The Model Yachtsman and Canoeist: Volume 8, Issue 1 – January 1891

A Monthly Journal of Model Yacht Construction, Fitting and Sailing; Canoeing News, Doings of the Clubs; Yachting Items; Correspondence; Sale and Exchange; &e JANUARY, Vol. VIIL.—No. 1. 1891 All Communications (except Canoeing) must be addressed Urditorial “THe Eniror of 7he Mode/- Yachtsman, 161 & 162, High Street, Hull.” THE Epitor of The Canoeist, Utes. THE OLD YEAR AND THE NEW. CANOEING Communications must be addressed 46, Chesilton Rd., Munster Park, London, S.W.” Price 3a., Post-free 3¥%a. The Summer is gone—the Autumn is past— Cold Winter is come, with keen chilly blast. Where danced the bright wavelets in glitter and fun, And tmy barqnes tossed them aside as they run: THE MODEL-YACHTSMAN & CANOEIST is published on the 1st of each month, and can be had of any bookseller, or will be sent on application to the Pub- lishers, on the following terms :— Post-free to any part of the United Kingdom, Europe or America…… paid in advance…… 3/6 per annum Jad, or Id, stamps may be sent in payment. N.b.—In sending for single copies, 344d. in stamps must be enclosed to cover postage. Hutt: Tuomas Grassam, 161 & 162, High Street. LONDON: E, MarLporoucH & Co., 51, Old Bailey. DVERTISEMENTS should reach this office not later A than the 21st of the month, to secure insertion in the following issue. Rates on appiication. To Foreign Subseribers !—All subscriptions must be sent by Post Office Orders, payable to THos. Grassam, HLL; 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 mor for the future be accepted. When skies of clear azure gave tint to the lake, And sun-gilded bubbles arose in each wake— Where little white wings were spread out to the breeze, Or big pinions sported the zephyrs to please ! O’er pond and o’er lake. Jack Frost holds his sway, And the grim King of Winter has banished away Each Yacht to its cupboard, with sails all enfurled, Its spars and its gearing are out of the world, Awhile other pastimes shall gather our men, We’ll skate o’er the lake, or the pond, or the fen, We’ll dance and be merry whilst Xmas is here, And friendship’s the ship of the close of the year, Ah! ‘tis gone, and a new one has taken its plaee, A greeting ! A Greeting ! we send you apace, Look forward! the sun shall his power regain, With verdure remantle the bare wintry plain. He will smile on the waters as soft breezes blow, And brighten the scene with his wonderful glow, Old friends to the lakeside shall hasten away, And again the fleet mocels shail enter the fray. T. A. B. —o— The year that is just gone has not failed to leave some mark in the history page of Model THE MODEL-YACHTSMAN Yachting. With the exception of a short period towards the close of the season, the weather was more favorable to our sport than the averave and judging by returns from our friends of the clubs and others, the proceedings commenced earlier and finished later than is usually the case. There are other congratulation. added to the important subjects for Several new clubs have been Register, the seeds for further development in this direction have been sown, and we hope will in due course produce a good crop. ; Our designing competition which Mr. Phelps AND handle their models. Weight tells when men are not at home and every inch of bulk beyond a certain limit creates some inconvenience for travelling. . inter-club competition. Several correspondents have expressed a fear that in the rating class the man with two boats will be sure to win, one being chosen for light the other for strong winds, but as entries have to be made before the weather is assured and the prevailing weather is medium—this fear may we brought into public notice the ability of a large think pass away. of Model Yachtsmen, drew forth enconiums from Mr. Dixon Kemp, who with large minded patronage gave a inuch appreciated consideration and attention to the designs, and issued a most instructive judgment on their merit. This competition attracted a large amount of We wind up our short review of the leading features of 1890 by thanking many correspondents and clubs for helping us to keep the ship going in good style. Our work at the helm has been a pleasure with so many capable hands to help to sail the ship. designs soon carried off the extra number of Our grateful acknowledgments to all for 1890, and let us have the favor of continued help for copies of our Journal in which they were issued. the coming year. interest, and the publication of the successful A further factor im the success of the year has been the large number of inter-club matches, —OQ-— COMPETITION number of clubs, and being whilst not very successful, behind in point of interest was the Serpentine and Medway matches, the north of England matches, and the valuable Southport trophy. That these inter-club matches have been of great service to Model Yachting, there can be no doubt, and under their stimulation the whole race of models has improved in style and finish many degrees, whilst the improvement A in speed is undoubted. We hail challenge with pleasure trophy registered clubs. for the advent 15-raters, open of to a all The 15’s are coming to the front, but we shall not predict that they will be as successful in promoting inter-club competition as the 10-tonners. When 80 or 40 Model Yachtsmen assemble round a pond only one or two can win, but they all have to carry and FOR DESIGNS For 10-ronnerRs, 1730 RULE. those in Yorkshire bringing together the largest CET aot ee . We hope the 15’s will travel as merrily around as the 10-tonners have done, but we don’t want the extra size and weight to tread on the toes of so generously promoted and provided prizes for number NT CANOEIS?T The winning designs to be published in the . Model Yachtsman. First prize, a Model built to the successful design. Second prize, One Guinea. The judge’s name will be announced in due course — meanwhile competitors will send a notification of their intention to compete to this office. Designs can be half size deck and sheer plans, and full size body plan. All designs must be in by Mar. 3rd. OUR ILLUSTRATIONS. We present this month a portrait of the Editor of our Model Yachting department. Mr. T. A. Bruce, of Hull, has been an ardent Model Yachtsman for many years and associated with this Journal from the commencement. MODEL-YACHTSMAN He has used his pen on behalf of healthful pastimes and greater enjoyment for the people, ANT) CANOEIST 3 such inclination present along much of her topside, a lee-board as it were perpendicular to private the surface of the water, and at the very spot where its resistance to lee-way would be most effective. Another, but perhaps a minor advantage, would be the facility such a mode of construction would give to the equalising of the lines of immersion and emersion up to the angles of inclination above mentioned. An inwardly Fis success with the London County Council out of water than would an upright or expanding on many occasions in the press of town, his native He is one for making life happier and as Model Yachting contributes to this end he has ungrudgingly given much time to its development. all He has assisted and encouraged clubs in quarters of the globe and his correspondents have been legion. recorded in last month’s issue is one of the items which come to light occasionally to show that his labours are still carried on with the same cheerful energy wherever a chance of good presents itself. We feel sure the portrait will be appreciated by Mr. Bruce’s many friends as he has found it impossible to respond to a moiety of the invitations he has received from different towns, or to make return for numerous pictures, &c., that he has cards, portraits, been favoured with from Model Yachting friends all over thecountry. TUMBLING HOME TOPSIDEHS. In Marett’s ‘Yachts and Yacht Building ” speaking of the form and area of the midship section ‘theory,’ he says, ‘‘ brings the balance in favor of the greatest breadth at the load water line’; and this, although perhaps not invariably adopted, at least has been so lately among the fishing boats on the east coast of Scotland no bad proof of its merits. Taking these, therefore, for granted, there remains the question whether the topside of the midship section shall maintain its breadth at the water line throughout, or whether it should “‘ tumble home” more or less to the covering board. Iam not able to write from experience on the subject, but I have mooted it to more than one well qualified to give an opinion about it, and all have agreed that, for sailing qualities, especially on a wind, the inclination of the topsides, inward, is likely to be attended with favorable results. The checking of lee-way is the principal one ; and considering that this is generally made to depend a good deal on depth, but that depth as well as the best angle of resistance afforded by inclined topside as measured from the water line upwards would further keep the gunwale higher . one. The most obvious objection to what has been above written is that deck-room would be considerably lessened by its adoption, but this would be of no consequence in mode! yachts. J. M. Doings of the Clubs. Reports fur publication must be legibly written, on one side of the paper ody, and forwarded to the Epiror not later than the 20th of each month, to ensure insertion in the following issue. Kingston M.Y.C. (Hull). — The tenth annual Tea, Concert, Distribution of Prizes and Dance, took place on Dee. 3rd, at Salisbury Hall. Upwards of 100 sat down to tea, and this number was largely augmented for the concert ‘and dance. The concert comprised a varied selection of items, from the sublime to the ridiculous, so to speak, and both were much appreciated in their turn. The distribution of prizes was carried out by the Commodore, Mr. T. A. Bruce, who after a little introductory speech on Model Yachting, caused much mirth and applause by his numerous and appropriate remarks. From 8-30 to 1-30 dancing held the field, and yielded much enjoyment to the votaries of the Terpsichorian art. This was one of the most enjoyable re-unions the club has had. The prizes were numerous and valuable, and the two Chailenge Shields, won both in one year, caused ereat attraction. Several prominent craft were exhibited on the platform, amongst which was ‘Susie’ (the winner of the ‘North’ Shield), the ‘Gazelle’ (late ‘Ires’) a smart 10-tonner, and a new 16-rater beautifully-finished byMr. W. H. Roberts. Dundee M. Y. C.—The General Meeting of this club was held in Lamb’s Hotel, Oct. 22nd, for the election of officers for 1891. Minutes of the immersed body ¢are both diminished as the previous meetings and treasurer’s report were supposing the topsides of all inward form 15 to to £7 15s 44d, leaving a balancein the treasurer’s vessel heels over; and that on the other hand 20 degrees, the vessel so constructed would at read and adopted, The expenditure amounted | hands of £5 15s 6d| this shewing the funds of 111) SE CULE) LE Pv LETTE TT THE THE the club in a MODEL-YACHTSMAN very healthy condition. Wm. Anderson, Esq., was re-elected Commodore ; Mr. John Webb, Vice-Commodore; Mr. James Cant, Secretary; Mr. John Patrick, Treasurer; Mr. James Ronney, Captain; Capt. John Nairn, Chief Steward; and Messrs. Robertson, Henderson, Muddie, Kennedy, and Wynd, Stewards; Mr. A. Kennedy boat-house keeper; D. Millan and W. Henderson, Auditors, The drawing for class races for next season took place as follows: Ist 15-tonners, 2nd 20-tonners, 3rd 5-tonners, 4th 10-tonners, 5th 30-tonners, 6th 25-tonners. Dates to be fixed at the March meeting. A proposal was then made to raise £2 for an allcomers’ race for next season, to purchase a cup or medal for same; if the committee considered it advisable the race to be for the 10-ton class ; and the Committee to arrange the conditions. Notice was given to the secretary on 23rd Oct. of a donation of £1 for this cup from James Gordon Lyon, Esq. The Commodore presented the cups and medals to the various winners for the season, at the social meeting on Friday evening, 24th Oct. 5-ton cup, J. Patrick; medal, Commodore Anderson. 10-ton cup, A. Smith; medal, Jas. Cant, Sen. 15-ton cup, Thos. McFarlane; medal, Jas. Ronney; 20-ton cup, Thos. McFarlane; medal, A. Kennedy; 25-ton cup, A. Smith; cup, other medal, A. Robertson; Wm. Abbot; races took medal, J. Webb. place during 30-ton Various the season for which small money prizes were given to the amount of £1 10s., also a telescope and a handsome meerschaum pipe. A social meeting of this club and their friends, to the number of between 70 and 80 sat down to tea in Lamb’s Hotel, which was served in their usual excellent style. After tea the Commodore gave an outline of the history of the club, its growth and prosperity ; and he thought that there was more life in it now than ever. He also advised all young men to join the club, for there was a great deal of mutual and useful improvement for them in it, as there was work for thern in the long winter evenings, and good harmless sport for pastimes in Summer. ‘The evening was enlivened by songs and recitations, also duets on the piano by the Messrs. Smith, Wynd and Cant; also Messrs. Henderson, Cruickshank, Patrick and J.Cant,jun. The distribution of the cups, medals, and other prizes, was one of the attractions of the evening, and at the close the company sang Auld Lang Syne, and all seemed to have heartily enjoyed themselves. Votes of thanks to the chairman and the artistes brought the evening’s entertainment to a close. Kingstown (Ireland) M. Y. C.—This club has had a very good racing season this past summer, and AND CANOEIST. although reports were not sent in to the Model Yachtsman and Canoeist the racing was there all the same. The 20-ton class had six club races, with the very small average of three starters. ‘hese races were held on May 3rd and 24th; June 14th; July 5th and 26th; and Sept. 6th, the August race being abandoned on account of the death of the hon. treasurer, Mr. G. Cherry, by which the club has sustained a severe loss. Mr, BR. Roe’s ‘Queen Mab’ won allof these races, excepting July 26th when ‘Vanessa’ (EH. W.Roe), tied with her for first. The latter is a new, fast and handsome boat, having been designed and built by Messrs. R. Roe, jun. and sen. respectively, but somehow she never seemed to get a chance. ‘Vanessa’ took second place on May 3rd and Sept. 6th, tieing for second on June [4th and July 5th with Jenny,’ (J. Dolan} and ‘Shillelagh’ (R. MeNally) respectively. ‘Jenny’ got second place on May 24th in addition to tieing with ‘Vanessa’; the only score ‘Shillelagh’ got being her tie with the same, the score for all being (giving 3 marks to first and 1 to second): —‘Queen Mab’ 28 marks, ‘Vanessa’ 8, ‘Jenny’ 3, ‘Shillelagh’ 1, the last named boat is a Torquay built model and is fairly fast, more so in light and moderate than in strong breezes. ‘Jenny’ only sailed in 3 out of the six races. The 15-ton class only averaged 3 starters for five races held during the season, ‘Ulerin’ (R. Roe) winning on May 10th, tieing with ‘Shillelagh’ on July 12th and Aug. 30th, getting second on May 3lst, totalling 17 marks. ‘Ulidia’ (EK. Roe) got first on June 21st, second on May 10th and 31st, totalling 9 marks. ‘Jenny’ only sailed in one race, viz:— May 31st, which she won, getting 6 marks, ‘Shillelagh’ (only coming in the middle of the season) only sailed in two races, tieing with ‘Ulerin’ in each, getting 8. Reports of 10 and 5-ton classes are held over until next month’s issue, as are cup and special race reports. Manchester M, Yo C.— DESCRIPTION OF MODEL STEAMER “ATALANTA,” Built by Mr. W. E. Storey. ‘ ength, l.w.l., 6 feet; beam, 9 inches. This boat has been modelled to some extent upon the general lines of recent torpedo boats, and following the custom adopted in designing these vessels, the deadwood has been cut away both fore and aft with the object of reducing the skin resistance and giving a perfectly free feed of water to the propeller. The broad deck plan of the after end of the boat has been adopted with a view to preventing the sinking of the stern, which is so common at high speeds with model steamers. The plan adopted in the building of the hull is that known as ‘‘ Double Diagonal Planking ” THE MODEL-YACHTSMAN with cedar strips on to horizontal ribs of baywood. The frame is stiffened by bulkheads and vertical ribs of oak, and the horizontal ribs are mortised into a strong stem of elm. The Keelson is of spruce as being at once light and strong. The planks of the outer skin cover the joints of the minor skin planks in every case, and thick shellac varnish is the water-tighting medium employed. The engine is of the compound tandem inverted cylinder type, with cylinders of 1 ‘‘and 1? diameter x 2” stroke. The valves are of piston form and the valve boxes are fixed on the same vertical centre line to admit of the operation of both valves by one set of Hackworth’s Valve Gear. This valve gear has been adopted because of its adjustability, the eccentric remains in a constant position in relation to the crank, but variations in cut-off and even the reversing of the engine itself are effected by alterations in the inclination of the slide-block. The Boiler is of the locomotive type with waterbottom to the firebox. The grate area is 26 square inches, the barrel is 541 diameter and contains 244: copper tubes. The fire door covers the full width of the firebox back and is double hinged for convenience in stoking and drawing the fire. It is intended to consume charcoal in the boiler, and strengths have been arranged for a working pressure of 80 lbs. per sq.in. maximum, AND 5 CANOEIST. De La Cour, plated cream jug; Mr. Schultheiss, a time-piece. A pair of opera glasses and a butter cooler were also given by the club. This brought to the starting buoy’ on Oct. 4th, ‘Buttercup,’ ‘Lizzie,’ ‘Violet,’ ‘Gertrude,’ ‘Nellie,’ and ‘Bridesmaid.’ The boats started at 3-20 with wind S.W. and fresh, the boats running down the buoy off Upnor, and rounding in the order named, ‘Violet’ Ist, ‘Gertrude’ 2nd, ‘Bridesmaid’ 8rd, ‘Buttercup’ 4th, ‘Nellie’ 5th, ‘Lizzie’ having carried away her bowsprit which made her Aorse-de-combat. The boats beating up against tide in splendid style, the ‘Buttercup’ overhauled the others and won by two minutes, ‘Violet’ Qnd, ‘Gertrude’ 3rd, ‘Bridesmaid’ 4th, ‘Nellie’ 5th.—A match was sailed on Oct. 11th and prizes given by the following gentlemen :— Mr. 8. C. Phillips, a silver mounted briar pipe and tin of tobacco; Mr. A. Way, meerchaum pipe; Mr. Lawrance, a pair of pictures. Eleven boats started :-—‘Buttercup,’ ‘Violet,’ ‘Gertrude,’ ‘Snatcher,’ ‘Mayflower,’ ‘Petrel,’ ‘Bridesmaid,’ ‘Lizzie,” ‘Laura,’ ‘Nellie,’ and ‘Invicta.’ The wind being straight down the reach and tide down made the task of getting in line rather difficult, but a start was effected at 3-20, the boats running down nearly all in line and rounded as follows :—‘Mayflower’ Ist, ‘Butter- is fitted with a stuffing box at the forward end. cup’ 2nd, ‘Snatcher’ 3rd, ‘Bridesmaid’ 4th, ‘Lizzie’ 5th, all rounding in the space of two minutes. ‘The wind falling away made it rather slow for the boats beating-up, ‘Buttercup’ taking the lead with ‘Gertrude’ and ‘Lizzie’ in close pursuit, leaving the others a good way behind. The wind again freshening and the boats making good headway against the tide, crossed the line as follows :—‘Buttercup’ 1st, 5-40, ‘Lizzie’ 2nd, 5-414, ‘Gertrude’ 3rd, 5-50, ‘Bridesmaid’ 4th and ‘Mayflower’ 5th, the rest not being timed on account of darkness. This being the wind up for the season 1890, the members held their Smoking Concert at the Old King’s Head, Chatham, which was a great success, Mr. C. T. Smith taking the chair. Songs were sung during the evening by Messrs. Revett, Hawkins, Sullivan, Lewis, Taylor, Burridge, Grace, Webb, Lockett, Burnum, Welton Ford and Harvey: and several recitations were given, the prizes were presented by Miss Forss, the daughter of the host. Mr. C. T. Smith was elected an honorary member and also the Commodore of the club. Mr. BE. Lewis of the Serpentine club adjustment. Rronze. Medway M. Y. C.—-Since the last report, this club has had two or three good matches, prizes | | being given by the following gentlemen:—Mr. | ~ surface—and add to the appearance. Post-free, tn 102, Packets: No. 2,10d. Coppesr, Is. GOLD, Ve. 7, Od; Address, Alpha, this office. The fittings comprise steam and water gauges, feed, safety, blower and stop valves. The engine feed pumps are two in number, arranged side by side, and driven from a rocking shaft which is actuated by a crank receiving its motion from a worm on the engine shaft, through a worm wheel and vertical shaft: each pump gives one stroke toevery eight revolutions of the engine shaft. The pump valves are designed for easy access for cleaning, the cage coutaining both valves and seats being removable : from the pump body. The hand feed pump is of a similar type but larger, and is fixed in the stoke-hold for con; venience of working. Both pumps are coupled to one suction rose or strainer placed under the barrel of the boiler, and ail the delivery pipes are connected to one relief cock and feed pipe. The screw propeller is three bladed, cast in one piece 104; pitch diameter. The stern-tube The rudder is overhung astern and is arranged in front of the centre; the tiller has a screw was present. for Model Yachts’ bottoms easily applied—form a good smooth hard THE MODEL-YACHTSMAN TABLE OF OFFSETS. AND CANOEIST. 15-RATER ‘‘GREYVHOUND.” ; STATIONS, poON | MH G | JE | P|] ’ F. H. Alexander, Nov., 1890. (Design published last month.} ec |B Al ®/ 1) 213) 4) 5 6,7 |8 Height of underside deck from L.w.L./309 298!287 278/270 262 | 255 | 252 | 250 1250255265280 302)/324:347 300]372 385/400 Half breadths on deck. ” ” L.W.L, No. I w.1. oy No. 3 3 No.2 Diagonal a » » 45 -B Draught C 205 255/2951330/365 395| 420 | 443 | 460 [455/406 492|480 440)380!290 235,185 130) 80 we | ve [ee | vee 1133 218 290 346 | 392 452/470 462l430 370)282’170 114 60! 10)… ere Per er eee $2 | 135} 185 [270/313 3201295 241/170, 99) 64 39) bes eee | fees) » | 27) leet vee foot | +++ | 90) 155 207 | 250 | 290 350 382/380 365 317 246,156,110] 60) Io)… wee 50 E56 225 287, 335 | fee cee jane fae | 22) 35 105|135 145430110 76 45) 25) 19). vedas 341 50] 58 60 60, 53 42. 28] 2t}…]…] 4 375 | 412 | 450 14905101505 ‘477 4201341/235 172/107] 45) .– | SE 95 135 |180|210}220)210) 180 134, 82} 55| 29] .– +++ 1096 10731050 £037 991[945|900.840!770)6905’590 515’415] … The stations are gins. apart between C and number 4: The rest are 2ins, The waterlines are 2ins. apart. The numbers are I’1ooths of an inch. Diagonal A is drawn from 2ins. above L.W.L, to 4°65ins, out on L.W.L. to 4ins, out on number I W.L. oins. ” » 2°30 below ,, to Zins. out on number 2 W.L. The inner buttock line is 1°25 out. The outer one is 2°35 out. Overhang aft 7’5ins.: forward 5’25ins.: length over all 56°75. Area midship section 32 sq. ins.: vertical longitudinal immersed section 323°5 sq. ins. – B 29 c – Area load water plane 278 sq. ins,: area of sail 2045 sq. ins. @orrespoudetce. Letters must bear the name and address of the writer, (not necessarily for publication). Anonymous letters and enquiries will not be acknowledged, All communications to be addressed to THE EpITorR. RATING FOR INTER-CLUB COMPETITION, THE Epiror, Jfodel- Yachtsman. Sir,—Mr, Corbett’s letter reviews a rather old proposal for measuring models, and I notice that he uses very much I should be is not very clear to me, perhaps because I am not well acquainted with the Middletonian ianguage which is not in use in these parts except perhaps in the small hours of the morning. I am neither designer, owner, captain, or crew, of ‘Falcon,’ and I do not as the Lieut. appears to think advocate the 1730 rule, in fact ] distinctly stated that I wished to see it give place to the rating rule. My letter simply gave a brief resume of our season’s racing and the plain conclusions to be derived therefrom, if our only Lieut. can show that my statements are false and conclusions wrong, then [ will blush as desired, but if he cannct do sa thea [ go on in my usual “unblushing” manner. As I the same arguments in its favour as have been urged before. wrote about boats designed for the 1730 rule, in common He has tried the rule upon a fleet of boats apparently built to the tonnage rule and has found it to work well, but what about the future when those ‘‘ undesirable type ” fairness to their designers and owners I judged them by that rule. Inthe early part of this year we heard a great deal of well merited praise of the young lady who defeated the Senior Wrangler at Cambridge, but what would we have said if someone had written a very violent letter to the newspapers stating that the lady was a fraud, &c., because she would be no use at the University of Tokio! Yet this is very much what our only Lieut. has done to ‘Falcon’ only he is rather worse,as Tokio has an actual existence, and there might be some possible excuse for setting it upas a standard of merit, whereas the Lieut’s rule has no existence except in his unreadable books and his own imagination. The rule has never been adopted—except by our only Lieut. of designers that Lieut. Middleton tells us about have had their wicked way free from any restriction? be things of beauty and nice handy Mr. Corbett’s proposed 30 Ibs. class normal craft roughly to the 15-rating about 60 x 18 shallow body with section and a deep metal fin like the Will the results craft to carry about ? which corresponds for class I find that a craft a ‘‘ Snake” type of Australian models, or the ill-fated ‘* Evolution,” could be built within the 30 lbs. limit. Such a craft if carefully designed would be a great deal more than a match for any of the 10-16 tonners of jolbs. on any ordinary sheet of water and on any point of sailing. T should not like to carry her about much as sad experience has shown me that the shape of a boat has nearly as much to do with the comfort in carrying about as her weight has. Perhaps Mr. Corbett has duly considered this side of the question and found out some insuperable reason why such a craft could not be constructed; if there is no cbstacle-— and I know of none—then J do not think that the rule is a desirable one to encourage, A craft of this fe could be built to the 15-rating class and I would very much Like to see such a boat tried, but the tax upon sail and length puts a complete stopper upon abnormal dimensions and the resulting craft would be a much more handy boat. Mr. Corbett’s second objection to the rating rule really applies to all other rules as well ; the ‘‘ good all round craft” areas far as my experience goes, never brilliant performers on any point of sailing, and a careful consideration of the conditions necessary for light weather and hard weather sailing show them to be rather antagonistic tu each other. The fourth objection is merely a misconception and requires no reply. Lieut. Middleton when he appears in print generally assaults somebody and I find that I am the victim this time, though why and never will be owing to its inherent defects, then why should practical men bother about it? To save the Lieut. any further trouble I wish to state clearly, deliberately, and with a full knowledge of the peril to my soul, that I do not care in the least whether ‘Falcon’ er any of the cracks of the class measure IO tons, 50 tons, or 5000 tons by that rule. I have no desire to know what the ‘‘ recurring decimal ” is nor what ballast Tam ‘‘ allowed,” Further I am a perfect miracle of model yachting wickedness—a sort of Sodom and Gomorrah rolied into one in fact and if 1 thought that I could win races with her I would build a Ico lbs. ten tonner to-morrow, put in as much ballast as I liked regardless of *© ballast tons,” and I would call her a ten tonner and write an unblushing letter about her to the Afedel Vachtsman, My wickness covers me as a coat of mail and renders me as impervious to ‘* cubical yacht measurement ” as an elephant is to snipe shot, for these reasons. I very much regret that our only Lieut. gave himself the trouble of writing that great long letter and apparently unduly excited himself about it, while Iam sure that the Editor could have found something of practical interest to fll up that column and a half. RED AND GREEN, THE MODEL-YACHTSMAN AND CANOEIST. Tue Evrror, 7he Model- Yachtsman. Dear SIR,—Will you allow me a small space in your journal te enter a protest against what Lieut. Middleton is pleased to call his ‘* patient advocacy of pure tonnage and fair sailing.” To describe Red and Green’s interesting letter in such terms as ** unblushing stupidity of the most profound kind,” an ‘‘advocacy of unfair sailing knowing it to be unfair,” and to brand the falcon asa ‘‘cwindling vessel” when she was designed, built, and races under exactly the same rule as her competitors were, seems to me to be if net ridiculous—at least extremely impertinent. Any sane person can see at once that there is nothing unfair in Red and Green taking all the advantages that the 1730 rule gives, even if his competitors refuse to do so. The rule may be bud, but the obvious fact that it has been adopted by the club to which Red and Green belongs seems to have heen entirely overlooked by Lieut. Middleton. From the occasional letters this gentleman has contributed to your paper it is not at all difficult to gather that he knows very little about Model Yachting, and were it not from the fact that he has published in ‘‘ The Cruise of the Katie” a very interesting account of a single handed cruise round England, in which voyage he displayed what some people would call great pluck, (and what other people would describe very differently); I should find it difficult to believe that he was a yacht sailor, and it is evident that he does not understand the difficulties a man undertakes when he builds and races an extreme 1730 model. Practical Model Yachtsmen do know and require no information from him or me on this point. As for Lieut. Middleton’s panacea—‘*Cubical Yacht Measurement ” it has long since been examined and almost contemptuously condemned by the yachting editor of the Field. in a review which appeared in that paper on Oct. 3oth, 1886, A rule which increases the cedica/ tonnage of a yacht like ‘Mayflower’ from 91°73 tons with her centreboard stowed, to 155°25 with it down seems tu me to merit contempt, and to be many times worse than even the much abused ‘‘1730.” I have not the pleasure of Red and Green’s acquaintance, but I cannot stand by without a word of protest and see a brother Model Yachtsman abused for making public his experiences of long narrow tonnage craft. Such letters are valuable contributions and are so much useful knowledge made public, but I fancy very few people will describe Lieut. Middleton’s letter as such, or consider it at all likely to advance the cause of Model Yachting. Overbeck, Scarbro’. Very truly yours, ALBERT STRANGE. MEASUREMENT. S.R,—I see in your last issue an effusion under the above heading, containing much that is abusive and insulting, backed up with mistatements perhaps not intentional, but nevertheless misleading to many of your readers. How many times has Lieut. Middleton to be told that weight is an untaxed quantity under the 1730 rule, and it behoves every model-yachtsman to make the most of it. As has often been pointed out, this is quite legitimate, and the fault if any is due to the rule, not to those who use it. As regards the inter-club cup race, I may state that there were four boats longer than ‘Falcon’ in the match, but ‘* Red and Green ” is correct in stating that she is longer than the boats that competed at Roker, and is the heaviest craft in the fleet. The yachtsmen of the Tyneside take the matter in a very different spirit, as they are building new craft to beat ‘Falcon.’ Why does Lieut. Middleton not turn practical for once ina way, and tell them some “choice winning proportions ” wherewith the thing can be done without going in for heavy boats, and show ‘‘ Red and Green ” that ‘*FaLcon,” Gateshead. his “advocacy ” is wrong. Tue Epiror, Model- Yachtsman., Six,—I have had so little to do with model yachting that although I own a canoe-yawl and know something of real sailing, I hesitate to obtrude my views on your readers. It seems to me, however, that as a mere matter of mechanics, the method of steering a model before the wind, and having a number of weighted rudders for that purpose Also the alternative to is complicated and unscientific. several rudders, viz: having a hollow one filled with shot, part of which can be removed to bring about a balance, is equally troublesome and apt to cause delay. I venture, therefore, to suggest the following plan :—To have one weighted rudder with a long straight brass tiller, and on the tiller to have a sliding circular weight, which could be fixed at any given point by means of a screw with a milled head, The tiller need not be longer than would exactly balance the rudder when the weight was placed at its extreme end. Then in running before the wind the rudder could be adjusted toany degree of power merely by sliding the weight nearer the rudder head. Also if in close-hauled sailing any particular model required lee-helm to be given her, either because of a faulty sail plan, or for the purpose of Juffing out of squalls, it could be done by lengthening the tiller and sliding the weight still further from the rudder-head, so that the weighted rudder would be over balanced and turned to windward instead of to leeward. There is also another plan for bringing about the same effects. Having a rudder without any weighting on it, and making the tiller extend both fore and aft of the rudder head. When the circular weight was placed at the after-end the model would be steered before the wind in the same way as with a weighted rudder, only the adjus’ment would be much more simple and easily made. Iam Sir, Your obedient Servant, R. 5. O. B. Tug Epiror, The Model- Yachisman. London, $,W. DEAR S1R,—~ Having subscribed to your little journal for more than a year, I, as well as other members of the club with which I am connected, have come to the conclusion that it is a really good, bright little monthly, but thatit isa pity that you allow your valuable space to be filled with the names of the various officers of clubs and of the owners of the models competing. It is all very well to put in the names of those who are. if I may say so, model yachting celebrities, &c., but why allow the names of all the members of the different clubs to be inserted in the naper? the chances are 100 to I that you had never heard of the members of the Dundee club, for instance, before they sent in their roll. I am sure that you will find that there are many readers who regret the space filled in with the names of people they in. Hoping you will not be offended have hardly any interest at my thus proposing to you alterations, and that you will print this letter in brief if not in extenso. I remain, Yours sincerely, PALINURUS. {Our correspondent’s suggestion does not offend. Why should it? He sees with his own eyes and advises us accordingly. Itis the swm of advice received that we act on. The names of the Dundee gentlemen are as important in Dundee as the Metropolitan in his owncity. 7he Model Yachisman is read in both but independently of this view, the men of Hull like to see what is going on in other places, and the same curiosity exists all round. We have received complaints that the names of the yachts alone are of no .— ED]. interest THE MODEL-YACHTSMAN RULES OF COMPETITION FOR so THE NOT LESS THAN £5 $s. . TirLte,—The Waterproof Glue Co.’s Model Yachting Challenge Trophy, presented by the Waterproof Glue Co., 62, Dale Street, Liverpool. CONDITIONS.—The donors offer the trophy for competition among the members of all Registered Model Yacht Clubs, whose names appear inthe Jfodel Vachtsman and Canoeist register of clubs previous to the date > fixed for the race. . The terms upon which the trophy is offered are that it be won twice in succession or three times in all before becoming individual property. That it be competed for on Easter Mcnday in each year. As the clubs already registered lay so widely apart, the donors have decided that the race be sailed, (for the first year at any rate) on the Bradford Model Yacht Club’s Water, situate close to Frizinghall Station, Midland Railway, near Bradford. . The donors will require a gguarantee from the club whose q member wins the trophy. That the prize will be in keeping and duly returned to the office of the Waterproof Glue Co., 62, Dale Street, Liverpool, 14 days previous to the following competition until it be finally won. The competition shall be open to all yachts not exceeding 15 raters L. and S. A., on a scale of1 inch ~—equals 1 foot only. There shall be no time allowance safe for deficiency in measurement nor difference in rig. . The system adopted by each club for ascertaini ng the area will be accepted pending the adoption of uniformity of rule, But each competitor must have the certificate of his club or official measurer, shewing the rating and a table of leading dimensions to enable the measurer on the day of the race in the event of dispute 9 Ps check the calculation quickly, Each competitor to pay an entrance fee of 2/6. To. il. i2. 13. to The proceeds of said fees to be devoted to provide ist, and, 3rd and 4th additional prizes. Not more than 6 yachts from any one club to be allowed to compete. The course chosen to be the most weatherly one–A beam wind only if necessary to get the full length of the course—In no case running beforethe wind. After beating up, the yachts to be towed or carried down to starting place, The following officers will be elected on the day of the race, viz., Judge, Starter, and one or more referees. Their orders cr decisions to be final. Penalty for unfair sailing disqualification, The yachts to start two in each heat. No pushing, either at the start or when turning off during the race. The wind alone must propel the yachts. Referees will closely watch the handling of each yacht and at once disqualify any member taking any unfair advantage , Turning poles will be provided. The turning pole to be at all times forward of the mast when turning, To avoid fouls the starter will allow the leading pair at least two boards clear start before sending off the next competitors, 15. Judge, Starter and Referees to decide slarting stations and position of winning flags. 16. In case of a postponement being deemed necessary a majority of a committee formed by one represent ative 14. 17 from each club shall decide, Fouts.—All fouls taking place between any of the competing yachts shall at the option of the respective competitors multiply the particular heat and render a fresh start necessary, or if the foul has not maturiall y affected the position of the competitors they can if they CANOEIST. unanimously agree, finish the heat. The foul however must be claimed on either side at the earliest WATERPROOF GLUE Co.’s CHALLENGE TROPHY. VALUE AND nioment, and the respective competitors must pass between the winning flags clear of each other. 18. ReacHING.—In case it is necessa ry to sail with the wind albeam—any yacht coming to the weather bank it shall be compulsory to slack the sheets off, or per contra to a lee bank, the sheets shall be hauled in before re-starting. 19, Each yacht securely provided. will carry fastened to her MODEL her distinguishing number The numbers will be sail, YACHT CLUB REGISTER, We publish the full register of model yacht clubs in this the first number for 1891, and shall feel obliged if secretaries will see that their clubs are correctly announced, and send on a separate slip of paper any alteratious that may be required. ed We shall be pleased to insert purticulars of all Clubs, and invite the Secretaries to forward the necessary informati on also, to notify any change in Names an@ Addresses. AMERICAN.—-Length taken on I.w.1. Station—Prospect Park, New York, G. Pigott, 92, Douglas St., Brooklyn, U.~. ANGLESEY.—Tonnape—yY.RB.A. A. F. Haslam, Menai Bridge, BRADFORD,—Y.RB.A. and length. Station.—Exley’s Reservoir, Frizingha ll, W. G. Richardson, 36, Leamington-street, Manningha m, BRADFORD KAST-END.—1736 and length, Station—Bradford Moor Park, J. Sowry, Thorn Cottage, Eccleshill. BANGOR (Ireland).—Length and Y.R.A, H. Cullen, Upper Clifton, Bangor. BOSTON-—Tonnage—Y¥.R.A. Station.—River Witham, W. Thompson, 15, White Horse Lane. BULFAST.—Length, taken from stem-head Station.—Belfast Lough. James Gardner, 6, Old Park, Ulister.—Y.B.A. Station— Waterworks, Antrim Road. W., Wilson, 123, Cogserave-street, CARNARVON.—Length., Station.—Menai Stra its, J. H. Lees, Bronserial, North Road, CARDIFF—Length on I.w.l. James Evans.—Address wanted. COWES, LW., MEDINA,—Length. Wm. tilbeck, West Cowes. DELHI, Canada.—Particulars wanted. W. 8. Crysler, Delhi, Ont., Canada. DUNDEE.— Weight. 12 Ibs. to 1 ton.—Stat ion.—Stobsrauir Pond. J. Cant, 60, Watson Terrace, Glebe. DUMBARTON.-—Tonnage—Y.B.A. Station–Meadow Park D. Forsyth, 54, Glasgow-road. EXE.-—Tonnace—L, & &. A. Station.—Turf. Arthur Kempe, M.D.,, 14, Southernhay, K., Exeter. EDGBASTON (Birmingham).— Weight. Station —EHdgbaston Cana) Reservoir. L. B. Chatwin, Wellington House, Wellingtonroad, Edgbaston, Birmingham, FOWEY.—Length, l.w.1. Station—Fowey Harbour. W.S. Lacey, Fore-street GOOLE.—Tonnage—Y.R,A. and Handicap by Manchester Rule, Station—Raweliffe Brick Ponds. 3. 8. Simpson, 8, Albert-street, GATESHEHAD.—Tonnage—Y.B.A, J. Wilson, 44, Whitehall Road, Station—Gateshead Park. GLASGOW.—Tonnage,—94” Rule, Station Hillhead Pond. Robt. 8, Nicholson, 49, Lumsden-street, Overnewton , GUERNSEY.—Tonnage—Y,R.A, Station—Model Yacht Pond, J. B. Randell, Allez-street, and C. Baker, High-street. GREENOCK.—Tonnage—“94″ Rule, Kh. MeNair, Junr,, 10, Antigna-street. GRIMSBY.—Tonnage—Y.B.A. Station—Aloxandria Dock, Secretary’s name and address wanted. HULL.—Kingston—Length taken on l.w.l.; also 10-ton class Y.B.A. Station—Club Lake, Inglemire Lane, Beverley Road. J. R,. Windsor, Bankside, Sculcoates, Hast Hull.—1780 rule, H, B. Viltman. 87, Shaw street. Station.—East Park, “THE MODEL-YAGHTSMAN »® CANOEIST. > a —” as oy >. token ee EES ite teh | From a PHOTS. BY TURNER & DRINKWATER, REGENT TERRACE, HULL. Yours faithfully, hes. A. Ge “THE MODEL-YAGHTSMAN »® GANOEIST.” Uours very truly, TX. Holding. MODEL-YACHTSMAN HULL— A lbert—-Tonnage—Y.R.A. J. H. Hobhs, Hessle Road. ANI) FLUID S. L. Tucker, Belgrave Terrace, Rosamond Street. JARROW & HEBBURN. — Tonnage—Y.R.A. Station ~- Hebburn Hail Lake. WATER RESISTING FLUID ” WATER RESISTING GLUE GLUE G. Johnson, 31, Caroline-street, Jarrow-on-Tyne. KINGSTOWN (Ireland.)—Tonnage, Y¥.R.A, Station—Kingstown Harbor. L. H. Douglas, 6, Marine-road. LOWESTOFT.—Leneth and Tounace. Station,—North Dene Councillor T. Thertle and J. Symes, R.N, Marine Chambers, London Road. LEEDS.—Tonnage–Y.B.A, W. HH. Yogg, New Market-street. LONDON.— London.—Length (i.w.l.) multiplicd by beam, not to exceed 240, also 10-ton class Y.R.A. and L. & §. A, 15-ton class. Station— Round Pond, Kensington Gardens. Mr. Walter Greenhill, L.M.Y.C., Kensington Gardens, W, Teleprams :—-Bermudian, London. Postal :—L. M. Y¥, C., Kensington Gardens. {Patent} PATENT NO PATENT BRUSH.—NO_ BOILING.—WILL GLASS, Station.—Long Pond. M. Y. Sailing Association—Length taken on 1.w.1. BUILDER, J, Pollard, 32, Spring-st., Paddington, Victoria-—Length, taken overall and on l.w.1. Station—Victoria Park. W.S. Melville, 16, Yredevie-place, Bow, E. TEWKESBURY. Highgate—Boats handicapped by weight. Builder of “Atalanta,” ’88 and ’89, and ‘*‘ Severn” ’87 and ’89, Station—Highgate Ponds. H. P. Reynoldson, 2 Beaconsfield-ter., Archway-rd., H’gate Station.—Long Edward Gray, 24, Strathleven Road, Acre Lane, Brixton, 5.W. All kinds of Boats Built to Order, Station.—Long Pond Clapam Common, 5.W. John Maival, 1, The Crescent, Chapham Common, Let on Hire, and For Sate. Station—Llandudno Bay. THEO. >. Melsom, Post-Office. LIVERPOOL.—Tonnage—Y.R.A., with limited depth and minimum freeboard. Station—Sefton Park Lake R. Richmond, 6, Canoe-rd., Anfield, Liverpool. SMITH, MEDLEY, ‘OXFORD, a & Builder of the ** WHIZ,” MEDWAY. —-Chatham.—Tonnage Y. RA. G. Luxon, 39, Copenhagen Road, NewLae MARYPORT, Cumberland. —Tonnage—Y. R.A Winner of R.C.C. Challenge Cup, 1890) J.W. Hodgson, 20, North-street. MANCHESTER.—Leneth, taken on |.wl.; also 10-ton class, ¥.R.A. is prepared to devote special attention to the Station— Print Works Reservoir, Levenshulme. R. W. Gill, Green Hill, Edgley, Stockport. MOOR PARK (New South Wales.)}—Leneth, taken from stem-head to inside of rudder head on deck; also overall. ¢.M. Donaldson, 22, Myrtle-street, 8. Sydney, N.S.W NEWCASTLE WHST END.—Tonnage—Y.B.A. P. McGill, 19, Hamsterley-rd., Newcastle-on-Tyne. PHILADELPHIA, U.S.A.-—Length overall. development of canoes of all sorts. ORIGINAL BEST DESIGNS. WORKMANSHIP, JOHN J. EH. W. Fowler, 3426, Walnut- ——_ Philadelphia, Pa. “94” R Station.—Lower Dousliehill Pond, IMPROVED FITTINGS. MODERATE PRICES. JACKSON, SAIL MAKER, NORTHWICH, Cheshire, J. Brash, 5, William Street. PORTSMOUTH. Tonnage Y.R.A. and length (1.w.1.) Station.—Craneswater, Southsea. Capt. Haldane— Wolverton House, Lennox Road, Southsea. RYDE, (1.W.)—Length, taken from stem-head to stern-post, on deck. Station.—Canoe Lake. G. Beazley, Ryde Dispensary. SHEERNESS—1780 rule. 10, 15, and 20 tons. D. Lewis, 28, Alma Street, Marine Town. SCARBOROUGH.—Length, taken on |.w.1.; also, 10-ton class, Y.R.A Station—The Mere. J. W. Blakey, 29, Westborough. SUNDERLAND,—Tonnage—Y.R.A Station—Roker Park, E. Marlborough, 11 Brookland Road. MANUFACTURER of SAILS for YACHTS, BOATS, CANOES, &c. CANOE SAILS A SPECIALITY, TENTS OF EVERY DESCRIPTION MADE TO ORDER, Maker of Sails for Canoe ‘*Charm” winner of the Royal Canoe Challenge Cup, 1587, 1888, and 1889, Also “Whiz” winner of the Royal Canoe Challenge Cup 1890. “WATERY WANDERINGS,” A Practical Canoe Cruise. Es” The Fee for constant publication in the Register is 5s. per annum By i. Grassam, Printer, id prepared to LONDON: TL HH. HOLDING 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 execute orders for Rrinting, Withography, &c., l61 & 162, HIGH STREET HULI. Co.,, 1847. Station—Round Pond, Kensington Gardens. ESTIMATES GIVEN, WooD, BOAT, CANOE @STEAM LAUNCH Dulwich. —Lengte I.w.]. and Y.R.A. C. LL, Outridge, Goodrich Road School, HE. Dulwich. in the best style, and at moderate prices, JOIN CHARLES BATHURST, Station— Round Pond, Kensington Gardens, PORT GLASGOW.—Tonnage &c. WATERPROOF GLUE 62,.Dale Street, LIVERPOOL. ESTABLISHED H. Tylee,29, Oxford Square. Hyde Park. LLANDUDNO.—Length. SECURELY METAL, Through Ironmongers, Chemists, Manufactured only by THE LONDON. —George~-Length on Lw.l.; L.d&S.A. also 10-ton Y.R. A, Phoenix—Tonnage—17380rule— TINS. Chandlers, &., 6d. and 1/- per tin, Clapham Common. W. J. Batley, 162, Elms Road, Clapham Park, S.W. Corinthian.-Tonnage Y.R.A. Pond, Clepham. CHINA, By post 8d, and 1/3 per tin. Station—The Serpentine, Hyde Park. G. Hale, 178, Hampstead-road, London, N.W. ’ (Patent) TINS. Invaluable for all Out and Indoor Repairs. Serpentine—Tonnage—Y. R. A. and L. & 8. A. Clapham—Tonnage—Y.R.A. CANOEIST. | stand beside the volumes of that doyen of canoeing, the great Rob Roy himself… Mr. William Blackis the literary kingof Western Scotland, but:even the author of ‘A Princess of Thule,’ and ‘White Wings’ has written nothing of the same kind that is more captivat- ing than this record of ‘Watery Wanderings’.”–W chesterkvaminer 10), RENT THE 16 THE MODEL-YACHTSMAN AND CANOEIST embarking on board the steam tug Rescue, and following the races, Mr. John Ness, the hon. secretary, decided to the coast northwards. take them a sea trip along ‘Phe tug steamed as far as the entrance to Blyth Harbour. With the exception of an occasional shower the weather was fine and the air bracing. The outing was much enjoyed. On the return journey the Rescue was brought up by a Shields tug, and two lads and a canoe were transferred to the Sunderland-bound boat. The juveniles had put off from Sunderland about two o’clock in a fragile canvas craft, and the wind springing up blew them off the land. x4 drifting out to They were sea rapidly, and the waves were breaking over them and water finding its way down the well when they were fortunately seen and rescued. They were very frightened, and had given themselves up for lost.—[I have not learned who they were.—Ep.] OUR ILLUSTRATIONS. We have pleasure in presenting on our illustra- tion pages, commencing the New Year, the portrait of the Editor of our Canoeing Department. ‘Mr. T. H. Holding is well-known, to boating men as well as canoeists, as the author of the * Cruise of the ‘ Osprey ’,” and “Watery Wanderings,” as a frequent contributor to the “Field,” newspaper, and ccasionally to the “American Canoeist,” and last, though not least, as having taken up one half of this paper four years ago. During that time he has, for the pure love of the sport, and asa minister to the enjoyment of others, laboured unceasingly, and with no reward but the approbation of all those who admire his disinterested services, to make this paper useful to canoe- ists, and of service in spreading the pursuit and knowledge of canoeing. Perhaps this is the fittest opportunity for ex- plaining the difficulties under which Mr, Holding conducts the Canoeing portion. He is a business man, and besides that, he has charge of a weekly London trade paper, but in addition, so thoroughly enthusiastic is he in the sport, that he gladly conducts a pretty extensive correspondence as well as the literary matter of the Canvetst. When our journal is taken in hand, and is read and thought about, many suppose that the matter being small and the paper not voluminous, that the possibility is there is very little to do. Mr. Holding assures us that he has to write at least three canoeing letters a day, the average the year through, and the matter for the canoeing in one form or another takes up many many hours every month. Perhaps a few biographical notes may not be uninteresting, put in very brief form. Mr. Holding was born at Prees, Salop, just one day before 1845 came in, so will soon be 46 years ofage. Some of his earliest years were spent in the | United States of America, where he crossed the plains from Keircock to Salt Lake City, crossed the plains and Rockies before a railway was ever thought of. These rambles in early life gave a taste for fresh fields and fresh waters which has clung to him on to middle life. —_His first aquatic escapade was in constructing a raft some years later at St. Joen on the banks of the Missouri, through which he had a narrow escape of losing his life out on the great river, While resident in London during 1864 and 1865 he indulged his liking for the water by frequently paddling and sculling on the home waters, and then it was in 1866 removing to Liverpool, he sometimes indulged on the turbid waters of the Mersey. In 68 he became the possessor of a sculling boat on the Bain in Lincolnshire, and the next year exchanged this for a Trent built canoe, which was used largely for sailing, fishing, paddling, ete. Then boating matters lay quiet for ten years until the Spring of ’78 he bought the ‘Osprey’ canoe, designed and built by Mr. Dove, jun., of York. In this he performed a voyage of considerable difficulty and some danger owing to bad weather and wildness of the watersin the south and west of Scotland, so fully described in the “Cruise of the Osprey” which appeared during the autumn of that year. The book soon sold out. From that time forth, that is, for twelve years, Mr. Holding has been a faithful devotee of the paddle and of the sail. ‘T’o give some idea of the water he has covered, we might mention the rivers on which he has paddled or sailed. Thames, Mersey, Bane, Witham, Wye, Severn, Ouse Sow, Trent, Humber, from .Buckingham to Cam- bridge, Nen, Wear, Tyne, Avon, Berkely Canal, and many other streamsin England. In Scotland he has cruised on the Forth, Loch Venechar, Loch Achry, Loch Katrine, Loch Lomond three times. Rivers: Leven, Clyde, Loch Long, Loch Striven, Kyles of Bute, Loch Fyne, Oban Bay, Loch Etive, Loch Linsh, Loch Creeran, Caledonian Canal, and intermediate lochs. waters he has cruised on On the Carlingford Irish Lough, Newry Navigation, Lough Neagh, Ulster Blackwater, Ulster Navigation, Upperand Lower Lough Erne, River Foyle, Lough Foyle, Lough Swilley. In the south of Ireland, Waterford Harbour, River Barrow, River Suir, Blackwater, Youghal Harbour, Queenstown Harbour, River Lee. Four years ago he designed a cruising canoe that though not exceeding 15 feet and 303 inches beam should yet take two men and be complete as a one man _ boat in measure. His usual mode of taking those lengthy excursions by water is as follows. He always cruises with a companion in the same boat, and this is alternatively propelled by sails, sculls, by full length double paddles, single paddles, and -by tow line. For four years he has contested on THE MODEL-YACHTSMAN AND CANOEIST. the Hendon waters in first and second class races of the R.C.C. of which he was a member nearly six years. He has a passionate love of sailing. He is alsoa member of the American Canoe A. was one of the executive until recently of the B.C. A,, is also Commodore of the Wear Canoe Club, and a member of the Northern Canoe Club, Not only in matters aquatic has he been active. He originated the great Cycling Touring Club and was two years its president. He also founded the Banbury,Sunderlind and Cheltenham bicycle clubs. He is the author of five large volumes of technical books, many of which are new editions. He lectures frequently in London and many large towns from \.lasgow to Exeter. —o— A SHORT CRUISE IN SOUTH IRELAND, BY EDGAR HOLDING, My only excuse for inflicting another “ cruise ” on the long suffering British canoeist is that I have received a polite request from our editor for an account of a short holiday my brother and I spent, during the early part of September, in the south of Ireland. As editorial requests are almost if not quite equal to commands, my duty seemed clear. In writing the followingI have therefore attempted to give an idea of our various experiences without pressing too heavily on the patience of the above mentioned |. s. B. C. On a sunny morning in August Frank and I stood in Maynham’s yard city of Cork surveying a pile of fishing rods, tent poles, paddles, clothes, bags, baskets, rugs, and all the other paraphernalia that is necessary for the enjoyment of a cruise, and wondering where we were to find room for them all in the “Severn.” The attack was commenced however, and by going to work in a methodical manner in a short time all our necessaries were stowed, and we were ready to go afloat. It was with light hearts we hoisted our sail to a favouring breeze, that wafted us eastward ho, and soon Cork with its long lines of quays, and forest of masts, was left astern. Round Great Island, past Queenstown, to Middleton, was our programme for the day, and with a wind from the north west, we hoped to sail nearly the whole of the distance. As we got into the open waters past Blackrock, the breeze freshened considerably, and as it met the flowing tide, chopped the water up into what was a considerable sea for so small a boat as the ‘Severn.’ We ran down the reach with all reefs down, straight before the wind, and experienced, off Hop Island quite a heavy sea, the old ‘Severn’ bumping and banging into the waves in a manner | that nearly “ lifted” us vut of her altogether. Just off Passage, down came a black squall licking the crest of the waves with foam, and looking | 17 altogether so uncanny that we thought it advisable to luffup. The fury of the wind soon dropped sufficiently for us to proceed, and the journey down the long reach opposite Passage, was very charming. The tide rushes up here at a great pace, and it was past two o’clock before we reached the southern extremity of Great Island. Here, sheltered from the wind by the high ground of the island, we lunched, and enjoyed the exquisite beauty of the scene that lay to the southward. The sky and water of the deepest blue, and the land all golden with the sunshine, made a picture that the memory can never lose. The sail past Queenstown was delightful, dodging in and out among the dainty yachts, and powerful ironclads that were moored in the harbour. The tide began to ebb as we reached the south eastern corner of the Island— so we had both wind and tide against us up Jones Berth (haifa mile wide) that leads to Killrae. Here, the sculls were useful and after an hour’s stiff work, we were able to hoist sail again, nd tack across the bay. Devils Elbow is a name unknown to geographers, but we were informed by a native was the local name of the place we camped on that first night. Anda very enjoyable camp it was. We visited Middleton next morning, and were struck by the almost entire absence of any English names over the shop windows ; nearly all beginning with O, or otherwise bearing some distinctive Irish character. ‘Lhe town itself is interesting in many ways, and bears a busy air always noticeable in Irish towns no matter how small. Our return journey was along the back or north side of Great Island, and led us through some charming country. The scene of our lunch was again in a spot almost enchanting in its beauty. This day the soup was boiled under the ruined arch of an old abbey, amid a scene of such romantic beauty as would require the pen of Scott to do it justice. We were undecided where to camp near Cork, having been unable on our journey down to see any spot at all likely for a good pitch. About five p.m, we were within about two miles of Cork, and were anxiously looking for a green spot on which to pitch our tent and that would be all right for us to start from the next morning as the tide would be dead low about g o’clock and we were very shy of mud. So we inquired of a man who was passing in a boat if a certain place we had our eye on, would be pretty clear at low water. ‘Qh yis sorr, it’s all shingle beach there, you’ll be all right there.” We camped. About nine o’clock we emerged from our tent, to admire the moon and the stars, which were shining very brightly, and lo, on looking waterwards, we were surprised to find Cork Harbour had apparently been drained, and acres of rich, fragrant, bubbling mud lay stretched before us. We discovered at last however, that there was still some water left, a 18 THE MODEL-YACHTSMAN AND CANOEIST. slight stream somewhere in the middle of the mud. deepest channel (which is under the left bank) by This then was the beautiful graphically deseribed by our shingly beach so fresh friend. We some men who had been interested spectators of retired, determined to rise early next morning and The scenery on the Blackwater is surpassingly pretty, and is of unlimited variety—sometimes the river is gliding gently through peaceful meadow land, and again is rushing wilaly between high and thickly wooded banks, here and there relieved by the square tower of some feudal castle. In places the course of the river had been ‘as it were’ dashed eatch the tide, before it left us high and dry. Strange as it may appear, this noble resolution was kept and seven o’clock saw us afloat, and sculling in the direction of Cork. The overland journey from the place where we landed to the station from whence we were to take train to Mallow I will pass over in silence. What true canoeist does not know the delight of taking a canoe through a town that boasts a fair average of small boys! Having placed the ‘Severn’ safe and sound on a railway truck, and having some five hours on hand before our train left Cork, we determined to see what was to be seen of that illustrious city. Of course we visited the cathedral, the architecture of which seemed to us very heavy, and in the interior almost oppressive, but as we don’t know anything about architecture -—and the man who designed the place probably did—we think we had better not express our opinions further. We purchased a lot of provisions at Cork, anticipating that the neighbourhood of Blackwater would be innocent of tinned meat shops.