Marine Models: Volume 9, Number 1 – April 1936

te tree, id. 4 j ne WAR . 4 A an >= — i_ ~ iG = 3 a oa — = = i — – = = jes MMi tse = D set SHNISAL, aa ec & Vol. IX, No. 1 Published on the Seventh of each Month April, 1936 EDITORIAL HIS is the first issue of Volume IX, and is our 97th number. As often happens, a few model yachtsmen write us complaining of the space devoted to sub- jects other than model yachts. As this Magazine was started as The Model Yachtsman and solely devoted to model yachts, this is, we suppose, inevitable. Readers should not forget, however, that our present Magazine is a very different production from the original, and by increased size, use of different types and better arrangement, contains over three times as much matter as it did. In addition, it is better produced and illustrated. Therefore, model yachtsmen are actually getting better value for their money. Before the advent of the motor, papers dealing with full-scale yachts were solely devoted to sail, but take up any of these journals today and see how much space is devoted to motor auxiliaries and fully-powered motor yachts. None of the yachting magazines is devoted entirely to sail, while there are magazines devoted solely to motor boats. There have been four or five efforts to run magazines devoted solely to model yachting, and every one failed, and their promoters lost money. There is no need for us to detail the histories of these papers here, as they must be familiar to most of our readers. We hope to publish our 100th number in July, and have never made a break in the sequence. Yet had we not seen the wisdom of making this Magazine representative of all classes of marine modelling, we should not be carrying on, and gradually improving and enlarging the paper. In fact, we should have shut down some years ago with heavy losses to the original founders of The Model Yachtsman. Most readers are aware of this, and also realise that though started as an amateur effort, the work and expense involved rendered it essential for this Magazine to be placed on a purely commercial basis. Neither model yachting, nor model powerboating, nor ship-modelling is able to support a magazine of its own. Yet to each a maga- zine is essential, and by combining ll branches of marine modelling MARINE MopELs becomes possible. It is our desire to improve the Magazine in every direction and increase the size. To make this possible, the support of every model yachtsman, powerboat man and ship modeller is essential. Readers are, therefore, requested to bring the Magazine to the notice of friends, and to get us new subscribers. TO CLUBS HE Sailing Season is now approaching, so we T venture to remind Club Secretaries that special rates available. An for Regatta advertisements are advertisement in MARINE MOopELs helps to fill Open Events, and is usually inserted by all important clubs for their big races. a MARINE MODELS 2 HOW TO MAKE MODEL SHIP AND STEAMER FITTINGS By A. P. IsARD, A.M.I.Mech.E. spokeshave. The finishing off is done by INCE, in the last article, we were discusslightly using No. 00 glass-paper and running lathe at the highest possible speed. Spars the ly. ship’s spars follow quite natural finally finished with a good varnish or are r numbe large very a that fact a Now it is unless the prototype has painted spars. polish, disfor of models are particularly noticeable of small power-driven craft wire models For l genera the g spoilin thus spars, proportional but it must be worked to its used, be may and appearance of an otherwise attractive etc., being easily solcrosstrees, taper, proper show the gives really This well-made model. the whole painted and position, in dered the lies away to the trained eye, and herein correctly. ng. buildi model secret of artistic In large-scale working models proper holMost models have spars of much too large masts should be made and fitted, as these low were size e tionat propor the if a diameter, and, the practical purpose of saving weight serve indeed ypes, they would S ing cables and ropes, a few notes on the fitted to the protot appear crude. Even in sailing models it is not often that a model is demasted in a fair contest with the elements. Spars are, of course, the mast, which may be simply a pole mast (that is, a mast with- Mast fittings, mee as maststeps, goose- out a topmast and complete in itself), and necks, etc., have been previously described in Masts for steamers are usually the pole sort, Masts are usually carried right down In through the main deck to the keelson. some small craft, such as barges, steam tugs, and the like, the masts are frequently housed in tabernacles on main deck level, thus enabling them to be lowered away for passage under obstructions, such as fixed bridges. Although it may be said that the ubiquitous outboard motor can hardly be described as a booms, gaffs, bowsprits, etc. a re without loss of strength. In this connection it must again be pointed out that it is important to keep the weight of all tophamper . down to the lowest possible amount. and are used for signalling purposes and to carry a number of booms complete with gins and tackles, thus forming derricks for hoisting cargo in and out of holds, and many other obvious and useful purposes. They are nearly always hollow steel tubes made of plates riveted up in sections and welded together. In very large ships these masts have internal ladders, up which the crow’s-nests can be reached, or, in the case of big capital warships, leading to fighting tops, fire control stations, The fighting tops in the old days of wooden walls, from which riflemen ramming home their charges down their old muzzle-loading muskets, fired down on the decks of the enemy ship alongside, were reached by climbing up the ratlines on the lower shrouds, running from the channels on the ship’s side up etc. to the tops. The majority of model masts and spars are made from timber, and for this purpose yellow pine is specially recommended. For those who possess lathes, turning up presents no great difficulty, but care must be exercised, as otherwise the almost finished spar will inevitably be smashed. The wood should be very lightly turned between centres after first being roughly shaped with a sharp detail in MARINE MODELS. ship’s. fitting, it is nevertheless muchused and useful in these modern times, and there are several attractive types of craft which would not be complete without this accessory; it further lends itself to the realm of ingenious invention to the model shipbuilder and engineer who cares to try his hand at a working model. A working model seems fantastic upon the face of it, that is, if it is to work similarly to the prototype, but by modification of design and the use of other forms of motive power it should not be beyond the bounds of possibility. Fig. 130 illustrates a type of twin-cylinder, horizontally opposed, general utility outboard engine, quite suitable for model-making pur- poses; the design is very much modified, several features necessary to the prototype being left out, but it will serve as an example. Referring to the drawing, which shows a MARINE MODELS E .-® E D . Ss B. K, K! i. NF ~ Q – te) Figure side, front elevation and plan: A is the petrol, or fuel tank, shaped in the manner shown, and fitted with a fuel cap R. It is secured in its position by being soldered at its bottom to the topside cover of the crankcase D. The tank itself can be easily made from small pieces of brass sheet soldered together, the fuel cap R being, of course, a dummy. B is the silencer made up from a piece of tubing with ends soldered on, and fixed into position by soldering lugs to the underside of the petrol tank and to the side of the crankcase. ; C 1s the engine flywheel, which revolves in a horizontal plane and is secured by a nut to the crankshaft, which is extended and tapered for the purpose. This can be easily turned up from any suitable piece of brass rod. D is the crankcase, the shape of which is rectangular externally. This can be made either from the solid, in which case it must be bored with as large a hole as possible, or it may be bent up from brass sheet and soldered; it will be important to see that the +n -P 130. holes for the crankshaft in the top and bottom covers are bored accurately, and in line. E are the cylinders which can be pieces of brass tube with the external ends closed by means of discs they should be soldere d in the positions shown to the sides of the crankcase, Small pieces of wire, turned to the shape of sparking plugs, should be inserted into holes in the cylinder tops, and again the soldering iron brought into action. Before we have finished our outboard we shall have had considerable experience and practice with our friend the soldering iron. (To be continued.) TQ READERS ri minded of the advisability of having these bound. Nothing is more HOSE readers who save their copies are re- annoying than to find a number with a special race report or article is missing, The bound volumes of this Magazine contain a wealth of information besides being a history of the most important events in the sport for many years. A MARINE MODELS REST hr oe SRA Sid O*: of the most expert model builders in the London district is Mr. William Morss, of the Victoria Model Steamboat Club. Mr. Morss has been a modelmaker from boyhood, and joined the club early in 1914. Many of the club’s best models are his handiwork. His own model, the cargosteamer “Belle Morss,” is one of the most advanced and detailed pieces of work I have ever seen. The model is not strictly to scale, but modified, as necessary, for a working model. She is, however, highly representative of her type, which is the good-class coaster, and is most realistic either afloat or seen on her stand in the club-house. She was built in 1912, but since that date has had many additional features added. Today she incorporates every feature of the prototype, down to the crew on deck. Some of these are engaged in washing down decks, and the hose of one actually shoots a jet of water as the deck service is arranged to work. ‘Belle Morss’’ was amongst the exhibits on the stand of the V.M.S.C. at the Marine STARBOARD SIDE OF and Small Craft Exhibition at the Agricultural Hall, Islington, in November, 1922. This exhibition was visited by His late Majesty King George V, who was greatly intrigued by the models. The “ Belle Morss” came in for careful inspection. Espying a model of the ship’s cat, seated just outside the galley door, His Majesty smiled and remarked, “* Well, the only thing omitted is the cat’s whiskers.” Mr. Morss immediately removed the cat, took it home and added the whiskers! In fact this little vessel is a working showcase model, and both above and below decks a marvel of ingenuity, which it is impossible to describe fully in the space at my disposal in MARINE MODELS. The dimensions are: L.O.A. 4ft. 6in., beam Jin., weight approx. 44 lb. The hull was built on a wooden former, and is made of strips of No. 11 gauge sheet This gauge can be obtained at any zinc. builder’s merchants. Zinc is softer than tinplate and has the advantage of being nonrusting. The hull was built in strips, rather as described in my last article, but instead of PLANT OF ‘*‘ BELLE MORSS ” Photo: J]. Vines MARINE STARBOARD SIDE OF ENGINE, Photo: J. Vines position, arranged so as to come at the edges The longitudinal strips are tacked with solder to the ties. ) SHOWING CONDENSER AND DISPLACEMENT being lapped, the plates are butted edge to edge, and soldered. A thin strip of metal is put inside the joint. The method used is extremely good, and produces an excellent hull, so I will describe this briefly. Three or four strips of zinc, about in. wide, are first laid round the former, from gunwale to gunwale, forming sort of ribs or ties. The longitudinal strips are then put in of the metal strakes. MODELS After this the metal strakes are cut, shaped and tacked in position with solder. The strakes are about 3in. wide and shaped to the boat by being worked out with a piece of wood with a round end like a pestle. When he is doing the final soldering, Mr. Morss uses a small Bunsen burner in preference to a soldering iron. One point that should be mentioned about shaping the plates is that the zinc can be softened by heating, but care must be taken not to burn the metal as it melts at a comparatively low temperature. A wooden shelf (or inwale) is fitted to the hull, being screwed to the shell from outside with brass screws. The heads of these are concealed by the half-round brass rubbing strake, which is soldered round the hull. LUBRICATOR The deck is carried on beams resting on the shelf. The joint between the deck and the shelf is luted with putty and screwed. This enables the whole deck to be removed easily if it is desired to do so for repairs, or alterations below deck. When “Belle Morss” was first built, she was fitted with a single cylinder, tin. bore and jin. stroke. She was subsequently reengined with a twin-cylinder launch-type engine with the cranks set at 90°, having a bore and stroke of tin. Her present plant was installed in 1926, and has been gradually improved and added to until it is one of the most complete and comprehensive ever installed in a working model. The engine is a compound job, the highpressure cylinder being #in. and the low-pressure 14in. bore, while the stroke is Zin. The pistons are fitted with single bronze rings yin. wide. The cylinders are cast-iron. I have often emphasised the necessity of proper attention when iron cylinders are used. Mr. Morss invariably works plenty of oil into the engine before it cools off after a run, with the result that this engitie is in excellent con- dition without a trace of rust. The cranks are set at 90° and, being a compound, the engine is not self-starting, though when she is hot after running, she will start MARINE 6 up when the steam-valve is opened. The cylinders are mounted on five turned steel columns. All bearings are split. The engine is fitted with a displacement lubricator of large capacity, which will be seen in the photographs on the after-side of the engine. This is of most unusual design, as it has a separate pipe for the steam feed. The connection from the main steam-pipe will be seen in the photographs. This connecting pipe has a coil between the steam-pipe and the lubricator, and thus positively assures the condensation of the steam before it is admitted to the bottom of the lubricator. The oil is led off from the top of the lubricator by separate pipes to the valve-chests of the two cylinders. In order to regulate the flow, the oil outlet has only a tiny aperture, and a Primus nipple is used for the purpose. In practice this has proved a very satisfactory arrangement. The large cylinder shown in the photographs is the condenser. Cooling water is admitted through the ship’s side by means of the pipe with a flanged inlet which connects MODELS to the side of the boat. The outlet pipe connects up at the after end of the condenser, and goes through the vessel’s skin near the propeller, which is sufficient to ensure a good circulation without a pump. The condenser has an inner cylinder, and the outer cylinder forms a water jacket. In addition, there are 18 light gauge copper tubes running longitudinally through the inner cylinder, and thus increasing the cooling surface. Steam is ad- mitted through the large pipe, which will be seen leading into the top of the condenser drum. The condenser outlet is at the bottom. The outlet pipe leads round the engine to a vacuum pump on the port side of the engine, which serves to draw off the water. From the vacuum pump the water is passed to a hot well, and thence back into the boiler. The condenser is made of light gauge material, as it has not to stand pressure like a boiler. The circulating tubes are jin. lightgauge copper tube. Of course the steam inlet and outlet pipes lead through into the inner cylinder. The outer shell of the condenser is 3in. by 2in., and the inner 23in. by 1§in. “Belle Morss,” in accordance with the type of vessel she depicts, has her plant installed aft, and, therefore, the available space was somewhat cramped, but nevertheless her builder exercised considerable ingenuity and made a very efficient job. The vacuum pump is Sin. bore and stroke, and operated by lever and link motion off the crossheads. The boiler is of the centre flue marine type, 7in. long by 5in. diameter, with 24in. flue, The boiler and nine tubes 3in. diameter. shell is very heavy gauge, and the tubes of light gauge. The boiler is fitted with a smoke box. I hope to give a drawing of this boiler in a future number. The boiler is not lagged, but for general The use Mr. Morss recommends lagging. fittings comprise water gauge, steam gauge, safety valve, steam and hand feed-pumps. It will be seen that steam is taken from a head in the top of the boiler. The steam feed-pump is a beautiful little piece of work, and is of a type devised by Mr. Godfrey, of the Victoria M.S.C. It will be noticed that the displacement lubricator for this pump has been made from an old type of tyre valve dustcap. Photo: J]. Vines PORT SIDE OF ENGINE, SHOWING VACUUM PUMP AND DISPLACEMENT LUBRICATOR The boiler is fired by a petrol blowlamp, but I understand that this is to be converted to paraffin. The container is 4in. by 34in., and with two-thirds of a pint of fuel this MARINE MODELS < Photo: J. Vines FORWARD END OF THE PLAN T, SHOWING STEAM FEEDPUMP. LEVER OF HAND FEEDPUMP AND BLOW-LAMP CAN BE SEEN BEHIND gives about an hour’s running. The vaporising tube is yellow french brass tube, and js without seam. The flame tube is 34in. long by I4in. wide, of light gauge brass tube. The air openings are adjustable by means of a sleeve. The lamp is fitted with a self-cl eaning needle. The stern-tube is 3in. brass tube, fitted with gunmetal bearings at each is fin. rustless steel. end. The shaft Lubrication is provided by means of a car grease cup of the screwdown type. A four-bladed propeller of 3in. diameter is The blades of this are I4in. wide. The whole installation is most complete, and an example of a really advanced plant of excellent design, workmanship and finish. This is the only model I know that is fitted with a condenser. In this connection it may be mentioned that before the condenser was fitted the engine was not entirely smooth running, as it had that period which seems inseparable from compound jobs. Since the condenser has been fitted, this has entirely disappeared. used. In my next article I hope to give some account of the deck fittings, which are re- markably complete. (To be continued.) REVIEW SHIP Mopet MakiNG: THE BRIG. By Frank H. Mason. Price Is. The Studio, Ltd., 44, Leicester Square, London, W.C.2. Readers who expect a compl ete treatise on ship model building for Is., will be disappointed. Nor does the author attempt to cover the complete subject of Brigs, but contents himself with one example of a Geordie collier. In its way this unambitious little volume is decidedly good. It is for the absolute beginner and should serve to bring recrui ts to ship modelling. It is certainly infinitely prefer able to the average ship model construction set that is so popular these days, which is a mass of inaccu racy. All the same, we would have rather seen this book a little more expensive, and more elabor ate, as all Mr. Mason’s readers will not have as good an eye as he has himself. We also doubt their ability to get the lines sufficiently accurately from the data provided and a few more details, partic ularly as to the shap- ing of the hull, might have been helpful. The rigging is simple and expla ined clearly, while the deck details, if not exactl y elaborate, will produce the right effect and atmos phere. Candidly, we do not recommend this book for the advanced student or proficient ship modeller, but it is excellent for the beginner who wants a cheap book that will enable him to produc e a reasonably presentable little model, tion to better things. and serve as an introduc MARINE MODELS 8 MODEL POWERBOAT RACING AS AN ORGANISED SPORT Owing to the sad illness and death of his father, our esteemed contributor, Mr. J. B. Innocent, has been unable to compile his usual monthly article on Petrol Engine and Hydroplane Topics. As we frequently receive enquiries, both from this country and abroad, as to the conditions under which model powerboat races are held, measurements of classes, etc., we are publishing this article on Model Powerboating as an Organised Sport. developing as a national sport, it exists as a NE difficulty in the organisation of number of clubs each going its own way. This retards development, and also hampers compeand fication of racing classes the Model Trade and the Press in its enit nsible, comprehe is this While rules. tition of the model @) Model Powerboat Racing is the uni- forms a stumbling-block to progress. Whenever a new water is opened, local enthusiasts build boats. Each man has his own ideas, which he embodies in his own craft. When these are completed, the proud owners meet at the pondside, and it is decided to form a club. Practically every member's boat is a different type and size, but their owners have one thing in common. They all love boats, and their own boat in particular. The first task before the Committee of the new club is to formulate classes that will include all the members’ boats. ‘* Smith has the longest boat and she is 58in. overall, so our class must include boats up to 58in., or, say, 60in. Brown's boat weighs 564 1b., so we'd better make the weight up to 60 lb., or we'd shut Brown out.” And so it goes on. Finally a set of rules is adopted that lets every member’s boat in, and the new club settles down to function with classes that exist nowhere else, and competition rules framed to meet purely local conditions. Very likely the classes and rules are thoroughly unsatisfactory, having possibly been framed by men without any real experience. As the club grows, new members are gained, further boats are built to the local rules, and Cups are acquired with conditions dictated by the donors or the Club Committee. Eventually the club acquires quite a fleet, but unfortunately these are entirely different from those of the club in the next town, and this entirely precludes inter-club competition, and as both clubs have fleets that will not fit any National class, neither of them can enter National events. When, in due course, the question of joining the National Authority arises, the problemof vested interests often proves insurmountng able. Thus, instead of model powerboati deavours to cater for the needs powerboat man. In isolated cases Club Committees wisely decide to adopt recognised classes and rules at the outset, but, unfortunately, the Model Powerboat Association, which is the National Authority for Britain, has itself been in a state of flux, and so far only one racing class is definitely settled in every respect. Many M.P.B.A. events are still varied either to suit conditions laid down by donors of Cups, or Whilst this may for other considerations. have been expedient in the early days of the sport, it is high time that things were settled, and a clear lead given to the clubs of the country. This must not be taken as a reflection on the M.P.B.A., the Committee of which has had many difficulties to contend with. It is now making excellent progress, and no less than twenty clubs in England, Scotland and Wales are affiliated to it. The Hon. Secre- tary is Mr. E. T. Westbury, 30, Hackford Road, London, S.W.9, and non-affiliated clubs should get into touch with him. Power-driven models are usually divided into two main classes—prototype vessels and racers. There is, however, an intermediate class in the semi-racers, which are usually fast launch types. Power-driven craft travelling much above 12 m.p.h. are unsuitable for free running, owing to the difficulty of stopping them. Some expert stoppers can deal with speeds up to nearly 20 m.p.h., but this should on no account be attempted by a novice, as it requires great experience, and many serious injuries have resulted from attempts to stop fast boats. Races for the slower craft are usually held on straight courses, 80 to 100 yards long, and MARINE competitors are frequently divided into the three categories of prototype craft, semi-racers and racers. As far as the prototype boats are concerned, it is somewhat questionable whether races are not a mistake, as it encourages owners to over-engine and over-drive their craft, with the result that they lose all pretensions of resembling the full-scale vessel they are supposed to depict. In fact, the writer is not sure that events for prototype models should not be confined to steering competitions and speed nomination events. The semi-racers are well suited by these straight races, and so are the slower racers, always provided the speeds are not too great for safe handling. There are no definite rules laid down to cover these events or defining the classes catered for, but in some cases a speed-limit is fixed and all boats exceeding this are disqualified. Like the Round-the-Pole events these races are run one boat at a time against the clock for fear of collisions. Full-blown racing models are raced Roundthe-Pole. For the benefit of those who have never seen this, it should be explained that boats are run on a circular course tethered by a line to a central pole fixed in the water. Whenever possible, the length of line is arranged so that a lap equals 100 yards, and races are over distances that vary between 300 and 1,000 yards. Half a lap flying start is given, and once a boat passes the half-lap mark she is considered to have “run,” whether she has completed the course or not. The principal racing class, and in fact the only one for which restrictions are definitely fixed, is the International class. Boats of this class must not exceed 16 lb. in weight all on, or 1 metre in length, and may be propelled by internal combustion engines (either two- or four-stroke) having a total cylinder capacity not exceeding 30 c.c. Flash steamers not exceeding the above weight or length are usually admitted to race on level terms with the 30 c.c. boats, The world record, made some years ago, is 43 m.p.h., made by Mr. S. H. Clifford, with his flash steamer “* Chatterbox III.” For many ears this record remained unapproached, but ct year our contributor, Mr. J. B. Innocent, and his brother, with their famous “ Betty,” put up a world’s record for I.C. engined models of 41.23 m.p.h. over a course of 500 MODELS 9 yards. It is more than likely that 1936 will see “ Chatterbox’s”’ record go by the board, and the supremacy of petrol established. At some regattas a larger class is catered for in the 14 metres boats with 50 c.c. engines. Fortunately, these have not developed proportionately to their smaller sisters, and their speeds do not approach those of the 30 cc. models. Such big, powerful craft are inadvisable and new clubs are recommended to adopt nothing bigger than 30 c.c. There is also a smaller class which has just been started in the 15 cc. Flash steamers having a weight of not more than 7lb. are rc permitted to compete with these little oats. Boats for running round the pole have a plate fitted to the side with holes for attaching the line. The line used is a plaited flax fishing line, waterproof, light and strong, such as is supplied by fishing tackle firms like Hardy Bros., Ltd., of Alnwick, for game fish. The actual attachment to the boat is by a snap shackle, such as is used for fixing a dog’s lead. These snaps are not as strong as could be desired, but nothing else is really available. Lines are tested to withstand a breaking strain of 75 lb. and hooks one of 100 Ib. It was in the past a by no means uncommon thing for a fast boat to break adrift from the line, when she would career away and either smash her bows against the edge of the lake, or leap out of the water and endanger the spectators. The M.P.B.A., therefore, wisely decided that a second safety line must be used, and the 30 c.c. and bigger craft all use the double line. In the case of the little I> c.c., the weight of the boat seems hardly sufficient to keep the line taut, and a single line is used. In fact we are not sure that these boats would not do better run on a 66% yards lap so that three laps would equal 200 yards. The speeds so far attained by these little boats have not been such as to cause any uneasiness as to what would happen if they broke adrift. Racing boats are fitted with a knock-off switch for stopping purposes. All Round-the-Pole races are against the clock, and, in the case of the Victoria Model Steamer Club, very accurate electrical timing gear is used, and carefully checked against stop watches. All speed records have to be properly certified and submitted to the National Authority before being admitted. MARINE MODELS 10 Steering competitions provide much _ interesting sport. The course is anything from 40 to about 70 yards long and the target is usually about 10 yards wide. It is divided into five sections, the centre one being the “bull,” the two on either side of the bull inners,” and the two outside ones “ outers.” A bull scores 5 points, an inner 3, and an outer 1. Three shots are usually given, so that the possible score is 15 points. Not only is this a test of the straight running of a model, but also calls for skill in allowing for windage, etc. In some clubs the scoring is bull 3, inner 2 and outer 1. seems to produce more ties. This, however, The speed nomination event is another test of handling, and takes one of two forms. The Committee, just before the start, names a speed (giving the number of seconds) at which the course is to be covered. This speed is ail comalways well within the power ofcourse with petitors. The one covering the the least difference from the proscribed time is the winner. An alternative is for the competitor to announce beforehand what time he will take for the distance, the one with the smallest error being the winner. While this provides good sport among competitors themselves, it is not so spectacular as other forms of competition. There is yet another form of race that provides decidedly good fun. This is the “Port” or “Cargo” race. This can only be run on a big, rather wide lake, and requires several hands to each boat. Four or more ports are matked out by flags. These are about five yards wide, and spaced at equal intervals round the lake. One vessel starts from each port. The Relay Race is another good event for inter-club and open regattas. In this a flag or similar token is handed each team. If the shape of the lake permits the use of several ports, it can be run somewhat on the lines of the cargo race with several teams under way at once and the course set as one, two or three laps, the first team to complete being the winner. If petrol boats are included in the teams, it adds greatly to the excitement if engines are not allowed to be started until the flag has been put aboard. One of the best competitions for prototype models is that for merit. In this two judges examine and mark the boats on various points, ashore and afloat. The M.P.B.A. have at least one competition of this kind each year, and the markings are as follows : — Hull—design 10, workmanship 10; Deck —detail 10, finish 10; Engineroom—lay-out 10, workmanship 10; Performance—10; General Appearance on the Water—10. A plain, workmanlike job often stands a better chance than one with too many details, unless these are particularly well executed and correct, and prizes have often been lost through blunders even in such things as the flags flown. A fine battleship under way with the jack on a staff in the bows lost marks. A most realistic trawler lost marks through flying the White Ensign, when her painting was not that of an Admiralty trawler. Thus it will be seen that competitions of this kind encourage owners to study the prototype and make their models miniatures of the originals. In fact this competition is similar to the concours d’élégance of the motor rallies. Her object is to hit the next port between the flags. If she misses the mark, she has to have her course altered until she makes port between the flags. On arrival an official stationed at the port gives the owner or his assistant a lead disc, which is put on the vessel’s deck, and away she goes for the next port. A collision involves disqualification of the boat last handled. The race lasts a fixed period, say, a quarter of an hour, and, at the end, the boat which has made most ports wins. This is quite an amusing event, and provides both exercise and excitement, but cannot be taken very seriously. Owners of boats with very special finish will be well advised not to compete, and in any case com- petition should be limited to boats with a maximum speed of 10 m.p.h. re INFORMATION WANTED Yacht “‘ Norna,’”’ built about 1897. Believed to be about 35ft. L.W.L. An extreme, skimming dish, that was, in her day, the fastest boat of her class in the kingdom. If any reader has plans or particulars of this craft, he is requested to send same to Eng.-Captain M. C. Johnson, R.N. (Retd.), Waltham House, Garrison Lane, Felixstowe, who is anxious to make a model of her. 5.8. “ Hsin Tai.’ This steamer was built 95 years ago, and is still plugging away for the Tung Shim Steamship Co., Tientsin. If any reader has a print or photo of this veteran, will he please send same to Mr. Wm. Charters, Haugh of Urr, Dalbeattie, Scotland, who is anxious to model this vessel. MARINE THE SHIP MODELS “ORIENT” 11 (r889) By G. W. Munro HE accompanying set of lines are of the ship “Orient,” of Abo. She was designed and built by Messrs. Charles Connell & Co., Glasgow, in 1889. It is through this firm’s kindness and trouble in tracing the plans specially for me that I am now able to reproduce them here. The vessel was built for Evers & Classen, Hamburg. She was damaged rather badly in 1891, and, after being repaired, sailed under the same house flag until 1903, when she was sold to Russian owners. In 1907 she was on her way from Geelong with a full cargo of wheat for East London, South Africa, when the towrope parted as she was entering the Bullalo River. This was on the afternoon of July 29, 1907, and, although it is nearly 30 years ago, and I was very young at the time, I can still clearly remember standing near the residence of the manager of the Union Castle Co., and watching the bags of wheat being sent ashore by the life-line which had been rigged up to get the crew ashore earlier on. Some of the greater part of wheat was saved, it went over the but the side and caused the most dreadful stench for about four or five years after, completely spoiling the bathing at that part of the beach. The photograph which is reproduced on the front cover shows the “Orient ” just after she stranded. From this condition she gradually broke up and became a total loss, until in 1924 the rudder and its quadrant were the only remains showing, as they stood upright in position exactly as they were on the ship at the time of the stranding. These were blasted away to make the foundation for the new pier, which exactly marks the spot where the “Orient” slowly crumbled away year by year. The “ Orient ” seems to have been of a very modern design for her time. Without being blunt-ended, she was rather full-bodied, and had a large deadweight carrying capacity for her length. Her dimensions were as follows: Length, depth, 258.8ft.; 22.7ft.; beam (moulded), moulded depth, 38.7ft.; 24ft. 8in.; poop, 36ft.; forecastle, 31ft.; gross tonnage, 1,663; net tonnage, 1,592. Originally, she was painted with black bulwarks and ports and light grey sides—a white strake runni ng her length in way of the ports. Her signal number was originally RHMN, but after changing owners she was painted light grey above water, as was usual in nearly all Russian ships. Her new signal number then became TFVJ. The damage mentioned above was probably at the break of the poop, as the plans do not agree with the photographs in the region of the mizen-mast. I shall therefore give the sail plan and deck as she was in her early days, and add a small drawin showing the change made at the break of the poop. The length between perpendiculars is 245ft. 4in. Starting from the midship sectio n, every twelfth frame, is shown as a section. The sections are numbered fore and aft from the midship section, and are spaced at 19ft. 4in. apart. Sections 72—the end ones—are 6ft. 8in. in from the perpendiculars, as shown on the plan. The waterlines are spaced down from the L.W.L. at 4ft. spacing, the lowest one being only 2ft. below the one above. The buttocks are similarly spaced at 4ft. from the centreline with the first at 2ft. from the centreline. This ship had one peculiar feature in her lay-out. It will be noticed in the profile that the topside plating is carried forward at the break of the poop to abreast of the mizen- mast. In the waterline plan the break is shown as some feet farther aft. Actually, the “ Orient’s ” poop extended for 36ft. forwar d of the sternpost, as shown by the dotted line in the plan, but the plating of the poop was continued forward to support the chain-plates for the mizen shrouds, and probably acts as a shelter for the men trimming the yards on the mainmast. This feature will be seen quite clearly on the general arrangement plan, which will be given next month. The modeller should have no trouble in getting a fairly accurate and neat model from these and the subsequent plans, as the fittings are all of the standard type and fairly simple. (To be continued.) MARINE MODELS SHIP ‘“ ORIENT ” Drawn by G. W. MUNRO eerie hae ee ga a = 1 + ‘ MARINE MODELS 13 DIMENSIONS: Length, 258.8ft. Beam (Moulded), 38.7ft. Depth, 22.7ft. Depth (Moulded), 24ft. 8in. “TT wl MODEL kee =. = =< | S——_— lige acl Ey SS ess = ON ASSOCIATION —— = Statutory Council Meeting, March oo — =—==—_- 19, 1936. The Council met at the Old Coffee House, Beak Street, London, W.2, Mr. C. N. Forge being in the chair. The Chairman paid a tribute to the memory of the late Hon. Sec., Mr. A. Littlejohn, and the Council stood in silence as a mark of their respect. The Chairman then spoke of the arrangements made by the Emergency Council at its meeting on February 19, and, on a motion moved. by Col. Sparrow, and seconded by Mr. Rowe, and carried, it was decided that the Acting-Registrar, Mr. W. H. Bauer, the Temporary Racing Secretary, Mr. O. Steinberger, and the Acting Hon. Secretary, should be asked to continue in office for the present, and that Mr. A. W. Littlejohn should remain in charge of the Sales of Rules, Certificates, etc. All these gentlemen expressed their willingness to continue. Emergency Council, 1936. The following gentlemen, Messrs. J. G. Feltwell, H. B. Tucker and the Acting Hon. Secretary and the Chairman were elected as the Emergency Council, 1936. 10-Rater Championship, Birmingham, May 30 and June 1, 1936—Racing Committee. Messrs. J. Vincent-Hill, A. J. Hugo, and A. W. Littlejohn were elected, Mr. Vincent-Hill to act as Hon. Secretary to the Committee, while Messrs. J. E. Cooper and F. Vincent-Hill are to represent the M.Y.A. at the above event. Gosport Regatta, 1936, British A-class Championship. Messrs. Baker, Rowe, Feltwell and Adams were elected on this Regatta Committee, the Acting Hon. Secretary to be Secretary to the Committee. Letters from the Norsk Model Labforening and the Model Yachting Association of America were read and discussed, and it~ was decided that a formal challenge to race for the Yachting Monthly Cup should be sent to Norway. An invitation from the Deutscher Segler Verband (German Sailing Association) models and two 50-800-class held in August at Hamburg, decided to send if possible — to send two A-class models to races to be was read, and it was two A-class boats to represent the M.Y.A., and it was also hoped that two 50-800 boats would be found to go also. Election of Affiliated Club. The Darlington M.Y.C., having applied for affiliation, was declared elected, subject to the necessary subscription being aid. Registration of Scotch Model Yachts. It was decided by the Council that in future ML.Y.A. Registration Numbers should only be issued to Scotland to be used by members of Scotch Model Yacht Clubs affiliated to the Association, In answer to a letter from Mr. McPherson it was decided that only one copy of rating certificate was necessary, but that in the event of the holder of the certificate desiring to sail for more than one club, the certificate must bear the endorsement of any other club, or clubs, for which the holder desired to sail, and of which he is a duly qualified member. Fleetwood Regatta, 1935, Film. A letter from Mr. Wild on the above was dealt with. 10-Rater Championship, 1936. In reply to a letter from the Birmingham M.Y.C., it was agreed that they should be thanked for their kind offer to provide additional prizes for this event, which offer the Council appreciated and accepted. The Council desires to point out, however, the original conditions of 1935, viz., only one boat per club must remain unaltered, and that the M.Y.A. prizes for this event would be as last year. Sailing Rules. These are now in the printers’ hands, and will soon be ready for sale. Hon. Secretaries are baronet) requested to note that all orders and payments for copies of Rules, Certificates, Forms, etc., should be addressed to Mr. A. W. Littlejohn, 19, St. Dunstan’s Avenue, Acton, London, W.3. When sending Rating Certificates for Registration, will they also note that each Certificate must be accompanied by a Registration Card. Entries for all Regattas must be sent to Mr. O. Steinberger, to reach him fourteen days previous to the advertised date of the event. WILLIAM J. E. PIKE, Acting Hon. Sec. 248, Burrage Road, Plumstead, London, S.E.18. REGATTA INVITATION SENT TO M.Y.A. BY GERMANY ‘*The Model Sailing Section of the German Sailing Association invites you to take part in an International Model Yacht Regatta from August 16 to 20 during the Olympic Games. Racing will take place on a lake at Hamburg of The Classes catered for will 300 by 80 metres. — be: (1) (2) International A-class. Marblehead 50-800-class. Each nation can enter two yachts in each of these classes, and the first three yachts of each class will gain prizes. These prizes will be won outright. Racing will be under the Sailing Rules for InterThe latest date for national Races, Section A. receiving entries will be May 15, and they must be sent to the German Sailing Association. Entrants can be certain of fair sailing, good sport and a hearty welcome. Invitations are being sent to Belgium, Denmark, Britain, France, Holland, Latvia, Norway, Sweden, Switzerland and the United States. Ali entries must be designed, built and sailed entirely by persons of the nationality represented.” The Hon. Secretary is Herr Beringer, Potsdamer Strasse, Berlin, W.9, to whom all communications should be sent. MARINE AN AMERICAN MODELS ENTHUSIAST WITH 15 HIS YACHTS The above photographs show five racin g yachts belonging to Mr. C. O. Brook, of the Deeper Hudson M.Y.C. On the left is Mr. E. Weddell, formerly of Forth Prior Gardens, Highgate, London, N.19, now a member of the D.H.M.Y.C., and Mr. C. O. Brook himself is on the right. The yachts from left to right are, ‘‘ Silver Wing,” “ Little Princess,” “Sea Faun,” “ Gray Goose ” (winner, Commodore’s Cup, D.H.M.Y.C.), “Sea Fawn II.” With the exception of a. scale model of the schooner ‘“ Bluenose, ” these five models are all that Mr. Brook has left of the thirty -one he has built during the past six years. Mr. Brook asks us to mention that sail outhaul s and halliards are eased up for winter storage, and in consequence the sails do not show to advantage. TWO CORRECTIONS WV E have to apologise MESSRS. BASSETT LOWKE, Ltd. occurred on page 336 of our March Number, and corrections : — for two errors that ask readers to note the following International Races. The International Model Yacht Races at Gosport will be held on August 6, 7 and 8, and not on August 7, 8 and 9, as previously stated, Our New 10-Rater Design. The sail area of “ Beroe ’’ is 1,245 sq. in., and not 1,295, as stated. ae duced a new Model Ships Catalogue. Rang- HIS famous Northampton firm have just proing from toy boats for children to the most showcase ship models, this catalogue elaborate covers a fittings. marvellous range of miniature vessels and In particular the range of deck fittings for model steamers is worthy of special commendation. The catalogue, which is priced at 6d., should be in the hands of every marine modeller. 16 : READERS’ MARINE MODELS MODELS EASTERN DIVISION, M.Y.R.A. OF AMERICA A Special Meeting was held at the Robert Morris Hotel, Philadelphia, on February 8-9, under the presidency of H. J. Stout (Philadelphia M.Y.C.). Those present were: Marblehead (Proxy, H. Kolb), Mill Pond (J. A. Erickson), Philadelphia (H. J. Stout), Red Bank (A. S. Anderson), Staten Island (H. Kolb), Warinanco (G. F. R. Pollard), Washing- ton (K. Baumgarten), Jersey City (Kenneth Lloyd), South Jersey (F. E. Snow), Deeper Hudson (C. Heisler), Linden (Proxy, H. J. Stout). Absentees: Boston, Lynn. The President explained that the meeting was held at Philadelphia to give a chance for delegates to see the League Island Pool. It. was then explained that Registration Cards from either Eastern or Western Division would be accepted at the National Event, but it was considered best to write to President Cheney for verification of this. The question of sail numbers was then raised on a letter from Mr. Farley, together with a sugges- tion that instead a white celluloid disc with official numbers be issued when the Registration Card was issued, such disc to be fastened to the deck of the model. The meeting could do nothing about this except making a recommendation to the M.Y.R.A.A. Rules for skiff sailing then came up for discussion. Mr. Dezendorf (Warinanco), guest, then offered plans of skiff for skiff sailing approx. 10ft. long by 3ft. 4in. beam to any club which wished to purchase them for the cost of blue prints. He was thanked for his offer and the Secretary directed to record this in order that all clubs might be apprised of the offer. The offer made by two good skippers to defray their own expenses to England to participate in the A-class World Championship was then discussed. This offer was made regardless of their entering the National Championship or the position they finished. The meeting was of opinion that it would be better to take a year’s holiday than select a representative by this means. : — The following races were fixed Heisler Cup Races, at Red Bank, N.J., September Eastern Selection Races A-class at Philadelphia, April 25-27. Photo: M. Gassmann E have received from Monsieur M. Gassmann, of Geneva, a photograph of his 30jn. model ** Coquille,’’ built from our ** Jenny Wren ”’ design, sailing on Lake Geneva. He tells us that she is a very satisfactory little yacht, and sails well even in very heavy weather. M. Gassmann has also built a model from our ‘* Brunhilde ’’ design, reduced to 20in. overall. She is driven by a clockwork motor supplied by Messrs. Bassett Lowke, Ltd., and runs 8 minutes on one winding. He tells us that she makes a very pretty and satisfactory little boat, and runs very well. The hull is planked with jin. wood. Photo of ** Brunhilde ’’ appears on page 16. If M. Gassmann could convert some of the habitués of Geneva from diplomacy to model yachting, he would be a world benefactor. National Championship 50-800-class, at Warinanco Park, Elizabeth, N.J., October 10-12. Deeper Hudson Annual 50-800 Regatta, at Hampton Manor, Rennselaer, N.Y., August 8-9. Messrs. Holb and Stout were elected as delegates to the Annual Meeting of the M.Y.R.A. of America. Park Commissioner Whitford requested the Eastern Division’s sanction to the formation of a M.Y. League from Philadelphia to New York City, which was duly approved. Amongst the resolutions passed was one to the effect that the Eastern Division request the officers of the M.Y.R.A. of America to put forward to the I.M.Y.R.A. that the 50-800 Marblehead class be adopted as the International B-class. , The Secretary of the Eastern Division is Mr. C. O. Brook, 912, Broadway, Rennselaer, N.Y., to whom we are indebted for a copy of the Minutes, from which the above notes were compiled. MARINE Ps a, = “Rs, Bs OX gi aX vs ee ——_A I BRADFORD * \ At > ae S — wi a: ~ oe M.Y.C. the first day, Saturday will be occupied by Squadron or other competitions.) Easter Sunday—10-rater race. Easter Monday—** Wade ’’ Cup 6-metre race. All entries must be in the hands of the Secretary, Mr. R. L. Crowther, Post Office House, Leeds, 1, on or before April 7. Competitors from other clubs are reminded that waders are used at Larkfield Tarn, though one side of the lake can be worked without going into the water. Please note that Racing Certificates will be required and will be inspected before each race. J. P. CLAPHAM. M.Y.S.A. (KENSINGTON) The club held its Annual General Meeting recently, when a very satisfactory financial position was revealed. A review of the 1935 season showed that the club had fully upheld its prestige. During 1935 seven new 10-raters were built, and new Cups donated for 17 o~ At long last we have been able to start sailing again. At the monthly meeting held on March 4 the Easter Open Race programme was confirmed, and is to be as follows : — Good Friday and Saturday—* Bradford ’’ A-class Cup. (In the event of the race being completed on two MODELS annual competition. These were the “‘Jubilee’’ Cup given by Sir William Burton and the ‘‘ Jermyn Vincent Hill ”’ Cup given by the Hon. Treasurer. In addition, a special prize of a silver ship, to be won outright, was donated by Mr. W. J. Merrifield. The absence of wind during several of the important matches was unfortunate, and the ‘‘Jubilee’’ Cup race had to be called off and sailed at a later date. The club provided races for the 10-rater and 18footer classes. Of these the 10-rater events were particularly well supported with an average of 11 boats, and quite a few events had to be run in two divisions. The average entry for the 18-footer races was six boats. The 10-raters were catered for by 17 Club Races, four Open Cup Matches and five Challenge Cup Races. The 18-footers had five Club Races and three Open Cup Matches. Two other events for this class were cancelled owing to lack of entries. The feature of the 1935 season was the fine displays of the younger members who captured most of the prizes. In the Open Cup matches, *‘ L’Hirondelle ’’ (R. Harris) retained this for the club, after a great fight with *‘ Trigonia’’ (H. Wake). The same skipper also secured the Jubilee Cup after a close match with Mr. Roxburgh (South London M.Y.C.), which necessitated a sail-off after two days’ racing. “*Chic’’ (Jermyn Vincent Hill) won the Kensington Cup from the representative of the London M.Y.C. The Jermyn Vincent Hill Cup was won by “* Thistle ’’ SSA —— — ORO —S=S Fe th SO ROR PFA (A. W. Littlejohn) from a boat of the London M.Y.C., and she also won the Phenix Cup from a mixed fleet of 10-raters and 6-metres. The Highgate Rose Bowl, sailed at Highgate, proved another success for ‘* L’Hirondelle.’’ The South-Western M.Y. Club’s Sopwith Bowl was won by ** Marina ” (S. Stone). The Coronation Cup was retained for the Club by ‘* Marina ’’ and ‘ Trigonia.”” The London League Stanton Cup was also won. The De Quincey Cup was won by “ Gloris ”’ (A. W. Littlejohn), the Kenyon Cup by ‘* Marina,’’ the Silver Ship by ‘‘ Trigonia,’”’ the 10-rater Novice Cup by ‘* Coquette ’’ (Ryland Barton), and the 36in. Cygnet Cup by ‘ Barbara” (P. Bydawell). Mr. R. Harris gained the Alpha Shield with an average on points of 66.583, Mr. S. Stone with 65.989. closely followed by Mr. H. Wake was unfor- tunate in having his boat damaged on two occasions , which prevented him from completing the neces- sary number of qualifying rounds as his average was actually only .088 behind that of the leader. The positions on the last eight matches determin e the destination of the Shield. These were R. Harris 23, H. Wake 23, P. Bydawell 24, S. Stone, H. Lamb and O. Steinberger 27, R. Barton and F. Rigby 33. The club invites entries from other clubs for the following races : — Dacia Cup—April 12th, at 10 a.m., open to two boats per club, entry 2s. 6d. per boat. Jubilee Cup—June 6th, at 3 p.m., and June 7th, at 10 a.m., open to two boats per club, entry 5s. per boat. M.Y.S.A. Diamond Jubilee Cup—July 4th, at 3 p-m., and July 5th, at 10 a.m., open to two boats per club, entry 5s. per boat. Phoenix Cup—July 11th, at 3.30 p.m., unlimite d entry, no entry fee. For Cups, three hand, up to the Jubilee and M.Y.S.A. Diamond Jubilee three prizes will be provided. For the first events entries must be made 14 days beforebut for the Phcenix Cup entries are received 30 minutes before the starting time. Ors. PAIGNTON & DISTRICT M.Y.C. A new club has been formed under the above title. Two Cups have been already given for com- petition—one by H. Goodson, Esq., owner of the 12-metres ‘* Felicia,’’ and the other by the proprietors of the Paignton Observer. The sailing waters are the new boating lake in Goodington Park. The club only has the use of this on Sunday mornings during summer months, but all the week during winter. At present the lake is 100 yards by 90 yards, but is only divided by a wall from another pond of 4-acre in extent, and there is a good prospect of it being enlarged, as the club has the interest of the local authorities as well as the ear of the local Press. MARINE 18 The club numbers over 20 members, though it has only been started a few weeks. The recognised classes are the 10-rater and 36in. Restricted class, but there is also a mixed class for boats between 36in. and 48in. overall. The Hon. Secretary is Mr. D. Pinsent, ‘‘ Rivermead,’’ Coombeinteignhead, near Newton Abbot. PORTSMOUTH M.Y.S. The Club has by no means abandoned hope of getting a new and thoroughly satisfactory sailing lake. The club has a most influential list of VicePresidents, and the local Yacht Clubs are also supporting the club’s demands for a suitable water, so there is a prospect of a new lake for Coronation Year. A scheme has been prepared and is being put forward. In spite of many other schemes the Corporation should realise the value of a lake as an addition to the amenities of Southsea. We hope to publish details at a later date. FOREST GATE M.Y.C. The club has lost a well-known member by the death, on February 5, of Captain F. W. Randall, MODELS itself. The Commodore also was present. An enjoyable programme was carried out, consisting of vocal and instrumental music, games and Miss Rayment charmingly sang several dancing. songs, Master Billie Price gave solos on the accor- Vocal solos dion, mouth-organ and jews’ harp. were also given by Mr. Frank Searle, and Mr. E. Johnson, accompanied by his brother, Mr. F. These Johnson, contributed xylophone solos. talented brothers also supplied the dance music. Spot prizes in the dancing, which the Mayor most kindly consented to present, were won by Mr. and Mrs. G. P. Stride, Mr. and Mrs. E. Bennett, and The lady Mrs. Butler and the Hon. Secretary. members of the club undertook the refreshments and the decoration of the hall. Mr. J. B. Smith was M.C., and Mr. J. E. Hunt took charge of the games. At the conclusion of the evening Mr. Smith, on behalf of the Social Committee, heartily thanked the artistes and the lady members for the excellence of their services, whilst expressing regret that Mr. Collier, who was present, was unable to sing through indisposition. The singing of ** Auld Lang Syne ’’ and the National Anthem marked the end of a very jolly evening. at the age of 73. Captain Randall went to sea at the age of fifteen, and sailed in square-rigged ships for many years. Later he went into steam and commanded mail steamers in the Cape and Calcutta trades. He was finally employed by the Port of London Authority, and retired on pension. Though rarely taking part in racing, he took a keen interest in the sport of model yachting and the doings of the F.G.M.Y.C. RYDE M.Y.C. The Club held an Invitation Social on February 25 at its Headquarters, Southlands Court. The 70 people who attended had a thoroughly enjoyable time, whilst a visit from His Worship the Mayor, Major A. Dennis, added much to the pleasure of the evening. A cordial welcome was extended to His Worship by the Hon. Secretary, and in his reply he expressed his pleasure in being present, and wished every success to the gathering and the club A. K., Hon. Sec. LONDON COUNTY COUNCIL BOYS’ M.Y.C. Mr. Colman Green, M.R.S.T., continues his talks to classes of boys in various parts of London. A model yacht is frequently set up in front of draw- ing classes, and good results are sometimes obtained. Mr. Colman Green has had considerable success during the past 30 years as a propagandist for the sport, and tells us that since he has resided at Wanstead Flats thousands of questions have been answered. We are given to understand that Mr. Colman Green has not dropped the question of more ponds for the London area. We are in receipt of photographs of ‘* Rose Galah,’’ the latest boat in the above club, but regret that space prevents our reproducing her here. She is a schooner with jib, staysail, foresail, mainsail, fore topsail, main topsail and balloon jib, of some 48in. length overall. Photo: M. Gassman LDE ’’ DESIGN ON THE LAKE OF GENEVA A MINIATURE MODEL FROM OUR ‘* BRUNHI page 16.) (See MARINE W E sincerely regret the passing of the late Mr. A. Littlejohn, and desire to express our sympathy with the M.Y.A. in the seri- ous loss it has sustained. More deeply still we feel for the sorrowing widow and son. As compensamon they will have fond memories of a life lived m service and honest endeavour, together with the satisfaction of knowing he had obtained the admiration and respect of a wide circle of friends, going far outside the bounds of those with whom he came mto actual personal contact. And so we pass on, one by one, As melts the mist ’neath morning sun; Like spindrift spun from racing seas By Heaven’s own proud cleansing breeze— His day has passed, but still remains A hallowed memory in his name. The Annual General Meeting of the West of Scotland Club required two sessions, each of some 24 hours’ duration, before all the business was finally disposed of. The Secretary’s report on this, the Silver Jubilee, year of the Club, gave ground for mtense satisfaction, and the members go forward to the ensuing season with unimpaired vigour. The balance sheet left a useful nucleus for forthcoming Operations and was passed with acclamation. We have previously commented on the Club record, and it is unnecessary to refer to it again. G, F. Paisley, Esq., became Hon. President, and A. S. L. Young, Esq., M.P., Hon. Vice-President. Mr. G. W. Munro was honoured by unanimous election as Commodore. We have no doubt he will prove a competent official m that capacity, and we wish him every success. Messrs. A. E. Campbell and J. McKinnon were appointed Vice- and Rear-Commodore, respectively. Some slight alteration was made in the list of Racing Secretaries, and Mr. Wallace undertakes the duties for the “‘A’’ and 12-metre classes, with Mr. N. Rodrick continuing in respect of the 6-metres section. Master J. Grimmond becomes Secretary for the Junior classesin pursuance of the excellent policy of allowing the Juniors to govern themselves to the utmost possible extent. Mr. A. W. K. Rodrick enters upon his 26th year of responsibility as Hon. Secretary, a grand record of service, we imagine wnique in Model Yachting. A number of matters were thoroughly discussed and disposed of, and various dates allotted for important races. We have *o record our appreciation of the action of the memyers in electing us Hon. Vice-Commodore. An interesting report comes from the Port Bannatyne Club which has eight new 6-metres and one A-class model on the stocks, in addition, we understand, to some other sixes already launched for the mew season. The Marquis of Bute has kindly granted permission for the construction of a new pond at Ardmeleisch (there is an easy real Highlend name for our Southern friends), and we anticipate this will eventually result to the great advan- MODELS 19 tage of the Butemen, who at least will no longer be faced with the discomforts and hardships appertaining to open-water sailing. May we suggest that a special effort should be made to ensure that these new waters are suitable for really big events if at all possible. We hope to have the pleasure, denied us last season, of paying a visit to the Bute Club in the course of the summer, and are glad to hear it is making steady progress. Queen’s Park held a very cosy and homely Whist Drive in the Windsor Rooms of Green’s Playhouse, on March 10, and we have to congratulate the Social Committee on the efficiency with which the function was carried through. The ladies’ prizes were taken by Mrs. N. McMenemy, wife of the President, and Miss Barron, with Mrs. J. Miller, who secured the ** booby.”’ The order among the gentlemen was: Messrs. R. Thomson, D. Sutherland and O. Dawson. An interval for tea provided relaxation from the serious business of the gathering. President McMenemy proposed a vote of thanks to the Social Committee, which was acknowledged by Mr. D. McLure on behalf of his colleagues, Messrs. H. King and J. Miller, and himself. We shortly addressed the gathering about nothing in particular, although ~ our good wishes were certainly sincere. By way of a little variety, may we interpose the following true (?) story. It may seem somewhat fishy, but is related to us as authentic with many protestations of actuality. Recently the A-class enthusiasts were on two occasions presented with a box of ‘* haddies “’ for use as prizes, and, curiously enough, these prizes were taken each time by the same party. He is now known among a select coterie as the champion “ haddy ”’ catcher. After the surfeit of fish, some weeks elapsed, during which the household cat exhibited signs of gradually increasing uneasiness, and was continually prowling around apparently searching for something. Eventually pussy disappeared and all search for her proved unavailing. A week or two later came notification from Stonehaven that the cat had been found, very emaciated looking, beside a pond on the outskirts of the antics of a school of still carrying a label Bey, Fish Merchant, town, anxiously watching the baby finnans in the water and in her mouth addressed *‘ McAberdeen ’’! In view of our well-known reputation for veracity we give this anecdote with all reserves, but repeat we were solemnly assured it is true. We are so unsophisticated. Echo of a voice over our shoulder, ‘* You are also a Bradford wool merchant! ”’ The Annual General Meeting of the Scottish Association on February 29 was attended by delegates representing 19 clubs. The meeting occupied about four hours and the business was dealt with expeditiously considering the volume of matters under consideration. We were pleased to see a general desire to deal constructively with all the points emerging. The Secretary’s report and audited balance sheet MARINE 20 were received and passed with satisfaction. The credit balance remains substantially at the amount brought in, so that income has just kept pace with expenditure during last season. Some conception of the amount of work involved in the conduct of the Association’s affairs was obtained from the report, which mentioned that no less than 1,835 postal packets had passed through the Secretary’s hands during last year. Lieut.-Colonel Ian Dennistoun was re-elected President with acclamation, and Colonel John Wylie, of Perth, was appointed ViceCommodore. We are pleased to welcome the latter gentleman as an active official, and have no doubt his services will be to the advantage of the assoThe Port Bannatyne Club was ciated body. admitted on application for affiliation, and we have no doubt that mutual benefit will result therefrom. A number of motions were discussed and dealt with in one way and another. After a vote, Saltcoats was selected as the venue for the 1936 Scottish A-class Championship. The usual list of important open events, compiled after the Scottish Association meeting, shows no sign of diminishing, and it is quite evident at this early stage that the wives of certain of the officials—we withhold their names for reasons of safety—have been re-elected Model Yachting widows for the duration. We quite expect to have this feature emphasised during the coming months. Keep it as quiet as possible. THE SCOTTISH COMMODORE. SCOTTISH MODEL YACHT ASSOCIATION [By the courtesy of the Hon. Secretary, S.M.Y.A., we are enabled to reproduce his report.] The season 1935 finished with a balance credit of £28 18s. 8d., which is a few shillings more than the 1934 season. On only four other balance sheets of the Association, since its inauguration in 1908, has a larger credit balance appeared. The position financially is considered very satisfactory, keeping in mind the increased expenditure incurred by the institution of the Scottish A-class Championship, the alterations to and engraving of the Hutchison trophy and the gratuity paid to the attendant at the Exhibition of 1934. It is perhaps interesting to note that the Secretary’s postages are less than for any of the past 10 years, although he handled in_ all 1,835 postal packets. The Association has new clubs on the roll 1935 season, namely, Clubs, and is about to tyne Club. inscribed the names of two of membership during the Fraserburgh and Fairfield incorporate the Port Banna, — This year it was the duty of Scottish Association officials to welcome officials and members of English and Welsh Clubs at the 6- and 12-metres British National M.Y.A. Championships, held at Saltcoats. The prizes on these occasions were well divided, but both Championships were won by Scottish boats— one from the West of Scotland Club and the other from Scottish A-class Club. So far as the Scottish Championships are con- cerned, it is of interest to note that for the second 12year in succession Clydebank Club won the the metres Championship and Kilmarnock Club for second year in succession was runner-up. For the second year in succession West of Scotland Club MODELS won the 6-metres Scottish Championship. Scottish A-class boats competed in 1935 for the first time in a Championship when nine boats entered, only three less than for the very popular 6-metres class. It is requested that in future clubs affiliated to the Scottish Association should endeavour to participate in the three Scottish Championships, which have been poorly attended for a year or two. Scottish Association officials were called on to conduct at least two very important club events, namely, the Harry Kemp Shield race at Saltcoats, and the Golfhill Shield race at Dennistoun Club. At the latter race the Scottish Secretary handed substantial cash prizes to the winners in addition to the Shield and Silver and Bronze Medals. For the first time in the history of International racing the A-class World’s Championship was won in 1935 by a foreign country, namely, Norway. Points of interest to note in connection with the new rules of the M.Y.A., which are now in operation, are (a) that a boat cannot hold two certificates, (b) that legalised pushing at the start is abolished, (c) a boat may be pushed at the start, or, indeed, at any part of the course, if permission to do so is granted by the O.O.D., (d) that the letter ‘*K,’’ denoting nationality, must appear on all British-owned 6-metres, 12-metres and A-class boats, (e) a boat can be sailed for any club of which the owner is a member, but owners had better see, in their own interests, that the certificates bear the names of all clubs of which they are members. At the present time the Honorary Secretary of the Association is arranging to provide the Glasgow Corporation with designs for Instructional Centres. At the moment Mr. Hutton, the Association Registrar, is preparing working drawings and constructional details so that methods of building boats may be clear to instructors and trainees. As might be expected, the 12-metres class declined again in 1935, but the 6-metres class showed a sub- stantial increase despite the remarks of irresponsible publications that the A-class in Scotland had greatly increased in 1935, it being the only class in any part of the country which was approximately doubled in numbers in 1935. NEW MODEL STEAMER DESIGN W E have added to our range of blue prints a design for a working model of a paddle excursion steamer of the most modern type. This model was designed specially for the new book by Mr. J. Vines, which is now under preparation, but realising that readers might like to buy bigger prints of the design than it is. possible to include in the book itself, we have decided to put half-size blue prints from the original drawing on sale. ** Coronet ’’ should make a most attractive little vessel and prove one of our most popular designs. The plans give hull details, including paddle wheels. The model is of the following dimensions: L.O.A. 60in., Beam (hull) 9in., Draught 4in., Displacement 94 |b. If built half size the displacement would be 6} lb., or three-quarter size (45in. long) 21 lb. Drawings give design, deck arrangements and all hull details, and are obtainable from this office for 8s. 6d. post free. MARINE MODELS 21 MODEL YACHTING PUBLICITY WHAT THE CITY OF POPULARISE BIRMINGHAM THE SPORT F a Model Yacht Club is to progress and to make ] its presence known in any community, the fact of its existence must be contin ually pressed upon the public it is seeking to interes t. Recruiting for mew members must be one of its principal efforts as many factors which be faced, and membership diminish overcome; may mean a its strength have to otherwise lagging a decreasing interest in the This is a side of Model Yachti ng which appeals to many, and which has a reward quite apart from the collection of trophi es. To establish sport. a club is one thing, to keep it going is another. We of the City of Birfningham Club have for some time considered that a fruitful recrui ting ground existed among the teachers of handic raft in the schools of our city. In this great World’s works hop we knew the boys which they taught possessed natural ability of the craftsman-in-the-m aking of the first order. Attempts had been made to get into touch and to create an interest in model yachts. The example of what was being done at Derby in conhection with the sailing of model yacht matches between the schools had interested us, and we were desirous of emulation. Last Easter an Exhibition of the scholars’ handicraft was staged in the Birmingham Town Hall, and a visit was made by the City Club Secretary. He knew that a great number of boys in the schools were to engaged making see what was on model view. boats, The and sea he wanted was in evi- dence, ships and boats of many types were there in model form. Selecting one exhibit as most nearly approximating to the M.Y.A. product, he got into conversation with the Secretary of the organisation. The outcome was an offer to demons trate to the teachers the building of a modern type of model yacht. It was agreed that it was a matter for consideration during the coming winter season. Handicraft teaching is an important subject in the curriculum of the schools under the City of Birmingham Education Department, while the arrangements for the demonstration were being dealt with through the Birmingham Branch of the Institute of Handicraft Teachers. The Education Department, appreciating the possibilities of the demonst ration, consented that it should be given under its auspices, and placed the lecture theatre of the Suffolk Street Technical School at the disposal of those concern ed, and invited the head masters of the city schools to be present in addition to the handicraft teachers. The time chosen for the gathering was the opening night of the winter session of the Birming ham Branch of the Institute of Handicraft Teachers . There can be no question about the different values of the ‘* theoretical ’’ and the ‘ practical ’’ when the building of a model yacht is concerned. To be able to see and to handle is an advance upon being able to read up the subject only. Hence it was that Mr. T. A. Divers had prepared a demonstr ation model of ‘‘ Babette ’’ (Fin and Skeg), and he undertook the duty of demonstrator. ‘ Babette ”’ was there also in a completed model as Mr. Divers IN M.Y.C THE IS DOING TO MIDLANDS had on view his successful 36in. L.O.A. restricte d model ** Atom,’’ which is from the ‘‘ Babette ”’ design. This boat in her first year had won the Club ** Plant ’’ Championship Cup. The demonstration model was in quite another form. It was apparently in the stage ready for gluing up, but was held together by being placed upon dowels, so it could be readily taken to pieces. Different colour paint had been used to indicate the wood to be cut away or to be left as the case may be. The port side was in step form. The starboard was carved down. In a word we had ‘ Babette ’’ in the making as described in ‘* Model Sailing Craft,”’ by Messrs. W. J. Daniels and H. B. Tucker. Mr. Divers held the interest of an appreciative audience as he explained, stage by stage, the underlying principle s of construction and the rigging of a modern type of ** bread and butter ’’ built model yacht. To keep abreast of the times, the ‘‘ Vane ” gear was shown and explained. The 10-rater ‘‘ Marina ’’ was also on view with her deck off, that the finished internal state of a B. and B. built model could be examined . The success of the evening was contributed to by Doctor J. R. Ratcliffe, who exhibited his films of model yachting scenes and the building of a 6-metres model. Prints and drawings of designs were on view. Mr. Lemon called special attention to Model Yachting publications, particularly to the value of the book ‘* Build Your Boy a Model Yacht,” for use in the schools. He also announced the promise of a trophy by a Birmingham firm for annual competition among the schools when they have built the boats, and subject to the consent of the Governing Authority. Among the audience was noticed Mr. W. H. Davey, who responded to an invitation to address the assembly. Arising out of the meeting, visits have been made to Tinkers’ Farm School, Northfield, by Dr. Ratcliffe and Mr. Lemon. The films were shown to the boys and talks upon the subject of Ships and Yachts given. This was done at the invitation of the Headmaster, Mr. Wright, who believes that the work of education is not complete until the children are taught how best to use their leisure time in after-life. He specialised in the teaching of model yacht building for his boys. The attention of the boys was called to the fact that the Captain of the ‘* Queen Mary,’ Sir Edgar Britten, was educated at King Edward’s Grammar School, Aston. Birmingham is the city of his adoption. He was born at Bradford, Yorkshire. C. E. L. 22 MARINE MODELS 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. 50-800 MARBLEHEAD CLASS Sir,—In the Editorial notes of November issue it was stated that the number of these models in America was not known. Whilst, of course, the absolute number cannot be ascertained I have on good authority from Mr. Roy Clough, the originator, that the estimated number of 1,000 cannot be very far from the truth. He has carefully explained the method of calculation, and, as the class continually grows, the number cannot be far out. In referring to the matter in his last letter of December 21, he says: ** The models are here regardless of what anyone else says . . . and hope in the near future to take a count of the models.’’ A question was asked in a letter by Mr. T. J. Child as to the possibility of the class being adopted in this country. May | say that there seems every probability of it becoming very popular amongst the modern clubs. There are, naturally, those who revel in mathematical problems in designing, but for a simple rule, giving excellent results, the Marblehead cannot be beaten. It gives very speedy, light and easily transported models for inter-club racing. One more club—the Douglas M.Y.C., Isle of Man—has recently adopted it as its club boat, and I believe Sheffield is also building. The Ryde Club is in close touch with the home of the class, Marblehead, Mass., and seems to be regarded, in a way, as its British headquarters. I am confident that Mr. Roy Clough, 134, Washington Street, Marblehead, Mass., U.S.A., would be most pleased to give information to any Secretary or member who contemplates building. This remark also applies to myself. A. KERRIDGE (Hon. Sec., Ryde M.Y.C.). 56, Park Road, Ryde, I.W. January 21, 1936. MODEL STEAM YACHT ‘*‘ LADY GAY ” Dear Sir,—May I be permitted to encroach on a little of your space in the Correspondence column to make some reply to Mr. Markham’s rather strong criticism of my photographic efforts which, in the second paragraph, takes which I cannot ignore. a direct personal nature Mr. Markham says that similar pictures of mine have brought forth “* ill-favoured comments’’ from his associates. Does Mr. Markham mean his business associates, who may have been indulging iin a little gentle leg-pulling on the subject of ‘* Toy Boats ’’?—or am I to understand that my photos have earned’me the whosesale condemnation of his club? The first would be merely amusing, but the second, in view of the courtesy that has always been extended to me at his club’s water, would as SOME OF THE 50-800 CLASS AT MARBLEHEAD i | MARINE mot be funny. I think I am entitled to ask Mr. Markham to let us have a second letter making Gemself quite clear on this point. While a photo of a model boat taken from water level makes a very pretty picture, it does not give 2 very embracing view of the boat’s general lay-out amd details, which is what the average reader of this type of journal wants when looking at photos of prototype models. It is to some extent true that the camera does mot lie, and the appearance of ‘‘ Lady Gay,’’ as shown in the photo, is as she appears from the particular point the camera was in. That she does mot appear quite so graceful in lines as her owner would wish, can hardly be blamed on myself. Similar circumstances are evident everywhere. Waterloo Bridge some years ago presented a very graceful and beautiful span, so long as the sagging arch was not included, yet no one could assert that the exclusion of the faulty arch gave a faithful reproduction of the bridge. Lastly, I never yet heard of anyone who would admit that a photo of himself or any prized possession, did the subject justice, and I do not expect Mr. Markham to be any exception when the subject is his ‘** graceful and picturesque model,’’ as he modestly describes it. May I add that I make no claim to be a pictorial genius, I am only doing a little to fill a gap which has not as yet attracted many others. Yours faithfully, L. J. FRENCH. 88, Arodene Road, London, S.W.2. [Further comments on this photograph will be found in letter from Mr. D. J. Boyle.—Epb., M.M.] THOSE SAILING SHIPS AGAIN! MaRINE Moves Ahoy! Say, mates, what’s going on here? We have to read MARINE MODELS to find out what our clubmates are thinking! This letter from Larcom Lines, Inc., is a knock-out. MODELS 23 infinite variety and bustling reality—Steam Yacht, Sailing Ship, Passenger Liner, A-class, Steam Launch, Frigate, Modern Battleship, and so on—10Rater, Schooner, River Steamer. Pictures like these on the Magazine draw one’s attention to it vividly and dramatically. With the best will in the world I cannot pump up a great deal of interest in pictures of sloops, sloops, sloops. But I should like a good picture of one now and again, in the procession of shipping down the months. DoucLas J. BOYLE. 3, Westbourne Park, Scarborough. [Thank you, Mr. Boyle, for your kind remarks about our front covers. We do our best to get a suitable picture each month.—Ep., M.M.] A NOVEL MAST STEP Sir,—I send you a design of a mast step I have used on my model yachts for some time and which enables the foot of the mast to be moved without raising it. The ferrule (A) of the mast fits over the ball (B) straddling the screw, and the latter enables the ball to be shifted backwards or forwards as required, either to adjust the rake or move the mast in conjunction with the deck slide. When the correct position has been found the ball is locked by the small clamping screw at the top. It so happens that the screw I use is threaded so that one turn moves the ball ;in., which corresponds with the adjustment holes of the deck slide. I usually slacken the stays and move the mast in the deck slide first and adjust the foot afterwards. Yours faithfully, F. Morritt, Lt.-Colonel. Lynwood House, Farnborough, Hants. I shall never sleep after it. What? The shadows lengthening over the White Rose Line? How am I going to sail my ships with an easy mind, with these doley prophecies coming down the wind, like some wraith of a Flying Dutchman? It is interesting and witty, all this leg-pulling; but I will say no more. I don’t wish to be rude. I was pleasantly surprised with your March Number, with the ‘*‘ Ellen Vavasour ’’ swashing down the cover. That’s the sort of picture you want on it—life and motion—the reality of models and model-sailing. I thought the February picture of the steam yacht *‘ Lady Gay ’’ was magnificent, too. I cannot imagine what the owner wants to grouse for, about the angle at which the picture is taken. It’s a lovely picture of a fine yacht, with motion, grace, wave-formation, light and shade, and a good view of the decks. That’s what you want —the suggestion outside the Magazine of the things dealt with inside. I am saying this because I desire to help the Magazine. You’ve got on the right track now— with the outside of it. Go on with it. Give us an actual photo of some model every month—but let the type of model be a different one every month, until you have the lot shown. Then start again with a similar sequence. This will suggest MAST STEP INVENTED BY LT.-COL. F. MOFFITT Note that bottom of ball is flattened to prevent it turning. The length of screw is the same as that of the opening in deck-plate plus width of ball. MARINE 24 FIGURING AND DISFIGURING SAILS Sir,—I have raised my voice in protest before against this troublesome and unnecessary nuisance, and the recent loss to our club, by the passing of our respected Commodore and good friend, Mr. A. Littlejohn, has made the trouble of it more apparent than ever. Mr. Littlejohn may be truly said to have devoted his life, so far as spare time is concerned, to promoting the welfare of model yachting, and for over 30 years our club was his especial care. Among the many duties that he quietly and unostentatiously performed was that of making sails for all and sundry. It has only been necessary for us, for years, to ask Mr. Littlejohn to do it, and done it has been, often at unreasonably short notice. For the purpose he had quite a complete plant, sets of stencil plates, litho stone, printer’s ink, roller, french chalk, turpentine and sundries, also great skill in handling them. This time has, unhappily, gone, and we will now, in company with the members of all other clubs, have to face this unnecessary trouble ourselves. It serves no useful purpose, that I can see, that would not be equally filled by putting in one corner of the sail, in ordinary marking ink, the number of the boat and area of the sail. Each boat entering a race has to be accompanied by a rating card, and it would be just as easy to check, if necessary, as by the present huge figures. I have five boats, and if I wished to race them all, would, under the present system, have to keep 15 to 20 sails all plastered with figures, where one set of three, with, perhaps, an outsize smaller and larger one, would suit all the hulls, and still be in rating. I give four good reasons against the present system: (I) It requires the keeping of a set of stencil plates; (2) a lack of skill in using these can easily ruin a new sail; (3) the huge figures are a disfigurement; (4) it ties the sails to one special hull, and makes an unnecessary number required. The only reason that I have heard in its favour is that races can be.run without pinning on other numbers. They certainly can, but with a deal of additional work to the officials and all concerned. The trouble of pinning on a temporary number is infinitesimal, and the ease of following the first few numerals of the scale in preference to a mass of three-figure numbers is obvious to anyone who has ever tried scoring. Even to the spectator it is an advantage, as he can easily follow the fortunes of any boat, say, ‘* No. 5,” much more comfortably than he can ‘‘ 10 R 297.”’ Unless some better reason than this can be advanced I shall continue to regard the present sail-marking rule as a nuisance that requires mitigating in the interests of the sport and everyone concerned. Yours faithfully, A. C. Davison, A.M.I.C.E. (Retd.), M.Y.S.A. (Kensington). EASTER HOLIDAYS Owing to Easter we have been obliged to go to press earlier than usual. Some matter intended for inclusion has, therefore, been unavoidably shut out, and our number is smaller than planned, for which we apologise to readers. MODELS Model Yachting Association NATIONAL 10-RATER CHAMPIONSHIP 1936 To be held at CITY OF BIRMINGHAM WATER WITTON LAKE Saturday, Whitsun Sunday and Monday, May 30th, May 3ist and June 1st (started Saturday 30th at 3 o’clock). CONDITIONS The One Best Boat of any Affiliated Club is eligible. Selection of Boat is in the hands of Club Committees. Entries to be made by Club Secretaries only. Entry Fee—10s., payable by Club—not by member. Closing Date, May ist. No late entries. Guaranteed Prizes to Winning Clubs and Skippers. Boats and Skippers must be units of the Club at time of making entry, the Boats to be fully certificated and registered at same date. Certificates to be presented to O.O.D. before start of race as arranged later. Current M.Y.A. Sailing and Rating Rules for the Class to be observed. Officer of the Day—C. E. Lemon, Hon. Secretary, City of Birmingham M.Y.C., assisted by a strong Local Committee. The present Committee are authorised by the M.Y.A. to carry the event to conclusion, and may co-opt representatives of the three local Clubs to assist in the administration of Funds in hand subject to Report and Balance Sheet within one morith. DONATIONS ate cordially invited from any source, and will be duly acknowledged by M.Y.A. Secretary, and Statement published. All communications to— JERMYN VINCENT-HILL, Hon. Sec., National 10-Rater Championship Committee,M. Y.A, 18, PALLISER COURT, KENSINGTON, W.14.