The Model Yachtsman and Canoeist: Volume 9, Issue 1 – January 1892

all (ANOEIST, \ \ A Monthly Journal of Model Yacht Construction, Fitting and Sailing; Canoeing News, Doings of the Clubs; Yachting.Jtems; Correspondence; Sale and Exchange; &e Vol. IX.—No. 1. JANUARY, All Communications (except Canoeing) must be addressed ‘THe Epitor of The Model- Yachtsman. 161 & 162, High Street, Hull.” CANOEING Communications must be addressed “THE Eprror of Zhe Canoeist, or, Elim Lodge. Hornsra, Hull, 161% & 162, High Street, Hull.” THE MODEL-YACHTSMAN & CANOEIST is published on the Ist of each month, and can be had of any bookseller, or will be sent on application to the Publishers, on the following terms :— Post-free to any part of the United Kingdom, Europe or America…… paid in advance…… 3/6 per annum, isd. or td. stamps may be sent in payment. N.b.—In sending for single copies, 344d. in stamps must be enclosed to cover postage. Hui.: THOMAS GRASSAM, 161 & 162, High Street. LONDON: E. MARLBOROUGH & Co, §1, Old Bailey. DVERTISEMENTS should reach this office not later than the 21st of the month, to secure insertion in the following issue. Rates on application. To Foreign Subseribers!—All subscriptions must be sent by Post Office Orders, payable to THos, GRASSAM, HULL; or, if sent in Foreign Stamps, please send value in one or two stamps only, of high value.—P.O.O. made payable to “The Afodel- Vachisman’ will wo’ for the future be accented, | 1892 Price 3a., Post-free 3¥da. Gditorial THE OLD YEAR Tates. AND THE NEW. Our gaze is backward, o’er the year Now numbered with the past : One more is added to the weight Which bears us down at last. The countless ages but mark time, Whilst we march quickly on 7 No pause our short life’s journey makes, The end is quickly won, Our backward gaze still can descry The light of hours now fled, The sunshine of some happy days, That scarcely yet seem dead. And, whilst we still are travelling on With joys our hearts shall glow Recalled from scenes we’ve left behind, And not forget them now. Our memory still shall linger on, Despite our hurrying feet, For one brief hour we’ll live again The year that’s been so fleet. Then turn the face to onward march, f Salute the New Year’s dawn, Like men prepare for coming time–We’ve friends that are not gone. We clasp the hands, the living hands, Send forth a greeting cheer, We wish to all, in Cot or Hall, A bright and glad New Year. | 2 THE MODEL-YACHTSMAN AND CANOEIST — A note of sadness seems to ring in the last chime of the dying year. We look around and find gaps in the ranks of our friends, some have taken their final voyage and will return no more to greet us. Their cruise has commenced the vast unknown sea of eternity. dear friends. Farewell, old year. on Good bye, —_o0— —~O-—— In looking back on 1891, we cannot help feeling that the spirit of Model Yachting has in many places not been so enthusiastic nor keen asin some previous years. We have got to a stage in Mode! Yachting affairs that might easily be improved by a little more patriotism for the sport. Perhaps we are somewhat influenced in feeling because we find our own time will not permit of greater effort on its behalf. Tis certain that a number of districts have improved and brought their affairs to a state of greater perfection and success, but on the other side we find there has not been that increase and effort that we might well have hoped to see. In the coming year we must all try to push steadily on and pull together for the general good. The clubs must thoroughly understand that this journal is the pivot around which they all must move. We do not say this in any dictatorial spirit, but it cannot be too widely known that a special organ for any sport is a necessity for its success. Our aim is to fill that position in the future as in the past. Reports from all quarters must come in and come in regularly. Clubs must all consider that we are a part of themselves, an essential piece of the organisation of Model Yachting. Some rumours have been circulated that our journal is about to provide another journalistic funeral, but the time for our demise has not yet come. We are at present smiling at the solema forebodiugs of these circulators of sepulchral information. It is our intention to be as lively and useful as heretofore and keep as good a course. The same skipper is at the helm and only desires the willing help of the same crew to sail the ship as cheerfully as ever. —— O— The Albert Model Yacht Club, Hull, had a large gather’ng of members and friends on Fiiday, Nov. 20th, at the Hall of the West Hull Liberal Club. The proceedings commenced with a tea, which was partaken of by a large company, and continued until the early hours of the morning with dancing. —o Mr. Seaton who is a first-rate patron of Model Yachting in Hull offered a prize for the best design and boat built from it during 1892, Dancing here, too, formed a prominent feature of the evenings entertainment and was much enjoyed by a large number of friends. — The Hast Hull Club have had a very successful assembly at the Central Hall. The prizes won during the past year were distributed by A. Hi. Seaton, Esq., C.E., Managing Director of Harles’ Shipbuilding and Engineering Co. Ltd. We are pleased to be able to inform our readers that Mr. Lear of the Serpentine Club, whose injury it pained us to have to chronicle in our last number, is getting well again, and we sincerely trust he may not feel any after effects froin his illness. He was well enough to send us quite a little chatty epistle a few days previous to this being written, and we could note with pleasure that his spirits were undamped by his misfortune, and likely to be as bright and enthusiastic as ever when his strength fully returns. -——_O— In our correspondence column Mr. Strange writes on the 15-rater question, and the burden of his letter is, shall we limit the weight of this class ; but surely if it pays five days out of six to sail boats of the old 20-ton class as 15-raters the 20-ionner type will be built for the 15-rating class by those who have not already 20-tonners in their possession. It seems absolutely certain that the type that pays will be the one to prevail but on this point have we not had sufficient experience to arrive ab a safe conclusion, —o—~ In the Waterproof Glue Co’s. challenge cup competition sailed in a second suit breeze at Bradford a few months ago, the two first boats were not of heavy displacement, although they were no doubt heavier than most of the competitors. We believe neither of these two boats had more than 25lbs. lead. The ‘Wave’ which won tnay have as much; the ‘Pattie’ which ran secoud and did not meet with a single reverse until sailing against the winner, carried 22lbs. lead and had a total displacement of about 8llbs. This is not an experience for all Britain we admit, and that boats of bigger capacity might have won on such a day is readily conceivable, but in this as in most matches the wind fell considerably towards the close of the racing, and had these two boats which fought out the issue under their moderate canvas, had heavier and longer boats to meet, it seems only reasonable to suppose they would have changed for larger suites, and with this advantage might still have scored a victory. A club that has both good 15-raters and good 20-tonners should certainly be able to judge of the merits of the two, and this being the case at Scarboro certainly adds weight to Mr. Strange’s dictum. Some of the other clubs should give the result of their MOD#EL- YACHTSMAN experience. Jt is doubtful if more than 365lbs. displacement can be utilized with advantage for light breezes on a boat of 44in. L.w.l., and the question then comes in, would not 46 or 48in. of l.w.l. length limit the sail area too much to make a good average number of wins possible during summer weather. -—O0-— We publish this month the full Register of M.Y. Clubs, requesting hon. secs. to kindly refer to it and forward us particulars of any changes or alterations for the New Year. Registration Fees 5s. per annum for the support ot the Model Yachtsman, should be sent by all clubs who wish us} well, and in return a club copy will be forwarded to each hon. see. OPEN DESIGNING COMPHTITION FOR 15-RATERS. Here are the subscriptions up to date :— Mr. A. E. Long, Jarrow… …£2 2 0 » cL. A. Bruce, Kditor’*M.Y.’”…£0 10 6 » Albert Strange, Searboro …£0 10 6 » » 4. D. Fordsmith, Didsbury…60 F.J.Tansley, Lowestoft …£0 Kingston M.Y.C., Hull £0 5 1 0 0 5 0 Mr, F, H. Alexander, Waterford M.Y. O. Ls .£0 5 0 », A.I’.Tysoe, Ashton-on–Mersey. £0 2 0 » L. Young, South Shields 5 0 », P.MeGill, Neweastle-on-Tyne.£0 2 ,» John Hall, Commodore, Manchester M.Y.C. ..£0 10 6 » LL. 5. Downey do. … …£0 £0 5 0 0 » J. H. Nutter, 27, Withington Road, Whalley Range, Manchester.. £0 2 6 No Name 3 Members _… ; 50 2 6 Neweastle M.Y.C. per G. Waite… £0 2 6 , Albert Strange, Scarboro, 4th Edition of Mr, Dixon Kemp’s ‘Yacht and Boat Sailing.” Mr. G. L. Warson, Naval Architect, Glasgow, has kindly consented to act as judge of the designs. The competition will close on Dec. 31st. The total amount received and promised is £5 6s. which we propose to apportion as follows £4 5s. 6d. for building a boat trom the suecessful design ; 21s. for the latest edition of Yacht and Boat sailing by Dixon Kemp, and the edition of the same book promised by Mr. Strange for the third design in the order of merit. This proposition is subject to the assent of Mr. Long who generously heads the list and of the other subscribers. We have had only one builder nominated so far: the builder of the boat for the last competition, and we are still open on this point. | | | AND CANOEIS1 wy THE Doinas of the ¢@lhirkes. Reports for publication must be legibly written, side of the paper oez/y, on one and forwarded to the Epiror not later than the zoth of each insertion in the following issue. month, to ensure Kingston M.Y.C. ( Huli).—ANNUAL GATHERInG.—The usual social gathering and prize distribution took place on Dee. i7th, at the Salisbury Hall, this being the Lith annual function of the kind that the club has held, and no diminution in the enjoyment and success: of the meeting was to be noted. Indeed with Mr. T. A. Bruce as Commodore, and Mr. A. Walker as Vice-Commodore, suecess is a thing to be expected, the efforts of each in his own direction being unstinted and both having hosts of friends with whom they are popular. The proceedings commenced with the well-known Kingston Tea, at which expense is not spared to provide most delectable viands, and this was partaken of by about 130 members and friends. Next, a few seasonable remarks on the sport and the club from the Commodore, who was requested to take the chair and distrioute the prizes, by unanimous vote of the club. A capital vocal programme, a judicious commingling of the pathetic and comic was the following item, during an interval in which the Commodore distributed the prizes, this item, not the least enjoyable part of the programme, being carried out in Mr. Bruce’s usual facetious style, and much interest was manifested in the two Challenge Trophies won by the elub, the North Shield for 10-tonners, won by ‘Harkaway,’ J. Mills, at Leeds, and the Waterproof Glue Co.’s handsome Tankard for 15-raters won by ‘Wave,’ W. Acaster, at Bradford. The vocal programme carried us on until 10 o’clock, when the platform was cleared away, and to the clever and varied playing by Mr. Fred Brooke, dancing was carried on until one o’clock.—The recent heavy rains have considerably enlarged the area of our pond. The storms of wind have played havoc with our boathouse roof, and on a recent Saturday two members who paid a visit to the scene of the devastation might have been observed with the fortitude that distinguishes the ardent Model Yachtsman, defying the soaking effects of a steady downpour of rain, and replacing some ofthe disturbed tiles. How they clambered up and how they held on whilst performing this work, so necessary to save the boathouse from being flooded, is a mystery to those who have not scaled the Alps. But they did it, and those members whose boats were in jeopardy are prepared to match the gallant twain against all-comers for a bit of self-denying labor in the cause of Model Yachting. Only THE one match has been run MODEL-YACHTSMAN since last report, the wind being quite a treat after the paltry sighs we have had to put up with during the latter part of the season. Second suites, we thought they would rot away, so long have they hung on the wall, were sported by all the starters, and some good sailing was much enjoyed, but oh! the mud and the overflow water, each member looked as though he had been dyke mending, and was looked upon asa stranger by his family when he got home. His poorest relations would have passed him without a nod. But the match was enjoyed oblivious of these discomforts, and ‘Pollie, A. Walker, and ‘Susie,’ J. G. Storey, fought out the final with as much spirit as though it was a day to be rejoiced in. Both boats ran the same course but ‘Pollie’ not carry- ing quite sufficient head-sail was gradually left behind in the race, and ‘Susie’ splendidly sailed and going like a little steamboat won by five or six lengths. No more will be sailed until the weather takes a decided turn, and already boats are being fetched away for re-fitting and repairs. —_—O—. Dundee M. Y.C.–The third annual festival of this Club was held in Lamb’s Hotel, on Tues- day, December 12th. Hx-Lord Provost Hunter presided, and beside him were Mr. W. Anderson, conmodore; Captain Mair; Mr. J. Cant, secretary; Mr. D. Hynd, &. After an excellent tea a very agreeable musical prograinme was sustained by the following ladies and gentlemen : Miss Cant, Miss Brodie, Mr. Cant, jun., Mr. Williams, Misses Hynd, and Mr. Macdonald. At the close the Chairman presented the prizes gained in the competitions during the year. The following were the prize winners :—Cup Races of 1891, 5 Tons, 1, W. Anderson; 2, D. Wood. 10 Tons, 1, J. Webb; 2, A. Smith. 15 Tons, 1, J. Webb; 2, J. Cant. 20 Tons, 1, A. Derry ; 2, W. Abbot. 25 Tons, 1, A. Smith; 2, J. Nairn. 30 Tons, 1, J. Webb; 2, W. Abbot. ‘ Hurry-Seurry”’ Race, D. Wood. Special Races for 1891, 1, J. Webb; 2, R. Webb. 5 Ton Consolation Race, 1, A. Mains; 2, J. Cant. 5 Ton Special Race, 1, A. Mains; 2, W. Henderson. 10 Ton Special Race, 1, W. Abbot ; 2,J. Patrick. 10 Ton Special Race, 1, J. Webb ; 2, W. Abbot. The following were the prize winners at the annual outing to Monikie on 12¢h October :–First Race, 1, J. Cant; 2, J. Webb. Second Race, 1, D. Wood; 2, J. Cant; 38, D. Hynd. Third Race, i, A. Abbot; 2, J. Cant: 3, D. Hynd. After the presentation a hearty vote of thanks was awarded to the Chairman. London M. Y. C.—The Autumn series of inateches commenced on Sept. 10th. Five 1d-raters entered, and ‘Glady’s’ Mr. Greenhill | | | | AND CANOEIST, won first prize. On Sept. 17th, Mr. Brandrane’s ‘Irene’ won—three entries. Sept. 22nd, Mr. Tyler’s ‘Sybil’ won, beating five others. Sept. 23rd a 10-ton match was sailed, tive entries, Mr. 0. J. Collyer’s ‘Petrel’ and Mr. Tyler’s ‘Gwendo- line’ tied, and the former got first prize by handicap. Oct. lst, five 15-raters entered, and Mr. Hawker’s ‘Avethusa’ won. On Oct. 8th ‘Arethusa’ again won, beating five others. Oct. Jdth, 10-ton match, Mr. P. Tatchell’s ‘Titania’ won, beating five others in a gale of wind. Oct, 22nd seven On 15’s started in a light wind which fell to a dead calm half way through, at time of postponement, ‘Glady’s’ was leading, ‘Sybil’ second, ‘The match was finished on the 26th in a strong wind, and ‘Sybil’ and ‘Glady’s’ tied, and the latter being handicapped, ‘Sybil’ took first prize. Oct. 27th, seven 15’s entered, and My. li. R. Tatchell’s ‘Gulnare’ won. Oet. 29th, tive 10’s started, and a good match between ‘Lady Jane’ and ‘Titania’ resulted in the former winning first prize. Nov. 5th, 15-rating match, eight entries, and Mr. P. ‘Tatchell’s ‘Nyleptha’ won first prize. On Nov. 12th, seven 15’s started in a squally wind from the south. The course was a reach each way, ‘Kathleen’ Mr, W. H. Greenhill won and ‘Glady’s’ which tied with her got second prize. On Nov. 19th, six 15’s started in a squally and fluky wind, and ‘lrene’ won, ‘Spindrift’ Mr. B. J. Collyer getting second. Nov. 26th, only four 10-tonuers started so the card was sailed twice through, ‘Atalanta’ Mr. B. J. Collyer won, ‘Gwendoline’ second. On Dec. 1st the last match of the season was sailed. There were five 15’s entered and ‘Irene’ won with ‘Glady’s’ second. This brings the season to a close, and a most suecessful season it has been, the club being in a very flourishing condition. The sport during the season has been excelient in both classes, and especially among the 1é-raters which are very evenly matched, nearly every boat winning in turn. Several new 15’s will be out next season, when some grand sport is expected. American M.Y.C.—-The notice to attend in force to decide the measurement question resulted in filling up the pleasant rooms of Mr. Townley, showing the great interest felt in the matter. After considerable discussion on the merits of taxing sail area, the question was put to a vote and carried with only two dissenting votes. The present rule for measurement is by the l.w.l. alone. The new S.A.+L.W.L, rule will be = sailing length ; 2 yachts to be classified by L.w.l. as heretofore. A motion was then made to introduee a THE new class, namely 42 MODEL-YACHTSMAN to will probably be very little if any racing in this The motion was seconded and carried to make new classes as follows: 63in.; First Class, 48 to 53in.; Class A, 53 to Second Class, 42 to 48in.; Third Class, 35 to 42in. A motion was made to do away with sailing to windward and towing back to starting line—by making all time from ‘Marguerite. ‘H. Fisher’ this yacht having carried away bobstay and bowsprit the larger class over such a course, as with a shrouds, ‘Kate C.’ winning second heat and race by 29s. corrected time from ‘Marguerite.’ Three hearty cheers being given for the A.M.Y.C., the season being at an end, the yachts went out of commission. beau wind they were apt to get away from their skippers and be wrecked on shore, or to run down row boats some, it being no joke to be punched in the ribs by the nosepole of a runaway model yacht of 63in. w.l. It was finally decided to sail Class A and First Class yachts to windward only. The Second and Third Classes to sail over a triangular course; the triangle to be one-hali mile, over which the above named classes will sail twice, making the distance sailed one mile. The windward races to be sailed in heats, best two out of three. The amendments to take effect next season. The result of these new rules has decided owners to build new yachts to fit them. Mr. Michalles will build a 46in.; J. Pfeiffer, owner of ‘Electra’ has ordered a 40 from Capt. N. Avedson, of New Serpentine M.Y.C. accepted a design and plans for a 46-incher from the board of I’. Nichols; Mr. Rogers is negotiating for plans for a 40 from same designer. So inodel yachting has taken a new lease of lite. The fourth and last regatta of the season was sailed on Noy. 3, the wind being W. and proving very unsatisfactory. It gave the regatta com- Score :—‘Warrior’ ‘Lizzie’ 6, ‘Galatea’ 5, Umpire, Mr. Hamond. On Dec. 13th, a 10-ton match was started for a ‘Jennetta’ winning this heat by 1m. 583s. corrected time froin Mr. Townley’s Star. The prize presented by Mr. Winter. A heavy gale was blowing from the W.8.W. that at times buried the fleet, hatches under ; the water being blown out of the lake in spray during the heavy squalls. Five boats started. First division :— ‘Serpentine,’ Mr. Burgess; ‘Tormosa,’ Mr.Cooper; Mr. Pieitfer’s ‘Electra’ by 804s. and 231s. corrected time respectively from the Star. First heat of second class was called at 1.45 p.m. This proved the prettiest race of the day. ‘Kate’ and ‘Mischief,’ Mr. Roper. the schooner ‘Normandie’ coming for the finish ‘Formosa’ second, line on starboard tack, with the schooner on the A walk over for ‘Mischief,’ ‘Serpentine’ too close-hauled did not make a board, but tacked and filled amid eutter’s lee bearn and ‘Marguerite’ well to windward of both, but somewhat astern. The cutter not having established an overlap was hailed to give room for schooner to clear leeward stake, the cutter’s skipper complying, at once went 8, ‘Hixperiment’ 2 points. yachts crossing the line 6m. later, Mr. Lyons’ by 5th, all four were mixed up together, the Umpire heat of the third class was called at 12 M., all won Dee. ordering ‘‘no score,” another board, too, was not counted ‘Warrior’ and ‘Lizzie’ reaching the weather shore foul but ahead of the other two. mittee considerable trouble to locate a satisfactory course. Finally, after an hour’s shifting about, a + mile course was staked off. The first third heats were (London ).—On a match was sailed off by the 15-tonners, for a handsome silver mounted jug, presented by B. Tolhurst, Esq. With a moderate wind from the West, seven boats started, and a fast race resulted. First division:—‘Lizzie,’ Mr. Winter; ‘Lorna,’ Mr. Lewis; ‘Dot’ (10-tons) Mr. Sanders; and ‘Warrior’ (15-rater), Mr. Hale, an easy win for ‘Lizzie’ with ten points, ‘Warrior’ second with five. Second division :—‘Experiment,’ Mr. Burgess; ‘Irene,’ Mr. Roper; ‘Galatea,’ Mr. Cooper. This was a better fight, ‘Galatea’ first with 10 points, ‘Experiment’ 6 points; second, ‘Irene’ 5. Final hour :—‘Lizzie’, ‘Galatea,’ ‘Experiment’ and ‘Warrior,’ Ten boards were sailed in the hour, the racing more especially when going free being very close. One board all four boats went to leeward of the boundary post, ‘Warrior’ leading, but before she could tack York ; H. Fisher has received an order to build a racer for G. Armstrong; G. Sheridan has and 5 @ question whether he can tell which is the clock and which is the second hand as yet. ‘Kate C,’ Mr. Sheridan, winning by 31s. corrected classes sail over a triangular course. After some discussion it was thought impracticable to sail second CANOEIST. about, the schooner tacking at the same time, both getting their port tacks aboard as they crossed the finish almost together. ‘Marguerite’ in the meantine had gained by this, she holding her starboard tack until she crossed the line with the others. This was a very pretty picture for the spectators, but one of the committee who held the clock suffered untold agony, and it is 48in., — this being a part of the old Second Class, and to discard the present First Class, making it Class A; this class to run up to 63in. There class. AND t stream the whole heat. Second division:—‘Iris,’ Mr. Sanders; ‘Amy,’ Mr. Lewis; a good race between this pair, ‘Iris’ just beating the ‘Ainy.’ Score :—‘Iris’ 8 points, ‘Amy’ 7. At the finish of the first hours racing the Umpire postponed MODEL-YACHTSMAN AND the final heat, as a driving rain commenced to vary the programme. Umpire, Mr. Hale. Weare pleased to say that our Mr. Lear is progressing favourably, though slowly, and we trust before but I cannot help feeling that at present the weight as well many weeks to see him, icoking on at any rate, had the pleasure of receiving a letter from Mr, Long in which this very subject was mentioned, and in it he pointed out that the class most suitable and likely to bring out the best model was the fixed ‘ength and sail area, and I entirely agree with him. As this seems very unlikely to happen in at his beloved sport. The usual ‘prize all round” mateh will be sailed on Christmas morning. Correspomdence, Letters must bear the name and address of the writer‘ (not necessarily for publication). Anonymous letters and enquiries will not be acknowledged, as the dimensions of boats in this class are too widely different as yet, for it is not as if the boats from different clubs raced tugether every week, or month, as their larger sisters do- then they would soon get sorted out. I once Model Yachting could we not get something like uniformity of size by limiting displacement? Gentlemen, speak up please ! Yours faithfully, ALBERT STRANGE, All communications to be addressed to THE EDITOR, . THE Epiror, Model- Yachtsman. DEAR Sik ~-Now that winter is again upon us, and the darling flyers that we have spent so many pleasant and exciting hours with, arein dry deck, the many problems that occur during the actual sailing of our pets, (when we are much too busy to think them out), are left for us to ponder over, whilst we, perchance, smoke the pipe of peace by the fireside. One of these problems that has given me a good deal of thought is the future of the 15-rater, how big will she grow, and what is the real size she ought to attain in order to win the greatest possible number of prizes in a season? The few boats that I have designed in this class, either for myself or for friends, have been kept within certain limits in the matter of d/meusions in order to keep them eligible for our 20-ton class, but @zmenstons mean so little, and displacement tells the only true tale in competition, and I have found that so far an increase in this direction from 30 to 35lbs. has been beneficial in light weather as well as in a breeze, and this too, in boats of similar dimensions and sail area. Curiously this result is in direct opposition to the practice obtaining at present in real yachts. The tendency in the classes from 1o-rating downwards being in a contrary direction, until the acme is reached in the 4-rater canoe yawls who have caused such a flutter on the Solent on a displacement of five or six hundredweight, beating boats of nearly three times their displacement, I know of course that shifting a heavy crew to windward in a wide shallow boat is one of the causes of this curious result in the §-raters. Happily model sailers cannot call in this aid, and after having successfully added to my model’s displacement to the tune of 5lbs. Iam naturally anxious to know how much further in the same direction I may go, without being thought an unreasonably greedy person when I attend the next 1§-rating inter-club match. Of course I am aware that I am at liberty to do as much in this direction as I please, (so long as I don’t carry more sail than my length warrants), and I also know that in the Jong run the model that will carry her biggest suite longest is going to win most matches, sailed in a breeze. It is only on the one light day in six, say, that the sorter {not necessarily lighter) boat is going to win, or when the match is sailed on small pieces of water, where winds are light and fluky. But all the same, ought not we to fix some limit to the lengths we may goin the matter of weight in conjunction A PLEA FOR MORE BREADTH, Mr, Epiror,—lI fully agree with you in your remark, in the Afedel Vachtésman for December that, ‘Sunder the 1730 ** rule the builder is cramped in the matter of beam.” Without disparaging fair length as compared with breadth, I cannot help thinking that, in several of the designs given in the Afodel Vachtsman, they would have been much improved by some additional beam having been given to them; but this, of course, would have taken them out of their classification or rating, under the ruleabove mentioned. Your observation, coupled with several of a like nature appearing occasionally in your paper, has put me in mind ofa notation made by me years agu, to this effect that ‘ too ‘*oreat depth may be just as detrimental ‘much breadth, without its advantages.” to speed as too In support of this view I would refer to two designs of (haif} midship sections, which I send herewith, the left hand one being a parabolic curve with its apex in the load water line, having there a half beam of jins., while the other on the right is of the nature of an ogec, with a half breadth of Sins. It is quite possible that there may be some who would prefer the narrow model to the one having the greater beam, but the two sectiors are precisely of the same area and depth, so that, with regard to the latter, the leverage of the lead keel of the one is as good as that of the other; whereas the power of carrying sail, mast, in the broader model, be considerably greater than in the other. On this point Griffiths, the American Naval Architect, in his treatise on shipbuilding says—‘‘ Under ordinary circumstances ‘stability increases as the tubes of the breadth, as by ‘‘adding one quarter to the breadth we double the stability, ‘Cand, as a consequence, a capacity to carry double the sail, with but (under any circumstances) one fourth more * resistance,” JM. MODEL 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. BRADFORD.—Y.R.A. and length. Station.—Exley’s Reservoir, Frizinghall. Lewis Crossley. 27, Athol-road. BRADFORD EAST-END.—1730 and length. Station—Bradford Moor Park, with L. & S, A.?—for unless this or something similar is done we shall never know where to place the credit of a victory— BRADFORD MOOR.—1730 and length. Station.—Bradford Moor Park, sail—and in this event we may just as well cease to design 15-raters, but rig up our old 20-tonners, and with them win matches five days out of six. Personally I think a limit of 4olbs. would not be too little, but what do your readers, who give us the benefit of their experience think about it. Will any of them please say ?—The result of the design competition may point to some conclusion in this respect, J, Cant, 60, Watson Terrace, (‘lebe. EDGBASTON (Birmingham}.—Weight. Station –Edgbaston Canal Reservoir. whether the design is the thing or the mere power to carry | CANOEIST N, Walker, 22, Keer St., Leeds Road, Bradford. DUNDEE.—Weight. 13 Ibs. to 1 ton.—Station—Stobsmuir Pond. L. B, Chatwin, Wellington House, Wellington-road, Edgbaston, Birmingham. GLASGOW.—Tonnage.— “94” Rule. Station.—Hillhead Pond. Robt. 8. Nicholson, 49, Lumsden-street, Overnewton. Alexandra—Tonnage “94″ Rule. W. Ramsay. 142, Comely Park-street. Station-—Alexandra Park, Glasgow. THE MODEL-YACHTSMAN Station —Fowey Harbour. FOWEY.—Lengsth, lw. W. 8. Lacey, Fore-street NM. Y. Sailing Association—Length taken on Lw.1. Station—-Round Pond, Kensington Gardens. Station. —East Park, d. Pollard, 32, Spring-st., Paddington. Victoria—Lenegth, taken overall and on 1.w.1. E. Driffield, 108, Arundel treet, Holderness Road. HARRINGTON. —Sailing Rules, Y.RA Station—Victoria Park. Ww. 8. Melville, 16, Frederic-place, Bow, E. Station—Harrington Reservoir. J. A. Young, Gas Works, Harrington, Cumb, Highgate—Boats handicapped by weight. EINGSTOWN (Ireland. \-Tonnage, Y.RVA. Station—Kingstown Harbor. L. H. Douglas, 6, Marine-rond. em aes < Station— Highgate Ponds. H. P. Reynoldson, 2 Beaconsfield-ter., Archway-rd., H’gate Phoenix—Vonnage—1730 rule— Station. "Long Pond ahge y, R. Wrimesley, 60, Camp-road. LOWESTOFT. —Length ana Tonnage. Station— Round Pond, iteaten Gardens. E. Tylee, 29, Oxford Square. Hyde Park. Station—Club Lake, Inglemire Lane, Beverley Road. Hast Huil.—170 rale, CANOEIST, —(edege-laeee on Lw.i.; L.&S.A. also 10-ton ¥.R. HULL.—Kingston—Length taken on i.w.1.; also 10-ton class Y.R.A, J.R. Windsor, Bankside, Sculcoates. AND LONDON .— Station.—North Dene Councillor T. Thertle and J. Symes, B.N, Marine Chambers, London Road. LONDON. —London. —15-rating class and 10-ton class ¥.R.A. Station—Round Pond. Kensington Gardens. Mr. Walter Greenhill, L.M.Y¥.C., Kensington Gardens, W Telegrams :—Bermudia n, London Postal:—L. M. Y. C., Kensington Gardens. Serpentine—Tonnage—Y. BR. A. and 4.&8 Clapam Common, 8.W. John Maival, 1, The Crescent, Chapham Common. LIVERPOOL. —Tonnage—Y.R. Ay with limited depth and minimum freeboard. MANCHESTER.—Length, taken on l.wl.; alse 10-ton class, Y.R.A. Station— Print Works Reservoir, Levenshulme. BR. W. Gill, Green Hill, Edgley, Stockport. PARK (New South Wales. )—Length, taken from stem-head to inside of rudder head on deck; also overall. J.M. Donaldson, 22, Myrtle-street, 8. Sydney, NSW Station—The Serpentine, Hyde Park. G. Hale, I7@, Hampstead-road, London, N.W. Corinthian.—Tonnage Y.R.A. Station.—Long Pond, Clapham. Dulwich—Lengthl.w.l. and Y.R.A. 10 and 6 tons only. Ntation--Peckham Rye R. H. Lanchester, 181, Malpas Road, Brockley, 8.E. MED WAY.—Chatham.— Tonnage Y.R.A 3. H. Read, 8, Gorst Street, New “Brompton. MAXWELL. John H. Neave, Blairbeg, 82, Dalzici Drive, Pollokshields. PHILADELPHIA, U.S. A.—Length overall. E. W. Fowler, 3426, Walnut-street, Philadelphia, Pa. SHEERNESS—1786 rule. 10, 15, and 20 tons. D. Lewis, 28, Alma Street, Marine Town. SCARBOROUGH. —Tonnave 1780, 10 aud 20--tons, also Weight class. Station—The Mere. J. W. Blakey, 29, Westborough. SOUTH SHIELDS.—Bxelsior—Tonnage ‘1730’ and Length. Station.—-South Marine Park, T. S. Downey, 16, Saville Street. SUNDERLAND.—Station, Roker Park.—1730 rule and L. and §.A. R. Marlborough, 11 Brookland Road, Sunderland. AMERICAN.—Lenreth taken on Lw.1. Station—Prospect Park, New York, G, Pigott, 92, Douglas St., Brooklyn, U.>. ANGLESEY.—Tonnage—Y.R.A. A. i. Haslam, Menai Bridge. NEWCASTLE WEST END.—Tonnage~-¥.R.A. P. McGill, 19, Hamsterley-rd., Newcastie-on-Tyne. PORT GLASGOW.—Tonnage PORTSMOUTH Tonnage Y.R.A. and length 1-w.1.) Station,—Craneswater, Southsea. Capt. Haldane—Wolverton House, Lennox Road, Southsea. PORT OF PLYMOUTH.—Particulars Wanted. W. IT. Behenna, 30, St. Aubyn Street, Devonport. RYDE, (1.W.)—Length, taken from stem-head to stern-post, on deck. Station.—Canoe Lake. G. Beazley, Ryde Dispensary. SOUTHPORT.—Tonnage—Y.k.A. with depth and freeboard limits. Station—Marine Park Lake. J. ©. Smith, 60, Sefton-street. SOUTHSEA.—Length, Lw.1. Station—Craneswater. John Whitty, 27, Cleveland-road. Station SOUTH SHIELDS.—Tonnage—Y.R.A. T. T. Anderson, 7, Albion-terrace. WELLINGTON {New Zealand).—Tonnage—‘ 1200” Rule. G. Nerton, Wellington, N.Z Station—The Harbour. WATERFORD.—Length—1780 rule. F. H. Alexander, Newtown School, Waterford. TS Cee RA Station.— River Witham, W. Thompson, 15, White Horse Lane. MODEL BELFAST.— Length, taken frora stem-head Station. —Belfast Lough. dames Gardner, 6, Old Park. Ulster.—Y.RB.A. Station— Waterworks, Antrim Road. W. Wilson, 124, Copsgrave-street. CARNARVON.-—-Length. Station.—Menai Straits. J. H. Lees, Bronserial, North Road. YACHT DESIGNS To any Measurement or any Style of Construction, 15s. per design. CARDIVE—Longth on Low. F. James Evans.—Address wanted. COWES, I.W., MEDINA,—Length. Wm. Silbeck, West Cowes. Newtown DELHI, Canada.—Particulars wanted. W. S. Crysler, Delhi, Ont., Canada. D. Forsyth, 54, —-road. ‘’94” Rule. Station.—Lower Dougliehill Pond. J. Brash, 5, William Street. => The Fee for constant publication in the Register is 5s. per annunr BANGOR (Ireland).—Length and Y.B.A. A. Cullen, Upper Clifton, Bangor. DUMBARTON,—Tonnage—-¥.R.A. Station—Sefton Park Lake R. Biehmond, 95, Townesend Lane, Anfield, Liverpool. MARYPORT, Cumberland.—Tonnage—Y.B.A. J. W. Hodgson, 20, North-street. MOORAGH.—Particulars wanted. H.ALEXANDER, School, WATERFORD. Station–Meagow Park EXE,—Tonnage—L. &S Station.—Turf. Arthur Kempe, M.i 14, Southernhay, E., Exeter. GOOLE.—Tonnage—Y.R.A. and Handicap by Manchester Rule. Station—Raweliffe Brick Ponds. J. §. Simpson, 8, Alhert-street. GATESHEAD.—Tonnage—Y.RB.A. J. Wilson, 44, Whitehall Road. Station—Gateshead Park. Station—Model Yacht Pond. GUERNSE Y.—Tonnage—Y.R.A. FLUID GLUE (Patent) J. B. Randell, Allez-street. GREENOCK.—Tonnage—94” Rule. R. MeNair, Junr., 10, Antigua-street. GRIMSBY.—Tonnage—Y.R.A. Station—Alexandria Dock, Secretary’s name and address wanted. HULL— Albert—Tonnage—Y.-H.A. S. L. Tucker, Belgrave Terrace, Rosamond Street. JARBROW & HEBBURN: — Tonnage—Y.R.A. Station — Hebburn Hall Lake. G. Johnson, 31, Caroline-street, Jarrow-on-Tyne. Clapham-—Tonnage—Y.R.A. Clapham Common. PATENT TINS. Wee\ LO WATER RESISTING GLUE (Patent) PATENT TINS. Invaluable for all Out and Indoor Repairs. NO BRUSH.—NO BOILING.—WiLL GLASS, CHINA, SHCURELY JOIN METAL, &c. WOOD, By post 8d, and I/3 per tin. Through Ironmongers, Chemists, Chandlers, &e., Gd. and L/= per tin, Station.—Long Pond W. J. Bailey, 162, Elms Road, Clapham Park, 8.W. LLANDUDNO.—Length. Station-—-Llandudno Bay. 8. Melsom, Post-Oftice. FLUID AX. WATER RESISTING Manufactured only by THE WATERPROOF 62, Dale Street, GLUE LIVERPOOL. Co., HB. HonbDinNneG Price 2/6 Post-Free. Roy himself… . Myr. William Black is the literary king of Western Scotland, bat even the author of ‘A Prineess of Thule,’ and ‘White Wings’ has written nothing of the same kind that is more captivatingthan this record of ‘Watery Wanderings’.”–.W’ chester Rraminer THEO. SMITH, MEDLEY, OXFORD, Desiger and Builder of Canoes and Small Yachts upon a new principle. Author of the “Oxford Sharpies” and the of Canoe-Yawl: ‘‘Shadow,” ‘‘Spruce,” *‘Snake” type “Torpedo,” &c. High speed and handiness guaranteed. All who use screws for woodwork should possess Tito. . G N I E O CAN SMiva’s patent Screw-gauge and Countersink combined. No more broken or overturned screws ! write for particulars. —— Je —— BRITISH CANOE CLUBS.* ROYAL C.C.—T.G. F, Winser, Sec., 72, Mark Lane, London MERSHY C.C.—Percy Cox, Mate, C 9, Exchange Bldgs., Liverpool. CLYDE C.C.-—~T1. K. Bromhead, Sec., 245, St. Vineent-st.. Glasgow. WEAR C.C.—T. Q. Todd, Sec., 7, Winifred-terrace, Sunderland. NITH C.C.—D. Wilson,Sec., Lanrieknowe-place,maxwelltown, Dumfries HUMBER YAWL CLUB—G. F. Holmes, Mate, Elim Lodge, Hornsea. TYNE C.C.—Rowland Dedd, Sec., Neville Hall, Newcastle. BRITISH CANOE ASSOCIATION.—P. Nisbet, Sec., 1, Water-Lane Great Tower-street, City. (The B.C.A. is established for the promotion of cruises and ineets, whereby canoeists of the United Kingdom, irrespective of clubs, may unite for the purpose of cruising and camping.) SUNDERLAND C, C.—T. J. Robinson, Junr., Secy., Ashbrooky-rd. FREE CRUISERS C.C.—E. Robson, Secretary, 38, North Bridge-st. Monkwearmonth, Sunderland. THAMES CAMPING & BOATING ASSOCIATION.— F. B. Fowles, Hon. Sec., 26, Union-road, Clapham, S.W. THES CRUISERS.—A. McLeod, 15, Reed St., South Stockton. NORTHERN CC.—L, McPherson, Secretary, Whitehouse Buildings Newcastle. Corrections Solicited. EDITORIAL NOTES AND COMMENTS. The first thing one naturally does on January 1st is to wish those whom one happens to meet a “ Happy New Year.” This wish we now extend to the readers of this journal, and as this number will be brought out before Decr. 25th we are able to couple with it the old fashioned greeting and “Wish you a Merry Christmas.” At the same time we take this opportunity of tendering our thanks to those contributors who by sending on lines of boats, particulars of fittings, logs of cruises, accounts of races, &c., have assisted in keeping the “ Canoeist” on her course, and hope that they will not relax their efforts, remembering as we pointed out when first promoted to the position Sailing Master, that the ship is not a single hander but requires a good strong crew if she is to berun successfully and usefully. By the kind permission of Mr. Lynam this issue contains anaccount ofthe “last cruise of the fortable little floating home. In spite of the sad fate which overtook her in battling with the remorseless North cruiser, but hardly really open water, Sea, she was a good little suited for making voyages in Our London correspondent ‘Mayfly’ is rather hard on ‘Selene,’ whose letter in defence of cance yawls appeared in the December issue. ‘he fact is, both canoes and yawls have their proper places, and whilst a majority of canoeists will probably concede that the canoe is the more suitable craft on Hendon Lake or on the ‘Thames above Teddington, it will be equally readily allowed that in ordinarily breezy weather the yawi would be the safer and more comfortable craft for cruis- ing in Sea Reach, though there are of course many days, even in summer, when a 24-rater or some- thing still bigger, would be much better than either. As mentioned in another column the executive — LT. LONDON: E. MARLBOROUGH. HULL: T. GRASSAM,. “One of the brightest, breeziest, aud most entertaining records of holiday adventure we have ever read—-a book which is worthy to #tand beside the volumes of that doyen of canoeing, the great Rob ‘Dragon’” re-printed from the Dyraconian. ‘The ‘Dragon’ is, or rather was, a centreboard gig about r7ft. x 7ft. which by the addition of a deck and a fairly high deck house was converted into a com- ee | A Practical Canoe Cruise. By CANOEIST. of the B.C.A. have decided on the Menai Straits as the locality for the 1892 Meet. ‘he district is strongly recommended by many of the Liverpool members who have cruised there, and as a large majority of those who voted were in its favor, there should be a good muster. The sharpie canoe promises to be the “ coming boat” forthe year and with a fleet consisting of I2in. x 36in. 15 or 16 x 30in. and sharpies our knowledge as to sailing canoes should be con- siderably increased. Our illustration this month shows the canoe yawl ‘Shadow’ (owner, R. A. Hinckley, Esq.i one of the most celebrated boats in the Oxford University Sailing Club, We had several oppor- tunities of seeing her sailing at the Broads last summer, and the way in which she travelled was remarkable, Perhaps part of her success may have been attributable to the very clever way in which she was handle’, but, in any case, the boat is undoubtedly fast, and is besides a good cruiser, being very stiff on small displacement and draft, and also very roomy. An account of the Ranelagh Sailing Club Dinner Decr, 17th, arrived after all our space was appropriated. The particulars given show the dinner to have been a great success, and the mention of the new boats building for next season prove the club to be in a healthy state. —0— BRITISH CANOE ASSOCIATION. The committee of the above met at the Douglas Hotel, Newcastle-on-Tyne, on Saturday afternoon, December 12th, Dr, Hayward M.C.C. (rear eeeeEwEe “WATERY WANDERINGS,” AND = ee i i a Ne eee SS ean THE MODEL-YACHTSMAN THE MODEL-YACHTSMAN AND CANOEIST, 13 Commodore) was in the chair, and the following a year to the winner. divisions were represented :— Lonpon, P. Nisbet, Rear Commodore and sec. More photos were then thrown on the screen, some of Dr. Hayward’s instantaneous pictures treas.; H. Wilmer, and 1D. Waterlow. being specially good, Liverpoo., ‘T. H. R. Bartley and P. Cox. Mr. Bartley’s proposal of the health of ‘ our NORTHERN, R. M. Richardson, G. U. Laws. Humper, G. F. Holmes. visitors ” and of the N.S.C., the T.C.C., the N.C.C. and the W.C.C. was favorably received and replied The voting of the members by reply post cards was as follows:—-In favor of Menai Straits 67 ; Loch Long 13; Lough Erne 13. After some discussion, and the clearing up of knotty points by the Mersey men, the first named locality was to by Mr. Cail and Mr. W.S. Vaughan. A violin solo by the Vice-Commodore, and songs by Messrs, Nisbet, Craig, Bartley, Naughton, and decided on. Cadnant Island was considered a likely site for the first camp, and it was suggested that a second camp should be arranged for, if desired, towards the Carnarvon end of the Straits. ‘The date for the commencement of the Meet was not decided upon, but is August 15th. likely to be somewhere In the evening (at 6.15 p.m.) a dinner was heid, Douglas Hotel. ‘To the former 26 members (and friends) sat down, whilst at the latter over 50 were present, it being the largest Meeting yet held by the B.C.A. out of London. The proceedings commenced with a pianoforte overture, followed by ‘The Midshipmite” the solo being taken by Mr, Waterlow, and the chorus in true canoeist style by those present: In the speech next made, by the Rear Commodore, the formation and history of the B.C.A. were reviewed. Commenced at the Inter-club Meet on the Norfolk Broads in ’87 with 2r members, the Association has grown until at present it has a membership of 172, 37 of whom were elected in 1891. Meets were held as follows :—On Loch Lomond 1888; Windermere Falmouth 1890; Norfolk Broads members were heartily accorded to Messrs. R. M. Richardson and L. McPherson for the trouble they had taken to make the evening so successful and enjoyable. — about followed by a Camp Fire, both taking place at the 1889; Strang passed the evening pleasantly along, the efforts of the last named gentleman being particularly appreciated. The thanks of ali the 1891. After a song by Mr. Richardson—some verses of which were specially written for the occasion by a CANOEING ON THE TYNE appears to be ina very healthy state. Although signs are not wanting of a disposition on the part of some of the members to embark in larger craft, up to the present time canoes within or about the limits prescribed by the R.C.C. hold the field. They seem to be peculiarly adapted to the district, as the coaly Tyne does not seem to be a good place for keeping afloat an expensive and highly finished boat, and the tendency seems to be towards conserving that useful craft, the paddling and sailing canoe. ‘There are two clubs on the river, the Tyne C.C. and the Northern C.C. ‘The former is the senior, and has its headquarters quite m the town, the boathouse being situated on the Gateshead or Southern side of the river, a little below the Redheugh Bridge. Nine or ten canoes were in the racks at the time of my visit, several of them being built of canvas. A good sized slipway affords comfortable launching facilities, and, as Newcastle member of the B.C.A., and which are rumors reached me of several new Sharpie canoes printed in another part of this issue, a series of being at present on the stocks, it is evident that the club is in a healthy state. lantern slides illustrating the various meets of the Association were shown by Mr. Wilmer, the light being managed by Mr. A. Sutherland. After the hon. secretary had sung the “ Eton Boating Song ” the health of the B.C.A. was proposed, in a speech of welcome, by Mr. Cail, the commodore of the Northumberland Sailing Club, and replied to by the Rear Commodore the health being received with “musical honours ” and cheers. After a song in Tyneside dialect by Mr. Charlton, the Northern Challenge Cup was presented to Mr, Laws, who won it with his canoe ‘Wye’ on August 29th, last. Mr. McPherson, the founder and principal donor of the cup, was unavoidably absent, but his speech was read by Doctor Hayward, and in his name the cup—a very handsome silver bow] with two sailing canoes engraved thereon-—-was handed over for The Northern Canoe Club have their head- quarters at Scotswood, some three miles above the town. Their boathouse is just above the Scotswood Suspension Bridge, on the north side of the river, and close to the Railway Station, to which frequent trains run in ten mins. or a quarter of an hour from Central Station. 11 or 12 Canoes were housed there, and on Saturday morning, Dec. 12th, four of them were out. ‘The writer was afloat in the ‘Thetis’ a new and very smart second class canoe, very similar in design and fitment to the Cockyolly Bird, which was recently illustrated in this paper. Although in the dull and somewhat cold gloom of a December day the Tyne did not show to great advantage, it was not difficult to imagine that on a bright summer day the river 14 THE a would be a very pleasant MODEL-YACHTSMAN place for a cruise, Further up than my limited time allowed me to proceed, it becomes shallow and rapid and essentially a canoeing river, which conditions almost assure a continuance of a good all round class of canoe. It is quite “on the cards” that the Tyne may send a representative to Hendon in ’92 to have a try for the Challenge Cup, and, if so, from whatI have seen of the Newcastle men, I venture to predict that he will be found no antagonist. LONDON mean NOTES, The celebrated canoe ‘Birdie’ is for sale and the man who wants her had better look sharp. She was built by Wm. Bathurst, of Tewkesbury, and is as staunch to-day as when launched. in the Sailing.” Her lines latest edition of “ Yacht and Boat We need not tell of all the prizes she has won—but she took those four flags on the Broads and those were the last four races competed for. she —_O— We give a corrected list of the R.C.C. building rules, and trust they will be carefully studied. X. CLASSIFICATION—SAILING 27. CANOES. Decked Canoes—1st Class.—28. Decked Canoes—2nd Class.—29. Open Canoes—3rd Class. 30. Sailing Challenge Cup Competition. 31. Paddling Canoes. 27. DECKED CANoEs—rst CLass.— Greatest length from fore side of stem to aft side of stern post shall not exceed 16ft., with a maximum beam of 3oins. for that length (a beading not ex- ceeding rjins. beam). The beam may be increased by din. for in depth and 4in. CANOEIST. house within the canoe when they are hauled up, and must not exceed 5¢in. in thickness and 18ins, drop below the keel band. No deck seat shall be extended beyond the perpendicular of the sides ot the canoe, The total sail area shall not exceed 112 sq. ft., exclusive of spinnaker, which shall not exceed 50 sq. ft. 28. DEcKED Canors—z2nd Cuass.—Limita- tions as in first class, and to be clinch built (plank edges overlapping and forming lands). The minimum beam shall not be less than 26ins. Sat AREA.—-The area of largest sail shall not By MAVFLY, appear AND in thickness shall be allowed without being measured in the each inch of length decreased. Minimum length t2ft, and minimum beam 28ins. Depth inside from centre ot deck to garboards (alongside keel) at fore end of well, maximum 16ins., minimum rzins. Depth outside from top of crown of deck to lower edge of garboard not less than 12ins., taken anywhere along up to aft. from ends of canoe. Depth from upper side of deck at tft. out from middle line abreast of fore end of well to level of lower edge of garboard at keel not less than 12ins. A fixed keel of wood not more than 2ins. deep, including metal band (if any) allowed. All Ballast (except keel band of not over fin. deep and centre-plates, bilge plates and metal deck fittings) shall, if carried, be within the canoe and above the garboards, Ballast may be shifted during a race, butall ballast on board at starting must be carried throughout the race. Centre plates, drop keels or bilge plates, must exceed 60 sq. exceed 75 sq. ft., ft. and the total area shall not exclusive of spinnaker, which shall not exceed 25 sq. ft. 29. OPEN CaNors—3rd Crass.—Any material and build; other limitations as in 2nd class, and end decks allowed, each not exceeding 2ft. 6ins. in length ; remainder of canoe not decked and not covered in. Notr.—The above limitations shall not affect adversely any canoe built prior to November, 1888, which might have been eligible to sail in R.C.C. matches under the rules of 1888. 30. The Sailing Challenge Cup shall be subject to competition once in each year, and if the race is not finished by the winning canoe within four hours from the start, it shall be re-sailed. The Cup to be held for one year by the winner, PADDLING 31. For Paddling CANOES. Races, a canoe shall not exceed 16ft. in length, and her greatest beam shall not be less than 26ins. No other limitations. YAWL DEFINITION. Length over all not exceeding zoft. Beam not less than 3ft. Depth, from upper side of deck to underside of keel (measured at any point) not exceeding 3ft. Rating (8 ss” 9) not to exceed o°5. No ballast outside or below the garboards, excepting centre plate or drop keels. No transom or counter stern. —o— The letter of ‘Selene ” is hardly written in such a sportsmanlike vein as we should have liked,— From his idea of our short “sarcastic paragraph ” it is evident to us that with him “The truth is hard to bear.” He knows that the reason why the yawls are for sale is that they do not come up to owner’s anticipation, and as to “it being the fate of new ideas to be run down by advocates, &c.,” we do not see where it applies. We personally believe in canoe yawls built ina proper manner for cruising purposes only, and for use on practically inland waters or judicious coasting, but racing yawls are an abomination and ought to be done away with. There is no doubt something in the letter, but still it does not thoroughly deal with 1S THE MODEL-YACHTSMAN AND CANOEIST. everything. The Club definition of a canoe yawl was framed to form a class, and as canoe yawls were then in their infancy it was not thought wise to place restrictions before it was seen how the simple rating rule worked.—I perfectly agree with “Selene” that for Hendon the first class canoe Is more suitable than the canoe yawl. ‘That there are six first-class canoes for sale, out of the lot that are at Hendon, shows nothing more than a progressive tendency for faster boats. That a the canoe yawls should have been for sale points quite in another direction. ‘Iwo selling owners found that yaw! did not give them the sport they could get in a first-class canoe, and found an absence of life in the motion of their yawls. The other selling owners may be dealt with thus: —One, a progressive man, sighed for a faster and larger boat, and the other (our contributor) after trying a second class canoe went in for first class canoe, then for a s5-foot canoe yawl, and last year an 18-footer. He took her down to the much talked of Sea Reach. W7ll he tell us in these columns whether he thinks that his boat or any other canoe yawl ts fit for this work? I should like to build an ‘Ethel’ 13 x 4°6 but not being clever enough and wanting something manageable with paddle, I intend building something in the sharpie line with a view of up and down (down occasionally) river cruising, sleeping on board under a small deck tent. Do you think it would be feasible in a 12 x 36in. canoe sharpie. I can only build to 12ft. in my accommodation. Yours faithfully, H .S L, ANSWERS. (1} We should not recommend a racing 16 x 30 canoe for cruising about the spots mentioned. (2) A 12 x 36in. Sharpie would be stiffer than a 16 x 30 racer. (3) A sharpie of these dimensions could be easily made so that a man could not fairly upset her. At the same time if H1.S.L’s space is limited to 12{t. of length, why not build the sharpie r2ft. long 36in. beam on floor and 4ft. to ft. 6in, extreme beam with a moulded depth of 16ins. She would be much more comfortable and comparatively safer. We should not recommend more than 8oft. in her sail, a single . balance lug with two reefs. —oO-—— Tue Epiror, 7he Canoezst. 66, High St., Rochester. Dear Sir, – I am in want of plans for the building of a Canadian canoe, Can youn refer me to any number of the Canoeist which shews the building of this class of canoe? I shall be much obliged if you can give me any informa- tion on this subject. -——-O— Do the present rules coupled with prizes for races tend to make the canoe yaw! the comfortable cruiser she ought to be? No! a thousand times I have several Nos. of the Casoeis¢ but none of them deal Yours faithfully, with Canadian canoe building. EDMUND CARR, The cedar rib canoes with tongue and groove no—‘‘ Selene” in his letter refers to our note as joints are of course entirely beyond the capacity enough and straight enough this time to please him. We write in these columns to try to do good to the sport and the sooner a limit of minimum depth is adopted in the Club definition or the practice of giving prizes for canoe yawls is done without appliances and _— special built be and the rib on canoe A knowledge. batten principle might be constructed by a good “veiled sarcasm.” We hope we have spoken plain away with, the greater the safety of our cruising yawlers will be.—‘“Selene” ends _ by saying “Those laugh best who laugh last” we do not think we laughed to start with and we think “ Selene” ought to thank his stars that he got back from Sea Reach to laugh at all. Correspondence. Tue Evrror, The Canoeist. 545, Battersea Park Road, Battersea, 5.W. DEAR SIR, —Presuming on being an ardent and interested reader of your paperI venture to ask you the following questions, which I think a great many amateurs like myself are anxious to know. (1) How would the ordinary racing canoe 16 x 30 do for an ordinary Saturday Sunday cruise, starting from Greenwich to Greenhithe or Sheerness, sleeping on board Saturday night and experiencing usual sort of weath r, viz., plenty of wind and kick up going down, and no wind coming back, or vice versa ? (2) Would a sharpie built canoe of 12 x 36, centre plate of 56lbs., be stiffer than a 16 x 30 racer? (3) Cana sharpie of these dimensions be made so stiff that with the plate down one man could not upset her fairly with his weight, if not, what in your opinion, are the dimensions requisite for that test ? of the ordinary amateur workman. amateur as they cannot The cost of one of these canoes, built of basswood is about £4 to 45 in Ontario s) that it might be worth while for half-adozen men wanting Cenadian canoes to import a “nest” of them, as the freight and charges on the lot, packed one inside another should not very largely increase their cost. Last winter an open canoe was built at Hornsea, smooth lapstrake, which has answered very well. The very wide strakes, however, require a good deal of ‘humouring’ to get them on without splitting.—Ep. OUR ILLUSTRATION PAGES. THE CANOE-YAWL “SHADOW.” The lines of which accompany this issue, 1s not as some may suppose the result of a ‘happy hit” in the way of design but is rather the result of careful original thought based upon close observation of the performance of various types of boats of light displacement that have appeared on the river Although the first of the Oxford canoe-yawls at Oxford. she was preceded by several boats of the sharpie type which were purely experimental, the first of these being the ‘Yankee,’ followed by the catamaran ‘Domino’ the sloops ‘Merlin’ and ‘Skipjack,’ and the canoe ‘Iris’: boats which have in turn under favourable circumstances shewn a reFor instance, the ‘Domino’ might have markable pacc. 16 THE MODEL-YACHTSMAN beem seen careering over Port Meadow with about 12 inches of water under her, at a pace’that could not be short of 10 to 45 miles an hour, This occrrred 3 years ago, during a strong S_W. wind, and instances have been noted when the sharpies have gone apparently three times the pace of other By a peculiar adjustment of the surplus buoyancy, and the displacement, the Oxford yawls have the boats in competion. faculty, to a greater or less degree, of ¢ skidding ’ over the water, and as most boats do. not ‘ wallowing’ in it same faculty has been attained even The in round-bodied boats, such as ‘Whizz’ and ‘Torpedo.’ The ‘Shadow’ has made some remarkable records. Two years ago she was sailed single-handed, with all camping- gear aboard, from above Teddington Queenborough to on the West Swale, in one day’s run, the distance being about 75 miles. Another remarkable run was from Rochester to Port Victoria in 1% hours, timed, In her first year, at Medley, distance about 14 miles, Bourne End and Dartmouth, she secured over 20 first and second prizes, and this Term at Oxford she secured two first prizes from boats built expressly to beat her, The ‘Shadow’ is no ‘ racing machine’ as will be seen by She is of peculiar construction and a glance at her design. very strong. The bottom and deck are 5gin. pine, the floors Tin. oak, the sides }gin. cedar with a top strake of 34in. cedar, The seams of the bottom are copper strips about Tin, wide, the canvas, painted white. covered inside with deck is covered with The shaded parts shewn in deck- plan are of mahogany varnished. She is the heaviest of the Oxford yawls. The design published is taken from the original drawings with a few modifications, Some recent alterations are not shewn, The well has been lengthened aft as far as the bulkhead, and a long tiller fitted to rudder head, and the mizzen discarded. Much of the success of this boat is due to the excellent handling of her owner. less.’ ‘ May his ‘* Shadow” never grow THEO. SMITH, —0-—~ OTHER GOOD COMPANY, When I sit by myself in my boat on tne main, To the breeze gently bending and rising again, With blue sky above me, the billow below, The birds as they circle, the ships as they go, I know not, Task not more happy to be ; For I know I’ve the best of good company ! When I sit with my friend ’neath his tent on the shore, And our wars with the gale we fight over once more, While in fancy together the surges we rend, And, as iron sharpens iron, so the friend sharpens friend, I know not, I ask not where pleasure may be ; For I know I’m in excellent company ! When clouds gather round us at sea and afar, And gray waves slip landward and rough is the bar; When stout hearts must steer her and handle the sail ; When to funk is to fumble, to fear is to fail, I’ fear not, Pil fail not, whatever may be ; For I know I can trust my ship’s company ! When we sit mid our comrades, while chorus and song, Round the B.C.A. camp-fire the hours roll along, And the scenes of our cruises the lantern records On Lomond and Windermere, Falmouth and Broads, We ask not, we seek not where pleasure may be, F or we know we’re an excellent company. AND CANOEIST. EXTRACTS FROM THE LAST LOG OF THE “DRAGON.” Saturday, July 26th, six p.m.—Found the ‘Dragon’ mo .red below Westminster Bridge. Her hull newly painted a deep blue, her cabin white, her spars and sails all trim, her new white mizzen, old weather-beaten tanned mainsail and jib, her round windows giving her a look, was a skipper sight to and crew, man of-war sort of gladden the bound for heart of her Yarmouth, the Norfolk Broads, the German Ocean, and whatever might betide. In our hasty departure (prize giving and speechifying only over four hours ago) we left charts and guide-books, also hamper of provisions, behind; but gota chart of the east coast from Lewis, the pilot of the ‘Dragon’ on her voyage two years ago, Moored off some barges near Woolwich for the night, after dodging with difficulty a ferry steamer which owing to strong tide and light wind seem to foliow us like a huge detnon seeking to destroy. When tide turned our moorings got foul of barge’s bottom, and we found ourselves in middle of night thumping against the barge’s side with our bowsprit jammed between hull and leeboard, roused the sleepy bargemen who, grumbling, turned out and gave us a shear off; turned in again but, as usual on first night on ‘Dragon,’ sleep came not to us. Sunday, 27th. Hot and glaring, no wind, drifted with tide to Gravesend, landed, explored Tilbury Fort, waited for ebb ; wind sprang up from E. and freshened, passed Holehaven as the night came on; touched the Blyth Sands. At length about TI p.m., cold and weary and wet, dropped anchor in Sheerness harbour. In morning found ourselves adrift, crew not having secured anchor cable; cable and anchor remained at the bottom ! drifting towards steamer at anchor, set sail in a hurry and started off; but it blew hard from N.E,, rain, very dirty weather, so after trying hard to find our way across the mouth of the Estuary we thought best to run back to Sheerness, lunched on board on bread and water. Later in day it cleared a little, so started off, foolishly hoping to make Harwich ; wind went round coast over Sands. and to N.N.W., crept along Essex Maplins, hoping to cross Foulness shelter in the Colne, but tide was running out and we were soon thumping on Foulness Sands in about 13ft. of water; up centrehoard, breakers all round except seaward, so up jib and fiew before it; se. gct high and nasty, wind increasing to a gale, saw Swin Middle Lightship right a-head, gave blast on fog horn and burnt blue light. Skipper of light ship let out a repe which with difficulty in a heavy tumbling sea we secured and hitched round mast, jib flying away at mast head. Hand from light ship came aboard, and made ‘Dragon’ fast with chain and THE MODEL-YACHTSMAN rope cable, and we were tossed about in gruesome fashion all night. Monday, 28th. Near morning bowsprit cap carried away and mast fell on deck, smashing in part of cabin top and ventilator. ‘Trinity House steamer carne round on annual inspection visit to lightship. Skipper gave us capital breakfast, and entertained us hospitably whilst the carpenter repaired damages, Off we sailed with fair wind from W.N.W., and we kept it up for thirteen and a-half hours; in the growing darkness, the wind falling, we groped along the coast past the strange old ruin of Dunwich and moored off Southend. Tuesday, zgth. Fair wind, ran past Lowestoft into Yarmouth with tide. Had an exciting time getting into Gorleston harbour round the pier, tide running out like a mill race; tug with mud barges entering; we failed at first attempt ; almost run down by tug, tide swirling us round and out across her bows. ‘Tried again; got a line from south pier and were hauled round; ran to the bridge, got there at dead low water, but carried away cap of mizzen in getting through ; put up at Brown’s. Left ‘Dragon’ to be cleaned up, cushions dried, &c., had a much needed bath and went by train to Wroxham, where we found the canoe yawl ‘Snake’ all ready for us. After three weeks camping and cruising on the Broads with the B.C.A. in ‘snake’ and ‘Dragon.’ Wednesday, Aug. rgth. Started from Yarmouth for Cromer, but carried away bowsprit whilst beating down harbour, so returned to old moorings off Brown’s, Cobholm Island. Madea fresh and final start, Thursday, zoth. having all snug, leaving dinghey behind, plenty of provisions on board. Ho! for the North Sea. Sailed before a nice S.E. breeze pist the Caistor shuals, through the Gatway, past Winterton, past Eccles’ desolate Church tower on the beach, whose Norman doorway is washed by every tide, close by the hulk of an old wreck, the coast all low sand dunes, on to Happisburgh, Mundesiey, and the lovely tower of Sidestrand, Garden of Sleep, moored off Overstrand; landed, found friends at the Highlands; asked Jim and Harry to breakfast with us on board in morning. Anchored further from shore in accordance with beachmen’s instructions, turned in, but at 12-30 a.m. found that the wind had veered round to E.N.E., and that we were bumping on the sand, got into water up to our necks, hauled ‘Dragon’ up as far as 2.30 possible, left lying on sand as tide ebbed. a.m. roused again by a voice shouting to us that we should be smashed to pieces when tide came in. Grumpily turned out, got beachmen, and after three hours infinite labour dragged ‘Dragon’ up the beach to foot of cliff; wind now blowing AND CANOEIST., 17 strong from N.N.E. and heavy swell getting up {there is no harbour between Yarmouth and Blakeney, forty-five miles, and Blakeney can only be entered at high tide). Friday 21st to Monday 24th. Weather bound ashore. ‘The ‘Dragon’ was hauled up a zigzag path on the cliff side, as the spring-tides with the strong northerly wind, caused the sea to wash right up to the foot of the cliff. The cliff is ever being torn away, the sea ever gaining on the land. We were hospitably entertained at Highlands, and also by the W.’s at Sea View Cottage. We often had company in the ‘I)ragun’ though her keel was tilted up at an angle of thirty degrees, and we had to drive nails into the table to keep the dishes on. It was great fun, a constant picnic. ‘Jim’ and ‘Harry’ and ‘Orford,’ ‘Didy,’ ‘Angela,’ and little ‘Doris,’ were the liveliest of playmates; we wandered far along the lonely shore, visited the ghosthaunted Garden of Sleep, photographed groups of weathervorn fishermen, and all our friends, bathed, climbed, philosophized, hob-a-nobbed with the yarning old beachmen, and on Monday evening were light sorry to launch out into the blackness. The surf was still angrily beating on the shore, but the wind had died down from the N., the glass however had fallen and we were strongly dissuaded from going, but we hardened our hearts and hastily launched the old ‘Dragon’ for what proved her last voyage. We confidently expected to make Yarmouth with the tide, but the launching through the surf kept us longer than we thought, saying farewell was bitter, and somehow we had melancholy forebodings. We remembered how we had shot a poor gull on the way hither, and thought of the Ancient Mariner, for the winds had seemed against us ever since. Keeping in a line the Cromer and Mundesley lights we sailed on and on; passed Happisburgh and Winterton and thought our voyage over notwithstanding all presentments, but at 11 p.m, the tide failed us, and the wind began to blow in gusts from the S.W., tacking in the Gatway between the Barber and Caister shoals was (though we tried hard) not to be achieved that night, so we ran back to Winterton and anchored. All night we tossed on an angry sea keeping watch by turn. One bad heave of a sea smashed our water jar, and we had no liquor left on board. Tuesday, 25th. In the morning the wind was rapidly rising to a gale right in our teeth, hour after hour we tried to beat against it; again were close to Yarmouth, but the ‘Dragon’ would not go about in the heavy seas, and we could not get through the shoals. One huge sea burst over us and soaked our loaf of bread and biscuits, the only provision we had. Storms of sand blew off the shore blinding us and driving into the cabin. We ran back about ten miles to Happisburgh, hoping 18 THE MODEL-YACHTSMAN that there we should be more sheltered. Anchored again and passed the night in weary watching, for the tempest never abated but rather increased in force, and sleep in impossible. Wednesday 26th. very little light. such a pitching sea was Morning dawned but with All round driving rain, sand and spray, no sign of land! Our anchor had dragged and we were about four miles from land drifting, drifting whither? For there to leeward of us seemed a great churning, boiling cauldron. One look at the chart showed us we were drifting right towards the Happisburgh sands; there no vessel could live a moment in such a wild sea. Nothing for it but to try to get some sail on the struggling ‘Dragon.’ We put up the storm jib reefed and the mizzen with three reefs down, but the mizzen mast carried away and the jib was torn to tatters, for it was now blowing a hurricane. Then, rolling in the trough of every sea, we hoisted half-mast high _ a white flag as a signal of distress, and fired the gun at intervals. A steamer passed us but took no notice. A great 70-ton trawler under reefed main and fore sails soon after bore along close by us, her skipper asked if we would come aboard, we shouted would he tow us to Yarmouth? He hove a line and (now dangerously near the breakers on the sands) we hauled it in and found a strong AND asked whether we should try for her: I said “ yes ” fearing that if she were found derelict we should be considered drowned. So after missing stays the ‘Prima Donna’ jibed and in jibing carried away her gaff, a great spar as thick as a man’s sody, broken right in two. and clearing away the wreck he shot up alongside the hulk of the ‘Dragon’ and threw a grapple on board, dragged her up alongside and with the aid of winch and tackle on mizzen mast, we after some trouble snipped off, carrying with it the fore-stay; down came the mast, and now all the strain was amidships and over went the ‘Dragon,’ rolling on her cabin in the great waves; we managed somehow The skipper shouted to his crew to back foresail and down mainsail as he luffed the trawler up, but there was a moment’s inevitable confusion, as all the crew expected to see us strugglinin g the water, and how the old ‘Dragon’ floated and was towed rolling bottom uppermost I know not. After a perilous minute or two the trawler lost her way. The ‘Dragon’ righted, and we with even greater difficulty got on her deck – again ; the skipper, thanks entirely to the prompt aid of his crew. We then had had enough and I shouted “we’ll come aboard :” waiting hauled her right aboard. I got my personal property (including School reports !) that had been stowed on some shelves beneath the side decks, out of her, and some clothes stowed away in bows; everything else had been smashed and washed away. We landed at Lowestoft “presenting a begrimed and weather beaten appearance” as the local papers said. Sold the wreck and paid the salvage. Sailed a race in the Trawler two days afterwards in the Lowestoft Smack Regatta, and not without melancholy feelings parted with the poor old ‘Dragon,’ our home so often and so long, asseciated with such pleasant memories from the time of the first Dragonnade three years ago till this last wild voyage in the North Sea. C. C. LYNAM, S&ipper. M. R. CHURCH, Crew. A TRIP IN THE “SIBYL.” nine knots an hour, the strain was terrific, the buwsprit to cling to her and scramble on her bottom. However the skipper was not to be beat and setting mizzen and foresail wire rope attached, this we hastily secured to the bowsprit chocks and round the mast. Suddenly the rope they were paying out tightened, the trawler was dashing through the water at CANOEIST. our opportunity when heaved up on the top of a wave, we got on the Trawler’s deck ; she was the ‘Prima Donna’ of Lowestoft, skipper, Henry Setterfield. He sent us below toa warm fire and hot cup of tea, but soon we heard a shout and saw the mere shell of the ‘Dragon’ a quarter of a mile astern; we had dragged the mast and cabin off her, and there she lay half water logged, every wave breaking over and into her. The Trawler’s skipper “Sibyl” ahoy! after shouting for about ten minutes, the two Sibylites and friend who had been sleeping aboard — to insure an early start-— put their heads from below the boat-tent, (unbleached calico dressed with boiled oil)after rubbing their eyes said almost simultaneously ‘“Halloo ! Harry! what’s the time!” on receiving a reply, they gave the boat a list over to the said Harry on the embankment, who caught hold of the mast and slid down on to the foredeck. Breakfast was soon on, and while it was cooking on the “ Acme” in the forecastle, the boat was taken from her mourings between the raft and the embankment to the outer side of the raft; the tent, rugs, &c., stowed, and the table laid on rods between first and second thwarts. Breakfast was by this time ready and soon disposed of; the things washed up, put away and the Siby! got underway under sculls. As soon as we were through Westminster Bridge the balance-lug-mainsail and jib were hoisted, and we commenced to turn down on the first of the ebb, with a shght but promising S.E, wind. On reaching Cannon-street Railway Bridge sails were iowered, and the boat pulled through London bridge Various and the buttresses of the Tower bridge. comments were passed upon the eddies caused by the latter, which, with the piles around them, THE MODEL-YACHTSMAN blocked up half the river and caused the tiers of steamers on both sides of the river as far down as Cherry Garden Pier to sheer, in and out, about 40 feet. The sails were shortly afterwards again hoisted, and on reaching Cherry Garden Pier a strong puff from between the wharves caught the boat, laying her down till her lee gunwale was awash and causing the crew to promply shift from the middle of the boat to the weather gunwale, sending the Sibyl along in fine style. We shortly sighted some 400 yards ahead another sailing boat, apparently bound down, like ourselves, for a day’s sail; the halliards and tack were given another swig home, and the “Sibyl” put upon her mettle to beat if possible this boat, which upon a closer inspection turned out to be the “ Prince of Wales ” —nothing like a good name for one’s craft. We were well down Limehouse Reach before we caught up to her and after cross tacking some two or three boards a longer tack inshore enabled us to weather her, but she hung on to us, till, after passing Greenwich with its Hospital, we were able to ease the sheets and gradually leave her behind. On rounding Blackwall Point it was a beat through Bugsby’s Hole (passing the scene of one of the Sibyl’s narrowest squeaks) and a close lay down Woolwich Reach. On nearing the training ship ‘ Warspite,’ a topsail sailing barge struck his topsail and advised us to get a reef in, as the wind was getting very strong and squally, but witha laugh we passed him to windward, our boat laying down till at times the water came in over her leegunwale. At the top of Erith Reach we met in addition to the usual effluvia from the :ewery outfalls, a good tidelop—the river here bent dead to windward—and the way the Sibyl met it smoothering us and the sails half way up the mast with an evil smeiling spray, fairly drenching the forward man to the skin, was an experience never to be forgotten. ‘The “Prince of Wales” who had managed to keep usin sight, here thought discretion the better part of valour, put her helm up and ran back out of it. She is a deep-keel boat I believe and has not so much freeboard as the Siby!, so possibly she found it wetter than we did although one or two of the waves broke on our foredeck. ‘Three of us landed at the Corinthian Y-cht Club Causeway and went for a walk while the fourth, who had been elected cook by the toss of the halfpenny, put the potatoes on—not in Thames water—got the pies hot, &c. On returning we rowed the boat down stream against the tide, which had now turned, and our stout friend, who dislikes rowing, took the headfast in his hand and stood upon the foredeck ready to make the boat fast to a light Tilbury barge, to which we intended mooring while we had dinner. This barge was lying athwart the stream, having fouled with her sternpost in swinging to her anchor upon a sailing AND CANOEIST, 19 barges cable. When we had reached the Tilbury barge, our stout friend caught hold of her port quarter ring and sprung up with the intention of getting upon her deck, in doing so he pushed the boat away, leaving him hanging on to the side of the barge with the headfast between his legs, pulling them from under hin, his bulk preventing him from getting upon her deck. After recovering from our laughter at his predicament, we pulled up to and took him aboard and very glad he was to be as he expressed it, “once more on Terra Firma.” Owing to his weight he was unable to pull himsell on to the barge, which was particularly high-sided. He thought he was booked for a ducking and he could not then swim. Having made the painter fast we attacked the now hot pies, &c., finishing up with one of Joe’s mater’s justly celebrated fruit pies (long life to her) after which we washed down and then up; put the things away and cigars on ; hoisted the sails, being head to wind; let go; went about, and started on the run home. We were passed by the usual number of steamers going up to the different docks, made and had tea underway; saw the “Prince of Wales” was in her berth, having got back before us, and reached the raft about After changing, and seven arranging the o’clock., next week’s cruise Good Night’s were exchanged, and we departed to seek our different homes. THE “Srey.” Bear. 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