donor of the cup, who stands at the back exactly in the centre of the picture. of the formulas suggested appear as if all the elements had been put in a bag, well shook up, and then provided with a constant diviser, that would bring the product of their admixture to something to suit the classes in vogue. Some have proposed to tax draught to prevent bulb keels, overlooking the inevitable conclusion that a tax on draught is the most powerful producer of them. li draught is taxed it means that all the ballast must be got at the lowest possible point. As the tax will prevent any great draught being 22 THE MODEL-YACHTSMAN taken, this of course means a bulb of lead, and | as the bulb can only be fixed on a metal fin, there you have the bulb fin keel at once, and this must come to pass fn the larger classes as well as the smaller. A tax on draught also means that the bulb of lead will be parallel with the lw.l., and this would be bad enough in the yachts, but far worse in the models, as it is in the latter case an utter impossibility to get a boat to go well by the wind or off the wind. « A taxon draught also fosters a shallow body, as for the purpose of making the sails act efficiently as a propelling force, stiffness is the most important factor. Stiffness is only obtained by keeping a considerable distance between the centre of buoyancy of the hull and the centre of gravity of the ballast. The tax on draught says you cannot go far down with the latter, consequently to get the requisite distance you must keep up the other as high as possible. If the extreme draught in each class was fixed at a liberal allowance, instead of being mixed up in a formula, the strength of the tendencies I have mentioned would be materially less. After giving the subject our earnest consideration, we feel bound to conclude that a tax on draught would be a great misfortune. —_—Q-— We see by their report, that the Corinthian M.Y.C. have adopted Mr. Fife’s rule, with a weight limit, and that of the sizes which may compete in the 15-ton class (not over 30lbs.) are 86x 10 x 8t and 44x 8 x 84. A boat of the latter dimensions with the liberal allowance of 30lbs. displacement, will undoubtedly make no task of disposing of the former, and we are afraid this rule will never be generally adopted. A class length limit with a weight limit only would have in our opinion answered much better. We have next to consider the proposal of ‘White with Red Maltese X,”’ whose letter we publish in full owing to mistakes in setting it It seems to us from a short up last month. examination that under this proposal it would be necessary to adopt a short boat, say 36x 9×9, or a long shallow one, say 46x6x6. To get intermediate sizes the tax on draught would foster the straight keels, in fact, the whole of a model’s steering virtues are situated in the keel, and to tax draught is to tax the shape of what is practically the rudder of the model. Mr. Albert Strange sent us a letter last month, which came too late for insertion. We publish it with one received since. As we criticised Mr. Strange’s proposal (as published in Zhe Fie/d) last month, it must pass now for the considera- AND CANOEIST tion of our readers. It will be seen that Mr. Strange in his last letter says: ‘af modelyachtsmen wish for a change it would be best to adopt our proposal of an inter-club 40 x 9 class, with a weight limit. If not, &., &e.” That is exactly our position. If we are to have an inter-club class (which may or may not have anything to do with conservative or lotuseating members who content themselves for ever with one boat) let us have a class that will ensure something like equality of size, so that when the hardy Norsemen leave their fastnesses to raid the ponds of the Sunny South, they will have to do the fighting with equal weapons, and when the Metropolitan Mariner comes forth to spoil the Humber Ports, it must not be the weight of his artillery but the skill of his fighting nen, that shall get him the victory. —0o— The initial letters C.M.¥.C. having been used in some correspondence which has appeared in our columns in reference to a divergence of opinion between two of the London clubs, the hon. sec. of the Clapham Model Yacht Club desires us to say the initials do not represent the Clapham Club. INTER-CLUB MATCH. Brooxtyn M.Y.C. v. Connecticut M.Y.C. In the December number of the AZ Y. & C. there is a brief account of a regatta between the above clubs, to which the writer desires to add a supplement. Your correspondent was evidently a Brooklyn man, and while the account is correct as far as if goes, yet the effect of it is to put the Connecticut boats unjustly in the shade. There were two cutters from Connecticut, the ‘Tda’ (not the ‘Hartford’ as reported) about 40 x 10}in., an elegantly shaped model, and the ‘Star’ 39x 11. The Connecticut men were cordially received and they thoroughly enjoyed the day on Prospect Park Lake, but they were at an immense disadvantage as compared with their opponents. These were on their own waters, where they had sailed for years and knew every vagary of the wind as it fell upon the lake from the high reservoir hill. Besides it was blowing a young gale, and in the first race—the only one chronicled by your correspondent —the result was a matter of oarsmanship rather than of Under those conditions a single model sailing. race around a triangular course decides absolutely nothing. Two of the Brcoklyn boats and one of the Connecticut boats made such work of it that Your correspondent tells how they withdrew. the big ‘Maria Shoofly’ (a noble craft) missed the THE MODEL-YACHTSMAN buoy and came in second, but he does not tell | how the ‘Star’ ran aground, and missed the buoy three times. The ‘Star’ finishes every race she enters, if it takes all day to do it; she got in 14 minutes behind the splendid little ‘Mischie?’. But that was notall the sailing of the day. In the afternoon six or eight races to windward were sailed, over a course of about 3g mile. The yachts from the Nutineg State were pitted against a dozeu select boats of the home club. The wind was still fresh, but the race to windward is always an easy one, and the visitors were at less disadvantage. The writer thinks it not ungenerous to claiin that the best sailing of the afternoon was done by the Connecticut boats. In one race the ‘Ida’ was an easy winner. was last to start, but and was first to pass races the ‘Star’ came ran through the fleet and In another race the ‘Star’ crept steadily to windward the line. In two other in just behind the ‘Maria Shoofly,’ and distinctly won on time allowance. Again and again the ‘Star’ led the best of the Brooklyn boats, and missed a race by going too far to windward, thus failing to get between the AND CANOEIST 23 work in the past, and he hoped it would continue to go on and prosper. He mentioned that it was intended by the Royal Aquarium Summer and Winter Garden Society, Limited, London, to hold an exhibition of yachts in January and February next, and that the Club had been asked to send six models to that exhibition. He hoped the Club would send six good yachts to London, and intimated that he intended to have his own yacht rigged up and sent south. He expressed the pleasure he felt at being present at the annual festival of the Club, and trusted that the members and their friends would spend a pleasant evening. In the course of the evening, songs were sung by a number of ladies close and gentlemen, and at the Captain Yule proposed a hearty vote of thanks to the ex-Lord Provost for presiding. A similar compliment having, on the motion of Commodore Anderson, been paid to the singers, an enjoyable evening terminated. Doings of the Chris, buoys. The Connecticut men concede that the Brooklyn boats’are a magnificent fleet, and that their owners are master yachtsmen, but again and again we heard thein express surprise at the stability and speed of the visiting boats. It will interest English yachtsmen, perhaps, to learn that these two Yankee boats are furnished with fins, made of alunyinum, which act as centre-board and ballast. The fin of the ‘Star’ is 12 x 64 inches, the front edge of the fin inakes an acute angle with the keel, and attached to the bottom of the fin is a cigar shaped piece of lead. The fin of the ‘Star,’ including lead and aluininum, weighs 20 lbs. Ex-CoMMoDORE, Dec. 15th, 1892. ANNUAL DUNDEE Connecticut M.Y.C, MEETING MODEL OF YACHT THE CLUB. The annual festival in connection with the Dundee Model Yacht Club was held on Dee. 2nd, 1892,in Lamb’s Hote]. There were in attendance between 70 and 80 persons, and ex-Lord Provost Hunter occupied the chair. After tea, the Chairman delivered au address, in the course of which he remarked that when the Club was first formed some people prognosticated that it would last only a few years; but he thought they must now see that they were very far wrong, as the Club had been in existence for between nine and ten years, and was stronger now than at any previous period of its history. It had done good Reports for publication must be legibly written, on one side of the paper ex/y, and forwarded to the Epiror not later than the 20th of each month, to ensure insertion in the following issue. Gateshead M. Y¥. C.—The annual general meeting and presentation of prizes to the suecessful members of the club took place on Thursday evening, last, at the Refreshment House, Saltwell Park, the balance sheet being read by the Hon. Secretary, which showed that the club was still on the right side of the book, notwithstading the extra expense this year in defending successfully two of the members who where proceeded against at the Court for having(without damage or injury to shrub) climbed a hurdle to protect their modeis from being destroyed, and which persecution was considered by the members paltry and evidently with a view if possible to destroy the harmony that exists amongst the yachtsmen and the visitors, yachting being the chief attraction of the park. Mr. Fanning presented the prizes in a very pleasing manner, after which the election of officials for 1893 took place :—Commodore, Mr. Nicholson; Vice-Commodore, Mr, W. Appleby; Referee, Myr. Janning; Stewards, Mr. Tindale and Mr. McGill; Committee, Mr. Ward, Mr. Andrew, Mr. Crimson and Mr. Williamson; President, Mr. Newall; Vice-President, Mr. J, Huntley ; Captain, Major Dance, J.P.; Secretary, Mr. Wilson were re-elected, a very pleasant evening was spent and the fixing of the races for the next season was left with the committee. 24 THE MODEL-YACHTSMAN Manchester M. Y. C.—The members of this club met last evening, at the Wheat Sheaf Hotel, High Street, in this city, for the annual prize distribution and social evening. After tea the members adjoined to the large room upstairs, and the president, Mr. E.G. Brockbank, being asked to take the chair, proceeded to present the various handsome prizes, amidst much applause. The commodore, Mr. J. Hall, has been singularly Mr. Mr. Mr. Mr. Mr. Mr. Mr. Mr. Muth Goldthorp E. G. Brockbank M. W. Wrigley Dempsey Cassidy Gill Tomkins Total prizes 17 14 DHE HH WWM WRWOEDDO Mr. Barker Mr. Storey NWOOCTHNMrFROFNOFRKFSO Mr. Holmes Mr. Osborn CDROrRORFNWORrRNONC# Com. J. Hall Mr, Robshaw OCOOrocdoonwraowwp ct successful, taking ne less than nine prizes, five firsts and four seconds. Messrs. Robshaw and Holmes have also done well, taking six prizes each, the remainder being spread over about a dozen other yachtsmen. The rest of the evening was spent in songs, recitations, &c. Appended is a list of the winners:— ist. 2nd. 38rd. Total. 1445 Mr. Barker is also the winner of a handsome prize, presented by Mr. Herbert Brockbank, for the boat making the most points during the season, and which had not taken a ‘‘first,” the number scored being 51. Several of the most successful competitors of past years were debarred from competing for this event. Lowestoft M.Y.C.—During the past month there has been plenty of sailing on the pond. We have had a large cutter built at Plymouth, broad and shallow with deep keel, she has been tried against some of our tens but could not beat them. On Xmas Eve three of the new yawls were afloat, all being 49 L.W.L. Great interest was taken in the sailing which was close and exciting, the wind being a reach both ways sailing was continued till the sails were a sheet of ice and rendered useless. Amongst those present were Mr. T. Storry one of our oldest members. We hope to have a good season this year as a number of model yachtsmen have promised to join the Club. The pond has been inuch improved and is open to all winds. The yawls will form a seperate class and from the speed they go we shall be able to meet all comers in any class. AND CANOEIST Atalanta (Ireland) M.Y.C.—This club had a very successful season, though the racing began rather late. Appended is the winner’s list :— Owner. Yacht. Starts. Ist. 2nd. rd. L.WL. K. McNally’s ‘Colleen. 5 5 O O36 Ti. Redmond’s ‘Casilda.. 8 2 8 3 29 R. Ratigan’s ‘Clarissa. 2 1 1 O 30 N. Weir’s ‘Ghost.’ 3 0 0 0 26 H. Weir’s ‘Magpie., 5 0 38 2 31 J. Kelley’s ‘Snatcher.’ 1 1 0 OO 24 The ‘Casilda’ carried off the Lyburn Cup after a hard tussel with the ‘Magpie’ on Sep. 5th, 1892, American M, Y.C.—Buildiug is going on briskly by a number of members. Mr. Fisher will bring out a new 40in. l.w.l. boat to beat all the 46in. aud others under the L.&8.A.rule. Mr. Casey has a 40in. well on the way and Mr. Neff is building under soaped windows. Mr. Nichols has completed the design of a fin boat, that will make a name for herself, so with ail this converging to one point soine excitementmay be expected. Corinthian M. Y.C.( London )— After five weeks calms and fogs alternately we were able to resuine our sailing on Saturday, December 3rd, when a 10-ton match for a prize given by Mr. Flint and others from entrance fees was competed for by the following :— ‘Dora,’ 424 x 7x 9x 32lbs., Mr. Harris. ‘Dragon IL,’ 424.x 7×9 x 3ilbs., Mr. Hugo. ‘Experiment,’ 424 x 7×9 x 28lbs., Mr. Burgess. ‘Gleam,’ 403 x 74x 9x 32lbs., Mr Barraclough. They were started at 3-30 in a second suit steady breeze from §.W. which gave a beat up and a run down the pond. There being very few toy boats in the water the racers had a more than usually clear course, so no fouls took place and the sailing was very interesting, all being very close in every heat, but at the end of the usual twelve heats, ‘Dragon II’ was once more at the top of the score, but she was hard pressed by ‘Gleam’ and ‘lixperiment,’ and it took Mr. Hugo all his time to keep ahead, so that it is quite evident they are very evenly matched, and it is very seldom we have had such a well contested match, the scores at the finish being ‘Dragon’ 23 points, ‘Gleam’ 21, ‘Experiment’ 19, and ‘Dora’ 16, so that ‘Dragon’ takes Ist prize, ‘Gleam’ 2nd, and ‘Experiment’ 3rd. It being after 5 o’clock before it could be finished, the last two or three heats were sailed by moonlight, this was rather a novel experience, but all enjoyed it thoroughly, although it was difficult at times to distinguish one from another. On Saturday, December 10th, Jack Frost had partial possession of the pond, go no sailing could be done, but the members employed their usual afternoon leisure by dis- cussing the MODEL-YACHTSMAN “pros and cons’ of the Y.R.A. conference on the measurement question, general regret was expressed that the Y.R.A. had decided to continue the Rating Rule for a time, as all our members are of opinion that this rule is not a suitable one for inodel yachts, and they were hoping that the Y.R.A. would have made such alterations in the present rule, as would have enabled model-yachtsmen to work to it as a standard for all clubs, so that they might be more in union with the type of large yachts, but as they have not done so, it was unanimously agreed either to continue under the 1730 Rule, or else adopt the nex? Rule as suggested by Mr. Fife, Senr., of Fairlie; the merits of this rule was fully discussed, and it was resolved to recommend its adoption at the Annual Meeting of the club on December 31st. Some particulars of this rule were given in the 4. Y.&C. tor March 1892, but in addition to the dimensions there given, which were intended for a 10-ton class, it was thought advisable to try a 124-tons and a 15-ton class, under the same rule. To save your readers the trouble of referring to the Mf. Y.&C. for March, we annex the most likely dimensions for these three classes, and it was also agreed to limit weight in each class—10-ton class not to exceed 20lbs, 124-ton 25lbs, 15-ton 380lbs, this will allow members to have the choice of a light, moderate or a rather heavier model. Under each of these three classes, good, handy, sightly models can be got, and if even smaller boats are wanted, a 5 or 74-tonner can be got with advantage under the same rule, and b limiting the weight to 10lbs. and 1dlbs. all the five classes would thus have 2lbs. weight to 1 ton measurement, thus: 5-tons LOlbs. 74-tons 15lbs. 10-tons 20lbs, 124-tons 25lbs. 15-tns 30lbs. the dimensions would come out as under :— 5-tons. L.W.L. Beam. Draught. LxBxD 4 54 74 — 20) O4 6 is 64) 16 74 63 not to exceed 10Ibs ; 24 24 7k.tons. —————_ 30 30 68. 74 30 64 10-tous. 36 9 64 not to exceed 40 8 64 not to exceed 124lbs. —_——_—_ 20lbs. 124-tons. not to exceed 25lbs. 30 38 49 36 Oho 4 8 8 14 9 654 4 Zz 64 64 The 38 9 1+ 40 42 8 8 72 77). AND 15-tons. not to exceed 30lbs. CANOEILST. 25 36 10 St 36 9 94 38 9 38 84 91 3 40. 9 8L 40 8 2 49 84 3 44 8 4 of course many other dimensions can be got but those given are considered the most likely. On Saturday, December 17th, a 10-ton match for a club prize and others from entrance fees was sailed for by ‘Dora,’ Mr. Harris; ‘ixperiment,’ Mr. Burgess; ‘Banshee,’ Mr. Flint; ‘Gleam,’ Mr. Barraclough. The wind was moderate but rather squally from $.W., asa start could not be made till rather late only six heats could be completed, all of which were very keenly contested, the scores at the finish being ‘Dora’ 12 points, ‘Gleam’ 12, ‘Experiment’ 11, ‘Banshee’ 7, so that ‘Dora’ and ‘Gleam’ tied for 1st prize, which has to be sailed off first opportunity, ‘Hixperiment’ taking 3rd prize. On Saturday, December 24th, the tie left over from last week was decided, and was won easily by ‘Gleam,’ so she took Ist prize, ‘Dora’ 2nd prize. Thursday, December 29th, the members of the elub invited their friends to a Supper and Musical Evening, which was held at Jupp’s Restaurant, Clapham. The chair was occupied by the Commodore, Mr. Barraclough, supported by the Vice-Commodore, Mr. Hugo, Rear-Commodore, Mr. Burgess, and ali the other office bearers and members, after the supper, which was served up in the best style the evening was spent most pleasantly, songs by Mr. Burgess, Mr, Flint, Mr. Barraclough, Mr. Munn, Junr., and others, being varied by recitations from Mr. Harris, Mr. Maiden, and others, while Mr. Whitlin played some solos and accompanied the songs most effectively. A most enjoyable evening was spent by all, and after singing ‘‘Auld Lang Syne”the company separated, hoping to meet again for the same purpose in ’93. On Saturday, January 7th, the Annual Meeting was held at Jupp’s Restaurant, when there was a full attendance of members. After the reading of the minutes for the past quarter the treasurer submitted his balance sheet for the year, which proved to be the most satisfactory since the club was formed, and with a good working balance in hand after paying ail expences up to December lst. The Commodore then distributed the prizes won during the last quarter and read a report of the matches sailed during the year. There were 22 matches completed, and prizes to the value of £21-18-0 had been given, the principle winners being as under :— ¥ THE 26 MODEL-YACHTSMAN Mr. Hugo Mr. Harris Mr. Barraclough Mr. Mr. Mr. Mr. Burgess Flint Pendlebury Keen Mr. Maiden Mr. Whiffin Start. 15 lst, 12 Qnd. 1 3rd. 0 19 3 4 3) 6 4 4 8 12 6 1 1 0 1 2 2 3 0 1 0 2 2 5 7 0 0 0 3 2 1 16 1 The meeting then elected office bearers for 1893 which were:—Commodore, Mr. Hugo; ViceCommodore, Mr. Burgess; Rear-Commodore, Mr. Flint; Hon. Treasurer, Mr. Munn; Hon. Secretary, Mr. Harris; Measurers, Messrs. Burgess and Barraclough; Auditors, Messrs. Hugo and Flint; principal officers. Sailing Committee, the five The discussion on the pro- posed new measurement rule postponed from Dec. 17th, was then resumed and after having fully considered the various rules suggested by Messrs. Bruce, Strange, Long, Burgess, and Mr. Fife, Senr., of Fairlie, it was finally decided that the #*2*® Rule suggested by Mr. Fife, Senr., should be adopted by the club for the present year, so that we will now have 10, 124 and 15-tons with weight limited to 20, 25 and 28lbs. There was along discussion as to the weight of the 15-ton class, some wanting 25lbs, others 28lbs, and others 30lbs, but at last 28lbs. was agreed on, and seven members expressed their intention of at once building to this rule, varying from 36 x 10 x 8ito 44 x 8 x 84, so that with models of at least five different dimensions, all having the same displacement, we will no doubt soon be able to form a good opinion as to which is best. A resolution was also passed that no poles longer than 8 feet be allowed in future. Corresponderswce, Letters must bear the name and address of the writer, (not necessarily for publication). Anonymous letters and enquiries will not be acknowledged. All communications to be addressed to THE EDITOR. We republish this letter because part of it was erroneously printed last month. THE Evitror, 7he Medel- Vachtsman., DEAR 51R,—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 net see any rule proposed that would produce the type of vessel the experts seem to advocate. I therefore venture to propose a rule 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 Lx Bx(L+B) : ——4ip > L==length on waterline, B=extreme beam, with this addenda. Where draft exceeds beam half the excess to be added for beam measurement. Where draft exceeds 1 L the excess to be added to length. 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 jeaves 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 believe he will agree that it will be as fine, fast, wholesome a boat with ample accommodation, ft to go anywhere in any weather as the experts own and all seem to wish for. Tam, Yours truly, WHITE, WITH RED MALTESE X Tue Epiror, Zhe Afedel- Yachtsman. Dear Spr,–I have no desire to occupy your valuable space in slaying the slain, but I must say our Lieut. seems singularly ungrateful. After complaining that his letters are unnoticed, and alter a sincere effort on my part to remove this complaint, he turns to, and accuses poor me of perversity, because I find I am unable, even with the extremely slender stock of mathematical knowledge he credits me with, to swallow his ‘‘magical divisor 285 rule.” Contradictions, however vehement, are not usually con- sidered goud evidence, and our Lieut. seems quite unable to disprove what I point out as the inevitable tendencies of his magical rule. And, as he displays such colossal ignorance of the meaning of the word displacement, and of the elements and objects of designing; to say nothing of the exceedingly astonishing assertions as to the resu/¢ of an increased divisor on the same formula, made in the last paragraph of his letter, I feel that it will be better in future to leave the Lieut. and his “only formula” to occupy that obscurity which so much annoys him, and thus leave your pages free for the ventilation of more practicable suggestions, SCRIBBLE IN Yours faithfully, ALBERT STRANGE, ARITHMETIC, Tue Epivor, 7he Afodel- Vachisman., Dear Str,—I was about to devote this letter to an- examination of some of the arithmetic which has lately appeared above the signatures of disputants on the measure- ment question—and with a view of showing that such arithmetic is of an unscund character—but perhaps fortunately, very choice example of this nature occurred in the Standard daily paper of the 6th instant, and as the example answers my immediate purpose, and is alsu on a subject of great public importance, I trust you will accept it. The Standard of the 6th inst., contains a long article on Astronomy, and in connection with the fifth Satellite of Jupiter, the writer asserts tiat this Satellite is about 112,000 miles (one hundred and twelve thousand miles) from the This statement like many centre of the Planet Jupiter. thousands ofthe same nature is thus advanced, but common sanity shows that its propounder has never been to the trouble to pursue his figures to their just conclusion ! I will now examine them thoroughly, and show what they endin: 112,000 miles x 2=diameter of Satellites orbit round Jupiter! Diameter 224,000 miles x 3°14159 =miles is the orbit of the Satellite =703,716°16 miles! Then as the Satellite revolves around the planet Jupiter : : ia ==therate per under 12 hours, it: fellows that a 03,716 a trifle in hour of the Satellite 58,643 miles az iour\!! Fifly eight thousand, six hundred and forty three miles an hour. This utterly absurd and totally impracticable speed of revolution, is precisely what follows from the wide spread propensity to plunge into arithmetic without examining the conclusions which must follow ! THE MODEL-YACHTSMAN Now the fact is that, our knowledge of this Satellite is limited to the time of its period around Jupiter, and this is known to be a trifle under 12 hours! If then we wish to make a calculation we must start from this point of 12 hours and not from any conjecture such as this statement 112,000 miles. Also, when starting correctly from 12 hours, it will be found that the whole mathematical method of procedure is exactly reversed tu that given above. With then the Anown starting point of 12 hours, it is legitimate to attempt to measure the Satellite’s orbit, so long as we also use a known rate, as a guide for the calculation and which will be a rough approximation. Thus the known rate for Longitude is 900 miles an hour, and applying this rate and multiplying by 12 hours, the orbit of the Satellite is found to be 10,800 miles, and its diameter 3437 niles; thus the distance of the Satellite from Jupiter’s centre will amount to 1718°75 miles, One lesson to be learnt from the abuve is that Jupiter is a planet of moderate size, and the reason why the Satellite runs round it in 12 hours, is that the latter’s orbit is small, and not, that its rate of motion is ridiculous and impractic- able! I hope also that this letter will act as a warning to merely disputatious people that arithmetic is not a safe matter to deal in without the character and ability to pursue the figures to their complete termination. Iam, faithfully, jan. 12th, 1893. Lizur. MIDDLETroN, December 20th, 1892. THR Epiror, 7he Méodel—Yachtsman, Dear 51R,—I am glad to see your announcement that the designing competition is to be for to-raters L. & S. A, rule, and [ hope you will not alter this as suggested by Mr. Munn in your December issue. Having read the Designer’s report to the Y.R.A. I certainly cannot see grounds to justify his Statement that, the opinions expressed by these experts shew most conciusively that the L. & S.A, rule is not piacticable Jor model yachts. The impression I got from their report was that there was very little to be said against the rule except from the standpoint of accommodation, To my mind, many of their statements lead to the conclusion that the L. & 5. A. rule would be a most desirable one for models, For instance, they say: ‘‘It is a perfectly fazr one for racing present L, & 5, A. classification, &c.” rule is a most then, admirable CANOEIST. 27 has a sail-area allowance of only ‘683 and is no skimming dish at that. Wishing you the Compliments of the Season. Tam, yours, etc., that the one for Such a statement is worthy of consideration, especially when compared with the rule (1730) which permits a boat of 50” l.w.i. to sail against another of 36” and classes them doth as s0-doxs, notwithstanding that the former may have nearly double the displacement and sail spread of the Jatter. The Designers also suggest :—‘‘that length and sail area (as being the Jeading elements in speed) should be preserved in some form but medified so as to make it the interest of builders to produce a bigger bodied boat.” Mr. G. L. Watson, in reply to Sir G. Leach, remarked that he did not know of any rule by which they could get a much greater speed out of a given length. The Council’s summing up is also worthy of note, for it states that after having given the most careful consideration to the subject, they agree, that up to the present, the L. & S. A. rule has produced a jfime, seaworthy and fast type of veesel. I certainly think that the L. & S. A. rule with @ limit on length (say 42” |.w.1, or less) would be as good a one as we could possibly have for models and far and away before any system of hull measurement wherein beam and draft may be juggled with to produce length. I might point out that the sail-area of a 42” fen rater would be ‘809 of the l.w.1. squared, and this I think may be con:idered reasonable in face of the fact that the winner of the last race for the Southport Challenge Cup for 20-raters ‘‘SPINDRIFT.” 494, Wandsworth Road, London, 18th Jan., 1893. THE Epiror, Zhe Model- Vachtsman, DEAR Sir,—As Mr. Pollard in his letter of 15th Dec., Says this correspondence ought not to appear in the J7. Y. & C., perhaps you will allow me to say that a member of his club began it, andas Mr. P. has said his last,word, a very few words from me wi’l, dence, therefore close the correspon- 1.—~-My former letters and this also have been submitted to and approved by all the members of the Corinthian club. 2.—–They adhere to every word I have already written, so that under these circumstances Mr. surprised Pollard must not be if they do not make a public or even private apology to him or his elub, Yours faithfully, C. H. Harris, JNr., Hon. Sec. C.M.Y.C, This was held over from last month. THe Epiror, The Model- Vachtsman, DEAR S1R,—It seems pretty certain that some system of Measurement of hull alone, is what the great majority of craft under of mode] yachtsmen desire, and, seeing that L & S.A. involves a large amount of measurement, and moreover produces such an extraordinary variation in the same rating, it is not surprising. This came too late for insertion last month, yachts together by—and we are all agreed, AND All the systems proposed sizes n our journal seem to the possess this great defect, that—apart from their tendency to produce models varying very greatly in displacement- they will, if adopted, throw out the whole of the existing boats, wh’ch will either be too large or too small to compete under either the rule proposed by our friend, Lieut, Middleton, or that suggested by Mr. Munn, ExBx Dosey: 300 which is extremely simi- lar to the Lieut’s. Another very serious objection is the tax on draft. I feel certain, from a careful examination of both these rules, that any tax on draft will produce an indifferent and ugly type of boat, and place a premium on undesirable efforts to evade this penalty, One immediate effect will be: keels parallel to the l.w.l., which will result in models very difficult ta steer, and equally the throwing out of boats with some drag aft, as is very general. There is really no occasion to tax draft, in models, exaggerated forms of sheer plan being their own punishment, if they are undesirable, If great draft is found beneficial lo speed, it isa goodthing. It must be remembered that great draft does not by any means pre-suppose heavy displacement. It very often accompanies rather light displacement, both in models and big vessels, and although in big craft, a tov long keel is a most undesirable thing, on account of entering harbours and coasting in rivers, &c., it matters absolutely nothing in models So we may now enumerate the desirable points in any new rule. It must be simple, just to all sizes, give room for individual ideas in design, and ought to include some at least of the models at present in use. Also there ought to be as few restrictions as to weight, sail-area, &c., as possible, As most existing models are sailed under the 1730 rule, and have practically congregated together in the sizes from 384 x 8 to 42’5 x 7, it seems to point to the fact that these and the intermediate sizes are found the handiest, at any rate in Yorkshire, Further north the most successful boats are much longer and heavier, and doubtless on their own waters would completely smother the small home cratt. Is this not evidence that under the 1730 rule length is placed at a premium, an #n/fazr premium, and that beam has been penalized, otherwise, how is it that 1o-tonners under this rule can easily range from 18$]bs. displacement to qolbs. Now there are many men who think if beam had its fair | THK MODEL-YACHTSMAN AND CANOEIST. 28 a and proper chance, a faster and better type of boat would to shorter boats, and slightly Jess to longer ones than the rule allows at present, it seemed possible to place all boats upon some fairer plane of equality of size, than they enjoy Naturally soe whatever. alt present. prevail. But what chance has it under a rule that increases length nearly 5 inches, for a decrease of 1 inch in beam? I want here to point out, that it is this f ct alone that produces such a vast difference in the displacement of 10Tf beam tonners, from one end of the scale to the other. were fairly treated under it, this could not happen, Then if 5 inches increase of length is too great a gain per inch of beam, what is a more equable allowance, it may be asked. From experiment, I think I can supply the answer, viz: 2 inches, that is starting from a given size, every decrease of 1 inch in beam gives an increase of length of 2 inches, and as it is generally acknowledged that a five beam boat is a good general standard to work from, and wishing to include as many of the existing boats as possible, | have made the following scale for 1o-tonners, making 40 x 8 the standard : boat Increased length. Decreased length. “41x 7% “42x 7 43 x OF 39 x 88 x9 38 37 x 94 8 4gox 4o x8 10 36x 44x 6 *exisling boats. If it is desired to test whether these dimensions will keep the boats somewhat together as regards displacement, the enquirer will have to do a little designing, unless he is prepared to take my word for it. Of a good many test designs made to this rule, I take 3 sizes, shortest, middle, and the longest, and I find that about the greatest economical area of This can Le midsection that can be taken is 30 sq. inch. done easily on each size, Then supposing ail the boats to have the same co-efficients of fineness of fore and aft body, the displacements come out as follows: 44 x 6, 28lbs, 49x 8, 26 lbs., 36x 10, 23 lbs; thatis, a difference of only Slbs., from top to bottom of the scale. Ido not wish to say that a heavier buat can not be got, it can on a/¢ dimensions, but I here give what seems to me to be an economical, and most generally useful area of mid sectio , suchas is likely to produce the best all round results. I have submitted this rule to the consideration of many of my model yachting friends, and those who have considered it most carefully have come to the conclusion that it is ‘*a great improvement on the 1730.” | These are the very words of Mr. A. E. Long, who from his long experience of designing is justly regarded as an authority on matters of this kind. Iam sorry that it does not at first sight commend itself to some of my London friends, who prefer the ee O which, I am sure, will be found in practice an unsatisfactory rule, as I have made several test designs under it. As this suggestion will include many of the best existing io-tonners if adopted; and at the same time check long boats, and encourage a beamier type, I venture to send it you, trusting it will receive the careful attention of those who are dissatishied with the tendencies of the 1730 and the L. & S.A. rules. And hoping they take interest enough in their spurt to express their opinion on it in print. Yours faithfully, ALBERT STRANGE, Tue Epitor, Ze AModel- Yachisman, Dear 51k, The proposition that I had the pleasure of forwarding you last month, was not intended as a new or original rule of measurement, but simply as a modification of the present rule in use, the 1730. It was not without careful designing of possible boats under the proposed alterations, as well as comparisons of midship sections, &c., that the proposition was made, and I still think that if a modification of the 1730 rule, in the direction of greater fairness is desired, it will not he easy to find one that will work with more general satisfaction to all, whilst retaining some of the best existing boats practically unaltered. I have carefully read all the correspondence on the subject of measurement that has been published in every yachung paper, except perhaps Masses sport, and had I been able to read German I should have studied that journal with the rest. But I must confess that you have hit the mark when you say that none of the writers have “had the courage to say exactly what they want.” We know pretty well what madel yachtsmen don’é want, and that is the L. & 5. A., and the 1730, in its present form. Now, if we want a permanent, fixed, and useful type, let us at once accept the Editorial proposal of a class 40 x 9. As I take it, this class will be a moditied length class, the dimensions of which may not be exceeded in length or beam. This being so, the only road to success is by way of im And in order to ensure that progress provement in form, to sugyest that instead shall go in this road, I would venture of (or in cunjunction with) a sail timit, add a weight limit say 28lbs., and we have further ensured that success can only come from improvement in form, ballasting, sail-plan, and in which probably the most expert have handling, four things yet something to lear, Aithough personally, I have a weakness for some latitude in proportions for the sake of experiment, I am bound to confess that I find very much that is favourable to solid progress in even a fixed class, such as the one under contemplation, perhaps progress of a more exact character than has been yet made in model yachting. For instance, we do not know exace/y what is the influence of difference of form, on the same dimensions and displacement, on the per- formance of a model, We know that certain forms are best With thin for certain types, under certain conditions, special types this has been carried out to a pretty clean conclusion by some Hull and Jarrow Clubs, and the results are distinctly valuable. But, the conditions being so diverse as they are, both as to size of water and weight of models, Supposing dimensions and some of their value is lost. weight fixed, this knowledge could be put down as exac?, a definition which does not yet apply to much model yachting knowledge, nor, indeed, judging from the wolte-/ace, made during recent years by the best authorities, to real yachting etther, To conclude. If model yachtsmen generally desire a class in which they cannot be out-built, or out-weighted, except by legitimate improvement in form—by all means let us embrace the Inter-Club Class, asit may weil be christened— It means a complete change, but that is not an unmixed evil, If the desire generally is only for a modification of the I existing rule, Lask consideration of my proposition. should just like to add that the rule proposed by ‘‘Ked, with Maltese X” is most ingenious, and with its safeguards, would produce and keep a good type of boat, rather ijarger than gox 9. It is well woithy of examination by makers and proposers of other rules, (even the 285). Lam, faithfully yours, ALBERT STRANGE, It is well known that the chief defect of this rule is the By severity with which it taxes even moderate beam. constructinga curve of relative beams to Jength. which should coincide with a 1730 curve at a point, which would perhaps be called the extreme point of usefulness of type at present ; and so modifying it as to give slightly more beam A few extra copies of this month’s Illustration, printed on tinted card, may be had ot Thomas | Grassam, Hull, post-free 2d. each. “THE MODEL-YAGHTSMAN »° GANOEIST,” FEBRUGRY, 1893. GATESHEAD MODEL 10-TON COMPETING ON HEXHAM OLD CLASS RESERVOIR, FOR YACHT CLUB. RACE. MAJOR DANGE’S CHALLENGE GUP, THE MODEL-YACHTSMAN AND EL.M.S. ‘‘Ringarooma,” Samoa, Dec. 2nd, 1892. THe Epiror, 74#e AModel- Yachtsman. Dear Str.—Since I last wrote we have spent our time at different places- in New Zealand, until the end of October, when we were ordered off, rather suddenly, from Auckland to the Samoan Islands, to protect British Interests and lives, as the natives are continually fighting among themselves; and we are likely to he down here some little time. I received the A. ¥. & C’s. all safe, and am always pleased to see what is going on at home, as I take as much interest in model-yachting as ever, (although not able to do anything myself at present) I am also greatly in favour of Inter-club competitions, which seem to he getting very popular at home, for there is without doubt a lot to he learned, one off the other, in this way, and also a good way to test the different types of models ; [ am also very pleased to see that a new fleet of yachts are coming out on the Medway waters and showing their superiority to the older {though fast) class of craft nsed when I was able to take part in their matches myself. ‘* Well done Medway, carry on.” With best wishes to yourself and all model yachstmen, trusting you are well, and wishing all a Prosperous and Happy New Year. I remain, Yours truly, Jas. W. JECKELLS, MODEL YACHT CANOEIST. oo BRITISH CANOE CLUBS. ROYAL C.0.—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, Helenshurgh. WHA C.C.—T. 0. Todd, Sec., 7, Winitred- terrace, Sunderland. HUMBER YAWL CLUB—G. F. Holmes, Mate, Elim Lodge, Hornsea, TYNE C,C.—T. Warkman, Sec.. 17, Hutt Street, Gateshead-on-Tyne. BRITISH CANOE Lymm. ASSOCIATION.—Mr. H.’f hocpe, See., Danecliff, My. A. Carrington, Treas., Carlisle House, Great Wantford, neary Knutsford. (The B.C.A. is established for the promotion of cruises and 1ueets, whereby canoeists of the United Kingdom, irrespective of clabs, may unite for the purpose of cruising and camping.) SUNDERLAND C.c.—J, Stephenson, Sec… 28, Chester-rd., Sunderland THAMES CAMPING & BOATING ASSOCIATION.—Anthony Walter, Hon. Sec., 14, Duke Street, Adelphi, 8. W. NORTHERN C€ C.—L. McPherson, White House Buildings, Newenstle, ULSTER C.C.—R. E. Workman, (Capt.), 19, Bedford Street, Belfast. Corrections Solicited. EDITORIAL NOTES AND COMMENTS. CLUB REGISTER. \ ¢ 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 Namea and Addresses. AMERICAN,—Len; th taken on 1.w.1. Station—Prosnect Park, New York H. Melvin, 144, Park Place, Brooklyn, U.S.A. Station.—Exiey’s Reservoir, Frizinghall. Lewis Crossley 15, Springfield Place, Manningham Lane, Bradford. 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.S.W GLASGOW.—Alexandra—”L. & 8. A.” Rule. ¢tation—Alexandra W. Crawford, 181, Comely Park- eae Park, Glasgow. HULL —Kingston–Length taken on l.w.l.; also 10-ton class ¥.B.A. Station—Club Lake, Inglemire Lane, Beverley Road. J. R. Windsor, Bankside, Seuleoates. ‘Albert—Tonnage—Y.R.A, Club Lake, Chaik Lane, S. L. Tucker, Belgrave Terrace, Rosamond St. Hast Huil.—1730 rule, Hessle Rd, Station.—East Park, B. P. Beli, 18, Gladstone Street, LONDON.—London.—li-rating class and 10-ton class ¥.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 Gardens. Serpentine—Tonnage—Y. R. A. and 1..&8 Station—The Serpentine, Hyde Park. G. Hale, 178, Hampstead-road. London, N.W. Corinthian.—10 and 15-tons 1780 Rule, also 10, 124 and 15-tons Fife’s Rule 1x Bx D, weights limited to 20lbs., 251bs. and 28lbs. Canvas unlimited. Station—Long Pond, Clapham. C. H. Harris, 494, Wandsworth Road. Clapham—Tonnage—Y-R.A, Clapham Common. Station.—Long Pond W. J. Bailey, 162, Elms Road, Clapham Park, 3.W. M. Y. Sailing Association—Length taken on 1,w.1, Station— Round Pond, Kensington Gardens. J. Pollard, 32, Spring-st., Paddington, MEDWAY,—Chatham.— Tonnage ¥.R.A. J. H. Read, 16, Gorst Street, New Brompton. NEWCASTLE WEST END.~—-Tonnage—Y.R.A. P. McGill, 19, Hamaterley-rd., Newecastle-on-Tyne. 3CARBOROUGH.—Tonnage 1730, 10 aud 20-tons, also Weight class, Station—The Mere. W. W. Gibson, Sec., Westborough. SOUTH SHIELDS.—BWxelsior—Tonnage ‘1780’ and Length, Station.—South Marine Park, T. 8S. Downey, 16, Saville Street. TORONTO.—T. Gardiner, Sec., 76°, Queen Street, Canada. i=” ‘Lhe Fee for constant publication in the Reyister is 5s. per annum \\ je, BRADFORD MOGR.—1730 and length. Station.—-Bradford Moor Park, T. E. Barker, 92, Dudley Hill, Undercliff, Bradford. BRADFORD.—Y.R.A. and length. – }\ NTERNATIONAL CANOEING is the theme which our southwestern correspondent brings before us this month. There seems, however, judging from present appearances, to be but 7» little chance that our American cousins will be favored with a challenge from this side for the Gagesnow held by tithe N.Y.C.C, What little chance there might have been of a race taking place, has not been improved by the rejection of the sliding seat at the Autumn meeting of the R.C.C., as, at any rate in American waters, a canoe with bucket well, sliding seat, and 150 feet of sail would be pretty certain to win from any boat not provided with these adjuncts and manned by someone thoroughly accustomed to their use. To supply this latter qualification we only know of one man in England, and no hint has yet reached us of any intention on his part, to challenge for the cup. It is, however, quite likely that some canoeists will be going over to the States, attracted by the World’s Fair, and if any of these should have opportunities for seeing something of an A.C.A. meet, we can only hope they wil not forget to make a few notes for the benefit of the readers of the Canoeist. —OQ— We wish t> draw attention to a letter in this issue from Messrs. Wilmer and R. de Q. Quincey, about the Testimonial which is being raised to the retiring Hon. Sec. of the B.C.A. Mr. Nisbet has really deserved to have applied to him the description ‘active and energetic” which THE 34 MODEIL-YACHTSMAN is so frequently used respecting Hon. ~ ecretaries. For five years he has thrown all his energies into his task, and he seems to have considered no trouble or expense too great, if thereby the interests of the B.C.A., and of canoeing, could be forwarded. The list we give of subscribers to the fund shows that his efforts are appreciated, and we shall be glad to publish in these columns the names of further contributors. -—-0O-— We are glad to observe that canoeing notes are again appearing in our contemporary the Vachtsman, and would recommend the remarks there on build and equipment to the careful consideration of canoeists. Forest & Stream has lately contained the designs of very taking looking single-handers ; AND The following British Canoe Association. From the date when this Association was formed in 1887 up to the present time Mr. Percy Nisbet has directed the affairs of the Association with consummate ability, with great energy, tact and modesty, and on all occasions he has not hesitated to subordinate his own personal convenience to what he considered were the best interests of the Association. ‘Those who in the first inception of the Association held aloof under the impression that its developement would interfere with the prosperity of existing clubs have now by attaching themselves to the Association ackno.ledged that their fears were unfounded, and no better evidence can be given cf the esteem in which our late secretary is held than the fact that at the recent meeting of the Royal Canoe Club he was unanimously elected mate in succession to Mr. George Herbert, and that in seconding the resolution Col. Howland Roberts referred to the good work he had done in connection with the B.C.A. An influential committee has been formed to collect subscriptions for a testimonial to him, the names of whom are given below. It is suggested that the subscriptions should be limited to 5/- and the Editor has kindly consented to publish the names of all subscribers through his columns, Post Office Orders should be made payable at Surbiton Post Office and addressed to Mr. R. de Q. Quincey, ‘“Fairholme” Langley Avenue, Surbiton, Surrey. have joined the Perey Cox. George Herbert. George F. Holmes. C. C. Lynam, I. A. Leach. J. A. H. Nicholl. Arch, J. Ingram. F.C. Lane, Frank T. Miles. W. 1). O’Brien. J. M. Porter. E. H. Richardson, B. de Q. Quincey, W. G. Richardson. R. M. Richardson. H. Thorpe. T. C. Wilson. E. B. Tredwen. Paul Waterlow. David Waterlow, T. G. F. Winser. G. E. Webster. ‘Treasurers to committee R. DE Q. QUINCEY. H, WILMER. LONDON NOTES, By Mave ty, Canadian ice yacht, THE Epitor, Zhe Canoetst. Dear Sir,—Most of your readers will have noticed in your last issue with regret an announcement from Mr, Percy Nisbet that he is retiring from the post of Secretary and ‘I’reasurer of the gentlemen committee :-— T. H. R. Bartiey. J. D. Hayward. on Oct. 27th, ‘La Gloria’; Nov. 24th, ‘Scarecrow’; Dec. 29th, ‘Myra’; and cn Dec. 15th, a plan of a During the late hard weather we have heard of several English canoeists who have had a very jolly time ice sailing. CANOEIST. ‘The London Sailing Club have at length after great difficulty and considerable anxiety on the part of the officers of the club, succeeded in arranging as to the club branch at Burnham-onCrouch. ‘The idea of the ‘Gipsy’ as a floating club room has been abandonned zz fofe, and the club have decided to go in entirely for shore quarters, From the best authority we hear that shore premises on the first floor of a suitable building, with a floor area of about 1200 square feet, have been secured, and a lease for a period of years, at what would seem to be a very fair rent, obtained. The premises are rather farther away than the club premises of the Royal Corinthian Vacht Club from the station, but are admirably situated for the London Sailing Club purposes. We expect that this movement will have a very important bearing on small boat and canve-yawl sailing on the lower Thames. And from what we understand, this part of the coast will to a large extent be used during the ensuing season by several members of the R.C.C., who are desirous of seeing their craft performing on salt water. —o—. A well known canoe the ‘Vanessa,’ 1888, formerly the ‘Nautilus,’ 1887, has recently been sold to a member of the Ulster Canoe Club, who intends using her on Beifast Lough. ‘This canoe, built by Mr, R. J. Turk, of Kingston-on-Thames, for Mr. W. Baden Powell after his return from America in 1886, is, by some people competent to judge, considered one of the best built, and in rough water one of the best performers, that has been built in this country, She has taken numerous prizes in England and won the second race for the R.C.C. Challenge Cup in 1890, in the fastest known time for a ten mile course, and in the final race she was, after being for the greater part of the race the THE MODEL-YACHTSMAN AND CANOEIST. leading boat, only beaten by 42 seconds. We congratulate Mr. John W. Lemon on his purchase and trust that even in the good company that she will in future have to sail, she may be in every The above extracts 35 read like a ‘“ canoeist’s paradise,” and leave small room for doubt that the 93 meet of the B.C.A. will prove most enjoyable to those who are able to be present. way a credit to him. SOUTH —_0O— Some mention has lately been made in a con- temporary of a suggested salt water Solent cruise of members of the R.C.C. about the same time that the B.C.A. contemplate having their annual cruise. As the cruise that the B.C.A. gives is not sufficient for some holiday seekers in point of length, we trust that arrangements may be made so that the meetings may not clash in point of time, and also to enable canoeists so disposed to go on from the one to the «ther. —_Q— In the FAie/d of the 14th January, it is estimated by the writer that the cost of transport &c. of a canoe-yawl to Lough Erne would stand at a maximum of £10, but this is wa Dublin, but why, we would ask, via Dublin? Surely the easier way is by the Clyde Shipping Co’s Steamers, weekly from London to Belfast, and thence by rail, or better still by canal to the Lough. Several members of the R.C.C. have gone this way, and they might, and doubtless would if asked, give the benefit of their experiences. [We shall be glad to hear from anyone who has cruised from Belfast to Lough Erne. 2.— 1.—Cost of Canal and Lock dues, etc. Distance and kind of water, z.e. whether practicable for large canoe-yawls, as well as small yawls and canoes.—ED.| LOUGH ERNE. Through the courtesy of the Captain of the M.C.C. (who is also Commodore of the B.C.A.) we are enabled to give an extract from the M.C.C. log book, giving some information regarding Lough Erne :— “There are really two Lough Ernes, upper and lower. Upper Lough Erne is so very thickly scattered about with small islands, for the most part inhabited and cultivated, that it may almost be louked upon as a series of deviations, from its proper course, of the river Erne. The proper or lower Lough Erne is about 18 miles long by five in its widest part, and is admirably suited for canoeists in every particular. Its waters are for the most part open and free from all obstructions, affording splendid opportunities for sailing and practising every manoeuvre. The 5. E, end is studded about with islands, all densely wooded, but their shores are hospitable. Good camping ground is plentiful. There are market towns, especially Kesh and Pettigoe, easily accessible on its northern shore, and yet far enough distant to be out of sight from the water. Enniskillen is situated at the east end, and the small fishing village of Belleek only four miles from the western extremity. All these towns are provided with railway accomodation. High hills rise pretty abruptly on the south, and a climb to the top will be repaid by the fine view. Devenish Island near to Enniskillen is famed for a round tower and other medieval ruins.” WESTERN NOTES. In commenting upon the prospects of a race for the America Cup in September next Weekly (New York) December 24th, Harfers 1892, says, ‘Another International match which may be worked up for the coming season is that of the New York Canoe Club International Challenge Cup. The only flavor of internationality the races for this trophy have had has been given by the annual entry of Ford Jones, the Canadian, a very plucky and skilful canoe sailor. Canoeing in England, aithough on slightly different lines from those pursued in this country, has developed very considerably since the first race forthiscup. It is doubtful if the lines of the British canoe are so conducive to speed as those of our craft, but they are certainly more on the legitimate canoe order, as evolutions of the original ‘Rob-Roy.’ There is no reason why the New York Canoe Club should not secure several English entries for the race this year. What with yachting, canoeing, rowing, and polo, it would indeed be a year of international sport.” The above quotation is worth reprinting in your columns, if only to call your comtemporary’s attention to the fact that he has evidently not considered the lines of the latest developement of canoes in England as represented by the Sharpie or Oxford Yawl type of boat, but these later craft are not evolutions from the original * Rob-Roy.’ And moreover is it not on record that the New York Canoe Club Challenge Cup has been com- peted for by Englishmen viz:— W. Baden Powell, (Nautilus) W. Stewart, (Pearl) W. Stewart, ; in 1886. (Charm) i in 1888. Kessell of Devenport has fitted several centre plates of very ingenious kind to service boats of late, his own idea it appears, and I must try and get him to favor your readers with a description. “HERON” R.S.W.Y.C. Correspondence, TuE Epiror, 7he Canoeist. DEAR S1R,—It is an adequate, aye, more than adequate payment for labour expended in arguing a somewhat unpopular view of the true functions and equipment of the canoe yawl, or yacht, to find such strong supporters of my opinions as ‘‘Tavie” and ‘‘ Mudlark.” When I last had the pleasure of looking round ‘‘Sam’s” yard at Birkenhead, it was comforting to find that “Cacique” was going in for 36 THE something weighty oz/side, that way. MODEL-YACHTSMAN and to hear of others inclining I believe I am correct when I say that no ‘‘sea going” canoe yawl in the Humber Yawl Club, is without the same aid to suffness, power, and strength. So it seems that we of the North Countrie, who have perforce to face something like wind and weather, if we wish to get any sailing, are pretty much of a mind on the subject of outside ballast, and moreover we are finding out that we must have some room on board, ‘‘to live and move and have our being in.” But don’t let us run away with the idea that we are going to do anything against either the full fledged half raters or the sharpie in ordinary racing, If we do, we shail be mistaken. There is not a crtzs7g canoe yaw] in existence that will finish within 20 minutes on a ten mile course with either a ‘*Wee-Winn,” ora ‘‘Shadow.” Perhaps with the latter, on a five mile dead to windward sea course in a breeze necessitating a couple of reefs, the cruiser might have a chance, but not with the thoroughbred ‘*Wee-Winn” and her successors of that ilk. And whether you have your ballast inside or out teven if it is hung on a fin, and four feet below your waterline) the evziser is, from construction, fittings and equipment, hopelessly out of it from a racing point of view, just as hopelessly as the vaci#zg canoe- yawl, or ‘half’ rater is out of it from a proper cruising point of view. Under existing circumstances brought about by the L. & S.A. rule, all small racers are a class by themselves and will remain so until they are broken up or sink, they can never be made into cruisers, Consequently the cruisers are also a class by themselves—boats and men. Whether this state of things is regrettable or not, is not for me to decide, but it points strongly to the fact that cruisers will have to look out for themselves and combine for the purposes of cruising and racing—if they wish it. When it is found out that a considerable number of men wish for something a little more wholesome and roomy than is allowed at present for canoe yawls by what ought to be considered the central authority—-probably that central authority will do something for them. If they sit down quietly, and allow the funds which they subscribe to their different clubs for the advancement of cruising, to be devoted solely to the encouragement of uncomfortable racing machines, instead of comfortable cruising machines, they will have themselves to thank, I still wait for an explanation of the fact, that considering its extreme suitability for cruising, my native river, the Thames, produces a smaller number of cruising enthusiasts, of the very small boat type, than any other larger river. I know both the Humber and the Mersey pretty well. and with all due respects to them, they are simply “not in it” with Father Thames as a cruising ground, But all the same, they, with less advantages, have produced a magnificent crop of boat sailers—the Mersey especially. Although I have always had a strong love for something ‘‘with a lid on” IJ cannot withold my admiration from the open boat men of both rivers, especially the Mersey, and I do not suppose any river in the world can surpass the sbow that it annually makes (if it can equal it) of men who are past-masters in the art of open boat sailing in open tidal waters—both amateur and professional. In conclusion, let me quote a supporting authoity from the other side of the Atlantic. Towards the end of a most interesting account ofa cruise in a small sailing boat, the “Elsa” Mr, E, K, Wicksteed, whose name will be well known to all nautical readers of the Forest &° Stream, says, ** One great drawback experienced was the want of sleeping *faccbmmodation aboard. Not that the crew were subjected ‘to any hardship or discomfort, but because of the anxiety “which a properly constituted single-hander always suffers ‘*when away from his boat. To camp on shore is almost ‘out of the question, so much time being necessary to break ‘camp, and cook. ‘Elsa,’ or her successor, will be so fitted ‘next summer that the crew can sleep and cook aboard,” AND CANOEIST. That is so—and the more a man eruises, the more he will find out the absolute truth of these—to me—truisms, Besides this extract, there are some very pertinent remarks about rig and size of boat, that fit in with what I have for some time been trying to make clear to the embryo single hander, But this letter grows long—tco long. Let me thank “‘Mudlark” for his cheering news anent the state of the Thames water. I may, with your permission Sir, also, when time and space serve, try to rake up some of the ‘Dauntless’s’ cruises——would that they were to come over again ! Faithfully yours, “CHeRus.”’ AN INCIDENT ON LOUGH DERG. In response to your request to give some idea of my last two or three year’s cruising on the rivers and lakes of Jreland, I should like to record a dangerous misadventure which befell us on Lough Derg last August. We left Portumna at about 4 o’clock on a beautiful Friday evening. The day had been perfect. We had had some very gentle sailing, a little paddling, and plenty of shooting. Lough Derg is a dangerous and awkward lake for small boats, simply because its vast bays stretch to almost every point of the compass, and the lake constantly changes its course. Such a thing as a windward shore does not exist except for short distances. With a soft breeze we sailed down between 4 and 8 o’clock a distance of from 16 to 17 miles, the breeze b!owing direct from the west for once. The next morning when we awoke in our camp pitched in a little wooded bay near General Cooper’s, we were aware that the waves were breaking round the rocks, and looking down the lake it was a sea of white horses. We thought that the boat could be made to live through it, though the waves might be too high to sail, providing that we could force her through it with the aid of paddle and sculls. After waiting a long time to see if the wind would change, at a quarter to 12 o’clock we took the mast and sails, tied them down on deck to save the wind scour, and started sculling. We had been bothered throughout the whole of the cruise by daily finding the forward, supposedto-be-water-tight bulkhead, nearly half full of water, that is on rough days. We had had the deck lid so carefully fitted with cork in London after receiving the boat from the country, that water was about the last thing that could get in. This we tested amply before starting, but one thing we failed to test, as the sequel will show, and that was the mast well. We landed at the private pier for a few moments to borrow a spanner whic was kindly lent to us. We were told it would be impossible to get down the lake with a boat like ours in the face of such a half gale. We learnt the next day that the steamer THE due from Athlone to MODEL-YACHTSMAN Kilaloe down that day, but we saw it could on the nt get Sunday afternoon steaming down. We protested at any rate we would try, as it was our last day and we wanted to reach Killaloe. “But look at the sky, look at the mountains, Jook at the seas that are rolling up, etc, ete.” Such were the greetings. However, having as stated strapped the mast on deck and battened the well down, we were prepared to scull through it as well as we could, down towards the windward shore, say a distance of four miles. Vhe General and his guests wished us success and said they were almost sure back to lunch, heartily to sce us But we started, round the pier, past his beautiful steam yacht; then the full force of the blast beat on the boat, one paddling and the other sculling. We kept at it for about twenty minutes, and had moved the boat roo yards or thereabouts. ‘This was enough to show we were making no progress; so we came back and after spending a couple of hours pleasantly in the General’s beautiful Hibernian home, essayed our task again, but this time we determined to try to beat down, and so we did, covering the distance – of two miles till we reached the point. Here the lake turned suddenly at right angles into a bay six miles in extent to westward, yet if AND boat CANOEIST. seemed to be 37 down mysterious sort of way. by When the we head in a had rounded Parker’s Point and were making straight down the towards Kilialoe (one of the most wind- reach swept reaches to be found save perhaps in Norway, owing to the steepness of the mountains and the narrowness of the reach), a great many seas were shipped, and in spite of bailing out we had five inches of water in the hold anJ everything saturated of course. But then it was one’s last day of the We could not becast on a desert shore, we knew not how far from any place, because not only had the senior to make for town but another cruise. gentleman from London was coming to join the boat for a month’s cruise in Lreland; so we wanted to reach Killaloe at all hazards. However, at length so full had she become of water, that we gave orders to be cast off, and took on board our half swamped canoe, haif of our crew. the second Then the launch slowly towed us as near the shore as they deemed it prudent to go, which was within half amile. We then started down fur the eastern shore. The waves were breaking slightly on the rocks, not very high, but there was a sort of under roll tumbling rougher water in mid lake. from the Or. nearing the shore we were wrongly directed by the people to a supposed landing, which was we could have gone straight acrcss in the teeth of indeed no landing at all. Killaloe Bay. We had two miles to cross, and one thing had bothered us through the day, and it was that though we had fought all the way down one place to another by the waves lifting the boat and gradually forced towards a sunken fence, on which as she was lifted and dropped in her heavy condition, her bottom was stove in and she instantly filled. We tumbled out, but could not find the the wind to its southern shore, we should have been able to have crept along the shore into Lough Ree in the brave little ‘Shannon’ against equally rough water, she had somehow lifted her head better than to-day; more water came on board, and at length the man in the stern declared, as we were sculling, back to bow, the boat was as much under the water as over it. But we kept at it. Every other wave broke right over the boat. By this time we had an inch or two of water in the hold. We had got one th rd of the way across, after labouring for about forty minutes, when we saw a steam launch coming down the lake, waving a whiie flag. This we took to be a signal to ourselves, and so we eased off until she should approach. When near us, they asked to take us in tow as they were going to Killaloe. We said the boat would not live in such a sea being towed at the pace they were going, They were clad in oilers and constantly under heavy spray. They pointed to their own dingy and said if that could go through it, we could. So we tried it for about 50 yards. during which three big seas broke over the canoe, and finding it impossible to be towed in that way, the skipper of the ‘Shannon’ got into the stern, moved all the heavy weight aft, and then we all started, but in spite of this the We were knocked from bottom. It was a nasty experience. One thought of the bedding, provender, camera, photographic plates exposed and otherwise, certainly the moment was not exhilirating. ‘Then at length by getting sheer down under the Loat and standing on a stone under the water the senior was able to litt the boat off and she was dragged ashore. That night a big concourse of people watched us pitch our sodden camp, but there was good news for the crew. The after bulkhead that we had fitted in London with cork had proved watertight, and though the canoe had been completely immersed, not a thread was wet, the clothes dry, photographic plates dry, and cameras undamaged, in fact the only thing that was spoiled was our sugar in another part of the boat. A kind family in a lodge under the shadow of the frowning ruined castle showed us great kindness, dried our clothes, and supplied us with all necessaries: and though we had almost a sleepless night, owing to the worry and the upset, and the howling of the great trees overhead, yet a smiling morn ushered in the Sunday almost without a cloud, though a powerful strong wind still surged down the lake. Our clothes were dry and everything was as pleasant as it could be. THE MODEL-YACHTSMAN AND CANOEISTI. 38 I must now relate to you the actual cause of the accident. The mast well is inserted through deck and fixed securely in a strong oak block screwed Unfortunately there had been no bottom to keel. put to the mast well previously. This we did not find out till the Sunday morning when we were examining the extent of the damage. The water simply poured out of it as we poured it in, and thus the whole of that day in that rough water, the forward bulkhead had been completely filled. No wonder she went down by the head, shipped seas, and was ultimately wrecked on this wild but providence But fortunately beautiful shore. favoured us. A beautiful road of eight miles to Neena, near where we were accidentally cast ashore, turned out to be far more convenient than by training it from Killaloe. But this is not all. On the estate we found a man so clever at boat building that he had built several craft and sold them at good prices, and he brought his tools on Monday morning, and we having the necessary nails and screws, he made as neat a job of the boat as though it had So at 12 noon on been done on the Vhames. Monday we bid good bye to the scene that will always be memorable for one of the most annoying disasters that has ever befallen us during a watery ‘‘Ail’s well that experience of over thirty years. ends well.” Butif you have a watertight bulkhead in your canoe, this is the moral I wish you tc apply. See that all is secure or what you intend The steamers of the United Steamship Co. of Denmark are fine little sea boats, admirably found in every way, and far superior to the usual run of such vessels. ‘The weather was fine, and after a passage of 28 hours we warped into the litde harbour of Esbjerg at 4 o’clock on Sunday afternoon. The entrance to Esbjerg is protected by the outlying island of Fano. The inhabitants of this island still maintain a picturesque and distinctive attire and we saw several girls among the crowd who were awaiting the steamer, who haile . from the place. We had arranged previously for a truck to take the canoe across to the other side of Jutland, and within half an hour the boat was | aded, the Custom House officers appeased by the payment of 5% kroner, about 7/6, representing the duty on the boat and its contents, and we were wending our way up a sandy road to thestation. The train which left about 6 o’clock eventually landed us after many stoppages at Kolding and we repaired to the hotel, where we tasted for the first time foaming beakers of Danish or German beer. The next morning after breakfast on pre-enting ourselves at the steamship offices we found the canoe had been unloaded alongside the water. The local papers in publishing a description of us, stated that in the incredibly short time of half an hour, the boat was rigged and ready for sea. Before leiving England I had purchased a great chart of to be the anchor of your safety, may prove to be the Baltic, price 8/-, with sailing directions. I cut asmall piece out of it for use on the cruise but stupidly or otherwise left it at home. On mention- THE “DORIS” IN DANISH WATERS. ing the matter to a jolly red faced Dane, the harbour master, he piloted me to a ship chandler close by, where for 4 kroner, 4/6, I bought an excellent large your death trap. Circumstances over which even canoeists have no control required that I should take my holidays in July this year instead of August, and as my friend from canny Newcastle, whom we will in future describe as the !)octor, was similarly situated, we were compelled to forego the pleasure of attending the B.C.A. Meet, and we decided to explore the waters of the Little Belt instead. A careful examination of the map of Denmark, and the Little Belt, revealed wonderful canoeing possibilities, and the imagination of the skipper and doctor were further fired by the log of a similar cruise published some years ago in the Field by Mr. Good, and which Mr. Dixon Kemp had kindly sent us. The falcon on the Baltic also contains some capital descriptions of cruising in the Belt, any canoeist meditating a trip there should read it. Saturday, July 2nd, saw us pacing the deck of the good ship ‘Bothnia’ belongingto the United Fanish Steamship Co., our little ship the ‘Doris’ snugly berthed on the lower deck, and we full of spirit and anticipation bound from Harwich to Esbjerg on the west coast of Jutland. scale chart of the Little Belt. Local charts are to be had at all the Baltic ports and no canoeist should trouble about bringing out English ones. ‘The latter are not as accurate nor are they of so large a scale as the native ones. Anyhow we found the chart we bought of immense use. It showed every point and every little creek, and enabled us to indentify our position at times, when owing to the bewildering number of islands, we should bave been fairly lost. The usual crowd collected on the quay side to see us get under way. All Danes are fond of the water and a large majority of them are yachtsmen, so that those who collect to gaze at a small boat, are invariably sympathetic and interested in ail they see, and as a great many Danes speak Eng ish, communications of a friendly nature are very soon established. The little harbour of Kolding opens into a grand sheet of water, and with a fine breeze, we ran down the blue waters of Kolding Fjord, and after a peg to windward against one of the local spritsail boats we brought up at the wooden causeway of the Christensminde, some three miles down YHE MODEL-YACHTSMAN the Fjord. Christensminde (in memory of Christian) is a generic name given to a restaurant situated usually on the edge of the Fjord and among the Little steamers ply during the day beech woods. and discharge their passengers at the causeway, and the afternoon and evening is spent amongst the beech trees drinking coffee, for which Denmark is famous, or light Danish beer. | uring the afternoon there were quite a fleet of yachts and small boats brought up at the causeway and we received great attention from their owners, and an invitation to join them at supper the same evening. The feast concluded with a number of speeches, inciuding one in English, of which the health of Her Majesty the Queen and our English visitors was the theme, After kindly “farvel’s’ and good wishes for a pleasant cruise, there was a scuttle down to the boats for a race back to Kolding, and although we joined in it we were soon left behind in the beat back. We had intended bringing up here for the night, but although it was g o’clock, it was a lovely warm evening anda fair breeze for Fredericia, distant some 12 miles, so we up helm, and after a delicious sail skirting the shores of the Little Belt, past Middlefart, we brought up at 11 p.m. in the little port of Fredericia. We set our new Willesden canvas tent, which we founda great improvement on the old one, and after a walk through the silent _ deserted streets we turned in. The next morning we breaktasted at a hotel hard by, and here let me say thatI don’t recommend anyone cruising in Lenmark to carry a large Shore life in Denmark is quantity of provisions, so cheap, the hotels and restaurants are so comfortable and easy of access, that very little feeding onboard is done. Of course tea and coffee and a few tinned things are required, but we took with us a great deal more than needful. We made the acquaintance of the British Vice-Consul, Mr. Rasmussen, and under his guidance we explored Fredericia, visited the graves of the Danish soldiers who fell in 1849, saw the monuments to the generals who commanded at the battle, and after promising to return by train the following day, the anniversary of the battle, we set sail, bound northWe had the same favoring wards for Veile. westerley breeze, and we ran close along the shore and eventually landed at a little causeway to explore the beech woods, The skipper photographed and the doctor sketched and then we roamed under the beech trees and along forest glades picking wild strawberries, until a gathering cloud to windward reminded us that we had still the best of our passage to make. We soon made the entrance to Veile Fjord, which extends some 16 miles into Jutland and is crowned by the little town of Veile. The wind freshened up considerably, and as a bend in the Fjord had brought us nearly head to wind, we made short boards under the shore and AND CANOEIST. 39 at last reached Munckbjerg, a restaurant situated amongst the beeches some 4 miles below Veile and on the south side of the Fjord. We weren’t sorry to make fast to the causeway, and putting up a few things for the night we started up through winding beech walks to the hotel. The grounds are laid out in the most picturesque way, and high up above everything is perched the restaurant, which commands extensive views of Viele to the northward and the Fjord below. Here we discussed a well earned meal and turned in. Next morning after a hasty breakfast, we walked down to the station, which is also a little chalet among the woods, and took train to Fredericia. The whole place was ez féte, for was it not the anniversary of the most treasured page in Denmark’s history, the battle and victory of Fredericia. The morning was wet, but it cleared up later on, and the glorious blue sky and sun shone out and brightened up the national flags with which every house top was hung. We marched in procession to the grave of the Danish soldiers, sang the national hymn to an accompaniment of several thousand voices, dined with our friend the Vice-Consul and spent the afternoon and evening among the woods, where merry-go-rounds, shooting galleries, and dancing, helped to make things merry. We sept that night at Fredericia and got the first train back to Munckbjerg in the morning, arriving there in time for breakfast. “The morning was again wet, the wind had shifted round 5.W., and it was blowing hard. About midday we decided that we must get on, and after gazing at Veile through an avenue in the trees, we descended tothe causeway. ‘Things didn’t look at all cheerful. There was quite a heavy sea on in the Fjord and it was a dead peg to windward to reach Veile. We took a reef in main and mizzen, and started off, but before we had got 100 yards away on port tack, snap went the main-yard. We succeeded in getting back to the causeway again, and stowing the main-sail we set a big mizzen forward, which we had brought for such an emergency. Under this reduced canvas we crossed to other side of the Fjord and worked up what was really rather the lee shore, but which had certain artificial breakwaters in the shape of sticks planted in the water, which made things a little better. The rain came down merrily and by the time we reached Veile, two hours passage, we were fairly wet through. We received a hearty welcome however at the yacht station, and proceeded up to the hotel to change and have some dinner. We then called on Mr, Rasmussen’s son, who is a manager in the bank at Veile, and he took us off to the restaurant known as the Schutter Hus, and we walked back to Veile by moonlight. The next day was glorious, the barometer steadily rising, and the httle yacht club was soon gay with our blankets and other 40 THE paraphenalia hanging up to dry. MODEL-YACHTSMAN po “MODEL DOCKYARD. r I ought to have mentioned that the night before while the CANOEIST. skipper ¢ was going on board he tumbled into the water and FITTINGS OF EVERY DESCRIPTION FOR MODEL YACHTS. had to undress in the club room and have rum and water administered to him by the doctor. This of course added to the number of wet things which CANOE & had to be dried. We dined with our friends, photographed some of the beautiful scenery with which Veile abounds, gave a little tea party in the pase Bes-oRS: SALL Room a3 a. li / did likewise after lacing on the new yard which a local shipwright had made me for the sum of two Decorators and a passage which the little steamer accomplishes in 2r minutes. Here we landed, took photographs, | BOAT AND LIVERPOOL. PUNT H. C. BUILDER, SMITH, 84 Kingston Rd, OXFORD. & Medley Lock, CANOE-YAWLS & CANOES FOR RACING OR CRUISING, DESIGNER AND Canoe-yawls ‘Novice’ and ‘Isomer.’ BUILDER OF R.C.C, Canoes ‘Shuttlecock’ and ‘Battledoor, and 4-rater ‘Ragamuffin,’ &. To be continued. G@achatge & Sale Calumn. PLEASE The charge fcr inserting advertisements in this column is Booxs,—” Choice Winning Pro- portions for Racing Yachts,” §s., contains 67 examples. “Cruise of the Kate,” 6s. 8d., or ‘‘How to defend England ” contains 16splendid flyers. ‘* Sail Tons,” 2s. 6d. ** Cubic Yacht Measurement,” 3s, 6d. — MIDDLETON, Cosy Nook, Eastwood, Essex. For SALE.—The Canoe-yawl ‘‘ DORIS,” 17 x ac1. Mahogany. 2 mainsls, I mizen, I jib, 2 yellow metal centre- boards.—Price £25, Canok ‘‘MINNIE,” late ‘‘Pearl,” 14°6 x 2°g, W. For SALE.—SAILING CANOE, I5 x 30. Complete, By (Radix Board). 410 10 0.—Thorp, Danecliff, Lymm, Cheshire, or 19, Williamson Street, Liverpool. 15-ft. double sailing and rowing canoe, built by Turk ; oak bottom, cedar top, sliding keel, lead ballast, trolley, sails, sculls, paddle, Cost 60 Pounds, sell for £15 Apply }. Stevens, Bugle Street, Southampton, M. PAXTON, MODEL YACHT DESIGNER & BUILDER. FIIST-CLASS WORK GUARANTEED. Highest Awards from ail the latest Exhibitions. SPECIALITY IN| Striped Brown 1/- per yard…36in. wide SAIL-CLOTH | Plain 10d. ,, me BF Ed This Cloth is made especially for Sails, is as fine as silk and will not stretch. Oak to waterline, mahogany above. Winner of R.C.C. Chalienge Cup on two occasions. Has been newly decked. Good order. Suit of sails complete. Price £16.—H. Wilmer, G.E.R., Stratford, Essex. Nearly new. NOTE.—All correspondence should be addressed to: 84, Kingston Road. 4.4. for twenty words, and Id. for every additional five words tent, and all gear complete. 914d. GOLD MEDAL. Liverpool Exhibition, 1855. [We expect to give some bits from the Doctor’s For SaLre–A Bargain. 35 Cash with order. minators, 36, South Castle Street, sketch book, and a map, illustrating this cruise, in Ditto by Bond, rin, Flag and Banner Makers, Bazaar Fitters, and Public and did the distance to Munckbterg in 23 minutes, Akester.—Price £8 100. a+ Postage extra. HITCHEN & SQUIRE, We again set the storm main-sail forward MIDDLETON’s YacutT per yd. bilk Ensigns Racing & Club Flags, from 24d. to 1s. each, north for a regatta on Sunday at Horsens, and we our next number.—Ep.| Both 86 inches wide. No. 1…Stripes3fin. apart… 74d, po, yacht, and then set our tent and turned in. ‘The next day several of the yachts got under way bound quick passage to the mouth of the Fjord. After rounding the point we were under a weather shore, and the wind having dropped considerably, we bent the big sail, which, stretched out on its new yard, sat like a card, and after a rather lazy close-hauled passage, got into Fredericia about 7 p.m. STRIPED SAIL CLOTH: h permission of the owner in the cabin ofan adjoining and sketched, and finding that it was blowing harder than ever, we reefed our already small mainsail, and running on top of a big sea, we made a BLOCKS, FRICE LISTS FREE, evening, not on board the ‘Doris,’ but by the kind kroners. YACHT at From 3″ to 24” (single or double). 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. JOHN J. JACKSON, SAIL MAKER, NORTHWICH, Cheshire, | MANUFACTURER of SAILS for YACHTS, BOATS, CANOES, &e, CANOE TENTS OF SAILS A SPECIALITY. 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,