Marine Models: Volume 6, Number 3 – June 1933

VOL. 6, NO. 3. Seventh of each Month. Editorial JUNE, … Our Coastal Schooners Designer and Dimensions Hull Design for … Model Steamships … Model Yachtsman’s Workshop Engine-room News of the Little Ships Our Scottish Page Power Boat Clubs Ship Model Clubs Novel Mast Track Correspondence… MARINE MODELS, GOLDEN HOUSE, GT. PULTENEY STREET, LONDON, W.1. 1933 (YOUR MODEL) ’ MODEL YACHT SAILS should be a speciality. Waterproof, Permanent & Solid Carefully designed and adjusted. Ensure this by using a Glue that is Water, Heat and Acid Proof, with an official breaking strain in wooden joints, moist and normal, of over 1,100 lbs. per square inch. Of the BEST UNION SILK. Fittings and Accessories Supplied. Tin containing 20z. 8d., or 4lb. 2/1, post free, from Test Dept. M. W. Waterproof Glue, 30, Red Lion Street, Holborn, W.C.1 TRADE ENQUIRIES INVITED. CAINS, Sailmaker, (i’ 7; KINGS ROAD, GOSPORT, HANTS. . | Do CADBURYS MILK mums =Ib. BLOCKS 9d. BLOCKS 1b. BLOCKS 43d. 20z. BLOCKS 23d. =e MODEL SAILING CRAFT | By W. J. DANIELS and H. B. TUCKER Profuse!y illustrated with Designs, Diagrams and Photographs. Price 25s. nett; postage extra. THE IDEAL PRIZE 2? DO YOU FOR A RACE. DESIGN? BUILD? FIT OUT? SAIL MODEL YACHTS? If”so, get your copy of the “Dixon Kemp” of Model Yachting now. The only complete and up-to-date For Novice Handbook published. and Expert alike. Obtainable from the Offices of “MARINE MODELS,” all Bookshops and Libraries, or direct from the Publishers, Chapman @ Hall, Ltd., 11, Henrietta Street, London, W.C.2. In replying to Advertisers, please mention MARINE MODELS. Je 2 3 D ) —_ —— tHel(d (iz PIPPIN) 94 TECHC =” INCORPORATING THE MARINE Vol. 6, No. 3. MODEL MODEL YACHTSMAN AND MAGAZINE Published on the Seventh of each Month. JUNE, 1933 EDITORIAL. E have received the following letter from the gentleman who previously wrote to us about the St. George’s Cross which is embodied in our page heading. A FLAGRANT ERROR. Sir, Your Editorial note misses the point. The St. Andrew’s Cross is confined to “Our Scottish Page” for the sound reuson that that page deals with Scottish matters. It would be absurd io put the Scottish cross at the head of nearly every page. The St. George’ Cross of your pendant intimates that the page and the magazine are English pure and simple. By the First article of the Treaty of Union which made a BRITISH ship possible it is determined that the crosses of St. George and St. Andrew shall be combined and used in ALL flags by sea and land. The crosses were combined even in the masthead pendant, but within the last century or so the Admiralty has tended to ignore the Treaty by using In reply we beg to state that we did not mean to imply that this magazine has any connection with the R.N., but if we err in using this type of cross, we sin in good company. Moreover the R.N. has no monopoly of the St. George’s Cross as it appears on the arms of the City of London and m&ny other bodies. An Englishman and a Scotchman were discussing to why St. George adopted the Cross and St. Andrew the Saltire. Said the Englishman “St. George adopted the Cross because it is the plus sign and he knew that we would add to the Empire.” Replied the Scotchman “Dinna forget St. Andrew selected the Saltire, which is the mutiplication sign since we multiply it !” the question as But jesting apart, we gratefully admit that many of our staunchest and most generous supporters live North of the Border. Obviously we intended no slight on them or any other reader. At the same time we have original subscribers in England, Wales, unconstitutional flags. Many Scots are proud to serve in the British Navy while heartily ashamed of the un-British flags used in that Service. Ulster, Irish Free State (Is this still British 7), Canada, Australia, New Zealand, South Africa and In putting the St. George’s pendant at the top of your pages you signify that your magazine is purely English and connected with the R.N. Your pendant have has nothing to do with wind-jammers, racing models, or speed boats; a Red Ensign would be more appro- priate. More than once you have claimed that the Scots were among your first subscribers and supporters, and now you have adopted a page heading which expressly excludes Scotland. Make half-a-dozen English. pages if you so desire, and confine the sectional pendant to those pages. BRITON. other parts of the also original British Commonwealth. We subscribers in the U.S.A. and half-a-dozen European countries. We cannot include all their emblems if we are to find room for matter. Our aims are to represent the Marine Modellers of the Empire and the world at large,a great ambition which we are striving hard to fulfil. No other magazine is published with this object, and we, therefore, ask the support of all Marine Modellers, whether they are Model Yachtsman, Ship Modellers or Model Steamer and Powerboat men. This will enable us to improve our magazine until it is really worthy of Marine Modelling. 0) (Continued from page 30). fia making the sails for a model, we cannot exactly follow the methods of the sailmaker, but we can represent the finished sail by some efficient means which will suggest exactly what we are striving after. In the first place, the scale of the model will put limits beyond which it would be clumsy and ridiculous to go. Some time ago I made sails for a half-inch scale model schooner and they were particularly effective in looks as well as being good sails. Moreover, I have noticed that several of the large scale models in the Science Museum have their sails made in the same way and so I will explain my own methods and leave it to the modeller to follow them out or improve and adapt them to his own model. Full-size paper patterns cut exactly to the size of the finished sail will ensure correctly fitting sails and prevent mistakes in measurements. Apart from this, they can be used to work out the fittings, such as tablings, linings, and reef bands, etc. A light buff-coloured material, such as artificial silk will do admirably for small models between one-eighth and one-quarter inch scales. For larger models the Union Silk used by model yachtsmen and advertised in MARINE MODELS will be more suitable. On very small scenic models paper will have to be used and the seams, etc., pencilled in lightly. of the However, this is a matter for the ingenuity modeller and what he is attempting to represent. First of all pin the material down on a large board or the lino and then fit the paper patterns on top, getting the after leech of the sails running parallel with the selvedge of the cloth. The very small sails can be wedged in between the larger ones, but if there is to be much of a roach in one of the sides this must be cut at right angles to the selvedge. After the outline of the sail has been drawn with a moderately soft pencil, the seams should be ruled very lightly, starting at the after leech of the fore and aft sails and on each side of the middle of the square sails, working outwards. If the jibs are to be angulated they will have to be carefully worked out on the paper patterns first, but the idea will be gathered from the accompanying drawing (Fig. 10). The canvas used in sail-making is 24 inches wide and the seams have to be deducted from this amount. ba/trope Ig . No rs monn sales mann ae mm ean Att 2 yds ree nener ant neeesrt eet rasscces, , bs) a > LS ny 3 F ¢ tabling Rad Tabling tabling Ss . In the full-sized sail the seams vary in width, but to simplify matters for the modeller we will assume the width between all seams to be 22 inches. After these parallel lines have been drawn on the cloth, they should be stitched over by machine, using a greyish brown silk. The silk should be very light in colour as the shadow cast by the stitching will be quite sufficient to give the impression of seams. On large models there should be two rows of stitches to give the width of the seam, but one row will be quite enough on small models. After all the sails have had their seams represented in this way the sails should be cut out, leaving enough along each edge for the hem or tabling, as it is called. The size of the tabling varies and must he got from the drawing of each sail here shown. The linings might be represented in the same way 27 apark \ as the seam except that their shape will be represented by only one row of stitching or machining. The lining down the luff of the sails should be real and not just stitching as above. Bias binding, to (3 “boltrope Fig 15. be had at most ladies’ shops, is a very good material for this purpose and if it is not the correct width, ; t Y Hy ;u Hy , a A) ii Fite si – ~ H ? Hy HT ” p 3 4 . * % gif i ; ‘ * 4 * 4 S ~ SS $ 2 eo 4 XX “ . 1} toy ! o_o ; | 4 $ iy ” 3 1], 3 Hy M4 Sy ‘ | ; arya SS 2 can be made at home by cutting a piece of fine silk on the cross. If bias binding is too much of a bother to make and use, ordinary tape will do and can be got in the correct width. In the same way if the modeller wishes to actually put on all the linings, these may be stuck on or stitched before the sail is hemmed as they are all under the tabling. Lining is made from thin canvas and will be either 24 inches wide or a fraction of that amount. All linings, tabling, etc., except where otherwise stated, should be put on on the port side of the sail, and for this reason the sails here shown are drawn for that side. The linings down the luff of the sails should be doubled as on each side of the cloth. Now for the individual sails themselves. I have used the “Emily Warbrick” as an example and the sails shown are taken from the complete rigging plan which will be given next month. MALARANAN ” 1 ; 1 | ————_+— A 2b” tebting First, we will take the flying jib. There are several ways of making an angulated jib, and so I have used Matthew Orr’s method, which was very common at one time. In planning out this sail, the angle, formed by the leech and foot, is bisected and the line so drawn forms a girt line and should have a row of stitching like the seams. The sail will now be divided into two parts and the seams in each part will run parallel to the leech and foot respectively. The foot is cut with a fair amount of ho Or curve (or roach) as will be seen. clew lining extends above the reef points one yard. If there are two or more rows of reefs, it will be a yard above the top one. The reef points are best put in by using a needle and passing them through the sail once each way before cutting them. They should be equal to the circumference of the boom on each side of the sail. The boom of the ‘‘ Emily Warbrick” is 7} in. in diameter, the reef points shown are- 23} ins. long on each side. The luff also has a slight convex curve to take the slack out of the It is not usual, I think, data will more easily be understood by looking at the drawing. The inner and the outer jibs are made in exactly the same way and the shapes will vary according to the angle of the stay. The jib-headed topsail will be cut to fill the space between the gaff and the topmast head and will be found on the main and mizen but not on the foremast. This is an awkward sail to cut as the doubling of the mast has some tricky angles to follow and circumvent. It would be impossible to give the The fore staysail may or may not be made like the others, so I have drawn the-alternative and more likely method. The foot should have a fair amount of roach and the luff just a little, say about } inch or less, on the average size model. All the seams run 724″ wide a 22> TF n€ ; >: ‘ \ ——s Hy 3 : i { 7 \ J2 “ Pet R yes rrnassssee nner ress leech which is straight. to put a lining down the luff of this sail, but the tabling is a good strong one. The sizes and other DS 2″ bolrrope parallel with the leech which is perpendicular to the water line. There is one point which I must mention to be quite accurate. I have not allowed for the tabling in any of the sails where the seams run up and down with the after leech and so the seams shown should be slightly further aft in each case. This will give the clew linings a wider appearance, as the seams will not be so near the edge. The fore, main, and mizen are all made in the same way. I have shown reef points, but may not be present on all schooners. Some roller reefing gear, especially on the mizen. schooners when they have reef points have Cringles Fig 14. these have Some their sails strongly made in every way and have reef bands stitched across the sail, but I think they look clumsy on the average model, and so I have not shown them. In any case, they are not likely to be found on the average small schooner or other fore-and-aft craft around our coasts. The lining down the luff is on both sides to take the strain of the hoops. The peak lining is on the port side only. It extends down the leech about one yard and a half, and is one cloth wide. The amount of curve for the luff as the topmast may be raking so much as to necessitate a hollow curve all the way. However, it would be as well to cut a slight convex curve from the cap to the peak and a concave curve from the cap to the tack, which should come two or three feet below the jaws of the gaff. A triangular lining, the width of a cloth, is stitched to the peak and one at the tack as shown. A girt lining is sewn on from the clew across three cloths towards. the. mast cap. . This lining should taper from one cloth to two-thirds as shown. The clew piece is 1} yards long and one cloth wide. Five or six holes are made 27 ins. apart above the cap to take the topmast hoops. These holes should be button-hole stitched or metal eyelets punched in, and will be found on the other sails where they are attached to a spar or stay. In place of the topsail over the gaff on the foremast, there may be a main topmast staysail and the directions for making this are exactly the same as for the jib-headed topsail on the main and mizen ; in fact, apart from the trouble with the cutting of the luff for a model the main topsail will generally 53 be found to do as a main topmast staysail as well, the measurement being about the same for each. And last we come to the square sails on the foremast. It will be seen from the way I have placed the drawing that these two sails are a development from the single topsail and that the leeches form one line except for a slight gore at the clew of the upper topsail. The sails have the same depth, apart from the hollow cut in the lower to clear the forestay, etc. The tabling is on the afterside of the sails. There should be a line two-thirds of a cloth wide, along the head of the sai] on the after-side and possibly a lining down the sail in the middle to protect it from the mast, but I do not know if this is general in topsail schooners. On the foreside of each sail there should be a lining along each Jeech and along the foot, half a cloth wide. The upper topsail will have linings in the way of the bunt lines as shown, the middle lining running the full depth of the sail and acting as a mast lining, but on the foreside. The foot linings on this sail extend inwards as far as the bunt-line cloths. The lower topsail should have a lining on the after-side everywhere likely to rub or wear against the top or rigging. The drawing shows the foreside of the two topsails, and to help matters in this way I will show the afterside of these sails in the rigging plan next month. Now for the minor details. The heavy line round each sail represents the bolt rope which should be made of surgical silk for preference. Mackerel line is a good substitute and can be had at most ship’s chandlers in a variety of sizes. In fact, this line is easy to splice and looks exactly like rope when tinted and will do for rigging the whole model. The surgical silk, of course, looks nice and is very pleasant to use. The bolt ropes should be tinted to a medium tobacco colour and stitched on with a fine thread the same colour. The bolt rope should not be too thick, but represent a rope 14 inches in circumference on the average triangular sail and 2 to 3 ins. on the larger rectangular sails. In each corner you will notice that a cringle or thimble has been turned in. In the old days these were pieces of rope spliced into the bolt rope, but later galvanised adopted. iron thimbles or eyelets were On a model, the scale will put certain limits as to the method adopted. For reef cringles, bunt line cringles and so on, small eyelets should be used. The cringles for the clews are best made from the old-fashioned eyes used with hooks before press studs came in. The circular ones are exactly the correct shape and have two smaller eyes for stitching on to the port side of the sail. These same eyes are the correct pattern for the stay hoops which must be put on every 27 inches up the luff of the triangular sails or stay sails. The head of the foresail, mainsail, and mizen is either laced to the gaff or set up on hoops similar to the luff up the mast, but lacing is the most usual. When the sails have been completed some of them, especially the larger ones, might be dyed a very light grey in parts. This can be done by either shading with a pencil, making even strokes across the cloths‘ or by using a small brush and very light dope. In this way the linings and patches can be made to look as if they were cut from different cloth. A zig-zag of patching between the foot and the reef bands will suggest that the canvas used was made from the head downwards and the lengths were too short and so on. Very frequently you will see some craft with all the sails rather a dark grey except one which is obviously new. But don’t overdo the colour; several coats or dips of light dye are far better than one too dark and a spoilt sail. (To be continued.) a…\ THE DESIGNER AND THE CHOICE OF DIMENSIONS. ANON. (Concluded from page 42). the fairness with which the balances the speed factors so types are produced and yet one has only to consider last four days’ racing. True it blew hard all the time but would there have been much change had the weather been different? Frankly, I do not know whether these boats would have changed their order amongst summer’s British Empire Championship as regards the first four boats. ‘‘Flame,”’ a comparatively light same four would have been at the head of the fleet S an instance of A-class formula that widely different meet on level terms, fin-and-skeg yacht,with (I believe) 48 inches L.W.L., * Anglian” a full-keeler of 50 ins. L.W.L. and top displacement, “Twinkle” a heavy beamy boat of about 49 or 50 ins. with a very short fin-and-skeg, ** Astrape”’ a fairly short boat overall with less beam on deck than * Twinkle ” 53 ins. L.W.L, and about 48 or 50 Ibs. displacement. These four boats, all good well-balanced craft, all well handled, of themselves or not, but I am pretty sure that the and that the total difference of points over the four would have not been much greater. Hence I think it is a good rule, but when “ K”’ says that the boats produced are far bigger than the framer of the rule contemplated, I quite agree. totally divergent types ran neck and neck with a Certainly I think that for a model the limit of l-m, as answer to the equation provided by the formula was set too high and many people would have preferred the answer to the sum to have been say matter of 9 points separating them at the end of 36 ins. “K ” mentions that when the rule first came in Admiral Turner was 50-50 boats were prophesied. the first (and for a long time the only one) to see how big a boat was called for by the class. For this one must give him absolutely full marks, especially when one remembers that the first boats produced were mostly about 43 ins. L.W.L. and well under 40 Ibs. displacement. Whether the limit has been reached now is, however, quite a different point. Obviously the 43 ins. boat was too small, but equally obviously the time will come when we can say so many inches is too big. There is, however, some point which is the average best all-round boat, but is this 48 like “* Flame,” 50 like “ Anglian,’ 53 like “ Astrape ” or 55 like the monsters ““K” threatens us with ? (And whether it is the right size or not 55 with weight to correspond is a monstrous big model!) Nobody can definitely say what is the final correct answer. My own belief is 50 ins. but I may be well wrong. But even suppose that I was right, then the racing between 48, 50 and 52 ins. would be so close that one could really not be certain which was absolutely Therefore one gives them every considerationHe may easily be right in choice of section under this rule, but as I previously remarked that much in model yacht designing and racing cannot be reduced to mathematical formule but must necessarily be a matter of practical test (which again is liable to be inconclusive owing to the many things that may affect results). And in the endeavour to really solve the numerous puzzles we encounter lies the real fun of our sport. correct. When racing is as close as it was this summer, the least little thing will turn the scale—a particularly good suit of sails, rigging standing better, etc. But it is just this uncertainty that adds to the interest of the thing. If it was entirely a matter of mathematical formule, yacht designing and racing would be a dull pastime. “K” suggests that I may prove wrong in my idea of making the boat narrow and points out the inherent speed of the champagne glass type of section. I quite agree that it is a fast type but whether it is a faster type than the narrower section is a matter of opinion. In the consideration of what is a fast type, there is great difficulty because it is not as easy as it might seem at first glance to define what a fast type For instance a boat of the A-class type would slow under the Length and Sail Area Rule, vice-versa. In fact all that one can really say that a boat is a fast boat of her particular class, is. be or is Therefore for the sake of comparison or deciding whether one section is faster than another one must merely consider boats of the same class. Having narrowed matters to this extent one would desire other things to be equal also. Thus to really know one would want to test out two boats of equal displacement, sail area, etc., both equally welldesigned, built, fitted and handled. As all these things never are equal, one is still in the dark. It is possible to create a very fast boat of either type so the ultimate decision will rest on what the individual designer thinks is best. Our friend “‘ K” is one of our ablest designers and his opinions are considered and reasoned. “CYMRU,”’ (A-class), Len Smart, Cardiff M.Y.C. In view of the differences of opinions as to what is the best size, displacement and section under this rule, this is a very interesting boat. She has a L.W.L. of 53” and displacement 56lbs. Her section is champagne glass type. Originally designed for the 1932 British Empire Championship, illness prevented her popular builder and owner, Mr. Len Smart, from racing. His friends will be glad to hear that he is better and hopes to compete at Fleetwood. Trials have shown “Cymru” very fast and she will prove a formidable competitor for the highest honours. > – ~ HULL DESIGNING FOR BUILDERS OF WORKING MODEL STEAMSHIPS. (Continued from page 32). By ATLANTIC. has already been mentioned that the drawings will be made on engineer’s squared paper divided into inches and tenths of inch. A suitably sized drawing board is required but failing this a piece of clean lino spread on a kitchen table will do. Under the squared paper put a couple of thicknesses of common cartridge paper. This saves the board and makes the work easier. Arrange the paper and pin it down. For any boat up to four feet overal the drawings can be full-size. For boats up to six or seven feet half-size. If you are drawing plans half-size, length or any line as measure will be multiplied by 2 to First we must decide what sort of ship we are going to model, the size of model and whether the plans are being drawn half or full-size. As an example we might take a cargo-passenger liner of say 6,000 tons to be reproduced as a 4 foot model and draw our plans full-size. Naturally the limits of the page of this magazine will prevent the Editor reproducing my drawings full-size. Now a vessel of this type might have a profile somewhat like Figure 3, or if she is a modern cruiser-sterned vessel like Figure 6. square Obviously in either case the hull can be divided into the hull proper and the stern deadwood which measure must be 2 x 2 (=4), and displacement or other cubic measure x 2 * 2 * (=8). acts as a skeg carrying the rudder. We.can also for the moment ignore the propeller bulges, This get full-size, but sectional area or any saa FIGURE FIGURE A stiff spline (or batten) will be needed to put in long curves—For a 3ft. plan us a 4ft spline and for a 6ft. plan a 7ft. spline. A celluloid spline + in. x $in., will do nicely for a 3ft. plan. For gradual curves this can be used in a flat position and on edge for sharper curves. A 2ft. celluloid spline tapered to }in. din. will be needed for sections and other sharp curves. Other requirements are a straight edge, an engineer’s scale calibrated to ;’,in., a good pencil eraser and HH pencil. As the tyro progresses in designing he will use harder and harder pencils till he gets to 5H and 6H. Pencils must be kept sharp and fine lines made. Fuzzy lines are not sufficiently accurate. To hold the splines in place some weights will be required but the average steamship modeller will have no difficulty in casting these for himself. To start with all the domestic flat-irons and weights from the service. kitchen scales can be impressed into thal 4_ leaves us with the hull proper as shown unshaded portions of Figures 3 and 6. Actually part to be deadwood so hard to find part of the hull in the of the forefoot might be considered also, but the line of demarkation is that it is best considered as being proper. Comparing the two types of profile it will be seen that the cruiser stern has a run which does not come quite to the surface of the water. In this type of vessel it is advisable to have a sharper stern and finer water lines to let the flow back easily into the hole created by the vessel’s progress. | tices } til FIGURE S~ 56 Water flows so quickly and easily that one does not always consider exactly what happens when a vessel passes through it. Water like every other liquid finds its own level, but if one were dealing with a liquid like treacle it would be possible to see what actually happens. Suppose a hull floating in treacle was pushed forward. One would see waves of treacle pushed aside by the bow and astern a track through the treacle the shape of the midship section. Gradually this hole astern of the boat would be filled up by treacle flowing from under the boat and from either side. That is exactly what happens with water, but the water flows faster round the hull. as nearly as possible to scale. In other words it is easier to make a large scale model of a small vessel. Thus beam, draught and length of middle body are closely related and must be considered collectively when planning the scheme ot the design. Likewise these proportions influence the shape of the middle section. The longer the parallel middle body the more rectangular can we make the section and the flatter the floors. The flatter it is, the rounder will our section become. The size of the vessel is largely FIGURE FIGURE 7_ The shape of the hull should, therefore, be a gradual increase from the bow to the middle section to get an even displacement without any break to the smooth flow. This part of the boat constitutes the “entry.” Similarly once the mid section is past, the after part of the boat should be a gradual decrease. This part is known as the “delivery.” The rates of increase and decrease are spoken of as the “rates of entry and delivery.” These rates must be balanced. Obviously the entry having a deep forefoot will require more gradual waterliners than the delivery where the buttocks are less steep. The steeper the buttocks the more the waterlines will require easing. Certain other points can be deduced from this. It has been explained that a smaller vessel requires more beam and draught in proportion to her length than a large one. If the rates of entry and delivery are to be kept gradual and not too abrupt, it follows that the proportion of parallel middle body to total length cannot be as great on a small vessel as on a large one. Consequently on small vessels (such as launches), there is practically no middle body, but a liner has a long one. The modeller who wishes to make his miniature vessel like the prototype should consider this carefully. Unless he is making an enormous model, every ounce of weight is important so as to keep the beam and draught the key. Imagine a flat-floored rectangular section on a tug or trawler. Each time she rolled she would lift her bilge and crash on a sea would come the flat floor on the reverse roll. Hence she has a round section which is sea-kindly. Again try to work out a hard bilge towards the end of short, beamy, deep design and see what the result is. For our design a profile similar to Figure 3 was selected and a section as shown in Figure 5. If she had a profile like Figure 6 a more rectangular section as Figure 8 would not be out of place. Though everything else in these articles is standard practice in marine architecture, it should be distinctly stated that the writer’s methods of balancing the ends of a steamship design is decidedly unorthodox. It has, however, the merits of being an easy way to place the C.B. in any desired position and being suitable for a beginner. On the other hand, it assumes that the draughtsman has made his ends alike in character but got wrong alee Lt) FIGURE 8_ 57 in their volume. The beginner can, therefore, use this to get a preliminary grip of the subject and afterwards discard it at will. Either the bow or the stern of the boat can be designed first, but to explain how this is done, it will be necessary to examine the stern. In Figure 4 is shown the deckline which will ultimately be adopted for the design. The vessel is at her greatest beam along the parallel middle body from A—B. Now consider the point B which represents the aftermost position where the maximum beam is found and compare it with Figure 3. In Figure 3 the greatest depth of the body of the hull proper is from C—D. The reader may not yet perceive how C, the forward point was determined, but the position D is easily recognisable as being the aftermost position of maximum depth. It will be seen that D is considerably forward of B. But the point at which the parallel middle body terminates lies along a section that embraces both D and B. Thus the point that each waterline and buttock turns from the middle body into the delivery must lie somewhere on this section. Now this transformation must be graduated properly across the boat or we will have an ugly hull all bumpy in outline. Here is one point where so many builders go wrong. Transfer the position of D to the centreline on the waterline plan (the one showing the deckline), and join B—D by a straight line. Considering B—D in relation to the waterlines and buttocks it is obvious that the lower waterlines will have their turning point forward of the upper ones, and that the outer buttocks will have their turning point aft of the inner ones. The bow of the boat ought to match the stern and therefore the section A—C should be parallel with B—D. If the boat were sliced off at A—C and B—D the whole parallel middle body could be removed and the two ends would fit together exactly, leaving a short tubby yet perfectly shapely hull. The sections represented by A—C and B—D do not appear on the finished drawings nor as moulds (moulds are the templates on which the vessel is built), but they can be plotted on paper if desired. Actually, of course, it would be possible to place the points so that A—C and K—D were perpendicular to the centreline, but a very unshapely vessel would result. Sections that are not at right angles to the centreline are known as “raked” sections. The two sections A—C and B—D are identically the shape is the real key to the design of the vessel and the old shipwright called this shape the ‘“‘master section,” which is a very good description of them. The next point to decide is if the master section forward is placed a certain distance from the bow, how far must its counterpart be from the stern ? (To be continued). OUR DESIGNS. 6 eed is little doubt that the designs which we publish are of great use to marine modelmen. Moreover, they are published on a large scale which makes them of practical use to builders, and for those who wish the greater accuracy that arises from the use of a full-size or half-size plan, we have an excellent range of blue prints available. Even if the actual plans published are not used to build from, they provide material for study by embryo designers. We have received numberless letters of appreciation of this feature, but like every other good thing it is liable to abuse. Recently a model from one of our designs was entered in a competition and won the first award. It was stated that she was designed by the builder. We ourselves recognised the boat at sight and so did her designer, but that was some time after the competition. We also received a number of letters from readers about the matter and there was no possible doubt, but at the same time it is a difficult matter to prove. There is nothing whatsoever against an amateur builder making a boat to one of our published designs—in fact that is largely why we publish them. At the same time it is an abuse of copyright for a professional builder to build one of these designs without our permission. Again we have come across cases of half a dozen boats being built from a single blue print. This obviously cannot be prevented and in cases of classes run by clubs for boys nobody would object. The designer’s skill is worth something, however, and in the case of all designs sold as blueprints, either the copyright has been purchased outright by MARINE MODELS or it has been given to us by the designer to swell our funds, or a Royalty is paid the designer on every set of blue prints sold. It is obviously unfair if a design is used to build a number of boats for different persons, as after the single copy has been made the owners are paying nothing for the lines. We have been approached by a firm who wish to build boats to one of our designs and advertise them as such. We have no objections to this provided proper arrangements are made and the boats are like the lines and well built. The same firm were ask to quote for several complete boats to another design for a provincial club. All this is perfectly correct and in order, but unauthorised trade building constitutes an infringement of copyright. * * * * * Several readers have asked us tor comments on the A-class design “Thisbe,’ which we recently published. She is by the designer of “Chloe,” but a far bigger and more powerful boat. In our opinion she is somewhat fine ended and since publication the designer has made considerable modifications. The second diagonal has been eased across the midship section. This has allowed the ends to be filled out considerably, while the overhangs, particularly the counter, have been appreciably lowered. The sheer has been altered to suit the amended profile. She is now 51” L.W.L., 52lbs. displacement and carries 1780 sq. ins. canvas. The altered design under the name of “Daphne” replaces ‘““Thisbe” in our blue print list. Some model yachtsmen consider both “Thisbe”’ and ‘‘Daphne”’ rather long in the fin, but there is little difficulty desires. in shortening this if the builder We have had a request for this design as a fullkeel boat, and the designer is accordingly preparing a second edition of “Daphne” with a full-keel. In his opinion, however, the fin-and-skeg boat will be the better model. This is, however, entirely a matter of personal preference, and as both designs will be available the builder can please himself. Our design “Jenny Wren,” by A. W. Littlejohn, (30-inch Restricted Class) has been well received, She is a fine hefty little craft and a number are already on the stocks. Next month we are publishing “Tomtit,” a little 24-inch L.O.A. model which Mr. A. W. Littlejohn has specially designed for us. This boat is not intended to fit classes like the Llandudno 24-inch unrestricted Class as in our opinion this is an undesirable and exaggerated type. ‘Tomtit’ is a wholesome sturdy little yacht which should handle well and have an excellent turn of speed for her size. Blue prints can be obtained from this magazine. MODEL YACHT CLUB FOR NOTTINGHAM. A model yacht club has been formed in Nottingham and if a suitable water can be found there is every prospect of it making rapid headway. An enthusiastic meeting took place on May 18th when it was decided that the club should be known as the Nottingham M.Y.C. and the following officers were elected: Commodore, J. S. McKeag, Vice-Commodore, Peter M. MacColl, Rear Commodore, A. Gourlay, Treasurer, B. A. Black, Hon. Secretary, W. G. Hobson, (92, Elford Rise, Windmill Lane, Nottingham) and a Committee. Anyone living in the locality who is interested in the project, is invited to get into touch with the Hon. Secretary as soon as possible. We have known for some time that a demand existed for model yachting facilities in the neighbourhood of Nottingham and we trust that the Local Authorities will see their way to do the necessary. The planning of a model yacht lake is a difficult matter and needs a knowledge of the special requirements of the sport. In such cases the Model Yachting Association is always pleased to advise local engineers as to what is needed. TOOLS AND MATERIALS. The average model builder who lives outside the metropolis often finds considerable difficulty in obtaining the tools and materials he wants. Fine brass screws, copper pins, brass tube of various sizes, German silver wire, etc., are not to be found in the average ironmonger’s stock. Fine drills, carving chisels and gouges, small round-bottom planes and so forth are equally unobtainable. We have seen beautiful models that have been built with the aid of a penknife and a broken knitting needle, but there is no doubt that proper tools would have lightened the labour and produced a better job. Messes. E. Gray & Son, Ltd., of 18 and 20, Clerkenwell Road, London, E.C.1, specialise in small tools and materials for the model maker. They also carry a full line of model marine fittings for yachts, ships and power-driven craft. Several readers have lately enquired for waterproof glass paper. This also can be obtained from Messrs. Gray. It should be noted that this firm also make the celebrated “Grayson” Petrol Engine. This is supplied as castings or finished. DECORATIVE, WATERLINE HISTORICAL AND MODELS. Many of our readers who are interested in building models of these kinds find difficulty in getting fittings made correctly to period and to scale. During recent years Mr. W. H. Bauer, the wellknown model yacht fittings maker and repairer, has mad a speciality of suppying correctly made fittings for period models. These are, of course, so varied that they have to be made to suit individual needs, but readers entrusting their work to Mr. Bauer can rely on prompt and courteous attention, and that the goods supplied will be right. Mr. Bauer also builds and restores historical models with great skill. Many a good model is given into the hands of self-styled experts and ruined is restoration, so that it important to be able to rely on the restorer. Everything of this nature entrusted to Mr. Bauer receives his personal attention. Advertisements i f BOND’S 14 in. bore X 1} in. stroke. Weight 44 Ibs., with 4 in. flywheel. Air or Water Cooled. This engine is fitted with a cast iron head having the rocker supports cast in one piece’ The cylinder is iron having an aluminium jacket shrunk on. The crankcase and piston are cast in Electron metal for ultra lightness. The crankshaft is a 3% nickel steel drop forging with web balance weights, also the valves are 3% nickel steel forgings. The camshaft is driven by hardened steel skew gears. The “Simplex” Engine is designed on the latest practice, and has the latest car type valve gear, straight push rods, flat head tappets, inclined ports, high compression piston. PRICES. Complete set of castings, drop forgings, finished gears, springs, piston rings, all materials, nuts and bolts also full size detail drawing… a .. 87/6. Postage 1/3. Finished Engines complete with niagneto type make and break. £6 10s. Od. Postage 1/-. Send for Bond’s Catalogue, 6d., post free, every Model Maker should have this reference book by him. Remember we sell the finest Sailcloth for Yachts, 42 ins. wide, at 2/3 a yard; this is the cheapest on the market. BOND’S O’ 3 254, *Phone Museum r W. G. Euston Road, ? EUSTON ROAD, Established ‘ PERKS, Stock, 18” to 60’ L.O.A. SAILCLOTH Light Strong Unshrinkable WHITE HEATHER ° May be tested on Crafnant Lake by appointment. Waterproof 1887. Racing Model Yachts designed and built to order. XL N.W.1. 7137. MODEL RACING YACHTS Several generally in LONDON, Ltd., J XL Unstretchable Suitable for any size Models ye sehiggenc aia B na Alexander & . laa ; 26, Victoria Parade, Ashton, Trefriw, Caernarvonshire. Sons Preston, Lancs. FITTINGS SPECIALISTS Send Stamp for List. Beautifully designed Sails.| eautliully designe alls. BEST UNION SILK. SAILS FIT GUARANTEED. R. \. H. Expert Model SPARS Yacht , Builders ACCESSORIES Power Boat Hulls of all Descriptions BUGO. Racing Model Yachts SAILMAKER, WHITE HEATHER 25, DRAPERS HOUSE, BRUCE GROVE, TOTTENHAM, N.17. — TRADE SUPPLIED. A In reply to Advertisers, please mention MARINE MODELS. y Advertisements il f WHERE TO STAY DURING THE FLEETWOOD REGATTA. MODEL YACHTING ASSOCIATION. FLEETWOOD REGATTA. JONES, 87, Agnew Road, Fleetwood. Situated one minute from Yacht Pond. Bedrooms, two Sitting looms, excellent Accommodation. Board Two providing if desired. BRITISH EMPIRE CHAMPIONSHIP, Terms reasonable. Mrs. A-CLASS. LEADBETTER, 74, Dronsfield Road, July 3lst, August Ist, 2nd and 3rd, at 10-0 a.m. and 2-15 p.m. Open to three Boats per Club. Fleetwood. Highly recommended Board Kesidence. situated 200 yards from Yacht Pond, comfort and facility. Ideally Every Book early. INTERNATIONAL CHAMPIONSHIP, THE TOWERS Boarding Establishment, Esplanade, Ileetwood. Two minutes to Yachting Lake. A-CLASS. (Y.M. CUP). Luncheons and Teas provided for non-residents. ‘Uariff on application. Telephone 733. B. Mowforth. SHAW, 1!, Byron Street, Three to minutes August 5th, 7th and 8th, at 10-30 a.m. and 2-30 p.m. leet wood. Yachting comfort Private assured. required. Board optional. Book early. I-ake. Sitting Entrants: Belgium, France, U.S.A. and British Empire. Every Room if Moderate terms. J ENTRIES FOR BRITISH EMPIRE CHAMPIONSHIP. SALES TRADE AND INSERTED IN FOR THIS S ARE COLUMN. Box 220, FLEETWOOD REGATTA Mahogany Planked. Photos and particulars on application. 8 guineas. ‘These must reach Hon. Secretary M.Y.A., not later than June 30th, and be accompanied by an Entrance Fee of 10s. per boat. NOT SALE, RACING YACHT, 48 ins. ~ WANTS. ADVERTISEMENTS MARINE FUND. Nearest MODELS & Offices. JAMES BAINES. In order to meet the expenses of the Set of Blue Prints by G. B. Douglas, original price 25s., Regatta and entertainment of our foreign visitors a fund has been opened. You are earnestly asked to contribute to this. All contributions should be sent to J. EK. Cooper, Hon. ‘Treasurer M.Y.A,, (26, Warren Road, Wanstead, Hssex), as soon as possible. sell 7s. 6d., perfect. Box 221, MARINE MODELS Offices. 10-RATER, “ Lagle,” by W. J. Daniels. 65 ins. L.O.A., 40 ins. L.W.L. lepainted, fittings replated, new suit of sails with spinnaker by Daniels. Bermudian Rig. Perfectly sound, appearance as new. Seenin London. £7 Os. Od. Box 222, MARINE MODELS, Golden House, Gt. Pulteney Street, W.1. C. BOUND VOLUMES, I, II, 111, 1V, V—Complete set, new condition. £4 4s. Od. lot, post free. Suit Club Library. \. Apply MARINE MODELS. N. FORGE, (Hon. Secretary M.Y.A.) 151, Lichfield Grove, Bound Vols., c/o London, N.3. A \. In replying to Advertisers, please mention MARINE MODELS. 5; Hnhthle oeitE)/MODEL| a | IMU WA ACjuin Ih HT uid udu S (Z Y. —— VANS iT reWs yamMiOal ioLY. il Me pe’SMM1(4: iN} | ty a | LNG metyFA fai i|| sl {A TU iT bene SHOP x WORK K(S CURING A SLIGHT HOLLOW IN THE BOW OF A MODEL YACHT. pete winching my craft up for their seasonal overhaul (actually they were down on benches in the cellar), I noticed on both the 6-m. and A-class models slight hollows in the shell just above L.W.L. forward. Though comparitively — slight, these were sufficient to disqualify either boat under its rating rule. On both designs the diagonals at this point are practically straight in plan. As nothing had apparently shifted and I ascertained by careful measurement that the boats had not hogged, this “* got me guessing.” Eventually I came to the conclusion that it was caused by turning with the pole. These boats are planked, the planking being considerably less than 1” thick! In fact an electric light held through the hatch enables one to clearly discern the position of every frame. There is considerably more “life” and “spring” in a planked boat than a glued-up bread-and-butter craft. Now an A-class boat with a displacement of 40 Ibs. upwards coming ashore in anything like a breeze takes something more hefty than a soldier’s swagger-cane to fetch her about, and I observed that these hollows were just where the pole catches THE The lower drawing shows T-pieces from above and the slots in ends of strut. LWL ar the boat when tacking her. I, therefore, concluded that this continual punching always in practically the same place caused the planking to spring in more than it sprang out, and that this was the cause of the trouble. My remedy is shown in the sketch that accompanies this article. It consists of a transverse strut across the yacht fixed to the bent timbers by means of brass end lugs of T-section. The brass T-section is bent and bevelled from a piece of H-section brass curtain rod, 3” x 4” bought at Woolworth’s at 3d. per foot run. The H-section as bought is bent after annealing in a length about a foot. Actually only two pieces 1” long are needed, but the bending and_bevelling would take more space to describe than I am allowed. It will, however, be found best to do the bending in a piece of about this length. One then picks out the parts that approximate to the shape of the shell and saw them off to length. The inner flange of the H-section is then removed leaving a T-section. Make sure that the narrow flange of this fits the frame, or in the case of a glued-up boat the inside surface of the shell. These end lugs can now be fastened in position from the inside with #” 00 Brass Screws. BRASS LUG » T-SECTION TRANSVERSE STRUT. techIna ts —S—— — LT Showing Worm-driven Cross Shaft for Pumps on small Engine. Rear end of large Engine showing Oil Pump Drive and Universal Coupling. Note the Floating Shaft with upper Knuckle Joint. unknown for little brother to set up a howl when he finds his roller skates out of action through a bearing being “lost.” However, it doen’t matter much how they are obtained; A correspondent raises a query as to different methods of pump gearing for flash steam plants, so I am showing the method adopted some years ago in building a miniature set for flash steam work. This little engine has stood up to three years’ hard work, and has been driven by both flash and pot boilers, and when in the “shops” recently for an overhaul, the geared pump drive did not show much signs of wear. try fitting them, and I’m sure you’ll agree that the end justifies the means. Port Side of small Engine showing Oil Pump. Starboard Side of small Engine showing Water Pump. 63 The worm was cut on an extension of the flywheel boss at the back of the engine shaft, and the gearwheel “ hobbed out ” from an old pre-war gunmetal bush. It gives a reduction of 50 to 1, the water pump being 4 in. bore, with varying stroke, and and liable to damage the engine. A small flame, and coax the engine at the start, is the best policy. After finishing the run, if you are using a metal hull, pour a small quantity of paraffin in, and well the oil pump }; in. stroke and bore. brush the engine with it whilst it is still warm. The steam applying the hand pump. It is quite unnecessary, cylinder is ? in. stroke and bore, piston fitted with three cast-iron rings, and in tests, when running light, has touched 12,000 per minute. This method of gearing allows a very light compact engine to be made, and if properly fitted the wear is apparently infinitesimal. It could be tried where engine space is a consideration. I am at present making small bore oil pumps, four in number, worked by cams for lubricating moving parts, and also from the same shaft a small air pump for the blow-lamp container, and will give a photo of these, together with the advantages after testing, in my next article. Replying to another query from a beginner at flash steam work, do not overheat your coil before (T’o be continued.) iS . S tea m haan SS ——. <5 - ————§ a —— LONDON JOTTINGS. FOREST GATE M.Y.C. (Hon. Secretary: H. W. Apling, 212, Thorold Road, Ilford, Essex.) The inter-club race for the Keymer Cup (presented by the late Sir Daniel Keymer, O.B.E.) was contested by eight competitors—four from the Highgate M.Y.C. and four from the home club—on April 22, at Forest Gate. With a light wind giving a beat and a run, the highest possible score was 35 points. Two yachts, viz., ‘“‘ Waveney” (A. Wilkes, Highgate M.Y.C.) and ‘“ Blue Bird” (C. E. Hodges, .F.G.M.Y.C.), tied with a score of 23 each. On the sail-off the race was won by “ Blue Bird.” — The other competitors scored as saga 1 Highgate M.U.C., ** Merlin” (J. G. Edmunds), ** Miss Gill ” (D. P. Woolf), 16; ‘* Accra ” (F. lens 16. Forest Gate M.Y.C., * Flier ” (R. H. Elwood), 19; “Fly” (H. G. Howard), 18; (G. E. Johnson), 11. ‘ Wayfarer ” H.W.A. NORTH OF ENGLAND. BRADFORD M.Y. & P.B.C. (Hon. Secretary: R. B. Roche, 263, Barnsley Road, Wakefield, Yorks.) The four days racing at Easter, held at Larkfield Dam, Rawdon, proved very enjoyable and results were as follows :— Ist, April 14th—A-class, ‘‘ Bradford” Cup. Openshaw, Stoke-on-Trent H. (P. “Mercia” M.Y.C., skippered by H. C. Arrowsmith), 27 points ; 2nd, ‘White Crest” (J. Alexander, Fleetwood M.Y. & P.B.C.), 23; 3rd, ‘‘ White Heather II.” (J. H. Catterall, Fleetwood), 22; “Piccolo ” (H. Tregenna, Ulster M.Y.C.), 18; “ Rhythm” (P. J. Levy, S. London M.Y.C.), 12; “ Black “Juno” Prince” (N. G. Bailey, Bradford), 11; (E. North, Bradford), 7; ‘‘Emperia” (B. H. The possible score was 31. The cup and second and third prizes given by Major Butler, Mr. V. Dawson, and Mr. Frank Hirst, Garbutt), 4. were presented to the winners by Miss North, who also acted as Starter at this and subsequent races. April 16th. 10-rater Open Event. 1st, ‘* Madcap” (P. H. Openshaw, Stoke-on-Trent, skippered by H. C. Arrowsmith), 43 : 2nd, ** Janet ” (J. Hobman, E. Hull M.Y.C.)s 374; 3rd, “ Ouse” (T. Jackman, E. Hull), 35; “ Renee ” (E. Turner, Bradford), 34 ; ‘* Bluenose”” (G. Swift, E. Hull), 33; ” “ Sheila (S. Roo, Bradford), 324; ** Humber ” (G. Jackson, E. Hull), 32; “Surprise” (S. Brayshaw, Bradford, skippered by F. C. Hirst), 26; “ Florence Jane” ‘; . Goole M.Y.C.), 194: “ Fortunis” ( ‘ Nellie” (——, Goole), 133; Goole), 194; , Goole), 10. The possible score ** Astrea” ( was 55. The prizes given by Messrs. W. H. Porter, F. C. Hirst, and B. H. Garbutt, were presented by Eng. Rear-Admiral A. Turner, R.N. April 17th. 6-metres ““ Wade” Cup Open Event. Ist, ‘* Artemis ” (Admiral Turner, London M.Y.C.), 30 points ;; 2nd, “Isis” (Dr. Beevor, London), 30 ; 3rd, ‘‘ Mistress Mine” (P. H. Openshaw, Stoke-on- Trent, skippered by H. C. Arrowsmith), “Plover” (V. Dawson, Bradford), 28; (—. Ogilvie. 29 ; ‘Iota’ ; M:Y.C.), 20; ~ Curlew ” (F. C. 64. Hirst, Bradford), 19; ** Bluebird” (G. C. Kitchen, Bradford) 19; ** Leda” (W. H. Porter, Bradford), 16; ‘Edith’ (W. Harrison, Bradford), 15; ** Progress *’ (S. Brayshaw), 12. The possible score was 42. “ Artemis” and “ Isis ”’ tied for first place, but the sail-off was won by the former. The cup and prizes presented by Messrs. Phil S. Wade, F. C. Hirst, and J. Whitaker, were presented to the winners by Miss Pat Rennie. April 18th. 36-inch Restricted Class. st, * Faleon * (A. L. H. Porter, Bradford), 17; 2nd, * Joan ” (J. Whitaker, Bradford), 15; 3rd, ‘* Flirt ” (J. Naylor, Bradferd), 8. The possible score was 18. The club prize was presented to the winner by Mr. W. Harrison, the Racing Secretary. A “Smoker” was held at the “Stone Trough Inn” on Easter Monday, at which Admiral Turner gave an excellent lecture illustrated by blackboard sketches. on the aerofoil, effect of wind on sails and the métacentric system of balancing a hull. Mr. Frank Hirst then showed a number of cinema pictures, including lcecal racing, the ‘ Glenham ” Cup and Gosport Regatta, 1932. The club has increased its membership by over twenty-five since Easter and is proud to have a lady member. J, PoC, FLEETWOOD MODEL YACHT & POWER BOAT CLUB. (Hon. Secretaries: G. S. Pople and L. Corroin, The Club Room, 42, Abbott's Walk, Fleetwood, Lancs.) After an enforced idleness of several months, owing to the overhaul of our lake, the sailing _ programme is once again in full swing. Time which could not be devoted to sailing during the winter months was in some cases diverted to the exhibitions at Manchester and Birmingham, and many must have been busy in their workshops, as is evidence by the small fleet of A-class boats which have appeared one by one on our lake recently. To commence the season a Spoon Race for the 10-rater class was held on April 15, 1933. A good westerly breeze gave the 12 entrants a fine afternoon’s sport, resulting in D. Leadbetter gaining the winning points with ** Averol.” Results: Ist, “* Averol”’ (D. Leadbetter), 31 points; 2nd, “ Lord of the Isles” (J. Alexander), 30; 3rd, “ Lady of the Lake *” (W. Alexander), 28 : “Flying Spray” (H. Perry), 24; ~“ Velindre ~ (J. A. Thompson), 20; ** Devonia ” (J. Anyon), 20 ; “Gleam” (L. Corroin}, 19; ‘‘Marvalla” (A. Walling), 18; “Meteor” (B. Fenn), 17; “ Artemis ” (J. Darnall), 11; “ Ichtyou” (P. McGreevy). 10; * Betty ” (J. Rawlinson), 5. It may be of interest to note that ** Marvalla ” is fitted with Vane steering. On April 29 a Spoon Race was held for the A-class boats, but the weather conditions were not favourable to good racing. There was a light westerly wind, which veered round to the north, and gradually fell away, so the race was stopped after the eighth heat. Mr. J. H. Catterall was declared the winner, after tying with Mr. J. Alexander, each having 25 points. Results : Ist, ‘“‘ White Heather ”’ (J. H. Catterall), 25 points ; 2nd, ‘* White Crest ” (J. Alexander), 25 ; 3rd, “‘ Jancilla ’’ (Capt. Ingham), 22; ‘‘ Verbena ” (J. Darnall), 19; ‘* White Heather ” (Bob Wright), 17; “Lucia” (H. Grayson), 13: “Capella” (B. Fenn), 12; “Alpha” (W. Newton), 4; * Onward” F.D. (E. Aldred), —. A pump is to be installed, so that the water-level in the lake may be maintained as high as possible during the period when low tides prevail. F. M. B. PLATT MODEL YACHT CLUB. (Hon. Secretary: H. Paulden, 20, Kenwood Ave., Burnage, Manchester.) “The Cup ’’—the important annual event—has in previous years been sailed on the tournament system. It was found, however, that, with only about three hours per fortnight when we could call the water our own, it became a very protracted affair and quite a number of entrants were unable to attend on the later dates. It was agreed, therefore, to try a modified form of the “* knock-out ” system this year. The contest took place (and was concluded) on May 6. There were 14 entrants who were paired by drawing lots. This first round resulted, of course, in 7 winners and 7 losers, who were again drawn to sail, a winner against a winner and a loser against a loser. It was in this second round that the “ knock-out system began to operate. It resulted in a more exciting and spectacular finish than is usual with the ‘tournament’ system. Mr. Williamson's “Ida” proved to be the champion, while the secretary’s “ Venture” lived up to her name as a good second. Mr. Williamson is to be congratulated on his success, especially in view of the fact that this is only his second year at the game. “Ida” is built on “ XPDNC” lines and carries the original sail plan with gaff main-sail. It is rather remarkable that neither the cup-winner nor the “runner-up” have Bermuda main-sails— “Venture carrying the old cutter-rig; all the Bermudas had taken the K.O. H.. 2. BARROW ISLAND M.Y.C. (Hon. Secretary : W. F. Pearson, 21, Farm Street, Barrow-in- Furness.) In spite of its recent formation this club has already a membership of just over a hundred, mainly active sailing members. The sailing water is the Timber Pond belonging to the L.M.S. Railway Co., which has an area of twenty-one acres. A small but well-found, boathouse has been purchased and for the moment this is sufficient. for the needs of the club, but if the membership continues to grow it will be necessary to find additional accommodation in the near future. Last season, owing to the heterogeneous nature of the fleet, it was necessary to run the races on a handicap system, L.O.A. being the basis on which this was arranged. This season, however, the boats have been divided into 5-, 10-, 20- and 30-raters, as the types are still somewhat mixed. However, a large number of A-class, 6-metres, and 10-raters are being completed ready for the opening of the season. The club’s fixture-list will contain weekly races throughout the season, a special cup race, and home and away matches with the Glasgow Dock Club. The latter event was held last year also, when a draw resulted, but the Barrow Club feel confident as to the result this time. Although many members are, unfortunately, on the unemployed list, it is wonderful how they have rallied round the club and there was a small balance in hand at the end of last year in spite of the initial expenses that had to be met. The club is affiliated to the M.Y.A. Members are extremely keen and progressive and the B.I.M.Y.C. will be heard of soon in some of the open events. M.Y.A. as regards its sailing section, while the power boat section is affiliated to the M.P.B.A. The club is fortunate in having a fine lake for the use of the sailing men and a suitable pool alongside for the power boats. Moreover it is lucky in that it is warmly helped and supported by local authorities. The opening regatta was for both sail and power, and a large number of prominent marine model men attended with their craft from various centres including London, whence a special train brought The officers and committee of the new about fifty. club have been very wise in that betore the club fleet was formed, careful enquiries as to classes were made, and the sailing section includes a number of A-class models. From the sailors’ point of view the opening regatta was a failure as there was almost a flat calm and racing was impossible, but the power section had a great day out. A full report of the proceedings will be found on page 73. STOKE-ON-TRENT M.Y.C. (Hon. Secretary : H.C. Arrowsmith, 2, Winton Terrace, Stoke-on-Trent.) After having a successful 1932 season, the club is planning to have an even better one this year, and a programme of 28 rac2s has been arranged, IN THE MIDLANDS. WICKSTEAD PARK M.Y. & P.B.C. (KETTERING). This new club is already making great strides and already has a membership that bids fair to rapidly make it one of the most influential clubs in the kingdom. It is, we believe, now affiliated to the catering for the 10-raters, 6-metres and A-class. An inter-club race with the Birmingham M.Y.C, has been arranged. The club cordially invites any of the Midland Clubs to visit its sailing water, which is roughly rectangular, 260 yards by 60 yards, perfectly open, and particularly suitable for a trial race for the A-class, prior to the British Empire Championship at Fleetwood. Whistling for Wind at Wickstead Park M.Y. & P.B.C. 66 EAST ANGLIA. HARWICH, DOVERCOURT & DISTRICT M.Y.C. FELIXSTOWE M.Y.C. During the recent Easter my leisure found me in Essex—Dovercourt to be precise—and there I “ discovered ”’ a model-yacht pond, club-house, and fine craft of various classes sailed by the best of real This club should be considered as a fixed star in the firmament of model yachting. Indeed, I can well believe that if all other stars should fall that of Felix “the happy one ” would continue to shine at his stowe (or dwelling place) on a tiny bay just to the north of Harwich Harbour. The President and Patrons are the Rt. Hon. Lord Woodbridge (better known as Mr. Churchman, of Ipswich), Sir William Chitty (a schoolman), Sir Cuthbert Quilter and several other local celebrities. On entering the yacht house I was quite surprised at the fleet. Masts and sails rose up like a forest, and it was obvious that behind all was some driving spirit—some local dynamic force. I asked who was building so many beautiful little ships and was told that it was Mr. Benjamin Birch, of Ipswich, a retired shipwright, who has certainly indulged in mass production. It is amazing what one enthusiast is capable of— given the right mentality and a dexterous pair of hands. Here,inthe case of Ben Birch (retired), it is easy to perceive the artist in the beauty of curvature, truth of balance and saneness of ideal. I have never seen Ben Birch but I am sure he must work with an inborn fury even as Michael Angelo worked. Amongst the red and white sails I noticed one tiny boat with a straight stem. There was a tablet attached to her on which I read : * ONWAY,”” 5-RATER. | THE PROPERTY OF EVAN EDWARDS, ESQ. | FOR MANY YEARS VICE-PRESIDENT OF THIS CLUB. | There is a wealth of meaning behind the survival of this little historical relic of early model yachting. I read respect, loyalty, and veneration for the past with a brave outlook to future progress. The Felixstowe boats are generally light in colour, as in build. They look somewhat short for 10-raters and are fitted with double fins and bulbs of 10 to 14 Ibs. weight. They also use weighted tillers. The pond is 120 yards long, dumb-bell shaped, and has round corners and 15 ins. concrete parapet. It is an immense asset to local model yachtsmen and on an east wind offers perfect sailing. In other respects sailing conditions are comparable to those at Forest Gate. Young visitors are delighted with the pond owing to the great consideration of its central position. In my opinion the position is not an ideal one for sailing, though the pond is a great improvement on many we know of. It is a great pity the making of these ponds is not controlled from some central body like the Board of Works. Mr. F. W. Hibbard, the popular Secretary should be congratulated on the wonderful little community he has gathered round him. G. CotMAN GREEN. sportsmen. Having motored from Hull (over 200 miles) it was my intention to remain in Harwich-Dovercourt for but a day or two. ‘ Finding” the model-yacht pond resulted in my staying six days. Forty-six years of model-yachting in all its branches—sailer, designer, builder, fitter, secretary (the now defunct Kingston M.Y.C.)—have not resulted in wearing out my enthusiasm. I have seen the coming and going of many classes including the ‘‘ length,” “* Thames Measurement,” “ L. & S.A.” and the ‘ 12-metre.” Famous craft recur to my mind with their owners, nearly all of whom have crossed the great divide, for they were men when I was a boy. One of these was the late T. A. Bruce, builder of scores of racers for all parts of the world and editor of the M.Y. Section of the Model Yachtsman and Canoeist, the 1895 volume of which is still accessible to me, though not in my possession. Please forgive my reminiscent digression—the mere sight of the beautiful craft in their habitat and the conversation of the club-house bring memories crowding into one’s mind, and_ their mention almost irresistible. As a present member of the East Hull M.Y.C. I have built a 10-rater to the design of ‘‘ Phoenix ” published last year (September) in the Model Yachtsman (now MARINE MODELS). I, however, do not find time for much model yacht sailing as each week-end during the season I am managing (Secretary-Treasurer) the affairs of the Brigham Sailing Club, about twenty miles from Hull, in a kind of Yorkshire broadland, where I have several boats. There we get some good sport on smooth inland water. Still, I get time to talk, read, and think about models, and it is never any trouble to produce paper and pencil for sketches and calculation—the ultimate result being ‘ another ship.” To return to my sojourn recently in Dovercourt— I found seven * A-class * boats—all designed and built by Mr. J. A. Laws, the hon. secretary, who really must be a glutton for work. He turns out a nice job, and the boats all seem speedy and sturdy. They have a splendid pond (salt water) and a smart club-house. On Easter Saturday I witnessed the ceremony of the launch of the newest “ A-class ” craft by the Mayor of Harwich (a lady), which shows that the club, the Harwich, Dovercourt, and District M.Y.C. has civic recognition. This is much in contrast to Hull, where the corporation years ago provided a model yacht pond and has done its best since to prevent the sport by planting trees, heaping up banks adjacent and keeping the poor yachtsmen short of water. Advertisements iii BLUE PRINTS OF DESIGNS Model Yachts. Volumes I--V were published under the title of “The Model Yachtsman.”’ Title Page and Index. Vols. I, II or III. Price 6d_ post free. Binding Cases. Vols. I, II or III complete with Title Page and Index. only, Vols. [IV and V. Price 1/6 post free. “Onward,” by Reg. W. Lance* “Elusive,’’ by Herbert Almondt Half-size Prints 12/6, post free. 6-Metres. **Kalulu,”’ by John Morton Jamest Binding, Vols. I, I, Ill, IV or V., (including One copy only each, Vol. I, 22/6; Vol. II, 17/6; Vol. III, 17/6; Vol. IV, 17/6; Vol. V, few only, 15/-, post free. Back Numbers, Half-size with Section Plan full-size, 15/- post free. “Courtesy,” by A. W. Littlejohn* “Mussolini,” by Sam O. Berge, (Norway)+ Also Binding Cases Case, Title Page and Index); 6 -, post free. Bound Volumes. A-Class. ‘“‘Daphne,” (Marine Models Design)* “Gudrun Elvira II,” (new design,) by Sam O. Berget Progress,” by Reg. W. Lance* Ilalf-size Prints, 12/6 post free. 10-Rater. “Flying Spray,” by A. W. Littlejohn* Half-size Prints, 12/6 post free. Vol. I, Nos. 1 and 2, 1/1; Nos. 4 and 5, 1/7; No. 6, 1/1; Nos. 7 and 8, 2/1; No. 9, 1/1; No. 10, 2/7; Nos. 11 and 12, 1/7. Vol. II, No. 1, 1/7; Nos. 2—5, 7d; No. 6, 2/1; No. 7, 1/1; No. 8, 7d.; No. 9, 1/7; Nos. 10 and II, 7d.; No. 12,1)1. Vol. III, No.1, 7d.; No. 3, 1/7; No. 4, 2/1; No. 5, 7d.; No. 6, 1/7; Nos. 7—12, 7d. Vol. IV, Nos. 1—4, 7d.; No. 5, 1/7; No. 6, 1/1; No. 7, 1/7; Nos. 8—12, 7d. Vol. V, No. 1—4, 7d. ; No. 5, 1/7; No. 6, 3/1; Nos. 7—12, 7d. Vol. VI, No. 1 on, 7d. All post free. Other numbers out “Leonora,” by W. J. Daniels, (New Design)* Full-size Prints, 21/- post free. 36" Restricted Class. “Babette I,’ by W. J. Danielst ‘Babette II,"’ by W. J. Daniels* Full-size Prints, 10/6 post free. 30’ Restricted Class. “Jenny Wren,” by A. W. of print. No returns can be taken from either trade or private readers more than eight weeks from date of issue. 24’ L.O.A. “Tomtit,” by A. W. Littlejohn.t Full-size Plans, 5/6, post free. *Fin-and-Skeg. 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 satisfaction, All queries requiring an answer by post must be 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 Advertisement Editor, and should reach 10th of month previous to publication. him by All orders for the Magazine should be accom- panied by remittance and should be addressed to The Cashier. Yearly subscription, rate 7/- per annum, post free in the U.K. and Empire. All Cheques and P.O.’s should be crossed and made payable to “MARINE MODELS.” In order to save time, all letters should be clearly marked in the corner with the name of Department and addressed: MARINE MODELS, GOLDEN HOUSE, GT. PULTENEY STREET, LONDON, W.1, Littlejohn* Full-size Plans. 8/6 post free. +Full Keel. Prototype Scale Models. “Lightning,” (Clipper Ship—Donald McKay), by Dick Deadeye. Scale lin. = 8ft. 8/6 post free. Mounts Bay (Penzance) Lugger. Plans of typical boat. Scale lin. = 1ft. 6/6 post free. Cross-Channel Steamer. “Maid of Rutland.” Design and Arrange- ment Plans. Full-size for 1-metre model. 8/6 post free. 1-Metre Racing Hydroplane. “Flying Fish.” Hull design by Reg. W. Lance. Half-size. Sections full-size. 4/6 post free. Petrol Racing Engine. Under 30c.c, for metre Hydroplanes, by J. B. Skingley. Full-size design, 3/6 post free. Above obtainable from the Offices of MARINE MODELS, GOLDEN HOUSE, GT. PULTENEY STREET, LONDON, W.1. Advertisements iv OUR LIBRARY BOOKSHELF Model Sailing Craft ; _ 25/- by W. J. Daniels and II. B. Tucker. Elements of Yacht Design, (Skene) 24/-" THE MODEL YACHTSMAN’S IDEAL HOLIDAY is a cruise on the NORFOLK BROADS. Barlow’s Tables of Square and Cube Roots. woe Model Sailing Yachts. ... La 7/6 bes 1/6 Model Power Boats. (New Edition). By Edward W. Hobbs, A.1.N.A. ... Ship Model-making. Vol. I. Decorative (Barbary 6/Pirate Felucca and Spanish Treasure Galleon), Vol. II. Clipper Ships,‘The Sovereign of the Seas.’ (Should be in the library of every Clipper Ship Modeller). Vol.III. U.S. Frigate “Constitution.” (Contains a mine of information for Ship-of-War Modellers). 12/- per volume.” Ship Model Builder’s Assistant. By Chas. G. Davis. 27/-" Masting and Rigging. By Robt. Kipping. (Reprint). ae ces 5/- Sails and Sailmaking. By Robt. Kipping. (Reprint). eas ave 6/- The above are reprints of contemporary books .. are below similar “PIYARI,” designed by cabins, separate W.C. boats Daniels. xX 8ft.3ins. Very fast. Excellent skipper Attendant and dinghy. Bungalow Lane, G. ''horpe (Contains a splendid collection of photographs of Models of all periods). “*The Cutty Sark.” Part I. (Hull Lines and details). Part Il. (Spars, Rigging and Sails). By OC. N. Longridge. 7/6 each part. “NYANZA.”’ exchange. W.C. 2ft. llins. Andrew, *““BLUE BIRD.” x Smart boat. See below. Single cabin. 8ft. < 2ft. llins. Attendant. 29ft. Self-emptying Rowing dinghy. Without Attendant. 28ft. x Self-emptying W.C. Fast boat. Without Sce below. “MERRY HEART.” Single cabin. 27ft. W.C. Rowing Very fast. See below. “SIREN.”’ Cabin yacht. Qft. Bin. Handy Craft. dant. Self-emptying dinghy. Without Attendant. 20ft. x 6ft. x Without Atten- See below. ‘“‘DAPHNE.”’ Half decker. 22ft. x 5ft. 7ins. Centre plate. Very fast. By day Can be rigged with awning for cruising. Terms on application : A. Please add 8d. postage to all books not over St. Single cabin. 8ft. dins. X or week. *Prices of American publications liable to fluctuntion in accordance with the rate of With Thetford, Norwich. x 8ft. 3in. X 2ft. 9ins. 12/6 ‘I'wo 82ft. X 8ft. Bins. who is ready to instruct in sailing. Rowing dinghy. and invaluable to Square Rig Modellers. From Carrack to Clipper. By IF. C. Bowen. a Prices offered elsewhere. (McCann). Ships. The undernoted yachts are personally known and recommended by the Editor of this magazine. R. Caistor-on-Sea, PIKE, Gt. Yarmouth 6/- in price, and 6d. postage for larger books. Foreign Postages extra. Books not on above list obtained to order. MARINE MODELS, GOLDEN HOUSE, GT. PULTENEY STREET, LONDON, W.1. In communicating with above Advertisers, PLEASE mention this magazine. Terms can be obtained, also photos, accom- modation Magazine. plans. etc., seen at the Offices of this Oo ~J Whilst at Dovercourt I found the members of the Club most hospitable. I was invited to assist in the racing which took place on Easter Monday— a privilege I was pleased to accept. My thanks especially are due to Messrs. Laws, King, Good, and Naylor, who were so kind and entertaining. I understand that the Dovercourt Club is not affiliated with the M.Y.A. nor is your magazine extensively read by its members, of whom there are about sixty, therefore it is up to you to get busy. I had several copies with me and introduced the magazine to several who had not seen it. Marcus B. ANDREWS, (G. Webster, Highgate), 36; “Sea Wind” (A. Pelling, Eastbourne), 354; ‘ Roslyn” (W. Brooks, Hove & Brighton), 35; “Red Wing” (P. Smith, Eastbourne), 33; ‘* Alma” (G. Veness, Eastbourne), 26; “* Impudence ” (J. E. Simmonds, M.Y.S.A.), 25; ‘“‘Our Liz” (H. Payne, Eastbourne), 21; ‘* Accra”? (S. Snow, Highgate), 17 ; “Carpe Diem ” (J. Simmonds, junr., M.Y.S.A.), 4. The winner, ‘* Lochness,”’ is a new boat, designed and built for her owner by Mr. W. J. Daniels. She is a fine-looking craft in the modern 10-rater style. She will win many more races. Mr. A. Woods, of the Hove & Brighton M.Y.C., acted as O.0.D. with Messrs. C. E. Parker and F. Borkett as umpires and Messrs. A. E. Wood and R. Hubbard as judges and starters. GOSPORT M.Y.C. (Hon. Secretary : H. Fereday, 10, High Street, SOUTH COAST. EASTBOURNE M.Y.C. (Hon. Secretary : F. Borkett, 93, Tideswell Road, Eastbourne). The Club’s annual regatta for the handsome silver model, donated by the local Chamber of Commerce, was contested by the 10-rater class on Easter Saturday and Monday. The event attracted competitors from the Bedford, Brighton & Hove, Highgate M.Y.C., and M.Y.S.A. (Kensington), as well as the home club. In all there were fourteen ~_ starters. Col. Sparrow, Commodore of the E.M.Y.C., welcomed the visitors and invited Mr. C. H. Taypor (President of the Chamber of Commerce) to start one of the first pair of yachts. The wind on the first day was 8.W. by W. and somewhat tricky. Four heats were sailed and at the end of the afternoon “ Blue Bird.” a local boat, was leading with 20 points. ‘* Lochness,” of Bedford, was second with 18, and two more Eastbourne boats, ‘“ May Bee” and * Alma” followed some way behind with scores of 13. On Monday there was a strong east wind, which caused competitors to carry reduced canvas. In spite of storm suits many of the boats were overpowered and all got a severe dusting. The leading boat, ‘‘ Lochness,” sailed admirably and gradually improved her position. During the day she only dropped 7 points, 5 of these were to her nearest rival, ‘‘ Emerald,” which also scored consistently. “Sylvia” also sailed very well and was not far behind the leaders. There were a certain number of re-sails but when these had been cleared up the final scores were : Ist, “‘ Lochness ” (Col. Dennistoun, Bedford M.Y.C., skippered by W. J. Daniels), 58 points; 2nd, “Emerald” (J. Thynne, Hove & Brighton, skippered by R. W. Bayliss), 46; 3rd, “Sylvia” (W. C. Hacking, Hove & Brighton), 44; ‘ Blue Bird” (W. Fillery, Eastbourne), 43; ‘* May Bee ” (A. Boniface, Eastbourne), 364; ‘ Kestrel” Gosport. ) On May 6 the club held a race for the Yacht Master’s Cup. This trophy is for the 6-metres (12”=1 ft.) class, which has become very popular with the newcomers to model yachting in Gosport. Nine boats started in a stiff S.W. wind which increased to an extent that necessitated changing down to second suits. Rain added to the difficulties of the skippers for a couple of boards. Then the wind dropped, and during a board veered round to the East, and before the boats came ashore it dropped to an almost dead calm. Eventually a light breeze sprang up and enabled the race to be finished. The finish was a very close one as “* Eastward ” (F. Crane) with 31 points just managed to beat ‘* Alma” (R. Lance), 30. Other scores were “ Lady Nell” (M. Blake), 27; ‘‘Annean” (G. Baker), 23; * Jean” (G. Arney), 22; “ Iris”’ (A. Gunton), 16; * Fleetwing ” (H. Jackson), 13; “ Nada” (A. Cresdee), 10; “Speedy” (Major Rollinson), 8. The cup was presented by Mrs. Baker. Mr. J. Read acted as O.0.D., assisted by Mr. H. Rowe as scorer and Mr. Pellatt as umpire. There is to be an open regatta for this class at Gosport on August 8. LYMINGTON & DISTRICT M.Y. & ENGINEERING SOCIETY. Near the outlying village of Woodside to the West of Lymington, there are two disused oyster pans on the shore of the Solent. These have been lent by the owners, Mr. and Miss Ouvery to the Society for a sailing water. The water measures about 150 yards by 80 yards, has its longitudinal axis roughly north and south, and is open to the wind on every side. This water is very suitable for the 36-inch Restricted Class which has been adopted by the Society as a commencement. Seven or eight of this class turned out, also two boats brought for exhibition by Mr. Cuthbert G. Paine, Vice-President of the M.Y.A. Three power boats were also on the water and made trial runs between the heats of the yachts. The first pairs were started by Miss Ouvery in the presence of a crowd of interested Unfortunately, torrential rain commenced before racing had proceeded far and ultimately the event was abandoned. The Society has its headquarters at the Literary Institute, Lymington, where Captain H. M. Sullivan, R.N., is directing its activities. ee A. Lb. Ae EAST COWES M.Y.C. It will be remembered that last season the club fleet was somewhat heterogeneous, and although an effort is being made to effect a change, affairs are still much in the same position. In consequence, the boats are again divided into three classes— A, B, and C. The A-class is not the International A-class but a loca! classification. On April 16 races were held for the Club Class Trophies, the results being :— Ist, ‘‘ Kingfisher” 2nd, “ Panther” 3rd, “Shamrock” (E. Morey), 2. (G. (R. (G. Martin), Dunford), Matthews), 5; 11; “ Erin” B-class. 1st, “Jess” (D. Hart), 10 points ; 2nd, “* Bonzo” (D. Martin), 5; 3rd, “* Challenger ” (M. Muncaster), 0. C-class. 1st, ‘‘ White Foam’ (M. Muncaster). On April 22, the racing for these Trophies was completed, the second day’s scores being :— A-class. 1st, ‘“‘Shamrock” (G. Matthews), 18 points; 2nd, * Panther’ (G. Dunford), 11; 3rd, “Erin” (E. (R. H. Martin), 7; B-class. se J. Morey); ‘ Kingfisher” ‘* Coila’’ (W. J. Randall), 5. 1st, * Jess” (D. Hart), 6 points; 2nd, 3rd, ‘* Bonzo,” Challenger ’’ (M. Muncaster), 54; 34. C-class. 1st, ** White Foam ” (M. Muncaster). The winners of the trophies were accordingly : A-class, G. Matthews; B-class, D. MODEL SHIP SOCIETY. re, e — — &SSS Sere EN — \ SSS — a =e Hon. Secretary: H. Griffiths, “Moorlands,” 27, Park Avenue, Sale. Second Annual General Meeting held at the headPalatine Cafe, Oxford Street, Manchester, May 18, 1933. The chair was taken at 7.45 p.m. by Dr. W. J. 8. Naunton, and, after the minutes of the last Annual General Meeting had been read and confirmed, the chairman made a short speech in which he welcomed our founder, Lt.-Com. J. H. Craine, and gave a report of our past year’s progress. Dr. W. J. 8S. Hemingway; Naunton; Vice-Chair- Hon. Treasurer, Mr. J. N. Authers ; Hon. Secretary, Mr. H. Griffiths ; (LANCASHIRE AND CHESHIRE). The C2 Chairman, Mr. W. F. man, quarters, = He regretted that, owing to his forced absence abroad on business, he had not found it possible to attend all the Society’s meetings, and that for this reason he did not wish to stand for re-election as chairman. On being put to the meeting, it was unanimously decided to ask our vice-chairman, Mr. W. F. Hemingway to take the chair fer the next twelve months and that his place should be taken by Dr. Naunton. The hon. treasurer’s report then followed, and he stated that, at the end of the financial year there was a credit balance of £4 9s. 24d., which was very favourable, and which gave the committee confidence to launch out on increased facilities and services for the members. The next item on the agenda was the election of officers and committee for the ensuing year, and, as the members expressed their satisfaction with the present officers, no change was made with the exception of that mentioned above. The following members were elected to the Committee : J. Sugar, W. H. Watts, W. H. Williams, W. Salisbury, C. L. Hewarth, W. E. Mercer, and C. Vickers, and with the following officers form the executive until the Annual General Meeting in May, 1934 :— Hon. Librarian, Mr. G. Russell. The Secretary reported that, as our rules had been drawn up at the inception of the Society, and consequently, before it was really known what was needed, there were several revisions that would have to be made. The Committee had given this matter very careful consideration, and, on their proposals being put to the mecting, they were formally adopted as the official rules for the future conduct of the Society. The syllabus for the summer session was then announced as follows :— June 10th.—We visit the Destroyer Flotilla at Manchester Docks. July 8th.—Our dock member, Mr. O. R. Owen, to conduct us round a part of the docks we have not already visited, and also on board any interesting ships that may be in dock on that date. July 22.—We visit H.M.S. Conway at Rock Ferry. August 12.—Liverpool, including the Shipping Museum. September 2.—Open date, to be announced later. The question of affiliation of the various mode! ship societies was raised, and the committee were instructed to obtain concrete proposals as to the form this should special general possible. take, and meeting to put them before a be called as soon as The meeting closed at 10 p.m. cr ~J A NOVEL MAST TRACK FOR RACING MODELS. is made in two halves, which are eventually glued together. About } inch forward from the back of the mast a groove is cut up each of the pieces of wood that are to form the mast, and a shaving with a plane taken off between the groove and the back of the mast. This forms the slot for the sail and the roping lies in the groove. At the lower end of the slot an oblong orifice is cut permitting the S will be seen from the letter from Mr. Charles Drown published recently in our correspondence columns, everyone does not agree that a rigid luff rope to the mainsail is an advantage. Actually in full size yachts every Bermudian mainsail regardless of its aspect (height-breadth ratio), is clipped to a rigid mast track and usually there is also a track along the boom for the foot. In the model the place of the mast track is taken by a wire jackstay to which the sail is hooked. headboard hoisting. On the latest I1.Y.R.U. 14-foot dinghies a more or less pear-shaped hollow mast is used with the track inside the apex of the pear. This gives a very fine streamline. By this method sail can be hoisted in a tenth of the time it takes to hook on to a jackstay. The same method can be used along the boom. The inventor claims that with this his sails sit perfectly. SS GROOVE ——- stor ‘ ‘ SECTION |! ihe | a _ SIREAMLINED ‘ oF MAST HOLLOW masT WITH AND , SLOT ake ‘ SLOT GROOVE OPENING FOR ROPING = rn ve ONE OF HALF MAST ‘ ven PORTION MAST ABOVE SAIL U Al OPENING SLOT GROOVE oF BOTTOM OF SLOT | when It would not, however, be difficult to embody this in a pearshaped hollow mast such as is used in the 14 ft. dinghies. through the tube formed by the flange and has a knotJto prevent it pulling out. The mast itself ‘ position be screwed to it. Also it complicates matters if a hollow mast is desired. to it and the head board of the sail has a rolled flange on its forward side. The roping passes i ‘ put easily into mast bands cannot go right round the mast but must The luff of the sail has a stout roping (cord) sewn ! be The sole disadvantages are that crosstrees or A new method of attaching the sail to the mast in models has been invented by Mr. W. McKerrell. _ to : SECTION UEADGBOAKD . oF SAIL SHOWING ROLL FLANGE gF Just GOOSENECK MAST WITH INTERNAL TRACK. CORRESPONDENCE. MODEL YACHTING IN NEW ZEALAND. Sir, I have lately built a 4ft. edition of the Littlejohn 3-footer (as per your plan of September 1928), but had to use brass sprigs which were a lot of trouble to clinch, so would you pleas procure me a supply of copper pins? pins. For the next boat I want those Yes, sir, there will be another boat. Fact is [‘m bitten with the building fever, and rib and plank is the only way for me now. For a first attempt she’s a lovely job—in my eyes at any rate, no bumps or hollows, and true to design as far as I can see. And it’s a lovely design ; my hat off to Mr. A. W. Littlejohn for that. The boys and I built three 2 ft. editions of ‘Little John” two fin-and-skeg and one full keel. No difference in speed but we find the former more tractable. I wrote you some years since, about 1929—30, to thank you for the magazine which is a godsend to lonely enthusiasts round here. I must say that it is bigger and better than ever, and I don’t know how you manage it for the money. We are wholehearted supporters of your policy of making it an all-round marine model magazine, and we read everything from title to advertisements. The articles on various types such as the Penzance Luggers and Coastal Schooners are splendid, and no marine modeller—whatever his speciality—need grumble at the policy of the management as all are catered for most generously. I found ‘Atlantic’s’ articles on wooden hull building most helpful in building the 4-footer although I did not use a former but ribbed straight onto the moulds which are spaced 2:7” on the building board. In answering the previous letter I sent, you suggested that I should send an A-class boat home to compete in the Brirish Empire Championship. I felt at the time (and still feel) that the job was rather above my weight, but after I have tried a few more jobs there might be something doing. One trouble for me would be the fitting and rigging of such an ambitious type of model. If I could send a completed hull home, is there any New Zealand born model yachtsman or with N.Z. interests who would father the orphan and fit her out and race her in his and my name ? Such gentleman being a member of one the home clubs. I would leave the boat in his hands if he cared for a partnership of that kind. For some months we have had running in Hamilton a Society of Model and Experimental Engineers. Meetings are fortnightly and we have about forty financial members. Some of us live some distance out—myself seven miles—and two members live at Rotunda, 80 miles away. They don’t attend every meeting, but put up a good average, motoring through. It’s a busman’s holiday for them for they are public works engineers who have to be back to work at 8-0 a.m. next day, so each meeting means a lost night’s rest, (we usually disperse at 11-0 p.m. plus). As to the marine side, we are strong in power boat men and have a few sailing enthusiasts who are a bit shy as yet. By the way, can you please send a few specimen copies of the magazine as I may get some new subscribers. I daren’t lend any of my copies in case of accidents. I have the complete set unbroken so far and hope to keep them so. A few weeks since I waited on the Chairman of our local Domain Board with a request for model yachting facilities on the Hamiliton Lake. Hitherto it has meant chasing with dinghies as most of the lake is mud and reed bordered. He was most sympathetic and is enclosing for us a bay (or rather small gulf), open to the prevailing west wind some 140 yards by 70 yards. The edges are to be hardened with clay and sand. anda board walk on piling will close in its open or windward end. This will be the first specially reserved and fitted model yacht pond in New Zealand, and will be used by both sailing and power boat men, who are resolved to work together and share all concessions and advantages. Mr. Paul, the gentleman above mentioned, is pushing the job on for us right away and has had men at work for over a week to the date of writing, so we shall be able to get going in the spring (September), or even sooner. Mr. Paul is also Secretary of the Waiketo Winter Show, a big exhibition of dairy produce, local and imported, trade exhibits, side shows, competitions and so on—held here every winter (last week in May), and is giving the Model Engineers a big stand in the main hall, also a 20ft. by 20ft. concrete pool to exhibit the marine models afloat. This pond is to be specially constructed for us, we to help with the labour. So you see marine modelling is booming in Hamilton just now. Best wishes to the good little paper and kind regards to all home model yachtsman. Yours faithfully, JAMES PENNEKER. Rukuhia R.D., Hamilton, New Zealand. Catalogues of model yacht materials and_ fittings would be welcome, and lists of ship and powerboat parts, engines, etc., might with advantage be sent to the writer of the above letter for distribution amongst his club members. Printed and Published for the Proprietor by H. G. STONE, Town Green, Wymondham, Norfolk. ‘BIPOD MASTS) VW .H. BAUER Model and Yacht Repair All Race winner’s in the near future will be fitted with Bipod Fit-out I Service. Masts are made of Streamline section Duralmin tubing. Alljoints are rivetted to angle castings. To order only. ‘| I also make Swivelling Masts (centre), of the same material. Decorative, Water-Line Forty years’ experience in designing, building and Sailing all kinds of model craft. & old-time Ship Models and two years ness. and Accessories Built have spent experimenting with these and have now achieved great rigidity combined with light- Spars, Sails, Fittings for all Classes. Masts Restored. Hand-:nade_ Filtings yin brass or chrome finish. Andrew d. Bark Workshops: 10, Celbridge Mews, Porchester Road, LONDON, = 2 26, Aiderley W.2 \. A f | Road, NORTHWICH, Ches. f Y Water Colour Paintings of Famous Ship Model Makers Club. Clipper Ships INTERNATIONAL Founded by faithfully portrayed and Capt. E. Armitage McCann correct in detail. With an Official Magazine Based on 40 years actual knowledge of these splendid vessels. THE SHIPMODELER Beautifully Iliustrated Informative Interesting IDEAL GIFTS Annual Subscription including Magazine and Certificate, $2.75 (11/6). CLUB Full particulars free. PRIZES. J.-E GOOPER, Ship Model Makers’ Club, 20, Warren Road, 55a, Middagh Street, Brooklyn Heights, N.Y. < AND 3 WANSTEAD, LONDON, E. In replying to Advertisers, please mention MARINE MODELS. EE, GRAY & SON, Ltd., ESTABLISHED 1822 FITTINGS FOR MODEL YACHTS, SHIPS AND STEAMERS. TOOLS AND Carving Woodworking Metal-working Gauges etc., etc. MATERIALS. Wire, Strip and Rod, in Brass, Steel, Nickel and Copper Wood and Metal Screws Fancy Metal Tubes } Rods and Let us know your requirements. QUOTATIONS PER RETURN. MAKERS LC. OF GRAYSON ENGINE. Everything for Model q Power 8, Ullswater Rd., Boats. West Norwood, PROMPT DELIVERY AND SATISFACTION. 18 & 20, Clerkenwell Road, London, E.C.1 a London, S.E.27 ." |al | “RYLARD” waaneneorits BEST ae Model Yacht Racing at Salford Park, Birmingham “Birmingham Mail'’ Photograph. Sole Agents: LLEWELLYN RYLAND, LTD., Balsali Heath, Birmingham AGENTS ALL OCVER THE WORLD. In replying to Advertisers, please mention MARINE MODELS.