The Model Yachtsman and Canoeist: Volume 10, Issue 3 – March 1893

TEE Lachfsman & A >amoeist. 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. 3. MARCH, All Communications (except Canoeing) must be addressed “THE Epiror of The Model- Yachisman, Talbot House, Hessle Road, Hull.” CANOEING Communications must be addressed “THE Epitor of 7#e Canoerst, Elim Lodge, Hornsea, Hull, or, 161 & 162, High Street, Hull.” THE MODEL-YACHTSMAN & CANOKEIST 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, 14d. or Id. stamps may be sent in payment. N.B.—In sending for single copies, 3/4d. in stamps must be ‘enclosed to cover postage. HULL: THomMas GRASSAM, 161 & 162, High Street. LONDON: E, MARLBOROUGH & Co., 51, Old Bailey. DVERTISEMENTS should reach this office not later than the 21st 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 payable to “*The Afodel- Vachisnian’ will ner for the future be accepted. yi (ditorial Totes. We have received fromm one of our model yachting friends in New Zealand, a copy of the New Zealand Grapf/zc, the illustrations of which although not up to the standard of the London Graphic are a credit to our friends over the sea. The paper is accompanied by a coloured supple- ment, this being a panoramic view of the City and Harbour of Auckland, which with its splendid stretches of water is a feast for the eye, and if our friends have as copious a supply of the fluid to sail their models on, they have our envy and our congratulations. 1898. Price 3a., Post-free 3¥d. AuckLAND THarpour as illustrated by the New Zealand Graphic, we learn from our New correspondent Mr. G. W. Goldie, is called Waitemata and is not excelled in the world for yachting, or for safe anchorage, it can be sailed into in any weather and is large enough and deep enough to contain the whole of Her Majesty’s Navy. The Auckland Yacht Club is in a flourishing condition, with 140 members and o4 yachts. —o— We have received a considerable number of congratulations on our picture issued with last month and hopes expressed that we shall repeat the process by issuing copies of photographs from other clubs. Moreover than this we have received a number of orders for the pictures from those who wish to help us on our way to publish some more, and this in face of the expense incurred, is distinctly encouraging and meets with our best thanks. There are still a few left on hand which we want to sell, and all orders will have prompt attention and be received with great pleasure. Respecting the future we will not commit ourselves, but we are open to receive communications from any club which desires to have its boats illustrated. Looking over this picture of the Gateshead competition we are attracted more favourably with the men than the models. The sail plans are net pretty, but are calculated to evoke our astonishment rather than our admiration, (the smallonein the centre of the picture not included.) —0O— THE men of the North, however, are not the men to sacrifice speed to beauty, they are prepared to get the last ounce out of their boats and their sails, the sloop rig carries off the cake and has got to be beaten. We calculate there is about 8 cwt of lead and a whole web of calico in that group. It is an interesting and effective group however, and points the moral of the 1730 rule in glowing lines. ——O—~ THERE is going to be a big boom! We should say big booms in yachting in 1893. Four 85 ft. cutters are being built to defend the reputation 42 THE MODEL-YACHTSMAN AND CANOEIST of the old country against the invading American vantage in models, even in a greater degree than planked himself down to make the utmost use Our correspondent thinks that the necessity that models should steer well on all courses will prevent fantastic forms, but we see no warrant for supposing that even were this necessity in existence, that the steering difficulty cannot with skilful treatment be overcome, but—here comes in the important point, that the majority of the elubs do not sail their models on all courses. Hither, 1, beating to windward alone, 2, beating to windward and running back, or 8, sailing a close hauled reach is the order of of that length. This invader is designed and built by the celebrated Herreshoff, designer of the all conquering Wenonah and Wee Win, which have completely out-paced the British boats in their classes in British waters, and the name of Herreshoff is as far in front of any other in America, as that of Burgess was in the days when Genesta, Galatea and Thistle essayed to win the America cup. Mr. Herreshoff cast aside all stereotyped notions of yacht forms, squandered the sweeps of pretty curves and of a top for stiffness, and a low centre of gravity to govern it. Under the present L. & 8. A. rule we shall have to follow the same plan if we are to succeed. We must have the same acute rake of bow to skim the water and increase the length when sailing, but the prow may not be carried out so far as in the Gloriana, the first of the noted Herreshoff craft, but most hkely will be of the Roman nose type, as even the great Herreshoff himself in his later productions shows a tendency to saw the extreme snipe end off and gently round it off after the outline of the The American flyer is coming on great Duke’s. a mission to fetch back a locker full of cups won by the Genesta, and to bear off the £500 challenge cup of the Royal Victoria Y.C. Just to find her a task as it were the four new British cutters will enter the lists. The Aritannia for H.R.H. the Prince of Wales, The new Vadkyrie for Lord Dunraven, who has challenged for the American eup, one for a syndicate of Clyde Yachtsmen and one for a South country Yachtsman. This group along with the Afeéeor and Jverna turned up once more for the contest, ought to make things lively, uot that the last two mentioned are likely to be much in the hunt, but they will just serve to show how big a stride can be made under the L. & §. A. rule, now that designers thoroughly understand in what direction they can outbuild their former productions. There is also a great stir in American yachting circles, which is sure to produce something out of the common run to meet the new Va/kyrie, and the departure from existing forms in the large classes will very likely be more marked in the land, big enterprises than it will be here. However, we will not stoop to prophesy, its not good form unless you know something. = (1) — Tue bare statement of our correspondent J.D.M. that the L. & 8. A. rule is not likely to lead to excessive length, is not in itself sufficient to convince. We believe there is every reason to anticipate that excessive length and canoe- like sections can be adopted with telling ad- in the yachts. the day, and there are very few clubs which possess boats that will sail steadily across the track of the wind; this being the most difficult course to sail and yet the one that tests speed form at its highest point. In advocating any rule that is to suit model yachting all these points have to be taken into consideration. Our own opinion is that every club ought to sail a fair proportion of races across the track of the wind, as this would do more towards developing a moderate type of yacht, than all the other courses put together, and would give the best test of wnaximum speed. Even if this ‘reaching’ test was applied, we yet have no positive evidence before us that great length, shallow body, and bulb keels would not carry off the honors of the day. In our opinion they would, as shallow bodies are safer on the self steering point than deeper ones. ‘hus even the “xeaching”’ test would not be so useful under the L. & S. A. rule as under any other. In windward work and for running, the shallower body with the increased length could undoubtedly be made to pay, the same as in the yachts, and therefore we think that every evidence points to the probable adoption of the skimming dish type in models under the L,&S. A. rule. We have got already to 46in. 15-raters, and see no reason for doubting that 50 inches could be made successful, or perhaps more. Then farewell to all our notions of ideal yachting forms, of harmonious and attractive sail plans, and the things of beauty that we hoped would be a joy forever. Let our correspondent ponder over these things, he will find food for reflection. —_—0o-— Tae Yacutine Exuisirion, Royal Aquarium. In another column will be found an account ot the models shown at this Exhibition, which we hope will prove of interest especially to our readers in the provinces, who will see that if London had not come generously to the rescue by exhibiting a considerable fleet of boats the show of models would have been a reproach to the model-yachting fraternity. Surely each club THE MODEL-YACHTSMAN AND CANOEIST 43 might have taken advantage of this opportunity | next time, and model yachting must take a front to popularise the sport and have sent one repre- seat please. sentative boat each, as we suggested they should. However, the time is past now, and there is no opportunity to stand side by side with the Metropolitan clubs in upholding the importance and popularity of our recreation. Mr. du Plat has fully resolved that a more extended exhibition shall be held next year, either at the Aquarium or elsewhere, and we fervently hope that the opportunity will not then be lost of having every club represented. Ifthe champion boat or boats of each club are in the hands of poor men the clubs should bear the cost of exhibiting them, a numerous teain is not a necessity and in some respects a bewildering disadvantsge, what is of interest is the most speedy craft from each _ district, so that types can be compared and the progress and genius of each club noted and compared by the public. In the preface to the catalogue under the head of ‘“‘Model Yachts’? the following description occurs : — ‘‘ Many people seein to imagine that model yachts are nothing but toys, and the sailing of these little craft to be a pastime fit only for children. A visit to the model yacht section of the Exhibition may serve to disabuse such good folk of this idea. There can be no doubt that, from a scientific and at the same time sporting view, model-yachting stands at the front of all pastimes which are suitable for men, young and old, of moderate means. It arose in all probability in America, where before a yacht is built it has long been the custom for the designer to try the effect of his plans by means of a model —-the renowned America being an instance of this. Model-yachting has now however, taken fast hold in this country, the number of clubs established to promote the sport, mustering over eighty.” This description from the catalogue, altho not a bit overdrawn, is yet a generous minded puff for the sport, and the clubs will do well to remenber another time, that they can _ do a vast service to the sport at large and also benefit the London clubs, some of which have been a bit pooh! poohed! by the fusty-faces of the London County Council, by helping to make a first class model yachting display. We had hoped, previous to the Exhibition, that when we came to read the press notices of the display they would have read as follows :—‘‘ The most interesting collection in the Lxhibition is the show of model racing yachts, all fully equipped for the fray, which contains examples of the best skill and genius in speed forms of the large number of clubs, which exist throughout the United Kingdom.” It might have been so with little trouble and the lack of spirit in the clubs is very disappointing. This must be seen to —o0-— THERE is one erroneous remark in the criticism of the models, by our correspondent, which inay lead to a wrong impression, that is, that ‘the Kingston boats, ‘Susie’ and ‘Elarkaway,’ were built for windward work, and reaching especially, and can scarcely be put in comparison with the South Country Models, which are all built for every point of sailing.’ The ‘Susie’ and ‘Harkaway’ were built for every point of sailing, and can easily accomplish the feat. From close hauled to wind on the quarter they will sail any course without a rudder, and with a swing rudder, or with spinnaker, will run very true. Their greatest success however has been in reaching across the track of the wind; for windward work they have been beaten several times by heavier boats that cannot look at them when reaching. Running they have seldom had oecasion to perform In lmportant matches, in the Yorkshire competitions it has been found inconvenient to run back on account of the time occupied in waiting for a clear course, when a numerous entry competes. Sofar as the South Country models are concerned, we have been assured that some of them reach well, but undoubtedly this is their uncertain point, and scores of their type that have been tried in Yorkshire have not succeeded on this course any better than those we have seen run off their helm so badly in the south. This is an important matter to be ventilated, as we have known scores of men who have been disappointed and demoralised by boats that would uot sail a true course, where reaching races have to be sailed, and these men have died out of the ranks and been lost to the sport, on account of this disappointment. There is scarcely one of the big displacement narrow boats that will keep a straight course at high speed, except in running; of this we have had endless testimony from North, South, East, ~ and Wesé. —O— WE hope ere long to be able to publish the lines of both ‘Harkaway’ and ‘Susie,’ and should be glad to have the designs of any boats from other clubs, which have made a name for themselves in home or inter-club competitions. AMATEUR DESIGNING FOR COMPETITION 10-RATERS. For this competition a considerable number of designs came to hand. They are now under _ the inspection of the judge, who has not been THE 44 MODEL-YACHTSMAN able to thoroughly sift their merits in time before we go to press, but our readers may look for the certainty of an interesting report on the plans in next issue, and we hope to be able to publish the winning design. Those who have kindly promised subscriptions can now send them along to us. YACHTING Royvan By a EXHIBITION. Aquarium, London Lonpon. Correspondent. This Exhibition opened on 31st January, and the managers deserve great credit for the facilities they have given to show everything connected with yachting to the very best advantage. This yachtsmen of all claszes together, it must source of great satisfaction to them to find their first attempt in this direction, has rewarded with such very marked success, every lover of this noble sport must hope they may thereby be stimulated to make be a that being the first rea!ly practical attempt to bring been and that even greater preparations for similar Exhibitions in future. In glancing over the catalogue one cannot help seeing with pleasure, that they have given such prominence to that portion of the sport with which we are more immediately connected viz: “Model Yachting and Canoeing,” these occupy a | large share of the space at their disposal and | our readers will probably be interested in the following details. Taking the cataloge‘‘seriation”’ we find that the Loxpon Corintoian M.Y.C, make a good display with 15 models, Nos. 1 to 15, varying from 1}4-ton to 15-tons, all 1730 rule, except No. 8, ‘Countess’ 10-rater. Among them are the 15-tonners ‘Titania’ and ‘Varuna,’ 10tonners ‘Sunbeam,’ ‘Serpentine,’ ‘Gleam’ ‘Peavl,’ ‘Dragon II’ and ‘Zephyr,’ being the principal prize winners during 1890—1—2, and taking this exhibit as a whole, it must be admitted that for practical workmanship of hull, canvas and rigging nothing better under the 1730 rule is to be seen in the Exhibition. CuapHam M.Y.C. come next on the list with 11 models, Nos. 16 to 26, these vary from 1, 5 to 9-tons, Q2in. to 36in. Lw.l. ‘Daphne’ and ‘Ariel’ having been built as far back as 1870, they are ali very nice looking models, but as a friend said who accompanied the writer on his round, they were too small to elicit the same interest as the others. Duuwicw M.Y.C. have 7 models, Nos. 27 to 33, 5 and 10-tons 1730 rule. Nos. 28 and 29, ‘Norma’ and ‘Grey- AND CANOEIST hound’ are entirely constructed of paper, these and in fact ali of thei are very nice models and well worthy of close examination. Exe M.Y.C. send 8 models, Nos. 34 to 41, nearly all of the extreme fin keel or weed catcher type and although they are no doubt curiosities as to shewing what can be done under the §.A. rule, still as practical models for racing I fear they will not be very satisfactory types—their canvas and rigging also appear crude and old fashioned looked at alongside of the London style. Hieueate M.Y.C. send 10 models of very diversified types, some of which look very well, but others cannot possibly be considered quite up to date. Kineston M.Y.C. come next with ‘Harkaway’ and ‘Susie’, Nos, 02 and 53, 10-tons 1730 rule, champions of their club and winners of many valuable inter-club prizes, these being built specially for windward work or reaching, can scarcely be put in comparison with the South Country models, which are all built for every point of sailing. Much disappointinent was felt by the London clubs, that only these two models represented the whole of the Hast Coast of England and Yorkshire, as it was quite expected that Albert, Hast Hull, Bradford, Gateshead, Neweastle, Scarborough, Lowestoft and others would have helped to shew what they were capable of doing. Loxpon M.Y.C. are next on the list with 8 models of 15-raters, Nos. 54 to 60, and every one of which are finished to perfection, and it is quite evident that their owners had made up their mind to be we plus ultra so far as beauty and finish of hull was concerned, in this they have no doubt been successful and every model yachtsiman must be very pleased to see such a splendid display of the §.A. type. None of them are extreme in any way, and if the real yachts had kept to the moderate dimensions as in these models, there would not have been go much reason to make alterations in the §.A. rules, as the extreme types of fin keels, bulb keels &c. appear to be doing. Where all the models are uniformly interesting, one hardly likes to criticize them at all, but ‘Irene,’ No, 56, and ‘Falcon,’ No. 60, appear to be the most powerful and what are likely to prove the best all round boats. MancHesterR M.Y.C. have 3 models, Nos. 62, 64 and 66, built by Bishop of Bristol, these are very strongly built as if for hard work, but we think they would prove better as racers, if they had less wood and more lead. There are other 8 models on their list, Nos. 61, 63 and 65, but at the time of our visit they were not in evidence. THE MODEL-YACHTSMAN SERPENTINE M.Y.C. come next with 9 models, Nos. 67 to 73. There are six 10-tons and two 14-tons, 1730 rule, including their old champions, ‘Mischief,’ ‘Ino,’ ‘Galatea,’ ‘Minerva’ and ‘Oll.’ Their last, No. 73, being what is supposed to be an imitation of this years champion 40, ‘Queen Mab,’ but we do not think her builder (Wiggs) has been so happy in his ideas as he generally is, she may of course prove Al, but she is certainly not a beauty, the older boats look far more serviceable, ‘Mischief’ and ‘Minerva’ being in our opinion the best all round models. Mopen Yacat Sarine AssocraTION finish up the shew of models, with six of their 36in. lw.1. model, Nos. 74 to 79. They all look good all round boats, but as there are no others of the same dimensions in the Exhibition, one cannot possibly form any opinion as to how they compare with others. These are some of the models that competed with the Serpentine Club lately, but as they are nearly all 10in. to LO$in, beam, they can hardly be considered fair competitors for ordinary 10-ton models 1730 rule, as under that rule the M.Y.S.A. boats measure between 124 and 13/-tons, rather too much difference to make such matches at all fair and equitable. This finishes all the model yachts, so that out of the many hundred in the Country, only 79 are represented, we hope however that if another Exhibition is held in 1894 we may have a much greater number, so as to encourage the Aquarium Managers to give still greater facilities for bringing the best models together. CanoEs of all shapes and sizes are of course exhibited freely, also models of Racing Yachts, 8.8. Yachts, &e., &c., but our space being limited, we must leave a description of these Exhibits to other hands. Mr. E, A. du Plat was the originator of this Exhibition and he deserves great praise for taking so much trouble to make it a suecass. He is very satisfied with the results, and he has no doubt that next year will produce a much Mr. The Annual General Meeting was held at Mr. Corbett’s Rooms on January 23rd, and the following gentlemen were elected officers and committee :—President, E. G. Brockbank, Hsq.; Vice-President, E. K. Chamberlin, Esq.; Com. Jobn Hall, Esq.; Vice-Commodore, C. G. B. Corbett, Esq.; Hon. Secretary, Mr. R. W. Gill; ; Boat-House Secretary, Mr. J. MN. Dempsey Committee, Mr. W. E. Storey, Mr. Waters, | Nutter, Mr. Wrigley, 45 Mr. Holmes, Mr. Tomkins, Mr. Robshaw. There will be no matches for 10-tonners during the present season, but the races will be divided into the following classes :— Handicaps under old rule, a class for all boats under 25lbs. weight, all starting from scratch, and a class for 15-raters. In future it will be optional whether members have bulwarks on their boats or not, A tournament race on the American principle will be sailed on June 17th, and if not finished on that day will be completed on June 24th. All boats entering will be expected to sail or pay a fine of 2/6, as any boat having entered and not sailing all through will upset the match, completely. Entries close May 27th. An Exhibition of Model Yachts, Steamers, Machinery, &c., and all objects pertaining to model yachting, will be held at The Young Mens’ Christian Association Rooms, Peter Manchester, on Mareh 21st and 22nd. Street, Prizes will be given by the Club for the Yacht and Steamer obtaining the largest number of points. (See particulars as under). Two Judges shall be appointed to award the prizes, the Commodore of the Club, acting as Referee in case of difference of opinion. If possible, the Judges to ke Members of other Clubs. Competing boats to be the workmanship of the Member or Members Exhibiting them, except as to the following items, viz :— In Sainineé Boars—Rough Lead; Mast Ferrules; Castings of Sewing of Sails. In Steam Boats—Rough Castings of Machinery; Planing of parts of Machinery. The maximum points awarded to the competing boats to be :— CLASS A.—STEAM BOATS. For the best design of hull………… 25 points moO ee My » » CNGINES….. ce. » boilers………… ,, auxiliary machinery 10, 74, Workmanship of hull……… 25, and propeller 9, ” » engines, boilers, machinery and fittings more important one. MANCHESTER MODEL YACHT CLUB. CANOEIST. AND CLASS | 5 Maximum Total..,100 points B.—SAILING BOATS. For the best design of hull ………… ” ,, style of building hull.. .., ” »» workmanship of hull…… » heatness and quality fittings to hull t ” 20 points 10S, 20s, 10 _,, ” 7 ” spars sails 10 _,, nos D » Tigging 10 ,, ,, best arrangements for changing} 10 10 a suits of sails……. 0… Maximum Total…100 points 46 MODEL-YACHTSMAN Auy boat winning a prize in either class to be excluded from future competitions. Entries close March 14th, 1893, to the Hon. Secretary. The Judges have power to withhold any prize in ease of inferior workmanship, lack of entries, &c. No entrance fee will be charged. CANOEIST the Yachting Exhibition at the Royal Aquarium | this year, but it is hoped that the ‘‘George”’ will be represented at the proposed exhibition in 1894. Scarboro M. Y.C—Satarday Feb. 18th, saw the grand muster of thirteen 10-ton boats to open the season for a match for prizes taken from the club funds. A smart breeze, varied by strong squalls, necessitated snug canvas, and made the racing exciting. As the match was a tournament, every boat was well tried, luck not having too large a share in the result, and the members Doings of the Ghrbs. Reports for publication must be legibly written, on one side of the paper e#/y, and forwarded to the Epiror not later than the 2oth of each month, to ensure insertion in the following issue. enjoyed a long afternoon’s sailing, the enjoyment being somewhat marred by the disgraceful state of the paths. Some of the competing craft were George M. Y.C. ( London ).—This club held its new boats of great length and power, and, on the Annual General Meeting on Saturday, January whole, fairly mastered the older and lighter craft, 7th, at the bcat-house, Kensington Gardens; the Commodore Mr. B. J. Collyer in the chair. The Hon. Sec., Mr. E. Tylee, read his report, although ‘Florence’ and ‘Julia’ have seen several seasons’ racing, and are still ‘“‘bad to beat.” There is yet a ‘dark horse” just finished, from the Commodore’s designs, that may prove a troublesome customer, as length and weight have in her been duly taken advantage of, and if she which showed that several new members had been elected during 1892, and that the club was in a very satisfactory condition. During the year the club have had a new and very comtortable boat-house built for them close by the old one, which now forms part of that of the London M.Y.C. The fitting up of this new boat-house of course made a considerable hole in the club funds, but in spite of this the Hon. Treasurer’s report shows the finances of the club to be thoroughly satisfactory, with a good balance on the right side. The competitions for the club challenge cups produced excellent sport, that for 10-tonners being won after a very close contest by Mr. C. J. Collyer’s ‘Petrel,’ beating Mr. B. J. Collyer’s ‘Atalanta’ by only one point ; also Mr. E. Tylee’s ‘Gwendoline’ (holder), and Mr. H. M. Farrington’s ‘Galatea.’ The cup for third class models, 2ft. l.w.l., was carried off for the second time by ‘Tara’ (holder) Mr. B. J. Collyer, beating ‘Hstella’ Mr. C. Greenhill by five points; also ‘Iona’ Mr. 8. Toulmin, ‘Queenie’ Mr. W. W. Greenhill, and ‘Wendor’ Mr. A. Hall. The other prize winners of the season have been the ‘Riviera’? 5-rater, Mr. P. Toulmin; ‘Irex’ §-rater, Mr.C. W. Greenhill; ‘Atalanta ’10-tons, My. B. J. Collyer; and ‘Basilisk’ 2 feet; Mr. B. J. Collyer. The club’s season will open about Easter. The officers for 1893 have been chosen as follows: President, Capt. Jones; VicePresident, Mr. Allen; Commodore, Mr. B. Jd. Collyer; Vice-Commodore, Mr.W. W. Greenhill ; is successful a great development in these directions may be seen in the club’s models in the future. Score:—‘Snowdrop’ 12, ‘Florence’ 10, ‘Greyhound’ 10, ‘Julia’ 10, ‘Annie’ 8, ‘Hisie’ 7, ‘Arrow’ 5, ‘Freedom’ 4 ‘Erratic’ 4, ‘Mischief’ 4, ‘Fawn’ 4, ‘Terror’ 2, ‘Alice’ 1. The tie between ‘Greyhound’, ‘Julia’, and ‘Florence’ was sailed off, the result being: —‘Julia’ 2nd prize, ‘Florence’ 3rd prize, the lst prize going, of course, to Mr. G. Bolder’s ‘Snowdrop ’ who won every heat, and never made a mistake during the whole of the long afternoon’s sailing. Next Saturday a match for the 10-ton Challenge Cup will be sailed. Liverpool M. Y. C—The thirtieth Annual Meeting of the Club was held on the Ist inst, to pass the balance sheet for the year ending December 31st, 1892, and to elect Officers for the ensuing year. The following members were elected to fill the various offices, viz:—Captain, Wm. Crebbin. Sailing Division Committee: P. Irvine, A. Marshall, J. Bell, E. L. Johnston, G. Russell and T. M. Wilkie. Steam Division Committee: T. Evans, W. T. Jolliffe, F. Von Sobbe, —. Clarke. Stewards: W. Crebbin and F. Bibby. Auditors: H. Gaskell, Junr. and T. G. Bolton. Treasurer: T. Adlington. Secretary: D,. McHardy. Prizes were offered to be competed for during the racing season by the following gentlemen, members and non-members. =F’. Norman Darbyshire, T. B. Sill, F. Bibby, T. M. Wilkie, P. J, Foulkes, Adam J. Fairrie, C, H. Beloe, E. L. Johnston, T. G. Bolton, and Hon. Secretary, Mr, E. Tylee, 29, Oxford Square, W.; Hon. Treasurer, Mr. B. J. Collyer; Auditor, My. C. Sidgwick. The following two members were also elected to serve with the officers on the committee, Mr. A. Midlane, and Mr. A. F. D. Thomas. The club has not sent any models to ANID | W. T. Jolliffe. THE MODEL-YACHTSMAN AND CANOEIST. Serpentine M. Y. C. (London }.—The twenty first Annual General Meeting was held on Feb. 18th, in the boat-house, a full muster of members attending. Mr. 8. Cooper having been voted to the chair, the minutes of the previous meeting were read and confirmed, and the usual prosper- ous balance sheet for the past year submitted to the meeting. Col. J. B. Sterling, Goldstream Guards, was re-elected Commodore, and T. G. Ross, Esq., of Hastings, Vice-Commodore, while B. Tolhurst, Esq., of Sidcup, was elected RearCommodore, Vice, W. Watts, Esq. Messrs. Cooper, Hamond, and Hale retiring from the committee by rota. Mr. Cooper was re-elected and Mr. R. Roper and Mr. H. Lewis were elected to fill the vacancies caused by the other two members not desiring re-election. Mr. Hale having then tendered his resignation as Hon. Sec. owing to business engagements, the chairman in a few well chosen sentences conveyed the club’s thanks to Mr. Hale for his past services, and expressed the feeling of the loss the club would substain in losing so capable and affable an officer. Mr. Lear having added a few words, Mr. Spurgin was unanimously clected Hon. Secretary. In returning thanks for the honor the club had conferred upon him, Mr. Spurgin said that he would do his best, but he was undertaking no light task in endeavouring to fill the office Mr. Hale had so effeciently held. Mr. Hale was reelected Treasurer and Official measurer. Some minor alterations and additions were made to the rules, and it was resolved tc hold a dinner &c., to commemorate the 21st year of the new club’s existence. Some further business having been transacted, votes of thanks to the officers and chairman closed the meeting. GCorvrespodence. Letters must bear the name and address of the writer, (not necessarily for publication). Anonymous letters and enguiries will not be acknowledged. All communications to be addressed to THE Epiror. Tue Epiror, Fhe Model- Yachtsman, Dear Sir,-T quite agree with ‘Spindrift? that the L. & 5,A, rule as applied tu models, will produce a superior type of boat; but to place restrictions on length would be amistake. ‘‘ Give the designers a free ha: d.” Models to my mind can never reach the extremes produced by the rule on yachts proper. It is hardly possible to produce such a boat that can be kept going straight on all points of sailixg, If semecne does so, he deserves to gain. Yours truly, J.D. M, A MODEL YACHT RACING ASSOCIATION, London, Feb, 18th, 1893. Tue Eviror, 74e AModel—- Yachtsman, Dear Sir,—May I venture to call the attention of your readers to a proposal which appeared in your columns a long time ago, viz: the formation of a ‘* Model Yacht Racing Association,” to look after the interests of Model Yachting, 47 and to settle the vexed question of measurement. ever to have a M.Y.R.A., surely now appears lo me that most cussing is model-yachtsmen this all-important question, the If we are time, as are keenly What I venture it dis- to propose is this, ‘‘that a Model Yacht Racing Association be formed, it to consist of one or more representatives of each recognized model yacht club, to meet so many times a year, (this I know is a most difficult question, as the clubs are so scattered about the Country,) to discuss and settle all matters of general interest to model yachtsmen, especially the measurement question, also to further the interests of model yachting, and to endeavour to bring it to the position it deserves to hold among British National Sports.” I do not advocate that one rule of measurement be adopted straight away by all clubs for general purposes, as different cluhs sail under different conditions, and each club has its own particular rule of measurement which it is not willing to give up, and it is much better that they should not be given up, as different rules of measurement are suited to different waters, and one type of boat will do best on one pond, and another type on another pond; and also there is that very important question of ‘‘ vested interests.” But why should not each club have one particular class, apart from its present classes, built to the ruleagreed upon by the representatives of the various clubs at the meetings of the M.Y.R.A. I do not venture to suggest any class in particular, as so many people are giving their opinions on the subj.ci; let that be settled when the M.Y¥.R.A.is formed. Some people will say that the representatives will not all agree as to the best rule. Most likely not, in that case a majority will be the only way to setile it. Surely those who do not quite agree with the chosen rule will waive their objections, and give way to the majority, just with regard to this one extra class, for inter-club sailing, and for the good of the sport. What we want is a universal rule of measurement, and I believe it is impossible to have that a¢ present in model yachting, for the reasons I have stated above. But if each club would adopt this extra class, and encourage it for the sake of the sport, we should have unity of measurement in this one class, and from these pleasant inter-club matches, model yachtsmen would get to know each other, and help each other with regard to improvements in rigging, design, &c. Surely this would do good to the sport; and why should it not be done, without interfering with the existing classes. But I know it looks much easier on paper to bring about than it is in practice, on account, as I said before, of the clubs being so much scattered, but could it not be got over in this way. Let the Northern clubs have a meeting at some convenient place, say for instance in Yorkshire or Northumberland, and the Southern clubs have one in London, and then let representatives, chosen by the united clubs from the different parts of the County, meet somewhere, say in the Midlands. The Scotch and Irish clubs would of course have to be represented, and this would bea difficulty, but surely someone would be found among both groups who would not mind an occasicnal journey to attend the meetings ofthe M.Y.R.A. Let the M.Y.R.A. have the same position and duties with regard to model yachting, as the Y.R.A. holds with regard to yachting, and let all disagreements in inter-club matches, sailed under its rules, be referred to it, and let its decision be final. I should propose that each club joining the Association should subscribe a certain sum, which should he devoted to Challenge Cups and other prizes, to be competed for at intervals in different parts of the Country, and open to members of any recognised club joining the M.Y.R.A., and owning boats in this one particular class. If others of your readers approve of my suggestions, let the matter be taken in hand az once, so as to get the question settled before this next season begins, and boats built for the class, and the whole thing in working order before the end of this coming season, AND THE MODEL-YACHTSMAN 48 sport what great with the hope that something may speedily he done. With apologies for taking up so much of your valuable space, and with best wishes to all model yachtsmen for an enjoyable season, and for the success of model yachting generally. CANOEIST. The Yachting Exhibition is dving good work for the and making it better known, and letting the public see model yachting really is. I hope the sport will make strides this season, therefore I offer these suggestions I remain, Sir, Yours faithfully, TALISMAN. MODEL CLUB YACHT 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 Names and Addresses, AMERICAN.—-Length taken on |.w.], Station—Prospect Park, New York H. Melvin, 141, Park Place, Brooklyn, U.S.A. a oe BRITISH CANOK CLUBS.» ROYAL C.C.—T.G.F. Winser.Sec.,72, Mark Lane. London MERSEY C.C.—Perey Cox, Mate, C 9, Exchange Bldgs., Liverpool. CLYDE C.C.—Mr. Steven. Ardlin House, Helensburgh. WEAR C.C.—T. 0. Todd, Sec., 7, Winifred-terrace. Sunderland. HUMBER YAWL CLUB—G. F. Holmes, Mate. Elim Ledge, Hornsea, TYNE C.C.—T. Warkman, Sec..17, Hutt Street, Gateshead-on-Tyne. BRITISH CANOE ASSOCIATION.—H. Thorpe, Sec., Danecliff, Lymm. A. Carrington, Treas., Carlisle House, Great Wantford, near Knutsford. (The B.C.A. is established for the promotion of cruises and ueets, whereby canoeists of the United Kingdom, irrespective of clubs, 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, $.W. NORTHERN CC.—L. MePherson. White House Buildings, Neweastle, ULSTER C.C.—R. E Workman, (Capt.}, 19, Bedford Street, Belfast. Corrections Solicited. BRADFORD MOOR.—1730 and length. Station.—-Bradford Moor Park, T. E. Barker, 52. Dudley Hill, Undercliff, Bradford. EDITORIAL NOTES AND COMMENTS. BRADFORD.—Y.R.A. and length. Station.—Exley’. Reservoir, Frizinghall. Lewis Crossley, 15, Springfield Place, Mannmgham Lane, Bradford. CENTENNIAL (New South Wales.)—Meastrement from outside of stern to inside of rudder head ; also overall. eZ J.M. Donaldson. 46, Rose-street, 8. Sydney, N.S.W GLASGOW.—Alexandra—‘L. & 8. A.” Rule. etation—Alexandra W. Crawford, 181, Comely Park-street. p Park, Glasgow. HULL.—Kingston—Length taken on l.w.l.; also 10-ton class Y.R.A. Station—Club Lake, Inglemire Lane, Beverley Road. J.R. Windsor, Bankside, Sculcoates, Albert—Tonnage—Y.R.A. i Club Lake, Chalk Lane. Hessle Rd, 8. lL. Tucker, Belgrave Terrace, Rosamond St. Station.—East Park. Bast Hull.—1730 rule, B. P. Bell, 18, Gladstone Street. LONDON.—DLondon.—15-rating class and 10-ton class ¥.R.A, F a e/ \ — an \\V | Telegrams :—Bermudian, London D, weights limited to 20lbs., 251bs. Lx 15-tons Fife’s Rule Bx and 28lbs. 2 Canvas unlimited. Station—Long Pond, Clapham. C. H. Harris, 494, Wandsworth Road. Clapham—Tonnage—Y.B.A. lapham Common. Station.-Long Pond W. J. Bailey, 162, Hims Road, Clapham Park, S.W. M. Y. Sailing Association—Leneth taken on l.w.1. Station—-Round Pond, Kensington Gardens. J, Pollard, 32, Spring-st., Paddington. MED WAY.—Chatham.— Tonnage ¥.B.A. J. H. Read, 16, Gorst Street, New Brompton, — NEWCASTLE WEST END.—Tonnage—Y.h.A. P. MeGill, 19, Hamsterley-rd., Newcastle-on-Tyne. 3CARBOROUGH.—Tonnage 1730, 10 aud 20-tons, also Weight class. Station—The Mere. W. W. Gibson, Sec., Westborough, SOUTH SHIELDS.—Eixelsior—Tonnage ‘1780’ and Length. Station.—South Marine Park, T. S. Downey, 16, Saville Street. TORONTO.—F. Gardiner, Sec., 763, Queen Street, Canada. Kee ‘The Fee for constant publication in the Register is 5s. per annum A few extra copies of last month’s Illustration, printed on tinted card, may be had of Thomas Grassam, Hull, post-free 2d. each. —Bronzes for Model Yachts bottoms SrON Le. easily applied—form a good smooth hard surface—and add to the appearance, Post-free, in 103, Packets Gorn, Mo. 1, 9d; No. 2,10d. Copper, 1s. Address, Alpha, this office. event of the gy man’s point of view, 1s the Yachting Exhibit- =D bg ion held at the Royal Aquarium. A hasty es ee: run round the building fl ~ was all for which we had time, but that was sufficient to show that Mr. Walter Greenhill, L.M.Y.C., Kensington Gardens, W Postal :—L. M. ¥. C., Kensington Gardens. Serpentine—Tonnage—Y. HR. A. and L. &s Station—The Serpentine, Hyde Park. J. Spurgin, 89, Hans-road, Brompton, London, §.W. Corinthian.—10 and 15-tons 1730 Rule, also 10, 124 and HE Sg eee nee Station— Round Pond. Kensington Gardens. —| month, froma boating the exhibits there are likely to quicken the interest in boatinz, and increase the number of its devoters. Canoeing is represented by several Canadians, and one of Turks well-known second class sailing canoes, but the number of canoe-yawls is consider- ably larger and more interesting. ‘The celebrated ‘Spruce,’ which created some commotion in the 4-rater class on the Solent two years ago, is there, as 1s also the ‘Serpent,’ Mr. Lynam’s Oxford yawl, Both of these are 18ft. overall, the former has a canvas bag fitted round the cvaming forming a “bucket” well; whilst the latter has a self draining There are watertight bulkwell of novel pattern, heads at both ends of the cockpit, which extends from gunwale to gunwale, its floor being so formed by means of fore and aft bulkheads—like inverted water ballast tanks in a cargo steamer—that any water which may be shipped by the immersion of the lee side is emptied overboard as.the boat rights. The usual waterways, or sidedecks, are in her replaced by longitudinal strips of wood which offer no check to the ingress or) egress of the water. Besides the fore centreplate, dropping, as is usuul in the Oxford yawls, both at its forward and after ends, she has a small centreplate placed well aft, which her owner says steadies her considerably when running. Her decks, covered with linoleum, THe “Doris” in DANISH. WATERS _~SkeTcoH. MAP- Dorrep Lines SHOW: N course TAKEN. Supplement to “Che Model Yachtsman and Canoeist.” J March, 1893. ——~—, mal —_—_ == Bs FX Fates pe Soe Kegs >. aS ae ee F ke YH have a business like look, and should shew scratches, &c., much less readily than highly polished cedar or m-hogany. Near these two is the Solent fin keel half-rater ‘Daisy,’ but her long overhangs make her look quite a ship as compared with the canoe-yawls. Next in order come the two canoe-yawls exhibited by Mr. R. J. Turk, of Kingston-on-Thames. The ‘Jennie,’ r4ft. x 4oin., has been raced for some years on the Welsh Harp by Mr. Calkin, though to look at her one might quite imagine that she was a brand new boat. She is almost identical in model and dimensions with a boat in which we have made many enjoyable cruises, and, for a single hand, makes a first rate cruiser on waters like the Norfolk Broads. Her next door neighbour, about 18ft. x aft. 6in., is a “seagoing” canoe-yawl, builton same lines as ‘Deva’ and ‘Jennie’ (1892.) Her designer is the owner of the ‘Nautilus’ canoes, of which craft she somehow reminds one. She is substantilly built and fitted, and should make a fair estuary cruiser. Passing by row boats, Canadians and sailing punts, the next craft of interest is the small yawl exhibited by Theo. Smith, of Oxford. Though 1r7ft. overall x 4ft. 6in. she is a craft of only some 13ft. Lw.l. In comand very small body, being very shallow. petition with canoes of her own rating (-3) she ought to render a good account of herself. The same builder shows a collapsible dinghy of very ingenious construction and which would probably interest some of the owners of ‘‘canoe-yachts”. Time did not admit of a close examination of the half models of yachts, or of the model yacht fleet, but with respect to the latter, we should be inclined to award the palm to the boats shewn by the London and Serpentine Model Yacht Clubs, which both in model, rig, and finish are perfect pictures. —Q— Judging by a letter we recently received from Singapore, the canoe-yawl seems to have “taken hold” in that far quarter of the Globe. That it is a good place for the Canoeist will be readily inferred, when mention is made of three friends going for a few days cruising among the Islands in small canoe-yawls during January; and some account given of the New Year’s Day regatta of native craft, with over 6o starters. One or two of the photos enclosed, showing crowds of natives on the weather gunwale of their Xodeys, prove that they are a sport loving nation, and seem like another proof of the truth of the old saying “Nothing new under the Sun.” AND MODEL-YACHTSMAN CANOEIST. to windward. 53 The Koleys are simply big open canoes, some 35 feet long, rigged with a big spritsail and foresail, and steered with a half paddle. ~_O— Canoeing prospects, as shadowed forth by the number of canoes reported on the stocks, Go not seem brilliant for 1893. ‘The canoe-yawl, however, seems to be increasing rapidly in favour, and we look to the coming season to advance canoeing knowledge a step nearer to the solution of the ever recurring question as to which is the best all round boat. -——O0— Since the days of McGregor’s Rob Rey books, no better illustrated account of a canoe cruise has appeared than F. 1). Millet’s Zhe Danube. The three canoeists, Alfred Parsons, Poulteney Bigelow and the Author, close observers of men, manners and places, skilled in recording their impressions with pen and pencil, descended the mighty river from its(reputed) source in the Black Forest to the Black Sea, and the resulting work, partly reprinted from Harper’s Magazine if we mistake not, is well worthy of a good place in the bookshelves of all wielders of the paddle. The canoes used were 15{t. x 30in., with folding centreplates and drop rudceys, and formed the conveyance by day and the resting place by night of owners, for some three months. NISBET their hardy TESTIMONIAL. There has been a most cordial response to the notice, in.our last month’s issue, and we have to acknowledge contributions from the following members in addition to the names published last month. H. R. Armitage. Irwin Bevan. G, H. Brooke. S. Futcher. G. Garnett. R. H. Harrison. A. Carrington. E. S. Hodgson. T, 5. Coomber. F. D. Lendon. C. Crosskey. G. H. Denison, R. A. Ells. 5. F. Staples. Mrs. Thorpe, 7 4 G. H. France. > P. H. Freeman. F. W. Foster. (per H. ‘Thorpe.) R. E. Workman. A. J. Wright. J. A. Youl. The presentation will take place, most probably on March 3rd, on the occasion of the combined R.C.C, and B.C.A. Camp Fire. . Q. QUINCEY. Treasurers to committee | R. H, DE WILMER, For what are these Malay Hikers but the prototypes of the users of the sliding seat and deck positicn in canoeing? Many of the men are hanging out, with the aid of knotted ropes from the masthead, with only their toes on the weather gunwale. One craft shown has thirteen men out LONDON NOTES, By MAYFLY. There is not much sign of life in the R.C.C., but most probably as soon as the Spring Meeting THE 54 MODEI-YACHTSMAN AND CANOEISY. has settled the programme for the season’s racing, Exhibition of 1894 wil! surpass the present one, interesting though this may be.” It is a pity also that the various exhibits could not have been a second class so-called cruiser. This is the only one we have heard of, but of course there is the subjects are scattered we shall hear of great preparations. We do not see much sign of building new boats. The only new canoe that is building (for racing) is possibility of some more canoes being built on the quiet. We have seen this done so many times that we should not be at all surprised if we saw some Ist class racers turn up unexpectedly for the first race, — All canoeists will be glad to hear is in division, and distant parts several of the building. It would be advantageous on another occasion to classify more closely if possibly, keeping canoes and canoe-vawls and their Attings together, and so on with all classes of boats in for exhibition, sent —o-— —_—O club concentrated, they suffer by being started at that a canoe Bradford. There are several enthusiasts living in this part of Yorkshire and we trust the scheme will meet with good support and have many years ot life before it. —o-— With reference to the carriage of canoes to the B.C.A. Meet at Lough Erne, a kind correspondent in Belfast has sent us the following particulars, concerning the journeying of canoes by canal from Belfast to Lough Erne. ‘The distance by the Lagan Canal from Belfast to Lough Neagh is 27 miles, there are 27 locks and the cost would be 22/6. The distance from the end of the Lagan Canal, along the shores of Lough Neagh, to entrance of the Ulster Canal is 12 to 14 miles. From Lough Neagh to Lough Erne by the Ulster Canal the distance is about 46 miles; there are 27 locks and total cost would be 28/6. I should mention the Ulster Canal has been cleared of weeds and is quite navigable. The total distance therefore from Belfast to Lough Erne is about 86 miles, and the total lockage 51/-. The locks measure 65 feet x 119 feet, so that 5 or 6 canoes -and canoe-yawls could go in together and divide the cost. If light canoes were going I think I could get a permit for the owner to carry his boat round the charge, or at least only a nominal one.” locks without any We feel deeply indebted to our friend for this information, and we have no doubt many intending visitors to the B.C.A. Meet will go this way in company and make a very jolly two to three days cruise together on their way to the Camp. The model yachts were mostly in the gallery, but they were so numerous, and placed so closely to each other, that one could properly. ee OK HF £ not view them all % a a —o— I must not fail to note in another department the working model of a new folding boat, by Theo. Smith, of Oxford. This idea when perfected, as it no doubt will be, is a valuable one, especially if the inventior can see his way to supply them at a reasonable price, and I see no obstacle to his doing so. The great drawback hitherto to the more general use of the Berthon boat has been no doubt their prohibitive prices, because all practical men know that the cost of material and labour, plus a fair profit, is in no way accounted for by the advertised prices of the Manufacturing Company. If Theo. Smith will put his fo’ding boat on the market at a charge that will enable poor men to buy, many will indulge in gratifying a long felt want. The Oxford Racing Canoe-Yawl by this builder, is a speedy looking craft, with considerable sailarea, but I could not detect any very great new departure, either in build or fitting of gear, althoug h everything was perfect of its workmanship, and utility. kind in material, —O— -—-O— We should have liked to have given a full account of the B.C.A. and R.C.C. combined Camp Fire, which promises to be a great success. Don’t forget to go. It takes place at Anderton’s Hotel, Fleet Street, March 3rd, at 8 o’clock. The ‘Spruce,’ lent by Mr. Brand, did not show to advantage, she was shown in an out of the way place, was on the floor of the building, and was dirty and uncared for. One of the neighbouring showmen gravely informed me that she was the boat that had lately crossed the Atlantic with two men as crew, in the shortest time ever occupie d by THE YACHTING such a vessel, and pointed to her weather worn EXHIBITION. appearance as Perhaps a few comments on the Exhibi tion of Yachting and Boat Building, now open at the Aquarium, London, may interest those of your readers who have not visited it, but I am unable to mention any actual novelty on view, still the whole show is instructive, and I would echo the words of the catalogue: organiser, in his preface to the “It may be hoped that the Yachting proof. Two or three Londoners, evidently greenhorns as to boats, heard the yarn, and he and they were incredulous, when I presentl y told the true story of her career, but I felt they all deemed me “Visionary” when I enlarged on the matches she had fought witha “sneak box.” The watertight bucket well is in principle like that fitted years ago by Captain J. Richards, R.N., to his canvas coracles, and is a useful notion for bad weather. YHE MODEL-YACHTSMAN AND CANOEIST. The drop-rudders, yokes, tillers, centreplates, cleats, self reefing gear, and other things, were all of patterns that you and your readers have been shipmates with or know of, therefore I will not expatiate, beyond saying that it is regretable, that It would greater variety of rig is not displayed. be desirable I think at an exhibition of this character to send in bafter sails, and perhaps schooner rigged canoes, this rig with short gaffs and simple running gear seems suitable to the canoe body, long, shallow, and narrow; and next year I shall hope to see the clever experts producing something other than the yawl, or lug and mizen of the balance variety, and all exhibits in my judgement were greatly over sparred and canvassed for anything but smooth water work. There was not one boat that compare i favorably with ‘Tavie’ or ‘Queenie,’ of Bond’s building, for sea going or general cruising purposes. The Nixon Rudder fittings in iron and gunmetal, were cheap and strong, and their value for ordinary Messrs. boat purposes ought to be recognised. Chamberlain & Co., 129, Waterloo Road, 5.E., are the makers. Lacey’s Sea Anchors, and Oil Distributors, made in all sizes, are useful adjuncts for open salt water cruising, Dalton & Sons, (Queen Street, Ratcliffe, London.) oscillating parrels for gaffs are ‘‘fitments” that might be usefully adapted to canoe rigs. The Indurated wood fibre life saving appliances and buoyant apparatus are very light and _ strong, and I recommend this material for air tight fittings Warren, Blomfield House, London and seats. Wall, quote prices of the various articles, which struck me as cheap. Tents, and camping re uisites, were conspicuous by absence, unfortunately; a good show of these would add to the interest of another exhibition. ‘““ HERON,” R.S.W.Y.C. FROM BELFAST TO LOUGH ERNE. Before I answer a question regarding the navigation in Ulster, and therefore in regard to Lough Erne, I wish to make a slight correction as to the accident on Lough Derg last year, described in February number of the 42. ¥. & C., and I ask it in justice to the builder of the canoe, ‘Shannon.’ The inner edge or flange of lid of the after locker What was was fitted with cork by the builder. intended to be said was that a second watertight bulkhead had also been fitted in London, after the Also 1 omitted to canoe reached the Thames. point out that I quite believed that the bottom of the forward mast-well was left out Ly accident or But as oversight to which every human is liable, two lives were endangered, care is indispensible in regard to absolute watertight bulkheads and maststeps, or far better build without them. 55 I have no doubt many of your readers have seen the somewhat lengthy notes which appeared in the field four years ago, ofa cruise chiefly over the very waters mentioned by your correspondent. There is a canal from Belfast into Lough Neagh, a distance I believe of about zo miles, the charge for passing through which, if the locks are used, Lough is 30/-, (no charge if locks not used.) Neagh duly entered, there is at the lower end of the lake about four miles to cross into the Black water, which can be ascended for eight miles. It is narrow but 8 feet deep. ‘Then opposite Lord Clanricarde’s mansion the Ulster navigation begins; that is a dona fide canal 47 miles in length, which ‘The only enters the River Erne in due course. way that I suggest a yawl could be taken through J think a tug passes once or here would be this: twice a day from Belfast to Armagh, or as near that city as it can get, with coal barges, therefore there will be little difficulty in getting a tow for about the first 28 or 30 miles, but afterwards comes In passing through the next 47 the tug of war. miles of canal there is no towage except such as the skipper may take with him; I may say that we had to tow the entire distance, owing to the weeds. On entering upper Lough Erne some of the must beautiful and diversified scenery in Europe is to be met with, the upper lake being very pretty. The distance from where the canal enters the river Erne down through the whole course of the upper lakes and reaches of the river to Devenish Island, near Enniskillen, where the B. C. A. Camp is to be, is a distance of between 30 and 4o miles, on the prettiest lake scenery in Ulster, The best camp sites, the best sailing waters, and the most sheltered are near Crom Castle, the seat of Lord Erne. Devenish Island unfortunately has little or no protection, but a better site for a camp would be behind the island on the rising land in the bay on either side, but what evidently must fix the camp at that spot is the adjacent town of Enniskillen, being two miles distant by water and read, and the nearest town to the camp I suggest in the upper jake is about four miles. Perhaps, as I have As to the cost of transit. conveyed a boat backwards and forwards between England and Ireland for half a dozen years, I may be fairly considered to have solved this problem, The cost of conveythat is, grumbled and paid. ing a canoe to Clones and back, either va Belfast or Greenore or Dublin, would I think come to about £6, the double journey out and home. In this way, estimate the cost of the yawl by steamer Z£i-10-0, too miles at 3d. per mile in Ireland Carriage from station to canal on truck #1-5-0, at Clones, r mile, say, 2/6. each way. Total £#1-17-6. I strongly suggest the Clones trip because it is only about three miles down the canal into the 56 THE MODEL-YACHTSMAN river, and from the river to the beautiful upper lakes, and this would give a couple of days delightful cruising, afford a considerable amount of interesting objects to photograph in the shape of scenery, stretches of river, Crom Castle and its venerable trees, and other and similar objects of interest, not to mention Col. Saunderson, M.P.’s home and fine yachts. Indeed Upper Lough Erne is to me fairy waters. When we speak of Upper AND CANOEIST. This style of boat appears to be a very suitable one for the amateur boat builder to try his ’prentice hand upon, as there are no violent curves or twists. She is planked and decked with American pine, is inch thick. ‘fhe stem and stern posts are of teak, ‘The topstrake is a plank in two pieces, the garboard is also in two pieces, thus making four strakes each side. ‘Ihe boats are further strengthened by a stout inwale running (full length) in the Lough Erne it is a misnomer, because it is really angle of the bilge. shores make almost ceaseless panoramas of beauty. The woods are very rich. The ground varies, sometimes down near the level of the lake and apart) are of elm 3×4” The C. B. case is same thickness as the planking is. The fore bulkhead is 34in. spruce; aft bulkhead 3@in. cedar; knees Yin. elm, Weights are as tollows :— a labyrinth of many lakes and lakelets whose united sometimes rising to a considerable height, but there is not a tame mile in it all. Of ruins, and Hull (including deck seat) churches, and quaint cabins, there are many things of interest to the photographer and the lover of scenery, whilst so far as camping is concerned it may be had almost everywhere. The largest sheet of water in the upper lake is perhaps not more than seven or eight miles in length, by some two and a half in width, or three or four at the most. But the great lower lake, the one in fact at the eastern end of which the B.C.A. Camp is proposed to be held, has one sheet that is quite ten miles in width and probably from the open part not less than fifteen in length. Ir lies goo feet abeve the sea and yet, from that part where the river Erne and the lakes pour their contents to- wards Mother Ocean through one narrow archway, there is only some three miles of waterway through which this descent is effected. It can then be well understood that the wirlpool of Niagara is repeated -1n miniature. Indeed it is, the roar and the excitement of the water are most impressive, whilst the majestic wooded cliffs on either side render this perhaps the most romantic stream in Gt. Britain. It is said, with what truth we cannot say, but we have it on the authority of one of the local authorities of Belleek, that 180,000,000 gallons of water pour through that ancient archway of only a few feet span in a minute. C.B. ILLUSTRATION, year. the sails, and both are to be congratulated cn their neat workmanship. ‘The sails are made of a very beautiful material, obtained through the courtesy of Mr. ‘T. H. R. Bartley, M.C.C., B.C.A,, they are cream coloured, and in and strong. texture exceedingly close The deck seat was made by the owner (of Ash) and is of same pattern as used by most of the N.C.C, men, extending beyond the side half the beam of canoe, but not overhanging the side when closed. The only races in which she was finished were the N.C.C. Challenge Cup, in which she won Ist prize, and the Prucas Cup {sailing and paddling) in which she took and, the 1st prize going to her sister boat ‘Curlew.’ The Map and Sketches illustrate the cruise of the ‘Doris,’ which is concluded in this number, and will help canoeists voyagers, to follow the track of thé We are indebted to Mr. Wilmer for the former, and to the ‘‘Doctor” for the latter, Gorrvespondence, THE Epoiror, 7Ae Canoetsi. DEAR SiR,—I have just finished reading your The rules of the club permit of 130 sq, ft. sail anda sliding seat, both of which are used. Whilst not At at short tacking, owing to the small amount of rocker, ‘Isalo’ is fast running and reaching, and her owner says she’s very comfortable to sail and a good seaboat, retaining her way amongst waves better than the shorter canoe which he formerly last issue. I am glad to perceive the greater interest taken in canoeing matters, The other boat ‘Cur’ew’ has rather more rocker, used. 25lbs. Liverpool, 2nd Jan., 1893. The cance ‘Isalo’ is one of two modified sharptes which were built for members of the N.C.C. last but is otherwise almost precisely the same. Solbs. Rudder (including drop-plate) 7Ibs. a heavier rudder is now being fitted. H. Finn, of Isleworth-on-Thames, is responsible for the hull, and Madder & Co., of Wivenhoe, for “SEVERN” and “SHANNON.” OUR The ribs (spaced about 1 foot seasons. notwithstanding the past two stormy inclement Surely it is a good omen to see so much in print on this subject at this early season of the year. I must admit all this sets me itching to get afloat, or off ona cruise, but I am sitting by a cosy fire, the air is keen, and a hitter cold N. E, wind is piping, so Iam better ashore, I trust we shall have a good old fashioned summer, thus enabling us to get and keep afloat with comfort, feeling assured if the breeze does freshen, there will not be that might in it for any length of time to make it undesirable. I picture to myself the good old days again, the outings from Friday evening to Monday morning with all on board, good companions equally equipped and bound to the land of the free for the time being, THE MODEL-YACHTSMAN AND Alas, it is winter, soin the alternative I will commit a few ideas to paper that may be desirable for young beginners. Before attempting a cruise let me first say my canoe is 27in. beam x 14ft. toin. long, 114in. deep, amidships, with flat floors, plenty of sheer and deck camber. Having owned and used all sorts and sizes, rightly or wrongly, I have come to+the conclusion that even now I know of no canoe I prefer or would exchange my own for, Let those of larger craft go in for as many superfluous luxuries, perhaps unnecessaries, as they like to indulge in or to lumber up their craft with, but bear in mind I don’t find fault with them, every man to his taste. The first thing te be seen to is that your cance sails, paddle, and running gear are of the best, in thorough order and reliable condition, for if any mishap should befal you it is sure to be when the water is lumpy, the breeze strong, or just at a time when it is most desirable everything should be When cruising I have always as you would fondly wish. found it desirable to go in pairs, one canoe carrying the ground sheet and tent complete, the other the bread and larger share of provisions. Avoid separating yourselves beyond calling distance, this for many and obvious reasons, besides which it is very discouraging to any man, whether paddling or sailing, to be constantly astern. J have found it a good plan before the deck was fixed on my canoe to take the pattern of her, just where you can afterwards place and re-place at will three tin boxes, thus one between the stretcher and the mast, and the other two aft. All light things, viz.: blankets, &c., go in the one forward, taking care to place The the heavier articles as near amidships as possible. object of the tin boxes is of course to ensure the contents With the being kept dry, whether afloat or on shore. exception of two cans, one for methylated spirits and the other for water, together with the tent complete, all other effects can be packed in the three tin boxes. Now for the list of the ‘‘goods and chattels,” I may say even now this is a grand puzzle to many, so I cannot do better than copy the list I keep for that purpose, viz: tent, tent poles, pegs and two spare ones, guy lines and ground sheet, 2 blankets, air pillow, I coat, I jersey, I waistcoat, 2 pairs trousers, 2 flannel shirts, 3 pairs of socks, 4 cloth cap, I stocking cap, 2 handkerchiefs, 1 sponge, 2 towels, I throat scarf, 1 suit of pyjamas, I piece of soap, 1 tooth brush, 1 comb, 1 pocket hand-glass, I pair knee india rubber boots, I pair rubber shoes, 1 light macintosh or oilskin suit complete, 2 tins each to hold about one gallon (not more), 1 Mersey cruisine complete with regulating lamp, *1 funnel, 1 snall glass bottle, matches, *I tin opener, 3 plates and 2 cups enameled, 2 knives ad furks, 2 spoons, 4 short thick candles, *1 square piece of wood iin. thick for candlestick, *r ounce mustard, *I pepper box, *1 salt box, *1 flour drencher, *1 kettle with folding handle and spout to unscrew, *1 perforated tea holder, *2 dusters, *t 1b. of soda, *1 smail pot beef, *2 pots of jam, *rib. butter, *4 loaf bread, 1 pot of Liebig, *#1b. tea, *f Un cocoa, 1 tin preserved milk, *4 lbs. potatoes, *4 lbs. bacon, *2 cooked fowls or ducks, *1 Ib. sugar, *6 eggs, 1 small tin of biscuits, 4 gill of brandy. Those articles marked with an asterisk need not be induplicate where two feed together; according to the distance to be traversed, the length of the cruise, and the opportunities of purchasing, so the supply of food at starting must be regulated. It will be obvious that the above list applies to those cases where the camp is changed from day to day, or When there is a fixed camp more may with nearly so. advantage be taken, for instance, larger tents and cooking arrangements, stretcher instead of bracken or the grass for mattresses, cups and saucers for visitors, a more plentiful wardrobe, some books, and many other little matters to remind one of home. I trust this will enable all good men and true who purpose cruising to select and pack their ‘‘goods and chattels” with greater ease, eSpecially those going long distances, say to that most charming place lower Lough Erne, where there is CANOKEISD. 57 exquisite scenery, abundance of scope for sailing and paddling any amount of variety in the scenery around, charming cam sites for one or more days cruise from the home camp and back. Ah, I long to go there again and to visit the favorite spots of my brothers of the paddle that have traversed those waters from this locality. Apologising for my long letter. Iam, dear Sir, Yours truly, * LILy.” THE “DORIS” IN DANISH WATERS Concluded from February. On entering the harbour we descried the figure of our host of the Little Belt Hotel, and we at once ordered dinner, and after tidying up, dining, and a stroll round the town, weturnedin. Before leaving England we had laid out a most comprehensive programme, and here was one week gone and very little done. We decided, therefore, that we would make a long passage on Sunday, and get After down to the south of the Little Belt. breakfast our friend the Vice-Consul turned up, and while the ladies were at church we visited the barber, and then listened to the military band, which plays on Sundays between twelve and one. All the grace and beauty of Fredericia were en evidence, and I am afraid our appearance on this occasion was not as good as we should have liked, but we had already come to be regarded as the two English sportsmen and this seemed to cover many sins of omission. We dined with the Consul, spent an hour afterwards with the ladies of the family, who played Danish airs to us, and after wishing goodbye to our kind host we set sail at 4 p.m. hound for Sonderburg. We brought up at a delightful little restaurant on the island of Fyen, where we had to answer many questions about the boat, then crossed the belt to the island of Ore, and from there to Brandso, between which and the Jutland mainland is a narrow passage. It was now 11 p.m. We had seen the sun set and the moon (a full moon) rise in all her glory, and from this point we had to make a compass course of some 12 miles across open water to the island of Als, which is separated also from the mainland by the Als Fjord and the narrow straits of Sonderburg. We were carrying our full canvas, the wind was pretty well abeam, and there was some roll on. The Doctor turned in, while the Skipper, with a box of biscuits and a bottle of rum handy and lots It was of ’baccy, sat on deck and steered. impossible to keep a compass on deck, as the boat was pitching considerably, but after setting her on her course, the boat was sailed by the stars. During the weird hours of the night the Skipper was inclined to go in for a good deal of ph:losophy and self review, but this unprofitable form of amusement was eventually cut short, by a heavy sea coming 58 THE MODEL-YACHTSMAN aboard and waking up the Doctor, who after many grunts, and statements that he had’nt a whole bone left, consented to take the helm. The Skipper turned in, and about 4 a.m., was woke up with the announcement that we were closein shore, and we found that we had made an excellent landfall and were halfa mile to windward of the entrance of Als Sund, not a bad result on the whole. While running down the smooth water of Als Sund, we cooked a glorious breakfast of hare soup and cocoa, finishing off with marmalade. Only those who have made a midnight passage such as we had, know what a breakfast at 4am. means. We AND CANOKEISI. being quite sure as to the legitimacy of bringing up a certain little stone causeway, accosted a gentleman in the street and fired off at him for about five minutes all the German words he could think of relative to the matter. After listening at with rapt attention to all the Skipper had to say, the gentleman replied “I guess you’re a Britisher.” The Skipper guessed the same, and after that the relation became cordial and explanations followed fluently. ‘The next morning we went about buying stores, including a new water bottle for the ‘Doris,’ astonished a native sprit-sail boat, who tried to the old one having after three seasons use developed a serious leak. On our return to Sonderburg, the same day, we half-filled the old one with water, and at 5 a.m., we brought up at Sonderburg and and having pronounced a funeral oration committed it to the deep, but it refused to sink and we saw it race us, and who started a top sail to no purpose, turned in, after a 55 mile passage in 11 hours. We had now reached German Territory, and the fact was very cleatly conveyed to our minds on strolling round the streets of Sonderburg, by number of smartly uniformed soldiers we about, and the everlasting drilling going on in grounds of the Schloss. Our long passage the the saw the day before had tired us out, and we went up and lay down on the green slopes of the redans which command the straits of Sonderburg and slept peacefully. After tea in the evening on board the ‘Doris,’ we walked up to the Dybbol heights where stands the famous mill, the center and rallying point of the fierce engagement which took place on April 18th, between the Danes and the Prussians, when the Danes were driven from their last entrenchment and had to retire across the bridge of boats to the island of Als. A handsome gothic monument surrounded by the grass grown remains of the fortifications, commemorates in simple words the valour of all who fell. Unfortunately the said monument was undergoing repairs and was surrounded by scaffolding. The next day we left Sonderburg about midday for Flensborg, and had a fine run with spinnaker set, down Flensborg Fjord, and as we hauled our wind set it f rward as a balloon jib, lashing the spinnaker boom down to the eyebolt on deck to form a bowsprit. ‘The spinnaker boom, unused to such captivity, bent upwards now and again in an alarming fashion, but we reached Flensborg, about 25 miles from Sonderburg, at about 6 p.m. We dined en voufe «ff stewed kydneys. There was no doubt about the stewing. whatever, they were tender enough fer a beefsteak pudding, and getting rather tired, eventually, of the unnecessary mastication which eating stuff like sawdust required, we chucked the rest overboard. We walked about Flensborg, visited restaurants, and turned in. An incident which occured when we brought up that evening illustrates the necessity or otherwise of learning foreign languages. The Skipper, not bobbing away to leeward for a long time. painted It was bright blue and had the words “Doris C.Y.C.” upon it; perhaps it was found by some thrifty Dane and repaired and is again renewing its youth in a strange land. We left Flensborg in company with a local trading cutter of about 20 tons, and we both of us got into Sonderburg together, after a very long passage, turning to windward allthe way. We did not reach our old station at Sonderburg till ro p.m. The next morning was wet sou’-westers were In requisition. and oilers and We sailed down below the bridge of boats, which crosses the straits at this point, brcught up at the quay side, had dinner at a hotel, and then got under way for Horrup Haff, distant some five miles. We were much amused on rounding the Schloss to see a squad of German soldiers at bathing parade. Ranged on the beach in scant attire, at the word of command off went the last garment and away they scuttled for the water. We had a sloppy sea and a good deal of wind in the short passage to the little village of Horrup Haff. On reaching the little wooden pier, we found quite a crowd awaiting our arrival. A German who was stopping at the Baltic Hotel, a large establishment, the gardens of which extend to the water’s edge, told us that the news of the approach of a strange boat had stirred the little village to its depths, and that everybody had turned out to welcome us. Knight im the “Cruise of the Falcon,” tells an amusing story about the owner of the Baltic Hotel, and when we met him we reminded him of the circumstances, We made friends with some German families staying at the hotel, and during our short stay received much kindness from them. Als island is described by Mr. Good in his log, as the fairest island in the Baltic, and we were convinced of this when we saw the magnificent luxurance of the roses in the gardens of the Baltic Hotel and in every cottage round. The Doctor counted sixty blooms on one tree; and our German friends told us that THE MODEL-YACHTSMAN AND CANOEIST. the soil is so rich that the wheat grows six feet high. The villlage is very picturesque, the cottages are dotted about at all angles, each one the pink of cleanliness, surrounded by its own little garden, and facing every point of the compass, so that often to reach any particular cottage it is necessary to walk round three sides of ancther garden. ‘The laws of right-of-way must be somewhat complicated. There are a great many English-speaking peasants in Sonderburg, funnily enough. Although annexed to Germany the old inhabitants are proud of their Danish nationality. We spent the whole of the following morning sketching and photographing in the village, then dined with the families at the midday hotel dinner, and left about 2 p.m., amidst a shower of jarewells and a few de ote of revolvers from the hotel grounds. We were bound to Svendborg, on the east side of the Belt, to attend the Royal Danish Yacht Club Regatta on the following Sunday, and Svendborg was still 42 miles away We coasted up the island of Als, and then finding a good deal of sea on, we stowed the mizen, took a reef in the mains’l, and then steered across for the lighthouse on the island of Aero some eight miles distant. The wind was N.W., and so soon as we opened the north point of As island we had the whole fetch of the waves from the coast of Jutland, some 30 miles to windward. There was a heavy beam sea on, but under small canvas the boat went admirably. She lifted over the big combers like a duck and with a luff now and again to any exceptionally vicious-looking wave, we succeeded in making the passage without shipping any water, although when we watched the big waves going thundering away to leeward we were glad that we had not attempted a night passage. ‘The eight mile passage from Als to the lighthouse took us 1 hour 35 minutes and once within the islands and the long sound running to Svendborg we set the whole sail and shook out the mizen, We had the wind then dead aft, and it was hard work steering as tre boat made the most violent rushes on the heads of the big following waves. Fortunately the gear held well, and after a very exciting passage of 42 miles in 7 hours 30 minutes, we reached Svendborg at 9-30, and making fast to a wooden causeway which we found afterwards to be the ladies special bathing place, we went up to the hotel. The town was gay in view of the approaching regatta; and we were lucky to get rooms at Wanddles Hotel, which I recommend to all visiting Svendborg. The next day we got letters, sailed on the Fjord, had many a run with the local boats, inspected the yachts which were fast collecting for the great regatta, and met our friend Mr. Rasmussen, from Fredericia, at whose invitation we had come. The next day, Sunday, was perfect. A brilliant . 59 sky, the Danish flag flying everywhere, and the blue waters of Svendborg Fjord covered with craft of every size and every rig. Little steamers were puffing about in ail directions, and large ones built in all respects like miniature Atlantic liners, were discharging their visitors from Copenhagen and the neighbouring islands. The Royal Danish had chartered a steamer for the occasion, and on this we and our host embarked. The racing was exceptionally good, the yachts were admirably sailed, and the day was altogether most enjoyable. In the evening we attended the banquet, where Prince Valdemar took the chair. The speeches proceeded ‘‘fard passu” with the viands, as also the distribution of the prizes. How we danced afterwards with the Danish ladies, how we all sailed back to Svendborg in the small hours of the morning, how the crew tried to light a blue light and somewhat failed, are incidents which must be deferred to another log The following day our Kolding friends who had sailed from there to Svendborg for the regatta left, and we followed their example, bound for Faaborg. It was a beautiful day when we left Svendborg, a light north westerly wind blowing, but the weather changed rapidly as it does on the Baltic, and we had as much as we wanted before reaching Faaborg. We went up to a hotel and stopped the night there, and the following day we spent in the country, photographing .and sketching. In ordering our breakfast we had to deal with a waiter of pure Danish extraction, who understood no German and to whom we were at a loss to convey our desire to have eggs. The l)octor, ever ready, produced his sketch book and drew an egg—blank dismay on the part of the waiter—then the Doctor drew a hen laying an egg. The waiter blushed sweetly and ran off laughing, The landiord, who spoke English well, came up, and on our explaining to him what our difficulty had been, told us with much amusement that the Danish words for eggs is egg. We shan’t forget this next time I expect. Our next port was Assens, and without any previous intention we were again let into the discomfort of a night sail. We left Faaborg in good time, but the wind, what there was of it, was right ahead, and about 5 p.m. died away altogether. We had only made about half the passage and as we were short of time we decided to keep on. We again explored the interior of a tin of stewed kidneys, and the skipper, who believes he can cook, also stewed some apricots. They were dried apricots and they were not quite as easily digested as the kidneys. As the night came on the wind freshened up considerably and we were on a dead lee shore. The wind had shifted round to the N.’ and the waves were still running N.W., so that going to windward on the starboard tack was not by any means pleasant, and we shipped sea after THE MODEL-YACHTSMAN AND CANOEIST. 60 sea, In running in to the shore on the other tack we found that we were in perilous proximity to some very ugly black rocks, so after hanging on as long as we could we took a reef in and eventually got under the lee of the projecting point to the southward of Assens. The morning rose clear and beautiful, but with little or no wind, and we did not reach Assens till eight o’clock. We landed, had breakfast, posted letters, and got under way again for Kolding. The Doctor rolled himself up down below and slept for about five hours, and then took the heim while the Skipper turned in. We made a good passage and reached the restaurant in Kolding Fjord about 6 p.m, Here we left the boat and went on by steamer to Kolding and slept at our old quarters, the Kolding Hotel. ‘The following day the boat was sailed to Ko’ding and loaded on a truck, and we returned from Esbjerg to Harwich on July 24th. The Skipper fears that he has tried the Editor’s patience sadly with this very long log, but those who have had as happy and successful cruise as we had in a strange land, will understand how difficult it is to comprise all its many incidents in “MODEL R__ Gxchange & Sale Colunn. The charge fer inserting advertisements in this column is Ad. for twenty words, and 1d. for every additional five words or portion thereof. Name and address when published are counted in and charged for, and if a number at this office be given instead, 1d. extra for each advertisement is charged. igd. or id. stamps may be senltin payment. Advertisements must be written on one side of the paper only. MippLEron’s YACHT BooxKs.—‘‘ Choice Winning Proportions for Racing Yachts,” §s., contains 67 examples. ‘© Cruise of the Kate,” 6s. 8d., or ‘‘ How to defend England ” contains 16 splendid flyers. ‘‘ Sail Tons,” 2s. 6d. “‘ Cubic Yacht Measurement,” 3s. 6d.— MIDDLETON, Cosy Nook, Eastwood, Essex. For SaLte.—New 1o-tonner 384 x 8, displacement 23lbs, with one set of polished pine spars and sail-plan, 4o/-. Atso New 1{0-tonner 4i¢ x 74, 24lbs. displacement. FITTINGS OF EVERY DESCRIPTION: FOR MODEL YACHTS. mr CANOE & YACHT BLOCKS, wv a From 3” to 24” (single or double). FRICE LISTS FREE. STRIPED SAIL CLOTH: Both 86 inches wide. \ | per yd. No. 1…Stripes 3fin. apart…7 4d. t46in, 4, saenaee os Dern » / Cash with order. Postage extra. Silk Ensigns Racing & Club Flags, from 22d. to 1s. each. HITCHEN & SQUIRE, Flag and Banner Makers, Bazaar Fitters, and Public minators, Decorators and LIVERPOOL. 36, South Castle Street, Liverpool Exhibition, 1886. AND BOAT GOLD MEDAL. PUNT BUILDER. SMITH, H. C. a few lines. Denmark, with its beautiful clear water, absence of tides, lovely beech-clad shores, and numerous small ports, is a regular Utopia for canoeists, and those who visit the Little Belt will long remember not only these associations, but the genial welcome and simple unaffected hospitality which they will receive from the people themselves DOCKYARD.” 84 Kingston R., OXFORD. & Medley Lock, & CANOE-YAWLS CANOES FOR RACING OR CRUISING, DESIGNER AND BUILDER OF BR.C.C, Canoes ‘Shuttlecock’ and Canoe-yaw!ls ‘Novice’ and ‘Isomer.’ ‘Battledoor,’ and }-rater ‘Ragamuttin,’ &c. PLEASE NOTE.—All correspondence should be addressed to: 84, Kingston Road. W. M. PAXTON, MODEL YACHT DESIGNER & BUILDER. FIIST-CLASS WORK GUARANTEED, Highest Awards from all the latest Exhibitions. SPECIALITY IN a Brown 1/- per yard…36in. wide 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. With one set polished Special design for windward work. pine spars, 4o/-. Apply T.H., this Office. 136, TURNER’S-RD., BOW, LONDON, E. For SaLe.—to-ton Model Yacht, well fitted up with brass fittings, &c., and likely to turn outafast boat. Price and particulars, 131, this Office. JOHN J. JACKSON, SAIL MAKER, For Satze.—Fast Steam Model Yachts, 5ft. 6in. per- pendiculars, 113 beam, pair of slide valve engines 2, 1% copper boiler. Cabinet photo. 1/-, returnable. Cash 8/10/o or exchange for pneumatic safety. Write for particulars, to Donnison, 6, Wycliffe Grove, Argyle Street, Hull. NORTHWICH, Cheshire, MANUFACTURER of SAILS for YACHTS, BOATS, CANOES, &c. CANOE SAILS A SPECIALITY. TENTS OF EVERY DESCRIPTION MADE TO ORDER. Maker of sails for Canoe’s “Nautilus,” “Charm,” “Whizz,”” “Stella” and “birdie.” And for Yacht’s “Ira, “Ina,” “Chieftain,” ‘Pearl’ and many others.