Marine Models: Volume 8, Number 7 – October 1935

MINN) yyy \ NY N INCORPORATING Vol. VII, No. 7 THE MODEL Published on the Seventh of each Month YACHTSMAN October, 1935 EDITORIAL crease its size. This matter has often been in our minds, but we believe that there are some readers who prefer the present price. oi nts Bw oy : Mi ERAT i lished for Marine Modellers. It is our aim to improve the Magazine continuously, but naturally we cannot do as well in ordinary numbers as we can with a special number at eighteen pence. Many readers tell us that they wish we would raise the price of MARINE MODELS to ninepence or a shilling, and in- Pn The small amount of club news during the winter gives us an appreciable amount of addi- tional space that we are able to devote to technical articles on various subjects. We have received many congratulations on our Special September Number, which we are told is better than anything previously pub- ES: season. ST our last month’s Editorial was incorrect. The French entrant for the Fleetwood Regatta was only delayed four hours at Southampton, not two days as we heard. Our information came from a source that is usually most reliable. We were not in error, however, in stating that M. Boussy was mulcted of £5—duty on his boat. Prior to the Regatta, Mr. J. Marsden, acting on behalf of the M.Y.A., communicated with H.M. Custom House in London and with the Customs at Newcastle, Harwich, Liverpool and Southampton. At Newcastle no difficulty was experienced, but a returnable deposit of £2 was asked. At both Harwich and Liverpool there was no trouble of any kind, but at Southampton the reverse was the case. In our Editorial we omitted to mention that the Southampton M.Y.C. did everything possible to assist M. Boussy, and speed him on his way to Fleetwood. Although the Channel steamer arrived at a very early hour in the morning, M. Boussy was met by two members of the local club. During his enforced wait these gentlemen did everything to entertain our French guest and clear up the impasse about his yacht. Nevertheless it is a very serious matter for a foreign competitor to be treated in this way and made to pay a non-recoverable duty. We hope that representations are being made in the right quarters to get a refund of the £5 charged M. Boussy, and also to ensure that there is no repetition when foreign model yachtsmen again visit our shores. The racing reports in the present number more or less cover the concluding fixtures of the season, and most model yachtsmen and model powerboat men will be turning their attention for the next few months to annual refits or new constructions for the 1936 —— tion upon which we based part of oem E are informed that certain informa- > ee Pe i. eeearpe ose rg Seem Vi 184 MARINE THE MODELS VANE GEAR By SAM. O. BERGE In this article the International Champion gives clear instructions how to make and use a gear similar to that on “ Prince Charming II.” el HE skipper of Marine Mopets has asked me to give an article on the Vane gear’ and its use. I will here try to tell about the gear as used on “ Prince Charming II.” The Vane gear is no new invention, but Mr. Jack M. Iversen, of Stockholm, brought it into use in Scandinavia in the autumn of 1931, and claimed a patent for it. The following season, 1932, most of the Swedish models entered for International Races at Oslo were fitted with the gear, and had a great success with it. Director A. Nede, of Stockholm, had an article in The Model Yachtsman, of October, 1932, with pictures showing the gear in action, and brought also a drawing of the Iversen gear. This article brought some letters about similar gears of older date. A letter from the great Nat. Herreshoff himself tells how he used a similar gear back in 1875. He also tells about a gear he used some few years ago. This letter you will find in December, 1932, number of The Model Yachtsman. Now to the gear of mine. I noticed from Mr. Herreshoff’s letter that he made his gear hang on a pintle to eliminate friction, and he used a friction disc to hold vane at desired angle to the gear. I ordered a celluloid vane from Mr. Iversen and made the rest of the gear myself, according to the ideas given in Mr. Herreshoff’s letter. The drawing will clearly show you how the gear is built up. The vane is made from celluloid, having a brass frame, or stiffener, fitted to the leading edge, and the lower part of it given the form of a sleeve. The vane shaft is tin. brass pipe, soldered to a disc or quadrant with a lever going forward to end of tiller, which is turned aft. The friction disc is placed on the vane shaft on top of quadrant, and acting as a kind of clutch between vane and the quadrant. On top of vane shaft is a steel wire spring (a steel spring from an old bicycle pump is about right), adjustable by a nut to ‘give sufficient pressure on disc to hold the vane to any desired angle. For windward work, I use vane about 40° from amidships, and you will notice on drawing two’small screws to adjust limit of movement of vane for beating. For reaching and running, it is necessary to lift the vane sufficiently to pass over the screws. The whole gear is hung on the pintle, as shown on the drawing, and there is a minimum friction on moving parts. USE OF THE VANE GEAR You will soon find out that for having Vane gear work well, you will have to move the mast aft, say, one or two inches for an A-class model (on “ Prince Charming II’ mast was moved about 2in. aft). In fact, you have to sail with centre of effort placed almost as on a real yacht. The Vane gear has to feel the rudder, as has the helmsman on the major yacht. Sketch a shows the principle or idea how to get balance for windward work. I know people have tried Vane gear in England, and discarded it. I guess they have used it with mast in same position as when using Braine gear. Then they sail either too full or too close, according to angle of vane, and maybe the yacht sails too full or too close in rapid succession as wind takes on either lee or weather side of vane alternately. Beating to Windward To have your model sail a steady course to windward, it is necessary to have wind pressure on lee side of vane to balance water pressure on lee side of rudder. As water is more solid than wind the vane has to be of considerably larger area than the rudder. On my gear the vane is about three times the area of the rudder. Beating with Vane gear you can have your jib sheeted looser than when using Braine gear, and you can then be sure not to have your mainsail back-winded by the jib. Tuning up, you had best start with vane 40°-45° from centre, and move mast aft till you find the best position for it; mainsail ae as usual, but with jib slacker than usual. MARINE \ VANE 1N \ Fone AnD AFT YosiTion_ AREA ae _cA 45 i ; cA. 450 AREA TuddER Nut XQ 4! k : io ae Pe 185 ‘ mm | MODELS ; EAE —T ae 7 TO_UNDERS! DE, fa: FRILTION MISE a VANEGEAR| DF PRINCE CHARMING R._ ‘ =) tf VANE POSITION FoR STARBOARD TACK Fore = Hoowen HERE For UN NING oat a vi @ AowsTiNG StREWS — —~ eae i MR. S. O. BERGE’S VANE GEAR Guying Assuming we have the model in a fine trim for beating, and wind is coming from one of the corners of the pond, she goes off on the long leg and comes to the bank near the finishing line. You then simply turn the boat off with the pole, jib full, without touching the vane. She will go out a couple of lengths and then vane, acting as a rudder guy, turns the model on the original tack. That is the ordinary short-guying and that is the only experience I have had in guying, but maybe a pin-rack might give some longer guyings. But be sure to have enough pressure on friction disc so that it shall not slip in strong winds. When in winning position on a beat | the first day of Internationals, the vane slipped when guying because the spring was too weak, the model completely lost speed, and lost after a close finish. 186 > oe ep _ RUN WiTHouT SPENNAKER ae VY w Maun Boom To as PRESSURE STARBOARD WIND PRE SsuRE ON VAN 70 BAWANCE WATER PRESSURE a ie PRESSURE on RupDeR ni _ ON RUDDER Om RePOER aa Pew. 7 == HOW TO SET THE VANE GEAR Running Sketch B will show you the way to set the vane for a run without spinnaker. Using spinnaker, you can use less rudder. This is for a straight run, but if wind is coming from one of the corners you may put vane over to same side as the mainboom. At Fleetwood | had to put vane 10°-50° off centre, according to veering or backing of wind. With spinnaker set, you should try to keep away from weather side, especially if water is low. Reaching As for reaching, I have not much experience, but you will soon find out the best angle for the vane, provided the wind is not veering or backing too much. For a run I found it necessary to have a kind of rubber guy hooked on to boom and eyes, to ensure keeping one of the eae the boom on the right side, when giving Once I forgot the great starting push. to hook it—boom swung over and model did a circle before going down the pond. When model is coming to lee bank it is an easy and quick retrim to turn the vane slightly, for instance, about 5° or more, and let her go. The same thing on weather bank, provided the water is not so as to get free For many years your pond-sailors have looked upon full-keelers as hopeless things for pond sailing. Whether the Vane gear is the solution of making a full-keeler perform as well as fin-keelers with Braine gear, should need more tests, but the showing up of “Prince Charming II” at Fleetwood should recommend its use. If the model comes to the weather bank on a dead run, | think it necessary to turn mainboom over and put vane about dead-centre forward—this assuming you hit the bank way [There are two additional factors which contributed to Mr. Berge’s success, but he modestly refrains from mentioning a very cleverly designed boat and his own skill in handling her.—EpiTor, M.M.] wind. down the lake. But there were many other factors, too: good sails, a very clever mate, careful sailing, and last but not least, good luck! MARINE MODELS HOW TO MAKE MODEL SHIP STEAMER FITTINGS 187 AND By A. P. ISARD, A.M.I.Mech.E. (Continued from page 147.) ee a eee — on — ae Leakage is indicated by means of gauges connected with the various watertight compartments into which the vessel is divided. These gauges indicate the depth of water in any compartment of the ship to which they are connected. Similar precautions are taken against fire, the whole object being to localise the danger from the start. Model makers will not be concerned in the manufacture of these delicate tell-tale instruments or with internal arrangements such as working watertight bulkhead doors, etc., but rather with such apparatus as can be seen on deck. Rafts, floats and deck seats are of great importance and are carried to accommodate about 25 per cent. of the souls aboard, they must be of manhandling gize and strong we SaPE Oe emanates. —— – Se a SE TS – oan ins Fite ae . ER ae enough to permit of being thrown overboard without damage, float equally well on either side, arranged for stowage compactly, and located in such a place on deck that they are immediately available and cannot foul any other gear; all should be fitted with long painters so that they can be taken in tow when afloat, if desired. Carley lifefloats, as shown in Figs. 113 and 114, are carried in numbers by most large vessels. Fig. 113 represents the type carried by warships, Fig. 113a showing the apparatus closed when stowed away on deck, and Fig. 113b as it would be in use. => small hand levers. Sometimes the control position is remote from the actual apparatus, chains and wires being used to couple up. In the ordinary apparatus, as shown, the arms are usually worked by endless chains over sprockets, and one of the levers operates its sprocket by means of a loose sleeve. The small arm is called the * indicator,” and shows which side the message emanates; it must be remembered that quite possibly the message is being read from both sides at the same time, and without this “ indicator ” the reverse letters might be read, such as K for V; the indicator arm only moves through half a circle, and its operation is simple. When the apparatus is not in use all arms fold away within the post. In some patterns the post is solid and the signal arms are fixed to the outside together with their operating gear and hang down alongside the outside of the post when not in use. Possibly this pattern may appeal to the model maker on account of easier construction. Make the post by cutting out two pieces of brass from suitable gauge brass sheet, and solder together after inserting distances pieces, in order to form the two slots. Drill holes for the arm pins; drill, file and cut out the square socket base, and fit post carefully to same, securing by soldering. Cut out the arms, noticing that the indicator arm is about three-quarters the length of the signal arms; and drill for their respective pins. Make these pins a tight fit so that the arms can be pushed about and will remain where pushed. File or turn up the little hand levers and fix to their respective shafts by a touch of solder, and our dummy apparatus is finished. If it is desired to make a working model, since such small chains are out of the a es The signal arms for transmitting messages rotate in a complete circle quite independently of each other, being operated by means of —— etc. question, try small rubber bands round the arm and lever drums. In this case make the arms move freely on their shafts. The interesting subject of the safety of life at sea and description of the various apparatus would absorb volumes, and most of it is quite outside a model maker’s requirements. Nevertheless a brief outline of its objects will not come amiss. The chief causes of disaster are collision, loss by weather or fire, and certain precautions, together with signalling devices leading to control positions, such as the bridge, have been thought out with the object of immediately acquainting officers of the watch when and where the trouble ps oS N page 147 I gave a drawing of a marine semaphore, such as is found on the bridges of H.M. ships, liners, 188 rypeas p= ae 1h: Hig = En we cl ve en a oe“ij x ‘ \¥, {a SS’ A Fig a Sa ai i ee PRO RES ESO ee FiG.tida. 1134, i ORS FIG, 03. Their construction is the same as the warship type, being copper tubes divided into a number of watertight compartments. It will be noticed that there is no floor, but a larger number of hand lifelines. They can be stowed away on deckhouses, against the ship’s rails, or anywhere else convenient, either vertically or horizontally, or in a stack, one on top of another. If the scale of the model is large enough, the model maker would find it best to bend them correctly, out of very thin copper tube, but, of course, without multiple watertight Fig.it+. They are madein several sizes for carrying from six to 39 persons each. For the smallest size, carrying six, the dimensions would be 3ft. 6in. x 6ft., with a weight of 165 |b.; for 20 persons, 6ft. x 9ft., 400 lb.; for 39 persons, 8ft. x 12ft., weighing 570 |b. From these figures the scale sizes can be worked out to suit the models required. These floats are constructed of copper tube with a number of watertight compartments. It will be noticed that the tube is made in sections and roped all round in the manner shown; four eyelets, sometimes six, are equally spaced on the top-side of the tube, and serve as lifting rings to which tackle may be bent, when requisite. The floor gratings are suspended by strong rope netting, which automatically extends to its level when afloat; there is a number of lifelines bent to the main roping. These floats are practically 100°, efficient, as they are easily stowed, easily handled and unsinkable. Fig. 114 is the type used chiefly by passenger ships and is somewhat lighter than the warship type. These are made in two sizes, the smaller being 6ft. x 3ft. 6in., with a weight of 165 lb., suitable for 16 persons, and the larger size 8ft. x 4ft., with a weight of 301 lb., for 20 persons. compartments. In the majority of cases the scale will be much too small to allow of this method, and they should then be carefully carved from some hard wood, such as boxwood, and roped with suitable-sized fishing line, the lifeline hand-grips may be suitably shaped beads, or made in the proper manner by turning them from hard wood and boring longitudinally for the line to pass through. The grating for the warship type should be made up from little prepared slats of thin wood, fixed by waterproof glue, and varnished all over. Fine netting can be bought from a draper and dyed dark brown by dipping in strong coffee, which makes a good permanent ye. The warship type should be finished by painting battleship grey, and the passenger type white, with the lifeline hand-grips varnished or left plain wood. Painting should, of course, be completed before the tube is roped. The reader will appreciate that we have been discussing modern apparatus, but as we go back in history simpler and cruder methods were employed. To-day the care of human life is the first.consideration, with the result thatit is no more risky to take a voyage than a journey on land. (To be continued.) MARINE MODELS 189 HOW TO BUILD THE SHARPIE 10-RATER “ STELLA” By W. J. DANIELS & H. B. TUCKER flush. The boat can now be removed from the vient eer See ed en te 5 ee yer wes es a wo SIS —_— Fr setae et ee n= operon SOT eT a > a ee . aE ae Anak > on to the plank. Please note that the full height is taken as the deck is going to be let in flush with the top of the sides, also that the distance on the side between the stations is greater than 6in. owing to the curvature of the side. Cut out the side, trimming the top sharp to the sheer line, but leaving the bottom edge a shade full. Also leave a slight overlap at the transom. Make a duplicate for the other side of the boat. The sides can now be fixed in position, being glued to stem, chime stringers, bottom and transom. Be careful not to get any glue on to the moulds. Screw the ends to stem and transom, and fasten along the chime stringer with the small copper or brass nails. Set aside until the glue is thoroughly dry, and then, with glasspaper wrapped round a block of wood, proceed to rub the bottom down, trimming the bottom of the sides off — Remove the plank and square a line up the board at each floor station. Now measure the heights of the side at each station from the body plan, and mark id as should be used if you.are planking with mahogany, and intend to varnish the boat. This material shrinks considerably during drying, so any stopping should be left proud and not rubbed down for at least 48 hours. Before the sides can be fitted the plank edges of the bottom must be trimmed sharp ‘to the chime stringers. This can be done with a piece of glass paper wrapped round a of the floor stations. “we ¥ * on. When the planks are fitted, they can be glued and fastened into position. Glue edge to edge, also to chime stringers, kelson, floors and transom. Fasten to the transom with small screws, also screw to each floor. Use small copper or brass nails for fastening to the chime stringers and also to the kelson in the middle of the boat where the outer wood keel will come. The ends of the plank can be fastened along the kelson with small brass screws, say, jin. No. 0, or with brass nails, with an occasional screw. The next plank is similarly shaped to fit against the centre one. It is duplicated for the other side of the boat, and this pair of planks is similarly fixed in position. The two outer planks on each side will be a little narrower, as the curve of the floor is a little steeper at this point. There should be no gaps anywhere between the planks, but if a bit of bad fitting has occurred anywhere, it can. be caulked with plastic wood. This material can be had in natural and mahogany colours, and the latter oF Pe go block of wood. Take care not to round this edge off, or the joint with the sides will not be satisfactory. To mark out the side the first thing is to fit the fore end, which houses in the rebate, down the stem. Take a slip of cardboard, about 2in. wide. The exact width is of no importance, the important thing being for the two sides to be parallel. Offer the plank to the boat and at the same time place the cardboard with one side in the stem rebate. Draw the wood back until it can be marked out most economically. Then, using the edge of the card, put a pencil line to give the rake of the stem rebate, and cut the plank accordingly. Again offer to the boat, and put the fore edge of the plank into its housing in the rebate. Tack lightly in position. By running a pencil along the bottom of the chime, you get the exact shape of the bottom of the plank. At the same time, mark the position ae ~~ the first part of this article: we described how to set up the sharpie’s hull and the building as far as making the first plank for the bottom. Make an exact duplicate of this plank for the other side of the boat. Try the two planks at once and see they fit along the centre-line of the boat. It should have been mentioned that the sides of the boat overlap the bottom along the chimes, and, therefore, the outer edges of the bottom planks lie flush with the outside of the chime battens. Leave these edges a little full during the planking of the bottom and trim up before the sides oe es ee 4 ae N ene (Concluded from page 158.) 190 MARINE moulds. In order to prevent the sides spreading during the time before the deck beams are put in place, a temporary tie must be fitted. Take a piece of wood about 3in. or 4in. longer than the beam, and nail two blocks to the outer ends, at such distance apart that they will just take the top edges of the sides, and place across the boat’s gunwales. The inwales must be prepared. These are 5/16in. thick by 3in. deep. The forward ends are bevelled off at an angle to butt against the stem. The after end is tapered off to fit on top of the chime stringers butting against the forward face of the transom. The inwales have to be fitted 1/10in. below the top of the sides to permit the deck to be dropped in flush. The deck is to be 1 /10in. thick. It will be seen that the top of the inwales will have to be bevelled off on the inner edge to permit the deck taking fairly on top of it. The angle can easily be judged, and a plane will soon do the necessary. Fix the inwales in position with glue and the little brass nails. At the after ends screws can be put downward into the chime stringers, and at the forward ends screws can be put right through sides and inwales into the stem. Use fine brass screws for these purposes. The fin and skeg have now to be made and fitted to the boat. These make a sharp angle with the hull, and the garboards are not padded out in any way. The fin is built up _ bread-and-butter fashion from lin. layers of wood, and the skeg is made in one piece Zin. thick. The amateur builder need not be frightened of the task of carving the fin to shape, as it is designed to be a very simple job. It will be observed that the fin is bulbed somewhat, and the shape to which the layers must be sawn out is, therefore, a combination of their top and bottom faces. It will be noticed that additional station lines are given for the fin. The waterlines, of course, give the shape of the keel at the level they appear on the drawing. in marking out the layers, first mark the centre-line, and then square the station lines across. Carry right round the piece of wood with these lines. On the upper face mark the widths and draw in the waterline. On the upper face also mark in the shape of the lower face. When cutting out, you will have to saw MODELS right outside, whichever face is greatest. For sawing, use a bow-saw or compass saw, and cut 4in. outside the lines. Before sawing, however, turn the layer over and mark on its under face the shape of the waterline that comes there. When you have sawn out, take a sharp chisel and pare the layer to the exact shape of its lower face. The upper layers, which butt against the hull, can be carved along the top and fitted to the hull before being carved to shape. When they have been cut out, and the faces pared to shape, the layers must be glued together. It is essential to get the keel absolutely vertical and in the correct fore-andaft line, as on this the straight sailing of the boat depends. The joint between the two middle planks gives the correct fore-and-aft centre-line. On the fin itself you have the centre-lines on each layer. The beginner is advised not to fely solely on his eye to get the keel vertical. The boat can be chocked up evenly and tested with a spirit level. A plumb-bob can then be rigged up over the centre-line and the fin checked by this means. In order to hold the keel on to the hull you are going to use keel bolts, made from 12-gauge cycle spokes, with the nipples as nuts. These can be used to hold the keel together during gluing and carving. You have, therefore, to drill the holes through the layers. Mark the positions for the bolts on each layer and drill half-way from the top, turn the layer over and meet from the bottom. In this way you will get the holes quite true. When the fin has been glued up, carve to shape, using plane and chisel. All that has to be done is to take off the steps and bring down to the shape given by the waterlines, as trimmed up before gluing. Finish off with. glasspaper, wrapped round a cork block or piece of wood, working across the grain as much as possible. Having shaped the fin, the next step is to cut off that part of it which represents lead. This will be used as pattern for the lead keel. Mark the leadline on both sides of the fin. Then draw parallel lines din. below the leadline. With a fine-tooth saw cut off the lead pattern, cutting between the two lines. Trim the pattern and fin sharp down to the lines. On top of the pattern, glue slips of din. wood, | to bring it up to the full size. It is necessary making are all detailed, and there is also a chapter on sailing and handling the Braine Steering Gear. A more elaborate book by the same authors, Model Sailing Craft, deals with the same subjects in a far more extensive way, and details every fitting for a modern racing model as well as methods of building. In conclusion, we may add that the model whose building is described is capable of competing on level terms with the fastest 10raters in existence, and the builder should reap his reward in the form of success in competition. At the same time the novice must not expect to be successful before he has learned to handle his boat skilfully, and tuned her up properly. Good sails and gear are equally necessary for success in open competitions. Practice, care and forethought all play their part in model yacht racing. The best boat will not win unless her skipper and gear are up to the mark. Nevertheless Cup winning is not the true object of model yachting, and a well-fought board should give as much pleasure to the loser as the winner. We hope that * Stella’ will bring good sport and much pleasure to our readers. EASTERN DIVISION OF M.Y.R.A. OF AMERICA Co: B. 1 i ig ae we ia=en sles _—_— “we #7 = mieiiieiaili ‘tony ‘ -osaiats —— a oo os OT in hand, and these were made only as brief reports. The 1936 season promises to be a continual series of important Regattas in the East and West alike. ee meeting was brief and conducted in a businesslike manner, lasting only 30 minutes. No discussions were had except those pertaining to the business ‘ as on August 31, 1935, to hold such office until the close of the next Annual Meeting in August, 1936. Each member club being entitled to one Committeeman, it was decided that the entire Committee would act as a Council to settle all disputes that may be brought before it, rather than the appointing of a smaller group to act in this capacity. Two new clubs were accepted into the Division—the Clove Lake M.Y.C. and the Jersey City M.Y.C. The a envy a — sie Jersey, on Saturday, August 31, 1935, the following Officers were elected: —President, Dr. H. J. Stout, of the Philadelphia M.Y.C., 20, Phila-Ellena Street, Germantown, Philadelphia, Pa. Ist Vice-President, Chas. Heisler, Snr., of the Deeper Hudson M.Y.C., Hampton Manor, Rensselaer, N.Y. 2nd Vice-President, John A. Erickson, of the Mill Pond M.Y.C., 17, Adams St. Port, Washington, N.Y. 3rd VicePresident, A. P. Rudkin, of the Linden M.Y.C., 16, East Munsell Avenue, Linden, N.J. Secretary, C. O. Brook, of the Deeper Hudson M.Y.C., 912, Broadway, Rensselaer, N.Y. Treasurer, A. S. Anderson, of the Red Bank M.Y.C., Lennox Avenue, Rumson, N.J. Elected Officers take office ns At the Second Annual Meeting of the Eastern Division of the M.Y.R.A.A., held at Red Bank, New . Treat the under-side of the deck similarly. The lead is bedded on to the wood keel with paint, and the wood under the rudder tube is likewise painted or varnished. The keel must be fixed before the deck is finally placed in position. The skeg is, of course, screwed through from the inside of the hull. The methods used for these processes and for finishing off the boat are perfectly normal. Those who are unfamiliar with these are advised to buy a copy of Build your Boy a Model Yacht, by the authors of this article, price 2s. 6d. Although this book primarily deals with a little 30-in. Restricted Class model, the methods described are equally applicable to any model yacht. Rudder fitting, steering gear, spar and sail- 191 == ae aST to do this, as otherwise you would lose the width of the saw-cut, and the two parts would not fit. Trim the slips of wood down to the rest of the keel. While the keel is at the foundry, being cast, the builder can fit the rudder tube and mast step. The deck beams can also be made and fitted. These should be cut straight on the bottom side, and can be Zin. deep at the outer end. The deck beams can be cut from din. pine, and their camber can be ascertained from the design where the top line of the sheer plan gives the height at the centre of the deck. Their outer ends are morticed into the inwales. ; When the deck beams have been fitted, the deck can be made. The easiest way to mark and fit is to offer to the boat and draw a pencil line round the boat. A second pencil line is then drawn inside the first, allowing for the thickness of the sides. Cut at the outer line, and trim down gradually, testing during the operation. The deck should be cut from jin. pine. The deck has also to be cut for the hatchway and mast slide, also the hole for the rudder tube must be bored. To obviate splitting at these points, glue pieces of material to the under-side. Spare pieces of sailcloth will be very suitable for this purpose. You must also work out where the deck fittings will come. As the deck is too thin to give holding for screws, thin reinforcement slips of mahogany should be glued to the under-side, where the screws will come. Fix the mast step in position, but before doing so give the whole inside of the hull three coats of boat varnish. The first can be diluted with turpentine and acts as a filler. MODELS ow MARINE (Continued from page 153.) A T the conclusion of the September instalment of these articles I had just described how to make the connecting rods of the model paddle steamer engine made up from stock model locomotive parts. I omitted to mention, however, that in making the connecting rod one must remember to arrange the length so that the piston has an equal clearance in the cylinder at each -end of its stroke. It will probably be necessary to offset the eccentric rod, but this will depend on the parts purchased. In one of the most common types of eccentric which is sold for model locomotives, the rod can be removed from the strap, and a longer rod fitted. This is what is actually shown in the drawing. The tod is flat strip steel, filed to shape, and the two rods should be filed up together. The form of knuckle joint shown can easily be sawn and filed to shape. This can be steel or bronze. On a small engine it is unnecessary to bush the holes. The pin is steel. When making the eccentric rod this should be made a little too long when filing up. Take the cover off the steam-chest and arrange the length so that equal port opening is given. The rod should be sweated as well as riveted to the strap and knuckle. The valve timing can now be adjusted by means of the grub screw. The inlet port should open just before the commencement of the stroke. The direction in which the engine runs will depend on which way it has to be installed in the boat, but if there is a choice it is preferable to arrange for the thrust to come on the top guide. Whilst you have the cover off the steamchest, the new hole for the inlet can be drilled and tapped for the inlet pipe. By having the two inlets on the top of the engine a T union can be put on the main steampipe. The engine is more or less finished now, but there are some general remarks that must be made, as nothing has been said about lubrication. All bearing surfaces require provision for lubrication. For instance, the crankshaft bushes should have oailholes drilled. It is not really sufficient to go all over the engine with an oil-can, and provision should be made for a steady feed of oil to all parts that require it. This can be effected either by a wick feed system or a pipe system fed by gravity from a tank placed in a suitable place. Very fine pipes have to be used, and the ends pinched up. Wick feed oiling is probably the most suitable for this type of engine. Oil-boxes are placed at suitable spots in the boat over the parts to be lubricated. These oil-boxes are a sort of trough with a lid. Through the bottom is a number of pipes rather after the style of the draw-off pipe of an ordinary house cistern. These pipes project above the bottom, and in fact above the oil level in the trough. Threads of cotton-wicking are twisted together round a piece of fine wire and passed through the pipe. The upper ends are spread round the pipe and hang over into the oil which is drawn up by capillary attraction and passes via the wick through the pipe. If the end of the wick is brushed by a moving part a continual supply of oil is assured. For example the big end would be a suitable subject for this form of lubrication, and in that case a small projecting piece of metal would be left on top, which would just touch the wick at each revolution. The main bearings, however, should be pipe-fed. In the photograph of the engines of the “Royal Sovereign,” published last month, a sort of square box will be seen right across the top of the engine frame. This is the oil- The points that require most lubrication are the main bearings, big ends, eccentrics and crosshead guides. A displacement lubricator will have to be fitted in the main steampipe, and a very practical type is shown in the photograph accompanying this article. This is marketed by Kennion’s, who are also the makers of the pair of cylinders illustrated. These are outside cylinders, and quite suitable for the purpose, though actually in some ways inside cylinders would make an easier job. Those who have a lathe may prefer to make their own displacement lubricators, so a short explanation of the principles on which these work will not be out of place. The body consists of a strong, steam-tight container, with the oil-filler on top. This filler should be of a generous size and fitted with a washer to keep it steam-tight. At the lowest part of the container is a drain-cock, fitted with a needle valve. Towards the top is a stout pipe which forms the connection with the main steampipe. This connecting pipe is also fitted with a needle valve. The container is filled with oil, © When the steam is admitted to the connecting pipe by opening the needle valve, pressure is set up which forces a certain quantity of oil back past the steam into the main steampipe, whence it is carried forward by the steam into the interior of the engine. The steam which finds its way into the container, of course, condenses and becomes water, but as water is heavier than oil, this sinks to the bottom of the container so that the oil always remains on top ready to be carried into the main steampipe, and this continues until the oil is exhausted. When it is desired to refill the container, the steamcock is shut off and the drain-cock opened. When the water is drained out any residue of oil will show at the drain-cock, which is then shut off and the container refilled. If the steam valve is left slightly open a light pressure will continue, which will serve to blow the container out quickly. The steam valve acts as a regulator, and governs the amount of oil used. One point to observe is that the lubricator should be fitted as near to the engine as convenient. 193 If you are making any of these lubricators, I might mention that I have made several most successfully from used “ Sparklet ” bulbs. Don’t try unused bulbs, anyway! The connecting pipe must have a very small hole into the container, as otherwise too much oil will be forced out. These lubricators are unsuitable for high pressures, and function best when engines run steadily, like this sort of paddle engine. In a real paddle steamer the engineroom is a centre of attraction, and people love to watch the big cranks in motion. If a model of this nature is run too fast its charm disappears, and one should be able to follow the moving parts with the eye. A GOOD TYPE LUBRICATOR OF MADE DISPLACEMENT BY KENNION’S One disadvantage of these big engines running at slowish speeds and low pressures is, that thereis a liability of excessive condensation. This can be guarded against by lagging the cylinders with asbestos. If the blue sheetmetal cylinder lagging, sold by model shops, is put round the whole, the appearance will be enhanced. There is no difficulty in putting this on, as the cylinders are designed for it. It would also be as well to lag the main steampipe with asbestos string, especially if there is any distance between boiler and engines. The drawings given last month were not to scale, as so many different patterns of cylinders, etc., are obtainable. Likewise the methods given are not hard and fast rules, and will possibly require variation to suit the parts obtainable. At the same time sufficient has been said to give the beginner a lead, and with the instructions given and the use of a little intelligence, he should have no difficulty in producing an engine that is satisfactory and creditable, =r box and the wick-feed for the big ends and eccentrics can be distinctly seen. MODELS ye MARINE 194 MARINE besides being very similar in appearance to the prototype. ; The next consideration is a suitable boiler for the plant. We want a boiler that will keep the weight low in the boat, and it must be of good capacity, especially if a feed-pump is not being fitted. A pressure of 100 lb. is the maximum required, but even then it is desirable to have a well-made boiler, and, if the builder is unable to silver solder reasonably well, he would be well advised to have his boiler made for him. The best type of boiler for a job of this kind is the marine with an oval flue. In this kind of boiler it 1s desirable to have the flue of generous size in order to ensure complete combustion. This is a very important point, as lack of ventilation will prevent the blowlamp doing its job properly, with the result that steam will be difficult to maintain. Also the fumes will be unpleasant and possibly dirty paintwork and fittings. To assist ventilation it is a good plan to turn the exhaust up the funnel, but in doing this be sure to give the end of the exhaust pipe an upward turn, as otherwise as much steam will blow downward as upward, with the result that things will be worse than ever. The flue has a number of cross tubes through it for water circulation, but these should be a thinner gauge to conduct the heat. The flue is also thinner than the shell, and the two ends the thickest of the lot. The smaller tubes are stronger by reason of their lesser diameter, and can therefore be thinner. The boiler should have a steam dome in the middle, as this is the best position to avoid the ill-effects of surging. The dome can, with advantage, be as high as the depth of the ship permits, to keep the steam dry. Whilst this will be clear to the old hand, the novice may wonder why I have laid emphasis on these points. When the ship moves in a seaway, the water in the boiler naturally surges about. Even on a pond, where no sea of consequence is encountered, there is a violent surge when the boat stops or starts, and the same thing occurs. If the dome is at one end of the boiler, or no dome is used, water will be drawn into the steampipe, so the steam should be taken from the centre of the boiler and as high up as possible. The most important fitting on the boiler is the safety valve, which should not for choice MODELS be combined with the water filler. The filler is often gripped with pliers, and, if the safety valve is combined with it, the latter is apt to get bent, with the result that it leaks. Actually the safety valve is a decidedly delicate fitting. When under pressure the steam and the spring are in opposition, and as the pressure is usually just under blowing-off point, the weight of the valve on its seating is very light. Consequently, the valve ball must be a good fit on its seatifg. The reader will have realised that I have been talking of the ordinary “ pop” valve, of which there are any number on the market. If leakage occurs, this can usually be cured by changing the ball, but in the case of an obstinate leak, here is a good tip. Most valves have a spring carrier, consisting of a metal stem, with a head which makes contact with the ball itself. If this head has a flat face in contact with the ball, all that is required is to grind a small flat on the ball which serves to prevent it revolving, so that the same portion is always in contact with the seat. Another important fitting is the water gauge. This should be of generous size, as not only are small gauges difficult to see, but prone to give an erroneous reading. The main steam valve should be the ordinary screw-down type, as they are trouble-free. A good pressure gauge, also of generous size, is highly desirable, and should be fitted in a place where it can be easily read. Under a skylight is an excellent place, for instance. Before going to there is soldered mentioning a few refinements, I am return to the actual boiler. Now a number of amateur-made softboilers about that function quite satisfactorily, but this is most undesirable for many reasons. In these boilers the soldering is really only caulking, as the boilers are flanged and riveted. Of course, a soft-soldered boiler is not dangerous provided it is properly flanged and riveted, and has suitable stays m it. Nevertheless, soft-soldered boilers are not really satisfactory, as they are liable to develop leaks that are difficult to cure without a considerable amount of trouble. The builder will, therefore, be well advised to buy his boiler from a reliable model shop, unless he is able to make a proper job of it himself. Having got this off our chests, we can return to the question of additional boiler fittings. A most useful addition is a hand (To be continued.) ee aeve= 7m – = ee ee hanna a x veers > ome a ye> ee eee Se oe Tey — Se ET 2 StS Se TER se > = S. — Ses Sr edd ere cranes —— Ty ra Next month I will give readers drawings of an oil box for wick feed lubrication, and a displacement lubricator. I also have a few notes on blowlamps suitable for the boiler I have described. The next subject I have in mind is a plant for models of vessels such as trawlers and tugs. Beginners often start by attempting too ambitious a type of vessel, and either a trawler or tug has much to recommend it. ee There is a variety of mechanicallyoperated feed-pumps, and the necessary gears to operate these are available from the model shops, or the drive can be taken direct from the main engines. The most usual type is an ordinary ram-pump, and it is desirable to have a variable stroke so that the flow of water can be regulated to suit the plant. The ideal is to set this to give just a little more water than is required to maintain the water level. If the flow is too fast a large amount of water has to be by-passed over the side. It is desirable to have the outlet for this water just above the water-line, as this gives a realistic effect, counterfeiting the condenser RS es ey pump. When this is fitted the hand-pump is still required to fill the boiler before steam is raised. Most clubs welcome newcomers who actually build their boats, and some clubs make it a sine qua non that the owner shall have built his boat wholly or partially himself. This may be either the hull or engine, and it would be a very ample qualification if an owner had built his boat and made up an engine of the sort I have just described, even if he had bought his engine parts partially finished and his boiler entirely finished. aS In addition to the hand-pump a further elaboration is a mechanically-operated feed- Even if the builder is procuring his boiler from a model shop, the information given above will be very useful, as it will give him an idea of the type of boiler he wants, and the fittings it is desirable to have. If the novice is in any doubt as to the size of boiler required, he should consult an experienced model builder or a model dealer, giving particulars as to the size of his boat and engine. on If it is desired to refill the boiler, all that is required is to leave this cock open long enough. When the water is all discharged the steam cools and produces a vacuum, which draws water up into the boiler until there is sufficient, when the cock is closed. Obviously all other fittings must be kept closed during this operation. In a full-sized boiler this sudden change of temperature would be deleterious, but in a copper model boiler there is no danger of trouble of this kind. This type of boiler is fitted with an elbow to the funnel uptake, and it is necessary to fit a tube to this as an extension to form the inner funnel. Usually all that is required is an ordinary straight tube, but on occasion there may be difficulty in arranging the plant so that this coincides with the correct funnel position on the prototype. Provided there is sufficient height there is no great objection to carrying this tube back over the boiler itself. This tube is high in the boat, and should be as light as possible. If a light piece of brass tube is available, it would make a nice job, but probably the builder will have to contrive a tube. This should be bent up round a former, which can be a piece of round wood, or anything else the builder may have handy. The tube can be lapped or riveted up, but a neat job should be made. This tube should be neat and rigid, and have clearance inside the outer funnel. This keeps the paintwork in perfect condition. WATRO | A blow-down cock is almost essential. This consists of a cock in the bottom of the boiler with a pipe attached leading out through the bottom of the boat. When it is desired to blow down, this is opened and the steam pressure discharges the water from the boiler, and at the same time disposes of any sediment. In order to avoid stoppages the cock and pipe should be sufficiently large. water, which one always sees on a full-sized vessel, eae If no pump is fitted, it is a good plan to arrange the fuel supply in relation to the length of run the boiler gives. Thus, if your boiler will steam the boat for 20 minutes, have a fuel container that will give 15 minutes. Then you need have no fear of running the boiler dry, as you will fill up both together. 195 ara operated feed-pump, but this should be a decent size, as otherwise the owner will spend unnecessary time in filling up. If a handpump is fitted, a check valve on the boiler is necessary, but there is no difficulty in getting this fitting. MODELS ‘ MARINE 196 MARINE MODELS PETROL ENGINE and HYDROPLANE TOPICS By J. B. INNOCENT (Continued from page 145.) the Model two boys keep going they should produce something worthy of the International before am very disappointed, for with one very noticeable exception the motors on show are very ordinary and very few. The exception is the really remarkable engine designed and built by Mr. Yokata. This engine is of freelance design, but is largely based on the famous high-camshaft H.R.D. motor-cycle long. The Association stand looked very nice, HAVE just returned from | Engineering Exhibition, and, frankly, [ engine. Some idea of the excellent and thorough work can be gained from the fact that there are no fewer than 10 crankcase bolts and 12 timing-case studs. Further, the inclined pushrods and the rest of the valve gear are very nicely enclosed. This 30 c.c. single is of the full dry-sump type, the pumps being of the rocking design used on Royal Enfield motorThe beautifully-designed head has cycles. 45° valves, downdraught carburettor, and two plugs. I sincerely hope that this motor will not continue to live in its glass case. Unfortunately, the aluminium parts were sent away to undergo a finishing treatment, which has ruined the timing-side crankcase casting by eating into the metal until it looks porous. There is also a very nice six-cylinder job on show, but it is rather outside our scope. Whether this is a working model or not | cannot say, for whilst everything appears to be present, the H.T. leads are to scale, and would probably leak all the sparks away. The rest of the collection comprises a 30 c.c. Grayson, which has been modified to some extent; a very neat two-stroke, with a lined barrel; a 15 c.c. Ken engine, which appears to be standard, except for partial enclosure of the push-rods and much nickelplate, and a small two-stroke with a combined carburettor and petrol tank. The last of these is a little bit of a mystery, as it does not appear to have anything to hold the cylinder down. There were no pole-racing hydroplanes other than those on the Association stand, but there were two straight runners from Hitchin. Both of these showed some faults but, if you please, the petrol job, Grayspecengined, was built by a youngster of 16, and the steamer by one still younger. If these with the Vines high-speed cruiser in the forefront, and the number of hydroplanes sufficiently small to enable them to show well. Ted Vanner’s 25-year-old “ Leda III” was also there, and looking little the worse for its many years of faithful work. It is a remarkable tribute to the workmanship of the builder that this boat can still win in competition. Mr. Cockman’s engine was on show without the hull, which I thought as well, for, whilst the engine is unique in many respects, the hull is decidedly the worse for wear now, thanks to the heat of the lamps and the power of the new plant. Progress in commercial designs is slow, but Grays are supplying a new head asting, carrying a few fins, and | hear that an alternative head will soon be on offer for the Ken engine—it is to be more liberally finned and to have the valves inclined. Last week-endI called on the Bristol people, and found a band of enthusiasts carrying on under some of the most awkward conditions I have seen. Their lake is far from ideal, for it is too deep to wade in with thigh-waders, and has a mud bottom; furthermore, they are denied the use of it after 10.30 a.m. on Sunday morning. The lack of shelter was also impressed on me, for it came on to rain really hard, and all of us got wet through. The lake problem is certainly a most difficult one. Either the waters are too small or too exposed; some get rough through wash reaction, and others are subject to weed growth, or get fouled with leaves. Maybe a beneficent millionaire will get interested one day, and provide us with an ideal water where the lakeside boys, leaves, weeds, mud and wash are absent, but I am afraid it is too much to hope for. I was recently able to try out the effectiveness of the Burgess or absorption type of silencer. It was necessary to use a silencer of some sort for the South London Regatta, so I made one of this type, and it was most effective at silencing, and did not seem to Of course, | have every objection to any attempt at providing balance weight outside; the only place for this is as near to the connecting rod line as possible, and except in overhung crank jobs it should be evenly divided. The usual reason for people using outside flywheels is to get a one-piece shaft, (To be continued.) oe ete ee rT ae SOT ee Aan Ss Another matter which has come to my notice recently is the fact that people still do not check things after they have made them, but rely on their ability to do it right. Well, I recently had a look at a hull that was a complete wash-out, yet I had seen the drawings and liked them very well, and the builder had had plenty of experience in hull work. To look at it was a first-class job, yet it did little else than persistently wreck the motor by turning over. I put a straight-edge along the bottom, and it was immediately apparent where the fault lay. The trouble was that the front plane inclination was | in 20 instead of 1 in 40. When the hull was corrected it behaved itself, and no longer provided a buck-jumping exhibition. You may say that it should have been obvious and should have been noticed by the builder; yet it is by no means the only case of its type I know of. The lack of the final check-up let the owner in for some very extensive engine repairs, so I think that I am justified in my attitude that it pays to doubt your own work to some degree, and particularly so where wood is concerned. By the time you are reading this the Regatta season will be over, and the working season begun, so next month I propose to give a few words on pattern making. ee which entails a split big-end, and this I do not like so well as the split shaft and onepiece rod. Brazed-up shafts are not really good enough and are quite unnecessary, as Bond’s forging in 3°, nickel steel can be adapted to almost any solid-shaft motor. Where a split big-end is used the bolts should be as large as possible, and made of hightensile steel, such as motor-car spokes. It is better to fit high-tensile nuts and bolts than to screw into the connecting rod or cap, and, in any case, the bits that can unscrew should be wired. Sse you may wonder where the silencing effect comes in. Well, it is done by making a section of the pipe of perforated metal; this section is surrounded by another pipe of somewhat larger diameter, which is sealed to the exhaust pipe both ends. The annular space between the two pipes is filled with an absorbent material, such as slag wool. The effect obtained is due to the front of the exhaust wave, which is at high pressure, pushing some of its gas into the absorption chamber; this gas then feeds out again when the pressure drops and eases the tail of the wave. It is the sharpness of the ends of the exhaust wave that makes most of the noise, and as this is removed comparative silence results. On this occasion I used an absorption chamber 9in. long by I4in. diameter, but it was, I think, larger than necessary. I have been asked recently why I object to outside flywheels; well, I don’t. Inside flywheels, forming part of a built-up crankshaft assembly, help to make a very stiff job, and avoid feeding energy to and fro through the shaft, but so long as a crankshaft can be made really stiff there is no objection to putting the flywheel outside the crankcase. 197 = affect the power output of the engine at all. Unfortunately, the weight unbalanced the boat to some extent and this, together with a kicking pole, prevented us from finishing the course when we were really travelling. This is nothing against the silencer, as any other type would have done the same thing. When I tell you that this silencer had a straight-through gas passage 3in. in diameter, MODELS — MARINE 198 MARINE MODELS SHIPS’ BOATS By G. W. Munro (Continued from page 119.) as 7 ast Se -TM oe ee rye Ae a T will be remembered that I mentioned in my previous article that there is a great similarity in the two designs, one from Steel, and the other from Falconer, for a launch of about one hundred and thirty years ago. The present design is from Steel’s Draughts (1804), and represents a launch 30ft. long. A glance at the body plan will soon reveal that the sections are constructed on a geometrical and scientific system quite unknown to the average man in our shipyards to-day. In fact, during a discussion with one of Holland’s most prominent naval architects in Amsterdam, we were in full agreement that English ship design was of a more scientific nature with a definite system in the 17th and 18th centuries than has been the practice since in any country, including Britain itself. There was no “rule of thumb” business about any of these designs, whether they were first rates, or merely a ship’s boats. The modern racing model yachtsman has a lot to learn from these old and out-of-date methods of setting up the sections on a body plan. I do not propose to go into these theories while dealing only with ships’ boats, but the reader will at once see that the hull is built up on a strictly geometric system and not just faired up from an arbitrary midship section with the planks bent round it from end to end. There are three distinct and interdependent qualities necessary in the designer. He must first of all set out the main proportions, such as beam to length, sheer, rake, etc., as artistically as possible. Next he must blend the proportions as a highly skilled craftsman. And, lastly, he must set out the whole design on a scientific basis. | These three qualities are rarely seen in a modern designer at one and the same time. All we need for the body plan of the present design is a pair of compasses, a set square and a T-square. A radius is decided on for the bilge of the midship section, and a line is drawn from where this arc meets the rising line to the rabbet in the keel. Similarly, the main half-breadth forms a tangent to the other end of the arc. A bevel board is made with the heights of the rising line marked on it, and it is placed against this midship section. Tangents are run out from each of these marks to the arc mentioned above, and we have each section of the fore body worked off the midship section. The after body is treated in a similar way in the case of a stern, as shown in the present design, and the floor sweeps end by butting into the dead wood; but, where the after body has a reverse curve, it is an arc converging into the main arc used above, with possibly a tangent joining the two arcs. Examples of these will be seen in the earlier articles on long boats, notably on pages 17, 94 and 95. The present design is at a scale of tin.= Ift., and the dimensions of the launch are as follows: Length, 30ft.; beam, 9ft.; moulded depth, 3ft. lin.; two water-lines at 10in. spacing. There are four diagonals shown on the body plan, but there are only two given on the water-line plan, as they would converge and confuse. The two shown are the first and the third from the top. Another point that I should mention is that frames 6 and F are used as balance frames, and the area of these vertical planes should be very nearly equal to each other. It will be noticed that the diagonals are the same distance from the centre-line at these sections. The sections themselves are spaced at 2ft. 7in. on either side of the midship section. The top of the transom is 2ft. 8in. from the aftermost section, and the stem is lft. 6in. from the foremost section. As is quite usual, the sections represent every second frame— the after body having numbers 2, 4, 6, etc., and the fore body letters B, D, F, etc. The interior of the boat is represented by dotted lines and shows the position of the thwarts and other fittings, including the benches, a davit, the sternpost, bottom boards and hog. The curve of the stem is formed from an arc, of which the centre is spotted on the gunwale. Pillars are not shown, but it is taken for granted that there will be one under each fixed thwart. The other fittings will be quite normal, and in accordance with what has been said about the previous designs. (To be continued.) MODELS ¢ – e| as 4 – ae Al Va – MARINE Bl’yt Ce =- ‘ 200 MARINE THE MODEL POWERBOAT ASSOCIATION’S GRAND REGATTA HE Grand Regatta was held at Victoria Park T on September 29. The weather left much to be desired, as there was a steady downpour that lasted throughout the morning, and up to 3 o’clock in the afternoon. The first event was a 100 yards race for the B-class, consisting of semi-racing displacement type boats, and C-class, of prototype craft. Proceedings were opened by the fine tug ** Danube II;’’ one of the best models of her type in existence. She was not running well, however. She was followed by Mr. Vine’s new flash steam- launch, which made a splendid run, and the veteran ** Leda III,’’ which ran remarkably straight. Gradually the whole fleet were put through their paces in the pouring rain. Good performances were put up by‘* Nippy,’’ by a petrol-driven yacht, and a cabin cruiser belonging to Mr. Johnston, Mr. Curtis and Mr. Thomas respectively. Some of the competing craft were decidedly erratic in course, and others seemed almost too fast for free–running. The winners were: B-class—Ist, ‘Silver Streak’’ (J. Vines, Victoria), 19.6 secs.; 2nd, ** Nippy ”’ (B. Johnson, Victoria), 24.8 secs. Yacht (Mr. Curtis), 54 secs.; (Mr. Thomas), 60 secs. MODELS C-class—Ist, 2nd, Cabin Petrol Cruiser Conditions for the Steering Competition, which followed, were not good, but quite a considerable number of boats started. A very fine performance was put up by Mr. Easthaugh’s Cabin Cruiser, a new boat belonging to the West London Club, which scored 13 out of a possible 15 points. This boat ran straight and true for her objective. Other notable performances were made by “ Leda III” and ** Silver Streak.’’ The placings were: Ist, ** Tony ’’ (Mr. Easthaugh, West London), 13; 2nd, ** Silver Streak ’’ (J. Vines, Victoria), 11; 3rd, ** Leda III’? (E. Vanner, Victoria), 8. The luncheon interval followed, and during this the Judges for the Prototype Competition, Messrs. Blaney and H. B. Tucker, worked hard examining entries. | This competition is for boats modelled after existing craft (not necessarily true-scale models), of which the hull or power plant, or both, have been built by the competitor. Previous winners in this class were barred. The system on which the competitors were assessed was that points were given for hull design, workmanship, deck detail and seaworthiness, machinery design, work- manship, finish and running. As 10 points were given under each head, 40 points were obtainable for the hull and 40 for the plant. found in ‘** Tony.” This The winner was cabin cruiser has a splendid hull, well designed and finished, but she lost a few points by having a mahogany deck screwed down with r.h. screws, and her wheelhouse would be improved by panelling. The plant made by her owner is efficient and well laid out. This boat performs splendidly, and her score was 61. Only 3 points behind her came the cargo steamer *‘ Belle Morss,’’ a typical coaster. The engineroom here is a remarkably fine one, and she is unique in having a condenser which works admirably and actually finishes dead cool at the end of a run. Deck detail on this boat is remarkably complete and well executed. She even has a scale crew, including a hand washing down decks with a deck service that actually functions. The winners were: Ist, ‘* Tony ’’ (Mr. Easthaugh, West London); 2nd, ‘* Belle Morss ’’ (Mr. Morss, Victoria). Although not placed in the competition, the launch ** Lark’’ was commended by the judges, as it is a neat, workmanlike job, made by a young lad of 15. If the deck was nicely lined out, and a beading put round it to hide the screwheads, and a little more attention given to details, this would be a good-looking little cabin launch. When a resumption was made the rain fortunately cleared away so that better conditions prevailed for the 1,000 yards Round-the-pole Race for the 50 c.c. class, and flash steamers limited to a weight of 16lb. One run or two starts were allowed. This race was for the ‘* Mears ’’ Challenge Trophy, but in conjunction with it the Wembley and Crebbin Trophies were also awarded, and a Nomination Competition held for the ladies. The Wembley Trophy was for boats conforming to the conditions that have been built since the 1934 **IFIT Iv ” Photo: L. J. French MARINE Grand Regatta, and have not yet attained any award in an inter-club event. The Crebbin Trophy was for flash steamers timed over the first 500 yards of the race. The Nomination Competition for the ladies con- sisted of estimating the winner’s aperd in advance. The first boat away was the 30 c.c. *‘ Miss Swindon IlI,’’ which failed to stay the course. Mr. Pinder (S. London) then put his boat on the line, but after a good start she also failed. ‘** Crackers ’’ (Mr. Clifford) was somewhat obstinate when her owner tried to start her up, but when she did get going, put up a remarkably steady run at about 33} m.p.h., her time being 60. 5 secs. Mr. Cockman’s flash steamer “ Ifit IV’’ was the The engine seems to have any amount of kick but she peller slip. She first 500 yards in but then slowed seems to be suffering from prostarted pretty well, and did the 38.16 secs., a speed of 263 m.p.h., up. We expect to see this boat go much faster next season. Messrs. Innocent’s famous “* Betty ’’ was the next starter. By the way, we, in common with other periodicals, have always called her ‘‘ Betty IV,’’ 4 ‘ but she is the one and only “ Betty.’’ Whilst not quite at the top of her form, she put up a beautiful run, covering the course in 51.1 secs., a speed of approximately 403 m.p.h. **S9’’ (Mr. Harris, S. London) then went steadily round the course at a moderate speed, but making a tremendous splashing. The Glasgow crack ‘* Oigh Alba *’ (Mr. Rankine) followed with a run which, for most other boats, would have been excellent, but which siderably below her normal performance. was conHer time **Miss Take’’ (Altrincham) followed, taking 165.5 secs., but by getting round and completing the course she qualified for the Wembley Trophy. Another failure by Mr. Pinder’s boat brought the racing for the big class to a conclusion. This was followed by the small class, for which there were three entries, two flash steamers from Southampton, and a 15 c.c. boat from Swindon. Both the steamboats started well but dived, while the little 15 c.c. boat petered out twice. The placings for this race were: Ist, ** Betty ’’ (Innocent Bros., Victoria), 51.1 secs.; 2nd, ** Oigh Alba ’’ (Mr. Rankine, Glasgow), 54.2 secs.; 3rd, ** Crackers ’’ (Mr. Clifford, Victoria), 60.5 secs. Crebbin Trophy: “* Ifit IV ’’ (Mr. Cockman, Vic-~ toria), 38.16 secs. for 500 yards. Wembley Trophy: ** Miss Take ’’ (Mr. Wraithe, Altrincham), 165.5 secs. The Ladies’ Nomination Competition was won by Mrs. Vanner, with Miss Smith, of Swindon, second. As M. Suzor, with ‘* Nickie,’’ has recently accomplished a speed of 42.66 m.p.h. in Paris, Messrs. Innocent wished to make an attempt after the racing to better these figures. As it was late this was postponed until another week-end. At the conclusion of racing the prizes were presented by Mr. Jas. C. Crebbin, who mentioned that he was one of the V.M.S.C.’s earliest Vice-Presidents. He said that marine modelling was one of the greatest levelling influences possible, as in it one sinks all differences of politics, creed and opinion, and joins in the comradeship of the Sport. This brought the Association’s 1935 season’s programme to an end, and the officers and officials can congratulate themselves on a season of progress. With the latest joined club, the Southampton, the membership now includes 20 clubs. ee ee was 54.2 secs., giving a speed of about 374 m.p.h. 201 Photo: L. J. French LOOKING FOR THE SECRET OF ‘* OIGH ALBA’S “‘ SPEED ote a next starter. MODELS MARINE SHIP MODEL & YACHT SOCIETY ADVERTISERS’ SPECIALITIES ESSRS. J. ALEXANDER & SONS re M advertising ‘* Alexalight ’’ Metal Spars. These are built up from 22 gauge M.G.7 Metal Tubes. This is a similar kind of alloy to Duralumin but superior for marine purposes. Its tensile strength is similar to mild steel but it is less than a third of its weight. The taper of the spar is obtained by telescoping tubes 1/16in. less diameter into the others. The makers consider this as an advantage, as it gives additional strength where it is wanted and a practical shoulder for the fittings. These spars are practically unbreakable, which is an advantage, particularly with big, heavy yachts. With a weight of 84 oz., this is one of the lightest masts made for the A-class. Balsa wood is too soft and spongy for ordinary use in boat-building. Messrs. Alexander inform us that they have invented a method of using this wood and gaining the advantage of its lightness. The boats are built with three skins of about 3/32 to din. thick. The first skin is laid diagonally at about 60 degrees from the keel raking aft, and the second a eg nett apts 5 te raking forward at about 45 degrees to the keel. The third skin is laid fore-and-aft. The boats are built on a solid matrix and the skins cemented together under strong pressure. The outer skin is hardened chemically by special process. It is stated that these hulls are about half the weight of pine hulls and equal in strength. We understand that, if desired, the outer skin can be tin. thick pine, cedar or mahogany, but this adds somewhat to the weight. Several of these boats have been built and are in use. FLEETWOOD REGATTA E did not receive the dimensions of the W German yacht ‘* Hunding VIII’’ in time for inclusion in our report last month. We are now able to give these, as follows: —L.O.A. 75.5, L.sW.L. 50.5, Q.B.L. 47.77, Penalty Nil, L.W.L. Beam 14.8, Draught 11.0, Displacement 45.75 lb., S.A. 1727.72, Rating 39.31. A KIND OFFER FROM U.S.A. U.S. WARSHIP MODELS Sir,—All your issues have held a wealth of information, even though I am a prototype builder. If you have any readers who desire information concerning U.S. warships, I’ll do my best to supply it. Having it from first-hand, I may be able to help the true prototype builder. And will you please send me notice of expiration of subscription two months in advance? wish to miss any numbers. Naval Air Station (Radio), Pensacola, Florida, U.S.A. MODELS I do not T. E, GILMORE. (BURNLEY AND DISTRICT, BRANCH NO. 7) The ‘* Whitehead ’’ Cup Regatta took place on September 14 at Lowerhouse Lodge, by kind permission of Messrs. Drews, Ltd. This event is for members only, and for boats not exceeding 3ft. Although the weather was stormy, club members turned up in good numbers. As usual, the yachts were sailed off in pairs, starting from the bottom bank to the top of the Lodge and back again. As the wind was a reaching wind in each direction, two points were awarded for each board. Two boats had to be withdrawn from the race, one having her mast broken, and the other getting waterlogged owing to shipping water through the hatchway. The wind at times during the afternoon was very strong, but the yachts stood up to it very well. In addition to the *‘ Whitehead ’’ Cup, Mr. Forbes, Senr., awarded three cash prizes, the first going to the winner of the Cup. The following were the prize-winners:—Cup and first cash prize, Mr. E. Hall; second prize, Mr. Garstang; and third prize, Mr. T. Wilson, of Barnoldswick. Miss Garstang presented the prizes at the Lodge side. It will be remembered that Mr. W. Lewis was the winner of the Cup last year. _On September 21 the Blackburn Club paid us a visit, but, owing to very heavy rain, the regatta had to be abandoned until October 5. R. WHITWORTH, Hon. Secretary. BUILD YOUR BOY| A MODEL YACHT SS 202 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. Useful to Builders of any size of model. 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. | | HUDDERSFIELD M.Y.C. The ‘‘ Henshaw ’’ Open Cup Race for 36in. Restricted Class attracted 8 boats from the Bradford, Bury and Huddersfield Clubs, and was sailed on September 15. There was a strong S.W. wind, with frequent heavy rain squalls almost reaching gale force. Owing to the lowness of Redbrook Reservoir it was only possible to sail a course to windward. ‘* Mimosa *’ and *‘ Duco “’ were early in trouble, the former sinking, and the latter dismasted—however, they were salvaged and repaired, little the worse for their adventures—and though over-canvased, gallantly sailed and finished the race. The local boat ** Irene *’ was leading till towards the end of the race, but ** Marion ’’ and “‘ Friscer,”’ with their low-cut storm suits, went ahead with 18 points each. There were some very close finishes—only a few feet separating the pairs— ‘Red Rose,’’ for Instance, losing to *‘ Marion”’ by only one length. “‘ Irene ’ lost to *‘ Friscer’’ by inches, and in the sail-off se Se tn ee mm: Se er = ea z= re = ee as So a with five yachts, set out from Larkfield, with a view to capturing the ‘‘ Henshaw ’’ Cup (36in. Restricted Class), which was to be raced for on the Marsden Moor water of the Huddersfield Club by eight yachts. On arrival at the dam, which is used as a canal feeder, the water-level was found to be unusually low, and a beat of seven heats was decided upon. *‘ Frisker ’’ (owner Miss Parr), designed, built and skippered by H. Atkinson, tied with the Bury yacht,*‘ Marion,’’ with 18 out of a possible 21 points, and, after a re-sail, lost to the winner by two feet. The thanks of the club are due to the Huddersfield Club, both for their excellent hospitality and also for the untiring efforts of ne our oS of Re Peer One oem Larkfield. — from their Commodore, F. C. Hirst, to mitigate the very difficult situation caused by the depleted water-level. Pp. Cc, = H. members per = — E. nine yachts, ‘‘ Kathleen,’’ built and skippered by A, Arnold, secured the 4th prize. ‘‘ Maid of Lorne,”’ after sailing at Saltcoats, was sold to one of our newly-elected members, S. S. Crossley, and will now sail under the Bradford burgee. On August 15 a party of 13 members, complete FLEETWOOD M.Y. & P.B.C. On August 3 was held a 10-rater Spoon Race, for which there were 12 entries. The wind was from the N. to N.W., moderate to strong, second and third suits being required. At the close, ** Pippin’’ (A. J. Bell) and*‘ Venture *’ (E. G. Wade) were: both even with a score of 39 points, *‘ Pip- pin’’ being proclaimed the winner after a deciding beat to windward. On August 10 was held a further event for the Junior Section, this time for the ‘‘ Wood ’? Cup— 36in. Restricted. Hight, entries were received, and all faced the starter at2 p.m. in a strong Westerly eg the first Thursday in every month, and after club business has been disposed of, a series of lectures will be given. The first will be on the Vane Steering Gear, by Mr. A. Walling, who has devoted a good deal of time to experimental work with this device. The second is to be on Tools and Materials, by the Hon. Secretary. The third evening will be devoted to an exhibition of models of all kinds, and it is hoped to. stage a film — by _ = 3 — At a meeting held on September 5 it was decided that, in order to keep members interested, meetings should be held at the Popular Café, Blackburn, on BRADFORD M.Y.C. The 6-m. National Championship was supported 7 club members, some good sport has been enjoyed. A meal was provided by the Club at the Great Western Hotel, and the prizes were presented by Mr. D. M. Henshaw. The O.O.D. was Mr. F. C. Hirst. Starter and Scorer, Messrs. J. P. Clapham and W. Dewhirst. Br Coir — large part of the rain drained into the pond, and it is hoped that it will soon be possible to put matters to rights and get a proper head of water. Members have not, however, been idle during the summer, and at least four new boats have been completed, and several more are well on the way. Nor have members been altogether denied a chance of sailing as, thanks to the kindness of the Burnley M.Y.C., who placed their water at the service of ford), 44. — However, quite a = outdoor work was impossible. Atkinson, Bradford), 18; 3rd, ‘Irene’? (W. Tearle, Huddersfield), 15; ‘*Yellow Hammer’’ (W. Roberts, Bradford), 104; ** June ’’ (H. Procter, Huddersfield), 6; ‘‘Red Rose’’ (H. Shortt, Bradford), 6; ‘*Mimosa’’ (F. Naylor, Bradford), 6; ‘‘Duco’’ (A. Davies, Brad- -——~ By the for the Cup,‘* Marion’ beat ‘* Friscer ‘’ by less than two lengths. This, on a course of about 300 yards, gives some idea of the skilful handling by the skippers, under the trying conditions of the day. Results:—Ist,° * Marion ’* (S. Catterall, Bury), 18 points; 2nd, ‘‘ Friscer’’ (Miss Parr, skipper, H. RR TF a seized bearing in the pumping engine. time this was rectified the drought had dried up the stream, and then such heavy rain set in that 203 s BLACKBURN & DISTRICT M.Y. & P.B.C. Unfortunately, the club’s lake 1s still without water. In spite of strenuous efforts, particularly on the part of Mr. W. Fisher, one trouble after another has prevented the club pumping water from the stream into the pond. The first difficulty was i t NORTH OF ENGLAND MODELS 2S ESE MARINE Se ee 204 MARINE wind. Scoring 3 and 2 points. The result again showed that H. Worden is the leader in this section. Final scores: ** Snowie ’’ (H. Worden), 25 points; ** Stop-It ’’ (J. Wright), 22 points; ** Wanderer ’”’ (J. Dickinson), 20 points; *‘ Young Pippin ”’ (R. Bell), 17 points. Fleetwood was represented at the 36in. Restricted Class National Championship at Hove on September 15, by ** Pest ’’ (R. Wright) and ‘* Nerenuf ’’ (A. Wright, skippered by L. K. Corrooin). ieee August 17 brought very light winds from the South to West for our Open 10-rater event. We had received 13 entries from outside clubs, and with our own, 16 yachts were tuning up before the commencement of this event at 10.30 a.m. With such a large entry it was decided that they should be divided into two divisions, and the first two from each division carry their score through to the final four-boat match. On completion of the two divisions it was found that ** Astrella,’’ ** Tum Fowt,”’ ** Lady Anne ”’ and ** Venture ’’ were the yachts to meet in the final. By the time of the final there was very little wind, and it was with great difficulty that it was completed. The final result was: *“Lady Anne’? (W. Base, Platt Fields), 36; ** Astrella ’’ (F. Laugston, South Manchester), 35; ** Tum Fowt ”’ (J. Rigby, Glasson Dock), 29; ** Venture “’ (E. G. Wade, Fleetwood), 24. The position of O.0.D. was ably filled by our friend Mr. Hancock, of Manchester. The prizes were presented at the close of the day by Mrs. R. V. Leach. idekes Oh On August 24 and 31 was held the ‘** Topham “’ Cup event for Senior 36in. Restricted. There were 14 entries. On the first day wind was N.W. to N., moderate, and by 6 p.m. there was not any wind at all. First day’s result: —‘‘ Nerenuf,’’ 33 points; ** Bedenia,’’ 30; ‘* Sunbeam II,’’ 28; ‘* Prophecy,”’ 28. On the second day the wind was again moderate from the N.W. to W. Final scores: — ** Nerenuf ’’ (A. Wright), 58; ‘*‘ Sunbeam II ”’ (J. B. Parr), 45; ** Pest ’’ (R. Wright), 43; ‘* Bedenia ”’ (J. Beale), 39; **Initio’’ (J. Thompson), 37; ‘‘Prophecy”’ (Mrs. Bailey) 36. Four yachts of totally different design sailed off on August 31 for the ‘‘ Lever ’’ Cup, which was presented to the club as an event for the ‘* Old Timers.’” — Entries were: —‘‘ Alice ’’ (J. Anyon), handicap 7 secs.; ‘* Emily ’’ (T. Rawlinson), 54 secs.; ** Rattler ’’ (R. Wright), nil; ‘* Mimosa ’’ (J. Livesey), 12 secs. Wind, N.W. to W., moderate. Result : —‘* Rattler,” 12 points; ‘*‘ Mimosa,’’ 7; ** Emily,’’ 6; ** Alice,’’ 5. On September 7 a further A-class Spoon Race was 4 MODELS held, there being 9 entries. The wind was very light and varied, from N.E. to N.W., and finally MIDLAND DERBY M.Y.C. The annual race for the ** Ling ’’ Cup, presented to the club by Alderman O. Ling, was held on the Alvaston Lake, on September 7, when five boats faced the starter and were set to sail a course of twice round the island. There was a light breeze, and the result was:—lst, ‘* Afolus ’’ (R. Limbert); 2nd, ** Vanity ’’ (R. Harrison); ‘‘Aégir ’’ (T. Spendlove); ‘* Enchantress ’’ (A. Hunt); ** Nora ’’ (P. J. ‘ Powell). The Open A-class event was favoured with a being required. There were six entries, and damage was sustained by four of them, but not so serious as to prevent them completing the event. Result: ** White Heather-V ”’ (J. Catterall, Bury), 20 points; ** Fiend ’’ (L. K. Corrooin, Fleetwood), 15; ‘* Sabrina’’ (E. G. Wade, Llandudno), 11; ‘* White Heather IV’ (J. Kelly, Fleetwood), 10; ‘‘ Anne Maree ’’ (R. Bailey, Fleetwood), 10; ‘* Janet ’’ (O. Gosnall, Y.M. 6-m. O.A.), 9. Prizes were presented at close of race by Mrs. Bailey. ne SALFORD PARK M.Y.C. W. K. OBITUARY COUNCILLOR G. with ‘* White Heather IV ”’ (J. Kelly), both with very strong wind from the S.W. to W, third suits wr The race for the ‘* Easton ’’ Cup for 6-metres was held on August 31, at Salford Park. This Cup was presented to the club by Mr. J. Easton, to stimulate interest in this class of boat, which had been neglected by the club in the past. As a result of the interest this event has created, many members are building boats which will be ready to face the starter when this Cup is sailed for next year. The winner, ‘* Velsa,’’ owned and sailed by W. A. Cooper, is from Mr. S. O. Berge’s design, ‘* Gudrun Elvira,’’ being a full-keel boat. It is interesting to note that this boat has proved itself to be a splendid all-round boat when properly handled, and the designer is to be congratulated. Results : —Ist, ** Velsa ’’ (W. A. Cooper), 14 pts.: 2nd, ** Hundra’’ (F. A. Blair), 10; ‘* Dolphin ’’ (W. K. Kendall), 10; ** Astrea ’’ (Capt. Thompson), 9; ** Sylvia’ (D. Spriggs) 7. Mr. J. Easton presented the Cup to the winner at the lake side. The O.0.D. was Mr. F. Eades, ViceCommodore. veered to East. The scoring was:—Heats 1 and 2, 4 points; heats 3 to 6, 5; heats 7 to 9, 4. Result: ** Janet ’’ (O. Gosnall) was declared the winner after a deciding beat to windward, she having tied a score of 27 points. NEWS WV E F. McDONALD, J.P. regret to report the death of Councillor G. F. McDonald, J.P., on September 1. For the past twelve months he has been away from his business, owing to heart trouble, so that his passing was not altogether unexpected. He was for years a public figure in Birmingham, and when the City of Birmingham M.Y.C. was founded he gave the project his valuable assistance. becoming its President. The handsome ‘‘McDonald”TM oo for 10-raters was presented to the club by im. He will be missed by all who knew him, and sin- cere sympathy is extended to his relatives. Scores: ‘‘ Marina’ (W. Stone) 28, *‘ Trigonia *’ (H. Wake) 24, ‘* L’Hirondelle ’’ (R. Harris) 22, ** Cresta ’’ (P. Bydawell) 20, ‘‘ Lally *’ (R. Hawkes) 20, ‘* Ballerina ’’ (O. Steinberger) 18, ** Coquette °’ (R. Barton) 18, *‘ Romance *’ (W. Morrisson) 12, ** Alva “’ (J. Vincent Hill) 10, “* ?’’ (D. vie 8. a SOUTH COAST NM.Y.A. NATIONAL 36in. RESTRICTED CLASS CHAMPIONSHIP This M.Y.A. event was sailed on the Hove Lagoon on September 15, and was interesting for several reasons, as it attracted entries from Bedford, Bournville, Clapham, Fleetwood, Hove, Littlehampton, Kensington and South-Western Clubs—with 18 starters—that shows the wide interest in the class. The weather conditions were a severe test, with a gale throughout and intermittent rain. The very complete arrangements made by the Hove Racing Secretary, and the timely arrival of competitors, enabled a prompt start in two divi- sions, and the scoring was 2 and 2. It was obvious that some had not provided for such heavy weather, and were over-canvased. On the other hand, the way some came to windward in that rough water was simply marvellous. One feature is clearly shown in the result: the boats that normally sail on salt water were more at ease than those hock fresh water lakes in such conditions. The result of the preliminary gave the following : — leaders Division I—*‘ Bantam ”’ (P. J. Bydawell, Kensington), 28; *‘ Seacrest ’’ (A. Kelly, Littlehampton), 26. Division I]—‘* Diana ’’ (F. Jennings, Hove), 30; ** Pest ’’ (R. Wright, Fleetwood), 26; ‘‘ Nerenuf °’ (A. Wright, Fleetwood), 26. These five then sailed a final in the fiercest wind of the day, just too much for ** Bantam,’’ which had not till then met the redoubtable brothers Wright. The wind had now veered round to West, and provided a beat and run of 3 and 2. The best four were found in: Ist, *‘ Pest,’’ 18; EXHIBITION S usual, this was held in the Royal Agricul- A tural Hall, Westminster, and was open from September 19 to 28. We must confess a certain disappointment with this year’s exhibition. Owing to the number of trade stands, and their size, the models which are, after all, the main attraction, were crowded to one end of the hall and set so close together that one could not see them to their full advantage. Moreover, although there was a_ considerable number of very beautiful exhibits, many models shown were not up to exhibition standards. One point that emerges from the exhibition is the extraordinary increase in the numbers of modellers This interested in miniature water-line models. increase may possibly be due in part to the change in modern houses, where the rooms are so much Abfoe, Se. the winner. THE “MODEL ENGINEER” fi ‘ smaller than in pre-War days. The smallest working model shown was a tiny launch engine, jin. bore and stroke perfect in every detail, by our contributor, Mr. A. P. Isard. The finest model in the Exhibition was undoubtedly that of H.M.S. ‘* Portland,’’ Fourth-Rate (1766), by Captain T. L. Wall; but there were other fine models, including one of the ‘‘ Bounty *’ (1789), by Comdr. E. C. Tufnell; one of H.M.S. ‘* Iron Duke,’” by C. B. Nicholson; a modern Dieselengined fishing-boat; a working model of the ‘** Hood’s *’ picket-boat, by M. J. H. Cowie, and a working model Cunarder, by F. H. Hardy. It is impossible to mention or comment on these, or many other excellent models exhibited, owing to lack of space, and a mere catalogue of exhibits is no use to our readers. The only amateur model marine societies represented at the Exhibition were the Model Yachting Association and the Model Power-Boat Association. With all due respect to the models staged at these stands, we must confess to a feeling of great disappointment as the space given to these most important Associations was absolutely inadequate to display a representative collection of boats or show the activities of the two largest branches of organised marine modellers. We understand that in the case of the M.Y.A., at all events, information as to stand, etc., was only available a short while before the Exhibition, and lack of time, as well as adequate space, also hampered the officials in their efforts to stage a representative show. Some comments on the engines shown will be found in Mr. J. B. Innocent’s article on page 196, se After the race, Mr. Jermyn Vincent Hill, on behalf of Alderman Kenyon, presented the Cup to for their respective positions, and the one that first obtains 21 points shall win the Trophy ontra —— assisted by Mr. W. R. Chapple. all, and the M.Y.A. prizes presented. The scheme provides that the four best competitors each year shalt be awarded 4, 3, 2 or 1 points eee and ‘* Trigonia,”’ two boats with similar lines, with ‘“* L’Hirondelle ‘’ third. The thanks of the club are due to the O.0.D., Mr. E. Hawkins, ably junch and tea, which were heartily appreciated by ee a reaching trim from the other side. As usual, the young members of the club were prominent and the first two boats were ‘ Marina “’ the guests of Lieut.-Col. Dennistoun at a sumptuous ——— racing closed with the wind from the South, giving 2nd, ‘‘ Nerenuf,’’ 17; 3rd, ‘‘ Diana,”’ 10; 4th, ** Seacrest,’ 5. The race went through without dispute or disqualification, and there were few re-sails. The whole of the competitors and officials were ee M.Y.S.A. (KENSINGTON). The Kenyon Cup race for 10-raters was held on September 7 and 8, and attracted ten entries. On the first day the wind was a light N.N.Easterly, giving a broad and a close reach, scoring three and two. On the second it veered to East and the 205 “ees LONDON & DISTRICT MODELS =2.7 MARINE HE intervening period since our last issue has found the Scottish season rapidly coming to a climax, Championships following one after el iene eee the other each week. And now with the rapid contraction of the days we become conscious of the passing of yet another milestone on our road. Regretfully, perhaps, we glance back and spare a sigh for the activities that are now only memories. Some pleasant; others, it may be, only sorrowful. As the years flow by faster and faster seems the pace, and nearer, much nearer, the ultimate fate. However, why repine? Spring follows winter inevitably and always, and so we hope on, visualising future joys, whether the dreams are destined to materialise or not. After all, anticipated pleasures are present comforts and smooth the troubled path irrespective of fruition. Steadily life moves onward with some purpose, surely, behind it, although it evades our groping searching. After which philosophical outburst we will get back to Model Yachting. On August 17 the Richmond Club ran an open regatta for the 12-metre class. The invitation was responded to by 34 competitors. The wind varied in weight and was inclined to veer, but gave quite satisfactory conditions on the whole until after three heats had been completed. It then fell a dead calm for a short period, and wearisome drifting ensued while some re-sails and the finals were in progress, but freshened thereafter and allowed a brisk finish. Two competitors came in with full cards of 15 points, and four others returned a_ score of 13. Eventually ‘‘Melody *’ (A. W. K. Rodrick, West of Scotland) secured first prize, beating her co-leader ** Dora ’’ (W. Shennan, Richmond), which took second prize, in the deciding board. Third prize went to ** Cilma’’ (J. L. Andrews, Richmond), and fourth to ‘* Lottie ’’ (Mr. McKechnie, Elder Park). The other finalists for the last places were ** Bran- dane ”’ (J. Hunter, West of Scotland) and *‘Prowess’’ (W. Brown, Dennistoun). It was pleasing to see an open event at Richmond after an interval of two years, and the function was a great sporting success. On August 24 a fleet of 36 6-metres awaited us at Whiteinch, when the West of Scotland Club staged the last of a series of open regattas in celebration of its Silver Jubilee. A noteworthy feature was the breaking out of the original burgee on the same mast that carried it 25 years ago, when the club ran its first race. A profusion of championship flags attested the success attained in the succeeding years. Conditions were most unpromising while the craft were gathering, but just prior to calling out the first pair a fair wind came along and held throughout the regatta. Four heats were completed, with all re-sails and a final, giving a total of no less than 290 individual boards. As _ the race started at 3 o’clock, and was finished at 7.0 p-m., and all the competitors with their mates, and the officials and various friends were entertained to tea during these four hours, we think we may reasonably be allowed to congratulate ourselves on a most exceptional feat, and the Victoria Park ~ This record, of waters are not small either. course, could only have been achieved by the organising ability of the Secretary, Mr. A. W. K. Rodrick, assisted by the Class Racing Secretary, Mr. Norman Rodrick, combined with the efficiency of the Starter, Commodore French, of the Victoria Club, and Judge, Mr. McLellan, with the co-operation of the bank umpires, and last but by no means least, the real sporting spirit displayed by the competitors. Beating conditions gave a possible score of 20 points, and ‘‘ Charmée”’ (C. F. Arthur) and * Invicta ”’ (G. W. Munro), both of West of Scotland, returned maximum cards. The final resulted in favour of ** Charmée,’’ after a close board. Third prize went to the Cardiff nominee, ‘* Charis’’ (Len Smart, skippered by Mr. I. McPherson), and the fourth was taken by ‘‘ Endeavour ’’ (R. Clouston), of the newly-constituted Fairfield Club. We were gratified to see this new club represented in the prize list for the first time in an open event. Mrs. C. F. Arthur gracefully presented the prizes. Mr. Rodrick took occasion to refer to the honourable record of the West of Scotland Ciub during the quarter century of its existence. With Mr. Rodrick himself, Mr. John Bannatyne of the original founders is still active, and sailed in the race. Altogether a function of unusual interest. On August 31 the second of the Scottish Championships was decided at Barshaw Park, Paisley, when 13 6-metre class boats competed for the dis- tinction. The wind conditions were sufficiently good to enable full suits to be carried comfortably under reaching conditions. At the conclusion of the fourth heat the Kilmarnock representative had dropped only one board, and was leading the Paisley boat by two points, and ‘* Mairi,’’ Victoria, followed two points behind. At this juncture the ultimate winner had a score of 8 points or half the possible 16. After lunch the position changed. The leader, still sailing consistently, continued to de well, and finally returned a card of 36 points. Clydebank showed improved form and steadily made up her leeway until her last board brought her level with Kilmarnock. During this period the Paisley model fell away to finish with 28 points, and the Victoria craft came in with the same score. Two finals were therefore necessary, and the result declared: —Championship and Ist prize, ‘* Rena “’ (G. Cameron, Clydebank); 2nd prize, ** Sail-ho’’ (G. Curdie, Kilmarnock); 3rd prize, ‘* Griselda ’’ (J. WGilbert, Paisley). Councillor John Mellon, of Paisley Corporation, started the first pair and made a short introductory speech of welcome to the competitors. assuring them of the sympathetic interest of the Corporation in the sport. Our first officer presented MODELS 207 yyy cet MARINE THE M.Y.A. NATIONAL 6-METRES CHAMPIONSHIP AT SALTCOATS, September 7th, 1935 A group at Westfield Hotel, including Mr. W. M. Carpenter, O.0.D., Mrs. Stewart, Messrs. A. E. Foster, Catterall, Hirst, Brayshaw, Arnold and Alexander. presentation of the ‘‘ Istria’’ Cup to Mr. J. A. Stewart. the trophy and prizes. The 6-metres British Championship at Saltcoats, on September 1, conducted by Mr. Wm. M. Carpenter as O.0.D., brought out a fleet of 21 entrants, including five English and one Welsh aspirants. We were much gratified to see the English and Welsh Club colours flying at an event in Scotland, and hope our friends enjoyed their visit to the same extent as we appreciated their company. Such interchanges are all to the good and cannot fail to be beneficial to the sport as a whole. Curiously enough, for Saltcoats, there was a flat calm at starting time and a delay of some thirty minutes was necessary. The breeze then came away and held sufficiently strong to enable the event to be carried through to completion. It remained light, however, and veered with the sun, causing the course to be changed three times in consequence. The racing was keen and many boards showed a margin of inches only in favour of the winners. Commodore decreed that the race should be run in two divisions, with the two leading pairs in each Mrs. Hirst, of Bradford, re-stages the division sailing a tournament to obtain the final result. Eight hours of keen rivalry ensued, the International character of the entry lending more than usual interest to many of the individual heats. A sincere tribute can be paid to the sporting spirit shown by winners and losers alike, notwithstanding the tense nature of the racing. The finalists were: Division *‘A,’’ ‘ Gen ’’ (T. Robinson, Saltcoats), 37 points, and ‘* Clutha’’ (J. A. Stewart, Scottish Aclass Club), 33; and from Division ** B ** ‘** Maid of Lorne ’’ (J. H. Catterall, Bury), and ‘* Kathleen ”’ (A. Arnold, Bradford), both showing cards of 34 points. The final tournament resulted in a triumph for ‘* Clutha,’’ which only failed in one run, and scored 13. ‘* Gen,’’ with 8, came second, and ** Maid of Lorne,’’ 7, took third prize. ‘* Kathleen ‘’ was fourth, and also took ‘*B”’ divisional prize by beating “* Maid of Lorne ’’ in the final for this honour. ‘* Gen,”’’ of course, secured the ‘‘A”’ division prize. ‘*‘ Clutha’’ deserved her win, she was sailing well, and was most ably handled throughout, and we have no hesitation in saying er 208 she was undoubtedly the MARINE best boat on the day. 2 o-w ee 5 SONS Provost Kennedy welcomed the visitors with his usual urbanity, and handed over the trophy and prizes in conjunction with the wife of the Scottish Commodore. This lady, by the way, is manifesting an unusual interest in the sport lately. In announcing the result, Mr. Carpenter made a very happy speech, which evidently appealed to the spectators. Mr. A. E. Foster, of Birkenhead, rendered much valuable assistance in keeping the score — board marked up for public information, and the Scottish Secretary deserves credit for acting as Starter and Judge at one end line, although he was, and still is, suffering from a very severe cold. A pleasant hour was spent in the Westfield Hotel after the work was past, and very reluctantly we were torn away to catch our train. Wonderful! Guess how this happened.* The last of the Scottish Championships, that for the 6-metres class, was carried through at Paisley, on September 14, 12 clubs sending representative entries. Opening in a squall of S.W. wind, accompanied by heavy, driving rain, which continued without intermission for about an hour and a half, the prospect was not at all pleasant to contemplate, and, shortly after mid-day, two heats only having been completed, a halt was called for lunch in the hope that more genial conditions would supervene in the interval. Fortunately this hope was realised, and, apart from one heavy shower, the rest of the day was comparatively satisfactory. We say com- paratively with intent, as it was still far from ideal. Some of the wind slams were particularly severe; on several occasions boats were almost lifted bodily out of the water, and it says much for the sturdiness of the craft and gear that no serious damage was sustained. The tournament was completed after about five hours’ sailing, and resulted in a clear win for ** Violet’? (A. W. K. Rodrick, West of Scotland), with 48 points. ** Bee ’’ (W. Boyd, Paisley) was second, with 40, and “ Fireflame’’ (J. Johnstone, Dennistoun), 37, secured the third prize. The Largs entry had 35, and ** Susette *’ (Saltcoats), 34 points. It is not necessary for us to repeat our opinion of the new champion; she is well worthy ot the honour. The competent handling of Messrs. A. W. K. Rodrick and Norman Rodrick, father and son, undoubtedly contributes to the consistent success of this model. The organisation of the race left nothing to be desired, as is usual with anything for which the Scottish Secretary is responsible. Our thanks are due to Commodore Douglas, of Paisley, who acted as Judge, and Mr. Ritchie, Queen’s Park, Starter, together with the other gentlemen who acted as bank umpires, for the efficient assistance they rendered in running the race. We understand that the challenge race, emanating from a recent discussion as to the merits of the A-class model compared with earlier designs, is to take place on the open waters of Port Bannatyne Bay, on September 28, when Mr. A. W. K. Rodrick has to justify his assertion that some old-timers were as fast or faster than the present-day International class models. The boat he has selected was built in 1900 to the 94 measurement rule, or more correctly, the Thames measurement rule, and the A-class opponent will be the ‘‘ Scotian,’’ sailed by *We know that one!—Editor, M.M. MODELS her owner, Mr. Ian Macpherson. Obviously this match will provide an attractive afternoon, provided the weather conditions are favourable. Should there be a strong wind we shall be sorry for those who have to handle the attendant skiffs. And now it is early morning, rain is battering at our windows with a wild wind howling and screeching in ascending crescendo to again remind us that the season is nearly done. We only hope it has not kept the skipper awake. Stocking soles and the outer edge for us, or there will be another gale. THE SCOTTISH COMMODORE. BRITISH 12-METRES CHAMPIONSHIP HIS event took place at Saltcoats on Septem- i ber 21, but the entry was disappointing as only nine boats, representing six clubs, took part. The race was marred by lack of wind, and the start had to be postponed until 11.15 a.m., when a light S.S.W. air sprang up. In spite of the light wind four heats were run off before an adjournment was made for lunch at 12.45 p.m. The Birkenhead boat was an early favourite, as she won the first six boards in good style. She set a large ‘* Annie Oakley ’’ to starboard, but later wisely discarded it after it had been taken aback. As she fell back, ** Mairi,’’ of Victoria, came to the fore. The match was resumed at 1.30 p.m. The wind, which had failed just before lunch, was now a light S.S.E., which just enabled the boats to fetch through in one leg. The wind failed again at the end of the sixth heat, and there was another hour’s wait. It was then possible to start again, and the wind held until the finish at 6 p.m. Towards the end of the match ‘‘Ellora ’’ challenged ** Mairi,’’ and it was not until the last heat, when the two boats met, that the result was determined. In the weather board first one led, then the other, until both ran into a patch of calm near the line, where they remained for about 12 minutes without steerage way. Then, somehow, ** Ellora ’’ picked up a little air and managed to slip over the line, leaving her opponent becalmed for another five or six minutes. The leeward board was sailed under somewhat better conditions, and after a close tussle ‘* Ellora’’ crossed the line two boats’ lengths ahead of her rival. Result: Ist, ‘‘ Ellora ’’ (A. E. Campbell, West of Scotland), 31; 2nd, ‘* Mairi ’’ (G. McKenzie, Victoria), 27; 3rd (after sail-off) ** Curlew ’’ (K. Jones, Birkenhead), 24; 4th, ‘* Thelma ’’ (G. W. Munro, West of Scotland), 24; ‘‘ Wee Don ”’ (J. Blair, Saltcoats), 19; ‘* Osprey ’’ (J. McKenzie, Dennistoun), 18; *‘ Rattler ’’ (J. Winder, Victoria), 16; ‘‘Griselda” (j. Gilbert, Paisley), 14; ‘‘ Neupon’’ (H. Miller, Saltcoats), 7. The Officials were: O.0.D., Mr. Alexander Cowie; Asst. O.0.D., Mr. D. McPherson; Starters, Messrs. A. McLellan. McDougall and Gardner; Scorer, Mer. MARINE MODELS 209 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 opinions expressed by Correspondents. FLEETWOOD REGATTA behaviour of her very short overhangs in the very steep sea, and the fact that she is perfectly balanced Dear Sir,—Needless to say, your excellent account of the recent Fleetwood Regatta was of considerable interest to me. As I do not agree with one or two of its observations, may I venture a few remarks which touch on the debatable question of the ** choice of dimensions ’’ for a good ‘‘all-round”’ boat, which most of us are after. metacentrically, This view is supported by recent experiences with full-sized yachts, designed to the same principles. Previously, the weather was hardest on Wednesday and Friday. The wind reached 25 m.p.h. on both days, and ** Naiad’’ put up her worst per- ** Naiad,’’ when launched in March, displaced 50.4 lb. on a 5lin. water-line. She won her first the other hand, on Monday and Tuesday, which race—the Serpentine Cup—a few days later, ii n light weather, from ‘‘ Glenmoriston ’’ and“ Janet,’’ in a fleet of 13. She repeated her success a week later, in a moderate wind; this time ** Fantasy ”’ was second. In her first race in a fresh breeze, the Jubilee Cup, at Surbiton, she came in fourth, behind ** Janet,’’ ‘* Glenmoriston “’ and ** Fantasy.”’ In the ordinary weekly races at Surbiton, in the abnormally light weather experienced this year, **INaiad’’ has had more than her share of wins, and was hardly ever out of the first three. I decided, therefore, to try my luck with her at Fleetwood. I was quite convinced of her ability to hold her own in good company in light weather, but was uncertain of her performance in heavy weather. In moderate breezes she had not been outstanding and, until Fleetwood, she had not sailed with a second or smaller suit. It is suggested that I added weight to compen- sate for the difference in the conditions of flota- tion in salt and fresh water. Actually, this was done on the advice of her designer as the result of recent experiences with two heavyweight craft (56-58 Ib.) of similar designin both heavy and light weather, and, also, a wish on my part to trim her by the stern. I increased her displacement 1.81b. (not 3 1b.) as an experiment. ‘* Naiad ”’ was immediately successful in a race in the lightest weather against the same well-known boats at Surbiton. I naturally decided to keep her at her new displacement for Fleetwood. I was losing little—if anything—in light weather, and I was certain to gain in the heavy weather, which We had been told to be prepared for at Fleetwood. As regards the British Championship, unless | am mistaken, the account gives the impression that ** Naiad ”’ benefited in the rather heavy conditions which prevailed on the average during the week, by being a 52 pounder heavyweight. With this I agree. At the same time, however, her day to day record is illuminating. It confirms previous experience. She sailed remarkably well on the final day, during the gale, without losing a point to weather. Undoubtedly her stiffness was a contributing factor, but I believe her success was mainly due to the formances, picking up only 15 and 19 points. On were the calmest days, ** Naiad ’’ gathered 58 out of a possible 60. Her scores on these days were 33 and 25, respectively, and not as given in the report. Examination of my score-book does not show that my opponents, on the average, were less formidable on the opening days than they were later. Omitting the abnormal final day, it may be said that ‘* Naiad’s ’’ daily score was in inverse ratio to the strength of the wind! I presume ‘* Naiad ”’ was above the average displacement at Fleetwood. The interesting question is this: ‘* With the A-class rule, which gives increased sail area for increased displacement, or, with the same sail area, increased L.W.L., with a corresponding increase in Q.B.L., and an added bonus of extra draught, is weight the serious handicap in light weather it is sometimes made out to be? Is not the ideal ‘* all- round ’ boat one which might be classified as a ‘light heavyweight ’ at least?’ It is interesting to speculate on this point. A recent address by Mr. Burgess, in America, on this thesis, is of interest, and a significant fact is the report that Mr. Sopwith intends to take the limit in weight in order to get the maximum water-line for his next challenger to race in the light airs expected across the other side. Admittedly, the Universal Rule is even more kind to the heavy boat. As regards the International Race, ‘* Naiad ’’ was beatenin the very light—at times ghosting—weather by a boat of less displacement. Did the difference —a matter of 23lb.—really account for this, as inferred in the ropuce? I think it is very hard to say. Comparing the dimensions of the two craft given in MARINE MODELS, there cannot be an ex- treme differencein the shape or bulk of their underwater bodies. If ‘* Naiad’’ is classified amongst the ** heavyweight heavy weather class,”’ ** Prins Charming”’ is not far removed from it. Nor should ‘“* Naiad ’’ be greatly inferior to the Norwegian craft in light weather. From observation, I do not think that ‘* Prins Charming ’’ was speedier in hull in light weather to any marked extent, but there is no doubt that her ability to point under ghosting conditions was amazing. To what extent this was due to the Vane gear or to other factors A 210 MARINE —particularly to what I might call the real seamanship and judgment of Mr. Sam. Berge—it is difficult to say. It was interesting that her sails were trimmed for weather work like those of a real yacht, and not like the normal model, with a free or fixed rudder. With the mainbcoom near amidships, and with sails drawing in light weather, ** Prins Charming ’’ seemed to lay at a closer angle to the wind than any of her opponents, not excepting the very light-weather American boat of some 41 lb. displacement. This, to my mind, was due to the Vane gear and the adjustment of centres, which it allows. Mr. Berge told me that his mast was stepped well aft of the position accepted for weather work with the Braine gear. It is unfortunate that we did not have one day during the International Regatta with a moderate full-sail ** nose-ender,’’ which would have enabled a comparison between the two methods of sailing to have been made under average conditions. From these remarks I do not mean that I believe that the Vane gear is going to be the panacea to all our ills. I experimented myself with it on a ‘‘ wee six “’ a few years ago, and I know how easy it is to be *‘ had ’’ with it in certain conditions. We saw Mr. Berge himselfin trouble with it more than once at Fleetwood. I would hesitate in giving an opinion as to whether it would have seen a boat successfully through the British Championship week this year. However, Mr. Berge has shown us what can be done with it, and has made a good many of us think. Returning to the report, in justice to my mate, Mr. Jack Thompson, I wish to say that his retrim on the last day, which enabled the German boat to beat ‘* Naiad’’ on a critical weather-board, was made under my instructions. I alone am to blame. No one could have been better or more loyally served by his mate than I was at Fleetwood. Finally, I must thank you for your compliment concerning ‘* Naiad’s ’’ sails. I feel highly flattered. They, like everything else, except a couple of bottle screws, were home made.—Yours, etc. W. C. HOLDEN. MR. SAM. O. BERGE AND XL SAILS Dear Sir,—After my visit to Fleetwood to see the Final of the British Empire Championship and International Races, and reading your September issue, may I say I think you do not give Mr. Berge quite the full credit he and his boat deserve? You imply that if the wind had held he would not have won. Probably you and others got that impression because ** Naiad ’’ beat him on Monday, when there was a good breeze; but if you had seen him practising on Sunday in a wind quite as strong as on Saturday (the final of the British Championship), you would certainly change your views. In your Editorial you mention his full keel and wind vane steerer—the latter is certainly not all honey, for it cost him three points, and very nearly lost othersin beating, as many observers must have noticed. What was not mentioned was his extraordinarily high pointing, which did not unduly retard the speed of his boat. Now I do not wish to claim the whole advan- tage of this for XL sails, but they most certainly had a very big share in it. The fine, smooth surface and perfect fit allows the wind to flow off freely MODELS with very little friction, hence higher pointing and greater speed; further, it permits sail plan to be placed further aft, which again gives higher pointing. Mr. Berge is fully convinced of this and, after testing English sails of other makes at Fleetwood, definitely decided XL sails were faster, even after three years’ use. You have a slight error in the general report of the race. Mr. Berge used XL foresail each day and all day. The silk mainsail was hoisted on the morning of the last day, not because XL was unsuitable for sailing in a calm, but because, as he said, he could not *‘ feel the wind ”’ in starting in a calm. He would have liked to change to XL later, but was afraid of upsetting his trim. You already know of Mr. Berge’s success at Oslo last year. He has just returned from Goteberg, Sweden, International Races, and tells me that in four entries he got four firsts and four specials—all under XL sails. Mr. Berge takes these sails more seriously than the majority of English sailors, and I think he is right.—Yours faithfully, WALTER G. PERKS. Trefriw, Caernarvonshire. ON SAILCLOTHS Sir,—Purely from the point of view of aerodynamics of sails, could it be stated what cloth Mr. S. O. Berge was using on the Wednesday and last day of the International Race at Fleetwood?— Yours truly, C, Drown. Model Yachting Association ESTABLISHED 1911 ATING 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. Certificates for all Classes. “A” and I.Y.R.U., 2d. each. 10-rater, 6d. per doz. i 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 Editorial Contributions, CONTENTS Correspond- Advettisements Page ence and Club News intended for publication must reach our Editorial Offices not later than the 16th How to make Model Ship and Steamer Fittings 213 The Engineroom… 215 of month previous to publication. The Editor does not under- 211 Terms on application. Special rates Announcements for of Club Regattas, etc. All advertisements must be received at our Offices not Petrol Engine andilies Topics … 218 Design of 6-metres “‘ Corea ”’ 220 used, correct name and address Cardigan Bay Schooner (1865) … 221 of sender must be enclosed. Ship’s Boats 222 A Designer’s Reflections 224 The proprietors reserve the On Taking up Model Yachting 226 right to refuse to accept any News of the Little Ships 228 Our Scottish Page 231 Correspondence 233 take to publish all matter received. Where a nom-de-plume is The Editor does not undertake responsibility for photo- gtaphs, plans, or articles submitted, but every care will be taken and to we return ensure will same their safety, endeavour if postage to is … later than the 16th of month prior to publication. Any space booked will be charged necessitating unless accompanied by stamped addressed envelope for reply. 52, FETTER LANE, LONDON, E.C.4. Telephone: Central 9914. Technical Enquiry Bureau All rights reserved. Queries involving technical charge of vatious departments of this Magazine. Long technical replies cannot be given unless a fee of 2s. 6d. No responsibility is etc., sub- mitted, but every care will be taken and we will endeavour to same if postage enclosed. MARINE Private our For advertisements Sale and for Wanted Column are charged 1d. per word. Minimum 2s. Box numbers, c/o MARINE Mopets, can be used if desired at an extra fee of 6d. matters will be referred to the taken for designs, Advertisements Editorial and Publishing Offices : Published on the 7th of each month. return not reasons. an answer by post cannot receive is sent. is Small Prepaid Enquiries experts in if copy advertisement without stating enclosed. attention for received in time. is Subscription Rates INLAND … OVERSEAS U.S.A. and CANADA must be _ bona-fide 7s. 6d. per annum. private advertisements. 8s. 6d. per annum. advertisements are not accepted $2 per annum. for insertion under these head- POST FREE, including all Double or Special numbers. Cheques and P.O.s should be made payable to Marine Mopets Pustications, Lrp., and crossed * National Provincial Bank.” MODELS All advertisements for this column Trade ings. All advertisements must reach this Office not later than the 16th of the month prior to insertion, and be accompanied by remittance. PUBLICATIONS, 52, Fetter Lane, London, E.C.4 LTD. ill ii | MARINE GET THAT 100% MODELS EFFICIENCY TOUCH FITTINGS in Brass, Nickel, Chrome, Gun-metal and Bronze finish. Light, Strong and well designed. To order only, and at very reasonable Prices. Send stamp for revised List to— W. H. BAUER, 10, CELBRIDGE MEWS, PORCHESTER ROAD, LONDON, W.2 “THE”SHIPMODELER”” | FINEST SOF T PINE CAPTAIN E. ARMITAGE McCANN Specially selected for has been consolidated with Model Boat Building. HOBBIES MAGAZINE All and is now a special department in thicknesses from 4” to 3”, widths up to 24” HOBBIES edited by Captain McCann ALSO Sample Copy, 10c. Subscription Prime Honduras Mahogany $1.50. Canada $1.75. CHETHAM TIMBER Co. Lid., LIGHTNER PUBLISHING CORP., pT INSBURY PAV ERE: 2810, S. Michigan Ave., Chicago, Illinois, LONDON U.S.A. High-Class Printing E.C.2 METROPOLITAN 7418 A Waterproof Glue Also Heat and Acid Proof. The Printers of MARINE MODELS are in a position to handle at moderate prices all kinds of Printing. No more sewing joints. Estimates will be gladlyand promptly forwarded. Breaking strain in wooden joints, moist First-class work is guaranteed. Inquiries or orders should be sent to : Marine The Publishers, Models Publications, Ltd., 52, Fetter Lane, London, E.C.4. A permanent and Solid Waterproof Craft. and normal, over 1,100 Ibs. per sq. inch. RECOMMENDED BY “MARINE MODELS.” Tin containing 2 oz. 8d., or 4 Ib. 2/I, post free, from : , Anglo-American Pharmaceutical Co., Ltd., GALEN WORKS, DINGWALL ROAD, CROYDON. Phone: Croydon 3118. Trade Enquiries Invited.