The Model Yachtsman and Canoeist: Volume 11, Issue 2 – February 1894

Price Threepence. BRUARY, 1894 ~ Vou. XI, No. 2 W. MADDER & Co., Em GRUBY, VACHT SAILMAKERS & OUTFITTERS. TO ANY MEASUREMENT. Polished Pine Spars and Fittings. Sets of Sails and Gear. Designs of Racing Models. Designs of Sail Plans. A LARGE STOCK OF BAMBOO SPARS T DESIGNS e MODEL YACHeme nt opr any Styl To any Measur of Construction, 15s. per design. F. H. ALEXANDER, 20, Albion Road, NORTH SHIELDS. R. J. TURK, / \ Boat and Canoe Builder, Fittings, ete., for Amateur Builders. Mast Ferrules Sheet Horses. Chain Plates. Serew Eyes. Sandpaper. Fine Sail Calico, ete. ERICA. ~SPORT IN, AM Yachting, Canoeing Shooting Natural History, [SE Serews. The Kennel, Travel. T AND STREAM,” for “FORlES containing sketches o f sport in America—angling weekly journa black bass in the Middle salmon in Canada, trout in the Alleg jhanies, ts of shooting elk, buffalo, deer, 3tates, and tarpo nin the South; acco game; wild turkey, grouse, quail antelope, big-horn, bear, interest for all who enjoy “prairie chickens.” Its pages are full of and the descriptions of sportwell-written papers on travel an a sport; s and are of special value to those ing localities and newly-opened countrie for a permanent home. or pleasure for ca vontemplating a visit to Ameri also gives much attention to practics] The ‘Forest and Stream g. Natural History, Yach ting and Canoein annum. TERMS: £1 per Lane, Cornhill, Lov Forsale by Davies & Co.. 1.ofFinch furnish free catalogues our books on out-door sports. STREAM PUBLISHING CO. FOREST AND 3. Park-row. New York U.S.A -ON-THAMES. KINGSTON— Zs = Head-Quarters of the Royal Canoe Club. s” and ‘‘ Pearl” Builder of the “Nautiluoes . Sailing Can Finished (Cruising Canoes Built, Rigged, andovem ents. _ latest impr Complete with all the Second-hand ones for sale. A Large Stock of New and MEDALS FROM ALL THE LATEST * XHIBITIONS. SOLE AGENT FOR THE “RADIX” PATENT FOLDING CENTREBOARD. THEO. SMITH, MEDLEY, OXFORD, Canoes and Designer and Builder of e. upon a new principl Small Yachtsd Sharpi es” and the “Snake” type Author of the “Oxfor &c. e,” “Torpedo,” of Canoe-Yawl: ‘‘Shacdow,” “Spruc teed. High speed and handiness guaran should possess THEO. All who use screws for woodworkCount ersink combined. and e -gaug Screw patent ’s SmITH for particulars. write ! screws rned overtu or broken No more The Space on the Inner Pages of Cover, to be161Let, Hull For Terms, &c., apply to T. Grassam, Publisher, & 102, High Street, st MODEL YACHTS, ANY SIZE ce,’ ‘Snak ‘Shannon,’ ‘Torpedo,’ ‘Spruce,’ ‘NoviALWA YS KEPT. teow H. THOMAS & Co. EHO, mss mx. WYVEN SAILS. N GIVEN TO CANOE rn,’ SPECIAL ATTENTIO ‘Seve the to s other many g amon rs Make e’ &c, praemenanans HUMBER DOCK SIDE, HULL, has taken over the business of Model – Yaehtsman & Sanoeist. A Monthly Journal of Model Yacht Construction, Fitting and Sailing; Canoeing News Doings of the Clubs: Yachting Items; Correspondence, Sale and Exchange; &c FEBRUARY, 1894 Vol. XI.—No. 2. All Communications (except Canoeing) must be addressed “Tue Epiror of Zhe Alodel- Vachtsman, as we may be able to judge of the number, and whether there will be sufficient to close it by CANOEING Communications must be addressed “THE EpDIToR of Zhe Canoeis¢ Elim Lodge. Hornsea, Hull, or, 161 & 162, High Street, Hull.” February 28th. To our friends, the designers, we would just say afew words. We ask all who can find the time to join in the competition. It is a public service to the cause of Model Yachting, as well THE MODEL-YACHTSMAN & CANOEIST is published on the Ist of each month, and can be had of any bookseller, or will be sent on application to the Publishers; on the following terms :— Post-free to any part of the United Kingdom, Europe or America…… paid in advance…… 3/6 per annum, id. or Id. stamps may be sent in payment. N.B —In sending for single copies, 334d. in stamps must be enclosed to cover postage. THOMAS 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 pay- able to ‘‘7he Model- Yachtsman’ Tue 10-Ratine Desianinc CoMPETITION.— We shall be glad if intending competitors will send us notice of their intention to compete, so Talbot House, Hessle Road, Hull.” HuLL: Price 3a., Post-free 3¥2a. will no/ for the future be accepted. ADVERTISE IN THE © M.Y.&G.” as an encouragement to ourselves, that you should do so. The participation should be as general and as wide as possible. We the writers give all our labors gratis, and the publishers make no profit. It is done willingly for the benefit of the sport, and we therefore hope that our friends will not grudge the trouble involved in making a design for these annual competitions. We desire to make a respectable show before the judge, and let it be borne in mind that the judges’ remaiks on the designs are of the greatest interest and instruction to Model Yachting readers, far and wide. So-don’t be backward in helping us in these matters. We shall be glad of any further subscriptions or gifts towards the prizes. Several correspondents ask if more than one design from each competitor will be permitted, This is a point that did not make itself present in our mind when formulating the conditions, and, as itis raised too late to give fair notice with satisfaction to everybody, it will be best that only one design from each competitor be sent. In our next competition we will carefully consider the advisability of allowing amateurs to contribute more than one, if they think fit. —o— Goditorial _ALL communications Totes. for the Editor to be addressed T. A. Bruce, Talbot House, Hessle Road, Hull. All orders for papers or advertise- ments to be addressed to the publisher, Thomas Grassam, 161 & 162, High Street, Hull. – Mr. Gustay ZinecEt, of the Highgate Sailing Club, who has sent us 10/6 towards the Designing Competition fund, promised us this 8 months ago, and had it not been for a memory somewhat disturbed by a busy life, his name would have appeared in the first list of subscribers. —Oo— THe New HIGHGATE Sabine CLUB is a Model Yacht Club. It has been successfully esSS 22 THE MODEL-YACHTSMAN AND CANOEIST formed recently, and it adopts a weight classification so as to embrace a variety of models in We hear that the the possession of members. menibers are enthusiastic for the sport and intend to make the club as successful as possible, a purpose which we hope they will achieve in full measure. The boats will have to sail under a time allowance scale for the present, bub no doubt the club will push forward and succeed in ‘The perfecting class racing as time goes on. club have enrolled themselves as subscribers to this journal, and we owe them our best thanks for their promise of support. The Model Vachtsman, of AmERICA.—This journal, Vol. III, of which we have before us is published. by the Minneapolis Model Yacht It is illustrated by a pen Racing Association. and ink sketch of a yacht on the front page, and one of the schooner ‘Lascar’ inside. The matter deals interestingly with the past season’s racing in America, and reports of British model yachting culled from our columns. The Field is taken to task for saying the ‘Vigilant’ and ‘Valkyrie’ contest was not a fair one. ‘Then the writer goes on to say: No fairer contest has ever been had for the Cup. British designers are not bound down to compete with the British type. Let them build a boat to win the Cup, and with no other end in view, and all the more honor to them if they can beat American designers with a boat built for American waters.” We agree with the Editor, Mr. John Hadden, about the necessity to build, &c., &c., but we also agree with the Field that it is not fair to impose such conditions. For the Cup was donated to promote international sport, and to impose conditions which compel a man to build a racing machine of a most dangerous type, and to cross the Atlantic and risk the navigators in it, are not such as are likely to be conformed to, nor to promote international sport. We know these conditions are not easy to remove, but they are there nevertheless. It is unfortunate that the American rule fosters a type of boat of immense power, similar to a length rule. The British rule was formulated and adopted with the avowed purpose of promoting a moderate and seaworthy type. It has not altogether succeeded. Racing machines of an unseaworthy type have come to the front, but as the classification is by rating, whereas the American classification is length, the latter produces the greater enormity and the less seaworthy boat. It was very spirited of Lord Dunraven to try his luck with a boat, built to suit a rating classification, in a length class competition. It was very spirited of certain American gentlemen to build yachts to defend the Cup, but the conditions which allow any number of yachts to be built, and the best of the lot chosen after they are built, whereas the Challenger uses only the one he is going to build, are the very reverse of spirited, they are deplorable, from a sporting point of view. Watson vas to design a challenger. Herres‘hoff should have been allowed to design a defender. From point to point that would have been fair sport, but even then if the length limit was imposed it would not have led to equitable competition, and to the promotion of sport, because no one is prepared to go on with the quixotic task of building the length monstrosity, just for the purpose alone of winning the They might do so if a smaller American Cup. size was chosen, as there would not be so much risk of money thrown to the winds If the Cup is to promote sport, instead of to killit, the challenger should be offered an even chance, not a forlorn hope. —_-Oo-— Tur MancuesterR Cxius has had its annual gathering, which was very successful, as well as instructive, for besides the presentation of prizes, an address on model yacht designing was given There was a long list of by Mr. J. H. Nutter. prizes, but as the boats are of various sizes, the issues are no’ so clear as where class racing only Nevertheless, Manchester is well to prevails. the front in model yachting affairs, and having plenty of prizes promised for the coming season, they are likely to still further develope. Mr. Nutter’s paper might prove interesting reading to a wider circle than his audience at Manchester. —_o— We have received a beautiful Photo. of the Guernsey Model Yacht Pond, taken by an Amateur during an absolute atmospheric stillness The shadows of the buildings, &c., adjacent to one side of the pond, are almost as clear and precise in the water as the representation of the It is a very fine buildings, &c. themselves. amateur photographic production, and we hope the same artist may secure a good picture of the pond, with the yachts under sail. —Oo— Mr. Hersert Fisner, of the American M.Y.C. favors us with two Photos. of his models under sail. One a cutter, the other a schooner, both look fine, capable, and smart craft, and in each The the sails look well cut and smartly set. cutter especially makes a very attractive picture, she ison an extensive piece of water and accomThere is a panied by her owner in a skiff. proposal afoot in the American M.Y.C. to make a separate class for schooners, and also for fin keelers, and the like. The Minneapolis Model Yacht Club have THE MODEL-YACHITSMAN AND CANOEIS1 opened negotiations to race for the A.M.Y.C. Challenge Trophy, and possibly the Philadelphia | Club may join. in. : —Oo— : Tur Aupxanpra M.Y.C., of Glasgow, displays 23 We will suppose the mast is stepped two fifths of the l.w.l. length from the fcreside of stem at l.w.l. that is 16inches. The foot of mainsail -85 of length equals 34 inches. hoist of mainsail, two exceeded in the largest suit. Now as we are thus limited. we must make the best use of it. To do this the sloop rig with one head sail is the best and perhaps even to have the mainsail thirds of the length of foot, head of mainsail same length as the hoist, draw in the angle of peak of gaff which should not be too flat, the lift of the boom which should clear the taffrail by about three inches,set off the distances given for foot, hoist and head, draw a line from these distances on boom and gaff and the mainsail is the result. Allow three inches from jaws of gaff to the place on the mast where the shrouds are to be fastened; above this allow seven inches for the lower mast head, and above this the topmast, same length as hoist of mainsail, that is 24 inches. . Now draw io the triangular or jib headed gaff-topsail, allowing about an inch clearance at the outer corner ia height and width from the junction of mainsail and gaff, for the sail is sure to stretch with usage. ‘l’he forestaysail hoists just above the strouds and the jib one inch above that. The forestaysail in models runs out toa hook on the bowsprit beyond the ring through which the bowsprit passes, it must clear the mast and work well clear of the deck. When it is drawn in we have only the jib to be dealt with. We have given the point where it is hoisted to, but the length on the foot depends on whether the ship is hard or easy headed and the necessity for much or little head sail. Hach man has now got to judge for himself. In case the ship is easy headed the jib would be about 24 inches on the foot, be cut up to work well clear of the bowsprit and to clear the forestaysail. Now draw in the jib and proceed to measure up the sail-plan. It will be seen that the jib, forestaysail and gafftopsails are triangles and the mainsail when cut by a line drawn from jaws of gaff to outer corner is made into two triangles. The area of a triangle is the length of its base multiplied by half its height taken on a line perpendicular to the base. So by drawing in these perpendicular lines on the plan, the area of each sail can easily be ascertained, add the areas together and the total sail-area appears. If the sail plan comes out under the full allowance it must be added to until the required amount is totalled, or, if the the weight of a gaff, and any necessity to overlap. — As however the cutter rig is still a genuine favorite, we will proceed to give instructions for designing it and leave our readers to adopt the sloop or even the lug rig if they think fit. We required area, its healthy existence by an annual gathering, with 150 present, and the work of the officers must be far from light in dealing with the general affairs of the. Club, as well as with a large fleet of models, which range from 40 to 24 tons. , —O—. Sain Puans.— Correspondents are continually asking us, how to design a sail plan under the rating rule, and we have written many letters by post giving information, as well as publishing directions in this journal. As several invite us this month to give some hints thereon, we will do so, these hints be it understood forming only a base of operations to be utilized as best may fit each individual case. The present rating rule is called L. & S. A. (length and sail area); L is the length on load water line (l.w.L) in inches; Sail area is in model yachts the actual sail area carried in the largest suit, calculated in square inches. . Multiply the length by the sail area and divide the product by 6000 gives the rating. In the yachts the measures for calculating sail area are taken from the spars, because the spaces between the points measured are filled, and even overlapped in the head sails, but in models the head sails of which have to be clear of each other so as to swing automatically from side to side the space of the fore triangle is not filled completely, hence the logical necessity of measuring the actual area of each sail with the exception of that part of the gaff topsail which may overlap the mainsail. Before Gealing with the way to measure the sails it will perhaps be best to speak of the design. This must vary according to the length of the boat and therefore there 1s no fixed starting point, as an example a 10-rater of 40in. but if we take Lw.l If we multiply the rating by 6000 = 60000 and divide by the length 40, we get an allowance of 1500 square inches of sail, which must not be and topsail in one sail and thus dispense with sail plan is above the amount allowed, it can be cut down proportionately until the proper area is arrived at. After a few experiments on paper with plans 4 or + to the inch, it will be found no difficult matter to design a good sail plan to any once with jackyard gatftopsails and jibtopsails, leaving only mainsail with a jibhead -gafftopsail above it, and a jib and foresail before the mast. ADVERTISE IN THE “M.Y.80.” . having a moderate allowance of sail, dispense at THE MODEL-YACHTSMAN 24 10-RATING DESIGNING COMPETITION. (OPEN.) RULES OF THE COMPETITION. The number of prizes and their nature will depend on the amount subscribed. No money prizes. The designs to be sent in not later than February 28th, 1894. Each design to have a motto, or title, only the name and address of each competitor to be sent separately in an envelope to the Hditor of this journal. All sheer and half-breadth plans to be half Size. Body planus to be full size. L.W.L. to be divided into ten equal parts by the vertical sections. Buttock line to be drawn at half beam. Waterlines to be spaced half inch apart on sheer plan and one inch apart on body plan. Drawings to be inked in if possible. The class of water for which the model is intended should be stated. SUBSCRIPTIONS PROMISED. & 1 0 0 0 John R. Phillips Gustav Zingel Editor Model- Vachtsman Kingston M.Y.C. Certificates of merit by oF ater 0 the publisher \ color drawin by T. H. Bruce \ BULB FIN MODEL d 0 6 6 O 0 0 0 0 W. M. Paxton THE s 1 10 10 5 0 0 KEEL 10 6 FOR YACHTS. The Field of December 30th publishes a design and sail plan of a bulb fin keel 15-Rating model of the following dimensions :—Overall 634ins., lw.l. 42ins., extreme beam 132ins., draugh t 9ins., displacement 20]bs., sail area 2097 Sq. ins, sail plan, Bermudian cuttér, The Ae/d says :— “The bulb fin keel has been taken up very successfully by the model yacht designe rs, and the form seems to suit the requirements of model yacht sailing very well. The design published is somewhat of the Herreshoff form, the cross section being more or less segments of circles, approaching in form those in his “bubble” and other small vessels . It is claimed that model yachts if proper ly proportioned, can be utilized for experimental purposes in determining forms for large yachts, and, although it cannot be said that this is often 2: Sikertae TEN done, (the model yacht designer usually invert ing AND CANOEIST, the process and assimilating the form of large yachts,) yet we do not think the claim goes beyond the possibilities of the case. At any rate, we venture to show this week how the model yacht of 15-rating, herewith published, can be utilized as the basis for a design of 4, 1, and 24-rating.” Tables of offsets and comparisons of multiplied sizes of the model design with some existing raters of the above sizes, follow the above remarks of the Fre/d. Our own opinion of the design is that it would make a very incapable model yacht, despite its suitability for adaptation to small raters. We have never commended the forms of yachts as suitable for those of models, nor the forms of models as suitable for yachts, nor do we say that the remarks of the Fze/d mean that they are. We have always contended that much valuable information can be gleaned from experiments with models. The lessons of the value of deep draught, of a high centre of buoyancy, relative proportions of beam and draught distribution of displacement, the most effective form of sails, and perhaps some yet undiscovereditems. These could all have been got at much quicker from experimental model sailing, than from waiting the slower experience gained by comparison and amplification of the forms of yachts. As we have said before, the ‘Vigilant’ and ‘Valkyrie’ lesson could have been readily learned from models. The lesson that the form most easily towed through the water is not the speediest propelled by sail, has been learned from model sailing, and this is important in its bearing upon the type of model set forth in the design mentioned above. The arrangement of the form is based upon the theory that this shape is most easily towed through the water and in combination with low ballast and small wetted surface, will make the fastest sailer. We have however seen it tried and found wanting. Here is a 15-rating design of 42in. l.w.1. with a total displacement of 20:2lbs, which it would be easy to beat with a well designed keel model of 30lbs. The additional surface friction would be nothing in comparison with that other 10lbs. of ballast, and the keel boat could be pressed with her canvas and relied on to steer well on all courses, whereas this fin type will both reach and run badly, when going at high speeds. The Australian understood the difficulty of the fin business for models, when he arranged it to slide fore and aft and altered its position to suit the different courses he sailed. The fin keel has been adopted in some of the model yacht clubs, for 1780 rule 10-tonners, and where they race to 25 THE MODEL-YACHTSMAN AND CANOEIST. until the ship is put together, and this done we vindward only, it has been found to answer and have the half model complete with the exception yen encourage some reduction in displacement of finishing pieces for stem, sternpost and keel, yf the extreme models. There is no positive which are added when the two half models are on syidence to show, however, that this reducti joined together. It is advisable to smooth up ‘ould not have been made with advantage with the half model before it is taken off the board in thing dy ‘he keels. The bulb fin is an unhan it has been built on, and to set the planks in , model, that has so frequently to be lifted out place and prevent any spring when the half would it form ry xf the water. In its ordina model is taken off the board, all the planks sollect all the loose weeds and hang on to those crowing, and we think when it does make its way and conquer the model yachting world it will only be a bastard form of keel after ail. HOW TO BUILD A 10-RATER. Continued from Decemoer. Last month we left off, with everything ready in place for planking up. We propose to use yellow pine laths for planking. These can be got in a handy form from tiinber merchants or makers of Venetiau blinds; plane up the laths to one eighth of an inch in thickness, fair the edges, and divide each lath into four or five equal width laths, and the planking is ready. First fit on the lowest or garboard strake. This should be wider than the other planks so that when screwed down it will hold the half sections and the keelpiece strongly together. It should be the full width of the Venetian blind lath at the stern and one inch wide at the stem. In fitting on the other planks up to the turn of the bilge vhey can be sprung downwards at the end a little, but if too much spring is forced on thein, they will not fit together nicely at the edges. Fit each plank on without shapimg. in the position it will lie best, then fill in any spaces with tapered pieces afterwards. Wherever there is a convex part of the half sections to cover, split the plank in halves so that it will take the curve better. Where the planks lie flat, one screw will secure each plank to each half section ; where there is a convex surface to cover, two screws will be required to fasten the planks in place to each half section. The plank ends must have two should be wedged up with small wedges, dipped in shellac varnish or waterproof glue. After this any inequalities in the planking can be removed with the spoke-shave, and then the surface should be treated to a copious libation of very thin paint, composed of japanners gold-size, turpentine aad half white lead and half best whiting, made into grey with a little drop black. Whilst wet rub down with rough glass paper, which process will fi | up any cracks, small spaces and screwhead holes. Repeat the doses of paint and the process of papering down until all is quite smooth, and this will set the planks into their bent position and prevent any spring when the half model is taken off the board. the Olubs. Doings of Reports fur publication must be legibly written, on on side of the paper oz/y, and forwarded to the EDITOR not later than the 20th of each month, to ensure insertion in the following issue. Manchester M.Y.C_—The work of the past season was brought to a fitting and pleasant . conclusion on Tuesday evening, December 19th, by the Annual Social Meeting and presentation of prizes, which took place at the ciubroom, 6, Booth Street, Piccadilly. The spirit of rivalry is very strong among the members, and at every sailing match there have been keen and exciting struggles for the honor of winning some of the very beautiful and valuable prizes presented by members and friends, which on this evening made such a brilliant show. The prize list was a long one, coniprising no of screws each, leaving the middle free. When | less than sixteen events, from the beginning have boats of entries the March, last season the | offhalf mark planked up to the turn of the bilge, run to a high figure, averaging no less than inch from the top of the half section for a thicker for each meeting. The chief prize of the fifteen s downward plank deck; lath which is to carry the season was a very beautiful piece of plate, from this point and fill in all spaces, until the presented by the Commodore of the club, Mr. other part of the planking is met and all made John Hall, and a few friends. The contest for complete. The top lath of all, space for which has been marked off, should be of Canary or Canadian whitewood § of an inch thick. To fit this, take off the half deck from the top, and rebate the tops of the half sections, sufficient to allow the top lath or shelf to come flush with the other planking and fasten this on with § inch No. 83 screws. The counter can be roughly shaped out; it had better not be finished entirely – this coveted trophy took the form of an American Tournament and was won by the President of the club, Mr. E. G. Brockbank, with his fine 15-rater cutter ‘Mystery,’ after an exciting struggle and tie with Mr. W. Barker’s 10-ton schooner ‘Starlight.’ About a score of members were successful in winning prizes which this year have been more equally distributed than in MODEL-YACHTSMAN, AND 26 6 FED FFD DNDDHEH PD wWoobd ww ‘Vice-Commodore Corbett fay iS) 5 3rd. Total. FPRERNOODFRFOCOOCOCKRHFHRrRORFR WD Mr. R. Goldthorpe . DOOPHFPEFEPNNOOHRHWWOCOO 1 Mr. J. N. Dempsey (2 boats) Mr. Otto Muth Mr. R. W. Gill Mr. R. Holmes Mr. H. Avery Commodore J. Hall (2 boats) Mr. H. Robshaw (2 boats) Mr. E. G. Brockbank (2 boats) Mr. Lambert Mr. J. Pearson Mr. E. H. Waters Mr. J. Wilkens Mr. W. Barker The late Mr. C. Tomkins Mr. M. Cassidy Mr. H. Storey Mr. H. Bradbury DODDODDODOCOHBHBHEHEHEHEDPNPNHwSs former years, as will be seen by the following list of prize winners :— Mr. Bradbury was also the winner of a prize preseiited by Mr. Hopkins for the boat scoring the most points during the year, and not having won a first prize. The chair was occupied by Mr. John Hall, who in his usual genial and felicitous manner in presenting the prizes, said he had every reason to believe that the next season would be even more successful than the past one, as many new members were expected, several new yachts of the latest and most improved racing types were being built, and what would be even more satisfactory to all, the Hon. Sec. informed him that another long list of prizes had been promised for next year’s racing. Previous to the presentation of the prizes, an extremely able and interesting address on “Model Yacht Designing” was given by one of the members, Mr. J. H. Nutter, who illustrated his remarks by some clever drawings on the blackboard. At the succeeding meeting of the club held January 16th, he continued his remarks by giving a series of elaborate calculations, showing how to arrive at the different centres of effort, gravity, lateral resistance &c. For the next meeting a paper on ‘‘Model Yacht Building” has been promised by Mr. J. N. Dempsey, with lantern illustrations of models in various stages of construction. Alexandra M.Y.C. (Glasgow )—The club held their First Annual Social Gathering in the Albert Hall, Bridgeton, on Thursday, Dee. 21st. Commodore Clark in the chair. Letters of apology for absence were received from Baillie’s, Martin and Mackellar and George Moir, Esq.,(Owner of the Clyde 10-rater ‘Dora.’) After an excellent tea, partaken of by NESE UA aka eee a acompany number- CANOEIST ing 150, the Chairman yave the history of the formation and progress of the club up to date, and congratulated the members and friends on the success which had attended them, and hoped they would be as successful in the coming years asin the past. An excellent musical programme was admirably sustained by the following ladies and gentlemen:—Mrs. Ballantine and Misses Fulton and Butler, and Messrs. Sutherland, Parsons, Morrison and De Pinto. . After which the prizes were presented by Mrs. Clark to the successtul competitors. Votes of thanks to the Chairman and Mrs. Clark, also to the friends who had contributed so much to the evenings enjoyment, were proposed and duly accorded. Dancing was engaged in till an early hour in the morning, Mr. Ballantine ably discharging the duties of M.C. List or Prizm Winners, Owner. W. Crawford’s Boat. Tonage. Windward 20 1893. Ist. 2nd. 8rd. 4th. 2 1 0 0 do Prince Albert* 30 2 0 0 O TD. Macdiarmid’s Marie Stewart 0 400 38 0 0 Vikingt 1 2 1 0 0 D. Crawford’s Sunbeam 5 2 1 0 0 Andrew Clark’s 0O Wm. Hineman’s Vanessat 20 1 2 0 kK. Devitts Typos 30 1 0 0 0 Jas. Wilson’s Jas. Hindman’s Nancy Gipsy 5 10 1 1 0 0 0 0 0 0 A.C. Clark’s Nana 24 1 0 0 0 Allison Clark’s Marie 2 1 0 0.0 Jas. Brown’s 30 1 0 0 =O Arch. Geddes’s Lena 20 1 0 0 O Alex. Dunlop’s Ina 10 1 0 0 0 Brittania 20 0 0 1 0 John Milne’s Aye Keady 30 0 2 1 0 Allan Clark’s Jem 10 0 2 0 1 Jas. Crawford’s Olive Branch 30 O 1 1 O John Jamieson’s Dolphin 10 0 do Thos. Fulton’s do J. T. Blackadder’s W. B. Clark’s J. Brown’s Mayflower 0 1 0 Veda i200 0 2 0 Vera 200 0 0 1 2 Valkyrie i0 0 0 2 0 Jeannette Be: sie 10 0 0 0 0 0 1 0 O 1 *Winner of Moir Challenge Plate and North Eastern Cup. +Winner of Lord Provost Bell’s Cup.” ¢Winner of Carmichael Cup. Southampton M.Y.C.—The first annual general meeting ot the members of this club was held at Brunton’s Grill Room, Southampton, on Monday evening, when Mr. J. M. Soper, the President, occupied the chair. Mr. J. Houghton, the Hon. Sec., produced the balance sheet, which shewed a balance in favor of the club, and also read the report, the latter showing that, although the club was only startedin October last, it has attained a membership of seventy-one, of which twenty-two are honorary, and forty-nine financial members. The report and accounts were adopted 27 THE MODEL-YACHTSMAN AND CANOEIST. were duly elected, hton for the officers for the ensuing year and thanks were voted to Mr. Houg ll; Auditors, H. Marsha A. Mr. , Captain viz: club, creat interest he has taken in promotinAg the W. T. Jolliffe; Mr. and Hsq., smoking Gaskell junr., and thus far securing its success. F. Bibby; and n Crebbi W. Mr. ds, Stewar the concert followed the meeting. Itseems that C., and Mr. ‘lV. water. of Atalanta (Ireland) M. Y.C.—The season to owing d, desire be 1893 was not all that could any the weather, and classes not filling well, butwith sted conte were place, races that did take great enthusiasm. It was thought early in the geason that a good nuinber of boats would be Weir, built, and though three members (Messrs. one 5, 10, one 20, one got Kelly) and McNally and two 24-raters on the stocks, only the 10-rater and the two small vessels were finished; the. 90-rater was just ready when the season closed The following is the result sheet :— Boat. Owner. Rating. Ist. 2nd. Displacement. K. McNally 10 2 Pet J.G.Kelly 10 1 ound Deerh B.St.Georgel0 0 —_— Shilleleigh K. McNally 10 0 5 2 do Colleen BE. McRedmond 5 1 Casilda E.J.Dwyer 5.0 Clarissa Henry Weir 5 0 Magpie J.G. Kelly 241 Cigale Norman Weir 240 Suatcher 0 2 0 0 0 0 0 0 0 1 82lbs. 2dlbs. Qdlbs. 26lbs. 18lbs. 12lbs. 12lbs. LiIlbs. 8lbs. 8lbs. 5lbs. B. St. George 240 0 Ver ona 4lbs. 0 240 Weir H. Calva The ‘Deerhound’ was the most unlucky of the whole crowd, out of five starts she carried away her mast twice. Liverpool M. Y. C.—The members of this Clnb held their thirty-first Annual Meeting on the 23rd January, at 256, Park Road. Commodore F, B. Sill, Esq., occupied the Chair. The Secretary read the report and statement of accounts for the year ending 3lst December, 1893, showing a fair return ‘Balance in hand being £26-10-10) considering the exceptionally dry weather, which caused scarcity of water, and light winds, and of necessity told much against the sport of model yacht sailing. The following Corinthian M.Y.C. (London)—The Annual Meeting of this club was held on Saturday December 13th. The minutes of last meeting having been read and approved of, the Trea.urer submitted the balance sheet for 1893, which shewed a balance on the right side after paying all accounts. The prizes for the year were then distributed. The following officers were then elected for 1894:—W. E. Burgess, Commodore; A. Barraclough, Vice-Commodore; a. J. Hugo, Rear-Commodore ; R.J. Shield, Hon. Secretary ; James Munn, Hon. Treasurer ;. The matchesd for the first quarter of the year were then decide on, and if we only get favourable weather there will be sufficient tokeep then busy every Saturday. Several members having intimated their intention of building 0°25 and 0°50-raters for up river sailing, it was agreed to form up a club, to be called the ‘Corinthian Sailing Club’, with its head quarters at Hammersmith. Several of the models for the new boats were shewn and if they come up to expectation they will no doubt bea source of great enjoyment to all connected with them. There has been rumours here lately about small raters being allowed to sail on ‘‘The Serpentine” if this should turn out to be correct our new boat will be well adapted for that water. CQorvrespoudsesieen AUCKLAND, NEW ZEALAND, December 2nd, 1893. Tis Epiror, Zhe Model- Yachtsman. Dear Sir,—Again I send you a few lines from New Our yachting season has commenced, and i think we will yachts have some fine sport, as we have had seven new built, ranging in rating from 25 to 20 Our club is gaining in strength every year, both with members and yachts,number I send you by this Mail a copy of the Christmas ” you of the “New Zealand Graphic and Ladies’ Journal, Kindly will see a picture of Wellington with its harbour. what the shew the picture to your friends, few knows at your beauties of New Zealand are. You may tell me Zealand. convenience what you think of it, as you did in. the March number for 1893, regarding Auckland Harbour Wishing you the Compliments of the Season. I remain, Yours respectfully, Gre. GOLDIE. [It is a great pleasure to hear from our friends in New areca TST the the exclusive use by the club of on for their Reservoir on the Southampton Comm facili ties inatches; but they are willing to geant with on comm in ts objec its out for it to carry a short other clubs. An application was made on golf of ng playi the to d regar with tine since ed decid then n ratio the common, and the Corpo is It right. sive exclu no give could they that d regar with ulty diffic the hoped, however, that be to the matches of the model yacht club may the got over, and that they may be sailed on open reservoir on the common instead of in the Trustees, GC. H. Belor Esq., C. Adlington. Committees, (Sailing Division, Mr. J. Bell, Mv. P. Irvine, Mr. E. L. Johnston, Mr. Wm. Grebbin, Mr. G. Russell, Mr. D. Kyffin,; (Stcam Division) Mr. Von Sobbe, Mr. J. Clark, Mr. W. T Jolliffe. Hon. Treasurer, Mr. T. Ad ington; Hon. Sacretary, Mr. T. G. Bolton. » (innne grant Corporation of Southampton are unable toUppe r THE MODEL-YACHTSMAN ~ Zealand, and we thank this correspondent for his letter and the paper. The scenery of New Zealand is captivating in its majesty and variety, and of course the ‘‘bit of water” specially draws on our admiration. It is almost enough to draw us from home and friends, and our only regret is that it is so far away that we fear we may never see it except in the pictures which our correspondent so kindly sends. —-Ed. ] MODEL YACHT CLUS REGISTER Avenue, Liverpool. Statiou.—-Bradford Moor Park, T. E. Barker,—Address wanted. BRADFORD.—Y.B.A. and length. Station.—Exley:, Reservoir. Frizinghall. Lewis Crossley 15, Springfield Place, Manningham Lane, Bradford. BELFAST—Ulster.—Rule 1730. Station— Waterworks, Antrim Road W- H. MacKey, Adam-street. (New South Wales.)—Measurement from outside of stem to inside of rudder head ; also overall. J.M. Donaldson, 46, Rose-street, S. Sydney, N.S.W DUNDEE.—Weight. 1% lbs. to 1 ton.—Station.—Stobsmuir Pond J. Cant, 60, Watson Terrace, lebe. GLASGOW.—Alexandra—’L. & 8. A.” Rule. Station—Alexandra W. Crawford, 181, Comely Park-street. Park, Glasgow. GLASGOW.—Tonnage.—‘‘94” Rule. Station.—Hillhead Pond Robt. S. Nicholson, 16, Nightingale Place, Kelvinhaugh. HULL.-Kingstou—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. , BRITISH CANOE CLUBS. ROYAL C.C.—T.G.F. Winser.Sec., 72, Mark Lane, London MERSEY C.C.—Percy Cox, Mate, C 9, Exchange Bldgs., Liverpool. CLYDE C.C.—Mr. Steven, Ardlin House, Helensburgh. WEAR C.C.—T. 0. Todd, Sec., 7, Winifred-terrace; Sunderland, HUMBER YAWL CLI’B—G.F. Holmes, Mate, Elim Lodge, Hornsea, TYNE C.C.—T. Warkman, Sec..17, Hutt Street, Gateshead-on-Tyne, BRITISH CANOE ASSOCIATION.—J. D. Hayward, Sec., 15, Princes BRADFORD MOOR.—1730 and length. CENTENNIAL .AND. CANOEIST. EDITORIAL NOTES AND COMMENTS. HE alteration in the classification rules of the R.C.C. has led to a good deal of speculation amongst canoeists and _ those who take an interest >in the sport, as to the class of craft most lik- Club Lake, Chalk Lane S. L. Tucker, Belgrave Terrace, Rosamond St. Hessle Rd. East Hull.—1730 rule, Station.—Hast Park, B. P Bell, 18, Gladstone Street. LONDON.—London.—15-rating class and 10-ton class Y.R.A Station—Round Pond. Kensington Gardens. Mr. Walter Greenhill, L.M.Y.C., Kensington Gardens, W Telegrams :—Bermndian, London Postal:—L. M. Y. C., Kensington Gardens. Serpentine—Tonnage—Y. R. A. and L.&S8 Station—The Serpentine, Hyde Park. J. Spurgin, 89, Hans-road, Brompton, London, S.W. Corinthian.—10 and 15-tons 1730 Rule, also 10, 124 and 15-tons Fife’s Rule Lx Bx D, weights limited to 20lbs., 25lbs. 200 and 28lbs. Canvas unlimited. Station—Long Pond, Clapham. Robert Shield, Monteagle House, Baldwin Crescent Camberwell, London, S. Station.—Long Pond Clapham—Tonnage—Y.R.A. Clapham Common. W. J. Bailey, 147, Elms Road, Clapham Park, 8.W. M. Y.Sailing Association—Length taken on l.w.1, Station—Round Pond, Kensington Gardens. J. Pollard, 82, Spring-st., Paddington. . New Highgate Sailing Club—Weight Rule (all told). Sec.—Henry Vine, 34, Devonshire Hill, Hampstead. MED WAY.—Chatham.— Tonnage Y.BR.A. J. H. Read, 16; Gorst Street New Brompton, NEWCASTLE-ON-TYNE.—W. Twizell, Sec., 55, Clayton Park, Square, 3SCARBOROUGH.—Tonnage 1730, 10 aud 20-tons, also Weight class. Station—The Mere. W. W. Gibson, Sec., Westborough. SOUTH SHIELDS.—Exelsior—Tonnage ‘1780’ and Length. Station.—South Marine Park, T. S. Downey, 16, Saville Street. SOUTHAMPTON.—John Houghton, (Address Wanted.) STONEHAVEN.—P. Christie, 33, Market Square, Stonehaven, TYNEMOUTH.—Tonnage—Y.R.A. Thos. Foster, Sec., 10, Albert Terrace, North Shields. TORONTO.—F. Gardiner, Sec., 768, Queen Street, Canada. == The Fee for constant publication in the Register is 5s. per annum VW. SWIITH, MODEL YACHT BUILDER & DESIGNER. All kinds of Models built to order from design from 2/6 per ineh run. 2, HARROWAY ROAD, BATTERSEA, LONDON, ; Mr. Hodson, Treas., Olive Cottage, Maple Road, Surbiton, Surrey. (The B.C.A. is established for the promotion ofcruises and meets 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, S.W. NORTHERN CC.—L. McPherson, White House Buildings, Neweastle. ULSTER C.C.—R. E Workman, (Capt.), 19, Bedford Street, Belfast. OXFORD UNIVERSITY SAILING CLUB.—G. F. Eyre, Secretary, Trinity College, Oxford. Corrections Solicited. ——— ely to come to the fore under the new conditions. The problem which the designer has to solve is to produce a craft whose L.W.L., length muitiplied by sail area, does not exceed 1800, witha limit of beam of 3 feet. Had the latter condition not been inserted it is quite possible that a cratt might have been evolved with roft. L.W.L. and 180 sq. feet of sail, which on the Upper Thames in moderate weather would have had a good chance of sweeping the board. It is hardly likely, however, that so short a boat will be produced with the 36in. beam limit. As has been remarked by one authority on the subject, the decision as to where the races of the coming season are to be sailed will probably have a great deal to do with the dimensions selected. If Hammersmith or Burnham be chosen, L.W.L. will probably be increased and SA. proportionately decreased, whilst Teddington Reach would probably have the effect of discouraging L.W.L. length in order to increase S.A. In any case some overhang is sure to be made use of, as 112 sq. feet, the amount which would be allowed ona 16 foot L.W.L., is certain to be considered to» small by thuse who wish to be in the first flight. —_Oo— We regret to see that our esteemed contemporary the Forest & Stream does not approve of the change that has been made in the rules, but whilst 33 THE MODEL-YACHTSMAN ANi) CANOEIST. we must admit that under them, as they now stand in the club book, a sailing machine cam be con-_ structed, which will be useless for any other purpose than racing, exactly the same is true of the rules of the A.C.A. Who would dream of cruising in any of the successful sailing canoes which were present at the last Meet of the A.C.A? —o— The bucket well and sliding seat have come, and apparently have come to stay, and however much we may bemoan the fact and sigh for our comfortab’e old cruisers of five years ayo, it seems to us that an ex-racer with 36in. beam, with clipped wings and increased sized well, would make a better cruiser than one of the crack 3o0in. beam craft in which our American Cousins do such remarkably fast sailing, As we have before suggested, a remedy to prevent the building of monstrosities is within reach of the sailing members who all live within touch, so to speak, of one another. If they could so far get over the perfectly natural feeling of desire to “go on better’ than their neighbours, which competitive sailing, or competitive anything else, engenWlers, and mutually agree on certain wholesome restrictions, a wholesome type of boat might be maintained, which, so long as the restrictions were not violated would give good sport, and ensure the building of craft which it would be easy to hand over to novices or cruisers at a fair price when their owners wished to dispose of them. LONDON NOTES, By MAvrFLy. The alterations of rules of the Royal Canoe Club have evoked an immense amount of criticism in canoeing quarters. Several clubs and prominent individuals have expressed themselves as more than satisfied with alterations that have been made, whilst others have considered the amendment that was adopted at the last meeting to restrict the beam to be detrimental to the very radical movement that has recently taken place. Their wish was to have a perfectly unrestricted rule as to beam with the view of bringing in the large number of ‘Ethel’ type of small yawls that are in existence and in course of construction as well as endeavouring to cater for the type of small yawls that have sprung up, mostly during the past year, under the fostering care of the Oxford University Sailing Club. It certainly was the object of the movers for the new rules that these classes should be induced to come in and, either with or without time allowance (as to the expediency of the introduction of which some of the best votaries of the sport are by no means in accord,) try conclusions with the possibly speedier and racier canoe with sliding seat. But this certainly for the year now commenced is not to be. Whether the racing results will go to show . that such ideas should have been adopted time alone can show.’ Perhaps the season will’ not go by without an opportunity of testing the merits of the two types being given. i —_—Oo— Two of. the three new canoes that are about to be built will in all probability be of widely divergent types. The one will probably be of quite small displacement with but little if any ballast and the other of big displacement and for a canoe considerable depth. We shall probably have more to say as to these in our next number. In both, several innovations of problematical advantage will be introduced—one certainly, possibly both, will be fitted with slides, and the deeper one should be sufficiently well found for a reasonable amount of . bad weather down Thames. —O— A sub-committee of the Royal Canoe Club, consisting of Messrs. Baden Powell, Marrable, Lewis, and B. de Quincey, has been formed, with power to propound a scheme, and _ thoroughly ventilate the ways and means as to the formation of the proposed Canoe Racing Associati n. The formation of this Association is in our belief worthy of the best consideration of all members of the racing fraternity. It should be the means of bringing all inter-club racing on a par and promoting inter-club sport. A certain amount of opposition to the Association has already been displayed. It is said by one that it will be the means of bringing down the leading club from its present exalted place and putting it in an anomalous position. This surely cannot be so—can anyone who has attended the meets of the British Canoe Association say that as members of a club their club has been in anyway lowered in prestige—I think not. Ireland has already declared in favor of the Association being formed—up to the present, however, the north of England has held aloof. It is to be hoped, before the Autumn Meetings come round, that it will see its way to come in, and form one united association with one set of rules to govern all racing. . —o— Those in favor of a racing programme for this year on the Thames seem to be growing in numbers rapidly. The suggestion is a week’s racing. Not necessarily limited to a week, say from one Friday to the Monday week. This should give ample opportunity to those unable to take a week right off at a time and indulge in a considerable amount of racing during that period. Ifan energetic subcommitte were appointed to make arrangements beforehand in good time, and the affair well worked up, doubtless capital sport would ensue. The meet need not necessarily be limited simply to racing members. If Bourne End were chosen, a considerable amount of cruising and camping THE MODEI-YACHTSMAN AND CANOEIST. 34 could also at the same time be indulged in. To suit those who could only come down in the evening some short scratch or handicap races might be held. —_—o— While other bui ders have hed but little on in their yards Mr.. Turk of Kingston-on-Thames has been largely adding to the existing canoe yawls. Whilst at Kingston recently I took the opportunity of inspecting the more recent additions to the fleet. It appears that the two referred to under these notes in last months issue have been despatched to their destination—being in the one case ‘Turkish Arabia’ and in the other ‘Hobart Town, They were very similar in appearance to Mr. Calkin’s recent ‘Jennie,’ the chief difference being the length, which in each case was one foot more and’ that they were slightly fuller forward and finer aft. The fittings were very similar, The centreboards ‘in each case were about 12olbs. in weight. He has now on hand three more yawls. ‘Two of them are on similar lines to those above mentioned, with the distinction that one has been built of cedar diagonally with a strip of varnished brown paper in between, and in the other case the build is carvel. The diagonally built one should prove to be strong, but I should rather fancy will require carefully varnishing at intervals to prevent any leakage in between the sxins. The third one on view has only laid down and just been she is, like most of these yawls, being built upside down. Some only of the moulds are in place at present but she will be more on the lines of the new ‘Nautilus’—2o feet in length, of considerable depth, and five feet beam, in all respects a splendid type of cruising yawl. There was a small Canadian of only 27 inches beam on the stocks, but apparently no special feature otherwise about her. The Royal Aquarium at Westminster propose holding a Yachting Exhibition, on the lines of the one held there last year, and the management are sanguine of its success and are predicting great things for it. Of the Thames builders it is not at present known who are intending to exhibit—Mr. Burgoine apparently will not—Mr. Turk may— several skiff builders apparently will be—but here I am treading on ground I should not. A great feature doubtless will be the photographs, sketches, and pictures, and the Exhibition will be assisted somewhat by Royalty; the Prince of Wales having decided to lend a model of his yacht ‘Britannia.’ The Exhibition will open for 4 weeks commencing on the sst February. —Oo— The London Sailing Club in which Mr. D. H. Marrable has been elected to the post of RearCommodore with a view to offer special facilities for racing at Hammersmith to canoe-yawls has made their second class not to exceed ‘5 of a ton, The rules of this club as now adopted are practically Y.R.A. with such modific tion so far as Hammer. smith is concerned as have been found to be necessary for starting &c., consequent upon the state of the river Mr. Marrabie, in his yawl the ‘Bernice,’ the lines of which we published last month, practically swept the board during last season, but it is by no means certain that he will have the opportunity, provided he decides to retain his boat, and of repeating his last years performance during the ensuing season. There is a time allowance for second class boats saili gat Hammersmith but none at Burnham. —_Oo— Some say that the tendency when one is stiff and getting On in years is to forsake the 30in. canoe and go in fora boat with more beam. But this saying is generally made use of by devotees of yawls. As an extreme Mr. S. F. Staples of the R.C.C. has, possibly as an effect of his experience on Hendon this year in the rece for the Mates prize, recently purchased a new 22-tonner from a builder at Poole, and intends using her for fast cruising and some racing on the south coast. —o— Our contemporary goth December, Zhe Fie/d, in its issue of the advocates in order to bring together the shallow up river type of yawl and the deep draft silt water cruiser, a time for weight allowance, and deals with the subject at some length. We are by no means sure that something might not in that direction be done as an experiment in the forthcoming races. It certainly has a deal of novelty about it and might afford excellent fun, except for the official measurer or framers .of the handicaps. \ O. Ue &. C. At this time of the year matters aquatic are usually at their very lowest level. One of our correspondents writes us from a well-known boating centre, which, however, shall be nameless.— ‘ “Monthly report of matters nautical in neighbour- hood; complete unbroken stagnation.” At such a time it is doub’y pleasant to receive the card of ‘fixtures of the Oxford University Sailing Club, for the Easter Term, and to know that they, at any rate, undeterred by the coldness of the weather, are determined to keep the ball rolling, and to go on sailing until longer and milder days bring the fleets into commission again in other parts. The races commenced on Wednesday, Jan. 24th, and the card shows two races in each week until Saturday, March 3rd. The club’s sailing water is now at Kennington, below Oxford, where the river is wider and deeper than above the town. THE MODEL-YACHTSMAN AND CANOEIST. 35 ing some of its most interest Canoeist has owed iti ~~ d hel n bee e hav ch whi pet ons designs to the comclub to 1s do can we least the and , ting by this spor us and hope that the elements will prove propitio Term. beeswax linseed oil, 14lbs. white lead, 4 02. best ings dress two these n and 1 oz. umber powder. Whebest white paint over of coats two were each dry, ntable to the all, makes her ladyship quite prese under the mbly Asse al Annu their at fleet summer ULSTER CANOE CLUB. ittee held At a meeting of the Ulster C. C. comm a general call d sea and my modest anticipations as an all roun probably and_ du, enten dzen er, cruis water fresh specially I what but sail, more would be faster with iour behav kable remar very her is d recor to e desir , about the races successful in the forthcoming decided to on January 16th, it was 8th, and after lengthened uary Febr for ing meet e determined to recomdiscussion the committe es mend the adoption of the R.C-C. rules for cano likely to give and yawls. ‘The only point iswhictheh isproh ibition of rise to serious oppositionwls. The opin ion is e-ya cano on ‘sliding seats which thing only the is strongly urged that a slide a plate e centr ary ordin an with yawl a give will is e Ther keel. bulb a with chance against one provision in some regret expressed that there is. no “Ulid ia” has yaw’s of class the rules for a small been found to suit these waters (Belfast Lough) same as the admirably. Her rating is about the nient size for conve more canoes and she is a much ia’ ‘Ulid long. ft. 20 or 18 r, 4-rate a than transport y, and: is 15 ft. x 4 ft. 9 in, sleeps two comfortabl seen has ample room for stores, &c. We nthave ing build prese at oters 15-fo a sketch of the new rd to for the Humber Y.C. and quite look forwa They seeing their lines published in this paper.canoe ing should be very fine little boats. Some ls of same yaw allow to ed inclin rather are men here rating to race with the canoes on equal terms. This might tend to nullify the 3ft. limit of beam, but we think would encourage the building of very useful little boats. CANVAS BOATS. I have never read “Canvas Canoes and how to build them,” but I have evolved and built such, and the performance of my last experiment, seems to justify some record being enshrined in your columns of the value of the construction. In June last I finished a boat 16ft. Sin. x 5ft. x rft. 6in. amidships, and 2ft. deep at the ends, pointed stern, ed and overhang bow making l.w.1. of r5ft. Ideck very is She way. water rft. and in 4ft. each end flat floored, and has no ho!low lines fore or aft. There is a dagger C.B. of 3olbs. dropping tft. 6in. under keel, a drop plate rudder of 2olbs. ift. 4in., and I carry 1oolbs. of iron ballast. She has bafter main and mizen sails of r39sq. {t. The framework is of soft wood, rather indifferently nailed together, but hiding all imperfections is the cover of best No. 1 topsail canvas, fairly stretched everywhere, not too taut, and painted with two coats (put on hot) of a mixture composed of one gallon of boiled not say more Hoe. Astoher sailing powers, I will fully satisfied has and stiff, very is she that this, than a stone at her moorings. These consist of chain , and five one and a half cwt, four fathoms of buoy, anda cork a to rope grass fathoms of 2%in. by one rope bridle from that to her nose. One hibernating her summer friends left her for theirridin g alone, was she purposes, until in October which gales us furio of ssion succe the then began nd arou ing shipp gst amon have caused such havoc after y iatel immed this g writin am I and , coasts our was of the most violent of them, wherein the wind a with ly, brave it, faced she and force, cane hurri 100 walls quay te grani and dead lee shore of rocks yards astern of her, and a drift of sea of over three miles ahead. The seas were indeed heavy, and burst over rocks and walls, sending sheets of water, not spray, she rode to land. Fr m about three to ten a.m, ing like a behav and seas, no ing shipp over all, sea ing break direct of “Murre,” in the confusion at first , ended up fairly antly const wash, back and with ghout throu riding but bow and then at stern, an easy graceful motion that was beautiful to watch. Numbers of old sailor men congregated and were unanimous in their verdict, that never had they seen such a boat. About ten a.m, the constant scud, and drift, began to tell, and she very gradually d, settled down, and dragged her stone to leewarthe nearing the granite piers, she brought up in thick of the rebound from the walls, and later on she sunk as deep as she could. When the gale moderated enough to go off, and I got aboard, standing amidships to get her on an even keel, I found the water about eight inches deep. I was able to move about freely and safely, and with a bucket soon freed her of water, and discovered not her a rope yarn lost or damaged. She has had the mainmast r2ft. 6in. x 3in. standing, and mainsail stowed on its three spars, lashed amidships throughout the breezes. She is tight, and has suffered no strain, and the many nautical onlookers say, had the boat been riding to a sea anchor, with 4 man aboard to keep her baled, or a cover over her big open well, she would have lived at sea, although the crew would not have bad an enviable time. At all events the platform was easy laterally, in the sea still running, there was no rolling, and the whole experience tends to confirm my prejudice, -n favor of round deep bilges, flat floors, with full THE 36 MODEL-YACHTSMAN ends and lines—absence of all out board gear, and weights amidships, with light ends. When I say, she is a boat, my readers will und-rstand. Her centreplate was down, rudder triced up, and 1 do not believe any other than a canvas boat could have existed in such a smother of sea and wind, if we except real life boats. It being impossible to board her during the gale, one can only trust to eyesight of self and others, under circumstances which warrant my asking you to believe, that the boat having lived at all was — simply marvellous, and she has proved a safe, able, buoyant boat. As accounting for the depth of water shipped I must add, that there are two light wooden cases covered with some waterproof canvas, lashed under each waterway, buoyant capacity equal to halfa ton. This foregoing was written on the 11th of December, on the 12th anovher gale arose, and I regret to add, she dragged through the opening of the pier, outside which she was moored, and on salving her at low water, after she had been tossed to and fro in a small granite walled basin for two hours at the mercy of a boiling AND CANOEIST. amiusing to relate than to experience. goes :—“All’s well that ends As the saying well,” still it might have been otherwise, and that I have not lost a leg to the sharks in Sydney harbour, been munched by a crocodile, or attacked by one of the huge water snakes that infest the straits of Singapore, is perhaps due more to good luck than anything else I think my first exciting experience was in a diminutive ‘Rob-Roy’ within the sheltered waters of Sydney heads. I was paddling along under the steep bluff at the entrance to the middle harbour, when the dorsal fin of a big shark popped up alinost alongside me. I splashed at the fellow with my paddie, but he merely dived beneath the bottom, to reappear the other side. Just one crunch of his strong jaws on my thin planks, and even supposing him to I knew all would be up, or rise suddenly under the keel, it would be quite sufficient to capsize my tiny ship. For nearly a quarter of an hour he sailed round me, and once or twice I could almost reach his huge fin with my paddle; at length growing bolder, he turned on his back, and quick as cauldron lightening made a vicious snap at the blade, but just missed, and as he dived, struck the water such were smashed, and the gallant barkie now lies a sheer hulk on the pier, to shew what usage such apparently flimsy materials will suffer. Her wreck completes a valuable bit of knowledge, and points a moral if needed, not to moor with too shower bath. of sea, she was intact in bottom, sides, gunwales, timbers, and canvas skin; but the port waterways and coamings, mast, sail and rudder hght a mud hook, or “Killick” as we here call a mooring stone, for this was the sole cause of the disaster. F.C. Lang, R.S.W.Y.C.,, REAR CommoporeE B.C.A, CANOEING IN From the time when my enthusiasm was first aroused by reading the exploits of the little ‘RobI have always taken a keen interest in canoeing, and have pursued my hobby in all parts of the world; indeed I think I may fairly claim to have had a varied and extensive experience of cruising grounds, having skimmed the coral reefs of the Fijis, paddled on the blue waters of the Mediterranean, faced a “southerly buster’ in Sydney harbour, stemmed the whirling waters of the Yangtse, crept after wild fowl among the watery wastes of Russian Tartary, and cruised I fairly quaked with fear, and I don’t think 1 ever dug out so hard in my life as I did to escape that monster, indeed my canoe was hard and fast on the sandy beach before I felt quite safe from his capacious jaws. I had often been chaffed by the “larrikins” along shore with—“I say governor, is your life insured”? but never till that moment did I realize the full import of the sarcasm. After this I resolved to build something of a her keel, and a 7olb. centreboard. She was a good investment, for had I met with the same experience in my last boat I should most WATERS. By Aa NAVAL OFFICER. Roy,’ his great tail as to give me a regular more stable nature, and my next craft was a powerful ‘Nautilus’ canoe with two cwt. of lead on ADVENTURES MANY a lash with under tropical skies at Borneo and Singapore. Among such a variety of scenes, I have met with not a few adventures, trifling ones it is true, but still exciting enough at the time, and perhaps more probably not be writing this yarn. I had spent a pleasant day up Long-bay, one of the most romantic nooks to be found within the extensive waters of the magnificent harbour, and was returning to Farm-cove, when I encountered one of those sudden storms so common in these parts, and called by the people “southerly busters” or “brick-fielders.” The day had been unusually hot and close, and towards sunset the breeze (which had beenfalling light all the aftern -on) died completely away, and left me becalmed well inside the ‘Sow-and-Pigs’ lightship. My heavy ballasted craft was too big to paddle comfortably, and I was feeling lazy with the intense heat, so I lit my pipe, and watching the sails flapping idly to and fro, commenced whistling for a breeze, and I got it too, but not quite the sort I wanted. 37 squalls, or in nautical have been looking out for eye . Well, I tried parlance kept my weather e open canoe) but no built Clyd big (a boat the of dust whirling to right had I got her on an even keel, than the: the southward a big red cloudthat t, it was © sooner along. I knew fu’l well what bustemean sail would overbalance her, There weight of the mast and rs.” one of those dreaded “southerly the other side. I tried on it would be and over she would, go new wood had swollen was no hope of paddling ashore befortoe make the but masts the ep s to unst budge. _ I was getting on me, so I set to as fast as I could Loweringthing to sed the in the sockets, and refu well into May the snug while there was yet time. it below, and gh thou for sted, exhau ly rapid pect Glancing round to see if there was anythepros to land over away ced noti I of a friendly puff, mainsail, I rolled it up, and stowed , and set it then unshipped the mizen, close reefed forward; it looked a mere rag on the boat. and I had scarcely got the weather cloth on, was everything snugged down, when the squall of upon me, and though I hung the whole weight my body out to windward and eased sheets, the first gust came as nigh upsetting me as possible, en Sco and in a few minutes I was drenched to the skin with spray. After the first blast, I rightei a bit, and then staggered on with the lee gunwale under water up to the coamings. ‘The sea now began to rise, and the crests to curl over in white sheets of foam,breaking on the deck, and washing me duwn fore and aft, so that I found it impossible to keep the water from going below, and could feel it swishing to and fro about my legs with each lurch. True I had my bulkheads to help keep me afloat, but in my waterlogged condition it would be impossible to continue much longer under sail, and I saw nothing before me but a long drift to leeward with an increasing sea to face, and. ultimate shipwreck among the breakers on a lee shore. In this dilemma, I was attracted by shouts from a low point of land, behind which I now caught sight of three or four boats at anchor. I was a little to windward of this shelter, and had been too intent on trying to keep myself afloat to notice it, I accordingly put the helm up and kept away. It was a most unpleasant experience, as my deep laden canoe now tore madly before the breaking waves, which threatened to turn her completely over. I just managed to creep round the friendly rocks, (almost turning turtle in the boiling surf) and letting go an anchor, was soon riding comfortably under their welcome lee. After this I went up to the Fiji Islands coasting along inside the reefs, and making a trip up the lovely reaches of the Rewa River with its wooded hills and grand mountainous scenery. My next little affair occured at Tobermory in the island of Mull. It had been blowing hard all day, but towards evening the wind subsided, winding up as it often does in fitful puffs, which swept down pretty strong now and again off the hills. Getting becalmed under the lee of the land, I was watching the effects of a rather brilliant sunset, and looking in the opposite direction from whence the wind was coming, when I suddenly found myself in the water and the canoe on top of me. It was a lesson I never forgot. I should the water was very chilly. At last 1 clamberen dtoondrift keel, and the tide running strongngI bega on, and there out to se’. Darkness was comi rescu ed. seemed little prospect of my being d not My limbs were numbed, and I felt I coul not had 1 tted hold on much longer, I regre there when e ashor swam and canoe the abandoned too was a chance, I was too far out now, and the on when it; pt attem to cold with cramped in verge of giving in,the bow lights of a yachtonhove , board those by seen tely ultima was I and sight, time. of nick and rescued just in the The inland waters, and canals of China would ng form a fine field for the canoeist, but my cruisi rivers, was always confined to the coast, and larger itated where the dangerous‘chow chow’water necess a powerful vessel, so during my stay at HongonKong I built a large canoe-yawl with accomodatitent for for three or four, and fitted with a big oiled and ports s variou d visite I her, In camping out. rivers in China, Japan, Russian Tartary, Borneo, Singapore and the Straits Settlements. I got a good fright once up a river in the Malay Peninsula. It had rained heavily for some days previously, and the river was pretty much swollen, however, we started up on the flood tide, and with a fair wind sailed up a good distance till the tide slackened, when we ran into a side creek and anchored, and my companions went on shore after snipe while I remained by the boat. On their return they hit the river higher up, and a narrow inlet intervening they hailed me t» come up to them, so weighing I pulled into the main stream, but the current running very swift with the ebb, swept me into the bank, and the mast catching in the branches overhead, the canoe heeled over till I was nearly precipitated into the water ; no sooner had I broken the offending stem with a boat-hook, and got clear, than I was whirled along in the rushing torrent till the masthead getting again caught in the overhanging boughs the boat was once more nearly on her beam ends. Clambering from tree to tree—as if mocking me and bent on disputing a landing— were a colony of baboons, looking very angry, and showing their white teeth. Only a few days before I had heard of a native woman being seized in this same river by a crocodile, and the bad reputation it possessed as a favourite haunt of these monsters now occurred to me with startling Pane. Parts THE MODEL-YACHTSMAN AND CANOKEIST. . 38 THE MODEL-YACHTSMAN vividness. This particular spot too was thickly interlaced with. the almost impassable tendrils of mangrove trees, and the foetid swamp in which they. grew was I knew the appropriate home of these voracious reptiles. Twilight was fast approaching, and there seemed no alternative but a tramp through the almost impenetrable and dangerous morass, or an equally futile struggle with the whirling eddies ot the great river. Grown desperate, I succeeded after almost superhuman efforts in getting clear, and such a tug as J had to stem the stream I shall not forget.in a hurry. It was quite dark when we reached the river’s mouth, and we came very near being swamped crossing the bar, so that between the danger of sharks on one hand and crocodiles on the other I had quite enough of it for one day. Ihave only one more incident to relate; crossing the Straits of Singapore one of those immense water-snakes (which frequent these warm seas) suddenly reared his head immediately in front of us. I have heard their bite is fatal; there he lay ‘Tight in our track, with head erect in a menacing attitude. It appeared a dead certainty he intended going for us, and we were both in mortal dread, for how. were we to meet the slimy creature ? just then my companion thought of his gun, hastily putting in‘a cartridge, he gave him a-dose of No. 4 full in the face, and he floated harmlessly by. I could recoant many more yarns of my canoeing experiences abroad, but fear I have already transgressed the bounds of patience and space. A CANOE-YAWL MADE HABITABLE. AND CANOEIST. how there can be people who run down craft like these Mersey canoe-yawls I can’t tell, surely it must either be from ignorance or else from want of something todo. I don’t know any better craft for single handed cruising. With bulkheads and cruising canvas it must be very bad: weather they will not face, and I know there are many who. will bear me out in this. I have spent many nights— this summer on board my “ship,” and I used an ordinary yable roof tent, slung over a light gaff. This gave a fine roomy space to move about in ~ and with six feet headroom. But unless it was perfectly still weather, this tent was a nuisance, not ‘ taking into consideration the time lost in setting and stowing it.. The cabin, or tent, or whatever you like to call it, which I have just completed seems tu answer all round. The time required for setting it up is about a minute, and with 3ft. 6in. headroom, which I find is ample for cooking and sleeping purposes, gives a snug little cabin which keeps everything dry below, an important feature in single handed cruising. The material: of which the ‘tent is made is Willesden canvas, and this is the only expensive part, being 1/6 a yard, and it takes twelve yards. But the cost of the whole should be wel within Ai. ‘The wood cost next to nothing, as I used yellow pine mostly, but of course mahogany would be much better. I strongly advise the use of the Willesden canvas, as being waterproof and strong, two very desirable features. The small plans given are not drawn to scale, and the measurements given need not be too strictly adhered to, and are only given as a general idea. Fic I As the winter is now on us it may not be out of place if I give a short description of a shifting cabin and tent which I have fitted to my canoe yawl; and as I have never seen the same design before, or heard of anything like it. I think I can claim to an invention, which, although based on ing ma ore ge eee very old lines, namely a landau hood, 1s at least novel in the way I have made use of it. Before I go further I may say I am writing only to those men who like myself have short purses, and prefer to do odd jobs on their craft to letting paid hands do it for them. To me, and to many | others I am sure, half the pleasure of owning a smal] craft is to get her into trim yourself, and not let the fitting out and such fascinating jobs be done by others. I may say I am the proud owner of one of the much abused canoe-yaw s, cr as I prefer to call them, canoe yachts, but after all, what’s in a name? A description ofher is needless when I say she is ‘built on the lines of the ‘Vital Spark’ 18 x 5, with lead keel and rigged as a cutter with running bowsprit.