Marine Models: Volume 8, Number 1 – April 1935

7; sw) ae A NTN S\Y)YYPDVDDDDDI NYDN) yi} . ee ad Vol. VIII, No. 1 Published on the Seventh of each Month April, 1935 EDITORIAL V ven VIII, and still going strong! Years ago’a magazine was started called the Model Yachtsman. It did not pay its way and so became the Model Yachtsman and Canoist, but even that did not serve to keep it going, and after about six months it expired. Seven years ago we started another Model Yachtsman and we also were obliged to combine with other interests, and so became MarINE MOopELs, and here we are to-day. In the States the Model Yacht was started in 1928. It was commenced under most favourable auspices, as it had the backing of the world-famous magazine Yachting. It came to an end after about a year, as the proprietors of Yachting decided that they could not afford to lose more money over it. About the same time another American publication, Model Yachting, came into being. For a while this little paper came out regularly, then gradually it became irregular in its appearances and came to an end. An attempt was made to restart this but that also appears to have failed, although on its second venture, at all events, it had the support of the MLY.R.A. of America. Now comes the news that the M.Y.R.A. = North America once more wants an organ === Sas invited another gentleman to start = TMegezime for them. Now the production of = Mieeerime is a very expensive matter—more = @ the States than here—and after these previous failures we very much doubt whether it can be made to pay its way, even if heavily subsidised by the M.Y.R.A. of America, especially as that body does not comprise all the American Clubs. We accordingly make an offer to American model yachtsmen. We sell a few copies in the States but by no means a great number. If the M.Y.R.A. of North America will find us amongst its constituents 250 new subscribers to commence with, we will put in four additional pages which will be at the disposal of the American Association and Clubs, but they will also have to find us a Local Editor who will gather up American Club and Association news and forward them to us regularly each month in time for inclusion. The advantages of this proposal to American modelmen are obvious. They will thus have an opportunity to disseminate their news not only in the States but throughout the world, thus gaining the advantage of our circulation. Instead of getting merely a local magazine they will get their own news with our Magazine thrown in for nothing. What we have in mind is four American pages to be conducted in similar fashion to Our Scottish Page, in which the Scottish Commodore so ably handles the news North of Border. Moreover, by this means our American friends will have the assurance that their news has its place in a well-established magazine that can be relied on to appear regularly 2 MARINE each month and all financial troubles can thus be avoided. We may add that if they like to make the number of additional subscribers 500 we will consider the question of eight pages instead of four. It must not be forgotten that an increase of size in our Magazine entails additional postage, so we should not expect to stop at these figures. In the meanwhile we refer to the history of other magazines given above, and once more ask model yachtsmen in this country and abroad to increase the number of subscribers amongst club members. We are doing all we can to help the clubs along, and in return ask club members to reciprocate, and the clubs to use our advertisement columns to announce their Open Races and Regattas, Our aim is to increase this section of our Magazine to an extent we consider worthy of the great sport of model yachting. We have always considered Glasgow as one _ of the strictest cities on questions of Sabbatarian observance, but as will be seen from the report of the Secretary of the Scottish M.Y.A., which is printed elsewhere in this issue of MARINE MODELS, Sunday sailing is now permitted. The following extract from the News-Chronicle of March 6 refers to Sunday sailing in Northampton : — PROTEST AGAINST SUNDAY MODEL BOAT SAILING Is the sailing of model boats on Sundays a danger to the sanctity of the Sabbath? Some people in Northampton, where the making of model boats has become one of the lesser industries, think it is. A Committee of the Northampton Town Council recommended that the Sunday sailing of model boats on Abington Park lake should be banned, but this proposal was referred back for further dis- cussion. The question was debated with heat. Alderman Whiting, a prominent Nonconformist, said the matter was far from a trivial one, and that they were ‘‘in danger of sowing seeds likely to take away the sanctity of the Sabbath, and to reap a terrible harvest.” ai Other members refused to believe that sailing model boats on Sunday would be a danger to the morality of the inhabitants. The proposed ban has aroused public protests, and the president of the local model engineers organisation, Capt. F. Gordon Berry, in a letter to the Press, said that he and his fellow members, ** as British citizens, might insist on their right to descend to the nether regions in whatever manner they liked, providing they did not interfere with the rights of their neighbours.”’ Religious and political matters are alike barred from these columns, but our views on We have Sunday sailing are well known. MODELS always considered in these questions everyone must do as their own consciences dictate. If a man considers it wrong to sail on Sunday he should not do so. On the other hand, we strongly object to one sport being favoured, and all should be treated alike. by public authorities. If, for instance, golf is permitted on Sunday, model yachting should be permitted. If model yachting is prohibited, tennis and cricket should likewise be prohibited. After all, there is something to be said for the naval custom which gives the hands a make-and-mend on Sunday afternoon. OUR DESIGN ; HE A-class ‘* Chloris,’ which we give this month, is rather an unusual type of boat in some ways, but at the same time there is nothing abnormal about her in any way. The main object of the designer has been to get extremely long sailing lines and an easily driven hull in order to make her speedy in all weathers. At the same time we think that she would be at her best in winds of 10 m.p.h. up. The long run should give speed off the wind but we think she would be by no means to be despised to windward. Care should be taken to get this boat exactly on her waterline as the hull balance is very exact. Although shown with an ordinary club to the jib and a normal boom, “* Chloris ’’ would be improved by being fitted with a radial jib club and a ‘‘ Park Avenue ’’ boom. The spinnaker boom should be kept high and the spinnaker be cut full with two gussets taken out of the foot in order to ensure plenty of flow. This is recommended instead of the perforated spinnaker so much in vogue. It will be observed on the sailplan that double beating sheet and jib sheet are shown. These are recommended unless a radial jib club is used, when a double-ended sheet, trimming on deck, will be better. Although fairly long overall, no attempt has been made to force the ends. The pointed stern is the natural termination of a boat with long slender lines, and not an affectation. Apart from her long lines, there is nothing extreme in any way about this design. It would, of course, be possible to design a considerably longer model under this rule, but it was not desired to make this boat in any way experimental although possibly a really long boat might pay. The design of ‘** Chloris’’ has only just been finished and has not yet been built to, so builders must treat the mast position and rake as being subject to alteration when tuning up. Blue prints, consisting of full-size body plan. halésize lines and quarter-size sailplen. are mow ready and obtainable from the offices of Mazmse Mowers. price 15s. per set post free. eee MARINE MODELS PLAN READING FOR THE 3 BEGINNER By YARDSTICK Wy HETHER the reader is a builder of model yachts, ships or steamers, or not it is useful and interesting to be able to read a design. For the builder it is, of course, essential, as he has to lay off his craft properly. To a beginner the design of a vessel looks a complicated and formidable maze, of which possibly the deckline and profile alone convey anything intelligible. To a skilful musician a sheet of music conveys the piece and he hears it in his head before it is played over to him. Similarly a skilled naval architect pictures the vessel from her lines. The complete design of a sailing vessel consists of the sail plan and lines primarily, and in the case of a ship a deck lay-out. It is the hull lines that present difficulty to the beginner, so I am confining my notes to these. The two sides of a vessel are alike, so to save space and labour, it is customary for designers to show one side of the ship only. In other words the design shown is for a half-model, and the vessel is treated as if she were sawn in half longitudinally down the middle from end to end. A design for an A-class model is included in this month’s issue of MARINE MODELS, and this will serve as well as any other for an illustration to these notes. As will be seen from this design, the hull lines comprise three plans. The large plan at the top is known as the “ Sheer” plan, the small plan to the left as the “ Body” plan, and the large plan at the bottom is the “Waterline” plan, with which is combined the ‘ Diagonal ” plan. It should be observed that the Sheer, Body and Waterlines are not necessarily arranged in this way. Also the Waterlines, Sections and Buttocks are spaced as the designer thinks fit. Finally, Diagonals and Curve of Areas are not always shown. These terms are all explained in the course of this article. The line which divides the vessel into two half-models is the “ Centreline.”” Now turn to the Sheer plan. The hull obviously consists of the “ Underwater’ body and “ Topsides.” The upper line of the plan (which has the mast indicated on it) represents the centreline of the deck. Below this is the “Sheer” line, giving the elevation of the upper edge of the sheer plank (top plank in the vessel’s side) which is the same as the edge of the deck. The space between the centreline of the deck and the sheer line gives the amount of camber of the deck at any point. The “ Profile ” will be perfectly clear and needs no explanation, nor does the ‘ Load Water Line” (L.W.L.). | Now pass for a moment to the Waterline plan. The centreline is apparent on this. The lines below the centreline are the diagonals and curve of areas, which will be explained later, and we will first deal solely with the upper half of this plan. The first line the beginner will spot is the deckline, which is shown in plan. He will also observe that an inner line is marked L.W.L. Consider the boat as a solid block of wood and that you are looking sideways at it as in the Profile plan. Saw through on the L.W.L. and you separate the topsides from the underwater body. The shape revealed by the cut is that shown as the L.W.L. in the Waterline plan. It will be seen that on the Sheer plan, a number of other lines are shown parallel to the L.W.L. both above and below it. Imagine the half model cut through at each of these, and you get the shape through the vessel at these points. These appear as curves on the Waterline plan and as straight lines on the Sheer plan. It will be noticed that the ends of the waterlines come in the same fore-and-aft position on the Sheer and Waterline plans. These waterlines on this particular plan are spaced lin. apart, and their shapes represent the shapes of the layers if we wish to lay off the design to build bread-and-butter fashion. On the Waterline plan the centreline appears as a straight line, but on the Sheer plan it is a curved shape. Parallel to the centreline on the Waterline plan are three longitudinal straight lines. These represent cuts taken straight downward through the boat at these points and are represented by curved lines on the Sheer plan. These curved lines inside the profile are quite plain and show 4 MARINE the shape of the plane that would be revealed if the boat was cut as described. Observe that the fore-and-aft positions where the curved waterlines intersect the straight buttock lines on the Waterline plan are the same distance from the bow of the boat as the positions where the curved buttocks cut the straight waterlines on the Sheer plan. On the Sheer plan the length of the L.W.L. is divided into ten parts by upright lines numbered 3-13 respectively. Imagine the boat as being cut straight through on No. 8 and you then get the shape shown on the Body plan as 8. The Body plan consists of transverse “‘ Sections” taken out at each of the positions indicated by straight lines on the Sheer plan. The straight Section lines are repeated on the Waterline plan. It will also be observed that the buttocks (vertical) and waterlines (horizontal) appear as straight lines on the Body plan. The width of the waterlines at any given point can be ascertained from the Body plan. Thus the width of the L.W.L. on Section 9 is the same on the Body plan as on the Waterline plan. Similarly the height of the buttocks at any point is the same on the Body plan as on the Sheer plan. In fact the three plans represent three different views of the half-model, and consequently all the measurements coincide throughout the three plans. The bow of the yacht in this plan points to the left and so the forward sections are shown on the left of the centreline in the Body plan, and the after sections to the right of it. The top line on the Body plan represents the sheer line. It will be observed that owing to the fact that it would be impossible to show them clearly on the Waterline plan, the keel waterlines (Nos. 1-7) are shown on the Sheer plan. In passing, it may be observed that the Body plan provides the shapes for the moulds on which a planked up model is built. As, however, the Body plan shows the boat, including the outer skin, it is necessary to take off an amount equivalent to the thickness of the planking and ribs to get the shape of the moulds. For example, if the boat was being planked jin. on ribs 1/16in. thick, 3/16in. would have to be taken off all round. So far nothing has been said about the Diagonal plan, which lies below the centreline of the Waterline plan. The broken line on this represents the Curve of Areas and the MODELS four full lines the four diagonals. The Curve of Areas represents the actual areas of the underwater portions of the transverse sections and is taken from the Body plan. The Curve of Areas in this case by its shape can be seen to include the keel as well as the body. One needs to be an experienced designer to draw much conclusions from this curve, but it should not be bumpy. The curve in this case is smooth and the character of the ends in keeping. On the Body plan there are four lines like an inverted V. These represent cuts through the hull from end to end taken diagonally— hence the name diagonal. The upper one of these is represented by the outer line on the Diagonal plan. The diagonals are plotted in their own plane. Thus the breadth of the upper diagonal on Section 8 is the same as the length from the centreline to Section 8 erg? on the Body plan down the diagonal itself. The second of these diagonals is the most important as it is the “ Bilge” diagonal, and its shape gives a very strong indication of the boat’s shape. In a yacht this should be a well-balanced even curve. The bottom diagonal is known as the “ Garboard” diagonal, and this also is an important line as showing the passage of the water through the garboards of the vessel. In my explanation of what the Curve of Areas and Diagonals represents,| have had to be a little more technical than I intended. To the builder the important lines are the sections, profile, buttocks and waterlines, as it is these he uses to lay off his model. Although a yacht design has been used as an illustration, the same principles apply to steamships and other vessels. Most of the designs in MARINE MODELS are published on a known scale, but some of the yachting papers at times print plans to an unknown scale, which it is almost impossible to read unless a special scale is made for the purpose. This is not a difficult matter, and most of us were taught at school how to construct a scale, but for the benefit of those who have forgotten I may mention that an article explaining how to do this appeared in this Magazine in April, 1932. . ‘rSS = —” st = ee MARINE MODELS FIGUREHEAD OF AN EAST INDIAMAN HE series of articles on the East Indiamen by Munro, W. G. Mr. Weech we published some time @ee. were greatly appreciated be many modellers. ie s. therefore, interesting to mete that the Port of London Sethority has been presented with the figurehead of the sailme ship “Elizabeth,” an East iecieman, which had the distmction of being the first ship m enter the St. Katharine Deck on the occasion of the epenine on the 25th. October, 128. The donor is Dr. Eric Geedner, and the “ Elizabeth” was owned by his grandfather. Cerved in English oak, the Seurehead is a fine example of craftsmanship and is in a state ef excellent preservation, notwithstanding that it has been exposed to the elements for well over a century. By a very strange coincigence, next door to Dr. Gardmer. in whose garden at WeybSrmdge the figurehead has stood so long, there resides the granddaughter of an old Dover pilot who it is thought almost certainly brought the ~ Elizabeth ” from the Channel to London on more than one occasion. The Port Authority already possess an original oil painting by W. J. Huggins (1781-1845) ot the “Elizabeth” at the St. Katharine opening of the Dock. We are indebted to the Port ef London Authority for kind permission to reproduce the photograph which appears on this page also for the informa- ton contained in this article. FIGUREHEAD OF THE “ ELIZABETH ” Presented to the Port of London Authority by Dr. Eric Gardner 5 6 MARINE HOW TO MAKE STEAMER MODELS MODEL SHIP AND FITTINGS By A. P. ISARD, A.M.I.Mech.E. AND-OPERATED windlasses are useful and necessary fittings. The type shown in Fig. 85 is made in a great many different sizes, and the main winding drum may be anything between 5in. to 12in. diameter or even larger. This type is to be seen on barges and different sailing craft. The sketch shows a general design of handratchet windlass, with wood bitts, single purchase with head to starboard, which is the usual practice. They may be arranged for double purchase with two ratchets, or with one bitt and the inner bearing fixed to the bowsprit bitt. Practically the whole fitting is made of of metal slipped down a short piece of brass tube, the bottom of which has been plugged and drilled to suit, a small spring inserted, and the wooden lever pushed down into the end of the tube tightly, or it may be screwed OD hard wood with exception of the ratchet wheels, pawls, shafting and bearing covers. In Fig. 85a an enlargement is shown of a simple type of ratchet with detachable wooden tommy, not necessarily full size practice, but suitable for model work; the tommy and ratchet, being one component, can be slipped in or out of the socket at will. If watch or clock wheels cannot be found to suit the scale required, they are easily made by first drawing the wheel out full size on paper and sticking this down on sheet brass and filing out. Great accuracy is not required. Having made the base and uprights with the bitts, turn up the winding drums and fit them in their respective positions on the shaft, noting that the bearings are on the aft side of the posts since the strain will be from forward. It will be quite sufficient if cap plates with screws are fitted, although *“ brasses ” will make a better job, and there will be no risk of the wood swelling when wet and so binding the shaft. Before slipping the shaft into bearings, fit the ratchets and note that the portside is arranged to carry a pawl which simply falls into the teeth by gravity and locks the drum from revolving in a forward direction. The hand lever, at its business end, is shaped to fit the socket in the brass frame, which must be made to fit the ratchet wheel quite loosely. When in position this is held in place from moving sideways by a small flange on main winding drum and the bearing side, between which it works. The pawl for the tommy is a shaped piece aE a PE in. FIG. 5a. The hole for the wooden lever in the brass frame should be an easy fit for its brass shod end, so that when the handle is inserted firmly and the lever worked to and fro the pawl will engage with the teeth in the wheel, and so impart a rotary motion to the winding drum shaft. Boxwood makes a splendid job and is very nice to work with; finish by bright varnishing all over. There are other suitable woods, of course, and the modeller will have to be guided to a certain extent by what he has available. MARINE A small box windlass is shown in Fig. 86. These are for small boats but very similar @ear is made in a larger and heavier manner. For purposes of scale the sketch shows one about 18in. high and suitable for a boat about Wt. to 60ft. It is entirely of galvanized mon, but for our model purposes it can be made of brass. The general construction can easily be followed from the sketch which, for clearness, does not show the small band brake that is usually fitted for checking the strain. The main frame is a casting, which can be drilled, sawn and filed out of the solid (not a very big job since the model will be quite small), or it may be built up from odd pieces and soldered. The drum and the gipsy are straightforward turning jobs from brass rod, the ribs in the gipsy can be bits of brass wire soldered into position; their spacing should be made to suit the model chain. Set out on paper the gear wheels full size, and as described before, saw and file them out from blanks which have already been turned and bored to suit the size shaft selected. The handles must be turned to size and then bent to shape. The holes for fitting these to the shaft should be filed square to fit easily on the squared ends of the shaft. The handles should be removable. The chain pipe at the after end of the gipsy and directly below it should be turned up from a piece of brass rod and drilled. File it to fit snugly against the side of the main casting and solder firmly. The part of the main frame blocking up the hole at the base must be cleared away with a rat-tail file. MODELS 7 The bitt at the top can be either soldered or screwed into place. Finish the whole fitting by either dull silver plating or painting with aluminium paint. The bitt may be left polished brass, if desired. A very simple type of eccentric or cam chain compressor is shown in Fig. 87. These run from a base size of about 8in. x 2in., up to |2in. x 4in. First cut out the base plate and, for our model work, let the two side pieces forming the bearings ali be from the solid. Since this fitting will be very small, this will be by far the easiest way of manufacture. However, if it is desired to make it up in the proper manner, then be careful to see that the two side plates are very rigidly attached. Turn up the cam and drill it off centre in the manner shown, and cut a slot down one side to take the flat lever, which must be made an easy fit as it is removable when not in use. Place cam between bearings, slip bolt in place and screw up, adjust cam to revolve just a little stiffly, and try lever for its fit. A word of warning. Be careful how you try out this fitting, as it is surprising the power that a cam will exert, and you may bend the whole thing up, so use scale hand power! Finish by dull silver plating or painting with aluminium paint. All these fittings should be secured in their respective position on deck by fitting small screws to pass up from the under-side, or bolts. can be used if preferred. (To be continued.) FIG. 87. TUT MARINE MODELS AE ee 5 n Ges ha Bd o. e. T° selecting a prototype to model, there are a number of points to consider. Many of these do not fall strictly within the scope of this column as they are matters of design, and were fully explained in the series of articles on Hull Designing for Model Steamship Builders, which appeared in this Magazine some time ago, QUADRANT but I trust readers TULER will pardon me if I briefly | summarise these points here. If an exact scale model of a large vessel is attempted, | ADTUSTING ScREW the resulting hull WitH COLLARS will lack stability and displacement. This is especially so with light draught, light displacement vessels having a narSOOOSSSSSSSSSSSSY row beam in proCELE their to ortion of view a large scale model of a small prototype is more satisfactory than a smaller scale model of a larger prototype. Thus a 4ft. model of a vessel 100ft. long (1 /25th of full- gTTTT RuDDERHEAD Z oo rab OPERATING TRIGGER x 7 DECK > N ite such as des- troyers. The cure is, of course, to increase the proportion of beam and draught to length. This amounts to the same thing as saying sections that the should be spaced more closely together to reduce the length. From this point ene A FoRE-AND-AFT SHAFT OF ROUND ROD. oe LEAD \ STEERING GEAR FOR TWIN-SCREW MODEL WEIGHT MARINE size) would be more satisfactory and require less modellising—if one may be pardoned for using this coined word—than a 4ft. model of 2 vessel 600ft. long (1/150th of full size). A further point to consider is that the actual detail work on the 100ft. vessel is less elaborate than that on the 600ft. vessel, and, moreover, the scale is larger so that the actual work is less minute and more robust. This affects not only the work of building but the stronger fittings stand up betterin actual running. In this connection it should be remembered that certain fittings are governed not by the size of the vessel but the size of the crew. For instance handrails are the same height whether the vessel is 100ft. long or 600ft. Most vessels of any size these days are fitted with at least twin screws. Whether twin engines are fitted or not in a model, it is quite a simple matter to arrange twin screws, and, as explained in one of my last series of articles, these should be outturning. even if When twin screws are used, the power on the propellers is equalised by intercoupling, steering becomes a tricky problem on a model. The reason of this is that, if through wind or any other cause, the model takes even a slight list, the screw on one side is lifted whilst the other is depressed, with a result that the lower one does more work and slews the craft round. In the March number of this Magazine | described some of the fittings of Mr. J. Wilby’s model liner “* Radnor Castle.” This boat is fitted with twin screws and a very ingenious steering gear which entirely overcomes this trouble. On this model compensating gear is fitted, operated by an inclinometer. A fore-and-aft rod is fitted just under the deck. The forward end of this is bent down at right angles with a weight at its end. This weight is low in the boat and keeps the bent end of the rod in a vertical position irrespective of the motion of the vessel. As the weight moves the fore-and-aft rod is turned. The after end of the fore-andaft rod is bent up to form an operating trigger which projects through the deck and engages with a slot in the steering quadrant. This quadrant in turn requires a little explanation. One of the most usual forms of steering gear fitted to power-driven models consists of a tiller held by a knurled nut on a transverse bar across the deck. By setting the nut the angle of helm is varied at will. MODELS £4 Now this compensating gear is not intended to take the place of the ordinary steering gear but to supplement it, and it is, therefore, fitted as an auxiliary. The way this is done is very ingenious. Instead of being mounted on the deck the transverse bar is mounted on the quadrant behind the rudderhead. The quadrant itself is free to move on the rudderhead and the operating trigger of the compensating gear is on the tail of the uadrant which extends forward of the rudderhead. Thus when the vessel heels the weight moves over to leeward. This motion is conveyed via the rod to the operating trigger. If the vessel has listed to port, the weight goes to port and the trigger to starboard. This in turn moves the quadrant with the transverse bar mounted on it. The bar in turn moves the tiller which turns the rudderhead. This applies what used to be called starboard helm and is nowadays known as port wheel. This counteracts the heavier thrust from the port screw. When the boat heels the other way this is, of course, reversed. Also the degree of heel governs the angle to which the rudder is put over. When Mr. Wilby first rigged up this gear he had a little difficulty in getting the correct proportions for the various parts, but after a little experiment these were found and the gear now operates perfectly. The fact that the “Radnor Castle” has won her owner numerous prizes in Steering Competitions is proof of its efficiency in all weathers and conditions. The reader will have grasped that the knurled nut on the transverse bar takes care of the ordinary steering, and the object of the compensating gear is to counteract any sudden lurch caused by wind or sea. Steering gear is, of course, part of the Engineer’s province, but we will now get down to the engineroom again for a while. The running of any engine depends on efficient bearings. Some people think that a hole through a piece of metal constitutes a bearing. It doesn’t. Roughly speaking, bearings are points of support for moving parts of a machine. There are several different kinds of bearings—ball bearings, roller bearings and plain journal bearings. Of these, roller bearings are very seldom used by model makers. Ball bearings are not infrequently used for high speed shafts, and I have already given several methods of mounting these small ball races. Provided care is taken not to pinch 10 MARINE these and distort them, these are extremely useful and can now be obtained in Hoffmann’s and R.M. makes down to very small sizes. Hoffmann have Jin. x 3/16in. x 5 /32in. and 3in. x 5/32in. x }in., and R.M. have one Jin. x 3/16in. x 5/32in. Bond’s also have some useful sizes of small ball bearings. The most usual form of bearing in use amongst marine model makers are plain journal bearings of various forms. In any bearing the idea is that metal must not make actual contact with metal but must be separated by a film of oil. Therefore every bearing requires a proper provision for oiling. In order for this film of oil to be effective the surfaces of the bearing and the moving shaft must be glass smooth and dead true. This also implies that the shaft and bearing are correctly lined up in relation to each other. MODELS all the owner can do is to take every precaution not to let grit get to the moving parts. In spite of all precautions a certain amount of wear is bound to take place in bearings. Consequently it is advisable to arrange these so that they can be replaced when required. This should be provided for when the plant is being made and not left until wear has occurred. The various metals usually employed for bearings in models are brass, gunmetal and different kinds of bronzes. White metal is very seldom used in model work. Brass stands up fairly well, but gunmetal is better and bronze the best of all. The commonest form of bearing is the split bearing, shown in Fig. 1. The disadvantage iS S = S SS S Zg AY Z Ny ES Z Z Z Z 4 FIGURE 2. FIGURE l. One enemy that models suffer from is grit getting into bearings. | When an engine 1s being assembled every care must be taken to remove any particles of abrasive matter. Parts should be carefully washed in petrol and not rubbed with a dirty rag. Bearings should be proportioned to the One sees too frework they have to do. quently narrow bearings of a totally inade- quate size, often with no proper provision for lubrication. When this is so, it is only a matter of a short time before bearings get sloppy, and the engine starts to rattle and clank like an aged tramp steamer operated by Armenian owners. Some owners may be congratulating themselves at this point on their lubrication arrangements, but there are lubrication arrangements which are worse than nothing at all. Many bearings have a fine hefty coneshaped hole on top. Grit collects in this, possibly from the paths round the pond, and out comes the owner’s oilcan and with a splendid dollop of oil he carefully swills all the grit The bearings on down into his bearings. most steam jobs are exposed, and therefore FIGURE 3. of this bearing is that, as the lower half of the bearing wears, the shaft bearing becomes lower and loses its original position. The next step is to pack the whole bearing up, and it is by no means easy to recover the original alignment. There are certain places where this form of bearing must be used but whenever possible it is a good plan to substitute a bushed bearing, as shown in Fig. 2. The drawing needs little explanation, and it is obvious that when wear occurs, all that has to be done is to turn up a new bush to replace the worn one. One little point is that the bush will contract when pressed into the housing, and will require to be reamered out. This ensures a good alignment with a minimum of trouble. One further point is that when this kind of bearing is used, it is advisable to make the actual bearing parts of the shaft larger in diameter than the rest of it. The reason of this is that otherwise after wear has taken place these portions of the shaft will be (Continued on page 11.) MARINE MODELS 11 PETROL ENGINE and HYDROPLANE TOPICS By J. B. INNOCENT BP Rankine’: in this issue appears Mr. Rankine’s reply to my comments on his record run. Whilst being pleased to get this reply I am surprised to note that he thinks I may doubt the truth of his achievement and trust he will re-read my remarks when quite another tone should make itself apparent. I have always had the greatest respect for Mr. Rankine and his productions, largely because of their great originality in both engine and hull design. Of course, one of the greatest attractions of our game is that instead of applying a scale rule to a big boat we have to get right down to it and design our own. In this respect Mr. Rankine has us beaten, for whilst our engines are of our own design they follow accepted practice, whereas “Oigh Alba’s” engine is quite unique. Well, Rankine, here’s to the International and may the best boat get round. I have recently heard from M. Suzor, and from what he tells me he is not sitting on the fence by any means, and, like one or two more, means real business for the coming season. In my past articles I have dealt with engines and hull fittings, all in a general way, and now I will go on to give the hull the same treatment. Maybe some of you wonder why I have not attempted to give any definite designs; well, here is the reason for it, and also why THE ENGINEROOM (Continued from page 10.) thinner so that the remainder of the shaft will be too fat to pass through the bearings. This does not apply to a bearing at the end of a shaft. What it amounts to is that each bearing is a shade smaller than the one previous. A further advantage of this type of bearing is that the experimenter can try various metals with the minimum of trouble. The enclosed crankcase type of bearing is shown in Fig. 3 and this can be bushed in . a similar manner. These bearings are naturally not limited in their application, but can be used wherever suitable. I do state one or two things rather more definitely. There are not two really successful boats built the same, and the engines also show this note of personal likes and dislikes arising from experience in the pastime. Now this originality is a thing I have no wish to destroy and, in addition, I am convinced that if a man designs his own stuff he will get much more satisfaction, and eventually progress much further than if he merely copies a successful outfit. At the same time there are limits within which it is advisable, for the beginner, to keep if his craft is not to be useless, as well as a certain amount of practice which is quite hopeless and must be avoided. An excellent example of this last is the pointed front, flat-bottomed hull with chines that are square or even inclined inwards. Such a craft really stays on top by luck, for there is not the slightest vestige of recovery effect should the front dig in. Some while back an excellent article appeared in this Magazine on timber, and on this subject I cannot do better than refer you to it for timber for hull runners.. stringers, step and transom pieces. However, if you have mislaid the copy, as I seem to have done, here are my own opinions and reasons. For the main runners use Quebec birch, Canary (American whitewood), African mahogany or light ash. Of these I prefer the second for it is reasonably light and strong, easily worked and takes pins, The length of bearings is governed to a certain extent by the type of engine. In order to minimise friction in very high speed racing engines, bearings are made as small as possible consistent with the load. With a slower running engine the size of bearings is governed by different considerations. The surface speed of the shaft is much lower and therefore friction is proportionately far lower. Provided it is not carried to ridiculous limits, large, well-lubricated bearings are essential for prototype craft. This will ensure long life and freedom from trouble, as well as smooth, even running. (To be continued.) 12 MARINE screws and glue well. The others are all on the hard side and rather heavy and, as for ash, avoid the heavy, hard type, for you will never get a brass screw in without great difficulty. The tin. square stuff is best in Quebec birch, which bends well if steamed or soaked, but may split if the screws are not started with a drill. If the lightness of Canary is preferred it requires a little more care in bending, or it will crack off short. The hull covering will usually be of plywood, but metal, silk and composite materials have been used with success. Presuming that ply will be used, I advise you to procure Venesta, if possible, or otherwise best quality, known in the trade as A.B. quality birch ply, avoiding alder, as it is too soft and absorbent. Plane surfaces are, I firmly believe, best made of not less than 3 mm. ply, as the loading is very high. If lighter material is used an excessive amount of support will be required to avoid flexing and actual shearing of the ply against the supports. The covering should be arranged so that the two outer surfaces have their grain at right angles to the main line of support. This last point may require the grain being across the run of the boat, but as the surface of the plane should not depend on the wood but on the finish, it does not matter. For the rest of the covering I do not believe in going under 14 mm., as it makes the boat fragile to handle and again necessitates more framing than my poor capabilities as a woodworker permit me to enjoy, if lighter material is used. The usual method of holding the bits together is to use + x o screws for the bottom, step and transom, in brass, with longer ones where required, spaced at about jin. centres, a mixture of pins and screws for the lower edges of the sides and pins for the rest, with an occasional screw where necessary. All screws should be started with a drill and, of course, correctly countersunk. The pins should be long enough to come right through and must be clenched over. This brings me to a tip I have never seen given before but which is largely used in the veneering trades; it is just this: if you are in difficulty in persuading pins to go in, or with them splitting the wood, clip off the points first. I am quite prepared for you MODELS to doubt this tip but I have tried it and it works really well. In any case you can try for yourself by driving a pin in a piece of quarter square within an eighth of an inch from the end and see which way splits the wood. Of course, something must be used in addition to the screws and pins to actually stick the timber together, but as it takes quite a while to get in one run of screws, ordinary glue is useless, and a long setting type must be used or varnish used instead. The only long setting glue I know of personally is a special Croid. A shellac base jointing compound like Chemico, sold at most garages, should do excellently for this job. When bending stringers, first steam or soak the wood and then place it between pins knocked into a board and placed so that more bend than needed is given, say, 25 per cent. more. The wood will go back a little when released but should still exceed the bend required. It should now be bent back to the correct shape, which it will have no objection to maintaining indefinitely. All timber, including the ply, should be bent, as near to the desired form as possible, before assembly in order to avoid permanent strains in the complete assembly, as any such pull will eventually make its presence only too obvious. Of course, plywood must not be made soaking wet, but the surfaces may be damped and the wood gradually pulled to the bend, plus a bit more, and then left for a day or two to settle down and dry out. I do not, by the way, recommend the use of balsa, except for pieces free from stress, such as nose pieces, when, of course, its lightness permits a sufficiently large piece to be used to simplify construction. To close, don’t use hazel or satin-walnut, which are different parts of the same tree. I know it works well and can be obtained from the local oil shop, but it is the worst stuff you can get for warping and twisting. We used it in “Betty,” but it is only luck and careful covering that have stopped the hull from doubling up. (To be continued.) MARINE MODELS 13 A NEW “A” CLASS DESIGN “CHLORIS” A- Cina: DAIL AREA. Fore A less 15% MAINSAIL 540 81 = 459 = 1195 1654 SAIL PLAN: ONE-SIXTEENTH For lines see pages OF FULL-SIZE 14-15. wii ee i ji 14 MARINE MODELS A NEW “A” ’ 1 ne CLASS DESIGN 2 3 4 = W.L.16 et wi. = W.L.I3 LW.L. wt. 4 wate (CLL DS W.LI3 ami. Ws = PA | “WL W.L.7 BE = a: << W.L.3 a lanr 43-25" 49°25" LEAR 5 7-00 Ibs. S.A. ALLOWED 1660.0 SPACED WATERLINES |! W.L.6 arme|| Loa DIMENSIONS . 5409 ig Pea Q.B.L. ALLOWED oe Hy W.L.8 =| W.L.S uw. } tis SL7] lite = wi? W.L.6 W.L.8 Hy a NS OX W.L.10 : ee 1S 14 131111109 ax W.L.I ben : AM Y wis (Lt Se W.L.9 654 . | " 87 2 W.L.10 ieee Approx Position 6 oF | |/MasT7 ———— Mw N W.LI5 oN 5 ‘1-00 W.L.5 W.L.4 W.L.3 W.L.2 w.L! oe — ae Se al y? wer aaale ees ae See we? we ee a —=_—~ —~___ —— :.— te a ee — | Lae Buttocks spaced 1.75in. Sebtitiie apactd: 5 D0te ; ; Sect. No. 1 from bow 5.60in. ; Lead line is not named but will be clearly seen on lines. Sail plan is given on page 13. MARINE MODELS 15 One Eighth of Full Size 3 10 ll 12 als 14 15 eS oe = —— ey oa on -— ry waa ta a = “ CHLORIS— A-CLaAss_ = omy se 4, a | “a ra | ce Ke Ke, Ke las a — ae ae = ee ae This design must not be reproduced or built to by professional builders without permission. Half-size Blue Prints of this design with full-size Body Plan obtainable from MARINE MODELS, price 15s. post free. Ee Thi 16 MARINE MODELS SHIPS’ BOATS By G. W. Munro a is a remarkable thing that of all the research work undertaken for the ship modeller, the ships’ boats seem to have had the least attention given to them. The inevitable result is that we see a number of really well-constructed models of sailing ships and liners—complete in every detail—but the boats just fall short of the quality so conspicuous in the parent ship. The boats, commonly called life-boats, have not changed very much since the days of the Vikings. In fact, the lines and method of constructing a Viking ship is the basis of all English clinch-built boats, the transom stern being the only outstanding difference; and if the modeller cares to purchase a copy of the drawing of the Gokstad model (circa 900)* from the Science Museum at South Kensington, he will at once see the remarkable similarity in form of this ship to our modern naval whaler which will be described during the course of these notes. Like most other matters relating to old sailing ships, we have to go to the Royal Navy for any really thorough understanding of contemporary shipbuilding practice. The Merchant Service had no binding rules or regulations and, in the case of ships’ boats, they were any that were available or obtainable or likely to be of some use during the voyage, irrespective of the size of. crew and number of passengers carried. Up to the end of the 18th century the largest boat carried on a man-o’-war was the long-boat. This vessel was substantially fitted out with masts, sails, etc., and generally armed for expeditions against the enemy’s merchantmen. However, the main use was to carry provisions and water to the ship as well as go up rivers for wood, etc. The accompanying plate shows one of these long-boats, taken from a plate in “Murry’s Shipbuilding” of 1754. She is 31ft. 3in. length over all and has a moulded beam of 9ft. Her keel is 29ft. lin. long by 8in, deep by 4in. thick. She has a transom stern with a slight rake. The method of constructing these boats *Also published in this Magazine, Vol. V, No. 3. is to lay the keel very firmly and then set up the stem and the stern. The planks are then cut to shape and fastened in position, the garboard strakes coming first. Copper pins are used to rivet each succeeding plank to the one below as well as to the ends. In this way the sides and bottom of the boat are continued up to the gunwale. The ribs are steamed and inserted afterwards. Shadows or moulds are not used in this work, the whole job being judged by eye and experience. The overlapping in this clinch-work makes the boat exceedingly sturdy and able to withstand a lot of beaching and knocking about far more than is possible with carvel-work of similar scantlings. After the planks have all been fastened in position, a number of bent timbers are placed along the length of the boat. In this case every second timber is shown as a section on the drawing, and this would work out at Ift. 33in. centre to centre. The whole of the span between sections F and 7 should be double timbered with an extra timber at the midship-section. The ends are single timbered. A rising line has not been shown in this drawing but it may be taken for granted that the floors will be very similar to those of other and later boats which will be shown from time to time. It needs very little expert knowledge to realise that, apart from lines, the construction of this boat is merely a simplified version of a large ship, such as was described in my notes on East India-men in the previous Volume~ of MariNnE Mopets. — The floors and futtocks are longer and fewer, steamed and bent rather than cut to shape, but then the difference ends. The thwarts are generally supported by a long piece of timber running the whole length of the side. A pair of oak knees are nailed to the gunwale and top surface of the thwarts to keep them in position. The mast thwart should be a little wider than the others and have a hole cut in the middle to act as mast partners. Later on a semi-circular hole was cut in the after edge and a metal hasp hinged to it to hold the mast in position. V S.dIHS LVYOPDNO'T AO bSZI >eaR MARINE — MODELS 17 (wy 18 MARINE A pait of breast-hooks are riveted to the stemhead at the top of the gunwale and in line with the thwarts. | Corresponding to these breast-hooks a pair of ears should be placed on the outside at the top of the top strake. Where the planks meet the transom a knee is fitted to strengthen the angle and support the stern sheets. There should be five thwarts in a long-boat and each is double banked. No wash-boards are fitted on the boat given but a pair of thole pins are driven into the gunwale half-way between the thwarts. A small chock is fitted in the way of these thole pins to give them the necessary foundation. A rubbing strake is fixed to the outside planking over the joint between the top strake and gunwale. This also indicates the height of the thwarts and stern-sheets. To complete the long-boat a number of bottom boards, generally about five in number and 4in. thick by 3in. wide, are spaced out on either side of the keelson, which should be about twice as wide as the keel and lin. thick at least. (To be continued.) MODELS NOW READY. BUILD YOUR BOY A MODEL YACHT By W. J. DANIELS and H. B. TUCKER. With full-size Construction Plans for 30-in Class Model. Price 2/6 – postage 3d. extra. Contains full instructions for building, fitting and making sails, also chapter on sailing. Should be in the possession of all Clubs catering for Juniors. Trade Terms on Application. MARINE MODELS PUBLICATIONS Ltd. 52, FETTER LANE, LONDON, E.C.4. MODELE YACHT CLUB DE PARIS The Modéle Yacht Club de Paris has just held its annual meeting, which had been inadvertently postponed. It was decided to send a challenger this year and much work is now being done selecting the best boat for Fleetwood. A new model, built from one of R. W. Lance’s designs, is being utilised as trial horse, and we hope this year to give the Defender of the Cup a good run. The club has adopted the small six 14in. replacement of the 0.80 cent.; three or four are being actually built, all from British designs. We have had a small sharpie designed for juniors by R. Lance, which we hope will prove a success. The power-boat section is increasing in popu- larity and doing very good work under the able leadership of Mr. Suzor. The officers for the year lows :— were elected as fol- Model Yachting Association ESTABLISHED 1911 RATING Rules for both ‘‘A’’ and 10Rater Classes are now ready for issue at 9d. per copy or 8/- per dozen— to be had on application to the Hon. Secretary. Remittances with Orders. It is urged that every member should secure a copy through his Club Secretary. Please note change of Venue and British ‘‘A’’ Class Championship International is— Date for and the FLEETWOOD—JULY 22nd. Hon. President: Mr. M. Bar. President: Mr. J. Lottas. Vice-President (Sails): Mr. E. Tulliez. Vice-President (Power Boats): Mr. J. Suzor. Secretary: Mr. E. H. Hill. Asst. Secretary: Mr. M. Poufade. Treasurer: Mr. R. Anthenac. The Council is composed of: Messrs. M. Bar, E. Barbier, H. Boussy, P. Dauchez, C. Develle,, Dr. Godefroy, Messrs. Henault, Mahien, Pierrugues and Dr. Suzor. All communications should be addressed to Mr. E. H. Hill, Hon. Sec., 26 rue Lacretelle, Paris (XVe). Certificates for all Classes. “A” and I.Y.R.U., 2d. each. 10-rater, 6d. per doz. plus postage Score Books and Score Cards. Prices on application All communications to :-— A. LITTLEJOHN, Hon. Sec. 124, Fitz-Neal Street, London, W.12 MARINE MODELS 1g ee, a A y\ So a Eee oe 5a LN rnSe3 Se F ———4 ——= oe eo ——— Te NORTH oF Lt AF OF ENGLAND at the Stone Mr. Frank C. Hirst”s ‘* Wimbrell ’’ should represent the club at Birmingham on April 20 in the National 10-Rater Championship. The boat-house extension is now complete and visitors at our Easter Races will find plenty of room and water. Some of our members who have been practising during the last cold snap, have experienced the curious effect of frozen sails and sheets. The beats to windward were always accomplished in Regatta style, but the ice caused jammed pulley blocks, rudder pintles and travellers to prevent anything like a course being made. J. P. GC. FLEETWOOD M.Y. & P.B.C. The Club has been in the thick of decorating the Club-house for the past few weeks, but should be finished by the time these notes appear in print. We have one or two new A-class yachts in course of construction, but there does not appear to be any immediate hurry to finish them as the lake is at present empty for cleaning. However, when the water begins to flow, everything will be put into top gear. The Race Committee has been hard at work and the Fixture List is now complete. Several Open Races held by the Club will be found in the M.Y.A. List s Races held by Affiliated Clubs, elsewhere in this issue, and competitors can be assured of a good day’s sport. Li KG. WORKINGTON Bs OX — <> 1 << ——~eow © SOP rk eet, =? MIDLAND NEWS CAMBRIDGE M.Y.C. BRADFORD M.Y.C. At the monthly meeting held Trough Inn, it was decided that Ap A= Zee Sn [Ss M.Y.C. The Annual General Meeting was held in the Trades Hall, with Commodore R. Nelson in the chair in the absence of the President, Dr. M. McKerrow. The balance sheet presented by the Hon. Treasurer, Mr. W. Shepherd, showed the Club to be in a favourable financial position. The Hon. Secretary, Mr. T. H. Routledge, presented his report. During last season twenty-nine races out of a possible thirty-one were completed, with an average entry of between eleven and twelve yachts. The Sailing Rules of the M.Y.A. are now used and giving satisfaction. Mr. R. Nelson was re-elected Commodore, Mr. A. Armstrong Vice-Commodore, and Mr. T. Sharp Rear-Commodore. Mr. W. Shepherd was _ reelected Treasurer and Mr. T. H. Routledge, Hon. Secretary. Messrs. W. Carter and J. W. Smith were appointed Auditors. The Club is now busy repairing the edges of the lake in preparation for the weekly races. The C.M.Y.C. have just completed their winter season for juniors, although the senior events are not yet concluded. In the 24in. L.O.A. (sailed by members under 14) there were eight entries. ‘‘ Cutty Sark,’’ sailed by Master R. E. Momber (built and designed by his father) was first for the third year in succession, with 69 per cent. For second place Master W. Hoskyns, with an Alexander boat ‘* Kestrel,’’ tied with his brother, J. H. Hoskyns’ locally built and designed *‘ Titmouse,’’ with 61 per cent. On a sail off ‘* Kestrel’’ won, thus obtaining the second prize. In the 30in. Restricted (skippered by members under 18) the girls had it all their own way. As a result of four days’ sailing, ‘‘ Endeavour,’’ an Alexander boat, owned and sailed by Miss F. Saunders, won the ‘* Banham ’’ Challenge Cup, with 76 per cent. Miss E. Bennett was cecond with ‘* Lightning ’’ (MARINE MOobeELs “ Jenny Wren ’’ design, built locally), 58 per cent. There were only six entries, but the boys are building several boats locally and hope to get their own back next year. In any case entries will be more numerous, and juniors are very grateful to the M.Y.A. for having provided them with this excellent small class, the restrictions making for homogeneity and producing fast, sturdy craft. We are, however, limiting the sail area to about 600 sq. ins., as we do not like excessive canvas even in very light airs. DERBY M.Y. & P.B.C. The Club held its Twelfth Annual General Meeting on March 8, with the Commodore, Mr. T. Speniove, in the chair. The Hon. Secretary and Treasurer, Mr. W. H. Allen, presented his report and balance sheet for 1934. All the Officers were re-elected. The following races were arranged for the forthcoming season :— Opening Day Race: May 12. Club Cup: June 1. Preston Jones Cup, Ist Round: June 15. Preston Jones Cup, 2nd Round: June 29. Jenkyns Trophy: July 13. Preston Jones Cup, Final: August 24. Ling Cup: September 7. Consolation Cup: September 28. Handicap Race: October 12. The trophies won last season were presented to the winners by Mrs. T. Spenlove, wife of the Commodore, who also provided and served light refreshments. W. H. A. ai 20 MARINE MODELS NEWS FROM THE STATES EASTERN DIVISION M.Y.R.A.A. BOSTON M.Y.C. The Eastern Division of the Model Yacht Racing Association of America was organised on Saturday, The Boston Model Yacht Club was organised in 1924, and for eight years the members handled their models from skiffs, sailing a triangular course, under M.Y.R.A.A. rules. January 12, at Philadelphia. Twelve model yacht clubs, from Marblehead to Washington, were represented at this meeting. Its purpose is to create more interest in inter-club racing. The following officers were elected : — President: H. Cobb, Staten Island M.Y.C. Vice-President: Dr. H. J. Stout, Philadelphia 2nd M.Y.C. Vice-President: Hudson M.Y.C. 3rd Vice-President: ton M.Y.C. C. Heisler, Snr., Deeper J. Erickson, Port Washing- Secretary: C. O. Brook, Deeper Hudson M.Y.C. Treasurer: A. S. Anderson, Red Bank M.Y.C. Roy F. Clough, Marblehead M.Y.C. was elected Honorary President. The newly-formed Association seems to be going strong, and we anticipate a busy season. The main business of this Association is to promote racing with the Marblehead 50-800-class. An American correspondent writes that the great success of this rule is its simplicity. The 1933 National Champion and runner-up were both amateur designed and so was the runner-up in the 1934 event. At the Deep’ Hudson M.Y.C. Regatta, where there were 53 entrants, the first four boats were amateur designed. The Heisler Cup, Marblehead Challenge Cup and Campbell Cup were also won by amateur designed boats. - CHICAGO MLY.C. In the Chicago M.Y.C. Mr. F. A. Lippold has designed one of the best *‘A’’ boats ever seen in the States, and five new boats are building. The builders are Thos. Malley (runner-up for National Championship in 1933), Jack Clark, Dave Tullock, F. A. Lippold and another member. A boat to this design is also in course of construction at the new Oskosh (Wisconsin) M.Y.C. We recently article, Yacht, received copies of the two ‘‘ Vanja,’’ fast Class-A by Mr. George Baron. parts Model This article is remarkably well illustrated and gives a clear account of how to build a planked model. Mr. Baron is to be congratulated and this article should bring many recruits to the sport in the States as Popular Mechanics is a magazine which enjoys a very large circulation. CLUB PRIZES OW the racing season The I.M. A-class is the most popular, and there will be at least 25 of this class in sailing trim. There is no other club nearer than New York, who specialise in this class, and we look to our fleet of Marblehead 50/800 yachts to do the honours in most of the Inter-club racing, as there are five other clubs sailing the latter class within a radius of 20 miles. Regular club races will be held every week-end, between April and October for either I.M. A- or M.H.-class, and for each of these races, three silver spoons will be awarded as prizes. A Championship Trophy consisting of a large silver bowl will be the prize for a special Championship race, with entries limited to only those boats who have won first prizes in other races. A Schoolchildren’s race will be held in June with seventeen silver cups of various sizes as prizes for three or four different classes of models, and children of various ages. The Campbell Cup, for M.H.-class, the Gilette Cup, for I.M. A-class, and a new National Cup for M.H.-class will be contested for. It is hoped that challenges for the two latter cups will be received from England, and negotiations are in progress to bring about such a match, which is looked forward to with great interest by American model yachtsmen. We well remember the visit of Mr. Davey in 1933, and although no opportunity for a real -race was had at that time because of our pool being under construction, interest in the sport. POPULAR MECHANICS of an Racing Last year the new Model Yacht Basin on the Charles River was completed and pond sailing was adopted under M.Y.A. Rules (English). This pool is about 1,000ft. x 250ft. is commencing, the N question of prizes recurs. What better prize could there be than a year’s subscription to MARINE Mopets. To every club sending us a cheque for six Subscription Vouchers to be won during the summer, we will add a seventh Voucher free of charge. his visit stimulated great At the annual meeting of the club the following officers were elected: Commodore, C. H. Farley; Vice-Commodore, F. Rich; Secretary-Treasurer, W. A. Wadsworth; Measurer, J. A. Potter; Race Committee, D. W. McGilvray, J. A. Potter, Harry Richardson. This club, with others, is slowly but surely gaining new friends and new members. Two new clubs have also been organised this winter, in this vicinity, with about twenty-five members each, in the cities of Salem and Worcester. As thereis no publicationin the U.S. devoted to the subject, Americans are turning to your splendid medium, MARINE MOobeLs, for news about the sport in both Great Britain and America. We hope you will continue to find space for news material and articles from the ‘* States,’’ which are not ** drivel *’ or controversial in nature. CHARLES H. FARLEY, Commodore, B.M.Y.C. MARINE MODELS 21 MODEL YACHTING IN SWITZERLAND yacht races are no novelty at Geneva. Semce the formation of the Nautical Society of Geneva in 1872, this delightful sport has t practised there. Some years later a naval . Baron de Catus, published an excellent ‘on building and rigging model yachts, largely contributed to the progress of the on the Lake of Geneva. Seece then regattas have been held annually Weer the auspices of the Nautical Society of ‘SGGemewe. and these have always attracted a large @emmber of competitors. Unfortunately during later Weers. owing to lack of competent direction, very @mmemeous ideas have prevailed as regards model wecht building. There were three classes. These were the |-metre L.O.A., the 85 cm. and 65 cm. ‘The two latter were 1/10 scale models of the 8.5 wea 6.5 metres classes of yachts. As the models were built to the exact proportions of the full-scale wechts, and entirely disregarded the essential dif‘erences between models and yachts, displacement end stability were lacking. This was remedied by ging large additional draught which earned them ee name of “ planks-on-edge.’’ The rigging also wes copied from the full-sized yacht and as no @etomatic steering gear was fitted regattas became lergely a matter of which could get nearest to the ©@rrect course. Ten years ago I built a model yacht of 1.45 metres from the designs of the German naval architect, Arthur Tiller. This model was of the Gm-and-skeg type and rigged after English methods with bowsers. She was fitted with a steering gear and sails supplied by the late George Braine. Two years later I built the schooner‘* Prospero ’’ from the plans of W. J. Daniels. Like my previous model she was fitted with steering gear and sails ebtained from George Braine. Finally, last year I launched the A-class ‘*Naide,’’ beilt from the designs of ‘** Courtesy,’’ by A. W. Littlejohn (MARINE MODELS design). This fine yacht has powerful and beautiful lines. She is equipped with fittings by H. Bauer and sails by Drown. In studying the Braine gear I have found out the method of preventing the rubber chafing on the metal. The long and difficult work of constructing a lerge model of this kind has been greatly facilitated by the valuable directions contained in Model Saling Craft, which is the model yachtsman’s most precious book, and the Magazine MARINE MODELS, where the articles serve to keep alight the sacred Gre of enthusiasm for model yachting. To facilitate the construction of the One-Design boats, the Society have asked me to give a course of lessons, which is being followed by over twenty persons of ages varying from eleven to sixty years! These lessons started at the beginning of February and continue until May. They conclude with a course of practical sailing instruction afloat before the first regatta. Amongst the students at these classes we have the pleasure of numbering Messrs. Albert Schmidt, President of the Nautical Society of Geneva, Armand Martin, President of the Sailing Section, Béchard, President of the Pale Faces Nautical Club, and, finally, M. Gassman, whose old-time ship models are well known to readers of this Magazine. This instruction course has aroused great interest in nautical circles in Switzerland, and there is every likelihood that similar courses will be organised next winter in Lausanne, Montreux, Neuchatel and Zurich. The Junior One-Design Class has the best chance to spread rapidly. With regard to other classes, the *‘A’’ boats appear too big to become really popular as they are too much of a job either to build or sail. The latter, though easy in light winds, become hard labour when the breeze freshens. With the type of boats and oars we use on our lakes it is difficult to keep up with these big models. The 6-metres I.Y.R.U. Class has a better chance of success, we hope, but according to our ideas, it would be more convenient to select a smallersized boat, such as the 50-800 Marblehead. We have also to consider the question of regattas, which will have to be reorganised. As far as one can see, the sport of model yachting bids fair to develop in a remarkable way in Switzerland. For one thing the country presents in all parts favourable sheets of water which reflect the beautiful scenery. We hope that soon these sheets of water will be animated by model sailing yachts heeled to the breeze. These lovely sights will largely be due to Messrs. Daniels, Tucker, Littlejohn and the numerous contributors to MARINE MOopELS, and we thank them for their help. Louis E. FAVRE. [We have received from Mr. Favre a photograph of his A-class model yacht ‘* Naide,’’ but owing to pressure on our space have been obliged to postpone its reproduction until next month.— Epitor, M.M.]} These three models, particularly the A-class, have aroused a keen itnerest amongst members of the Nautical Society of Geneva, and the Committee, after careful consideration, have decided to open a Course for the construction of racing models. Thanks to the help of MARINE MOoDELs the Nautical Society has been able to offer free to participants in this Course the plans of the 6-metres “Joyce ’’ and the 30in. Restricted Class ‘* Jenny Wren.’’ The latter has been adopted as a OneDesign Class for Juniors. These building classes have been a great success since there have been eleven applications for ‘** Joyce’’ and thirty for the Junior One-Design. ma ail 22 MARINE AVE we previously remarked that this is H likely to prove a more than usually busy season? Initiated on March 30, at Saltcoats, when the Scottish A-class Club open their programme, there are only two open Saturdays up to the end cf September, and several of them have two events due on the same date. Really, while it is encouraging to find such activity on every side, it is becoming rather a problem to work in all the projected events without clashing one with the other. The A-class is steadily gaining ground in Scotland notwithstanding many handicaps, and _ the latest evidence of the growing importance attached to it here is the decision to promote a Scottish Championship for the class, This has been fixed for June 29, at Saltcoats, and we have no doubt it will attract a comprehensive entry from all the associated clubs handling the class. The Lilian Cup race follows on July 20, and we anticipate that several of the competitors therein will subsequently participate in the British Eliminating Trials at Fleetwood. The West of Scotland Club are also staging an Open Regatta for ‘* A ’’ models on the 20th of the current month (April). In addition, arrangements are being made to ensure many more club races for the International class during the season. All of which is material for satisfaction. Among the more important events arranged, in addition to the A-class fixtures referred to above, are, for 6-metres:—Victoria, open regatta, June 8; Intershire Trophy, Saltcoats (including 6- and 12-metre teams), June 15; Kemp Shield, Saltcoats, August 10; Open Regatta, West of Scotland, August 24; British (M.Y.A.) Championship, Saltcoats, September 7; Scottish Championships, Paisley, September 14; and Open Regatta, Queen's Park, September 21. The Golfhill Trophy race at Alexandra Park, Dennistoun, is scheduled for June 22, and we have no doubt will have the whole-hearted support of the clubs eligible now that the unfortunate. circumstances which caused the race to be abandoned last season have been eliminated. For 12-metres, together with a number of Open Regattas, the more important fixtures are:—The Walker Cup, at Kilmarnock, June 1; the Intershire Trophy (with 6-metres), Saltcoats, June 15; Scottish Championship, Paisley, August 31; Greenock Challenge Cup, .Saltcoats, September 14; and the British (M.Y.A.) Championship at Saltcoats, September 21. We are trusting our Managing Director will not get hold of this issue. It is better for her to realise these dates gradually, and considerably healthier for us. The Scottish Association Annual General Meeting has taken place (on February 23), a fully representative delegation being present. The Secretary’s MODELS report and accounts were received and passed with acclamation. Despite unusually heavy expenditure in connection with the Exhibition last year the accounts closed with a healthy balance on the right side. The meeting honoured us with re-election as Commodore. May we say that we sincerely appreciate this continued expression of confidence, although we are beginning to think we have ‘‘done our bit ’’ and it is time for a change. Mr. J. E. Hutton, after some persuasion, kindly consented to become the Scottish Registrar in consequence of Mr. Andrew Weir being no longer eligible for the position. We regret exceedingly the loss of Mr. Weir’s most efficient services to the Association, and trust the break wili prove only temporary and that we may soon be favoured with his co-operation once more. Meantime Mr. Hutton is qualified for the position in every way, and we have no doubt his appointment will add strength to our organisation. A new Club, The Fairfield (6-m.) M.Y.C., an offshoot of the Elder Park Club, and sailing on the same waters, has duly been admitted to membership of the Association. It was decided to promote a Scottish A-class Championship, on the motion of the West of Scotland Club, and during the debate it emerged that eight of the Associated Clubs were now interested in the class and others likely to take it up shortly. Clydebank Club have appointed a new Secretary in the person of Mr. Wm. Pegg, 46, Andrew Drive, Clydebank, and we welcome his advent in the assurance that the high traditions of the Clydebank Club will find enhanced honour at his hands. Official notification has been received that the Glasgow Model Yacht ponds are now available for use on Sundays in pursuance of a decision by the Town Council. While our mind is the antithesis of narrow, and we have no desire to stand in the way of others desiring facilities for sport on Sunday, at the same time we rather regret this decision. We consider, rightly or wrongly, that Scotland has gained in peaceful rest and recuperation by what is commonly known as the sanctity of the Sabbath, and while we agree it was inevitablein the changed attitude of modern thought, we feel somewhat saddened at the passing of the old conventions. Yes, we know we are inconsistent inasmuch as we cheerfully join in where Sunday Sports are established and greater freedom exists on that day than generally obtains in Scotland, but there it is, we cannot help it. We have hitherto refrained from comment on the recent difficulties that have arisen by reason of the break-away of a very few disgruntled members of one of the Scottish Clubs who formed themselves into a new club and promptly and persistently claimed equal sailing right with the two clubs who have occupied the pond in question amicably together for over 25 years, and MARINE MODELS Wily adhered to this demand in face of all efforts @ ceeciienon. Now that the Scottish Association leewe omanimously agreed that there is no good @eeend for the establishment of such a new club Sy cefesing its application for affiliation, we are 23 SCOTTISH M.Y.C. By the courtesy of Mr. enabled to reproduce D. M’Pherson, we are his report presented to the = to say that the original club, having justi- S.M.Y.A. at the Annual General Meeting. @@ected and that they will show their sincerity in the principles they have enunciated by accepting = m the spirit in which it is offered and so temoving an unnecessary and unjustifiable source = ‘rritation detrimental to the sport in general and eo the interests of all concerned. We are glad to record the return to the ranks et the Scottish Association of the Greenock Club g@iter an absence of a year or two. We are sure they will find the old hearty welcome and mutual helpfulness in full measure. The West of Scotland are desirous of giving the race for the Robertson Cup, for 6-metres (1.4in. NDOUBTEDLY the greatest achievement for many years in Scottish Model Yachting circles was the opening of Saltcoats Model Yacht Pond on June 9, 1934. This was the most outstanding event of the year, as Scotland has now a model yacht pond surpassed by only two others in England. Another important event took the form of an Exhibition in the MacLellan Gaileries, Glasgow, and, although it entailed some outlay, more publicity was obtained for less money than in 1913, when the last Exhibition took place. 274 persons visited the 1913 Exhibition, whereas 2,000 is nearer the figure on the recent occasion. The visitors came from various parts of Scotland, England and Ireland, also India, America and Africa. At least one boat has been sold as a result of the Exhibition. The Greenock Club has been welcomed back to | @s contentions, is ready to help the new comGemetion by allowing it to sail on some of its own Gees simultaneously, starting its heats either prior > or after the new organisation. We hope this Sperting gesture will be appreciated by the parties per foot), a wider appeal, and with this object in wiewW a suggestion is on foot to send the race to Fleetwood if suitable arrangements can be made, and the Fleetwood Club is kind enough to extend the courtesy of its waters for the purpose. This Cap. an exceedingly handsome silver-gilt trophy, was originally the Royal Northern Yacht Club prize for what is known as the Tarbert Race on the Clyde. It was finally won by Mr. Robertson’s well-known Yacht ** Caryll,’’ and handed over by him to the West of Scotland Club for use in encouragement of the 6-metres model class. The Club, in accordance with this desire, are ready to send the Cup for competition in any district which seems to promise the keenest possible racing calculated to bring out really outstanding examples of the class. It is in contemplation to make the entry open to all clubs affiliated to the M.Y.A. and the S.M.Y.A., and to all and any clubs abroad affiliated to the National Authority of their country of origin. Details are necessarily only provisional at present, but we suggest that each club should be limited to a single representative only. In such case the race could doubtless be run through im one, or at most two, full day’s racing, and if run in conjunction with the British Elimination Trials and International Races, perhaps by the same officials, should provide an added attraction for the International fortnight. While the West ef Scotland Club reserves the right to fix the venue for this race from year to year, it is in no way actuated by selfish motives, and quite probably would consent to follow the venue of the International and allow it to become part and parcel of that programme from season to season. We commend the suggestion for consideration of model yachtsmen generally and the M.Y.A. in particular. A race under the combined auspices of the M.Y.A. and the S.M.Y.A. would be of infinite value to the sport, and in the Robertson Cup we believe such a desirable result can be brought into being eventually. THE SCOTTISH COMMODORE the Scottish Association in 1934 season, and it is hoped that much good will accrue not only to the Greenock Club but to all the other affiilated clubs by their association with the Greenock members. An alteration in the factors of the International Rule was announced in October, 1933, but the effect of same could not become apparent until the beginning of 1934 season. So far no revolutionary change has appeared in any of the boats produced last year. A little more flam can be obtained, giving a slightly fuller section at the forward M.L. ending and a fuller deck plan forward. News comes from the East—from Anstruther to be exact—stating that 6-metre 1.2/3in. models have at last been established. It is hoped that many such boats will appear there in the near future. Some misgivings were expressed at the change of procedure at Scottish Championships in that three prizes instead of one were awarded. Fortunately no time was lost in announcing the three best boats in each Championship in 1934, In future years it is hoped the results will be as readily obtained. The scheme of registration of boats is proving useful and expediting the conduct of Championship Races. The Registrar for Scotland solicits support for the scheme by all clubs. An innovation took place this year with prizes in the 6-metre Scottish Championship, when a 6-metre design, a suit of sails and wood to construct a 6-metre boat were presented instead of the usual silver plate articles. The appreciation expressed will encourage the officials to again experiment on these lines. At the opening of the Saltcoats pond, the Scottish Association Secretary made arrangements for the filming of the events and later the film was shown in Glasgow. The Scottish Association have the distinction of knowing that this film, which runs to about 900ft., is the longest full-sized film exclusively devoted to model yachting yet produced. The film is the property of the Scottish 24 MARINE Association Secretary and can be had on loan. It has been converted to a sound film, by the cour- tesy of the producers. The A-class continues to make steady progress and it is gratifying to know that the number of models in Scotland has more than trebled itself within the last two years. So great is the popularity of this type that we have a notice of motion suggesting a Scottish Championship for this class. Our Honorary Commodore presented a trophy this year to the Dennistoun Club for competition by clubs in the West of Scotland, situated within 25 miles of Glasgow. An innovation has been instituted by the presentation of substantial money prizes to the clubs represented by the first three boats. It is hoped that the clubs will take advantage of this means of increasing their funds. The trophy is known as The Golfhill Shield. The Glasgow Clubs met and deliberated under Association auspices on the subject of trees in Glasgow parks. The Secretary visited team of Scottish boats, Fleetwood along with a which competed in the MODELS British Eliminating Trials. The standard of sailing was high and one Scottish boat took fourth prize. For the first time in the history of the sport a Welsh boat visited Scotland in 1934 and the Secretary will put forward every effort to obtain English and Welsh entries for the 6-metre British Championship (M.Y.A.) to be held in 1935 at Saltcoats, A previous Irish champion may also be prevailed on to come or to send a boat. There is little doubt about Mr. Daniels being present at Saltcoats. It is a matter of regret that the Scottish Clubs have now no elected representatives on the M.Y.A. Council, but this is probably due to the apathy of the Scottish Clubs affiliated to the M.Y.A. When the Secretary attended the Council and General Meetings of the M.Y.A. in London four weeks ago he was greatly struck by the keenness of the delegates in all matters pertaining to the sport. Sunday sailing in the City of Glasgow public parks is now permissible. D. M’PHERSON, Hon. Secretary, Scottish M.Y.A. THE 30 C.C. SCOTTISH HYDROPLANE ‘* OIGH ALBA ” Note the relative the two spark of sizes plugs. The small plug was used for the See A. record. letter from Mr. D. Rankine in Corre- spondence Columns. Photos by Alex. Monnickendam, Ayr. MARINE MODELS 25 Letters intended for publication must be written on one side of paper only and bear the signatures of writers (not necessarily for publication). Letters should not exceed 300 words in length, if possible. The Editor does not undertake to publish all letters received, nor does he necessarily agree with opimons expressed by Correspondents. THE 30 c.c. THE RECORD Sirs,—In reply to Mr. Innocent’s comments on speed of ‘‘ Oigh Alba,’’ the tests, when 40.11 m.p-h. was recorded, were purposely arranged for the M.E. Competition. If he has any doubt of the speed recorded being attained, my best reply is that I trust ** Betty ”’ has no mishaps before the International, and is at the peak of her form. With reference to different modes of starting, in my opinion a boat that cannot drive its propeller when held stationary, with prop totally submerged, should be disqualified from entry in any competition. I enclose photos of ** Oigh Alba’ unit. 27, Northfield Avenue, Ayr. , and her power A. D. RANKINE. [We are certain that Mr. Innocent’s comments were not intended to cast any doubts on the authenticity of Mr. Rankine’s record speed. Mr. Innocent has something to say on this matter in his article this month. The photos of ‘* Oigh Alba ’’ appear on opposite page.—EpiTor, M.M. | ous donation to the fund being raised in support of a genuine National Championship for the 10Rater Class. It is our effort to put this—the most numerous class of to-day—on a plane it deserves. Yachts are being built at the rate of 100 a year, and far outstrips all others. All previous efforts under the title have been little more than local—with three boats per club. Now we have reduced the entry to one boat per club and fixed on a central water, we hope to draw entries from the whole country and make it worthy the word ‘‘ National.’’ The three Birmingham Clubs are very enthusiastic, and I have reason to know that everyone who goes will have a fine time, for this sort of thing must have a strong local support. Again thanking you on behalf of Council Committee. A. LITTLEJOHN, Hon. Sec., A. C. DAVISON. [Our Dictionary, at all events, does nof contain all the words we have heard some guys round the pond call their gyes when the latter fail to func- tion.—EpITor, M.M.] and Model Yachting Association. THE GUY OR THE GYE? Sirs,—I see that Mr. Pike does not like this little invention of the Evil One spelt as ‘* gye,’’ chiefly because he cannot find this word in the dictionary. This is true, but he will find ‘‘ to gybe,”’ and it is probable that ‘* gye ”’ is an abbreviation of the longer term ‘* gybing line,’’ although such is the peculiarity of our language that in that case it ought to be pronounced “‘ jye.’’ There is also an alternative possible derivation in the dictionary, ‘* guy,’’ a stay to anything suspended, although this seems rather more far-fetched. The first looks right and sounds wrong, the second sounds right and looks wrong. It really does not matter much as either is equally well understood, but personally I prefer ‘* gye’’ which, at all events, when written, indicates the action of the thing on the boat and leaves ‘*‘ guy’’ to more appropriately describe some of the things seen round a pond. Either is a nice short term for general use, and those whose tastes run to a more picturesque and sailor-like description of the thing can easily listen to the owner of an ‘‘A’’ boat *“ when it doesn’t.” 10-RATER CHAMPIONSHIP. Dear Sirs,—On behalf of the M.Y.A. Council 1 have great pleasure in acknowledging your gener- SCORING POINTS Sir,—-Before accepting the suggestion that a run is as good as a beat, it is necessary to consider a few points:— (1) The distance covered in beating as compared to running is roughly in the proportion of 3 to 2. (2) A racing sloop is designed to sail close to the wind, and good performance on this point of sailing indicates that the design, sails, and trim are of a high order of merit. The models that win to windward generally stand high in aggregate points, and as a rule such models are good to leeward also. (3) In all important yacht races the course is set to give a fair share of windward work. On the other hand, many model yacht ponds are so situated that reaching courses prevail. I know of one pond where for many years a type of model which excelled on the reach, but was rather poor on a dead beat, held a quite undeserved reputation. (4) While admitting that a good run under spinnaker is meritorious, I hold that the highest art of design, sail cutting and trim, lies in reaching port against the wind in the shortest possible time. Yacht racing is not like working the trade winds in a square rigger; and the best yachts are normally at the windward mark first. And weatherly yachts deserve encouragement.—I am, etc., GARDYLOO. afi 26 MARINE WITH THE POWER BOAT MODELS for during the above events, and also the “* Efficiency ’’ Cup, for which points are given during the season. The Home Water is the Round Pond, Kensington Gardens, W.8, and the club have recently erected a very fine boathouse in the gardens. Any gentleman interested in Model Power Boats will find a most convivial and enthusiastic set of members in the West London, and if he will write to the Secretary, he will be pleased to give him any information. F. H. LAMBERT, Hon. Sec. 60, MODEL POWER BOAT ASSOCIATION HE Annual General Meeting was held at the Coronet Hotel, Soho Street, London, W., on March 16. The Chair was taken by Mr. J. B. Skingly, who was supported by a good attendance of members. The usual routine business was transacted, and it is pleasant to note that the accounts showed a favourable balance in hand from last season. The Association is now making good progress and is in touch with a number of clubs who are expected to become affiliated very shortly. Several rules were confirmed with relation to racing conditions, including a specification of the line to be used for pole racing, stopping devices, and the establishment of fresh speed records. The following fixtures were arranged:— May 5. Victoria Park. 19. »» June 10. », 29. 30. », July 7. Bourneville. Edinburgh. nounced later). West London (Round ton). Pond, Kensing- 21. Wickstead. », », 18. 29. South London (Brockwell Park). Farnborough. » 29. Sept. », 7. 8. Fleetwood. Grand Regatta (to be confirmed). F: McClelland; Hon. Secretary and Treasurer, F. H. Lambert, 60, Hogarth Road, Earl’s Court, S.W.5.; and the following events arranged, which include an M.P.B.A. Regatta on the Home Water :— Apr. 14 Steering Event. 5 Nomination Event. May », 26 Round the Pond Race. July + 21 M.P.B.A. Grand Regatta. Steering Event. June 16 Grand Regatta. p > Nomination Event. Steering Event. HE BAY NEWS ITEMS MINIATURE Committee are YACHT arranging an CLUB Exhibition E of Marine Models (Ancient and Modern) to celebrate the King’s Jubilee, for which purpose the Grand Pier Pavilion has been engaged. The Committee will be glad to have the loan of model windjammers, warships or other items of M.Y.C. (Long Pond, Clapham) T Commodore, W. T. Parry; Vice-Commodore, J. Wilby; Committee, R. S. Every, W. Butler, R. 1 LATE S. WESTERN were elected : — Sept. and quality, and the prize has been awarded to Mr. F. M. Bridge, 12, Warren Avenue North, Fleetwood, Lancs., for his photograph‘* A Contrast in Starting Methods,’’ which will appear in our next issue. No more pictures of pushing starts are required at the moment. All communications to Fred. Bennett, Hon. Secretary, *‘ Annandale,’’ Herne Bay. Glasgow. Wickstead—Team Race. WEST LONDON M.P.B.C. W. HE photographs submitted this month showed de considerable improvement both in number nautical interest. At the recent Annual General Meeting of the above club, the following Officers and Committee Cooke, S.W.5. OUR MONTHLY PHOTOGRAPHIC COMPETITION HERNE International Race (Venue to be an- London, Hon. Secretaries of Model Powerboat Associations and Clubs are invited to send us regular news for publication in this column. Swindon. » Aug. Il. Hogarth Road, », 15 Nomination Event. In addition to the above, the following two Cups, ‘‘Capstan”’ and ‘‘Valkyra,’’ will be competed last it is possible to give some news of this recently-formed club, which had its inception about last August: The members are now established in a fairly comfortable boathouse adjacent to the pond, and recently asked the Clapham M.Y.C. to give them a friendly match. This was held in due course with 10Raters and the Clapham Club emerged victorious by a small margin. Later a return match was sailed, but this time the Clapham men had matters their own way. On March 16 the Blackheath M.Y.C. visited the S. Western for a friendly set-to with 36in. Restricted Class, and this resulted in the S.W.M.Y.C. registering its first win in this kind of inter-club match. The 10-Rater Sopwith Cup Regatta has unavoidably been postponed, but it is hoped to announce a fresh date in the near future. The club would like to have more of these friendly matches and other clubs are invited to get into touch with the Hon. Secretary, C. Giles, 25, Harvey Road, London, S.E.5. MARINE MODELS 27 AOTIAS MODEL SPEED BOAT RACING IN U.S. AND U.K. Query.—What is the type of hulls, type of @seme and displacements, the course and method ef running the power models and obtaining the speed of thirty miles per hour? 1 am not a power-boat man but have been inSerested in their development and wonder why the @ference in miles per hour here and in England. The Detroit Model Yacht Club has raced power models since 1922 and the best speed is twenty-two mules per hour, in 1934. We have about eight such boats. The following is a description of one et these models :— Displacement type hull— Total displacement, 19]b. Beam, 124in. Length over all, 42in. Engine, 1 cubic inch. Saturated steam boiler of 200in. of 5/16in. tubmeg. 300lb. pressure. 2-burner gasoline torch. Method of Racing. Boat runs in circle on end of 50ft. line. Boat gets three trys to make a continuous run of 5 laps. The average of the 5 fastest represents miles per hour. consecutive laps The above is the methods of racings in Detroit. In 1933 I acquired of Com. Gar. A. Wood a very beautiful perpetual trophy and donated to the Detroit Gold Cup Committee. The qualifications for a contestant for the Wood trophy are that the boat must be 50in. over all or under; strictly displacement hull; any type of power, with but one screw. Boats are raced as mentioned above but are timed by representatives of the Yachtsmen’s Associations of America with an electric timing device. | would like to know how this compares with facing on your side of the ocean. Compr. Harry A. MILLER, Delegate of the Detroit Yacht Club. RepLy:—Mr. Editor has asked me to reply to the above letter, so here is my opinion. Firstly, the speed is hopeless as a racing job, but is good for a displacement hull. All our successful racing boats are single step hydroplanes with plane inclinations averaging | in 30, and built almost always of plywood. I shall be writing on hull design and construction in my mext few articles. A typical specification for a fast flash boat would be as follows :— Hull.—Length, 39 in.; beam, 12in.; weight, 1415ib.; plane inclinations, 1 in 50; step, about 4in. deep, and situated the transom. between 15 and 18 in. from Engine.—3in. bore by jin. stroke, or a little larger twin-cylinder, single-acting piston valve, the valve chest being placed across the tops of the cylinder block. Iron rings on iron pistons would work in iron boxes. The valve would be ringless and run in iron. Boiler.—30 to 40 ft. of jin. tube, wound in three or four coils, connected in series or with the last 20 feet in parallel, cased in steel lined with asbestos and louvred. Lamps.—Twin burners 14 or 14 diameter, ning at 80lb. pressure, and burning petrol. run- The boiler should run red-hot at the delivery end and the steam must be bone dry. No steam should show at the exhaust but only oil smoke. This indicates very high steam heat and means that only ferrous metals may be used for the cylinders, pistons, valve gear and piping, but they may be brazed together provided a rather high melting spelter is used. An I.C. boat to compete with this steam plant would have a similar hull but the outfit would be two or three pounds lighter. The engine of 30 c.c. capacity (1.83 «u. in.), four-stroke, singlecylinder, O.H.V. with inclined valves or a 30 c.c. two-stroke of very modern design. The I.C. boat, once right, will be far more reliable than the flash plant and two runs are quite sufficient to get a sound result. As I have already pointed out, results can be obtained with an I.C. engine which is 75 per cent. a commercial job, and I refer you, therefore, to the issue of September, 1934. A flash engine must really be designed for the job as none of our commercial engines have the necessary stiffness, valve area, gas freedom or degree of lightness required. The Vines flash steam engine, plans and description of which appeared in this Magazine, is a fine job and suitable for high speeds. Lastly, avoid the fatal mistake with a flash plant of using too much water and arrange the feed so that the lamps are ahead of the water for at least as far as the course is long. No comment is required on the method of running, as it appears to be the only practical one, and is in general use. J. B. INNOCENT. CHANGE OF ADDRESS EADERS are requested to note that Mr. A. W. Littlejohn, Hon. Secretary of the M.Y.S.A. (Round Pond, Kensington) has changed his address to 19, St. Dunstan’s Avenue, Acton, London, W.3. Lull 28 MARINE MODELS OPEN REGATTAS, 1935 SEASON PROMOTED BY CLUBS AFFILIATED TO THE The Hon. Secretary of the Model Yachting Asso- ML.Y.A. ciation has kindly furnished us with the following list of Open Regattas held by Affiliated Clubs:— Aug. 3. Gosport A-class ‘‘ Nyria’’ Cup. Entrie (2/6) to W. G. Baker, 20, Richmond Road Gosport. April August 4. 13. Birkenhead M.Y.C., Parks Committee ““A”’ Cup. Entries to A. Hornby, 47, Claugh- ton Drive, Wallasey. April 19-23. Bradford M.Y.C. Regatta. April 19-20, Bradford ‘*A’’ Cup; April 21, 10-Raters; April 22, ‘‘Wade’’ 6m. Cup; April 23, 36in. Restricted Class. Entries to R. L. Crowther, Post Office House, Leeds. April 20. Victoria Park, Glasgow, A-class Regatta. Entries to J. Winder, 9, Devonshire Terrace, Kelvinside, Glasgow. April 20-22. 10-Rater Eastbourne, Chamber of Commerce Trophy, 11 a.m. Entries to F. Borkett, 93, Tideswell Road, Eastbourne. April 22. Gosport A-class Subscription Race. Entries to W. G. Baker, 20, Richmond Road, Gosport. April 28. M.Y.S.A. iy gue “Dacia” 10Rater Cup. Entries to A. W. Littlejohn, St. Dunstans Avenue, Acton, W.3. May 4. Victoria Park, Glasgow. Entries as above. 19, 12-m. Regatta. May 4-5. Surbiton, ‘‘ Glenham ’’ **A’’ Cup, 11 a.m.; 3 boats. Entries to J. G. Feltwell, 90, Church Road, Barnes, S.W.13. May 11. p.m. Road, Ilford, Essex. June 10. City of Birmingham M.Y.C. *‘Macdonald”’ Trophy, 10-Raters. Entries, 2/6, to C. E. Lemon, 33, Jaffray Road, Erdington, Birmingham. June 10. Gosport Entries as above. A-class Subscription Race. June 15. Forest Gate M.Y.C., Coronation Cup 10Raters, 3 p.m. Entries as above. June 16. Surbiton, Gosnell ‘‘A’’ Trophy. as above. July 6. Entries Fleetwood M.Y.C., 36in. Restricted Class. Entries to W. Roskell, The Club Room, 42, Abbotts Walk, Fleetwood. July 20. Saltcoats Scottish Association Road, Aug. 5. Aug. A-class ** Lillian ’’ Cup. Entries to D. McPherson, 31, Windsor Terrace, Glasgow. Littlehampton. Gosport A-class Regatta. Entries as above, 10. Saltcoats, 3 p.m. August Kemp 6-m. Challenge Shield, Entries to D. McPherson, as above. 17. Fleetwood M.Y.C., 10-Rater. Entries to W. Roskell, The Club Room, 42, Abbotts Walk, Fleetwood. Aug. 24. West of Scotland (Victoria Regatta. Entries to A. W. K. Summerfield Cottages, Glasgow. Park) 6-m. Rodrick, 22, Aug. 31. Barshaw Park, Paisley, Scottish Association 12-m. Championship. Entries to D. Me- Pherson, as above. August 31. Birkenhead M.Y.C., ‘* Livingstone ” 12-m. Cup. Entries to A. Hornby, 47, Claugh- ton Drive, Wallasey. Sept. 8. Hove, Corporation 10-Rater Challenge Trophy, 11 a.m. Entries to W. C. Hacking, 12, Dorothy Road, Hove. September 14. Fleetwood M.Y.C., A-class. Entries to W. Roskell, The Club Room, 42, Abbotts Walk, Fleetwood. Sept. 14. Forest Gate, Caius Bliss 10-Rater Cup, 3 Entries to H. W. Apling, 212, Thorold Littlehampton M.Y.C., *‘ Leader ’’ Cup, 36in., 11 a.m. Entries to A. Kelly, 134, Arunde! Barshaw Park, Paisley, Scottish Associa- tion 6-m. Championship. Pherson, as above. Entries to D. Mce- Sept. 28. Forest Gate, 10-Rater Knight Cup, 3 p.m. Entries as above. A FORTHCOMING EVENT Y.M. 6-M. O.A. Elsewhere in this issue an advertisement of the ** Glenham’’ Cup Race will be found. This handsome trophy was presented to the Club by its President, Mr. T. B. Davie, owner of the wellknown racing schooner ‘‘ Westward.’’ Mr. Davis is, we believe, the only owner of a first-class racing yacht who is also his own sailmaker. This year’s race will be the sixth contest for the Cup and, as usual, the winner will receive a replica of the Cup. These replicas are very nice cups and well worth winning. The race takes place at Surbiton on May 4-5, and promises to be an interesting event.