484 
FOREST AND STREAM. 
I Nov. 24, 1894, 
Scale Of Inches 
Go 
60 
AO 30 20 
MODEL YACHT NEOLA- 
1o 5 
-SAIL PLAN. 
repeated repudiation by the Royal Yacht Squadron of the new deed, 
a challenger, in our opinion, is wasting his time in arranging petty 
details, when he has no positive assurance that the New York Y. C. is 
prepared to depart from the plain and explicit wording of the twelfth 
and final clause of the new deed, prohibiting any transfer or delivery 
of the Cup to a possible winner until he has legally executed an agree- 
ment to recognize all the terms of that document. 
If we can read correctly the plain English of the new deed, two very 
serious differences must inevitably have followed a victory by Valky- 
rie over Vigilant; in the first place any member of the New York Y.C. 
would have been legally justified in opposing the transfer of the cup 
to the Royal Yacht Squadron, on the ground that its challenge on 
behalf of Lord Dunraven was not in accord with the plain and posi- 
tive requirements of clause six, and did not give the dimensions of 
Valkyrie. In the second place, entirely apart from this point, had it 
not been raised, the New York Y. C. would not have delivered the 
Cup until the Royal Yacht Squadron had signed a formal indorsement 
of the new deed, which would have completely stultified that august 
and honorable body. 
We are in every way desirous of a race next year, but we can fore- 
see and appreciate the danger of discord and dispute which must 
attend any attempt at an agreement on the present lines, of a definite 
understanding on trivial points and a mutual misunderstanding on 
vital ones. Better no international contest than one which shall result 
in ill feeling on both sides. As matters now are, it is far more essential 
to us than to England that there should be a race in 1895. With no 
race it is easy to foretell the work of next season. Jubilee will lie 
ashore at Quincy Point, Colonia will continue to rust at Tebo's, 
Vigilant will probably remain abroad, and Navahoe will have Queen 
Mab and Katrina to race with at times. Wasp and Gloriana, with 
Minerva and Gossoon, may or may not continue their thrilling and 
exciting races; a schooner or two may be added, to race with Emerald 
and Ariel, and some new fad will replace the 21-footers. Building, 
racing and improvement will be as dead as they were last year. 
On the other hand, Messrs. Fife and Watson, keen and alert to profit 
by Vigilant's races this year, have already three large yachts on the 
stocks, with a probability of others; so that, in the event of no Cup 
race until 1896, or later, they continue to experiment and improve in 
the large classes, while American designers are hunting for orders for 
21-footers and "knockabouts." Let us have a race, but let it be only 
on terms that are fair, open and definite, clearly understood and 
agreed to in advance by defender and challenger. 
While the Forest and Stream has often had occasion to score the 
C9nterboard, and especially the peculiar model once exclusively asso- 
ciated with it, we have never gone so far as Mr. Nixon, in the article 
quoted elsewhere. The ethical question which he raises is a new one, 
but far less important than the practical one of whether the assumed 
advantages of the ballast board are sufficient to justify its further use 
in the face of the mechanical difficulties and the serious danger 
attending the carrying of a loose weight in a vessel at sea. 
being hot enough to burn the mould; and is then poured slowly and 
steadily until the mould is full. After the lead is cold it is removed 
from the mould and cleaned off, being finally planed with a small 
smoothing plane until perfectly smooth and of the correct shape. It 
is not necessary that the mould should be made with great accuracy, 
so long as it is large enough: as lead can be very easily cut and planed, 
the only precaution necessary being to grease the sole of the plane, 
otherwise the lead shavings will stick to it. The holes for the screws 
are sometimes cored as the keel is cast; but they maybe readily bored 
with a gimlet bit, such as is used for wood. 
In the ordinary keel model the lead keel is fastened to the hull by 
long brass screws. The construction of a fin keel is the same as in 
the large yachts, the fin is cut from sheet brass, and bolted between 
two brass angles, each screwed to the wood keel or bottom of the 
hull; the lead bulb being cast in two halves and bolted through and 
through, one on each side of the fin. 
The distinctive feature which, more than any other, separates the 
model yacht from the full-sized craft is the steering gear. In place of 
the hinged rudder, held and controlled by the tiller in the helmsman's 
hand or by the steering wheel; the model yacht is sailed to windward 
practically without a rudder, yachts intended only for windward sail- 
ing sometimes having no rudder at all, except that the fixed deadwood 
is continued out in the outline of the rudder; while in the majority of 
cases in which there is a hinged rudder, it is either taken off or left 
free amidships ; the sails are so balanced that the model will steer 
Model Yacht Building.— III. 
(.Concluded from Page US6.) 
The hull proper being completed, the lead keel is cast by making as 
a mould a hollow box of the required form to contain the keel. The 
inside of the mould is rubbed with chalk or plumbago, the lead is 
melted in an iron ladle or pot until it is just in a fluid state, without 
WEIGHTED RUDDERS. 
herself to windward by them alone. In sailing free or reaching some 
means of steering the hull is necessary, and two methods are 
employed. According to the English plan, the rudder is weighted, in 
some cases by a piece of lead cast in the back of the rudder; four or 
more rudders of different weights being carried by the owner and 
used according to the course and wind. The weighted rudder is 
shown in Fig I. and another plan in Fig II., but one rudder being used, 
with a short tiller running aft instead of forward from the rudderhead. 
This tiller has a screw thread out on it, a lead ball fitting the thread, 
so that it may be shifted and held at any distance from the rudderhead : 
thus exerting a varying leverage on the rudder. 
The steering gear used by the American Model Y. C. is quite differ- 
ent from both of these, as shown in Figs. III. and IV. A short tiller 
running aft is still used, but without the weight, though a light rub- 
ber band serves to hold the rudder amidship when the sheet is slack. 
Near the end of this tiller is a ring, D, for the sheet, C, which is led 
forward to a cleat rack and made fast by a pin, being left quite slack. 
Just over the free end of the tiller a threaded wire segment is fitted, 
each end carried by a small brass standard projecting from the deck; 
and on this segment are two round thumb nuts, a a. The play of the 
tiller from side to side is limited by these two nuts, which may be 
moved toward or from the center until the tiller is just far enough 
over to balance the boat, the pull of the sheet of course keeping 
the tiller to leeward' on each tack, and the boat's head out of the 
wind. 
In running or reaching, the craft can be steered to a nicety by the 
automatic gear. When on the wind, a second sheet, A, is used, led 
through a ring on a traveler on the counter, and fitted with a spring 
snap, B. The forward end leads to the cleat rack, and the sheet is set 
up quite taut. When coming on the wind, the sheet. A, is snapped to 
its traveler on the boom, and the sheet, C, is left as it was, the rudder 
consequently being held fast amidships by the pressure of the rubber 
band. 
Clear, straight-grained spruce is used for the mast, boom and gaff, 
the bowsprit being of hickory or ash. The mast is stepped in a brass 
tube, from the keel to the deck; the lower end of the tube being fitted 
with a tight plug of wood, through which is a brass screw into the 
keel. The mast will vary in diameter from }^in. for a 85in. model to 
lin. for a 60in. model. The simplest form is the pole mast, one stick 
from heel to truck, dispensing with the weight and complication of a 
separate topmast. 
The various metal fittings are easily formed from brass in wire, 
tubing and sheets, all of which may be had, of all sizes and in small 
quantities, at machinists' supply stores. The necessary tools are a 
pair of shears or snips, a drill stock and half a dozen drills, a fretsaw, 
a hacksaw, a pair of round-nosed pliers, a riveting hammer and a few 
files. A metal vise is also required, very good ones for this work being 
now made as a part of a small anvil. The mast bands are made of 
drawn brass tubing, the required length being cut off with a iile or 
hacksaw, the work marked out and the holes drilled, then the neces- 
sary lugs are shaped from the body of the tube and bent to the proper 
position. The main hound band has a lug on each side for the shrouds , 
a lug on the fore side for the forestay and one aft for the throat hal- 
liard block; also a lug just above the latter to take the heel of the top- 
sail yard. The peak halliard and jibstay are carried on a similar band. 
The upper cap of topmast band has but three lugs, for shrouds and 
topmast stay. The topsail yard has a ferrule on the lower end, and a 
short wire pin driven in, which ships in the hole in the lug on the band. 
At the height of the topmast head is an eye, made of a piece of brass 
wire flattened on the ends and bent into a "figure of 8," the two flat 
ends encircling the yard and the middle eye going over a pin in the 
head of the topmast. The spreaders are made of brass wire, passing 
through a hole in the hound band and mast, the ends hammered flat 
and drilled. The wire is soldered to the band. The shrouds are of 
strong waterproof fishing line, twisted until taut and hooked to eyes 
in the deck. 
The boom is fitted with a wire eye, the two ends of the wire flat- 
tened and driven into the spar. On the mast is a section of brass 
tube with a wire eye fitted in its after side to form, with the eye on 
the boom, a gooseneck. On each side are two wire hooks for the 
halliards. The jaws of the gaff are made of flat strips of brass or of 
half-round brass wire, bent as shown and driven into the end of the 
spar. The bowsprit ships through a gammon iron formed of a sec- 
tion of brass tube, fastened to the deck and stem by two screws; and 
a similar tube may be fitted further aft for the heel. The bowsprit 
end carries a cranse similar to the hound band, with lugs for the bob- 
stay, bowsprit shrouds and headstays. The mahogany cleat or pin 
rack is shown in the drawings, being from 6 to 12in. long, each sheet 
having its own pin. 
Almost anything in the way of metal work for a model may be made 
from the stock shapss and sizes in which brass is sold, avoiding the 
trouble and expense of making patterns and castings. A method of 
cutting two angles for a fin-keel from a length of square brass tubing 
is shown; if a circular saw is at hand, a cut along each of two opposite 
angles does the work without waste of metal; but the same end may 
be accomplished with a file, two opposite corners being filed away 
until the square tube is in two pieces, each an angle bar, then the in- 
terior edges of each flange may be further rounded with the file. A 
good material for sails is the best quality of Lonsdale cambric, solo 
finish, the sail being cut so that the selvedge runs parallel with the 
leech. The dimensions of Neola's spars are as follows: 
Mast from end of l.w.l 19 in. 
deck to hounds 46 in. 
masthead 7J£in. 
Topmast 42 in. 
Bowsprit beyond l.w.l 35 in. 
outboard 19 in. 
Boom 54 in. 
Gaff 34 in. 
Topsail yards 17 and 37 in. 
Jib, club 28 in. 
Foresail club 24 in„ 
Tack to peak 68M in ^ 
Clew to throat , 65 in. 
In sailing model yachts as practiced in England, the sailing ground 
is a small pond, the owner of each yacht walking or running around 
the margin armed with a stick, which by the rules is limited to 4ft. 
length, with which he puts his craft about as she nears the shore. In 
this country, however, both crew and yacht are afloat, the former in. 
