The Model Yachtsman and Canoeist: Volume 7, Issue 3 – March 1890

A Monthly Journal of Model Yacht Construction, Fittin g and sailing; Canoeing News, Doings of the Clubs; Yachting Items; Correspondence; Sale and Exchange; &e Vol. VIL—No, 3. MARCH, All Communications (except Canoeing) must be addressed 1890. | Gditorial ‘THE Epitor of The AModel- Yachtsman, 161 & 162, High Street, Hull.” boats under that size to be handicappe d according to scale in Model-Vachtsman ot May, 1888, and a 20-ton class 1730 rule. “THE Epitor of Zhe Canoeist, 46, Chesilton Rd., Munster Park, London, S.W.” THE MODEL-YACHTSMAN & CANOEIST PHELPS’ is published on the 1st of each month, and can be had of any bookseller, or will be sent on applicati on to the Publishers, on the following terms :— Having carefully Jad. or Id. stamps may be sent in payment . N.B.—In sending for single copies, 314d. in stamps must | | THOMAS GRAssAM, I61 & 162, High Street. ; E. MarRLBorouGu & Co > 51, Old Bailey, in To Foreign Subseribers !—all subscrip tions must be sent by Post Office Orders, payable to Tuos, 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 examined the designs for Feb. ist, 1890. Dixon Kemp. Remarxs on THE Destens :— Grisette, 15 Rater, 40 x 9-4 x 8-7. This is a taking looking desig n so far as the DVERTISEMENTS should reach this office not Jater than the 21st of the month, to secure insertion the following issue. Rates on application, : FOR model yachts submitted to me by Mr. W. E. CG. Phelps, I have awarded the first prize to the Vera and the second prize to the 7 Cry Coke. or America…… paid in advance…… 3/6 per annum LONDON: PRIZE COMPETITION MODEL YACHT DESIGN. | Post-free to any part of the United Kingdom , Europe HULL: Motes. Tue Waterford club has adopted two classes, 4ft. 6in. length class, which takes all CANOEING Communications must be addresse d be enclosed to cover postage. Price 3d., Post-free 3¥4,d. “The Model-Vachisman” will not for the future be accepted. sheer-plan and half breadth-plan are concerned, but the section. body-plan shews a smail weak midThe displacement is put at 27-5lb, approximate (or 21-2 tons) but on examination the displacement was found to be only 21-9lb (or 16-8 tons.) This weight was considered too sinall for a 15-rater with a beam of 9-4ft. only to carry a sail spread of 2950 the drawing is excellent. sq.ft. Otherwise 42 THE MODEL-YACHTSMAN Cyclone 40 x 10 x 9. This is a most elaborately worked out design on the cycloidal system, The displacement is however rather large for a 15-rater 33-5lb (or 25°8 tons) the after-body as well as the fore-body shew excessive fulness and the bilge would be better for a considerable easing. The drawing is well executed. Mermaid 15-Rater, 89°75 x 10:2 x 9. It was stated that this design was made to suit special conditions of rough water or short steep seas. The weight is 37:’8lb. (29-2 tons.) The design shews great fulness in the fore-body and a model built from it could not successfully compete against lighter boats with yacht like lines in ordinary weather. The drawing is well executed by an accomplished draughtsman. Nemo 16-Rater, 40°2 x 10 x 6°7. This is a very stylish drawing, quite repre- sentative of the modern school of yacht designing. It would however be unfit for model sailing on account of its want of gripe and draught in general. The displacement is 21-51b. (16°5-tons) with 10-ton lead keel. This weight would probably be insufficient for a sail area of 2250 sq. ft. As a yacht she would be short fora 15-rater, also of too little weight and it is searcely possible that the hull and equipment could be kept down to 6:5 tons so as to allow of a 10-ton lead keel as stated on the drawing. Of course the conditions required that the length should only be 40” and the designer is not responsible for any short coming in this respect. The same design is marked fora 10 rater floating to a +” or 3” lighter load line and Hin. or 6″ less length or 89:75. The displacement is then 19-3 lb. or 14°8 tons. This isabout the displacement of a 36’ 10 rater but no 10 rater has 9 tons of lead with such a displacement. The sail area would be 1520 sq. ft. The draught is considerably less than most of the successtul 10 raters have. This design has been treated more from the real yacht point of view as the shape of the longitudinal section would not allow a model built from it to compete with success against models which have all the necessary requirements for successful competition. As before said the design shews very great style, and the execution of the drawing is without doubt the work of a very capable draughtsman. 165 Rater, Suaviter in modo fortiter in re. 40 x12°2 x9. 30°76 lb. (23-7 tons.) This design has a good style of body-plan but is too full forward ; and with so much beam the weight might well be reduced to 28lb. It is a well executed drawing. tf Cry Coke 15 Rater, 40x 12-1 x 9. The weight of this model is 30-93]b. (23-9 tons) The body-plan in general resembles that of AND CANOEIST Suaviter, &¢., but the fore-body is not. quite so full. Still the fulness is excessive and the forebody would have been improved if the greatest breadth of beam had been placed further aft and generally (even to carry 2250 sq.ft. sail spread) the displacement might have been reduced to 28lbs. or 21:5 tons. On the whole however this design would probably make asatisfactory model yacht. It appears to be work of an experienced draughtsman with a practical knowledge of the qualities which make a satisfactory model, ‘The drawing is well executed and finished in good style. (The second prize is awarded to this design.) | Vera 15 Rater, 40 x 10x 9. This is an exceedingly well worked out design of good proportions, a yacht like entrance and form of cross section, with however an unnecessary deep hard bilge. Half an inch more beam and an easier bilge would have improved the design. The displacement is 80°7dlb. (or 23-7 tons.) This is perhaps unnecessarily large for even 10” beam considering the depth of bilge, but as it is disposed of in a well moulded form (calculated on the wave form principle) very much fault cannot be found with the displacement. ‘The drawing is not executed in quite the finished style, of that so noticeable in emo and I Cry Coke, but on the whole it conveys the best idea of form and is awarded the firsé prize. Blue Star 10-tons, (1730 rule) 40 x 7-6 x 9-2, Unnecessarily full in fore-body and too much evipe and sheer. White Wings 10-tons, 40 x 7-7 x 8. Appears to be too full forward and the design would require some fairing. Vict’s Honos 15-tons, (1730 rule) 40 x 10-7 x il. This design shows great fulness, the displacement being 40-1lb. (or 31 tons) could only successiully compete with boats of a similar model. Is nearly 16 tons by £730 rule. Ne fac Nist Bene Factas 10-tons. This design shews excessive fulness in the entrance and is not very fair. Esperance 40 x 8 x 8 (equal to 10-7 tons by the 1730 rule.) Although this is a very rough drawing requiring a great amount of fairing, it shews a very good notion of a long narrow craft such as the old tonnage rule produced. On the whole the designs for the rating rule by length of water-line and sail area, shew the greatest excellence ; indeed both in conception and in the working out of the designs, they are far ahead of any of these submitted under the old tonnage rule. The drawings are also better executed in the rating designs which seems to indicate that the best designers of model yachts, . THE MODEL-YACHTSMAN give their attention to rating craft only. The designs of three or four of the boats including the winners and the cycloidal show great theoretical knowledge, and prove that the science of naval architecture is no longer the abstruse subject it once was. Dixon Kemp. AND Letters must bear the name and address of the writers, {not necessarily for pubiication). Anonymous letters and enquiries will not be acknowledged, All communications to be addressed to THE Eprror. terms, they may yet compete L. & S. A. FM. 1730 RULE. Sir,—I regret very much to see from the correspondence in your February 4%, VY. & C., that ‘*The Man at the Wheel” and others have raiher misunderstood the purport of my letter in your January number. My object in writing as I did, was to advocate the best style of model under the 1730 rule, and this from experience in our club, we have found to be that the longest boats are best, and therefore [ feel warranted in advising your readers not zo depend too much on beam alone; this of course referred only to the 1730 rule. It is not a question as to whether the L, & S. A. or 1730 rule is best, because the two types of boat are so different that it is almost impossible to sail them ayainst one another on fair terms. *‘ The Man at the Wheel” is well known to be, not only a great admirer of, but also a great authority on the L. & S. A. rule, so it is but natural that he should advise it in preference to the 1730, but he should at least allow others to decide for themselves as to which they think best. I have not a word to say against the L. & S. A. rule for large yachts, as there is no doubt it gives a great deal more comfort on board than it is possible to get under the 1730, but as it is not necessary to study comfort in a model, I repeat that those who want a fast weatherly boat on the 1730 rule must not depend too much on beam aione, because past experience yachts but also wings are what ward in a good proves beyond a in models, that gives the fastest breeze, and this doubt, not only in large dength, depth, lead, and boat, especially to windI have always understood to be the great desideratum in a racing yacht. This is what we aim at in our glub, and as we have found that the models worked out to these ideas, have proved the fastest, I have nu hesitation in recommending them to all clubs that sail under the 1730 rule. To those who prefer the L. & S. A. I would say, by all means work on the lines advised by ‘The Man at the Wheel,” as they are no doubt the best that can be got under that rule. I note his remark S.M.Y.C, as to a challenge to race their r§-ton from a member L. & S. A. of the against our 10-tonners, but as the conditions he imposed, viz., £5 each boat, were such that our members would not accept; nothing is likely to come of it, but I may remind him that the Serpentine club had such a match on the 13th October, 1888, when the lo-ton 1730 beat the r5-ton L. & S. A, easily, the scores Leing— TG) ROSCOE cenemerermvmuecmneat 13 points, Norah, [0-tons ..sccccecsesessees Neptune, 15-tOnS cesceeeresreees | 4 oer 55 Another 15, ‘ Wild Rose,’ also competed, but she was beaten in the Ist heat, the report of the match concluded in these words—‘‘ This proves that beam with the with pro- pelling power taxed will not make a faster, nor even such a handsome model as the tonnage Y.R.A. gives us.” This corruborates my views, and it is well known that many members of the Serpentine club are fully qualified to find them. some of our members willing to to the comparative merits of As ‘Decima’ and ‘ Doris,’ the owner of the former is of course quite entitled to think that his yacht is the best, but I know that the owner and captain of ‘ Doris,’ are equally satished that she is the best on a wind. The words. “ That the harder it blew, the better ‘Doris’ liked it;” are not but are those of the Captain of * Doris,’ and he should know what his craft can do. As ro the race of 18th August, I am quite satisfied that ‘Doris’ had the best of it all through, and as to that of soth August, referred to by “The Man at the Wheel,” Zhe Fie/d of the 8th inst, says that it was perhaps the best trial that class had all the season, they say *¥vonne’ THE Epiror, dfodel- Vachisman. AS form a reliable opinion on the subject, and I may say further, that if the L.M.Y.C. give us a chance on reasonable mine, Currespowdence, CANOEIST. that in the ten miles thrash to windward beat ‘Doris’ 34 minutes; *Decima’ beat ‘Doris’ 1 minute; while ‘Dis’ gained on ‘ Doris’ 2 minutes, so that the latter appeared to be better than either ‘Decima’ or ‘ Doris’ on a wind. Now I need hardly point out that there must have been something wrong to give that result, as *‘ Dis’ never beat them at any other time, and so far as ‘ Doris’ is concesned she cannot have sailed in her true form on that day, in proof of this I quote particulars of the five matches ‘Doris’ and sailed in Ireland. t2th July, when Doris won by ES oo >» Doris me 17th ,, » Yvenne re iSth Igth ‘Yvonne’ These were as follows— ,, ,, ~ ae Doris Doris Min. Sec. te mo) 1 20 Oo 23 oan | oO I2 Bee This clearly proves that they are not evenly matched, so that probably owing to something being wrong with ‘Doris’ on the 16th August, she did not do so well as usual, because when ‘Doris’ and ‘Yvonne’ are found to be about equal, and when ‘Yvonne’ beats ‘Decima,’ while both beat ‘ Doris,’ it, I think, shews clearly that the latter was not in her best form; however, be this as it may, I have no doubt that if ‘Decima’ will go round to Scotland next season, she may find that there is something in being familiar with the water they sail in, which may account for ‘Doris’ not being so successful in the south as she was further north. ‘Doris’ being an old §-tonner As to ‘‘ The Man at the Wheel ” Says she is not, now on this point I may just say that if he takes the trouble to calculate her measurement, he will find that (even since she was padded out a little) she is still under 5-tons 1730, her measurements being 33°8 x 5°7=4750 tons, while ‘ Decima’ is 35°67 720 X 10’2= 127555 tons. The difference is so striking that I cannot help repeating how absurd it is that such yachts should sail together on nearly equal terms, and to make my meaning still clearer, I would ask——if both sailed under the 1730 rule—what chance would ‘Decima’ allow so much time. I that all those who want should go in for length, have when she would have to will therefore conclude by saying a fast model under the 1730 rule, depth, lead, and wings, Yours faithfully, Jas. Munn, will see by Zhe Meld of the 8th P.S. ~** Quercus” inst., that ‘Doris’ is ‘Yvonne.’ lighter SAIL AREA FV. than either ‘Decima’ or 1730 RATING. THE Epiror, Model- Yachtsman. 51k,—Your correspondents on this question have raised several very interesting points. Mr. Arabin certainly refutes Mr, Munn’s theory, that the present rule fosters a small hull with large sail-plan ; but he does not notice the true present tendency, to under canvas a large hull. Your American 44 THE MODEL-YACHTSMAN contemporary Forest & Stream, in a recent issue gives am article on ‘ Decima,’ with her sail-plan; in this article it speaks of ‘Decima’ as under canvassed for getting up a maximum speed. ‘Doris’ on the other hand is fully canvassed up, and thus in a light “ full sail” breeze she has an advantage. But when it comes to a ** blow” * Decima’ hops in with full sail up and walks away. To compare the two boats, ‘ Doris’ has a displacement of about 10°5 tons; *Decima’ about 14. * Decima’ has also a great deal more surface friction with a smaller sail area, which fact full. bears out the arguments of Forest & Stream. From the matches I saw between the two craft, it always struck me that ‘Decima’ did not heel over enough to her canvas in a light breeze. ‘Doris’ has also an advantage over ‘Decima’ in a heavy sea, through her small beam and fiddle bow, the beamy straight-stem craft being hindered by waves which the narrow, long-bowed boat cuts through like a knife. Mr. Munn may plead in favour of the small hull, the ‘Minerva’ in America, but in her case, her sail area was also less than tha of the other competitors. My idea for a “rater” is a boat with not too much initial stab lity, with a good length of l.w.l, For a 10-rater-~-36ft. Lw-.l., 7ft. beam, 9ft. draught, and 8 tons of lead on keel is about the proportion, Last year I nearly bought the remains of the famous Paton §-tonner ‘ Oona,’ to use in building a 6-rater. I intended to use her topsides and deck which were in fair condition, as they stood, and cut away all below the l.w.l., and to re-model her down to 5ft. draught (her original draught was 8ft.) this would have given me a craft 4sft. over all ; 34ft. lw.l 5 5ft. Gin. beam ; 5ft. draught; 4 tons lead on keel, and a centre-plate 12ft. long, increasing her draught to roft. for windward work. This year a 5-rater is building in the North of Iveland from a design of mine 2oft. lw.L, 6ft. beam, 6ft. 6in. craught. ‘Decima’ compares with the original ‘Oona’ thus— Oona. Decima, Length over all…………. re 47ft. 6in. eh DEANS’, Acppeurvews AUT eapnnnnesggssirenrsnrat i) OO a Total Sail Area …….. 2102 sq. ft. ws. Mast, deck to hounds…… 26ff, Git. ….ce ces ee Topmast, fid to truck …… SIT, acemene mens BiG OWhaanaaeta creme mamerneenerewe scct Co Sifltn — sernemoreenss GER. peer 35ft. 8in. loft. it. 1652 sq. ft. 30ft, 2aft. 34ft. 25ft. Bowsprit, outboard……… _ 17 ft. Spinnaker… …….ccccccee ee FOS, > neveemneswe 3ift. Displacement .,…….00000 12°6 tOMS…c.cceees about 14 tons 2 9°6 tons wo… about 9 tons ERQUCTTI GE suman tishactanroeorroatcts i.) 9°99 tons Yours truly, W. E. C. PHELPs, {Held over from last month.] January oth, 1890. THE Epiror, Afodel- Vachisman. SiR, -— In the exceedingly interesting number of the Model- Yachisman, which opens what I hope will be a happy and prosperous New Year, both for our journal and our sport, an important point is raised by Mr. J. W. Munn. At a time when we are all turning our attention to the shape of hull most suitable under the L, & S. A. rule, his letter and the details of the race between the 10-raters which he gives, are most opportune, and it is to be hoped will warn men from rushing to the extreme in the matter of beam, now that they can have as much as they like without paying for it (?). The ‘Doris,’ though designed under the old 1730 rule, is still able to beat boats almost twice her size (though probably of but little more displacement) even in light weather, and I quite agree with Mr. Munn, that in a breeze of lower sail strength she would probably beat them still more easily. I think this points to the fact that there is very little cause to go in for great beam, and that {as ANID CANOEIST. under the 1730 rule) the moderate boat, ranging from four to five beams, will still prove the best all-round boat under the L. & S. A. rule. That extremes do now and then pay, is known by the very handsome lines of Mr. Tatchell’s *Nyleptha,’ and also from the fact that the 10-tonner ‘Sparkler,’ owned by Mr, A. E. Long, and designed by my friend Mr. V. Falkner, of the Southport M.Y.C, 5oin. X §%4in, is one of the fastest, if not ¢ke fastest 1o-ton model in the kingdom. The proportions of the ‘ Sparkler ’ are far and away beyond what may be tried by the novice in designing, and no doubt she requires very skilful handling, But ‘what man has done, man can do,’ and we must look a little deeper than mere proportions for the secret of their success. After a good deal of experiment I have come to the conclusion that displacement has quite as much to do with success as pretty lines or pet proportions, excess of displacement being fatal to success, and in itself a fruitful source of disappointment which is often attributed to shape. Many men cherish the idea that increase of weight and increase of length means increase of speed. In the real yacht under the 1730 rule this was undoubtedly so, the ‘Doris’ herself proves this, but I do not think it helds good with the model, For 1o-tonners the limits of safety are reached at about 25!bs, I should be surprised to find that the ‘Sparkler’ much exceeds this weight, although curiously the ‘‘running off” tendency that 6 and 7 beam models have is less troublesome in fairly clean-ended boats of 8, 9, or 10 beams if not of greedy proportions in the matter of depth and displacement. And this will be found to be the case I believe under the new rule, when all the clubs take it up. As the rating is, so will be the displacement. Time and experiment will alone prove what this is to be, but I think Mr, Tatchell is near the mark in the 15-rating class as far as weight goes, though perhaps the amount of beam might be hrought down to the exact 4 with advantage. As to how the displacement is to be disposed, may be gathered from the very shrewd remarks of J. M., under the head of ‘* Trim,” which will induce many besides myself to ged out first a good curve of displacement, and fen proceed to design our model from it. Yours faithfully, ALBERT STRANGE, Vice-Com. Scarboro’ M.Y.C. P.S. — The ‘ Minerva,’ mentioned by the Rev. T. Puliman in your last, is a.g beam boat, whilst the American boats ranged from 3 to 334, sail area to boot. TONNAGE with excessive VERSUS displacement and SAIL-TONS, THE Eviror, The Model- Vachtsman. S1iR,—A practical example of the unfairness, as also folly of sail-tons, can be readily gathered from the ten rating class as under :— Yachts. Divisor 285, eo) a eee) 0 Darthula ….cccsceeene TDGris cacmecraacurmernacn Fam not acquainted with “Rating, i 10 LTO | rechestamendvinsrops Io 113 Io 2 a 10 6°74 the bailast which the above vessels carry, and thus I am obliged to confine my remarks to their tonnage by dimensions only. Judging then by dimensions only, I point out that the successful vessels have been mainly those of the largest dimensions. It may be observed that the ‘Decima’ has twice the arithmetical dimenison of ‘ Doris,’ and which latter as nine tons, and canvas jor canvas cannot be expected to have much chance against such a vessel as ‘Decima,’ in races in which, the fact of winning, simply means coming in first, and not giving time for tonnage, hull for hull, and which latter is the only sane practice. The ‘ Decima’ should of course carry much more canvas in order to give that time, THE MODEL-YACHTSMAN which experience has always demanded shall be given, #of jor the canvas carried, but for the increased size andl power of hull, and which size and power when scientifically moulded gives that extra speed, on account of which the penalty of time, ton for ton is enforced. This penalty, leads to more canvas, as the practical means of attaining to the time. Thus when we see large fifteen ton hulls allowed to come into a ten ton race, canvas for canvas, and the fifteen tonner allowed to win by merely coming in first, instead of giving fifteen minutes time, then we know that yacht racing has entered upon a fools errand. This is exactly the character of sail-tons. It gratuitously mazes a present to the large overpowering hull, of that time for tonnage, which it (the latter) should give; thus the large hull does not carry the additional canvas which 7¢ should de, but carries sufficient just to come in first with, and filch a win which it has no right to. As a mere matter of course, the fifteen tomner with the extra canva# which winning by time demands, would be most properly shut out of the ten tonners class. It must be borne in mind that in the smaller classes the wind is chiefly in excess, and thus size of hull is of the first value,—but the large yachts on the other hand rarely find the wind too much for them, and certainly not in the same ratio as in the smaller classes. The racing in this small class, and under sail-tons, is for all the world, as if a fifteen tonner enters in the ten ton class, but under the penalty of a reef down throughout. Should the weather suit the reduced canvas, then the /arge Audi wins as a mere matter of course; but if the weather is paltry, then possibly, some ten tonner may chance to secure the prize, Simpletons may call this racing-—but I Yours faithfully, call it absurd nonsense. Feb. 8th, 1890. LIEUT, MIDDLETON, SAIL MEASUREMENT. THE Epitor, Afedel- Yachtsman, Sir,—Your correspondent, the ‘‘ Ancient Mariner,” who has apparently constituted him- self critic and censor on all matters relating to model yachting, falls into an egregious error when he alludes to the sail plan published in your December number, as that of a boat of 17tons, by which I presume he means 17-rating. I have looked in vain in my copy of that issue for any reference to jib topsails, over which your correspondent works himself into a great state of excitement, and can only suppose that you must have supplied him with a specially printed edition. That plan, as it 1s drawn, is for a boat of 15-rating according to the Y. R. A. method of measurement of 1887, with the exception that the diagonal for area of headsail is taken to a point on the mast 3in. above the deck, instead of to a point in line with the mainboom gooseneck, a divergence from the Y.R.A. to which I will refer presently. Ido not at all agree with your correspondent that the Y.R.A. rule of measurement is, in its entirety, suitable for sailing models of yachts, that method being a measurement of spars and not taking into account the overlap of headsails: whilst any sail-area measurement applied to model boats must of necessity approach nearly to the actual area of the canvas they can set, which is in all cases a little less than the area due to their length. This arises from the necessity that exists that all their headsails must | AND CANOEIST. 45 be set on booms and swing clear of each other. Therefore the result of rigging a model of a yacht so as to be a sailing model, would be either that she must have a longer bowsprit and so exceed the rating of the yacht of which she professes to be a model to seale, or she must carry less can- vas in her headsails and thereby become useless as a sailing model, and it was to mitigate this to some extent that the ‘‘ London” adopted their method of taking the diagonal for headsail to a point 3in. above the deck. The “London” rule was adopted on the assumption that no one at all conversant with his subject would think of rigging his sail-area model with a jib-topsail, for that sail is only of use in a model (when sailing on a wind) in very light airs, and then only when it something more than the three-cornered bit of calico that is usually hung up, and under » any circumstances the canvas would be much more effective in the mainsail or staysail : but if for their own matches the ‘‘London” club choose to allow the use of jib-topsails in excess of the sail-area due to the rating, I fail to see what affair that is of anyone outside the club. Ifthe – boats were in competition with those of other clubs that had no such permission in their rules they would simply leave the sail at home, and declare, as many yachts do, to carry no jib-topsail, and to set aspinnaker extending only to the same height as the jib-halliards. The members. of the ‘‘ London” do not profess to know much about model-yachting, and would be greatly interested to see the ‘enterprising member” who would bring out such a sail-plan as your corres- pondent suggests. Does he think that a boat so rigged would have any chance all-round with one having less canvas but a better arranged sail-plan? His Qin. jib would be the largest he would be allowed to set, so that to preserve the balance of sail it would be necessary always to carry a jib-topsail, and the greatest novice amongst your readers will know what that means in nineteen cases out of twenty. Or does “A.M.” imagine that the measurers are such imbeciles that they are unable to distinguish a bowsprit spinnaker (an interdicted sail under the rule) however disguised, from a jib-topsail? I have no recollection of having ‘‘pleaded an excuse on some difficulties of rig,” but I have pointed out in a letter in your journal that sail-area models would be rigged so as to have all their canvas in the most effective form for all-round sailing, but I didnot say that a jib-topsail was a useless sail, The “A.M.” honors me by mentioning my name four times in 26 lines—it would greatly facilitate . an arrival at a just estimate of the value of his criticism if he would mention his own but once, for without that knowledge we are left in doubt as to whether he has gained a right to his x 46 THE MODEL-YACHTSMAN adopted title by long experiences afloat on salt water, or whether he hails from the banks of the Serpentine. Yours truly, HE, R. Tarcretn. THE Epiror, February 9th, 1890. 7ke Model- Yachtsman. Srr,—I have read paragraph by with ‘Ancient some surprise the Mariner,” about Mr. Wiggs’ 5-rater beating all the “tens” of my club. I beg to say that what he states ig incorrect. It is all very well to write articles that are Incorrect and unfair and be shelter ed under some fancy name, but I think that such conduct is not conducive to the sport nor caleula ted to inspire respect for the writer or anything he may write in the future. I hope that the cor- rections made by the Manchester club, will prompt him to be more careful of what he writes. I must distinctly deny that Mr. Wiggs’ d-rater ever has beaten all the “tens” in the manner he says. She isa nice Little craft, but not quite equal to the task of beating ten-ton ners in the manner described. Iam sorry to trouble you with this circumstances, letter, and but I as I think under the owned one of the ‘‘tens,” I think a correction is necessary. Yours truly, A. J. Huao. Darley Street, Bradford, Feb. 19th, 1890. THE Epitor, Yhe Afodel- Vachisman. Siz,—It is with some misgiving and fear of consequences that I find a tendency amongst the officers of our club to introduce sailing and rowing boats and canoes to our pond. It is thought that by opening our pond to the use of those who have boats and canoes, the elub will become more popular. Will you, or some of your readers, kindly express an opinion on the advisability or otherwise of this course, and say whether model sailing will be benefit ted or hindered by this extension. I shall be especia lly glad to have the opinion of any of your readers who may have had experience of the introduction of rowing and sailing boats and canoes to their ponds. Yours respectfully, J. WEsstER Surv, Bradford M.Y.C. ILLUSTRATIONS, | a controversy upon the merits of deep v shallow keels: that is not a new subject: it has been discussed by many able yacht builders and sail- ers, and is one of those things that may be left to dividual experience, That to a great extent has been the rule observed by the Medway club, formed, as our rules have it, “for the purpose of designing, building and sailing, model yachts.” Keeping those things in view, we adopted a simple rule of measurement whereby the various craft might be as nearly as possible of the same displacement; that was: to multiply length by beam, the product not to exceed 750 inches; depth, at designer’s option. So that if a man went f6r length we taxed his beam, and vice versa. This produced a very diversified fleet, in which short beainy boats predominated, the assumption being, first that beam was necessary in order that stiffness under canvas might be assured. Then a considerable draught of water was thought requisite to secure steadiness in a seaway; and finally a deep boat was imperative to secure freeboard. These were the fundamental ideas we started with, but we found after some practice that alterations were needed, that those members who wisely adopted moderate dimen- sions were successful over the extreme boats of both types. Then came the adoption of the ‘1730’ rule, which has induced our members to slightly increase the length of their craft. It is, however, premature to say what the result will be until we have had more experience. As yet, the advantage in a strong breeze has been with the moderate dimension boats. This is shown by the sailing of ‘Snatcher,’ an experimental boat of extreme dimensions, viz: 72 x 102, with {8in. draught, a lead keel of 82lbs., and sail-plan enormous. This was built as an extreme type – under the ‘750’ rule. She is, however, nowhere when competing with ‘Thistle,’ 57 x 13 (winner of inter-club match), ‘Buttercup,’ 54 x 124 (club champion, ’89}, ‘Laura’ 614 x 114 (our fastest boat) ‘Nellie’ 64 x 12, or ‘Mayflower’ 64 x 118. These were the first five boats in the Inter-club match, none of them draw more than 12in. mean draught, and whose keels are under 5 in. deep. In confirmation of this, I herewith send you a sketch of ‘Gertrude,’ kindly furnished by Mr. Jeckell, her designer and builder. She, the drawing will show. THE EDITOR, Alodel- Vachtsman. Sir,—In your January issue, there appears a letter from the Hon. Secy. of the Serpen tine M. Y.C., referring to the excessive depth of keel of Lam afraid Mr. Hale is under a misapprehension, and how so keen a hand as he should have fallen into the error, I can’t conceive. CANOEIST. deepest keel boat we have, has six inches, as the She is an untried boat, her MEDWAY MODELS. some of the Medway M.Y.C. boats. AND Jam not entering into owner waiting for favourable weather to test her, when you shall have result. The weight of lead these boats carry ranges from 27lbs. to 35lbs., a very little more than some of the Serpentine boats carry, if my memory serves me. tonnage of the The 5 Medway boats being from 32 down to 27, as compared with 15 tons of the Serpentine boats, prompts me to ask how it is THE MODEL-YACHTSMAN those large boats can carry a large sail plan, sail fast on all points, and are very weatherly, if it be not for that deeply immersed lead keel. With respect to Mr. Hale’s leeward idea, I fail to see the argument he adduces. He would have us note the effect of tide and wind acting in concert in driving the deep keel boat to leeward, but refrains from showing its effect on a shallow one skimming over the water. I think it would be very detrimental to the skimmer. How are we to estimate the value of a deep keel when the tide is under one’s lee. Mr. Hale has had many years experience in designing and sailing, he has free access to one of the finest pieces of water in the Kingdom, be has fellow enthusiasts in the sport, who are in the very front rank, but he will I hope admit that his experience has been gained on a tideless sea, a very important matter when all things are dealt with. We are still all engaged in trying to discover the fastest type. That result, Sir, will be hastened by experiment, and by the free exchange of idea between the members of the many clubs throughout the Kingdom. In conclusion permit me the quotation of an old maxim, “In things doubtful, Liberty.” I am, sir, yours sincerely, GrHORGE WADE, flon, Sec., M.M.Y.C. ANSWERS £O CORRESPONDENTS. FRED. TANSLEY.–Mr. Jones, 20, Easiborough, Scarborough, supplies the brass-fittings. The best colour for yachts bottoms is the gold bronze as it turns green like copper, or paint the nearest shade to that of copper that can be made. Copper bronze turns too dark with wear. Dotrigs of the @hrbs. Reports for publication must be legibly written, on one side of the paper on/y, and forwarded to the Eprror not later than the 20th of each month, to ensure insertion in the following issue. Serpentine M. Y. C.—On Jan. 25th, a 15-ton match was sailed off between the ‘ Myosotis,’ Mr. Lear, and ‘Phantom,’ Mr. Watts. A heavy gale blew from the west, doing much damage to the park, and giving rough lumpy water for the boats to get through. Smallest suits were hoisted, and after a tough fight ‘Myosotis’ retired at the seventh board with mainsail outhaul and bobstay carried away. Score :— ‘Phantom’ 4, ‘Myosotis’ 3. ‘Phantom’ was sailed by Mr. Hale. The annual general meeting was held on Feb. 8th., the Rear-Commodore, W. EF. Watts, Esq., in the chair. The minutes of the preceding meeting having been read and confirmed, the Hon. Sec. gave an account of the past year’s proceedings. With more members, more matches, aud more cash than ever before ; AND CANOEIST, 47 with a fair reserve fund and a good cash balance in the bank, the report could not be otherwise than an agreeable one. Mr. Burgess was elected on the committee, and Mr. Hale re-elected as Hon. Secretary, Treasurer, and Official Measurer. Several motions having been agreed to, and a couple of novel races decided on, the meeting broke up with the usual votes of thanks to the Commodores, Officers, and Chairman. Gateshead M. Y. C._—A general meeting was held on January 18th, at the Prince Consort Hotel, the President, Mr. Arthur Newall, in the | chair. The election of officers for the year took | place (list in next month); after which 13 prize races were arranged for the season.–We omitted to mention in last report that Mr. A. E. Long had very kindly promised to give first prizes for two 5-ton races. London M. Y. C.—It will be well for the prosperity of model yacht sailing, if the numer- ous kindred institutions spread about the country have experienced as good fortune during the year jusi passed, as the L.M.Y.C. A large accession of new members, and promises of handsome gifts from Mr. C. Toulmin (who has given ten guineas to be sailed for) and others, enable the executive to provide a very attractive programme for the coming season, which, with ordinary luck, bids fair to be the best the club has ever experienced ; and, as several new craft are being built for members, and some of the old champions have undergone renovations and alterations which their owners boldly announce as undoubted improvements, the favourable foreeast should be supported by results, The annual general meeting took place on Saturday, the 25th Jan., at 2-80 p.m. The Commodore, Mr, T. F. Drinan, took the chair, supported in the Vice-chair by Captain Methven, Vice-commodore, The Captain, (Mr. J. Hi, Johnuson,) Messrs. Tatchell, Herberts, Bartlett ; and about a score more members were present at the commence- ment of the proceedings, and sundry others dropped in during the afternoon. The minutes of the previous meeting having been duly read and confirmed, the chairman moved that the report and balance sheet be taken as read, which, after a short discussion, was duly carried. The next business was election of Officers, which resulted thus :—President: Prince Batthyany-Strattmann. Vice-president: Sir Algernon Borthwick, Bart. M.P. Commodore: T. F. Drinan, Esq. Vice-commodore: Capt. Methven, Captain: 5. HE. Johnson, Esq. Hon. Secretary : Walter Greenhill, Esq. Committee :—Mr. W. P. Bartlett, H. Collyer, W. Greenhill, P. Her- bert, R. Pounsett, Capt. Robinson, Mr. Tatchell, THE MODEL-YACHTSMAN 48 Mr. Toulmin, Mr. Wild, Mr. Lister ;—Sailing Committee :—Mr. Tatchell, Mr. H. Collyer, Mr. Bartlett, Mr. Toulmin, Mr. Brandram, Mr. Greenhill. Mr. Tatchell proposed, and Mr. Wild seconded: ‘that Mr. F. J. Harrison be requested to act as official auditor of the club’ — carried. Rule XV was strengthened as follows: “Members whose subscriptions remain unpaid on the 3lst March, shall be written to by the Hon. Sec., and if they are in arrear on the 30th April, their names shall be posted in the Clubhouse.” The Tournament system of sailing matches was then lengthily discussed and approved, but owing to the constant inconve- nience experienced from competitors retiring AND CANOEIST,. preference to two (only two cutters being fitted with two) ‘Our Boys,’ 10, and ‘ Pearl,’ 12 tons, The inajority of the yachts are cutters—very few schooners or luggers. During the late gales ‘Happy New Year’ proved herself superior to any model her own length and could beat many yachts far larger reaching up and down the Pond with a beam wind in fine style. We hope to have a good season, and that Lowestoft will be able to hold its own against all comers, Several improvements are to be made in the Boat-house, and Pond more water at the edges, and round the side-path it is to be made more hard and clean. With these improvements we may consider we have one of the prettiest and after sailing a few boards, it was proposed that best situated ponds of its size in the kingdom. Umpire, sufficient cause, be fined 2/6, to go to intimated their intention of visiting the Lowestoft club. that “both boats need not start on the same Corinthian (London) M. Y. C. — The third annual meeting of this club was held at the ‘‘a member retiring after the commencement of a match, without, in the opinion of the the Club fund.” This was carried. In connection with Tournament matches, it was proposed tack.” This gave rise to an animated discussion, in which the chances of collision under various circumstances were referred to fully, and ultimately the following amendment was carried:— “The boat winning the toss shall have choice of stations and of the tack on which the board is to be sailed.” After some further conversation, however, the question of rules and regulations for tournainent was referred to the Sailing Com- mittee, to prepare a code on the subject. A vote of thanks was next accorded to Mr. C. Toulmin, for his handsome gift of £10/10/-, to be divided amongst the 1st and 2nd classes, and to Mr. Wild for his donation of £1 to the club fiunds.— Subscription of members living over 20 miles away was reduced to 10/- per annum.—Letters were then read from the hon. sec. of the Southport M.Y.C., suggesting an inter-club challenge cup. Jt was carried, ‘That this Club cannot move in the matter without receipt of rules and full particulars.” After complimentary votes of thanks to various officials, the proceedings terminated. The annual dinner was held on the 30th January, at the Cafe Royal, Regent Street, when the Commodore presided with his usual don homie. The menu was an excellent one, ranging from oysters to ice, (our Latin predecessors called it wsgue ad ova) and the party, numbering about a score, did ample justice to it. | Many happy returns of the day ! Lowestoft M. ¥. C.—The weather having been mild there has been some good sailing. Several new craft have been on trial. Our official measurer has brought out two new “tens” and a fine long narrow craft with great displacement. Our members all adopt one head sail in Members of several of the leading clubs have Alexandra Hotel, Clapham, on Saturday, 4th January, the Commodore in the chair. ’ After the minuteof s the last quarterly meeting had been read and approved, the Treasurer reported a balance in hand to begin the season with. The Secretary read a letter from the Vice-Commodore (Mr.G. P. Wood), resigning membership owing to being connected with another club, which took up all his spare time. Much regret was expressed by all present at this unwelcome announcement, as Mr. Wood had always done so much in helping the club in every way, and it was unanimously resolved that a vote of thanks be given to him for his past services. The commodore then said that as he thought it but right that members should each have an opportunity of filling the position of Commodore, he begged to resign that office, and would suggest as his successor, their present Secretary (Mr. G. C. Church), a gentleman who had from the formation of the club, always taken the deepest interest in it. This was agreed to on the understanding that their present Commodore (Mr. Munn) would accept that of Vice-Commodore. A vote of thanks was passed to the Commodore and the other officers, especially to their Secretary (Mr. Church) and Treasurer (Mr. Ramplin, jun.) The other officers were duly elected as follows:—Commodore, Mr. G. C. Church ; Vice-Commodore, Mr. James Munn : Rear-Commodore, Mr. G. Ramplin, sen. ; Secretary, Mr. Edward Gray; Treasurer, Mr. G. Ramplin, jun.; Measurers, Messrs. Hugo and White. The weather since last report in December, has been so unfavourable that we have only had two matches, both of which were very interesting. On Saturday, 18th January, a THE MODEL-YACHTSMAN 1Q-ton match for 3 prizes. Ast, pair of carvers, presented by the Secretary and others from entrance fees. There was a very strong breeze from WSW, when the following came to the starting point—‘ Alice,’ Mr. Grey ; ‘ Bessie,’ Mr. White; ‘Neptune,’ Mr. Ramplin, jun. ; ‘Primrose’ Mr. Church; ‘Sunbeam,’ Mr. Hugo. 10 heats were got through, all well contested, and this being ‘Sunbeam’s’ first appearance, every one was on look out as to what she could do; she won her first heat in fine style, and showed that she was likely to be a hard nut to crack. ‘Neptune,’ however, was better canvassed for such a strong breeze with only her lower sails, while ‘Sunbeam’ carried a topsail. Score :— ‘Neptune’ 18, ‘Sunbeain’ 17, ‘ Primrose’ 14, ‘ Bessie’ 12, ‘Alice’ 9. The second round could not be done owing to the late hour, so it was postponed for a week. On Saturday, 25th, the same five boats turned up to complete the match, and there was again a very strong breeze, at times half a gale. All carried the same canvas as they did last week, and in the hardest squalls ‘ Neptune’ certainly did best, ‘Sunbeam’ having again too much canvas. ‘Primrose’ in her storm suit did remarkably well, but ‘Alice’ and ‘Bessie’ were completely overpowered, so both gave up at the end of the second heat, and left the other three to fight it out. The contest between them was most exciting, and it looked at one time as if ‘Neptune’ would add another prize to her locker, but ‘Sunbeam’ and ‘Primrose’ did their best, and it was found that ‘Sunbeam’ had just managed to get Ist prize by 1 point. The total scores in the two days being—‘ Sunbeam’ 39, ‘Neptune’ 38, ‘Primrose’ 32, ‘ Bessie’ 12, ‘Alice’ 10, so that ‘Sunbeam’ got lst prize, ‘Neptune’ 2nd, and ‘Primrose’ 3rd. Mr. Hugo was congratulated on having won 1st prize with his new boat (4247) on her first trial, and as she is the largest in the club it was another proof that length was of the greatest importance under the 1730 rule. WATERPROOF FLUID GLUE (PATENT) A NEW GLUE FOR Model Yacht, Canoe and B-at Builders, Amateur Joiners, & Domestic Use, &e., &c. By post 8d. and 1/3 per tin, Through Ironmongers, Chemists, &c., Gd, & l/- per tin ANI) MODEL THE WATERPROOF GLUE CoO., 62, DALE STREET, LIVERPOOL. 53 YACHT CLUB REGISTER. We shall be pleased to insert particulars of all Clubs, and invite the Secretaries to forward the necessary information; also, to notify any change in Names and Addresses. Y¥.B.A. (1883) Rule of Measurement—Tonnage—lin. to lit. Length (l.w.l.) added to beam, squared, vided by 1730. 94” Rule multiplied by beam, di- of Measurement-—-Tounage–Length (l.w.1) less breadth multiplied by the breadth and by the half-breadth , divided by 94, “1200” Rule of Measurement—Tonnage—lin. to lit., Length (Lw.l.) multiplied divided by 1200 by length, and the product by the breadth, Alterations received this month. LONDON.—London.—Length (i.w.1.) multiplied by beam, not to exceed 240, also 10-ton class ¥.R.A. and L. & 8. A, 15-ton class. Station—Round Pond, Kensington Gardens. Mr. Walter Greenhill, L.M.Y.C., Kensington Gardens, W. Telegrams :—~Bermudian, London, Postal :—L. M. ¥. C., Kensington Gardens. Corinthian.—Tonunage Y.R.A. Station.—Long Pond, Clapham. Edwin Gray, 24, Strathleven Road, Acre Lane, Brixton, 8.W. MIDDLETON’S YACHT BOOKS! “CHOICE WINNING PROPORTIONS FOR RACING YACHTS,” 5/-. Contains 67 Examples of thorough-bred Aristocrat Yachts ! Mr, Munn says ‘‘ The Jong narrow type are best adapted for Model Yachts.” Yvonne and Doris are Aristocrats ! Middleton’s Yachts are all Aristocrats ! **CRUISE OF THE KATE,” 6/8: “SAIL “CUBIC YACHT contains 16 splendid flyers ! TONS,” 2/6. MEASUREMENT,” 8/6. Direct from Lieut, MIDDLETON, Broadstairs, Kent. ESTABLISHED 1847. CHARLES BATHURST BOAT, CANO & STEAM E LAUNCH BUILDER, TEWKESBURY. Builder of ‘Atalanta,’ ’88 and ’89, and ‘*Severn” ’87 and ’89, AU kinds of Boats Built to Order, Let on Hire, and For Sale. “WATERY WANDERINGS,” A Practical Canoe Cruise. Br LONDON: Manufactured only by :— CANOEIST. LD. HH. HOLDiInG. Price 2/6 Post-Free. E. MARLBOROUGH HULL: T. GRASSAM “One of the brightest, breeziest, and most entertaining records of holiday adventure we have ever read—a book which is worthy to stand beside the volumes of that doyen of canoeing, the great Rob Royhimself. . . Mr. William Black is the literary kingof Western Scotland, but even the anthor of ‘A Prineess of Thule,’ and ‘White Wings’ has written nothing of the same kind that is more captivat- ing than this record of ‘Watery Wanderings’,”–M’chesterExaminer 54 THE MODEIL-YACHTSMAN AND CANOEIST. ting their senior men, as instance Messrs, Richardson and T’redwen, to reply, there is thrust in an outsider as it appears, in the person of Mr. Madan. This gentleman, who has not attended a meet or meeting since the formation of the B.C.A., has written aletter that would fill nearly a page of space, The letter is couched, so far as I am concerned, in BRITISH CANOE CLUBS. ROYAL C.C.—T. G. F. Winser, Sec., 72, Mark Lane, London MERSEY C.C.—C. Livingston, Mate, 20, Exchange-alley, Liverpool. most offensive terms. He writes from some “special information” received, from whom the secretary of the B.C.A. may know. But there is CLYDE C.C.—H. K. Bromherd, Sec., 245, St. Vincent-st., Glasgow. WEAR C.C.—T. 0. Todd, Sec., 7, Winifred-terrace, Sunderland. NITH C.C.—D. Wilson,8ec., Laurieknowe-place,Maxwelltown,Dumfries HUMBER xe? & C.C.—-J. M. Hamilton. Junr., Captain, Stepney, the fact three times mentioned in his letter. ull, BRITISH CANOE last, ina pleasanter form, and with greater accuracy, ASSOCIATION.—P. Nisbet, Sec., 1, Water-Lane, Great Tower-street, City. There are many misstatements in his letter of facts, and other facts are twisted. The last portion of his letter is reflecting on the honour and conduct (The B.C.A. is established for the promotion of cruises and meets, whereby canoeists of the United Kingdom, irrespective of clubs, may unite for the purpose of cruising and camping.) SUNDERLAND AMATEUR Amberley-street. C. C.—J. G. Dawson, Secretary, 51, of “Nautilus,” FREE CRUISERS 0.C.-—-H. Robson, Secretary, 38, North Bridge-st., Monkwearmouth, Sunderland. ‘here Hon. Sec., 26, Union-road, Clapham, 8.W. NORTHERN CC.–L. MePherson, Sccretary, Whitehouse Buildings Newcastle, Corrections Solicited. % In permanently placing this List in the M.Y. & €., we do so with a view of facilitating communication between Canocmen, and we trust to be fully posted in new Clubs, and in correct details regarding the He states, FINIS. Doubtless my readers are as tired of the B.C.A. controversy as lam. No dispute, perhaps, has ever caused so many statements of facts perverted, or plain truths put upside down, as this. For the past six months I have certainly averaged the receipt and despatch ofa letter per day. Two-thirds of these letters received have been condemnatory of My contention is, that they professed to be neutral and became partisans, made me the victim without seeing or hearing me, without reading the correspondence, without putting in force my proposed arbitration, without appointing others to become my judges. Let this be noted, they did all this, and then when I am out of the club, take the earliest opportunity, in print, to become my judges and pronounce the Liverpool attack and of the biassed action of the Committee and “ruthless treatment” (as one correspondent expresses it.) One-third of the said letters, emanating from members and friends of the Committee, are good enough a/fer my retirement from the Association, both to condemn and judge me. In the briefest manner possible, I now wish to add the last word asa reply to the published sentences accordingly, the V. C’s letter redeeming feature. being the All this may be proper B.C.A. policy, but save me from my countrymen letters : conduct is either English or fair. But I must first ask, how does the case stand ? Thus. The Committee’s course of action removed my own feelings from Liverpool to themselves, and I therefore deemed it just to the controversy itself, to this paper, and to myself, to publish the bare facts in skeleton form. This drew, as my readers know, a number of letters from which 1 madea selection in the last issue but one. Those letters, again, have drawn forth two official replies, and one from a private member. It is to these letters, in if such If good should come of it, I am content to pose as a victim of jnjustice at the hands of those who for years have been my friends and colleagues Let me now take my self-elected judges and deal with them in order. that the B.C.A. “R.C.C., B.C.A.” asserts was the only society capable of getting together a body of English canoeists. He is wrong. It was the R.C.C. which got together the very body which founded the B.C.A., and which, during my absence, honoured me by election on its committee. He says that this dispute is on a false issue. That may be so, but we have thus ending the matter, I now reply. The whole tone of these letters points to the fact that the Committee is conscious of its false position sides against me ; therefore, not content with put- however, a reason which is hardly in is this. If the Committee, as he said, had no business to deal with it, in the name of fairness to me why did they deal with it by practically expelling me? If they desired to act fairly and to steer as clear of me as the Mersey men, why did they not refuse to criminate themselves by assisting at my moral interment. My grievance with them – unfair manner of taking letter which forms a redeeming harmony with his own argument. Mr, Grassam, on receipt of a stamped directed wrapper and the incontestably ‘his we print. one Richardson, which is perfectly fair and gentlemanly, and I thank him. As a member of the Committee, he knows perfectly well why my resignation was so summarily accepted, a fact which I do not know. TEES CRUISERS.—