The Model Yachtsman and Marine Model Magazine: Volume 5, Number 12 – March 1933

Ue Md Bililu i ii oe ——_ ——S—_— So oe AND “MARINE MODEL MAGAZINE. > VOL. 5. NO. 12. Sowentle of oack Month. shee Sie ehh a ’ Editorial … OG i, SEN aePaha) ty oe ee ee E teeee WL SU aoe coeSantasagst ipncee vine BAS \\\) LLL BES.Jal FSCON NTENTS ‘ I.M.Y.R.A. Notes Sailing Model Wadincssuare M.Y.A. News News of the Little Ships Our Scottish Page Flash Steam Launch … Our Coastal Schooners Up-Helly-Aa = The Chicago Regatta Hull Designing Steamships .. for Model ; Scoring— Why 3 and 2 ? Designer and Dimensions Choice of Five Masted Barque “Potosi” Correspondence…. THE MODEL GOLDEN YACHTSMAN HOUSE, GT. AND MARINE PULTENEY < MARCH, Ps eem7k ee ae ~ ee _—- MODEL STREET, MAGAZINE, LONDON, W.1 . Go 1933 The Medel ‘ 4 Model Yachting Association All Subscriptions for March 19383 Yachtsman Flactwood Model Yacht and” Power Boat Club. Clubs and Individual Members are 10-Rater Open Event now due, and should be sent Good Friday and Saturday, to the 14th and 15th April, 1933. Treasurer, J. E. COOPER, 26, Warren Road, Wanstead, Entrance Fee 2s. per Boat, limited to 3 Boats per Club. Essex. Open to all Affiliated Clubs. C. N. FORGE, G. STEWART POPLE, Hon. Secretary, Joint Hon. Secretary, 151, Lichfield Grove, 42, Abbotts Walk, London, N.3 FLEET VVOOD, J \. {BIPOD MASTS. All Race winners in the near future will be fitted with Bipod Masts I have spent two years experimenting with these and have now achieved great rigidity combined with light- Lancs. i Sails Quality ness. Masis are made of streamline section Duralmin tubing. Alljoints are rivetted to angle castings. I also make SwivellingMasts (centre), of the same material. | Foriy years’ experience in designing, building and Sailing all kinds of model craft. Hand-made Fittings brass or chrome finish. in Andrew J. Bark 26, Alderley Road, NORTHWICH, Ches. 8, Ullswater Rd., West Norwood, London, S.E.27 In replying to Advertisers, please mention THE MODEL YACHTSMAN. y, me THE YACHT SMAN f a a MODEL J] AND MARINE MODEL MAGAZINE Vol. 5, No. 12. MARCH, 1933. EDITORIAL. T the end of our Fifth Volume, readers must pardon us if we become reminiscent and write to be rather more than holding our own, and we must not grumble unduly if our increase is not as a somewhat longer Editorial than usual. Our first number was published on April 2, 1931. It cost 6d. and contained. twelve pages, illustrated with one photographic block, the design of “ Frolic,” and one other diagram. Our first Edition was 500 copies, which sold entirely out and necessitated a reprint. Our First Volume contained rapid as we should like. Nevertheless comparison over five years shows a number of four-page design supplements, so that 188 pages. started as a purely amateur affair. About eighteen months after we started, THE MODEL YACHTSMAN was absolutely insolvent, and it was a question whether we shut down or extended our interests. The latter course was decided on and we added the words “ SATZ AND held to celebrate its launch, a well-known publisher POWER” to our original title. This did not entirely convey our increased scope, as we were gradually extending to cover steamers, power boats and ships as well as model yachts. With our Third Volume we therefore substituted “THE MARINE MODEL MAGAZINE” for our sub-title. By this time our change of policy had shown such beneficial results that the Magazine was once again solvent. With our Fourth Volume we made another slight modification in title, which became “ THE MODEL YACHTSMAN AND MARINE MODEL MAGAZINE.” The amended title, together with our gradual improvement, added to the popularity of the Magazine. Our circulation rose and continues to do so, in spite of the present bad times. Undoubtedly in present circumstances it is something that our Fifth Volume contains 306 pages besides the reader to-day is getting double what he did when we started. We may remind readers that this Magazine was At-the dinner described it as a creditable amateur effort, and hinted that it was capable of much improvement. Until that moment we had been very proud of Volume 1, Number 1, but when this was said we immediately started to pick holes in our production and try to improve it. It is still an amateur Magazine in that the Editorial Staff is unpaid, but we trust that it is no longer amateurish. Unfortunately, the work has grown to such an extent that professional clerical help is necessary so that the Magazine must be brought on to a reasonably profitable basis. Hence we have to look for increased circulation, bigger advertising revenue, etc. Moreover, this will give us a chance to increase and improve on our present production. During the existence we evidences of received help and financial, five years this Magazine has been in have received many letters and goodwill from readers. We have in the form of contributions, literary and many friends have gone to great 282 The Model Yachtsman trouble to get us new readers, club secretaries have canvassed members to take the Magazine, etc. The Model Yachting Association has supported us by making this Magazine its official organ. To each and every one of these good friends we tender our hearty thanks and an assurance that we will try to give them an even better Magazine as time goes on. We may say that we think they will notice an improvement in our make-up with the start ot Volume VI. * * * * # * Every reader has in his hands seven-pennyworth of reading matter about marine models. Yet many fail to get the full benefit, as they only peruse articles which they think attractive to them by the titles. For example, many Southern readers skip our Scottish Page. This ought to be read not only for its information about matters North of the Border, but for the racy style and humour of our esteemed contributor, The Scottish Commodore, which make this a very readable feature. Again, our articles on model ships should be readable by all. Sometimes details of construction reveal great ingenuity, sometimes the historical interest is great. We remember meeting an. acquaintance, a tolerably successful racing man, member of a leading Metropolitan M.Y. Club. In reply to his assertion that he did not read the Magazine, we asked why ? Marcel: 1933 “I’m not interested in designs or building,” he said. ‘I bought my boat. I am interested solely in 10-raters, and even with them I only care about the races I enter myself. I don’t want to read about those, as I know all about them already. So, you see, a Magazine is no use to me, and I’d rather keep the money to spend on something else.” ‘“* Goodness !*’ commented the writer. ** Do you ever buy a newspaper ?” Now it was a waste of good money to teach that man to read. He had a nature so ignorant that he failed to take of the advantage of the gift of reading. But there are others ! From the articles in this Magazine, it is possible to gain a general knowledge of marine modelling in all its aspects. Many readers tell us that they read every line and find all of interest. There is no reason why a ship-modeller cannot take a friendly interest in the achievements of model powerboatman, or a power boatman in the doings ofmodel yachtsmen, and so on. Moreover, certain principles of design and construction are common to all classes of marine modellers alike. After all, all seafarers are united by the salt in their make-up, and why should not model marine enthusiasts be similarly united ? If readers will approach this Magazine in this spirit, we believe they will find something to interest, instruct or amuse on every page. They will then realise that the only marine model magazine in the world is worthy of support. Tue Epiror. } e v o m U L A N O I T A iINTERN : A Il C C O S S s n G N eI N 8 e c lera SY WOTE Ze 8 0 ew = ; ae a ae | Rasen has now signified her intention of competing in the World Championship Races at Fleetwood this August. As the United States and Belgium have also entered, the British Empire representative will have three doughty opponents to meet. A query has been received by mail from the M.Y.R.A. of America, through its President, Mr. E. L. Cheney, as to the use of the Iversen (or similar) Vane Steering Gear. Mr. Cheney asks whether this gear will be used in the British Empire Championship, and whether it is being informally adopted by British model yachtsmen. In America the appearance of this gear is considered to be unshipshape, and unless it is remarkably superior in performance it is regarded as unacceptable. From Belgium also comes a query as to this gear. The Antwerp M.Y.C. state that the gear is new to them, and although they have had no experience of its use, are doubtful as to its possibilities. This club also suggest that it would be possible to make the blade of the vane double (butterfly-wing fashion, to open and shut), and then in using it for running open the vanes out. The Antwerp Club ask whether this would be legitimate. The Swedish Association have decided that for their own races the Vane Steering Gear is to be left untaxed, inasmuch as whatever benefit it might be as extra sail area when running is neutralised when the yacht is beating to windward. For British races in general the M.Y.A. has decided that the gear shall not be taxed as present steering 283: And Marine Model Magazine. March 1933 gears are not considered by any means perfect, and it is not advisable to cramp experimenters by unnecessary restrictions. Undoubtedly it is essential for the I.M.Y.R.A. to come to some decision as to these steering gears. The only part of the world where they have been used to any extent in racing is Scandinavia, where all racing is from skiffs. Boats using these gears have met with considerable success in this form of racing, but whether it would be equally successful in pond racing is by no means certain. It is very unlikely that any attempt will be made to use it in this year’s World Championship, as the occasion is too important for any risks to be taken, and until the gear is better known and understood its use for pond racing cannot but be regarded as purely experimental. This will leave the matter for decision when the International Council meets at Fleetwood. A suggestion has been put forward that the nations composing the I.M.Y.R.A. should be asked to pay a small annual sum by way of subscription in order to permit the Association to extend the scope of its work and undertake more propaganda. The States, Great Britain and Sweden have so far signified their readiness to do this. **+ ¢ £ & ¢ Owing to trade depression and political uncertain- ty in Germany, it has been found impracticable to proceed with building an A-class model to race at Fleetwood. The German model yachtsmen are, however, keen to compete as soon as financial conditions improve. Besides previous year’s boats, which include “ Hortensia IV” (a very fast and reliable model that did remarkably well in the World Championship in 1931), the Antwerp M.Y.C. will have four new A-class models from which to choose the Belgian representative for Fleetwood. Selection Races are to be held. The A-class boats in America are now by far the most numerous class, and big fleets will compete in the Eastern and Mid-West Selection Races. The best boats of each fleet then meet for the American Champicnship, and the winner comes over as American representative in che World Championship. The Swedish M.Y. Association will be unable to compete in this year’s World Championship. We are sorry to hear that Mr. Henning Haglind, their energetic Secretary, has been ill for a long time, but we sincerely hope that his health will soon improve. In writing on behalf of the M.Y.R.A. of America, Mr. Cheney states that Americans generally are pleased with the change of venue of the World Championship Races to Fleetwood. This is not because of any objection to Gosport, but because a change of location seems to be sound justice and a silencer of dissention. A. E. FOSTER, Hon. Secretary, I.M.Y.R.A. [In view of the desire expressed for information as fo the Vane Steering Gear, we should be glad to hear from those who have tried this in any important events sailed on ponds under M.Y.A. or 1.M.Y.R.A. Sailing Rules—Ed., The M.Y. & M.M.M.] AMERICAN NEWS. CHICAGO M.Y.C. The Chicago M.Y.C. announces the election of the following officers for the season 1933 :—Commodore, F. A. Lippold (7447 So. Coles Avenue) ; ViceCommodore, H. Soderberg (5708 So. Elizabeth Street); Secretary and Treasurer, H. F. Decker (9842 Drexel Avenue); Measurer, O. Sonntag (7240 So. Carpenter Street); Racing Committee Chairman, M. A. Johnson (7936 So. Aberdeen Street); Assistant, Wm. Vanderhoop (10455 So. State Street); Score-keeper, T. McNulty, Junior (1144 West 80th Street). H. F. D. SANGATUCK MODEL YACHT CLUB. This is a new heading, and we expect that our readers would be rather puzzled to locate its position, so we may say that it is in Michigan, U.S.A., and that it is the. smallest town in the United States to have a Club affiliated to the National Organization. It held the first Michigan Open Championship race last season and had the largest number of International A-class entries of any race ever held in the Western Division. That it does not mean to stand still is shown by a request to us to send on blue prints of Reg. W. Lance’s “Onward.” This is very gratifying to us as indicating progress in the sport and showing how the THE MODEL YACHTSMAN AND MARINE MODEL MAGAZINE is getting about. AN APPRECIATION. Dear Mr. Editor, Just a line to wish you the Compliments of the Season and all prosperity throughout the New Year. May the MODEL YACHTSMAN continue to progress and grow as it has has done since No. 1. Your Special Number was great—the best so far—but every number is good, and in these hard times I feel I owe a debt of gratitude to our little Magazine, which has helped so much to take me out of myself and place me temporarily out of reach of the prevailing worries and cares. The best of luck !—Yours sincerely, a See OUR REPLY. Dear Mr. “E” We are more than grateful for your kind appreciation. To feel that we are thus giving pleasure to our readers is a source of the greatest gratification to us and inspires to further efforts. Generally bad trade has mitigated against our making as much progress as we desire, but we hope as things improve we shall make still more progress. Once more thank you for your good wishes, which we heartily reciprocate— Yours sincerely, THE EDITOR. 284 March 1935 The Model Yachtsman ON THE RIGGING AND SAILING OF MODEL ~WINDJAMMERS. By Doveuas J. BoyLe. (Concluded from page 263). THE SAILING OF THE SHIP. PS tial the rig of the model windjammer is modified as I have suggested, the constant sailing and racing of it is quite a _ practical proposition. I am accustomed to racing with one, fair or foul, two or three times a week all through the winter. It is exercise. Builders mechanically inclined could certainly vastly improve upon my gadgets. I have reduced everything to the simplest form on my ships ; and moreover I build very heavily. Even so, I get along quite well: and without a windjammer my interest in model yachting would be nil, so far as racing sloops are concerned. There must be very many more like me; and, if they once started ‘sailing model ships, they would find a new and immensely fascinating interest in model yachting. But it is bound to be rather a disappointing business at first. You see, if you want any racing at all, and regular racing is the salt of the Game, you will have to race against highly specialised racing sloops in most places. That is a tough proposition of course. You are ‘pitting the steadiness and reliability of the squarerigger against the speed and erratic brilliance of the racing yacht; and you are bound to take many a crushing defeat. As a general rule you can only beat a modern racing sloop by your accuracy upon a target, and profiting by the mistakes of your opponent. You will nearly always be sailing up and down courses distinctly unfavourable to the windjammer, close-hauled or running free;» whereas the strong point of a ship is her accuracy and _ beautiful sailing on the reach, with the wind anywhere between two points forward or two points aft of the beam. In such circumstances her landfalls can be absolutely devastating to a fore-and-aft vessel, since, if the latter has to tack after missing the port, she may easily lose whatever advantage she has enjoyed in speed and handiness. A windjammer will sail for hours to and fro along her tracks, with the greatest reliability, so long as the wind remains steady in force and in direction. I find the fullrigged ship sails better than the four or five masted barque. Make no mistake about it, a model ship sails magnificently. The difficulty lies in getting the right settings for the day and the course, you have so many points to watch. Any one sail of your twenty or thirty may make a vital difference. You are always having days when sail has to be taken in. That means a different sail balance / The rake of your masts, the tightening of your rigging in rainy weather, bad swirls over the pond, in certain places, can bring disappointing results. Again, you are always having to sail courses on which the sail-setting for the outward journey should, by rights, be very different from that of the return journey. To save time, and because of a short course, you make a compromise, sailing both ways with the same sail set. The ideal setting for either way may be very different from your compromise. That is one of the reasons why I say that reaching is the windjammer’s best point of sailing. You can get the proper sail set, and it serves both ways. A model ship’s most accurate course is to windward. She can be deadiy on that point, on all courses up to her limit, and it must be remembered that a square-rigged ship can do some amazing sailing to windward under suitable conditions. Her many spars may militate against her rapid transit to windward on most days, but I have seen windjammers overhaul and _ pass 10-raters on a stiff climb, when the latter have not been quite suited with the day or with the sails they were carrying. A_ square-rigged — ship, scientifically constructed by a Master, in the hands of a skilful man, could give the majority of 10-raters plenty to do to beat it. In a steering competition pure and simple, a windjammer would often beat a sloop, hands down, being a much more steady sailer. Even in the modified form of the steering competition used for racing at Scarborough, where the leader of a pair of racers takes five points and the other boat three points, (if both of them cross the line), windjammers often do well despite the fact that they have often to take the three points only for their accuracy. Of course, if the faster sloop misses the line and the slower ship crosses ‘it, the latter becomes entitled to the full five points, only one shot at the target being allowed. The rewards on the return journey being precisely the same, the boat good at running has a chance to shine also. All types of boats can sail with some hope of winning, and the first eight competitors may finish with not ten points between them, all lying one, two or three points ahead, or behind, one another. No starts are necessary, and no handicapping is called for. The little boat and the big boat can sail together in harmony, the fast and the steady. Everybody can have a sail. You can get through a big field of competitors in a short Winter afternoon. The Winning Lines by the way are twelve yards long. The pond is seventy. March 1933 And Marine Model Magazine. 285 of going aback. In a true wind you can point On smallish ponds this system of racing can be highly recommended, since it keeps every man in the Club occupied, and prevents the damage and annoyances of indiscriminate sailing on Saturday afternoons. You may sail a Chinese Junk and win the Cup. Needless to say the ten-raters being in the vast majority and the speediest vessels, do the best. This system of racing would be very good for windjammer competitions. It is racing from one port to another on one tack. There need be no handicapping. The big ard the little could race together and the prize would go where it ought to go, to the man who can best handle his vessel, and not merely to the fast freak ship. The variation in the direction of the wind throughout the contest would provide quite sufficient tests of weatherliness. the course being a moderate slant to begin with A model square-rigged ship can sail up to four points off the wind in a nice cheerful breeze and that would have to be the limit of close haul. You can go higher but there is always the danger very high. This forms an exacting test and perhaps it would be best to have tacking where time allows of it, since flukes of the wind might lead to disappointment. Under M.Y.A. Rules, a man would have to try to get to the windward side of the winning-line, if he mistrusted his ability to make it in one shot. A windjammer is very easy to wear down-wind but not at all easy to box-haul up to a weather winning flag. Personally, I should tack off boldly rather than try to box-haul a few yards to windward. As for swinging round in stays the ship cannot be given the essential motion to swing her round and get out of stays and the necessary push-off would soon lead to disputes in a competition. Boxhauling by the way means making a stern board. I am inclined to favour a tacking system of racing for windjammers on a big sheet of water, with the winning-lines at each end at least onesixth in length of the total run, or as near to that The ‘‘Eileen O’Boyle.’’ The lines of this little ship, which Mr. D. J. Boyle corisiders his masterpiece, will appear in the April number of this magazine. 286 Mareh 1933 The Model Yachtsman ratio as possible. This would obviate a good deal of miserable scraping about at an extremely rough, or an extremely calm end of the pond, trying to put a square-rigged ship into a narrow goal, which whirls and eddies of the wind may make utterly inaccessible. You see, a windjammer sails beautifully in true winds, reasonably true winds, but can make little of down-draughts and eddies under a bank. practise by trying to get his ship flags, at one shot. settings necessary to do a definite winds of definite strength. course, with If you know fairly well what your ship can do and what she will by no means do at any time, you will not feel so strange when you visit another club. Make no mistake But whatever system a man will have to race under with a model sailing ship, he had best always between two This gives you some idea of the jammer can be a about it; magnificent on foreign waters the model sailer. It windis high time she had a turn. REVIEWS. By Dick DEapDEyE. Tue Cutty Sark. Vol. I. By C. N. Longridge. Percival Marshall & Co., Ltd. Price 7s. 6d. these minor suggestions, we have nothing but praise for this admirable work. This is The author of this book is to be very heartily congratulated on his great thoroughness. This volume contains 200 pages and over 80 illustrations entirely devoted to the hull of this one vessel. Moreover, there are three excellent supplementary plates, giving the lines, deck arrangements, bulwark plans, ete.—all on a scale to which it is possible to work—contained in a pocket at the end. This is an example of just how a textbook for a modeller should be written, illustrated and produced. It is rather a pity that in selecting a subject for his excellent book Dr. Longridge has chosen so well known a vessel as the ‘Cutty Sark.” “Cutty Sark ” undoubtedly was amongst the fastest of the a clippers, but there is considerable doubt whether all the claims made for her by her admirers are really justified. The “ Lightning,” ‘‘ James Baines,” and others have all their partisans, but for sheer good looks, coupled with speed, nothing ever floated that could touch the lovely “Ariel” and “‘ Thermopylae,” and for our part we heartily wish that one of these had been the subject of this book. Basil Lubbock devoted one book to “Cutty Sark” and much information was easily available about this ship, especially as the vessel herself has been re-rigged and lies at Falmouth. Therefore a book devoted to one of the other equally famous beauties would have been even more welcome. We must admit that the method of hull construction recommended by the author is not one which we ourselves would adopt. The method recommended is bread-and-butter construction with the layers pegged together with dowels. With this we have no quarrel, but it is suggested that after final shaping the hull should be taken apart and then glued up, having previously been held together only by the dowels. If the dowels are sufficiently tight to hold the layers properly during shaping, it must be a job to get them apart and very liable to damage the surface. Surely it would be better to glue up properly before shaping ? The author used three-ply for putting the planking on to the block of his hull—a material we detest for boat building. Thin sheets of hardwood (mahogany) veneer would have done as well and been less trouble to work. Apart from most where valuable record of details that are elseunrecorded. We look forward with the greatest pleasure to seeing the second volume, which will contain the masting and rigging. EneLisH WARSHIPS IN THE Days oF Satu. By A. Guy Bercoe. Percival Marshall & Co., Ltd. Price 3s. 6d. The book is described on the title-page as Brief Historical Guide for Model Makers” “A and covers the period from the thirteenth century down to the time when sail finally disappeared from the Navy about the middle of last century. Mr. Vercoe has a pleasant and lucid style, but in attempting to cover such an enormous subject in such a small compass he attempts the impossible. In fact, ten volumes the size of the present little manual would be hardly sufficient to give those essential particulars the model maker requires if he is aiming at the production of anything more ambitious than a mere outline model. The author is, however, to be congratulated on putting so much information in so little space, but it is a great pity that he did not confine himself to one or at most two ships, such as the “* Golden Hind ” and “ Royal Sovereign,” giving plans and detail. The illustrations are good, especially the photographs, which are well reproduced, but there are insufficient to cover the period thoroughly. volume is well printed and produced. The HELPING ON THE GOOD WORK ! Each month we are issuing to Club Hon. Secre- taries a few days before publication date (7th) a handbill giving a replica of the coming month’s cover, complete with contents bill. May we ask that this may be put on the Club Notice Board as soon as possible after receipt ? Any Club Secretary who does not receive a copy, or other interested person who is willing to display this bill in a suitable place, is requested to ask for supplies. March 1938 = — HE Association’s Annual General Meeting was held on January 28th, in the Whitefriars Room, Anderton’s Hotel, Fleet Street, London. The Meeting was directed by the Chairman, Mr. A. J. Hugo, who was supported by Mr. A. W. Littlejohn, (Vice-Chairman), Mr. E. E. Marshall, (Trustee), Mr. H. C. Whetstone, (Treasurer), Mr. C. N. Forge, (Hon. Secretary), Mr. H. B. Tucker, (Vice-President), Mr. A. Littlejohn, (Registrar of Yachts), Messrs. C. Drown and H. E. Andrews, (Auditors), besides a large and representative gathering of London and provincial model yachtsmen. After Meeting gave his amount 287 And _Marine Model Magazine. the minutes of the last Annual General had been read and approved, the Chairman report. He commented on the tremendous of work done by the Council during the past year, and mentioned that whereas insufficient publicity had previously been given to the work of the National M.Y.A., thanks to arrangements made with the Association’s Official Organ, (7'HH MODEL YACHTSMAN & MARINE MODEL MAGAZINE), during the past twelve months every model yachtsman in the kingdom has been able to read full reports of the many matters which have been dealt with in Council. As everyone must know, a number of matters have cropped up with regard to interpretations of rules. The object of the Association and the Rules was to encourage fair sailing, and even if here and there the Sailing Rules were ambiguously worded, he thought little doubt could exist as to their correct interpretation. At the same time rulings would be published shortly that would, he hoped, dispel any further doubts. The Chairman mentioned that during the year it had been necessary to send outa number of questionnaires to clubs and that by no means all the clubs had sent their replies. Full and prompt answers would have been of the greatest assistance to the Council, and he asked Clubs to give their hearty co-operation to the National Association in this and every other way. The Hon. Treasurer then presented his report and balance sheet. In moving the acceptance of this, Mr. H. B. Tucker said that the Hon. Treasurer had pointed out that the balance in hand was less than in former years. This was nothing to be ashamed ot, provided the money had been judiciously expended in furthering the interests of the sport. Undoubtedly the Association income was too small and it was marvellous what had been accomplished with it. If it was increased the money would be used to extend the usefulness and scope of the Association to the benefit of the sport. This was seconded by Mr. E. E. Marshall. ~ During the discussion on the balance sheet the question of whether Prizes should be bought at the end of the season or whether arrangements should be made tor Challenge Cups and Prizes to be sent to regattas for distribution at the waterside after racing. As the latter method seems to be preferred, particularly by Provincial Clubs, it was decided to adhere to this in future. The Hon. Treasurer, Mr. H. C. Whetstone, then tendered his resignation. In doing so he spoke of his long connection with the sport and mentioned that he was one of the only original members left of the M.Y.R.A. which became the M.Y.A. when it was re-organised after the War in 1923. He had held the post of Treasurer to the M.Y.R.A. and in the M.Y.A. also since its inception in 1923. He was, however, not retiring altogether from active service to the sport, but felt that he should now retire and give some one else a chance. Mr. W. J. Daniels moved a motion that Mr. Whetstone’s resignation be accepted with regret. He mentioned that he thought he was the only other original member of the M.Y.R.A. left, and spoke of Mr. Whetstone’s great services to the sport. In seconding Mr. Daniels’s motion, Mr. Forge, (Hon. Secretary) spoke of his long and pleasant association with Mr. Whetstone who was one of his oldest friends in the sport. Mr. G. Colman ‘Green then paid a tribute to Mr. Whetstone’s work for model yachting. He was followed by Mr. W. H. Apling who spoke particularly of the great patience and courtesy with which Mr. Whetstone had answered his queries. Mr. W. J. E. Pike said that as a fitting termination to the thanks to Mr. Whetstone’s Treasurership he had made himself responsible for getting up a little testimonial and asked Mr. Whetstone to accept a cheque for the sum raised and purchase fer himself some memento. This was gracefully accepted by Mr. Whetstone who returned thanks in a neatly phrased speech. Although the Agenda for this year’s General Meeting was far shorter than usual, the meeting took very little less time mainly owing to discussion about points of order. Chief amongst the points raised were certain questions as to Proxies and as to the status of Vice-Presidents. The question of Proxies is a hardy annual and the matter is pretty clear on reference to the Rules. The rule is :— Any member unable to attend shall have power to nominale a representative for any meeting, who must be a member of the M.Y.A. Such representative shall 288 The Model have power to vote on his behalf by handing to the Hon. Secretary, M.Y.A., his appointment in writing signed by the Secretary of the Club or member. He shall be free to exercise his own vote in addition. The objection raised is that members who are seldom able to get to meetings frequently give a standing proxy to some person whom they consider suitable to represent them at all meetings that they are unable to attend instead of writing a separate letter on each occasion. Obviously there is nothing in the rule that prevent this being done. All that is necessary is for the person giving the proxy to state whether the proxy is for one meeting only or for any meeting which the person represented cannot himself attend. As regards Vice-Presidents the Rules are equally clear. We will summarise these briefly instead of quoting the rules in full. as Uuder Constitution Rule 6, the Officers are defined the President, Vice-Presidents and Executive Officers. The Rule proceeds :— Excepting the President, the whole of the Officers and Council shall be elected by ballot of the members at the Annual General Meeting. A Vice-President is, therefore, subject to annual Moreover, as “‘All Officers shall be Individual Members of the Association,” a Vice-President must pay his annual subscription as an Individual Member of the M.Y.A., and if he fails to do so is no longer eligible for re-election. election. The gentleman who was responsible for the original draft of the rules informed the writer that he had made an error in the original draft as it was intended to except the Vice-Presidents from annual election. That, however, does not alter the fact that as the rules are at present they must come up for election annually. In defining the office of Vice-President, the rule March 1933 Yachtsman not, therefore, a question of filling a number of vacancies with the best men available, but of either affirming a position conferred as an honour or throwing mud in the face of one who has previously been elected as a recognition of valuable services. The fact that the re-election is by ballot obviously encourages this, and renders the position of Vice-President an invidious one. On the present occasion Mr. W. H. Smith proposed that the Vice-Presidents be elected en bloc and the Chairman was about to put this to a show of hands. This was objected to by Messrs Howard and Block, and this was, therefore, carried out strictly in accordance with rules, a certain number of votes being recorded against re-election of some of the Vice-Presidents. the The election of Officers and Council was then proceeded with and resulted: President: J. H. Serutton, Esq.; Vice Presidents: Adm]. O. F. Gillett, C.B., Messrs H. B. Tucker, G. Cuthbert Paine and H. C. Whetstone; Chairman: A. J. Hugo, Esq.; Vice Chairman: A. W. Littlejohn, Esq.; Hon. Treasurer: J. E. Cooper, Esq., 26, Warren Road, Wanstead, E.; Trustees: Ald. E. W. Lapthorn, J.P. and E. E. Marshall, Esq.; Hon. Secretary: C. N. Forge, Esq., 151, Lichfield Grove, London, N.3.; Auditors : Messrs H. E. Andrews and R. H. W. Block,; Council : Messrs. J. A. Stewart. H. G. Howard, A. Littlejohn, F. T. Clements, F, C, Tansley, W. C. Hacking, C. Adams, J. E. Simmonds, H. W. Apling, W. R. Bayliss, A. Emsley, and Col. W. A. Sparrow; Registrar of Yachts: A. J. Littlejohn, Esq., 124, FitzNeal Street, London, W.12 ; District Official Measurers : (London) Messrs. W. H. Bauer and W. J. E. Pike; (Hast Anglia), Rev. J. T. Poole, m.a. ; (Yorkshire), R. R. Roche, Esq.; (N.W. England), A. Hornby, Esq. ; (Midlands), A. H. Harlow, Esq.; (Scotland), D. McPherson, Esq. services rendered Mr. A. Littlejohn’s resolution “That in future the spinnaker sheet may be passed outside the forestay, this being in accordance with the present practice of the Y.R.A., (10-rater Class), was proposed. This was seconded by Mr. F. C. Tansley. Obviously this office is, therefore, intended as an honour—the only one that it is in the power of the On behalf of Mr. J. A. Stewart, his proxy put the amendment that this be applied to all classes. This was seconded by Mr. J. G. Feltwell and carried. say :— This office is conferred in recognition of valuable to the Association, subject to a recommendation by the Council and approved by members at the Annual General Meeting. Association to give—and as a recognition of valuable services to the sport. It seems invidious that should a Vice-President for some reason be unable to pay his subscription as an Individual Member, this honour and recognition should be taken away from him automatically. It also seems something of a left-handed compliment to create a Vice-President “as a recognition of valuable services rendered to the Association,” and then put him up as a skittle to be shot at annually and re-elected or thrown out in accordance with the whim of the Annual General Meeting. In making this comment we draw attention to the fact that whereas there is a limit to the number of other officials there is no limitation on the number of Vice-Presidents. It is The question of the American invitation to send a representative to Chicago to participate in the Regatta (A-class), organised in connection with the ‘Spirit of Progress’ Exhibition was then discussed. Mr. H. B. Tucker warmly advocated that a British representative be sent and moved a resolution that a fund be inaugurated forthwith. Mr. A. E. Forster, (Secretary of the International Model Yacht Racing Association), in a most admirable speech warmly supported this resolution. Several other gentlemen also spoke in favour, and the resolution was unanimously passed. As a special article on this subject appears elsewhere in this issue of THE M.Y. & M.M.M., we refrain from further comment here. The report of the Sub-Committee appointed to deal with the proposed 30-inch and 24-inch classes was then laid before the Meeting by Mr. A. W. Littlejohn. The Meeting instructed the Council to consider this matter forthwith and promulgate a suitable set of restrictions as soon as possible for the 30-inch class, and to do the same with the 24-inch with the proviso that if the Council considered there was no demand for a class as small as this, they were at liberty to limit themselves to the 30inch class. A vote of thanks was passed to the Sub-Committee for its work. The Meeting closed with a hearty vote of thanks to the Chairman. LS aol eS {(_— 289 And Marine Model Magazine. March 1933 aa =LF ee We = ORL May we request ALL Secretaries of Associated Clubs to let us have a list of their most important Fixtures (particularly open events), THE M.Y. and M.M.M. Another tremendous stretch of water that is close NORTH OF ENGLAND. BIRKENHEAD Mr. A. E. Foster. M.Y. who & has giving dates, as soon as possible.—Editcr, P.B.C. acted as Hon. Secretary of the Club since its foundation in 1928, has retired from office owing to indifferent health. His successor is Mr. Albert Hornby, 47, Claughton Drive, Wallasey, Cheshire. Club Secretaries are requested to note this. by is the “ Flash” Dam, which is between two and three miles long and between half and threequarters of a mile wide with scarcely a tree even near it to break the force of the winds. It has been formed by subsidence of the land sinking through old coal mines. Obviously a pretty hefty class of model is needed for such large and exposed waters, and the club will have to consider the adoption of the International A-class. BRADFORD M.Y.C. & P.B.C. The monthly meeting on February Ist took place at the ‘““Fox and Hounds,” Larkfield, Rawdon. The Racing Secretary, Mr. Harrison, submitted the following fixtures. which were approved :— Persons living in the vicinity who are interested should get into touch with Mr. G. H. Burdikin, 10, Clifton Terrace, St. Helens, Lancs. Easter Open Events—April 14 and 15, Bradford A-class Cup. April 16, 10-rater. April 17, April 18, 36-inch Re“Wade” 6-metres Cup. stricted. May 27, ‘Sydney Carter’ Handicap Cup. June 24, “Hirst” 10-rater Cup. July 29, “ Vernon Dawson” 6-metres Cup. September 2 and 9, “ Atkinson ”’ A-class Trophy. September M.Y.A. National 6-metres Championship. 23, Flag Races are being held on April 29, May 13, June 10, July 8 and 22, August 12 and 19, September 16 and October 7. J.P.C. ST. HELENS (LANCS.’) M.Y.C. An attempt is being made to get this oldestablished club going once more. It is understood that Mr. Wardman (late Lieutenant R.N.R.’), who is one of the leading spirits in this movement, is trying to arrange for a visit by the Fleetwood M.Y.C. to give an exhibition on the Carr Mill Dam. The Carr Mill Dam is one of the largest stretches of water for miles round and situated on the New East Lancashire Road which runs between Liverpool and Manchester, and is easily accessible to both. LONDON JOTTINGS. FOREST GATE MODEL YACHT CLUB. The Club held their annual meeting on January 14. Mr. H. G. Howard, the Commodore, was in the chair, and reviewed the past season’s activities. The audited accounts were read and approved, and the cups and prizes won during the past year were presented. They were as follows :— Sir Daniel Victory Bowl: R. H. Elwood. Keymer’s Cup and Me dal : W. Bliss. Cup : H. G. Howard. “ Knight” “Scrutton” Medals: (1) R. Edmonds ; (2) T. Williamson; (3) C. E. Hodges. “Noble” Cup: H. G. Howard. Commodore’s Prizes: (1) A. Carter; (2) T. Williamson. Coronation Cup: H. G. Howard and W. Kingsmill, jointly. Mr. E. P. Bird’s Prizes: (1) W. Kingsmill; (2) “Hall” Cup: Leslie Apling. H. W. Apling. “Cooper” 10-rater Cup and Medal: A. Carter. Vice-Commodore’s Mystery Race: T. Williamson. Mr. J. E. Cooper’s Prizes: (1) C. E. Hodges; (2) Vice-Commodore’s Consolation N. Boardman. 290 Mystery Race: N. Boardman. Miss Ida Johnson’s Prizes: (1) H. W. Apling; (2) R. R. Edmonds. Mr. W. F. Harrison’s Prizes: (1) W. Kingsmill; (2) H. G. Howard ; (3) C. E. Hodges. Mr. E. Smith’s Prizes: (1) H. W. Apling; (2) E. Robertson. “Knight” 10-rater Open Cup and Medal: W Kingsmill. Nicholl Cup (for Juniors): 8. C. Stock. Dr. Eames’ Prize: R. H. Elwood. Forest Gate Model Yacht Club Cup: H. G. Howard. Mr. Hodges’ Prizes: (1) H. G. Howard; (2) H. A. M Levy; (3) W. F. Harrison. Club Race Prize: R. H. Elwood. Mr. Howard, having made the best average score, was awarded the Club Championship Cup. The officers elected for the new year were :— President. Mr. J. Herbert Scrutton. Vice-Presidents, Messrs. J. E. Cooper, C. E. Hodges, E. P. Bird, J. Gow and W. Bliss. Commodore, Mr. H. G. Howard. Vice-Commodore, Mr. R. H. Elwood. Hon. Treasurer, Mr. C. E. Marett. Flag Officer and Steward, Mr. W. R. Johnson. Rating Masters, Messrs. J. A. Hunt and W. F. Harrison. Trustees, Messrs. G. E. Johnson and G. A. Piper. Assistant Hon. Secretary, Mr. Leslie Apling. Hon. Secretary, Mr. H. W. Apling. H. W. A. LONDON MODEL YACHT LEAGUE. The Annual General Meeting was held on January 21 at the ‘‘ White Horse * Hotel, Shoreditch High Street, by the kind courtesy of Mr. E. P. Bird. The gathering was a representative one of the three affiliated clubs, the Forest Gate M.Y.C., the Highgate M.Y.C., and the Model Yacht Sailing Association of Kensington, under the presidency of Mr. W. Bliss. The Hon. Secretary, Mr. H. Hood, made a report on the last year’s activities. The three contests during 1932 for the ** Stanton ” Cup resulted in a victory for M.Y.S.A. of 122 points to 99 of Forest Gate, and 83 of Highgate, and Mr. O. Steinberger, of the former Club, also carried off the Championship of the year with the * Phoenix.” The ‘Stanton’ and * League Championship ” Cups were accordingly presented by the President, and Mr. Steinberger was heartily congratulated. Fixtures for 1933 were arranged for the following dates :—** Stanton’ Cup: Ist round at Highgate, March 18; 2nd round at Forest Gate, June 24; 3rd round, at Round Pond, Kensington, September 16. League Championship Cup: At Round Pond, Kensington, September 23. The following officers were appointed for 1933 :— President, Mr. W. Bliss. Vice-Presidents, Mr. A. J. Hugo, Mr. C. Cooper and Mr. H. Hood. Commodore, Mr. H. G. Howard. Vice-Commodore, Mr. A. Littlejohn (Senior). Treasurer, Mr. O. Steinberger. Official Treasurer, Mr. H. Andrews. Hon. Secretary, Mr. G. A. Piper, 113, Farleigh Road, London, N.16. March 1933 The Model Yachtsman After some further general business the meeting terminated with a cordial vote of thanks to last year’s officers, and also to the retiring Secretary, Mr. H. Hood. G. A. P. NEED OF ANOTHER LAKE FOR EAST LONDON. There is no doubt that there is great need of another lake for East London and Wanstead Flats would be a very suitable site. Unfortunately, local authorities to-day have to study every penny of expenditure, and it cannot be contended that a model yacht lake is productive expenditure for a London Borough in the same way that it is for a seaside or pleasure resort, where it can be reasonably regarded as an additional amenity that will attract visitors. On the other hand, it can be regarded as wise expenditure in that it provides additional facilities for healthy recreation for persons of all ages. Again, it is surely better to expend money in finding work rather than in the form of unemployment pay, and it is preferable for the sake of the unemployed themselves to give them some real work to do rather than pay them money in idleness. Nothing is more demoralising than idleness, whether enforced or otherwise, and it is interesting to hear from various quarters that in model yachting many out-of-work men have found refuge from the black demons of despait. Mr. G. Colman Green (Broadlands, Capel Road, Forest Gate) has actively interested himself in the project of a model yachting lake on the Flats. He takes a particular interest in the Junior side of model yachting, and amongst many clubs in whose organisation he has taken a leading part is the L.C.C. Schools M.Y.C. We are indebted to Mr. Colman Green for the photograph reproduced on the opposite page showing some of the members of this club sailing their boats on Wanstead Ponds last September. We hope that the efforts of Mr. Colman Green and those associated with him in the endeavour to get this new lake built will be crowned with success in the near future. The new lake is certainly badly needed and will meet with warm appreciation. / = ITEMS OF 3 INTEREST. Mr. E. E. Marshal] gave an address on Model Yachting to the Rotary Club at Watford. Some 50 Rotarians attended, and much interest was shown in the sport. In the latter part of this month he will speak before the Harrow Chamber of Commerce on the subject. This is the eighth Rotary Club that has received Mr. Marshall, and the sport is much in- debted to these Clubs for the publicity. Negotiations are afoot for a Model Yacht base at Plymouth. May they succeed ! March 1933 291 And Marine Model Magazine. an Photo: G. Colman Green Boys of L.C.C. Schools M.Y.C. sailing on Wanstead Pond, September. 1932 ORE innovaticns ! Make Jack a dull boy and where does he land? Not at Dumbarton any- way, or if he does there is a transformation scene taken up by Mode! Yachtsmen or rather perhaps we should say by a Model Yacht Club. As part of forthwith. Hooch, aye’. Waes like us ? “A man’sa man for a’ that” and Commodore Todd as President a scheme for keeping the Members in close touch during the off season, this innovation on the part of the Dumbarton Club proved a huge success and of a the intention is to extend Burns Supper is only an illustration of the many sided angles Model Yachtsmen can assume given the opportunity. Oh! No! In this case the Haggis had no “nips” to accompany it. Which is a the idea and continue with similar social functions in the future. The Victoria Club have promulgated a full programme for the ensuing season opening on the fair introduction to comment on the Burns Supper recently indulged in by the Dumbarton Club on the Birthday of the Poet. Supper was served in the traditional Scottish manner wherefor 8th April, with a Club Race for 12-m Models. It is hoped to duplicate or exceed the success attained all the participants thoroughly enjoyed it and then close settled back in roplete comfort to be entertained with Song and Story by Messrs. R. Bonner, J. McCrimmon, J. M. Todd, Wm. McAulay, John Gardiner, H. Weatherall and others. The “Immortal Memory” was proposed effectively by Secretary Leishmann who did every justice to his great subject. So far as we can ascertain this is the first occasion on which the Burns cult has been last year. This included the 12-m. Scottish Cham- pionship, we think for the fourth time, and a very attempt for the British National 12-m. Championship which their representative lost by the narrow margin of a single point. At open Regattas, Club members were successful on a number of occasions. Mr. R. Watt, who is one of the veterans of the Sport in Scotland, won outright the “Hubbard” Trophy, this being the second trophy secured outright by him during the past six years. As each of them had to be won three times 292 The Model Yachtsman this is a feat on which he is to be congratulated. The Club has adopted the M.Y.A. Sailing Rules for the future. Principal Officials elected include, T. W. Porter, Commodore. Geo. MacKenzie, Treasurer and Mr. W. Watt, Secretary. We are pleased to learn that the old established Richmond Club is taking on a new lease of life and now fields a team of about twenty sailing members. For some little time back we have observed an awakening interest among some of the Clubs which had become rather tepid for various reasons. In many instances this is directly traceable to the energising influence of one individual enthusiast, it may be a new Secretary or other Official or just the advent of a keen new member. This serves to prove the great value of personal effect of individual love of the sport. Our Scottish season promises to be a somewhat strenuous one. The fixture card to date showing important events for almost every week from the the 29th April, when the ‘‘West” provide an open Reggatta for 12-m. until the end of September. Our Managing Director bids fair to justify her contention that Golf Widows are not in it compared with the Model Yachtsman’s wife. Stranraer M.Y. Club continues to attract great local support and enters upon its third season with unabated vigour keyed up to still further success. This was evident at a gathering held recently for the presentation of prizes. The chair, occupied by Dean of Guild McRobert, was honoured by the support of Lady Stair, the Hon. Colin Dalrymple, the Hon. Seton Montgomery, ex-Baillie Findlay, Mr. T. Dunbar, (hon. secretary and treasurer) and other prominent local notabilities. The Chairman in a characteristic address commented on the practical support accorded to the Club by Lady Stair who had given it whole-hearted assistance from its inception and continued to take keen personal interest in Club proceedings. They now had a membership roll of 81 which reflected gratifying progress and the financial position was assured by a substantial credit balance. Lady Stair gracefully presented prizes to successful competitors and in acknowledgment of a vote of thanks, proposed by ex-Baillie Findlay, expressed her great pleasure at the large attendance and the apparent determination of the members to carry on the good work to even greater prosperity. March 1983 his brief report to thank Mr. Robertson and_ his Lady, and Col. MacAndrew for their presence, and expressed the belief that the support of such widely known Yachtsmen was evidence of the importance attached to Model Yachting by those best able to judge the value inherent in it. Mr. Frank Robertson delighted the gathering with some reminiscences of his Sewanhaka Cup experiences (incidentially we acquired the correct pronunciation of ‘‘Sewanhaka’’) and other Yachting episodes. Vice-Commodore Steven in the course of a witty speech convulsed the company with a well-told and pointed story, new to us, somewhat of a rarity in our old age.. The - Scottish Secretary gave an address on the progress of Scottish Model Yachting in gencral and provided the Chairman with an amusing prophecy of their respective activities some 125 years hence. The Yachting prizes were presented by the Chairman and those for the Whist Drive by Mrs. Robertson, who handed over the first for Ladies to our senior partner (we hope she does not see this), and by the aforesaid Senior Partner to the other successful participants. Treasurer Paul moved a vote of thanks to the social committee for the competent organization of the function and thereafter dancing was indulged in into the ‘‘wee sma’ ’oors.”” On the whole one of the most successful events in the life of the Club, marred only by the enforced absence of the Sec., Mr. Roderick, who was unfortunately indisposed and consequently compelled to miss the function for the first time in the history of the Club. Space will not permit us to comment on the series of Lectures held by the “West” recently and we must defer this for the moment. The A.G.M. of the Scottish M.Y. Association which occupied over five hours on the 11th February, brought out a large and somewhat critical gathering of delegates. Which is as it should be. So long as we find criticism maintained, constructive criticism that is, we have no misgivings as to the future of the Association. The delegates did us the honour of re-election as Commodore. We appreciate this continued confidence and will do our best to justify it. Our Vice-Commodore, Mr. White, occupied the chair for a brief period and addressed the delegates. In the course of his remarks he appealed for increased support for THE MODEL YACHTS- MAN AND MARINE MODEL MAGAZINE which merited a much wider circulation. The The West of Scotland climax of 1932 activities provided a highly successful and enjoyable function on 8rd February, when the presentation of prizes has taken place. Proceded by a Whist Drive, tea was served to a company of about 80 and Colonel Secretary had the pleasure of presenting a most gratifying report, particularly in view of the prevailing industrial circumstances. This is reproduced elsewhere. An accession of three new Clubs to the Association was received by acclamation, and we hope these new members will find C. G. MacAndrew, M.P., Hon. President, occupied support and assistance in our Association and we in the Chair supported by Mr. W. Frank Robertson of the “‘Caryll’” and Mrs. Robertson. The Chairman in a short address congratulated the Club on the them. The financial position shown by the balance sheet was a record and reflects much credit on the conduct of affairs by the Scottish Secretary, Mr. McPherson. The semi-jubilee (we prefer the term “Silver Wedding’’) of the body it to be celebrated in some appropriate manner during the season and happy culmination of its efforts during 1932 and wished it continued prosperity. The Commodore toox advantage of the opportunity provided during March 1933 And Marine Model Magazine. a special meeting is to be held shortly to make the necessary arrangements. We hear encouraging reports as to the progress of Model Yachting at the new waters in Fife and hore to have interesting news from Anstruther in our next issue. THE ScoTTIsH COMMODORE. SCOTTISH MODEL YACHT ASSOCIATION. [By the courtesy of Mr. D. McPherson, Hon. Secretary of the Scottish M.Y.A., we are able to reproduce an extract from the report which he laid before the above Association at its Annual General Meeting.| ‘ii presenting the audited Accounts and my Annual Report, I am glad to be in a position to state, after 25 years’ continuous service on the Council, that the Semi-Jubilee Year is approached with = record balance credit. It has always been my endeavour, when dealing with the affairs of the S.M.Y.A., to avoid sentiment in any form, but at a time like this one cannot but remember with respect those pioneers whose labours were the foundations of our organisation. While claiming no traditional chronological virtue, we know that our Association is not only the oldest but the first of its kind in the world. During the past season four new clubs have affiliated, viz., Largs, Perth, Kirkwall and Anstruther, and it is only a matter of time until the Stranraer also amalgamates. Again, only the other day I heard from Dundee of the re-organisation of the Club and their intention of re-affiliating this year. After commenting on the season’s racing Mr. McPherson proceeded :— More Scottish Clubs have joined the M.Y.A., and no doubt these clubs realise the advantage to the sport as a whole when so many of its adherents unite for a common purpose. So far no advancement has been made with the Anglo-Scottish Amalgamation Scheme, but negotiations may be re-opened at any time. M.Y.A. Rules are still finding favour with an increasing number of clubs in Scotland. During 1932 season we were able to render valuable assistance to the manager of Vickers at Barrowin-Furness, who has been instrumental in inaugurating a new club in Barrow. We sent Rules and designs, together with information as the formation ofanewclub. Being South ot the Border we referred him to the M.Y.A., lest our anxiety to assist in forwarding the sport might be misinterpreted by the English authorities. Whilst on the subject of assistance to others, it is perhaps worthy of mention that information was given about 6-metre models to a private enquirer from Dunoon; two lectures were given by the Association Secretary to the Glasgow Battalion of the Boys’ Brigade; assistance was also rendered by him in the preparation of three wireless talks, 293. which were later broadcast from the Glasgow Studio of the B.B.C.; an urgent message for an A-class boat reached us from Calcutta, and plans of a boat were immediately dispatched by air mail, etc., etc. As regards publicity, it is gratifying to know that THE MODEL YACHTSMAN AND MARINE MODEL MAGAZINE continues to place the work of the clubs before an ever-increasing public. Scotland has no small place in this, and the efforts of the Commodore, Mr. McDougall, in presenting the case for the Scottish Clubs through the pages of this Magazine, are, we trust, appreciated. Considerable trouble is entailed on the Commodore by the preparation of the Scottish Page. We are glad to state that we have been successful in securing a copy of one of the latest designs of an A-class boat. This is a prime favourite for the coming World’s Championship, and several off the same lines are building and tuning up in England. The Commodore of the A-class Club has one under construction also, and it is to be hoped if it is at all successful that ways and means may be found whereby this Scottish boat may compete in the “Century of Progress’ Exhibition in the City of Chicago, U.S.A., this summer, to which British model yachtsmen will be heartily welcomed. OBITUARY. We regret to hear of the death of Mr. James Hay, who was one of the founders of the Aberdeen Model Yacht and Power Boat Club. Mr. Hay had a severe attack of influenza early in the year which subsequently developed into pneumonia. He was taken to the City Hospital but died almost immediately after his admission on January 18th. When the A.M.Y. & P.B.C. was tounded after the War, Mr. Hay took a prominent part in its inception. He served as a member of the Committee and was Commodore for some time. He was a skilful builder, and made many mode! yachts as well as models of trawlers, etc. During the War Mr. Hay served in the R.N.R. on steam drifters employed in the mine-sweeping services. He was 48 years of age, and leaves a wife and family of eight. His loss will be very greatly felt by the Club which he helped to found. 294 March 19383 The Model Yachtsman EXPERIMENTS WITH A FLASH STEAM PLANT. By J. VINES. (Continued from page 276). ieee engine was the next thing. My aims were reliability, simplicity of construction. and long non-stop runs, combined with light weight. It is, of course, generally understood when using flash or highly super-heated steam, iron or steel are the best metals, although good phosphor bronze for valve work can be used. After various experi- ments with different types of engines, I decided finally to work from an old design by Mr. Gable with my own modifications. This appealed to me bar, the strap brushed with phosphor bronze, and all working parts hardened. All moving parts were lightened as far as possible, consistent with strength, this applying particularly to the connecting rod and piston, as when making the alteration to the valve gear I found a piston made from steel lighter than the original cast iron one. It will be found time well spent to balance the engine properly, as this gives much sweeter running if done correctly. on account of its compactness, strength, and the possibility of building from scrap material. It was single cylinder 1” bore, ?” stroke, made from steel tube, cast iron piston and rings, flat D valve phosphor bronze, working on a hardened steel plate with the ports cut through, lubricated by the oil pump working from the engine. I should like to mention that its long life and reliability is in a great measure due to efficient lubrication, all other moving parts being fed by displacement drip, small tubes leading from the oil container to the bearings. The gudgeon pin is fed by a simple system of splash oiling, a small dipper being made at the end of the connecting rod, which picks up from a scoop in which it works, this being fed from the container, via any of the small tubes. This engine did well over 100 miles in the first hull, without any alteraration, and frequently ran an hour non-stop. The first alteration drive to made was to fit overhead the valve gear, the idea being to lessen angular thrust on the eccentric rod, (see photo 1). This was certainly an improvement as shown by the running of the engine, but I was still faced by that bugbear of all small engines, friction, caused by the D valve, especially at high speeds, so a further alteration made recently has been the fitting of a piston valve. This has yet to be fully tested and with the Editor’s permission I will give the results in a future issue. The cylinder head, and steam chest were built up and brazed in the original, but with the piston valve as now fitted were machined from the solid. This job was done on a 33” Drummond lathe, the original engine being entirely made on a 2” Wade. ee Photograph No. 1. The overhead driven Valve Gear. will be noticed that there are two exhaust Now for the pumps. They were made from brass, and originally fitted with rustless steel ball valves. Although carefully fitted and seated they did not give satisfaction, and I tried fitting them with stems, outlets by the action of the valve, and a series of holes drilled in the cylinder, which are uncovered at the end of the piston stroke. I brazed on a belt round these holes to lead away exhaust steam. This is well worth doing on any engine of this type, as it materially helps a quick discharge of used steam. Cut off should be about % of the stroke. The eccentric was cut from steel but finally came to the conclusion that they were not true. It should be here explained that this was in the early days of rustless steel balls, and no doubt they have vastly improved since then. However, I fitted mushroom type and these have been all right so far. Experimenting will have to be done with the pumps on any flash steam plant before getting the correct reduction ratios, this being one of the It And Marine Model Magazine. March 19383 295 Photograph No. 2. The Pump showing arrangements for adjusting the Stroke and Pump Barrel. most trying jobs in connection with it. I started with single reduction of water pump 3 1/7 to 1, bore 1/4” and oil 70 to 1, bore and stroke 18”. This has since been altered in the case of the water pump to a double reduction gear as shown in illustration 2, making the engine more compact, compensating for this by altering the pump stroke, which gives the same amount of water as before. the barrel with as simply moving it backward or forward in its holder. By this means a considerable variation to the amount of water used can be obtained, and the whole pump moved without altering the position of its holder. It was whilst adjusting the pumps that I came up against the old snag doubtless experienced by others, viz., that a pump to work efficiently must have the ram going well into place. I met this by screwing the pump barrel, as shown in the illustration, which can be brought into its correct position in relation to the ram by small a clearance at the back as possible. If this is not done an airlock jams in the cavity causing trouble. The stroke can be varied as shown in illustration No. 2, but any adjustments meant moving the whole of the pump body, a nuisance once it is bolted into The bye pass should be capable of fine adjustment and I suggest fitting a double release cock to this. In the following instalment a photograph showing the engine fitted with the new valves, propeller proportions and other details will be included, and in the meantime I shall be glad to answer, through the Editor, any queries from intending builders. (To be continued). NOTICE TO POWER BOAT READERS. We are glad to inform our readers who are interested in this growing branch of marine modelling that we have arranged for Mr. J. Vines to contribute a series of monthly articles on steam and petrol driven craft. Mr. Vines is one of the cleverest mechanical engineers interested in this subject and the hints given will prove invaluable to our readers. 296 The Model Yachtsman March 1933 (Continued from page 272). a (ieee ae stepped the masts in position and placed the bowsprit in its bed, it would be as well to prepare the standing rigging which secures the masts and bowsprit in position. The first item will be the shrouds, which are cut and made ready in exactly the same way as for any other type of vessel. Most schooners to-day have a great deal of their standing rigging made of steel wire, even if they originally started their careers with hemp. I shall therefore give all the sizes for hemp, and if the builder wishes to use or represent wire he may get the difference in size by one of the numerous tables to be found in most mechanical pocket books. On the foremast there are four shrouds to each side. The circumference of the shroud should equal the given diameter of the mast x -188 for hemp or 2 -146 for steel. For convenience all the masts may have the same size of rope for their lower shrouds, and these will be based on the diameter of the thickest mast. The shroud is measured from the rail on the starboard side, up round the mast head over the trestle trees and down to the rail again on the same side. This will give the length of the first pair of shrouds. The second are measured in the same way on the port side, due allowance being made for the thickness of the previous one. The third pair are measured on the starboard side and above the first pair, and the fourth pair on the port in the same way. On a two-masted schooner the main mast will probably have four shrouds as on the fore, but on a three-master the main and mizzen there may only be three shrouds to each side, or, to put it more correctly, there will be one pair of shrouds and one swifter to each side of the mast. The swifters are the same size as the shrouds, but are two single lengths with a cut splice in the middle forming a single length from starboard rail over the mast head and down to the port rail. The way of making the swifters will be seen in B of Fig. 9. For neatness the splicing should be done so that it will fall in line with the seizing on the throat of the shrouds just ahead. This seizing should come somewhere about the trestle trees, leaving a comfortable loop to go over the mast head. The deadeyes vary in size on different vessels, but we may take it that they are generally about 6” in diameter and 4” thick on the average schooner. The proportions of the deadeyes will be readily understood after a glance at c, Fig. 9. About 27” from the end of each shroud the deadeyes should be turned in as shown in 4, Fig. 9. The end of the shroud is passed round the groove in the deadeye, from left to right looking in towards the centre lineZof the vessel, and seized in three places as shown. 4This seizing is afterwards painted white to give it a nice finish. When rigging screws are used the shrouds are passed round a cringle or metal heart and turned inboard instead of to the right. The modeller has the same trouble to contend with in setting up the rigging as the rigger has in the prototype, and that is stretching. The shrouds should be well stretched before they are cut, and even afterwards it is as well to use temporary lanyards in the deadeyes and give a brace up every now and again until the rigging is being finally set up. Of course, in a very small model the same effect will be got by damping the rigging occasionally. The size of the lanyards should be —diameter of the mast = -057. These are passed through the holes in the deadeyes in the usual way, the remaining end being hitched to the shroud at the lower seizing. Sheer poles should next be lashed to the shrouds just above the deadeyes on the outboard side. Sometimes a bar of ?” iron is used in place of the old-fashioned wooden batten which should be about 2” » 3” in section. Fifteen inches above the sheer pole the lowest ratline is set up, and so on right up the shrouds to the mast head. Most modern schooners have wooden ratlines, and these are generally set up on the foremost pair of shrouds of each mast. Sometimes, as in the case of the “Emily Warbrick,” there are wooden ratlines on the foremast shrouds and rope ratlines on the main and mizzen. When the ratlines are of rope they usually extend over three shrouds on the fore and main and only over the foremost pair on the mizzen. When rope is used it is usual to carry every fifth ratline aft over all the shrouds or swifters. The ratlines should be the same size as the lanyards or made of the same stuff. The forestay must be the next item to be set up on the foremast and will be just a little thicker than the shrouds or,the diameter of the mast x -174. On a model the difference will be so slight that we may presume it to be the same size as the shrouds. Before wire came into fashion this was always hemp, but now it is always wire. The stay is measured from the stemhead up over the mast head on top of the shrouds and down again to the stern. The ends are turned in and seized just as in the shrouds, and the throat seizing is put on some little way down from the mast head. The lower Mareh 1933 297 And Marine Model Magazine. ends are shackled to the stem head on either side of the bowsprit and then seized just above to give an easy run to the hoops of the fore-staysail. On some vessels the forestay is a single wire set up exactly like the inner jib stay, the lower end being eyes placed and shackled to an eye-bolt on an angle plate at the stem head. The inner jib stay is measured from the first stop on the bowsprit to the mast head plus a little for the eye splice which goes round the mast head. This stay is single and also made of wire, and should be about threequarters the diameter of the forestay. Apart from the shrouds there are no other stays on the main and mizzen lower masts, but sometimes there is a triatic stay extended between the caps of the main and mizzen mast heads and again between the caps of the fore and main, but this will not be found on all schooners. On the model it would be as well to set up all these stays leading forward before finally tightening and setting up the shrouds and back stays, as this will give that typical rake forward which is always seen in sailing craft but which is not evident in the sail plan on paper, The bobstay and bowsprit shrouds should be set up next. These are of chain and in diameter should be diameter of bowsprit = -028 to -033. The after ends are shackled to eye-plates on either side of the stem for the bobstay, as shown in the plate of the “Emily Warbrick”’ and to two similar plates just below the deck line for the bowsprit shrouds some little way aft of the hawse pipes, giving enough clearance for working the anchor cables. The fore ends of these chains should be shackled to the eyes on the collar which sets up the inner jib stay. A pair of wire guys are set up on either side of the bowsprit from just under the anchor davits or catheads out to the collar at the foremost stop on the bowsprit. Foot-ropes must also be rigged the length of the bowsprit. These act as extra guys and are made of wire as well and have bridles spaced along their length to prevent the head sails and other running gear falling too far below the bowsprit when let go. The above rigging is intended for a bowsprit and jibboom in one. Where there is a jibboom as a separate spar the schooner’s fittings and rigging is exactly the same as in a ship or barque rigged in this way, but very few, if any, are rigged in this way to-day. I made a slight error in the lengths of the lower masts of the “ Emily Warbrick” given last month. This should read “ from deck to trestle trees,” and not “from deck to cap,” as stated. The size and lengths of the topmasts were also omitted, and so I give them here before going on to the rigging of them :—Fore topmast, whole length, 25’ 9”; main topmast, whole length, 28’ 4”; mizzen topmast, whole length, 27’ 6”. The lengths of the poles are respectively 2’ 8’, 3’ 3” and 2’ 0”. The diameter of the fore mast should be substantial enough to withstand the strain of the square sails and will be about 103”, whereas the diameter of the main and mizzen topmasts will be somewhat less, say 7$” and 6” respectively. (To be continued.) CORRESPONDENCE. JUNIOR CLASSES. Dear Sir, I regret that the Commodore of Derby M.Y.C, thinks 24” boats and under “ go when they like” and are beneath his dignity. Personally, I should be only too pleased if I were eligible to compete in such classes. If Mr. Spinalove wishes, I shall be very pleased to send him on approval even a 16” boat which will sail accurately, and I think he will be surprised by its speed and sailing capacity. Yours faithfully, W. G. PERKS. Trefriw, Caernarvonshire. 298 March 1933 The Model Yachtsman UP-HELLY-AA. HE invasion and colonisation of Shetland by the Norsemen took place in the eighth century. They voyaged across from Norway in their longships and to-day their descendants in Shetland use boats that bear the strongest possible resemblance to those used by their Viking ancestors. Even up to the beginning of the nineteenth century the Shetland Islands imported their boats in parts from Scandinavia and assembled them locally. Besides bequeathing this graceful type of boat to their descendents, the Norsemen left behind a number of customs and festivals, many of them survivals of paganism. Chief amongst these were the four pagan feasts—Beltane in the first week of May, the Midsummer Feast in June, Hallowmass, which was a sort of harvest festival in the Autumn, and the Iola-bod or Yule Feast. The term “Yule” by derivation is the Sunwheel and celebrates the turn of the year and the return of the sun. The Yule period starts with the “Mother Night”? and terminates twenty-four days later in the “Up-Helly-Aa” night, which brings the **Helli’’ (or Holy) days to an end. Apart from its historical interest, the significance of this festival to the marine modeller lies in the fact that the the celebration of Up-Helly-Aa turns round a pageant, the central figure of which is a full-sized model of a Norse galley with dragon beak and stern. The revellers (known by the Norse term as *‘Guizers,”) are formed into various squads dressed in appropriate costumes, and are under the orders of the “‘Guizer Jarl,” (derivation of the English word **Earl’’), who is elected annually. The principal «quad of Guizers form the crew of the longship with the Guizer Jarl as their captain. All these are dressed in the magnificent costumes of the Vikings, the Jarl in particular with his helmet crowned with a raven’s wing forming a striking figure. At night fall on the day of the Up-Helly-Aa, a tcrchligh procession is formed headed by the model galley with the Jarl at the steering oar. This passes through the streets of Lerwick and comes to a halt in an open space on the shore in the South End. Now comes the final scene of this impressive pagentry. Slowly the Jarl leaves his noble vessel and immediately the encircling Guizers fling their blazing torches aboard her. sheet of flame. Soon the vessel is a roaring Thus the feast of Up-Helly-Aa commemorates not only the Yule Festival but also the ancient Norse custom when a chieftain died. For it was Tae 4111 SAbtt Photo by Mr. Abernethy, Lerwick The Model Viking Ship used in the 1933 celebration of Up-Helly-Aa. Mr. Arthur Johnson, the well-known Thule Model Yachtsman is fourth from the bow (right) of the galley. : March 1933 And Marine Model Magazine. 299 the custom to place the body of a chieftain aboard his ship and set her afire, cutting the cables and from the right in the group of Guizers forming the crew of the model galley. letting her drift away with the ebbing tide, the burning galley carrying the dead Viking to the Vahalla of the Gods. One little point that strikes is that the galley bears the name “Ellida” in nice Roman letters. The photographs and information from which this article was taken were kindly supplied by Mr. Arthur Johnson, of Lerwick, who will be seen fourth We doubt that ships of that date bore their names in this way. The name may be honoured by tradition but surely the method of lettering it is an anachronism ? THE “SPIRIT OF PROGRESS” REGATTA, CHICAGO.' The ‘Lief Eriksen’ Basin, Chicago, on which the Regatta will be held. The above photograph is reproduced from the Exhibition this summer, a fund has been opened to November 1931 issue of this magazine and was supplied by the courtesy of the’ South Park Commissioners. collect the necessary money to pay the passage and As will be seen, the lake is a perfect oval, 460ft. long by 330ft. wide. It is on the borders of Lake Michegan and open on all sides except one, where the Chicago Beach Hotel stands. The photograph reproduced was taken from a window of this building. The wind is fortunately very seldom from the quarter where this obstruction lies, so that a true breeze is almost always experienced. In view of the Model Yachting Association’s acceptance of the invitation from the M.Y.R.A. of America to participate in the Regatta organised in connection with the great “Spirit of Progress”’ expenses of the British representative. For this purpose at least £120 is needed, so that we hope all clubs will take the matter seriously and raise contributions from their members. In a crossword puzzle the writer found the “Spirit of Progress” given as a clue for the word “ Petrol,” but in this case being a race for A-class yachts the motive force is wind, not petrol. The first step, however, is for us raise the wind over here. The first contributions have started to come in and in our next issue we hope to give the names of contributors. We trust that before then the list will be quite a iong one and show that most of the necessary cash has been promptly forthcoming. i | ‘s| 300 March 1933 The Model Yachtsman READERS’ MODELS. ODELS of ships made by those who served in them are often of great interest and usually complete down to the smallest rigging detail. Such a model is the one illustrated which is of the threemasted ship “ Maxwell.” Her builder, Mr. J. Lawrence, served in her thirty-seven years ago as an able seaman. When Mr. Lawrence sailed in her from South Shields in 1895 bound for Valparaiso round Cape Horn, the ship was under the command of Captain Jenkins. She was a hard ship, and had a hard passage, as she was four weeks in mid-winter | battling to round the Horn. Her owners were Edgars, of Liverpool. The model is 3’ 3” over-all and took her builder twelve months to complete, working on her every day. cord. The sails are made of linen roped with brown All the running is complete, and she is fitted with buntlines, clewlines, leachlines, etc., and has all the necessary blocks—single, double and treble. Mr. Lawrence is to be congratulated on a very interesting model. HULL DESIGNING FOR BUILDERS OF WORKING MODEL STEAMSHIPS. By ATLANTIC. NLESS the model that is being built is a large scale model of a small vessel, the builder of a working model steamship who slavishly followed the prototype in hull design and dimensions to scale would find himself confronted with insurmountable difficulties. The reason of this is that the mode] so propor- tioned would not have sufficient displacement or stability. For example, an average destroyer has a length of about 320ft. by 32ft- beam and 8{t. to 9ft. draught, giving her a displacement of between 1,300 and 1,400 tons. If we decided to make a scale model one-hundredth of the original, the model would be 3ft. 2°4ins. long by 3°84ins. beam by 1‘08ins. draught. These are obviously ridiculous dimensions, and if we ignore the shaping of the bow and stern, would give a displacement of about 148 cu. ins. As a cu. inch approximately 0°6 oz., our weigh 53lbs. for signed for fresh salt of salt water weighs model water or water. would have to rather less if de- Allowing for the proper shaping of the vessel, the displacement of the model would probably work out nearer 3 lbs. It would be imperative, therefore, to beam and draught considerably in satisfactory model. beam increase both order to get a Suitable dimensions would be 7sins. and draught 3hins. to 4ins. — Taking as another example a liner of about 25,000 tons with a length overall of say 600 ft. by 80ft. beam and 24ft. mean draught. If it was March 1938 301 And Marine Model Magazine. desired to make a model 3ft. long, she would have a beam of 3-2ins. and a draught of O-96ins. These dimensions would be even more ridiculous in view of the amount of tophamper in the shape of upper decks and superstructure that such a vessel carries. In this case it would be advisable to increase the beam of the model to about 8iins. and the draught to 4 ins. or 44ins. The earliest steamships were, of course, paddlers and their hull design though at first based on contemporary sailing vessels of a similar size, gradually became sharper and more V-section. This was, no doubt, due to the additional stability gained from the sponsons and paddle wheels. The writer had some experience of paddle ships during the War and in a bad sea the vessel rolls until the sponson is more than awash and the wheel immersed over the axle. The air pressure in the paddle box and buoyancy then completely checks the roll—in fact it does so violently that the vessel gives a jerk and a shudder before she starts her roll back in the contrary direction. However these ships were never designed for outside work and heavy seas. With the invention of the screw propeller the ocean-going steamer became a practicability. The early steamers were designed on the model of contemporary clipper ships and had very fine lines. Quite a few were in fact sailing vessels converted to steam. On the other hand quite a few early steamers were found uneconomic to run and were converted to sail, and some of these proved to be amongst the fastest sailers in the era when the clipper ship was at its zenith. These vessels were more or less U-section and as time went on the shape of the middle sections became practically rectangular with just the corner of bilge rounded off. This was found to give greater stability and cargo capacity. It must not be forgotten that the problem of designing a hull of what the Rule of the Road at Sea calls a mechanically-propelled vessel is very different from that of a_ sailing vessel. The steamer is designed to travel on an even keel while the sailing vessel heels as she sails. The hull of an ordinary steamship can be considered as consisting of three parts, the forward part (or entry), the middle (or parallel midship body), and the after part (or delivery). The forward part is called the entry because it pushes the water aside and makes a hole or passage through the water for the parallel middle body. The middle is so called because it does not change its shape until the after part is reached. This is called the delivery because it lets the water flow back into the space left by the vessels passage. Now the difficult parts of the design are obviously the entry and delivery. Many an amatuer builder makes the mistake of either not getting these properly matched, or else he makes them too long and cuts down the parallel middle body to vanishing point. (To be continued.) SCORING—WHY 3 AND 2? The letter from a Correspondent signing himself “Johnny Raw’ that appeared in our January issue has provoked the following reply from a well-know model yachtsman who prefers to hide his identity under the pseudonym ‘‘Hard-Boiled.” Dear Sir, In your January issue “Johnny Raw asks the oftrepeated question “Why give three points for the beat and only two for the run?” I certainly agree with Johnny Raw that under certain conditions it is extremely difficult to make a good showing with a model down-wind whilst it is by no means difficult to put up a fair show to windward. To a large extent it would appear to the writer that the answer to this question is a further question. Does one want to test the boat or the skipper ? Now there is not a great deal of difference in the speeds of any average boats of the same class before the wind and the one that makes the greatest number of straight courses will notch the bulk of the points. Thus a slightly slower boat well-handled may beat a faster opponent by sailing a shorter course rather than by speed through the water. It may also be argued that given two average boats of the same class the better handled boat will win to windward also. But there is this great difference between windward work and running. By good handling you can win a run with a poorly designed boat but it is impossible to win a board to windward in even moderate company with a boat that will not point. Thus windward work remains the supreme test of a boat. Again one can ask whether though it is comparitively easy to get a decent boat to windward, it does not require very considerable skill to get absolutely the utmost out of a model when she is on the wind ? Whilst the identity of Johnny Raw is, of course, not known to me, I will venture on one suggestion. If Johnny Raw is a real yachting man, his attitude is in one way explained. The real yachtsman who has raced knows how to trim his sails for windward work. He can judge the wind and estimate how the sails are pulling. He very rapidly finds a good windward trim to suit prevalent circumstances. When, however, he comes to sailing his boat down wind, the complexities of handling the Braine gear often take a lot of learning, and whilst he finds it an easy job to make points to 302 Mareh 1983 The Model Yachtsman windward, he falls a victim down wind to model sailors who possibly have a tenth of his all-round is needed, for such thoroughbred craft are sensitive to trim, and a minute difference of sheeting will experience. make or mar performance on a wind. On the other hand I cannot imagine any real sailor, whether of fuli-sized craft or models, being satisfied to win races mainly by speed off the wind, ready, a coin is spun for position, they take their stations. whilst knowing that many of his opponents were superior to windward. One further little point that may help Johnny Raw to reconcile himself to three for the beat and two for the run is that the distance covered in the beat is vastly greater than that on the run. Surely it is the desire to have a boat that can both point and foot which makes for improvement in design? The premium this method of scoring puts on windward work puts the onus onto the designer to provide boats that will excel on this point of sailing. Before concluding this letter I should like to try to call up two little pictures that must be graven on the hearts of every model yachtsman. Now all is Once more they are off and this time on a peg to windward. Heeling gracefully the sleek racers slip along in effortless beauty. Both are pointing high and sailing fast. A little squall comes free. See them both luff together, eating into the wind’s eye. Neither gains an inch for it is a hard fought battle. A little closer they edge and almost simultaneously one sees a little flicker in their mainsails. It is almost imperceptible but they pay off never pausing in their stride. Leg and leg across the pond—that’s the way to sail them ! Down one bank walk the skippers following their little vessels with eyes entranced. On the other side the mates alert, vigilant and eager. Simultaneously they cut the line. DEAD HEAT! But what a board, what sailing ! Two perfectly trimmed models racing level all the way. Such races are seen, for the perfect trim is rarely found. Only by perfect combination of hull, sails, gear and sheeting is this elusive perfection obtained, and even when found more often than not it is lost Here lies the pond with a brisk whole-sail breeze a-blowing and setting flashing wavelets dancing in the sunlight. Straight down the water blows the wind. Two yachts, bravely matched, come to the starting line and now away they go down wind. Every stitch is drawing and spinnakers drum-taut lift them boldly along. Straight as arrows they race towards their goal. Now comes a little stronger puff—first one and then the other lifts her bows and starts to plane. Thus they come to the finishing line with not a boat’s length between them. A fine match! and a sweet sight to these who love little ships, and the sport of sailing. seldom Can you beat it ? still’s to come. whether the present premium on weather work is really enough. Yet wait awhile for better again on the next board. Well, which will you choose ? the soldier’s wind or the windward leg ? If my conjecture is correct and ‘Johnny Raw’ is a yachtsman who has taken up models, I will venture yet one further guess that as he masters the intricacies of sailing down wind, his respect for the windward boards will increase until he wonders Yours faithfully, Happily the skippers dowse their spinnakers and prepare for the weather board. Fine adjustment HARD-BOILED. THE DESIGNER AND THE CHOICE OF DIMENSIONS. ANON. (Concluded from page 278). chara the reasoning of the first part of this article it will be deduced that under any rule that is compounded of hull and sail measurements it pays to make the hull as big as possible and above all as long as possible compatible with leaving sufficient margin of sail to drive it. Further, in order to get this big hull, the form must be easy and should rely for stability on ballast rather than shape of section. Even in a cruiser it pays to have a large easily driven hull with comparatively small sail area as such a craft will be more comfortable, easier to handle and lighter on gear. When it comes to a class like the 36-inch Restircted l.o.a. National Class, other considerations must prevail. Hard and fast limits debar us in the search for length, and whatever we do the potential speed cannot be raised above the speed of a 36-inch wave. Anything above this means over- driving and our problem will then be to get the boat 36-inches long that will stand most over-driving. Consequently one will make her all waterline with little or no overhangs. The beam is fixed for this class at 9-inch maximum and one will give her this maximum to get as much stability as possible. The extreme depth of this class is fixed at 11 inches, (i.e. sum of draught and freeboard including camber of deck if any). Consequently one will dispense with sheer and make her hog backed like some of the old raters whilst retaining a little camber to clear the water from the deck—a necessary precaution in view of the low freeboard that will be adopted to secure maximum possible draught March 1933 And Marine Model BLUE PRINTS OF DESIGNS Model Yachts. Magazine. OUR LIBRARY BOOKSHELF Model Sailing Craft “Courtesy,” by A. W. Littlejohn* “Mussolini,” by Sam O. Berge, (Norway)t+ “Onward,” by Reg. W. 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TRADE AND ADVERTISEMENTS INSERTED IN THIS ARE Model NOT A charge of 6d, extra to cover postuges is made for *Box"’ Replies, cure of these offices, The following words must appear at the end of advertisement; ‘“Box——, ‘‘Model Yachtsman'' Offices, for which usual rate per word will be charged. (Advertisers need not include our full address). When replying to a ‘Box No.” Advt., address your envelope; Advertiser, Box——, “ Vhe Model Yachtsman,"” Golden House, Gt, Pulteney St., London, W.1. Advertisments for these columns must be accom- panied bya remittance. either by) Postal Order or stamps, and addressed to the Advertisement Manager, “The Model Yachtsman,’’ Golden House, Gt. Pulteney St., London, W.1. Announcements must reach these offices nut luter than the 10th of the month preceding the month of issue, Inadvertisting Boats for Sale or Wanted advertisers should state, where possible, ‘Class of Boat.” These will be classified under their separate headings; wnelassed Models, and articles other than Boats, under Miscellaneous. FOR SALE. mahogany Model Yacht, McGruer hollow mast. Five suits sails by Daniels and Drown. Very little used. Fast boat. Also 10-RATER. Hollow masts. Sails by Daniels. Also 36-INCH model from Daniels design. All three models like new, with chromium plating and Braine Steering Gears. Reasonable prices. 27, Church Row, London, N.W.3. CHARTERED ACCOUNTANT who is also a model yachtsman, is invited to communicate with advertiser view auditing accounts for small business connected with sport. Box 218, c/o ‘Model Yachtsman” Offices. IDEAL HOLIDAY is a cruise NORFOLK BROADS. The undernoted yachts are personally known and recommended by the Editor of this magazine. Prices are below similar boats offered elsewhere. *“*PIYARI,” designed To send our representative to over ONE HUNDRED POUNDS. [Ifevery Club affiliated to the M.Y.A. raises only £3, we shall have the Bungalow Norwich. Lane, “NYANZA.”’ Thorpe Without Attendant. *““BLUE BIRD.” send DO YOUR x See below. 28ft. x Self-emptying W.C. Fast boat. Without “MERRY HEART.” Single cabin. 27ft. x 8ft. din. X 2ft. 9ins. Self-emptying fast. “SIREN.”’ Cabin yacht. 20ft. x 6ft. x 2ft. Gin. Handy Craft. Without Atten- See below. “‘DAPHNE.”’ Walt decker. 22ft. x 5ft. Tins. or week. Centre plate. Very fast. By day Can be rigged with awning for cruising. Terms on application : R. PIKE, Gt. Yarmouth BIT contribution as soon as possible to the Treasurer In communicating Advertisers, with above PLEASE mention this magazine. of the Model Yachting Association : J. E. 29ft. See below. A. your Andrew, Self-emptying Smart boat. Single cabin. 8ft. < 2ft. llins. Rowing dinghy. Attendant. St. Single cabin. 8ft. dins. < 2ft. Llins. W.C. Rowing dinghy. Caistor-on-Sea, PLEASE ‘Two who is ready to instruct in sailing. With Attendant and dinghy. G. Thetford, sum needful. and by Daniels. cabins, separate W.C. 82ft. X 8ft. 6ins. xX 8ft.8ins. Very fast. Excellent skipper dant. Chicago will cost on the W.C. Rowing dinghy. Very Without Attendant. See below. CHICAGO to March 1983 THE MODEL YACHTSMAN’S COLUMN. Advertisements are inserted in this column at the rate of One Penny per word; minimum charge for wdvertisement Eighteen Pence. Single letters or figures are churged as words and «& compound word as two words, The advertiser’s nume and address are charged for. A-CLASS Yachtsman COOPER, 26, Warren Rad., Wanstead, Essex ‘Terms can be obtained, also photos, accom- modation plans. etc., seem at the Offices of this Magazine. which will be 9-inches to 93-inches. The maximum displacement of 12-lbs. will be given, or to have a little in hand this would probably be 11°75-lbs. The sections would be as hefty as possible on these dimensions and displacement. Finally having got the hull as much sail as possible would be crammed onto it, and as there is no limit on s.a. it is not essential to use every inch as economically as possible and it will not pay to put the centre of effort too high so we should have a sailplan with a longish base and fairly low aspect (height—breadth) ratio. As the sailplan has a longish base the fin would have to be longish to correspond and the rudder will probably be hung on the transom. The best type of sailplan to adopt under the circumstances would probably be the bird’s wing type battened like a Chinese junk as used on some of the small German inland water classes. Not an orthordox or pretty type of boat at all but what seems called for under the rule. Turning to the length and Sail Area Rule, our only model class is the 10-rater. Here the problem is altogether different as the only hull measurement that is taxed is l.w.l. and sail is measured. By sacrifice of sail one can get extra length so we shall adopt a Bermuda plan with a high aspect ratio thus using every square inch maximum power from it. of canvas to get the This short base sailplan means a short fin as these two things must be in direct relation to each other. sailplan means 303 And Marine Model Magazine. March 1933 A long base to the a long range of movement of the C.E. and a long fin, a long range of movement of the C.L.R. and vice versa. Now under this rule the object is to get as long a hull as possible, or rather as long a L.W.L., and consequently a high potential speed. As we sacrifice s.a. to get this length, the easier driven the hull the more s.a. can we dispensed with and the longer boat we can have. I personally visualise a 10-rater with 50-inch L.W.L.,9-inch beam, 23lbs.displacement that will drive easily with the 1,200 square inches of sail she will be allowed. The body would have 3-inches or possibly 34-inches depth and the overhanges low and long, so that she would sail on 70-inch length when pressed in a good breeze. She would have a short fin and about ll-inch draught with well -bulbed keel to keep the ballast low. The aspect ratio of her sail plan would be nearly 4 to 1 and possibly to keep the leach of the mainsail flat when close-hauled, some sheeting arrangement like the Chinese junk might be advisable. The junk has multiple sheets from points on the leach and the very long after over-hang clear of the boom would premise the useful employment of some such device on this type of boat. Turning to the I.Y.R.U. classes, here again both in real boats and models the tendency has been to larger hulls and smaller more efficient sailplans. The height limit prevents one going to an extreme aspect ratio in the sailpan but one would certainly go to the limit. On the 6-m. model the 2lbs. crew weight should give nearly 2-inches additional L.W.L. The bow tax points to a distinct cramping at this point and the angle of incidence at the bow will consequently be steeper than in the stern profile. The displacement will be the minimum called for by the length so as to get the easiest driven hull possible. The beam will be pretty small and the gar-boards pretty full to.avoid girth taxes. I have not worked a design out to this rule recently so hesitate to cite any actual figures but I do not think finality has been reached by any means and think I should try to get a measured length of 42 or 42°5-inches. The I.M.Y.R.A. is probably the best rating rule extant as it has less warping effect on design. Yet even this has certain faults but I question whether it is possible to devise a rating rule which will not influence the style of boat produced under it. Under this rule the only class is the 1l-metre A-class yacht, and here again the gradual growth in the size of the hulls as compared with the first boats under the rule shows how little designers at first realised the full possiblilities offered. In this rule sail is given for displacement which places a premium on good displacement. The upward limit is so high, however, that I question whether it p»ys to go to the full displacement for any given L.W.L, as the additional weight and consequent coarsening of the lines more than offsets the additional driving power of the few additional inches of sail. It is very likely that everyone will not agree with this, but they have as much right to their own opinions as the writer has. Quite possibly my opinion is not correct on this point, but I think the best proportion to take is about 85 per cent of maximum displacement for any given L.W.L. On the other hand if the lines are kept fine and the boat easy to drive, it might pay to take the top displacement. In the measurement of L for rating quarter beam penalty enters. Does it pay to take a penalty or not? For the sake of an example consider a boat of 50-inches L.W.L. which exactly takes no penalty. Club back the ends l-inch at the bow and l-inch at the stern. Without going into exact percentages this will leave roughly a 48-inch boat taking 2-inches excess on quarter beam length. But as penalty is half the excess we have l-inch to add to L.W.L. to to arrive at L, so the L will be 49-inches (or as a matter of fact just over it). In other words nearly an inch has been gained and some might think without harming the design as the sailing length remains the same. The snubbing has not lowered the potential speed of the boat, yet it is bad technique and has probably rendered the boat a little harder to drive. If so we might as well have left her as she was as the additional s.a. gained is employed in overcoming the additional resistance we have created. Consequently I do not think it pays to gain sail by snubbing the ends. 304 My conclusion under this rule is to go as long as possible (i.e. long L.W.L.) with an easily driven hull, about 80 p.c. displacement and a small s.a. going to the height limit. Draught should go to the limit and freeboard be cut to the limit. I do not think it pays to go out absolutely dead straight in the diagonals to get long ends. Water does not take easily to straight lines and it is no use having long ends unless they are used. The ends should continue the curves of the middle body so that the whole boat will be as a unit and settle down to its work making a big hole for itself in the water, Beam should be as narrow as possible concomitant with getting the necessary displacement on a nice round easy section without too great a depth of body. I have in these articles suggested certain trains of reasoning and what appear to me to be the conclusions to be drawn therefrom. At the sametime there are certain broad principles of design that must never be departed from. Whatever dimensions are selected the design must be carefully balanced and the scheme properly carried out. It may March 1933 The Model Yachtsman be thought that some of the dimensions suggested are extreme but that will not prevent a balanced and desirable boat being designed to them. Beyond a point it is no use trying to find loopholes in a Rating Rule. If one pushes tendencies too far the result defeats one’s own ends as one gets an unmanageable brute, or one of those heart breaking boats that sails twenty yards faster than anything on the lake and then waits a week for the wind to blow ber exact weight again. Hull, keel and sails must be matched to form a whole that is compact and balanced. Finally to the young designer may I add one word of warning ? Never design a boat that contains a multitude of novel features. lf you have a brain wave, try it by all means, but make the boat entirely normal otherwise. Then you can see the worth of the feature in question. If every feature is a novelty it is impossible to see the effect of each innovation. Some, in fact most, ideas one gets have been tried before and discarded. If it is a new steering gear, try it on a known boat first. If it is a novel sailplan, try it on a suitable hull you know the performance of. If it is a new form of keel, try it under a normal hull and sailplan. If you try everything novel at once, you are simply going to get into such a muddle OUR ADVERTISERS. ANY periodicals are more or less run on their advertisement revenue, and a great deal of the editorial matter consists of fulsome and often insincere journalistic ‘‘ write-ups” of advertised articles. We have always~sternly set our face against this policy, and when we give a recommendation of an article we do so in the interest of the reader not for the sake of assisting the sales of an advertiser. Although we have occasionally made the mistake of accepting advertisements from firms whose goods or business methods are not to be recommended, we make every endeavour to accept advertisements only from firms who can be relied on in every respect. A newcomer amongst our advertisers is Mr. ANDREW J. BARK. The subject of Mr. Bark’s advertisement is his special bipod mast. Mr. Bark has been experimenting for over two years with this type of mast, and claims that it is a great improvement on the ordinary kind. The trouble that he experienced was to gain the maximum rigidity combined with the minimum weight. This has been overcome by using T-pieces made of a special alloy and duralumin stream-lined tube. The mast is finished in first-class style. Mr. Bark also makes a good line of fittings which are the result of a lifetime of experimental work in connection with model yachts. At this season of the year many boats are on the stocks, and the question of glue arises in connection with both bread-and-butter and planked models. We always recommend casein glue, because it is not only the strongest adhesive made but also waterproof. Of all Casein Glues none is more finely ground than ‘“ TEST.” Consequently, this glue mixes more readily into a smooth paste or cream, and is economical besides possessing the greatest adherence. Those who have once used this glue never change, When finishing boats it is important to use nothing but the very. finest enamel and varnish. Until the last few years whenever boat enamel was mentioned a Dutch enamel was immediately mentioned, and when a boat varnish was wanted an American make. To-day we are glad to say that Britain can produce an enamel and a boat varnish that is not only the equal of these foreign productions, but considerably better and certainly not as expensive. RYLARD enamels and varnishes can certainly be recommended with every confidence. that you will finally discard the lot including some possibly brilliant notions that are well-worth while. Thus one returns to the subject of the choice of dimensions. One should carefully try to weigh the rule and see what is called for by it. Then estimate existing boats and finally select dimensions but never select dimensions that will not permit you to design a sweet-lined hull, since speed must come by sweetness of line rather than brute foree and hard driving. SUBSCRIPTIONS. Many subscriptions expire with the present number. May we ask readers whose subscriptions have expired to send in their renewals without waiting for a reminder as it saves clerical work and postage? Those who buy monthly are reminded that postage is free on subscriptions so that subscribers receive their numbers at once without the trouble of calling at the club or shop. March 1933 And Marine Model Magazine. 308 THE FIVE-MASTED BARQUE “POTOSI.” ¥ —, i Coa Sea ie nS Polos: From an original drawing by J. E. Cooper. peo the period from 1860 to 1880 is usually recognised as the heyday of sail and it is a moot point which was the speediest “Thermopylae,” “Cutty Sark,” ‘‘Lightning,” “Sir Lancelot,” ‘Fiery Cross,” ‘Ariel,’ “James Baines,” etc,, all having their supporters—yet it is rather strange that the claims of the large ships of the period from 1900 onwards are rarely considered. It is true that these later vessels were not invested with the romance that attended the tea clippers racing home from China with the new season’s crop of tea, nor the glamour of the wool ships tearing home from Australia. They were not exposed to the same glare of publicity, but were run on a strictly utilitarian basis. Their crews were far smaller in proportion to the ships. There was not the same lavish expenditure on upkeep. In fact they were designed and built to be ecomomical cargo carriers rather than greyhounds of the ocean. Nevertheless there were some remarkably speedy vessels amongst them whose passages compare not unfavourably with those of the fliers of the Clipper Ship Era. Five-masted ships in unfortunate and nearly all general were very of them were lost at sea, but the “R. C. Rickmers” and the ‘Potosi’ were notable exceptions. Both of these vessels were very successful and very lucky ships through- out their careers. The German five-masted barque ‘Potosi’ was Her length was 366°3 feet, beam 49-7 feet, depth 28°5 feet. built in 1885 at Geestermunde. Whilst the tea and wool clippers are credited with tremendous bursts of speed over comparitively short periods, these later ships were remarkable for consistent performance and high average speeds from port to port. The ‘‘Potosi’’ on one occasion ran from Hamburg to Valparaiso in 56 days which was a record passage, and on another occasion made the same voyage in 59 days. She made eleven consecutive voyages between Hamburg and Peru in five months and twenty days including stay in harbour, giving her an average speed of eleven knots whilst at sea. This is by a very long way the world’s record for a deep sea sailing ship. J. E. Cooper. 306 March 1933 The Model Yachtsman CORRESPONDENCE. THE SEAWANHAKA CUP RACES, 1932. Sir, From Mr. Stewart’s description of the yacht in your January issue, and from the remarks on the model by the Scottish Commodore, it might be inferred that “‘ Maida” was a one-weather boat— good in a breeze only. The popular press accounts stated that the weather conditions were light and patchy, and yet, far from being a one-weather boat only, “* Maida” appears to have beaten, or have gained upon, * Jill’? whenever they were closehauled, only to be outrun rather sadly the moment the sheets were eased away. The photos seem to show, too, that ‘ Maida” not only held a better wind than * Jill”’ but outfooted and outpointed the latter as well. Could any reader cognisant of the real facts tell us, please, what really happened ? The head of the fleet cannot very well be anything else than a good all-round boat. Had the Americans something novel in the way of lines, or rigging, or spinnakers, or bottom composition, etc. ? Were the fickle breezes unkind ? ee K 29 INTERNATIONAL RACES. Sir, By a typed or printer’s error in my letter in the February issue I gave the Seawanhaka Races as 1925-1932. The actual period is, of course, 1895— 1932. Yours faithfully, JOHN A. STEWART. Title Page and Index, Vols. 1, Il or III, Price 6d,. post free. Binding Cases, Vols. I, Il or HI complete with Title Page and Index. Also Binding Cases only, Vols. IV and V. Price 1/6 post free. Binding, Vols. I, II, II, IV or V., (including Case, Title Page and Index), 6 -, post free. Bound Volumes. One copy only each, Vol. I, 22/6; Vol. II, 17/6; Vol. III, 17/6; post free. Vols. IV and V, 12/6 each, post free. Back Numbers. Vol. I, Nos. 1 and 2, 1)1; Nos. 4 and 5, 1/7; No. 6, 1/1; Nos. 9 and 10, 1/7; Nos. ll and 12, 1/1. Vol. I, No. 1, 1/7; Nos. 2—5, 7d; No. 6, 1/7; Nos. 7—12, 7d. Vol. III, No. 1, 7d; No. 3, 1/7; No.5, 7d.; No. 6, 1/1; Nos. 7—12, 7d. Vol. 1V, Nos. 1—5, 7d.; No. 6, 1/1; No. 7, 1/7; Nos. 8—12, 7d. Vol. V, No. 1—4, 7d. ; No. 5, 1/1; No. 6, 1/7. Nos. 7 on, 7d. Other numbers out of Readers having copies of out of print print. numbers are invited to return same for credit, 1/per copy. No other returns can be taken from either trade or private readers more than eight weeks from date of issue. All contributions and Editorial communications should be addressed to The Editor, and must contain name and address of sender. When a nom de plume is adopted, the correct name and address must be enclosed for our satis~ faction. All queries requiring an answer by post must be STATISTICS AND MEASUREMENT. Sir, I did not base a fantastic comparison on a hypothetical presumption, and the Scottish Commodore’s eloquent comment is irrelevant. As “* Ellora ” defeated the reputed champion by 14 points to nothing, and in addition won the Club’s open regatta with full points, the only logical conclusion is that during last season “ Ellora ” was the better of the two. Six-metre Measurement. As the great majority of the Clubs racing LY.R.U. models have fresh-water lakes or ponds, it seems to be a needless complication to make synthetic salt water to measure the models in. Few, if any, of the Scottish clubs use salt water, and the Birmingham M.Y.C. need not bother about salinometers. For models measured in fresh water . the Rule allows a rating of 32.96 in., and the appropriate displacement table can be used. Yours truly, JOHN A. STEWART. accompanied by stamped addressed envelope- Contributions for publication must reach us not later than 10th of month previous. All advertisements must be addressed to The Editor, and should reach him by Advertise,ment 10th of month previous to publication. All orders for the Magazine should be accom- panied by remittance and should be addressed to The Cashier. Yearly subscription, rate 7/- per annum, All Cheques and P.O.'s should be crossed and made payable to THE post free in the U.K. and Empire. MODEL YACHTSMAN. In order to save time, all letters should be clearly marked in the corner with the name of Department and addressed: THE MODEL YACHTSMAN AND MARINE MODEL MAGAZINE, GOLDEN HOUSE, GT. PULTENEY STREET, LONDON, W.1. Printed and Published for the Proprietors by H. G. STONE, Town Green, Wymondham, Norfolk. March 19383 And Magazine. Marine Model | ft W. G. PERKS, MODEL RACING YACHTS designed and built to order. Several generally in SAILCLOTBH Waterproof Light Unskrinkable Streng AL 10 Raters; 6 and 12 Metres; A-class. Unstretchable Suitable for any size Models PRICES 12/6 to 29/6 42/6 to 72/6 4 to 10 Guineas T GROUP S GROUP R GROUP Stock, 18’ to 60% L.O.A. May be tested on Crafnant Lake by appointment. XE, White Heather Yachts > LINE SPECIAL REASONABLE. Trefriw, Caernarvonshire. NICKEL PLATED RIGGING SCREWS 24 ins. long. Right and left-hand Screwed. { MODEL YACHT SAILS| Fittings Spars and a speciality. Carefully designed and adjusted. J. Alexander & Sons, Fittings and Accessories Supplied. Model Yacht Builders, CAINS, ASHTON, PRESTON, Lancs. Sailmaker, 7; KINGS ROAD, GOSPORT, HANTS. | TRADE ~S A Waterproot Glue| Also Heat and Acid Proof. Model Breaking strain in wooden joints, moist and normal, over 1,100!bs. per sq. inch. BY THE MODEL SUPPLIED. and YACHTSMAN Yacht Fit-out Repair Service. Tin containing 2o0z. 8d., or 4lb. 2/1, post free, from Test Spars, Sails, Fittings Waterproof Glue, Dept. M. 30, Red Lion Street. Holborn, W.C.1 TRADE ENQUIRIES INVITED. and Accessories y, for all Classes. Beautifully designed Sails. 3 R. & old-time Ship Models Built GUARANTEED. H. To order only. Decorative, Water-Line BEST UNION SILK. FIT BUGO, and Restored. Workshops: SAILMAKER, 10, Celbridge Mews, Porchester Road, 25, DRAPERS HOUSE, BRUCE GROVE; TOTTENHAM, N.17. LONDON, W.2 y, y, “VV. H. BAUER| No more sewing joints. A permanent and solid waterproof Craft. RECOMMENDED Sails Accessories Send for List. Of the BEST UNION SILK, W. Price 1/- each \ In replying to Advertisers, please mention THE MODEL YACHTSMAN, The Model Yachtsman. March 1933 | WH YY send your Queries to the Editor ‘? The answer to the Model Yachtsman’s every problem is “MODEL SAILING CRAFT By W. J. DANIELS and H. B. TUCKER Profusely illustrated with Photographs, Diagrams and Designs. Price 25s. nett; postage 9d. The Rudder describes this Book as a “‘ Masterpiece.”’ The | “Dixon Kemp” of Model Yachting. Obtainable from the Offices of “The Model Yachtsman,” all Bookshops and Libraries, or direct from the Publishers, Chapman @ Hall, Ltd., 11, Henrietta Street, London, W.C.2. THE WORLD’S BEST YACHT AND BOAT VARNISH Sole Manufacturer: LLEWELLYN RYLAND, Ltd., Birmingham, England. In replying to Advertisers, please mention THE MODEL YACHTSMAN.