The Model Yachtsman and Canoeist: Volume 7, Issue 2 – February 1890

A Monthly Journal of Model Yacht Construction, Fitting and Sailing; Canoeing News. Doings of the Clubs; Yachting Items; Correspondence; Sale and Exchange; &¢e Vol. VII.~-No. 2. FEBRUARY, 1890. All Communications (except Canoeing) must be addressed Price 3a., Post-free 7¥4d. Gditari al Motes “THE Epiror of The Model- Vachtsman, 161 & 162, High Street, [ull.” | WE are indebted to Mr. Tansley, Lowestoft, CANOEING Communications must be addressed “THE Evitor of The Canocist, for a picturesque photograph of the Lowestoft 46, Chesilton Rd,, Munster Park, London, S.W.” Model Yacht Pond. —{)-— THE MODEL-YACHTSMAN & CANOEIST is published on the Ist of each month, and can be had of bookseller illbe sent on application tothe PubI AL LR ee ce lishers, on the following terms :— Post-free to any part of the United Kingdom, Europe or America…… paid in advance…… 3/6 per annum 724. or Id. stamps may be sent in payment. N.b.—In sending for single copies, 334d. in stamps must be enclosed to cover postage. Hutt: the following issue. * set, nor do we see any reason Rates on application. 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 Model- Yachtsman” will nof for the future be accepted. yet despair of : Yacht Clubs. —j— A new club has been founded to the Long Pond, 1730 Clapham ,. rule, and the Hon. Common. sail on The title Measurement, the See. is Mr. P. J. Layton. . To Foreign Subserivers!—All subscriptions must to ey us reaching the grand total of 100 British Model adopted is ‘‘The Phoenix.” E. MARLBOROUGH & Ce., 51, Old Bailey. 7 | . THoOmMas GRASSAM, IOI & 162, High Street. Lonpon: Two ror Fasruary.—The tide has not Ol tavee the, title of ‘The East Hull Model Yacht Club,” to sail on a pond provided by the Corporation, in the New Park in that district. is A. H. : Harles’ Seaton, Esq., ; Gate The president Managing , ; Director of Shipbuilding and Engineering Company, 22 – Limited. THE Vice-Presidents, MODEL-YACHTSMAN Messrs. R. Bell, Surveyor to the Board of Trade; G. Cole, of Earles’ Shipbuilding and Engineering Company, and W, Sage, Superintendent Engineer. modore, G. Lodge. Com- Viee-Commodores, Messrs. S. Coultass and J. Simons. Hon. Sec., H. B. Tiltman, 37, Shaw Street, Hull. a Yacutine Pictures Recervep.—A set of four studies of Yachts at Sea, from Photographs by Symonds & Co., Portsmouth; published by Birn Bros., fine art publishers, 27, Finsbury Street, London. These possess all the virtues of fidelity due to the photograph, with the ad- ditional life introduced by a little color printing and are well worthy the attention of all who love yacht portraiture. —oO— Paper Mopens.— Mr. Carline, of Lincoln, writes :—‘‘ I was under the impression that the paper was fastened with a waterproof cement, not That paste. used for paper canoes in America is cedar pitch, 20 parts; boiled oil, 30 parts ; litharge, 3 parts; well mixed and applied hot in small quantities and the paper put on with a rubber. The paper is Finished with best varnish, best manilla, prepared from un- bleached stock.” ~~ Reeister.—We intended to publish the full list of clubs in our last, but it had to be held over for want of space. issue, and all Hon. It will be found in this Secs. are requested to examine it and report any changes. —o— Mepway Mops Yacuts anp Dugp Krrrs,— A correspondent writes that Mr. Hale in our Jast has certainly overestimated the depth of keel of these models, when that gentleman says ‘‘they are 12 inches or more.” The majority are not more than 6 inches, and the boats draw 10 inches forward and 14 inches aft. We omit the letter for want of space, and because we shall try to publish the lines of one of the Medway models next month. AND CANOEIST Doings of the Chibs. Reports for publication must be legibly written, on one side of the paper ody, and forwarded to the EpitTor not later than the 2cth of each month, to ensure insertion in the following issue. Gateshead M. Y. C—On January i6th, the annual general meeting of this club was held at the Pavilion Cafe, High Street, Gateshead. Major Dance, in the unavoidable absence of the president (Mr. Arthur Newall) occupied the chair. Before the ordinary business was brought forward Major Dance was presented with a splendid illuminated address, signed on behalf of the members by Arthur Newall, President ; James Crimson, Commodore ; John Wilson, Hon. Sec. ; Geo. Huntley, Treasurer, The address is in testimony of the esteem in which Major Dance is held by the Gateshead club, for his untiring devotion in their service, and for other estimable qualities. The honorary secretary read the minutes of the last meeting, also the balance sheet, which were adopted. The Chairman in congratulating the members on the success of the club, stated that there had been eleven races during the season. The South Shields, Jarrow, Hebburn, and Gateshead interclub Challenge cup was won by the Vice-commodore of the Gateshead club, Mr. James Tindale, who was awarded a gold medal bearing a suitable inscription in accordance with the conditions of the cup. The same gentleman took a first, a second, and three third prizes in other races. Mr. G. Huntley presented the prizes to the winners :—Messrs. Tindale, Black, Nicholson, Appleby, Crimson, Soulsby, Fanning, Johnson, Armour, Wood, Long, and Jackson. The two last-named are members of the Jarrow and Hebburn clubs, and won in the inter-club race at Saltwell the first and second prizes respec- tively, The Chairman intimated that the three prizes won by the ‘Katie,’ owned by Mr. J. W. Wood, were generously handed over by that gentleman to Mr. Sutherland and Mr. Oliver, who had sailed the model in his absence. Major Dance’s challenge cup, which has been won two years in succession by Mr. A. E. Long, now becomes his permanent property, and the chairman in appropriate terms handed his prize to the winner with the intimation that it was his intention to give another next season. The Hon. Secretary reported that the President had offered a challenge cup to be raced for on Sailtwell Lake next year. This silver cup was on ex- * hibition along with the other prizes during the evening. The club appear to have some good things in store for next year. Prizes have been promised by Mr. Snowball, Mr. Johnson, and — THE MODEL-YACHTSMAN Captain Hogg. The election of officers and the business of next year’s sailing was postponed, and a voie of thanks to the chairman closed a very pleasant evening. . George M.V.C. ( London )—The annual general meeting was held at the Boat-house, Kensington Gardens, Jan. 2nd, when several alterations and additions were made in the rules, and the officers for 1890 were elected :—President, Capt. C. M. Jones; Commodore, A. W. G. Allen, Esq. ; ViceCommodore, B. J. Collyer, Esq.; Hon. Sec., H. Tylee, Esq. ; Hon. Treasurer, B. J. Collyer, Esq.; Auditor, C. E. Adams, Hsq.; C. J. Collyer, and W. W. Greenhill, Esq. members of the Com- mittee in addition to the officers; B. J. and C. J. Collyer, Esq. Official measurers. The club has had a most suecessful season in 1889, and the new 5-rating class has been quite up to the mark and the sailing in all three classes very good. The balance sheet shows a fair balance in hand alter paying all expenses up to date. Highteen club prizes were competed for in 1889, in addition to several special prizes and sweepstakes, and some special prizes already promised for next season. The weather having been unusually mild this winter several matches have been sailed in the third class, 2-footers. On Dec. 24th, the following competed for a club prize: ‘Tara’ Mr. B. J. Collyer ; ‘Chough’ Mr. C. Collyer; ‘Wendur’ Mr. W. Greenhill: ‘Gazelle’ Mr. P. Tatchell and ‘Nyleptha’ Mr. C. Greenhill. The Bermuda yawl ‘Wendur’ won Ist prize and ‘Tara’ and ‘Chough’ tied for second. Dec. 27th, in a strong west wind a sweepstake match was sailed; ‘Tara’ going in her old form won easily with 21 points ; ‘Gazelle’ Bermuda schooner 10, 2nd; beating Mr. Tylee’s cutter ‘Daisy’ also ‘Chough’ and ‘Nyleptha’; although ‘Gazelle’ retired in the middle of the match she scored so fast at first that the others were unable to catch her up. Jan. 8th, 1890, ‘Wendur’; ‘Daisy’ ; ‘Nyleptha’ and ‘Clytie’ Mr. Adams, sailed in a very unsteady and light wind for a club prize; the match ended in ‘Wendur’ getting first prize ; ‘Nyleptha’ cut., 2nd; ‘Clytie’ Berm. yawl, 3rd ; ‘Daisy’ 4th. On Jan. 10th, ‘Clytie’; ‘Wendur’ and ‘Daisy’ sailed a sweepstake match in a strong W. wind, ‘Clytie’ after a grand set to all through with ‘Wendur’ got first prize with 24 points; ‘Wendur’ 2nd, 21; ‘Daisy’ retired. Jan. 18th, club match, 3 entries, ‘Clytie’: ‘Wendur’ and ‘Gazelle’. A strong west wind was blowing, making it a run down the pond and beat home. ‘Gazelle’ and ‘Wendur’ scored 20 points each, but ‘Wendur’ being handicapped for a prize previously won, ‘Gazelle’ took first and “Wendur’ 4nd prize. There are two more matches yet to AND CANOEIST. 23 be sailed off out of the winter series and we hope to be able to report on them in our next. Serpentine M. ¥.C.—On Dec. 21st, the fifth and sixth prizes of the Xmas match were sailed for. Wind W. and fresh. Three started: ‘Arrow,’ ‘Nancy’ and ‘Formosa.’ After an hour’s tough racing ‘Nancy’ and ‘Formosa’ tied with 13 points each. race took place, On sailing off a splendid ‘Nancy’ leading from the start was cleverly beaten by ‘Formosa’ in the last 20 yards. It was not to be supposed that Mr. Luear would rest long after his defeat without a struggle for supremacy again. Dec. 25th, found ‘Muriel’ and ‘Dynamo’ with their skippers eager for the fray ; the pair starting in a fresh breeze from -the W. with a large spread of canvas. The first three boards fell easily to the ‘Dynamo,’ then, suddenly, the wind eli light backing to the Southward as it fell; Mr. Lear, taking in the situation at a glance, kept the ‘Muriel’ well away (feeling the edge of the wind as it were) and by a magnificent exhibition of sailing won the next six boards in brilliant style, Mr. Bur- gess holding to his trim too long after it had forsaken him ; however, sending aloft a jib-topsail he snatched the last board from the ‘Muriel.’ Score :—‘Muriel’ 6, ‘Dynamo’ 4. The pair meet again at an early date. The annual general meeting was fixed for January 11th, but owing to the Hon. Secretary being seriously ill with pneumonia it had unavoidably to be postponed. —s Jarrow and Hebburn M. VY. C.—On Friday evening, Dec. 13th, was held the annual Coffee Supper and Presentation of Prizes in the South room of the Mechanics Institute, Jarrow, when a number of their friends and supporters sat down to an excellent supper catered for by Mrs. Sowerby, the tables being ably presided over by Mrs. Lilley, Mrs. Graham, Miss Hopper, and Miss Routledge assisted by a host of young gentleman waiters. On a side table were dis- played the beautiful prizes won during the season. After supper the meeting was presided over by Mr. Councillor Archbold, and supported by several members of the club, the prizes were distributed to the successful members by Miss Hopper who kindly offered her services for the second time, in the absent of the President and Vice-president. The first prize was a copy of Dixon Kemp’s Mannual of Yacht and Boat Sailing given by Mr. Long for the best design for a yacht at the late Exhibition, which was won by Mr. Lilley’s cutter ‘Tranquility’”—Mr. D, Jackson’s ‘Adah’ was successful in taking the Vice-president’s prize (a pair of silver mounted 24 THE MODEL-YACHTSMAN jelly dishes) and Mr. Walshaw’s ‘Good Templar’ took the second prize, Thearle’s “Modern Ship- building” offered by the club sailed for on Apri! 13th. Mr. G. Jackson’s ‘Nellie’ secured the 1st prize on April 20th, a beautiful silver inkstand given by Mr. T. R. Williams, and Myr. T. Graham’s ‘Polly’ got the elub’s second prize, a photographic album. Mr, Long gave a second copy of Dixon Kemp’s Manual for 10-tonners, and was sailed for on April 22nd, aud won by Mr. D. Jackson’s ‘Adah’—the second prize being Thearle’s ‘Modern Shipbuilding” second part given by the club and taken by Mr. J. Walshaw’s ‘Good Templar-—Mr. T. Graham’s ‘Alpha’ carried off a silvermounted sugar basin given by Mr. k. T. Bell as a first prize for yachts over the 10-ton limit, and Mr. Huntley’s ‘Gem’ obtained the club’s prize of an Albert chain on the 11th May. Mr. Fisher gave a silver mounted pipe to be sailed for on June 8th, by 5-tonners only, when Mr. T. Graham’s ‘Polly’ was the first boat and Mr. G. Jackson’s ‘Nellie’ second, the prize being a silver mounted sugar basin, given by the club. Mr, A. Hislop gave a silver Albert chain as a prize for yachts of 10-tons only, to be sailed for on June 22nd, when Mr. H. M. Thorup’s ‘Neptune’ scored a win, with Mr. G. Jackson’s ‘Lilly’ as second boat, which “won a silver mounted jelly dish. The last race of the season was sailed on August 10th, when Councillor Archbold presented a handsome silver cruet, to be sailed for by 5-tonners only, when Mr. D. Jackson’s ‘Ethel? came in first and was ably seconded by Mr. second prize being Long’s ‘ Wee Pet,’ the Grosvenor’s Boats” given by the club. ‘“‘Yachts and During the evening vocal and instruinental music was rendered by Messrs. Strudthoff, Messrs. G. Jackson and G. Johnson contributing songs, and Mr. Macoll a humorous reading. Mr. R. Noble ably presided at the piano. Votes of thanks to the chairman and the ladies having been passed, and also to Miss Hopper for presenting the prizes, a very enjoyable evening was brought to a close by singing the National Anthem. Manchester M. Y. C. — With regard to the remarks of ‘The Ancient Mariner’’ in your last month’s issue, about our club, we should like respectfully to say that his information is very from exaggerated entering and into incorrect. We particulars as refrain we do not think it necessary. Mr. Holmes is a member of the Manchester club, and is a young gentleman to whom we have all taken a great liking, there- fore we do not desire further. to go into the matter We think, though, that “The Ancient Mariner ” should be certain that what he writes is correct before he lets it go forth m print to | AND CANOEIST. be read by the thousands who take your valuable little Journal. ABOUT If my readers LONDON. wiil turn to the December nuinber and measure up the fore area of the ‘Nyleptha,’ they wili find (taking it from the sheave hole at the topmast head, that being about the point from which Mr. Tatchell hoists his jib-topsail) that the area is 1053 sq. inches. Now, the ‘‘London” (Mr. Tatchell’s) rule, measures from the hoist of the jib only; measure up this triangle also. Jt will be found it measures 616 sq. in.; so that the ‘ Nyleptha’ carries 437 sq. in. more sail than the Y.R.A. allows; z.e, she is 17 instead of 15 tons; and I believe that in most of the other §.A. boats of this club the difference is still greater. _ Mr. Tatchell pleads as an excuse, some difficulties of rig. Now there is no need to tamper with the Y.R.A. rule at all. The spirit of the rule is that the highest point in the topmast from which the jib-topsail is hoisted shall be the height (if the term be allowable) of the fore area, and so read every sort of rig or mast fits the rule, and this is the only modification in the wording of the rule necessary to adapt it to models. It, as Mr. Tatchell alleges, the jib-topsail is a useless sail, why carry it? If it be of value, why is it to go untaxed ? There is a point about the ‘‘ London” rule, which, perhaps, they themselves have over- looked. Suppose some enterprising member turns out with a jib only 9 inches—or less-—in the hoist, and take all the rest as jib-topsail untaxed. What then ? If the clubs are going to adopt the rule—and I hope they will—let them stick to the Y.R.A. till we get an association of our own, or a rare muddle will be the result. Mr. Munn’s letter, last month, is an example of seeing things with one eye. He admits Mr. Phelps is correct in saying that ‘Decima’ is the fastest of the 10’s yet. ‘Doris’ beat ‘Decima’ once! Then after all, ‘one swallow makes a summer.” Well, can Mr. Munn explain this away. Mr. Wiggs (of his club) has a five rater, 80 by 7-5 or so. Now Wiggs, on the Clapham Pond, quietly watches all the 10’s off, starts after them and beats them. ve seen Wiggs do this THE MODEL-YACHTSMAN with my own eyes, and it iscommon talk among AND CANOEIST. clubmen. How does Mr. M’s “length” theory fit in here ? 259°253)1380-586(5.325 ete, 1296265 And that rater is the prettiest thing Wiggs has yet turned out. I know two or three waiting to buy when the price comes down a bit, 843210 777759 654510 018506 THE Anctent Mariner. MODEL YACHT DESIGNING. By W. E. C. Puerres. VI.—The Centre of Lateral Resistance. Last month it was shown how to find the area of a plane bounded by a curve and a straight line, using Simpson’s Rule. This was given as an introduction to the method of finding the Centre of Lateral Resistance, which is found by multiplying the ordinates by their number with regard to the first ordinate, (thus ordinate 2 is 1 from ordinate 1, ordinate 3 is 2 from ordinate 1, etc.); the products so found are next operated upon by Simpson’s Rule. The result is then divided by the area of the plane, the quotient multiplied by the distance apart of the ordinates gives the distance of the c.lr. from the first ordinate. For the e.lyr. the plane used is the whole of the longitudinal vertical section below the l.w.l. (including the rudder, if used). For all practical purposes of the model yachtsman the distance of the e.Ly. from the bow, is all that is required since it really is only necessary as a guidefor the adjustment of the centre of effort of the sail plan. As an example we will calculate the ¢.l.r. of the design published in November. Divide the paper to be used for the calculation into seven columns, thus :— a b ‘No.of Lengthof MultiOrdinates. Ordinates. pliers, r3) 6 ¢ 8 9 10 Jl 510 620 665 TOO d axd exd Products. Multipliers. I 0:00 1 2 3 S10 1240 19:95 0-00 20:40 4 28:00 4 2 4 12-40 2660 2 14:00 90-40 24-80 79-80 1 4 3 4 cfaxh}) 720 T3837 750 5 6 7 36:00 4422 5250 775 4 2 4 8 28-80 14:74 80:00 6200 800 9 2 0:00 72:00 15:50 10 4 82:00 000 1 0-00 56-00 144-00 8844 210-00 194-00 988-00 0-00 194-44 1035-44 Multiply the two results each by 1 of the distance between the ordinates 7.2. 14 of 4” 19444 x 4/3= 259-253 =area of L.v.s. 1035°44 x 4/3 = 1380-586 25 Then divide the area |.v.s. 259-258 into 1380-586 1360040 Multiply the quotient 5-325 by 4, the distance of ordinates apart, and the result 21:3 equals the distance in inches aft of the fore end of l.w.l. at which a perpendicular from the e.Lr. will cut the l.w.]. The distance below the l.w.l. of the ¢.l.r. along this perpendicular ean be found by using the waterlines as ordinates and proceeding in exactly the same way; but as said before, this is position on I.w.l. present case an the unimportant point, the alone being wanted: in the distance below the l.w.l. is 3°52 inches, therefore drawing a perpendicular from the lw.l. 21-28 inches from its fore end, and measuring off on it 3°52 inches we have the exact position of the ¢.Lx. of the Lv.s. ‘It is however necessary to state that although this is practically correct a slight variation is caused by the form of the sides of the model, which are of course slightly rounded and present different forms at the various degrees of “heelin over,’ The e.l.r. can be roughly found by experiment by cutting out an exact model of the l.v.s, and suspending it from two different points, first from one, then from the other, each time dropping a plumb line from the point of suspension and marking where the line cuts the model, this point where the lines intersect is approximately the c.Lr. There are several other centres which are connected with the design, but I think that for model designing they would perhaps be of little use, such as the centre of buoyancy, the centre of gravity, ete. I therefore will not at present trouble you with them. Next: month an easy method of finding the displacement, and particulars about the sail- plan and its centres will be given. [To be continued. | PRINTING OF ALL KINDS NEATLY EXECUTED. THOMAS GRASSAM, 161 & 162, High Street, HULL. TR —Bronzes for Model bottoms, Hronze. easily applied—form aYachts’ good smooth hard. surface—and add to the appearance, Post-free, in rox. Packets : GOLD, A‘. 7, Od; No, 2,10d. Coppsr, 1s. _ Address, Alpha, this office. THE 26 MODEL-YACHTSMAN Gorrespowdetice. Letters must bear the name and address of the writers, (not necessarily for publication). Anonymous letters and enquiries will not be acknowledged. All communications to be addressed to THE EDITOR. L. & 5. A. VY. 1780. London, 13th January, 1890. THE EpiTor, Aodel- Yachisiman, Srr,—The letter in your last from one of the few experienced yachtsmen who still believe in the superiority of the old type of yacht over that produced by the L. & 8. A. rule, is likely to be misleading to those less versed in such matters, based as it is on a single, and as I will shew, an inconclusive event. I am quite at variance with your correspondent’s estimate of the wind, both as to its strength, direction and steadiness on the occasion referred to. On that day I was sailing in a competing yacht in the larger class, and a more fluky, shifty, wind I cannot remember to have raced in. It is described in the ie/d as “breezes from all points, from NE toSW. Added to this your correspondent is most unfortunate in his selection of a typical event, for with the ENE wind he alludes to, there would be no windward work over the course sailed; and in this race the ‘Decima’ met with a series of disasters, eulminating in the breaking of her topsail halliards, after which she retired from the contest. (Vide report in the /ve/d.) Jam really very sorry to have to point out so many mistakes on the part of your correspondent, but he is in error in speaking of the ‘ Doris’ as ‘an old 5-tonner’; for in that form she exists no longer, having been pressed out as much as practicable to in- crcase her beam to the fullest possible. extent. I think it would have been more to the purpose, not only to compare the performances of the above mentioned boats in the whole of the matches they sailed in company, but also those of ‘Valkyrie,’ ‘Deerhound,’ ‘Vreda,’ & ‘Humming Bee,’ against boats of less beam, but as the illustration is restricted to ‘Doris’ and ‘Decima,’ it would perhaps be as well to refer to the result of all their meetings. The ‘Doris’ met ‘Decima’ fourteen times, and in these races ‘Doris’ won three first prizes, and ‘ Decima’ won eight first prizes. In three of the matches neither of them won, both being beaten by the ‘Yronne,’ a boat of similar type to the ‘Decima,’ but ‘Decima’ beat ‘Doris’ in two out of these three races. The best breeze I saw them in was at the regatta of the Royal Victoria Yacht Club, at Ryde, on the 16th August, when over acourse that gave a fair share of windward work ‘Decima’ lost by a second or two to ‘Yronne,’ but beat ‘ Doris’ by 18 mins. 21 sees., which does not say much in confirmation of AND CANOEIST. the assertion that ‘‘the harder it blows, the more she (‘Doris’) likes it.’ Your correspondent advances his theory with the object of preventing the adoption of beamy model yachts. heard that he was recently offered I have an op- portunity of testing his belief, as far as models are concerned, in a decided breeze, and I think Iam justified in saying that the offer is still open. I hope, however, some member of the club over which your correspondent holds sway, may be tempted to build from the drawings published in your January number and give him a practical illustration of the fallacy of his theory, on his own water. Little good can accrue from the production of such narrow models as those referred to, and if model yachting is to be of any practical utility, anything more than a mere pastime, the boais must approach more nearly to the proportions that would be used in real yachts, and as far as I can see this end can only be attained by the adoption of the L. & 8. A. rule. Yours faithfully, Toe Man at tHe HELM. Guernsey, 6th Jan., 1890. JHE Epitor, 7he Model- Yachtsman. Dear Srr,—Your correspondent Mr. Munn in reference to the sailing of Doris in competition with Dis and Dectma makes the following extraordinary comment. ‘‘When therefore, it is seen, that a much smaller boat in every respect can carry as much sail and beat the bigger boat, etc., and further adds ‘‘that the harder it blows the better she (the smaller boat) likes it,” one is tempted to ask how can it be done? or seen? It is generally supposed that a yacht with less beam than another, and of shorter length, as in the case cited, can only equal her rival in sail carrying power, by having a greater weight of ballast and necessarily larger displacement. In this way the broad and narrow type, although differing in their dimensions, approximate in point and size and power. Being a member of the G.M.Y.C., I may say that our experience of the tendency of the ‘1780’ rule coincides with that expressed by Mr. Munn. He proposes to build a 10-tonner 45 x 64 x 9 and expects a success. We have a 7-tonner 43 x 44 x 13 named ‘Paradox’ the fastest m her class (in a breeze) she has the sail plan of a 15-tonner, and carries about twice the usual ballast of a seven. This monstrosity is no doubt, the legitimate out come of the ‘1730’ rule. Sail Tons favour a more yacht like and better type, in every respect. Yours truly, R. H. P.§.—The ‘Butterfly’ (7-tonner 34 x 7 x 8, ballast 114 Ibs) built by a noted London designer, has been outsailed all through the season THE MODEL-YACHTSMAN by the ‘Paradox’ (Jersey built). She is also [As the point aimed at in adopting the L. & 5, A. rule was to foster yachts of better dimensions and a more reasonable spread of sail, the fact that Doris has to carry as much sail as the so-called larger boats at once proves that the latter exemplify the wisdom of adopting the rule.—ED.] 27 were on 10 different courses: so it is marvell ous if it was always reaching. ‘Doris’ won 3 times always in very light winds, including the Southsea day. As faira day and course as possible for Mr. Munn’s argument was Aug. 24th, at Weymouth. The course consisted of about 4 beating 3 running and 3 reaching times round. ‘Decima’ had one reef down and carried jibheaded topsail, reaching and running, but struck THE Epiror, Mfodel- Yachtsman, Str,—Although in his account in your issue of Jan. 1st., of the race at Southsea, on Aug. 19th, Mr. Munn quotes largely from the report of one who watched the race carefully, yet, as he declares that he was there, and as he re-produces this “report,” I will hold him responsible for all the mistatements in his letter. He commences by declaring the race was the fairest test of any they had, there was a good steady topsail breeze H.N.E. ‘Doris’ fairly tackled ‘Decima’ topmast to windward. She beat ‘Doris’ but little running, but gained 4 minutes each round to windward winning altogether by nearly 14 minutes, I could give other examples but they would take too much time. I am sure however if a day could specially be chosen for ‘Doris,’ her owner would choose that on which blows the lightest airs and not a strong wind. and beat her fair and square without a fluke of kind. A local paper describes the day, “the breezes were not al! that could be desired I will not comment on Mr. Munn’s sneer, as to winning on paper. ‘Decima’ can afford to despise such any attacks; in weight and steadiness ; in the afternoon there Mr. Was every appearance of the wind dying out and but now having attempted to set right Munn’s false statements, I come to the moral of his letter, aud this apparently is: that the Committee thought it prudent to shorten the course.”” This applied to the race for the Albert cup, but all classes found the wind light and paltry, in the second round. With the wind when a smaller boat carries the same amount of sail as a larger one, she is the better, although she is not the fastest, Good Heavens, what a conclusion! I sincerely trust some of the owners E.N.. how could Mr. Munn beat out to the Outer Spit Buoy, why! it would be a broad reach. ‘I’he wind was S. of E. from the time and builders of model yachts will deny that their aim is to find the smallest hull requiring the greatest power to drive it. racing commenced but kept getting Southerly, uncertain im force and direction allday. Starting we all laid through to the Outer Spit, ‘the beating out with ‘Doris’ working up” is pure imagery. Munn preaches. | We run down to West measured mile buoy, and the instant we came on a wind ‘Decima’s bob- That is what Mr. ‘Doris’ the most successful boat Watson ever designed, was a principal cause of the change to the present rule, as showing to what absurdities the old rule led, and she is to be considered ‘Decima’s’ superior, because she requires an equal amount of sail to drive her smaller hull at slower speed. ‘Doris’ is a mere stay carried away. We patched it and continued, finishing first round, less than 2 minutes astern shell, there is nothing in her. ‘Decima’ is well fitted with two permanent berths, patent w.e., of ‘Doris.’ Directly rounding Committee boat and coming on a wind the jury bobstay gave &c. Miss Arabin and myself lived on board for weeks and made every passage in her, and Mr. Munn admits ‘Doris’ would go inside her. Yet out and 5 minutes after, the wire topsail halyards unspliced and let topsail down with a run. This occurred just off the beach. Where were those careful observers then? This lost ‘Decima’ her because the latter carries over her small hull, the same amount or more sails than ‘Decima,’ she must be the better boat, and the type to be followed although she is slower four days out of of winning, but she sailed the course and came in less than six minutes astern of ‘Doris’ who was about 2:40 ahead of ‘Dis.’ I five. may remark here that ‘Decima’ sailed against ‘Dis’ 25 times last Summer and this was the only occasion ‘Dis’ got in first. Does not this say anything as to the “fair and square beating without flukes of any kind.” ‘Decima’ usually beat ‘Dis’ from 5 to 8 minutes, so but for accident she would have come in from 2 to 5 minutes ahead of ‘Doris.’ Mr. Munn says ‘Doris’ can beat both ‘Desima’ and ‘Dis’ on the wind CANOEIST. easily, and the harder it blows the better she likes it. This is absolutely contrary to facts. ‘Decima’ met ‘Doris’ 14 times and the races “awful fast’ and no discredit to the clubs. chanee AND Yours, &c., St. JuLIEN ARABIN. THE EpIToR, Afodel- Vachtsman. Srr,—Mr, J. W. Munn in your issue of January, in comparing ‘Doris,’ ‘Dis,’ and ‘Decima,’ makes the following statement: ‘When therefore ib is seen that a much smaller boat in every respect | can carry as much sail and beat the bigger ones on the wind and run as fast off the 28 THE MODEL-YACHTSMAN wind it does not say much in favour of Sail Area rule” ete. Can Mr. Munn or any of your corres- AND MODEL YACHT CLUB REGISTER. pondents give the displacements of these three boats or even two of them ‘Doris’ being one. I do not know their relative displacements myself, but cannot help thinking that as ‘Doris’ can carry as much sail as the other boats she must have a good displacement to be able to do so with her small beam. I should be inclined to think that her displacement was quite as much if not more than the other two, and if such be the case she cannot be so much smaller in every- way than the others for displacement gives the real size of the immersed portion whatever be its form, which neither the tonnage nor sail area rules do, though the sail area rule goes nearer taxing displacement in an indirect way than does the tonnage rule. If long narrow boats can be built successfully under it (the sail area rule) to sail against the more beamy boats I cannot see the objection to it, as it shows that it gives greater freedom of design which is certainly very desirable. Mr. Munn’s letier is very interesting giving the account of the sailing of the three boats and also, giving the length, beam and depth of each, but he, of course, knows as well ESS as Ido that length—breadth—depth does not give actual size in Naval Architecture, but dis- placement does of the immersed portion, and I think the rule that will go nearest this without interfering with the freedom of design must be a more desirable one than one which dictates a certain form in order to evade as far as possible the rule. However, I hope someone may be able to give the displacement of ‘Doris,’ ‘Dis,’ and ‘Decima,’ when we can each make our own deductions from the results put forward. I am, yours faithfully, QueRcus. THE Eprror, Afodel- Yachtsman. Srz,— Has the Norfolk Wherry been niodelled faithfully, and sailed against the sloop type of model, and are any records thereof in your back numbers? If, as 1 fancy, three noes rightly answer the above queries, will any reader supply full hull and sail measurements of a typical Norfolk Wherry, or indicate where such information can be found in print ? ANSWERS TO MeErvyt. CORRESPONDENTS. W. CetapLin.—lIf 2ft. in Lw.l. 6 inches beam; 7 inches draught aft; 334 inches forward; freeboard at quarters, 4 inches; freeboard at stem, 2% inches. Curved stem. If only 2ft overall, straight stem, 6 inches beam; 21 inches on l.w,L. 1% less in other dimensions. Printer, is prepared to £. Grassam, % “ : Ti ie, Bm 2 CANOEIST. AMERICAN,—Length taken on L.w.l. Station—Prospect Park, New York, G. Pigott, 92, Douglas 8t., Brooklyn, U.~. ANGLESEY.—Tonnage—Y.R.A. Station. A. F. Haslam, Menai Bridge, BANGOR (Ireland).—Length and Y.R.A. H. Culien, Upper Clitton, Bangor. BRADFORD.—Y.3.A. and length. Stations — Bradford Moor Park and Manningham Park Lake. W. G. Richardson, 36, Leamington-strect, Manningham. BOSTON-—’Tonnage—Y.R.A. Station.—River Witham, W. Thompson, 15, White Horse Lane. BROUGHTY FERRY.—i ength taken on |.w.l. up to oft., then ton_ nage—Y¥.R.A, Station—Claypots Castle Pond. Geo, Ritchie, 17, Ambrose St., Broughty Ferry, N.B. BELFAST.—Lenzth, taken from stem-head Station,—Belfast Lough. James Gardner, 6, Old Park, Uister.—Measurement wanted. Station— Waterworks, Antrim Road, W. Wilson, 123, Cogserave-street. COWES, LW., MEDINA,-—Length. Station.— Win. tilbeck, West Cowes. CARNARVON.—Length. Station.—Menai Straights. J. H. Lees, Bronserial, North Road, CARDIFF,—Length on l.w.1. James Lvans.—-Addvess wanted. DELHI, Canada.—Particulars wanted, W. 8. Crysler, Delhi, Ont., Canada. DUNDEE.—-Weight. 14 Tbs. to 1 ton. Station.—_Stobsmnir Pond, Station— J, Cant, 60, Watson Terrace, ‘ lebe. DUBLIN, “TRINITY” Tonnage—Y.R.A.—Station–Kingston Harbor, R. J. Roe, Clermont, Blackrock, DUMBARTON.—Tonnage—Y.R.A, Station–Meadow Park D. Forsyth, 54, Glasgow-road. EX#H,–Tonnage—L. & . A. Station,—Turf. Arthur Kempe, M.D., 14, Southernhay, E., Exeter. EDGBASTON (Birmingham).—Weighs. Station —Hdgbaston Canal Reservoir, L. B. Chatwin, Wellington House, Wellington-road, Edgbaston, Birmingham. GATHESHEAD.—Tonnage—Y.B.A. J. Dobeson, 14, Ciaremont Place. Station-—Gateshead Park, GLASGO W.–Tonnage.— “94” Rule. Station.—Hillhead Pend. Thomas Caldweil. 109, Sandyford-street, GUERNSE Y.—Tonnage—Y.B.A, PF. B. Guerin, 25, High-street, Station—Mode!l Yacht Pond. GOOLE.—Tonnage—Y.R.A. and Handicap by Manchester Rule. Station—Raweliffe Brick Ponds. J, 3. Simpson, 8, Albert-street. GREENOCK.—Tonnage—‘‘)4” Rule, Station,— Ri. MeNair, dunr., 10, Antigua-street. GRIMSBY.—Tonnage—Y.R.A. Station—Alexandria Dock, Secretary’s name and address wanted. HULL.—Kingston—Length taken on lw.l.; also 10-ton elass Y.R.A. Station—Club Lake, Inglemire Lane, Beverley Road. J. KR. Windsor, Bankside, Seuleoates, Albert—Tonnage—Y.h.a. J. H. Hobbs, Hesste Road, Hast Hull.—1780 rule, Station.—Hast Park. H. B. Tiltman. 37, Shaw street. JARROW & HEBBURN. — Tonnage—yY.B.A, Station Hall Lake. G, Johnson, 31, Caroline-strect, Jarrow-on- Tyne. KINGSTOWN (Treland.J—Tonnage, ¥.H.A. Station—Kingstown Harbor. L. H. Dougias, 6, Marine-road. — Hebburn LONDON.—London.—Length (lw.l.) multiplied by beam, not to exceed 240, also 10-ton class ¥.R.A. and L. & S. A, 15-ton class. Station— Round Pond, Kensington Gardens. Mr, Walter Greenhill, L.M.¥.C., Kensington Gardens, W. Serpentine—Tonnage—Y. R. A. and L. & 8. A. Station—The Serpentine, Hyde Park. G, Hale, 178, Hampstead-read, London, N.W. Clapham—Tonnage—Y.RB.A. Clapham Common, W. d. Bailey, 94, Lorrimore Road, S.E. Station.—Long Pond, George—Length on l.w.l.; L.&8.A. also 10-ton YHA. Station— Round Pond, Kensington Gardens. H. Tylee, 29, Oxford Square. Hyde Park. execute orders for Printing, Hithography, &c., Corinthian.—Tonnage Y.R.A, Station.—Long Pond, Clapham. G. C. Church, 4, Strathleven Road, Acre Lane, Brixton, $.W. in the best style, and at moderate prices, C. L. Outridge, Goodrich Road School, E. Dulwich. ESTIMATES GIVEN, lol & 162, HIGH STREET HULL Dulwich.—Lengte l.w.l. and Y,B.A. Phoenix—Tonnage—1730 rnle— Chapam Common, 8, W. Long Pond, THE MODEL-YACHTSMAN ANI) CANOEIST. 42 P.J, Layton, 17, Rush Hill Road, Lavender Hill. 8.W. M. Y.Sailing Association—Length taken on lw.) Station—Round Pond, Kensington Gardens. J, Pollard, 32, Spring-st., Paddington. Victoria—Length, taken overall and on l.w.!. Station—Victoria Park. W.S. Melville, 16, Frederic-place, Bow, E. Prince of Wales.— WATERPROOF FLUID GLUE (PATENT) Station—Victoria Park. Measurement and Seec.’s Name wanted, Alexandra.—Do. Do. Highgate—Boats handicapped by weight. Station—Highgate Ponds. i. P. Reynoldson, 2 Beaconsficld-ter., Archway-rd., H’ gate LEEDS.—-Tonnage—Y.RB.A. W. Hi. Fogg, New Market-strect. LOWESTOFT.—Length and Tonnage. Station.—North Denes. F. Emuss and G. Symes. Marine Chambers, London Road. LIXCOLN—Pazticulars wanted. LLANDUDNO.—Length. Station—Llandudno Bay. . Melsom, Post-Office. LIVERPOOL.—Tonnage—Y.R.A., with limited depth and minimum freeboard. Station—Sefton Park Lake . R. Richmon@, 6, Canoe-rd., Anfield, Liverpool. MEDW AY.—Chatham.—-Tonnage Y.B.A. A NEW GLUE FOR Model Yacht, Canoe and Bat Builders, | Amateur Joiners, & Domestic Use, &c., &c. By post @d. and 1.3 per tin, Through Ironmongers, Chemists, &c., Manufactured only by :— THE WATERPROOF GLUE CoO., 62, DALE STREET, Gr, Luxou, 39, Copenhagen Road, New Brompton. MANCHES’TER.—Length, taken on l.wl.; also 10-ton class, Y,R.A. Station—Print Works Reservoir, Levenshulme. kh. W. Gill, Green Hill, Edgley, Stockport. MARYPORT, Cumberland.—Tonnage—Y.R.A. Station Jd. W. Hodgson, 20, North-street. MOOR PARK (New Sonth Wales,)—Length, taken from stem-head to stern-post onfdeck; also overall. J.M. Donaldson, 22, Myrtle-street, 8. Sydney, N.S.W NEWCASTLE WHST END,—Tonnage—Y.R.A. P. McGill. 19, Hamsterley-rd., Newcastle-on-Tyne, PORT GLASGOW.—Tonnage ‘04 Rule. Station.—Lower Dougliehill Pond. J. Brash, 5, William Street. PORTSMOUTH. Tonnage Y.R.A, and length (1.w.l.) Station.—Craneswater, Southsea. Capt. Haldane—Wolverton House, Lennox Road, Suuthsea. RYDE, (1.W.)—Length, taken from stem-head to stern-post, on deck. Station.—Canoe Lake. G. Beazley, Ryde Dispensary. SCARBOROUGH.—Length, taken on Lw.i.; also, 10-ton class, Y.B.A ‘ Station—The Mere. David Maynard, 29, Dean Street. SUNDERLAND.—Tonnage—Y.B.A Station—Roker Park, E. Marlborough, 11 Brookland Koad. SOUTHAMPTON.—Length, taken on ].w.). Station.— SOUTHPORT.—Tonnage—Y.”‘.A. with depth and freeboard limits. Station— Marine Park Lake. V. Falkner, 1, Palatine-road. SOUTHSHA.—Length, l.w.1, Station—Craneswater, John Whitty, 27, Cleveland-road. ‘ SOUTH SHIELDS.—Tonnage—Y.R.4, Station T.’L. Anderson, 7, Aibion-terrace. TORQUAY.—Particulars wanted, Thornton Slade (pro. tem.) TORDAY.—Partienlars wanted, WELLINGTON (New Zealand).—Tonnage—* 1200” Rule. G. Norton, Wellington, N.Z. Station—’The Harbour. WATERIORD.—Length—1780 rule, F. H. Alexander, Newtown School, Waterford, 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. Y.R.A. (1883) Rule of Measurement—Tonnaye—lin. to itt, Length (lw… added to beam, squared, vided by 1780. “94” Rule multiplicd by beam, 4di- LIVERPOOL. ESTABLISHED 1847. CHARLES BATHURST — BOAT, CAN & OE STEAM LAUNCH BUILDER, TEWKKESBURY. Builder of ‘‘Atalanta,” ’88 and ’89, “and “Severn” ’87 and ’89. All kinds of Boats Built toe Order, Let on Hire, and For Sate. BRITISH CANOB CLUBS. ROYAL C.C.—T. G. F. Winser, See., 72, Mark Lane, Loudon MERSEY C,0.—C. Livingston, Mate, 20, Exchange-alle y, Liverpool. CLYDE C.C.—H. K. Bromhead, Sec., 245, St. Vincent-st., Glasgow. WEAR C.C.—T. 0. Todd, Sec., 7, Winifred-terrace, Sunderland, NITH C.C,—D,. Wilson,See., Laurieknowe-place,Maxwelltown,Dumftries HUMBER YAWL & C.C.—J. M, Hamilton. Junr., Captain, Holi. of Measurement-—-Tounage—Length (1.w.1) less breadth roultiplicd by the breadth and by the half-breadth, divided by 94. “1200” Rule of Measurement—Tonnage—tiin. to Ift., Length U.w.l.) multiplicd divided by 1200 by length, and the product by the breadth, “WATERY WANDERINGS,” _ A Practical Cance Cruise. Br ‘ Gd. & T/- per tin LL. Et. BOLDIN eS Price 2/6 Post-Free. LONDON: E. MARLBOROUGH HULL: T. GRASSAM “One of the brightest, breeziest, and mest entertaining records of holiday adventure we have ever reads book which is worthy to stand beside the volumes of that doyen of canoeing, the preat Rob Royhimeelf. . . Mr. William Black is the literary king of Western Scotland, but even the author of ‘A Princess of Thule,’ and ‘White Wings’ has written nothing of the same kind that. is more captivating than this record of ‘Watery Wanderings’.”–W chester Examiner bi Stepney, TYNE C©.C.—Rowland Dedd, Sec., Neville Hall, Newcastle, BRITISH CANOH ASSOCIATION.—P. Nisbet, Sec., 1, Water-Lane, Great Tower-street, City. (The B.C.A. is established for the promotion of cruises and mects: whereby canoeists of the United Kingdom, irrespective of clubs, may unite for the purpose of cruising and camping.) SUNDERLAND AMATEUR Amberley-street. ©. C.—J. G. Dawson, Secretary, 51, FREE CRUISERS €.C.—E. Robson, Secretary, 38, North Bridge-st., Monkwearmouth, Sunderland. THAMES CAMPING & BOATING ASSOCIATION. F. Hon. Sec., 26, Union-road, Clapham, 8.W. B. Fowler, THES CRUISERS.—A, McLeod, 15, Reed St., South Stockton. NORTHERN CC.—L. McPherson, Secretary, Whitehouse Buildings _ Neweastle. Corrections Solicited. % In permanently placing this List in the M.Y. & C., we do so with a view of facilitating communication between Canoemen, and we trust to be fully posted in new Clubs, and in correct details regarding the above List. Mr. Grassam, on receipt of a stamped directed wrapper will post # specimen copy of this Journal with order form.— Fd. THE 34 MODEL-YACHTSMAN EDITORIAL NOTES AND COMMENTS, Mr. Turk of R.C.C. headquarters has just been awarded the gold medal at the Brighton and Hove Exhibition, his build. ‘This has been earned by a canoe of i> I have just had a peep at some fifty miles of the Trent. It is rushing along bank high. But so pretty did the valley of this river strike me, that given longer days and one or two other little things that will be now minus, 1] think that a cruise in Winter would be by no means bad sport on its rapid surface. —o0O— The Avon is canoed on to a certain extent below Warwick and down to Tewkesbury ; but there is if possible a more interesting part of it a long way higher up, say, between Leamington and Rugby, and it may be canoed on for at least ten miles above the latter town. I think I have had a fairly wide experience of river work, and I have come to the conclusion that the smaller streams high up form the greatest variety and exhilaration not to mention novelty of experience. ‘There is a_pi- quancy about being the first to navigate certain waters, and to think as you j urney along that your boat is the only one that has ever been there. —~ O— The Royal Canoe Club, which for the past four or five years has discontinued their annual dinner in the Autumn, are booked for a speedy revival of the old custom, only in this case it is going to be in the Spring instead of the Autumn. It will take place on the 27th February, at the Criterion. —o— “‘Abaft the mast” is to be the order of the day for some of the sails during the coming season. I have had a good stiff season’s experience of a sail of that ilk, and I say emphatically I do not like it, and for these reasons: that it does not lend itself so well to a plastered wall kind of cleanness of sit as a lugsail, and when reefed necessitates a peak halyard, and in running reduces the stability of the boat a little. The objection to that little bit of foreside of sail which in a lug rides out forward, of the mast, and which is reputed to be a hindrance to speed by offering some slight resistance, is sound enough in theory, but Iam sceptical of its disadvantage in actual practice, J’ll vote lug sail. —-—— Iam sorry that some remarks made during the late issues of this paper have been taken to heart by some of my contributors, anent canvas canoes, notably words in which I said that a canvas canoe was not so creditable tc the owner as a wooden one. If a man cannot get a wooden canoe, or cannot afford one, I vote all round for his having a Canvas canoe. I have had many an enjoyable AND CANOEIST. day in one myself, and know tull well the facilities they afford from for rollocking around. Still canvas, or wood, or tin, or paper, but fave a canoe ! -—O—- The dictum laid down two years ago, and since referred to on more than one occasion, that communications for the ensuing issue of this journal should reach me on the rsth, seems to have been very much disregarded, and I regret having to return letters some over one page in length of this paper, which came six days after time. Do our readers also know that their addresses are required to accompany the M.S.? “not for publication but as a mark of, &c., &c,” vide the country newspaper. —_—o— It is stated that the R.C.C. Committee are going to recommend that the regatta for ’90 be held on the lake at Hendon. It ought to be a very pleasant one seeing that the whole of the races can be seen from start to finish, and it is to be hoped that country canoeists will take the opportunity of paying a visit to this, chief canoeing events andseehowitsdun. of the one of the British year, —_O— The “Daisie’—“Severn” competition is not likely to be consummated after all as “Skipjack” withdraws from his offer because the ‘“‘Daisie” has been sold and the forthcoming boat is to be a craft of entirely a different type. [Later.—A race is now definately fixed.—Ep.] ———O— I expect in our April number the plans and fittings for canoe tents will be given. I hope our readers who have anything original or a suggestion to make, or any drawing or plan, will send them. But let it be done to rather a small scale, because I am anxious to have as much matter as possible and as many illustrations as we can cram into a page. ——O—— fte-CANOEABLE WateERS.-—I once more solicit answers to following. River Erne (Ireland). State highest navigable part for ctnoe. Also, I want for next issue list of cruises men have taken in any waters, to help densed guide to be taken. me to compile a very con- waters on which a canoe may AMERICAN CANOE FLY, The accompanying plans of the canoe ‘Fiy,’ whose lines appeared in the Dec, number, show the interior arrangement and the leading fittings. The canoe is used for match sailing almost entireiy, and consequently the requirements of crusing have been little considered in the planning. The well is square at the after end and pointed forward, being 174in. wide inside. It is but little over 4ft. long, while the greater part is taken up hy the centerboard trunk, leaving THE MODEL-YACHTSMAN Kittle room to sit below, but as the sailing is done entirely from the deck, this is a small matter. “There are two bulkheads, one forward of the trunk and one immediately abaft the well, each having two circular openings or hand holes about 4in. diameter, closed with a flanged cover held in place by a screw, the flange being lined with rubber ; the whole arrangement being modeled on the ordinary hand hole plate of a steam boiler. The compartments are quite large, but are not used for stowage. The well contains only a plain flooring, there being no fect steering gear or fittings of any kind below deck. The deck furniture is also very simple ; at the stem is a small socket plate let into the deck, into which a ring about lin. diam. drops, being used for the painter, and in sailing for the snatch block that takes the halliard. The mast tubes project about 2in. above the deck, each being carried up through a deck plate. Two travelers are provided, for main and mizen sheets, the former made of two pieces of rod, about Yin. diam., as shown in the section, united by a length of tubing just large enough to slip over the wire. The ends are passed through the coaming and secured by wing nuts. The mizen traveler is one of Mr. Butler’s most ingenious inventions, a metal tube 6in. long pivoted so as to swing in any direction ina horizontal plane. The two parts of the mizen sheet are led through this tube, as shown, the result being that the mizen boom can be trimmed down flat without at the same time being hauled in ta the exact center line of the canoe, thus giving a very much more effective angle to the sail. The cance is constructed on the ribband-carvel method, and resembles very much that shown in Mr. Stewart’s two ‘Pearls.” The keel is of oak, tin. wide at rabbet amidships, with a keelson of white pine 3in. wide and iin. deep. The stem and stern are of steamed oak. The planking is of Spanish cedar 3/16in. thick, with but three strakes to the side, as shown in the section. The ribbands are each Yin. wide and gin. deep, slightly rounded on the back, The timbers are Min. wide and Yin. deep, spaced 6in. In building the ribbands are first run along the moulds, then the ribs are bent to shape and jogged into the ribbands, the reverse of the method described in ‘‘Canoe and Boat Building,” after which the frame is planked up. This makes a very strong and light canoe, with perfectly flush seams. The deadwood of stem and stern, as well as the keel, is very carefully rounded away, while every care is taken to preserve a fair sweep of the lines from the stemband to the after side ofthe sternpost. The stem is protected by a carefully-shaped casting of brass, making almost a knife edge to the stem. The metal fittings are of aluminium, specially made for the boat. The centerboards, of which several kinds are used, are ofsteel or brass, the latest one being made of two thicknesses of sheet brass, about 1/16in., riveted together along the edges. In the upper and after angle a small auxiliary board is fitted, filling the space between the keel and board when the latter is down. By this means the width ofthe main board is considerably reduced. The deck is of Spanish cedar, some of the Vesper canoes being decked with butternut. Itislaid on beams spaced gin., with 2!4in. crown. The coaming is 3gin. high amidships. AND CANOEIS?T row ; but if the two sides points on which they 35 would only agree to are at issue, “spoiling for a fight,” we should proper place. Without, arguments, have Is it too late for this however, the resorting to and seek out not be for the ever “‘Nautilus” in his ?. What says Nautilus ? Nautilus’s question of the resignation introductory of the B.C.A. Rear-Commodore has become public simply because it has been ventilated in the papers. It is being brought ont on a false issue at present, and it is time, in justice to this public, that the real facts were made known. I, too, Mr. Editor, do not want to hurt your feelings, and I lament, for many reasons, the occasion of all this correspondence, but I am sure that you do not wish part only of the case to appear, and, having been present at the beginning, I propose to give the facts. You and your opponent, ‘hen both private members of the Association, had a very serious difference in camp. You begen it. Your opponent said nothing, but he was I know greatly incensed. In this I sympathised with him. I think you made a great mistake. Your intentions, as always, were of the best, but that is all that can be said of it, in the opinion of all the men that were present. You “out your foot in it.” Well; your letter appeared in the Field, You laid yourself open to attack in one or two places. It was no surprise fo me, or to those present at the affair in camp, to see your opponents’ letter in the next number of the paper, to gather its contents. Your criticisms of the Mersey canoes was taken simply as a peg to hang reprisals on, and or the same remark explains the reference to the flags. You made it appear that you won every race, and graciously passed on the flags. You came in first, but do you think anyone would have entered if they had thought you were racing your Hendon canoe against our old tubs for the prize ? So you got hit back. And that is the short and the long of it. This disposes of Nautilus’ question. The resignation of the Rear-Commodore was accepted (Ist) because he said, “‘mediate or I resign,” and as the Mersey men refused to be a party to this mediation, that was impossible, and {2nd) because the Committee knew what I have just been telling, and, most properly, refused to be parties to a personal quarrel. You see you vead/y gave them no alternative; that is the misery of it! You put a pistol to their heads. Yours truly, R.C.C., B.C.A. THE EpitTor, Zhe Canoetst. “Nautilus” seems to have set himself the task of beating against a wind and tide that may yet prove too strong for him, and his last board appears to have been so poorly sailed that I fear he is behind the point he started from, Certainly his article in this month’s impress of your newsy canoeing paper is a long way behind his usual form. He asks with that ingenuousness for which he is renowned, if the B.C.A, is representative of British canoeing or only a private club? an answer to this may be given by some other pen, but I would like to point out that whether it is, or is not, does not alter the only answer it is possible to give to his query, viz; that the resignation of the Rear-Commodore of the B,C. A. was accepted because he declined to withdraw it in spite of the repeated requests of more than one member Tue Evitror, 7he Canoezst. for him todo so. prolonged canoe meet ; and, such being the case, it deserves difference was with one or more members of the B,C.A. who asked no assistance from the Committee in settling it, and they had no right as a body to interfere, and could not had they wished while both parties to the dispute were not agreed to their doing so. As to a split off of the “‘Mersey” men, I have only to say that I know officially that whatever the result of this teacup storm, it was always their intention to continue members of the B.C.A. As to this being “a question of ‘such public interest,” this is what school boys would call bunkum! Yours truly, R. M. RIcHARDSON, Dear $1R,–No good whatever will come of taking up the old controversy as to the representative or non-representative character of the British Canoe Association, “Nautilus” is waving the red rag. Everybody regrets his hostility to the Association, and everyone knows how, were he on its side, he could demolish and pulverise the very objections he has used, or, where they are valid, get round them. One thing he cannot deny. The B.C.A. is the only organization that has succeedec in getting together men from all parts of the country, in the holiday season, for a decently well of all canoeists. Good British pugnacity began the The Executive have no gzarre! either with ‘Severn’s” report in the /e/d, or with him. Vice-Commodore, B.C. A, His 36 THE MODEL-YACHTSMAN THe Epitor, The Canoeist. Sir, —‘‘Nautilus,” prompted by those feelings of interest in the B.C.A. which his writings have always evinced since the Association was just started, has asked in your last issue such a number of questions that one might well take a number or two of your journals to answer in. I do not wish, especially in your columns, to write anything that may Cause pain or annoyance and answer some of his questions, referring him to the shall therefore Book of Rules and Constitution of the B.C.A. for the information on the other points. Your resignation was accepted by the ‘ ommittee of the B.C.A., I presume, fur the reasons that animated me, (in proposing formally, as I did, that it be accepted with the proper expressions of regret) because your letter appeared so final and decisive that we had no option but to accept it. I certainly thought it was meant seriously. Why you wrote the letter of resignation, no doubt you can best advise “Nautilus.” I thought you resigned because the Committee in its official capacity would not take sides in a quarrel between yourself and other members of the association, arising out of your letters to Zhe Field and your own editorials, which have never been in any respect official or prompted by the Committee of the B.C.A. They are the expressions of an individual member, and being published, are liable to be criticised, and 1 fail to see how the Committee can be expected to take up any quarrels resulting from them. we might be called upon to settle the Otherwise differences that might arise between yourself and the Scotch and Irish members through your not approving the use of whisky. When “Nautilus” has de- nounced me or my boat in Zhe Field, I have CANOEIST ‘Nautilus’ was never ready. made for Greenhithe. ‘Finally a fixture was Powell wrote to say he thought it ought to be put off till there was a larger field of competitors. I replied, the matter really lay between us two, and I was spoiling for a match and challenged his right to hold the Cup. The day before the race he wired to me and to the officer in charge of the match that he should not turn up. _[ wired to both that I should claim my right to sail over if he did not turn up. Montague Meyer was officer of the day and ordered me to sail from Greenhithe to Erith, which I did. The Committee refused to award me the Cup because the course (ordered by their officer) was less than So that year there was no race. In 1878 I won it at Hendon: and ever since then there has been an annual contest. ‘The Cup was ten miles, bought just after I won it in 1878, and I think Groves, Graham (or Klein) and I were the Sub- Committee appointed to select it. Yours truly, E. B. TREDWEN. THe Epiror, Oaklands, Keighley, Yorks. The Canoetst. Dear Sir, — Would vou kindly answer me through your valuable magazine, how the rudder is fitted on a Canadian canoe. The canoes that I have seen have all had bow and stern rounded or V shaped, and I do not see how a rudder could be fixed there, perhaps there is another way of steering them (for sailing) if so, your answer would oblige. Also, are they stiff under canvas, and what are the usual sizes and where are they to be got at. [There are two Faithfully yours, B. B. ways of fixing rudder to a always endeavoured to give him a ‘ Roland for his Canadian. me and asked the Committee of the R.C.C. to accept his resignation because I declined to climb down also. When he does I shall go to him and say “You propose and I will second ‘ Severn,’ to piece continued on to plumb line top of stern-post, and rudder fittings carried from it to the top. Another is to have rudder curved round the shape of and to fit the receding stern-post, the bottom, or forward end of rudder to be well rounded back. I raced against one so fitted the whole of last ‘Oliver,’ but he has not thereupon apologized to a AND take your place as Mate of the R.C.C.”, and he will ask me to propose him as a Member of the B.C.A., and there will be peace. E. R.C.C. B, TREDWEN, CHALLENGE CUP. THE EDITOR, 7he Canoeist. S1k,— The Sailing Challenge Cup was subscribed for by members of the club. With reference to the races for it, on the stand there is one blank— the second year of its existerice. The first race was in 1876 before the Cup had been actually purchased. This was from Cowes, around the West Gurnet Buoy, the Brambles Buoy, and back to Cowes. ‘Nautilus’ won. I upset at the West Gurnet Buoy when holding a long lead. In 1877 several appointments were made for the race, but First, by having a stout metal keel- summer, As to the pace of Canadians, their pace is pretty fast. Of course thev will not sail without a drop-keel, a rudder and centreboard; at least they will “run,” but they will do little else. Their stability is not remarkable, as you have probably found out by this time.—Ep.| LANTERN CLUB. An effort is now being made to amalgamate in a club those interested in the use of the optical lantern. Send names to either Hon. Slingsby Bethell, Chelsea Lodge, S.W., or T. H. Holding, 7, Maddox Street, W. IMPORTANT.—Several letters re B.C.A. dispute are held over until next issue. THE CANVAS CANOES. THE EDITOR, 7he Canoeitst. S1R,~-I lately have requests canoes. much noticed for in MODEL-YACHTSMAN ° about building times canvas Two years ago I built one of these boats and was in doing so by a letter which I received assisted from Mr. Scott, (Jacavé). At the time he kindly said that I might send the letter to your paper and accordingly I now enclose it with the hope that ffleron, the canoe I built, centre-plate of 4olbs. it was My own may assist 12ft. others, x 3ft., opinion The and had a is that a lighter boat than che was (1oolbs. stripped) might have been made of wood, butI ain quite prepared to endorse Mr, Scott’s remarks about the toughness of canvas canoes, as after a very rough railway journey (at Easter 1888) from Hornsea to Nottingham, she had not even a scratch on her. One width of canvas 22in. just went round from keelson to gunwale, and as the boat had consiaerable rocker, I had not to put in the triangular piece Mr. Scott mentions at the forefoot or heel. I used boiled oil with a litte Prussian blue in it for a first coat, but it did not dry well and I think it would have been better if I had stuck to Mr. Scott’s directions, ur used yellow dressing, which a neighbour found to answer well in a canoe which he built off my moulds. I saw the Heron last summer at the B.C.A, meet, on Windermere, and she appeared to be as gond as the day she was launched, after 244 years’ use. {n the January number, sir, I see you ask for information as to the Zuyder Zee, Roughly speaking it is a circular sheet of water, of some 30 miles diameter. The greatest depth of the southern portion is about raft. and the average depth will be about roft. The islands are Urk, Schokland, and Marken. The first and last named were visited by the Humber Yawl Club in 1888. We were fortunate in not gaining an experience of it in rough weather, but were given to understand that on occasion it could make itself very objectionable. We went into harbours Urk, Marken, Hoorn, Edam, and slept on board our boats, never camping out. I should say that Holland is as good a place as the Norfolk Broads for a man witha shore tent, but much prefer, in common with the rest of our’ H.Y.C., men, a comfortable bed aboard my boat. Last summer I cruised from Rotterdam to Dordrecht, Gouda, Haarlem, Zaandam, Purmerend, Edam, &c., to Amsterdam, spending a very pleasant ten days in the A7¢he/, in company with Doris, Seagull, and Viking, The last named (Viking) went on to Enkhuizen and across the Zee to Stavoren and through Friesland, finishing up at Harlingen. The Friesland Meres are a grand sailing ground and ‘lick the Broads into a cocked hat,” I hope to see you there yet, sir! Yours truly, Geo. F. Hotmes, H.Y.C. NOTES ON CANVAS CANOES. By L. A. Scorr (Jacaré). Having built several boats of this easily made and useful type, viz., a folding canoe, to carry under the arm, a Canadian open canoe, a cruising canoe, by and a canoe yawl (with centre-plate) r6ft. 4ft., a few hints as to management covering may be useful to amateur builders. of the A well-built canvas cance I have found even more useful than one of wood, as it will stand more rough usage and bear rail or road carriage better, being fough and elastic. CANOEIST 37 should your columns several information AND A collision that would smash in the side of an ordinary canoe has little effect on one built of canvas, until she is old and the canvas rots. One I have is in her eighth year and is still fairly good. A canvas canoe be kept dry, and lockers open for ventilation when not in use. The canvas used for covering is the best (close woven) navy sail-canvas No. 4, which is strong and tough, not easily perforated by snags, sharp stones, &c. It must be put on when perfectly dry, and better in the sun, or in a dry, warmed workshop. As to the shape and size of boat, every one will decide that to his own fancy, but one point should be noted, that the form should have no hollow lines, not even toward bow sections, as the canvas will not /ze wp to a hollow, unless it is actually stuck down with marine glue and tacked in place. There is, besides, no practical advantage in hollow bow sections, but rather the reverse, and I prefer a full section, which makes the boat more buoyant and drier in a “lop.” T always build my canoes with water-tight (and _ air-tight) bulkheads, with locker lids on deck, closing on a strip of rubber, so as to be perfectly secure, the masts being stepped in a tube (Fig. 1) of zinc or brass, also water-tight, passing through deck, and of course through the lockers or air-tight compartments. [I used square wooden mast trunks. —G, }. H.] Centre-plate case, whether of wood or metal (zinc) should pass right through deck, arranged so as to lift plate out. As to shape of canoe, I prefer “initial stability,” viz., a broad, flat floor, in fact, perfectly flat at the mid section, with full round bilge. (See fig. 2). I build with a keelson or inner keel piece, with a full strake on each side, viz., a board of Yin, thick, pine or red deal, gin. or sin. wide, made to fit against keelson, screwed with brass screws to floor timbers. (Fig. 3). I use a good number of thin laths—ittle over véin. thick by 17/in. wide for strakes, so as to keep form full and round, without the objectionable appearance which is caused by a half-dozen only on the side. The gunwale strake should be stout, full 34in. thick by 11%4in. [I used 6 or 7 American elm stringers about 54in. by Yin, this prevents the ribs from showing outside and looks like a ribband-carvel built boat.—G. F, H.] Bow, of oak, rebated to bury the end of canvas flush; canvas secured in the rebate with copper tacks and bedded on white lead. (Fig. 4). Laths all secured to bow and stem with brags screws, lath ends being cut taper from iuside, Bow and stem pieces, of oak, must be extra wide, say 6in. at least, to give space to secure laths on and for the veda/e to fix canvas in flush. (Fig. 5) Cut canvas Jong so as to double back at least tin. and fill the rabate before tacking on tight. Using two temporary permanent ones must bulkheads, two be used also or more amidships, which when taken out, will be replaced by ribs. 38 THE MODEL-YACHTSMAN AND CANOEIST. The ribs used are a/ bent American elm, and sprung into position ; every one where it crosses a Sstrake having a copper tack put through from a very raw junction. ends of ribs next keelson are secured by rivets or and tight without wrinkles or folds. On broad boats such as 16ft. by 4%4ft. a wrinkle or fold outside and clenched inside the rib. (Fig. 6). Bent ash ribs will do quite as well (1 in. by 3/16 in. heavy enough) put 6in. to 8in, apart. The screws to the garboard strakes (wide strakes) previously named, and the flat top floor timbers (to carry the floor boards) are fitted over the keelson and rib and screwed or rivetted to both, thus making a strong connection between keelson and framework. (Fig. 7). The side strakes are either let in flush to the edge of the bulkhead boards, or if laid on them and screwed on, then the space between each strake must be filled with a short piece tacked on, otherwise, when canvas cover is on, the lockers would not be water-tight and consequently useless. (See fig. 8). [I found the fitting of the bulkheads rather an unsatisfactory job, and prefer a small air-case of metal or canvas over wood frame.—G. F. H. It must be built regularly from both sides, in putting on laths; otherwise the bow and stern will not be perpendicular, in other words, the canoe will be twisted. When the framework is complete, (including deck beams), turn the canoe bottom up and cut off an ample length of canvas to cover full length, measuring round by the gunwale, not along keel, then, the canvas being perfectly dry, commence tacking selvedge amidships along keelson (allowing sp -ce for centreplate to pass) with copper tacks, one inch apart at most. A paint of thick red and white lead may be smeared along keelson before tacking canvas on. When about % of the mid length of canoe has canvas tacked along moderately tight, zot strained, hang some weights on the lower selvedge of the canv.s on that side, and proceed similarly with a length of canvas tacked on opposite side of keelson. The weights put on gradually strain the canvas across the width to the shape and form of boat, Continue tacking the canvas from middle towards each end, straining it cross-ways to fit and tacking down to the gunwale sede (not top). Do not cut any excess canvas off as yet. In getting towards bow and stern the straight selvedge of canvas will tend to run down (canoe being of course bottom up at the time) thus leaving a segment uncovered ; this segment must be covered with another piece of canvas laid wader the main covering piece with a pretty wide joint, say qin. or sin. like dotted line in sketch, (Fig. 9.) tacking it on to keelson and bow and to any of the strakes available. The main piece of canvas will then cover the smaller piece and it also can be tacked down to any strake or ribs underneath. ‘The two pieces of canvas need not be stitched together, as the dressing and paint makes a water-tight joint; marine glue may be used between them if preferred. Do not cut the selvedge edge of the upper canvas, as it makes By judiciously straining the canvas on, by using weights on edge (hooked on with a wire hook), it can be got on quite smooth comes in at the quarters, near and at the gunwale, in this case the canvas is zof to be cut or notched out, but folded back on itself, with the fold away from the bow, so as to give nv obstruction if it The fold must be hammered reaches water line. fiat and neatly tacked down, clenching tacks that pass through laths. A useful tool for straining on the canvas is carpenters’ pincers, pincers better still. [I used or shoemakers’ artists’ canvas strainers costing about 2/-.—G. F. H.] The canvas at jammed into the bow and stern is folded and rebate, tacking down as you go on. Rebate may be painted first with white lead. Ifthe width of canvas does not cover the whole side of boat (as it will not with 3ft. beam), the selvedge edge must be tacked or rather rivetted to the nearest laths, and finally, when other parts of the canvas work is finished a covering strip of canvas must be put on the mid portion of boat from gunwale downwards and covering the main piece of canvas by 114 or 2 inches. The dressing and painting make a sound joint and there is no need to stick one piece to the other, only the covering piece should be selvedge edge at bottom and tacked to laths as often as possible along the lower edge, in fact, it must be so managed as to run along over one of the laths, When the seam is rubbed down and painted the joint is scarcely to be noticed. The keel is a separate piece of wood put on over the mid joints of canvas on the keelson and firmly screwed down with érass screws, using a thick smear of red and white lead on the keelson before fixing. Of course your keel may be any depth, but with centre-plate, a rin. deep keel, banded with hoop iron will suffice; it must be wide enough to be slotted for centre-plate. I always notch it into the stem and stern pieces and carry a brass band down stem and along keel for a foot beyond the joint, remainder in iron. To protect the canvas at the bilge I use oak bilge pieces screwed on from outside through canvas and lath into ribs; they need not exceed 34in. by ¥in. in middle and taper at ends. (Fig. 10), The last operation in securing the canvas is it down to strain it over the gunwale and nail with copper tacks either on top edge or on inside gunwale, I prefer top edge, which is covered with the deck afterwards, and a light lath or beading (ot mahogany by preference) screwed on the edge. The fore and aft deck may be (with a light frame) covered with canvas also, but I prefer THE wood. MODEL-YACHTSMAN The coamings and side decks should of course be wood, secured on knees strong enough to lift the canoe by. of oak, and Before deck is put on, the boat can have its first one or two coats of dressing or paint, but the first thing to attend to is to see that the canvas beds down fairly on the dead wood of bow and stern inside, and to fill up any hollow there, or weak points, with a cement of equal parts guttapercha and common pitch melted togethe r and run in out ofa ladle; common pitch alone will do but is apt to melt out when bottom up on a hot day. For dressing, first coat, I canoe is turned use a paint mixed very thin with oxide of iron (chocolate paint) but any color will do, and this in preference to boiled oil alone; the thin paint being mixed with boiled oil only, no turpentine, and being thin the oil saturates the canvas and at same time the pores are filled on outside at least and canvas is stiffene d thereby. This painting may be done on both outside and inside if desired. This first dressing must be allowed to dry thoroughly, then go over the whole exterior with a pair of sharp scissors, and cut off close any loose fluff or hanging threads on the face of canvas, do not cut down any knotty place, but hammer it flat and rub the whole skin smooth witha piece of hard wood or smvoth stone. ‘The exterior should then have a full coat of paint (any color) and again be aliowed to dry thorough ly ; also rubbed down smooth if considered necessa ry with a smooth stone or block of oak. I finish my boats with two other coats of paint, arranged so that the last is a graining coat, namely, a full coat of “ yellow ochre” paint in boiled oil, left to dry; then a thin coat of “burnt umber,” grained or combed with proper painters ’ steel graining tools of two sizes of teeth, as these run one into and over the other on the surface of the graining coat, giving a very fair imitation of oak, without going to the trouble of veining and shewing knots as a painter would on a panel, This has a much better appearance than a plain color, and it can be lighter or darker as desired, and made to match the oak bow and stern pieces. I lay the decks with deal Yin. thick, and mahogany or oak coamings, the deal deck may be stained to color of cedar or mahogany and varnished. I varnish the whole of the boat out. side over the paint with best oak varnish , and when it gets dull by use in sun and rain give it another coat. A canvas boat if damaged, is very easily mended , even on a cruise, should the canoe get perfora ted by any means, and this seldom happens till they are old. When painting the boat, paint at the same time some spare pieces of canvas with same coats of paint (without any varnishing) and keep for repairs. | AND CANOEIST. 39 Supposing a snag or nail perforates the skin of boat, (See fig. 11) cut off a piece of the painted canvas as per dotted line, sft the hole larger, as shown, so as to easily get the small piece of new canvas underneath, and possible; then take pushed a in lump as smooth of cement gutta percha, half pitch) and a piece as (half of flat thin bar iron, made hot (#of red hot) but hot enough to melt the cement when held to it; hold up the flaps where slits were cut and melt some of the cement in drops all over the lower piece, pass the flat iron over them to smooth, lay down. the flap and keep a warm iron on the surface till the new and old pieces of canvas are stuck togeth er; let it cool under slight pressure, and when cold fill up any hollow where actual hole was with cement, smoothed off with the hot iron. may be done hour, and even with the damaged a large place stronger than the rest of skin. more All this hole in half an will be actually As this cement is black the place can be painted over to match the color of rest of skin. For SALe.—* ATLANTA, 1889.”—First-class sailing CANOE, built by Bathurst, Tewkesbury. Length 16ft., beam 30 inches. ribband carvel of white pine, oak timbers, and stern-posts, steel centre-board and drop-plate rudder, gunmetal fittings. Three mainsails and two mizens, The boat is in first-class condition and very fast. Price ster £25 complete, £21 without Kingston-on-Thames. sails. Lying at Turk’s, Apply—Richd. de Q. Quincey, 76, Regents Park, N.W. Avenue Road, MIDDLETON’S YACHT BOOKS! “CHOICE WINNING PROPORTIONS FOR RACING YACHTS,” Contains 67 Examples of thorough-bred Aristocrat Yachts ! Mr. Munn says ‘‘ The long narrow type are best adapted for Model Yachts.” Yronne and Doris are Aristocrats ! Middleton’s Yachts are all Aristocrats ! “CRUISE OF THE KATE,” 6/8: “CUBIC “SAIL YACHT contains 16 splendid flyers ! TONS,” 2/6. MEASUREMENT,” 3/6, Direct from Lieut. MippLETon, Broadstairs, Kent. Messrs. Wyman have ceased to publish. Geehanuge & Bale Colamn. The charge for inserting advertisements in this column is 4d. for twenty wor.ls, and 1d. for every additional five words or portion thereof. Name and address when published are eouted in and charged for, and if a number at this office be given instead, id. extra for each advertisement is charged. Jad. or 1d, stamps may be sent in payment. Advertisements must be written on one side of the paper only. For SaLzt.—Fine 10-ton MODEL sets spars and sails all complete. YACHT, with 3 Winner of several prizes, Price 30/- cheap. —T. Stoker, 3, Sarah Street, Gateshead. For SALE. neatly rigged, sail-cloth. — A 30-ton MODEL YACHT (1730 rule), all brass Price 7o/-.. Road, Chatham. fittings, Apply—D. cowdie Bartlett, spars, 74, striped Thorold 40 THE MODEL-YACHTSMAN TO BE SOLD, very cheap. 3 RACING STEAMBOAT MODELS, prize winners. Two of them highly finished and one unfinished. One fires with coal, two with spirits. Good boilers and engines, The above are fast boats. Selling because there are no others in the club. For particulars apply to A. W. Kiddie, 36, Virginia Street, Southport. FOR SALE, on account of too small a pond. a very fast 30 ton MODEL YACHT, winner of several prizes, and beautifully rigged. A rare opportunity, price £2 10s, —J. Beattie, Cluurch Road, Harrington, Cumberland. For SALE, ~ A ro-ton MODEL CUTTER. Newly painted, Owner going abroad. What offers?-O. T., this office. =) 5 on ow a= 2 Oo Sf 0 CANOEIST. Notice of Removal. TAYLOR BROTHERS Have transferred their business to H{ITCHEN ple BS = E < ie Pe ee i te] WS : MODEL STEAM-ENGINES, WORKMANSHIP. MODEL YACHTS s° STEAMBOATS (Ship Buiiders and the Trade supplied.) Blocks & Deadeyes..6d. doz. PRICE MODELS MADE TO Lists Free. SCALE FREE. SAIL CLOTH: No. 1...... Stripes 34” apart...... 63¢d. B yard...) Both as pei, et ER eed 84d. ,, wh 36" wide Postage enter, Cash with order. HITCHEN & SQUIRE, Flag & Banner Makers, Bazaar & Fancy Fair Fitters Public Decorators and Illuminators. Liverpool] Exhibition, 1886. GOLD MEDAL. Ay Bo at and Canoe Builder, KINGSTON-ON-THAMES.: E, Head-Quarters of the Royal Canoe Club. Builder of the ‘‘ Nautilus” and “ Pear!” Sailing Canoes. Cruising Canoes Built, Rigged, and Finished Complete with all the latest improvements. A Large Stock of New and Second-hand ones for sale. MEDALS FROM ALL THE LATEST EXHIBITIONS, SOLE AGENT FOR THE “RADIX” PATENT FOLDING GENTREBOARD. Prize Winners. SPECIAL Established 1848. FAST DESIGNS. RACER S(Guaranteed) to any system of measurement. SEND 3¢. FOR ILLUSTRATED CATALOGUE, 100 ENGRAVINGS, - 30 % Cheaper than any House in London. SPORT IN AMERICA. Angling, Shooting, Yachting, Canoeing Natural History, The Kennel, Travel. H. SPARS AND THOMAS & Co., SAILS. Address to 162, High Street, BULL. “FOREST AND STREAM,” weekly journal containing sketches of sport in America—angling for A salmon in Canada, trout in the Alleshanies, black bass in the Middie States, and tarpo nin the South; accounts of shootingelk, buffalo, deer, antelope, big-horn, bear, and other big game; wild turkey, grouse, quail and “prairie chickens.” Its pages are full of interest for all who enjoy well-written papers on travel and sport; and the descriptions of sport- ing localities and newly-opened countries are of special value to those contemplating a visit to America for pleasure or for a permanent home. The “ Forest and Stream ” also gives much attention to practical Natural History, Yachting and Canoeing. TERMS: £1 per annum. For sale by Davies & Co.. 1. Finch Lane, Cornhill, London, who wil] FOREST AND STREAM PUBLISHING 30. Park-row. New York U.S.A, CO. , oR. J . TU R / Lh STEVENS MODEL DOGKYARD, 22, ALDGATE, LONDON. Double Ball Stanchions..1s. 64. doz. LIsTs Silk Hnsigns, Racing and Club Flags, from 24d to 1s, each, Blocks, Deadeyes, Wheels, Skylights, Flags, Stanchions, Companions, &c. Fittings for Model Ships. SQUIRE, FITTINGS OF EVERY DESCRIPTION FOR MODEL YAGHTS. Cylinders, Pumps, Guages, Safety Valves, and all the Separate Parts. FIRST-CLASS & 36, South Castle Street, LIVERPOOL. STRIPED Lae o as) AND erbreitetate Sportzeitung Deutschlands. Wochentlich eing Nummer, =| reich flustrirt. Probe- nummern gratia vom ,, Wassersport”, Berlin 8W. a =