Marine Models: Volume 9, Number 7 – October 1936

—s INC Vol. IX, No. ORPORATING THE MODEL YACHTSMAN 7. Published on the Seventh of each Month October, 1936 EDITORIAL Me years ago, when a boy at a well- known Public School—Yes, cads, we could (but don’t) wear that old Schoo l Tie—we edited and published a magazine. Of course, there was a School maga zine—one issue per term, making three numbe rs per annum—which was charged on our parents’ bills at 6s. yearly, and was also suppl ied to members of the Old Boys’ Club. This publication was produced under official superv ision, strictly censored, and extremely dull. There were about 500 or 600 boys in the school, and these were divided into about a dozen houses. Our own house, the Hall, had between 30 and 40 boys. At the begin ning of one term some of us decided to start the Hall Weekly Gazette. One of the boys had an aged portable typewriter given him by his father, which was loaned to the Editor , and became our printing press. The Staff consis ted of the Editor, the Art Editor and the Leader Writer. The Editor now has the honour of being Editor of MARINE MopgLs. The Art Editor was a boy with a gift for drawi ng and a flair for caricature. The Leader Write r was a sardonic youth with a vitriolic pen. The magazine itself consisted of 12 pages of typewritten matter, bound in a pictori al cover and was illustrated, even rising to the heights of an occasional folding plate cartoo n. One copy was produced of each week’s issue, and passed round the house at a theore tical fee of 2d. per reader. Wee tried at first to get subscriptions (paid in advance) for a full term of 12 weeks, but did not secure any. The contents of the Hall Weekly Gazette were entirely personal, decidedly scurrilous, and eminently libellous. The identi ties of our victims were scarcely veiled, and even the characters in stories were named after school- masters or schoolfellows. One series of articles by the Editor was of Inter views with Celebrities, and an item in this was an interview with the Headmaster, whic h concluded somewhat in this fashion :— Having assured us that the immediate future would be far more painful to himself than to ourselves, old Gorgonzola reached across to the gas-bracket on which hung number of canes. a Taking his time about it, he made a careful selection before saying, “Bend over that desk, boy! ” The Hall Weekly Gazette ran just one term (12 issues) before its demise. reasons for this. There were two One was that the typewriter broke down permanently under the strain, the final issue being produced entire ly by hand, and the other that we found the ven- ture less profitable than had been expected. We had calculated that every boy in the house would take the magazine at 2d. a head, which should have given us 6s. week ly—or 2s. each—a very useful addition to one’s pocket money. Unfortunately, one reader would obtain the magazine (usually on tick, which ultimately became a bad debt) and all 192 MARINE his friends would then read it for nothing. Thus, even in those early days we found that journalistic profits are greatly exaggerated. We must apologise for this personal reminiscence, but were reminded of the Hall Weekly Gazette by an account of an interview between a well-known purveyor of model supplies and one of his customers. As far as we can gather the interview must have been somewhat as follows : — Scene: The Model Supplier’s Workshop with the Model Supplier himself hard at work. Enter a member of the same M.Y. Club, presumably a Prospective Customer. Model Supplier: Good morning, Sir. What can I do for you? Prospective Customer: Do you supply Vane Steering Gears? M.S.: Yes, Sir, but we only make to order. P.C.: Have you one made up that I can see? M.S.: Not at the moment, Sir. P.C.: I heard there was an article with drawings on it in MARINE MODELS. M.S.: Last October, Sir. I have a copy here. P.C.: May I see it, please? (M.S. produces a MODELS copy and hands it to P.C.) Mind if I look at it? (Sits down im the only free chair and proceeds to study article, jotting a few notes on the back of an envelope as he does so.) Well, that’s pretty clear. M.S. (As P.C. lays down the magazine): Do you want me to make you a Vane gear to fit your boat? P.C.: Oh, no thanks. I think I’ll knock one up myself, M.S.: Then you’d like to take the magazine? That number is still priced at 7d. (Picks up magazine and holds it out towards P.C.: No, thanks. I don’t want the magazine. I made a note or two of the points to remember. Thanks awfully. Good morning. (Exit.) M.S. (with magazine still in his hand): Well, I’m a —— * * * And that is how Purveyors of Model Supplies and the Proprietors of MARINE MODELS are able to arrive at regattas in Rolls-Royces! THE OFFICERS OF THE M.Y.R.A. OF AMERICA Left to right: K. Baumgarten (Eastern Representative), E. L. Cheney (President), H. F. Kolb (Vice-President), John Black (Treasurer), C. H. Farley (Secretary), R. A. Adams (Western Representative). Picture taken at Detroit during U.S. A-class Championship, July, 1936 MARINE SHELL MODELS 193 PLATING By G. W. Munro (Continued from page 131.) details in the shell O plating that one should not overlook NE of the very small is the “ Oxted ” plate, which is a circular doubling placed round the hole for the rudder stock, generally called the trunk. In size it should be about three times the diameter of the rudder stock. It must be pointed out that the hole for the rudder is not in the centre, but at the bottom. The perimeter has a single row of rivets holding it to the converging plates from each side. This may be seen on the body plan of the “ Orient,” on page 129, in the August issue of MaRINE MopELs. Under the counter, where the port and starboard strakes meet to become one, it is usual to have a special plate shaped like an inverted “V,” so that there will be no trouble in getting a watertight joint at this important place. The legs of the “V” are not very long and butt with the ordinary strake, just clear of the “Oxted” plate. On the average ship it will be found that the run of the plating will be arranged so that one strake will cover the space between the rudder post and the knuckle of the counter. When a ship has a cruiser stern the plating is carried out as before, but there is a narrow strip placed outside the turn of the side plating. This strip is vertical and extends from the deck down to where the stern curves forward, generally about the L.W.L. This strip varies in width, but is generally about half the width of the normal strake. If the above description is not clear, the reader will see a very good example of what is meant by looking at the back of the heel of an ordinary shoe. In the same way as we treat the modern cruiser stern, so must the modern form of stem be plated. It will have been noticed that all the smart passenger ships have a very blunt stern at the top. This even applies to some modern grain carriers built and owned on the Continent. Apart from looks, the blunt stem gives a better form of fo’c’sle deck from a working point of view. The plating is merely vertical, tapering as it goes down to the waterline. This form of stem has one drawback, in that it dents very easily and, being in a very prominent position, gives the ship a tinny look. | However, that need not worry the model maker as his plating will most likely be of harder metal to scale than the prototype. When the normal type of stem is fitted the shell plating must be carried forward to be in line with the fore-edge of the steel stem, which is a large piece of casting, in one or more lengths, scarphed at the joints. With the plating on either side, the stem will vary in thickness from about 2in. to Sin. Perhaps some readers may like to know the general proportions of stems as required by Lloyd’s Register. Here are a few figures, based on the Longitudinal Number, Lx (B+D). 2100 to 2690, 54” x 14”; 4000 to 4649, 53” x 13”; 5950 to 6599, 61” x 18”; 9200 to 9849, 64” x 2”; 11150 to 11179, 7” x 2%”; 15200 to 16299, 8” x 23”; 24300 to 26499, 10” x 22”; 64500 to 69699, 12” x 33”, and 75300 to 80999, 12” x 4”, If the model maker wishes to show the butt joints in his outside plating, there is no reason why this should not be done by scor- ing the strake vertically with a scriber. The rules for butt joints are as follows: No butts of outside plating in adjoining strakes to be nearer each other than two spaces of frames; and the butts of alternate strakes not to be under each other, but shifted not less than one frame space. The butts of the strakes next to the keel are to be shifted clear of the keel butts, or scarphs, and not to be nearer each other on opposite sides of the vessel than two frame spaces. The bulwark plating on steamers must have the following stiffening: The stanchions which support the bulwarks in steamers are not to be more than 6ft. apart, and the stanchions nearest to the ends of a bridge or a long poop are not to be more than 5ft. from the poop or bridge bulkhead. The bulwark plating on sailing vessels is to be stiffened by stanchions not more than 5ft. apart. Where stanchions are fitted on the butt straps of the bulwark plating, the straps are to be sufficiently broad to receive the spur of the middle of the stanchion, and the bul- 194 MARINE wark plating is to be doubled or fitted with straps in the way of intermediate stanchions. The heel of each stanchion is to be attached by not less than four {in. bolts, tapped through the stringer plate and secured with a nut and grommet. As an alternative to the shell plating described and illustrated in our August number, perhaps I should mention that the earlier sailing, and possibly steam, ships did not have The chopper plates, etc., on their shell. plating was gradually tapered, according to the girth of the ship, exactly the same way as the wood planking is tapered on a wooden ship. It was comparatively easy to do this as the lines of the ships were very much finer— girth at the midship section being very little more than at the ends, where flare and sheer accounted for a good bit of expansion. Lastly, I hope the modeller will bear in mind what I have said many times before. At such small scales as 1:96 or less it would barely be possible to see and feel the thickness of the plating on a true-to-scale model. It is always a better plan to underdo a thing on a model than overdo it. Even at 1:48 or din.=1ft. a fairly thin paper will give the required thickness of the laps in the plating. I am quite well aware that the plating is clearly seen on even a small photograph, but this is on account of halation, and does not represent the true thickness of what is there. Some ships, particularly American and Russian, have snap-head and pan-head rivets in the plating above the L.W.L., but it is doubtful if this small detail can be carried out with worth-while results on the model. THE END. MODELS METAL HULLS FOR MODEL STEAMERS oO ay of the metal hulls one sees are S entirely unsatisfying because they are so crude and unlike the prototype. Therefore the articles by Mr. W. G. Munro on Ships’ Plating, and that recently published by Mr. J. Vines on Building Metal Hulls, are particularly appropriate and timely. Many modern ships are welded or have flush plating (i.e., plates butted with a lap strake under the joint). Where lapped plating is used the horizontal joints only are lapped as a rule, and the verti- cal joints have their edges butted with a lap strake under the joint. This means that simply the horizon- tal strakes show. Usually the strakes of plating used by modellers are far too wide in proportion to the size of the model and also they are not usually laid with the laps showing correctly, as in the prototype, where the effect is obtained of alternate strakes being put on first and the intermediate ones after, so that one plate is under those immediately above and below it, while the next has its edges on top of those above and below it. Unless the plating shows correctly the modeller would be well advised not to show it at all. In any case the plates on a model are far thicker proportionately than those of the prototype, and the thickness of the exposed edge scaled down would be very minute. It is, therefore, preferable not to show the plating unless this is very beautifully done. Of course a bread-and-butter hull does not show the plating, and a good wooden hull is far better looking than a metal one, unless the latter is a firstclass job of work. One method of concealing the joints in a metal hull is to butt the plates, soldering a narrow strip under the joints. This is very satisfactory and makes a sound job. Another method is to rub the joints down well, and then build up the surface with red lead stop- ping until all is flush. Many hulls are spoilt because in plating the builders let the strakes lift from the former. A boatbuilder would describe this as the strakes ‘* blowing.’”’ If one strake starts to lift the next will exaggerate this defect. Many unsightly bulges in hulls are due to lack of care in this respect in some of the lower plating. When the plating starts to blow it is a sign that either the plates are insufficiently shaped; badly laid, or that the builder is attempting to use a wider plate than is advisable at the part of the hull in question. It is impossible to show scale rivets as the scale size of the head would be almost invisible with the naked eye, so the modeller is advised not to attempt it, as the result is liable to be clumsy. Very few models are perfect. Many are spoilt by bad hulls, some by crude deck detail, but the majority are workmanlike and efficient in_ the engineroom. Quite a few fail through lack of real knowledge of the prototype. Hull faults are, however, the most numerous. Quite a few of these can be ascribed to lack of proper designs and attempting to build by eye. But even when proper designs are used it will not ensure good results unless the workmanship and finish are reasonably good. Yet even when a well-shaped hull design is used, the model is easily spoiled if bad or incorrect plating is conspicuously shown. MARINE MODELS 195 PETROL ENGINE and HYDROPLANE TOPICS By J. B. INNOCENT (Continued from page 152) T is pretty safe to say that nothing relies more on mechanical accuracy than the racing internal combustion engine. Many people take it for granted that commercial engines, whether large or small, are turned out to such standards of accuracy that it would be sheer heresy to suggest the presence of errors. If, however, a very careful check it made with an indicator, surface plate and scribing block, it will almost always be found that definite errors do exist. The type of error I am now talking of is not the one you detect with a micrometer, for it is not the precise sizing of the various bits and pieces that concerns us at the moment, but their relative positions to each other. That is to say, the dead squareness of the cylinder bore to the main bearing line is far more important than the fit of the piston in the bore, and the parallelism of the big-end to the mainshafts should come before the fit of the big-end bearing. Apart from the ability to breathe, engine design does not have so large a bearing on the power production of an engine as many people think. It does, however, have a definite bearing on the output, for a poorly designed motor can expend quite a bit of power is unnecessary internal friction, and in actually flexing its various parts, but at the same time this degree of power loss is unlikely to equal that which can, and often does, occur through friction arising from inaccuracy. To bring this home to my readers I would remind them that it is nothing unusual to hear of motors which are, apparently, hopelessly sloppy in every bearing, and to all appearances really worn out through long running, which not only work but deliver far more power than new engines of the same type. The reason is that the sloppiness due to wear has relieved the loads which errors in machining caused. Another point I would make is that in a list of suggestions sent out by one of our foremost motor-cycle racing firms for the benefit of those of their riders who wish to race is, that they should check off the top of the crankcase with the main bearings, and suggest that the limit error should be considered .0005 inch in a foot. To-day petrol engines run at very high speeds, so high, in fact, that power-loads are less than centrifugal loads on most of the bits that reciprocate, and thus any tendency to excessive friction is much amplified. Turning an engine over by hand is no check, for the clearances will usually take up the errors when the load is light, and give a false impression of perfection. It is nothing unusual to hear powerboat people expressing the opinion that their piston is too sloppy, and things of this kind, but I have never heard one person admit that some part of his motor is out of line. For my own part I have never known high piston clearances in four-stroke engines affect power to any extent, so long as the rings are right, but I have known many cases of pistons being fitted so close that a brake is imposed on the engine as soon as it reaches working temperature. To those of you who have had little experience of working machine tools, I would point out that the cheaper ones are rarely accurate, and that the accurate ones can produce inaccurate work if they are wrongly treated. The inaccuracy of the cheaper articles is usually multiplied under load, as such parts as face plates and top slides are not infinitely rigid. You should therefore be prepared to find errors in your work, and thus learn to anticipate what will happen to your particular machine tool under any given set of circum- stances. At the same time the type of error one gets in machining should not upset the finished motor, and particularly so if you are not using a built-up crank assembly. In the case of this last feature, any error in facing is almost certain to show in the alignment of the finished shafts. There are some engine designs which do rely on the inherent accuracy of the machine tools, mainly two-strokes with barrel and crankcase in one, but the conventional type of motor is not so affected. Of course machining methods must be such that any chance of error is reduced to a mini- mum. This largely comes down to doing as much as possible to the casting you are operating on at each setting. An excellent example of this is the machining of a cylinder. In this case the casting should first be 196 MARINE roughed out all over and then set up for boring. Having completed the bore the seat on which the cylinder sits down should be finished without the setting being varied in any way. This practically prevents one using the method of boring on the saddle with the cutter running between centres. The result is that you are less likely to get the bore parallel, but it will be dead square with the seat, and any taper can easily be removed by lapping. To machine the seating for the head, and to do any finishing of the fins, the barrel is mounted on a mandrel. Thus you know that if the crankcase top is right the piston will only go up and down, and not sideways as well. To get the crankcase right you must machine out the two halves completely and fit them together. You don’t want to get any ball races full of swarfe, so if you are not using plain bearings the hole behind each ‘ball race must be finished to size by boring, to ensure its concentricity with the race housing. If plain bearings are being used they may be fitted at this stage. Next, mark out and drill a small centre in the bottom of the crankcase, and in the centre of the cylinder seat. If there is a hole left in the casting for the cylinder a temporary bridge should be fitted to take the centre, so arranged that you can get at the seating with the tool. Now you want an arbor that is a push fit in the bearings, or their equivalent, and sufficiently long to project well beyond the crankcase. Mount the case between the centres with the seating outwards, and mount an indicator in the top slide. Rotate the case a few times to bed the centres down, and then bring the indicator up to bear on the side of the arbor. Turn the case a little each way, and note the maximum reading, and then turn it half round to the other end of the arbor, and check off. Having noted the error, twist the arbor half a turn and re-check, thus cancelling out any error in the straightness of the arbor. I am presuming that your test bar is exactly the same diameter at the checking points: this should always be verified by micrometer. The error present must now be removed by scraping one centre; the scraper for this 1s made like a blunt scriber with a flat ground on it, and it is the flat that is offered to the metal to be scraped away. After each scraping (and there will probably be quite a few), the centres must be re-bedded before checking. – You MODELS should not be satisfied until the error is positively minute. If any other method of holding the case is decided on, such as bolting to the face plate with distance pieces under the bolting lugs, the arbor should still be used. I do not recommend any system which uses the arbor for actually holding the case down, such as bolting it into V-blocks on the face plate, as the accuracy is by no means certain, and any check taken on the arbor is likely to be misleading through distortion. Should you think I expect things to distort too easily, I suggest you put a fairly hefty bar in your lathe chuck and run a sensitive indicator up against it, then press on the bar and watch the needle; if it does not move, either you have a wonderful lathe or a dud indicator. There is one matter which affects accuracy considerably, which is rarely considered by the beginner. A crankcase of the size we use is not very strong, and if stressed by forces it was not designed to withstand, it will distort. From this it follows that the chucking of a case for machining is a matter calling for some care, for it is no good having it round when in the chuck if it is going to At go square when the jaws are released. the same time the spigot should be a reasonably good fit, and when trying this care must be taken not to upset the half in the chuck. From the point of view of distortion the finishing cuts in the case should be taken with the temperature of the metal down to normal, as light alloys expand considerably under machining heat. If there is much metal to remove from the crankcase castings they should be tackled in two bites, and rested for a day or two in between, as the roughing-out of any quantity of metal is almost sure to release casting strains. To leave our machining for a bit I visited the Model Engineering Exhibition last week. The Model Powerboat Association stand was, I thought, in a much better position than of recent years, but seemed very restricted for space. “Little Star” and Mr. Paris’s hydroplane were receiving plenty of notice, and the straight runners were well represented by “ Silver Jubilee ” and “‘ Lilric.”” One feature new to most people was the straight runner from West London, which takes apart at the centre section for ease in transport. Apart from the Association stand, there was not a lot to interest me. -In the engine line, MARINE MODELS the only high spot was a four-valve 15 c.c, motor, which was really pretty. RATING RULES FOR MODEL SAILING SHIPS The hydro- planes on view were not impressive, apart from the fact that they show that there is a new interest in flash steam as a driving force. Whilst there, I heard people were having trouble with the castings supplied for a very popular 15 c.c. engine and, as usual, the man behind the motor was getting the blame. In fact, the trouble was of no account really, for if the castings complained of had been marked out before machining, instead of being set up to the first cast surface that offered, no trouble would have been experienced. It is a golden – tule to check over any casting before machining it, for you cannot guarantee that the moulding boxes will be put together perfectly each time. Only rarely does it occur that a casting is unmachinable if the moulding errors are correctly averaged out. 197 ~ N our Correspondence Colum ns is a letter with reference to the above subject. We do not know how many readers are intere sted in work- ing model sailing ships, or whether, in the ever foregather to race. According to our correspondent, drawing boards, plans and any mathematical calcula tions, however simple, are barred, so we take it that only a set of the simplest restrictions would be eligible for consideration. That being so, we suggest someth ing of this kind: L.O.A. (excluding figurehead) 60in., beam 12in., depth 12in., weight 48 lb., rig and sail area unrestricted. This is probably not ideal, but gives the sailingship people something to criticise, anyhow ! The reason that sail area is unrestricted is that before the wind the square rigger’s effectiv e sail area is reduced by reason of the forward sails being masked by the after ones. Sailing rules would require to be somewh at dif- (To be continued.) ferent from those prevalent for model sailing yachts. Photo: F. N. Sharp. AT THE RECENT M.P.B.A. REGATTA AT FARNBOR OUGH Seated at the electric timing apparatus are Messrs. apparatus Mr. J. event of rules being formulated, these enthusiasts would Skingley, Snr. and Jnr. Next the timing In the water, holding his boat, Mr. Noble, of Bristol, with ‘‘ Bulrush.’’ B. Innocent and his brother. 198 MARINE MODELS SHIPS’ ARMAMENTS By A. P. Isarp, A.M.I.Mech.E. T would seem that the actual date of the discovery of gunpowder varies with many writers; general opinion has it that even in far distant times the properties of a mixture of saltpetre, charcoal and sulphur were known to the Chinese long before the Christian era. Be this as it may, the extraordinary property of saltpetre when mixed with other substances must have been known to the wise men of long ago, although such knowledge may not have been put to the common use of the last few centuries. In a discussion of Armaments one can go back even further than gunpowder to the period of mechanical apparatus, such as catapults for hurling stone or rock for either offen- sive or defensive purposes. There is an old story of a certain officer prisoner languishing in a dungeon who conceived the idea of projecting missiles by some explosive force when the lid of his cookingpot blew off with considerable violence; however, the actual discovery of gunpowder is credited to either a German monk named Schwartz, and by a larger number to one Roger Bacon, a chemist, about 1249. History has it that the knowledge was used for amusements and firework displays long before its propelling forces, some would say were whispered by the Devil to man, but its warlike use was confined at first to merely violent explosions and spectacular smoke and flame demonstrations for striking terror into the enemy and breaking up his morale, which no doubt it did very effectually, leaving the enemy an easy prey for spearmen to despatch when they emerged from the smoke with terrifying yells upon the bewildered enemy. There appear to have been two types of artillery, one for throwing crude pot-form bombs and the other for projecting large and heavy stones. These latter were sometimes heavy wooden cylinders looped with iron bands or strips of iron fitted lengthwise and bound together with iron hoops. By the early part of 1400 cannon were mounted generally in English ships. The name “cannon” was at first used for somewhat long guns with small bores, these being cast on a mandril or crudely bored from the solid. Iron was first used, then brass and bronze, and later on cast-iron for heavy pieces. Projectiles for a long time were stone balls, which gave place to iron and lead. Breech-loading for light guns came into quite early use, a sort of detachable breech, crudely secured by means of bolts and wedges. In these early days the word “ ordnance” was used for artillery, and earlier still for small arms, but the term is now practically out of use except in connection with the Ordnance Department; and we do not speak of a gun now as a “ piece of ordnance.” In the early part of the fourteenth century cannon were feeble affairs and inflicted little damage, but their morale effect was very great indeed, although necessarily their fire was slow. But used against material such as fortifications and for siege purposes the new weapon proved its effectiveness. It must be remembered that the gunpowder used in those days was a weak and feeble mixture, but the cannon in use was made from timber, and in the absence of iron bands sometimes only bound with rope, would have stood little else. These weapons were sometimes made in quite prodigious sizes, and carried the name of “‘ bombards,” from which probably we have “Bombardier,” a modern corporal of Artillery, which used to be the lowest rank of noncommissioned officers in the Royal Artillery. Cannon probably came first from Italy, and these pieces were cast in bronze with elaborate mouldings and ornamentations. The famous “ Dulle Griete was a wonderful piece of beautiful work and was cast at Ghent about 1430. Another example is ‘Mons Meg,” now at Edinburgh Castle, and made at Mons about 1460. This gun has a bore of 20in., and fired a stone ball of about 300 lb. “Mons Meg” was a weapon made from longitudinal wrought-iron bars, bound together with iron hoops. The ** Dulle Griete ‘’ was made in two parts, the breech half being of very much smaller bore than the barrel half. These two halves were screwed together, but how these screw threads were made is not certain. The idea, of course, was that the charge did not require to be large, and the big bore of the barrel permitted the use of a large stone projectile. — ——. MARINE Turkish bronze cannon were made much upon the same principle and an example is the great cannon of Muhammad II. In 1807 a squadron under the command of Sir John Duckworth, attempting to force the passage of the Dardanelles, was considerably damaged from heavy stone balls discharged by such cannon mounted in land forts to guard the passage. These guns were probably cast at Constantinople, and it is on record that extremely heavy cannon were actually cast on the field in view of the enemy. Constantinople capitulated to the bombards. History seems to indicate that the use of gunpowder and the cannon weapon, being the invention of the Christian world, gave the Infidel supremacy in Eastern Europe. Bronze is heavy and costly, and the bore of the cannon suffered from much use, so iron soon came into its own. Kent and Sussex were the iron fields of those days, and there is to be found plenty of evidence to-day in the shape of numerous foundries’ forge ponds about the countryside. Gunpowder as made in early days was dangerous and weak, and had to be carefully tamped down into the barrel. If too tightly charged it only partly burned, and if too loosely, the propelling power was lost. Then about the middle of the fifteenth century this fine powder was replaced by grained powder, which was less hygroscopic and much faster burning. Owing to the now increased efficiency of the powder, cannon were found to be too weak, so they had to be redesigned for greater strength to take the new powder. It will be understood that cannon were of little use except for siege purposes, owing to their immobility, slow rate of fire and general unhandiness, but in the seventeenth century Gustavus Adolphus brought in light guns for use with his infantry, and thus field artillery was born. Probably during the Armada period the English fleet used artillery intelligently for the first time, although the naval use of cannon dates back a long way before this, but only for defence purposes generally. It was in the reign of Henry VIII (about 1530) that cannon were cast for the first time in England. Before this date they had been imported mostly. It is said that the first castings came from that now delightful little vil- MODELS 199 lage of Buxted, in Sussex, by Ralph Hogge, and that one Peter Bawd, a Frenchman, was his assistant. Henry VIII not only specialised in wives, but it is on record that there was a remarkable advance in armaments during his reign. For example, the “ Sovereign ” was rebuilt in 1509, and her armament was four curtalls, three demi-curtalls, three culverins, two falcons and eleven heavy iron cannon. There weapons: were generally four classes of cannon, large calibre and medium length; culverins, weapons of great length for giving long range; periers, a kind of howitzer for throwing stones; and mortars, short, squat pieces for throwing stones (or iron balls) at a very high angle. Demi-cannon and culverins were all of brass, and it is interesting to note that the founders of those days varied considerably in the consistency of their castings, as these weapons varied as much as two or three hun- dredweights. Average weights were as follows: demi-culverins 2,500 Ib., culverins 3,300 lb., and cannon periers 2,000 lb. In Elizabeth’s reign an attempt was made to replace brass by iron, though later brass was again favoured, but cast-iron was beginning to be recognised as the cheaper and better material for heavier pieces. As experience was gained, powder improved in mixture, burning and strength; likewise guns began to improve. Not only were the weights of the pieces controlled by the power of the newer and more powerful powder, but they were deliberately increased to minimise the actual recoil of the gun by its mass. For the safety of ships long-range culverins and sakers were found to strain the ship less than the heavy, unwieldy demi-cannon, but as powder became more and more efficient, charges were smaller, windage effect was less felt, and guns were shortened, thereby becoming lighter and easier to handle, and these pieces did not get so much in the way of crews in the management of a sailing ship. (To be continued.) MARINE 200 MODELS (Continued from page 158) | HAVE often stressed the importance of plans published in the Motor Boat, and photographs that appeared in the Yachting World. geneous conception of the vessel. A particularly nice example of a boat built in this way is “ Titan,” built by Mr. H. W. Eastaugh, of the West London M.P.B.C. The builder was formerly a member of the Forest Gate Club. The “ Titan” is a model sea-going yacht, based on the full-sized vessel of the same The prototype was designed by name. Messrs. Watson & Co., Glasgow, and built by Messrs. Yarrow for her owner, Mr. Bomford. She is a very graceful and well-balanced prepared, the displacement carefully calcuWhen lated, and curves of areas drawn. launched, “ Titan’ was found to float dead on her designed waterline. I had the pleasure of seeing her trial trip on the Round Pond, Kensington, and was impressed by her clean planning a boat as a whole before starting to build, in order to make a homo- design. In making the design for his model, Mr. Eastaugh worked from the profile and deck- Full designs and working drawings were running and seaworthiness. Now for a few particulars. The length of the prototype is 98ft. overall, beam 16ft., and draught 6ft. The model is on a scale of 4in. = 1ft., and her dimensions are: L.O.A. 49in., beam 83in., draught 3in. It will be observed that the scale beam has been slightly increased. The weight of the model is 24 lb. THE MODEL MOTOR YACHT * TITAN ”’ MARINE The hull is built bread-and-butter of mahogany in six full layers, the bulwarks forward being added. The layers are lin. wood, cleaned up to just under the inch. The keel is oak, put on separately. The hull was glued up with waterproof glue. The method used was to glue two layers and screw together. The work was then laid aside until the following evening when the screws were removed and another layer added. It thus took about a week to get the boat glued up. The screws were put through the spare wood of the layers in the part which was cut away when she was hollowed out. When finished, the bare hull weighed 44 lb. It may be mentioned that extra wood was left across the bottom, to form a solid base for the plant. The inside is painted with lead priming as a base. The outside is treated with lead paint, followed by two coats of flat white undercoating, and three coats of Jap Lac. She is white above water and green below. The upper works are finished with eggshell varnish, after being well rubbed down. The paint was well rubbed down between each coat with fine glasspaper, and finished with a pad and pumice powder. The bright work was given two coats of ordinary varnish, then rubbed down and given two coats of eggshell varnish. The topsides and upperworks are white, funnel buff and the underbody green. The deck is lined out, with a properly depicted king plank. The rail capping is stained to represent teak. Various fittings, such as the companion, are varnished mahogany. The whole effect is very smart, and gives the appearance of a smartly-kept vessel. ‘ The lining of the deck deserves notice, as this is to scale to represent 3in. planks. It MODELS 201 was put in with an HB pencil, and gone over with a 6H pencil. The deck is varnished with eggshell varnish to give a dull finish. The rails have one ball and a spike top and bottom. The capping is sin. wood, steamed to shape. The rail stanchions were made in an ingenious and effective fashion. The material used was zzin. brass wire, the balls being formed by sweating B.A. brass nuts in position, and turning down to shape. The bottom spike is considerably longer than the top, and goes into the wood of the hull. This makes a fine, strong job. The deck is carried on an oak shelf all round the hull, and four deck beams are fitted. The deck itself is }in. birch plywood, and nicely cambered. The whole deck is removable or can be removed in convenient sections. The whole is neatly fitted so that water has little chance of finding its way below. The deckhouses are of mahogany, built up and carved to represent the panelling. Starting from the bow, the foredeck fittings comprise anchor davit, two anchors, Hyland-type electric winch, two bollards, two deck lockers, skylights, and four small ventilators. The winch is extremely realistic, the parts being turned up separately and sweated together. The method of making bollards used by Mr. Eastaugh is worthy of note. These are made from wireless terminals with the knurling turned off and sweated to the deck-plate. The skylights are framed in in. mahogany, and glazed. The rails that protect the glass of these are a beautiful piece of work. They are made from .6 mm. copper nickel wire, which does not tarnish. The rails are assembled ona jig, and as the builder is fortunate in having access to a spot-welding plant, all the joints are spot-welded accordingly, which makes a wonderfully neat job, DECK VIEW OF MODEL MOTOR YACHT ‘“ TITAN” 202 MARINE without a sign of the junction. The bells of the ventilators are pressed out of soft copper, and silver-soldered to the stem. A searchlight is mounted on top of the wheelhouse, and there are two more ventilators at the after-end of the deckhouse. The boat-boom is fitted with a proper gooseneck joint. On the after-deck there are two pairs of boat davits, two skylights, bollards, fairleads, and ensign staff. The deck fittings are not yet completed, and will be considerably elaborated during the winter. Two boats will be carried, a dinghy and a launch. The davit just aft of the deckhouse is the accommodation ladder davit. The rigging is to be stranded wire, set up The with turnbuckles in correct fashion. wireless aerial lead-in is fitted with a glass insulator, which was made by fusing a piece of glass tube. The outer funnel is of generous size with plenty of clearance for the inner funnel. The two sidelights are glazed with coloured non-flam celluloid, and are fitted with pea bulbs. A masthead light is to be fitted, and, eventually, the inside of the vessel will be lighted so that light will shine through the portholes, etc. The portholes are turned up with a flange, and their tubes are a tight fit through the hull. The inside of the tube is left rough, turned to give grip to the light. This is made from a disc of cellon, being a tight fit in the tube. Being a tight fit and pressed in, it takes a slight outward bow, which is quite effective. In passing, it may be mentioned that cellon is a most useful material for the modeller. It is non-flam but softens when exposed to a fair amount of heat, so that it can be moulded to any desired shape. [t does not turn brown, like celluloid does, with age. The plant at present fitted in “ Titan ” was formerly in Mr. Eastaugh’s previous model, but a more elaborate plant will be installed later. The boiler is centre-flue, 8in. long by 44in. wide, 18 S.W.G. copper with szin. ends. The flue tube is 13in. diameter with six 3in. cross tubes. Both ends of the boiler are flanged inwards and the barrel beaded over them, the whole being silver-soldered together. The boiler fittings consist of a jin. water gauge with a red line glass, pressure gauge, safety valve, main stop valve, and hand pump. MODELS The engine is a single-cylinder doubleacting one, 3in. stroke by jin. bore. Twin screws are fitted and driven through a train of gear wheels housed in a brass oilbath gearbox. The screws are driven at engine speed. A driving wheel is mounted on the engineshaft, and a wheel of the same size is mounted A single idler gearon each engine-shaft. wheel is interposed between the driver and the port shaft, but, in order to drive the star- board screw the other way, two idlers are used. As the engine-shaft is on the centreline, in order to get room for the two idlers on the starboard side, they are staggered, one above and one below. The stern tubes are 3in. brass tube fitted with phosphor-bronze bearings, provision being made for lubrication. The shafts are sin. stainless steel. Owing to the excellent design of the hull “Titan” has proved very stiff without any Thanks to the kindness of her ballast. designer, I have the lines of “ Titan,” but there has not been time to prepare these for block-making in time for publication this month. However, all being well, these should be ready in time for the November or December issue of MARINE MODELS. Next season, when “ Titan” is finished, I hope to publish some further photos of her, and possibly tell readers of the Magazine a little more about her. Turning to another subject, | recently purchased ‘an old model destroyer. She has an excellent wood hull, and was fitted with a Sun engine and a good boiler. The engine required considerable overhauling, and the upper works were a scandal. I have been ex- tremely busy, so work has progressed slowly, as all I have been able to do has been during When finished, however, | odd moments. think she will make rather a nice model, and I anticipate saying a little about her from time to time as work progresses. (To be continued.) MARINE MODELS 203 SCORING IN INTERNATIONAL MODEL YACHT RACES By THE EDITOR. O and skippers are engaged, and that the lake WING to the fact that only a few boats is kept clear of all outside craft, also that only one pair is on the water at the same time and the result of each board notified, international races are far more interesting to watch than any other events. Very possibly the final of the British Championship shows a higher all-round level of boats and handling, but this comes on top of the drawn-out preliminary round and boats start the final with the points gained in the preliminary round. Whilst, no doubt, very excellent from the point of selecting the British representative, this detracts from the interest to spectators, particularly when several boats from the same club are engaged. weather. Those an 1 extra advocating ask why a 2 and 2 plus boat winning by winning by 10 yards on the run, and aver that only by winning both ways can a boat merit the extra point. Both of these factions are right, up to a point, yet neither is right in the entirety. Let us take two cases: — Case I.—A sails B and beats her by lft. each way, thus gaining 5 points under either system of scoring. Case II.—C sails D and wins the run by 10 yards but loses the beat by a foot. Under In watching a model yacht race, the real interest lies, not so much in the ultimate result or the score, as in observing the behaviour of individual boats under various conditions, the handling by different skippers and their reactions to the varying fortunes of racing—in fact, the human element is as engrossing as the yachts. Taking into account the particular advan- tages under which an international race is held, it would appear that it offers an oppor- tunity for the employment of a better system of scoring than 1s possible in other events, provided such a system of scoring can be found and that other nations are willing to adopt it. Now the ordinary system of scoring is 3 for a windward board and 2 for a leeward board, and by rule, 2 each way in a reaching wind. Yet, once a race is started, the scoring must remain at 3 and 2 (or 2 and 2) for at least the duration of the round. Yet in practice we cannot recall the scores being changed round by round in an international event. Thus this year we had the anomaly of sailing reaching boards each way—one way counting 2 and the other 3. We have, of course, the two factions that argue as to whether the scoring should be 3 and 2, or 2 and 2 plus an extra | for winning both ways. Those in favour of 3 and 2 contend (a) that more distance over the ground is covered on a windward board; (b) that it takes a better boat to win to a foot to windward should score more than one Photo: C. N. Forge. ‘* LADY NELL ” (BRITAIN), WINNER International Races at Gosport, 1936 MARINE Ene eT 204 the 3 and 2 system, C scores 2 and D 3 (ie., D gets 1 point more than C). Under the 2 and 2 plus 1 system, C and D each score 2. Yet the real position is that over the outand-home course C was 29ft. ahead of D. Now for the Wing-and-Wing Cup, it has been found possible to time every run accurately and, with all due respect to this Cup, it does not mean much since conditions vary so! If, however, it is possible to time runs for a supplementary cup, it is equally possible to have two timekeepers with stop watches at the leeward end of the lake and take the times of both boats. They could be given a couple of minutes, or any reasonable time required, to re-trim and then started back from the exact positions and at the same interval as they arrived. Each complete heat would then score | point. On our present system the result is declared on aggregate, which often gives an anomalous result. Here is a table, kindly compiled by Mr. C. E. Lemon, which shows the position of the scoring between each of the five countries engaged in this year’s Inter: — national Regatta at Gosport INTERNATIONAL CHAMPIONSHIP, 1936 Points Points British Empire … 33 31. ee 17 Germany ………… France… eee Ooa a Norway — esiscegnnes 28 Germany 16: “France 21 18 _………… U.S.A. occa British Empire… catgesresensss TSCA —….s..iessostes ooe0. cases nas 32 ……….— 19 Germany _………… 3 ee yd ieCe ee sccsecceewss Norway: 19 … British Empire 4 14 16 31 76 64 32 14. 14 12 Germany …………. .Francé: . 2.2 eimen Norway 9 sce0s… British Empire 3 21 21 23 68 72 Germany 7 14 17 57 83 Brance) 4 12 18 36 104 INOEWAY 6 czeexesdose 2 2 = WNorway/ i ciacessaires 28 3)) 3 2 15 cnn.toaedsss France: US As sShceren British Empire 32 32 33 125 MODELS From this it will be seen that the British representative beat Germany, France and U.S.A. (three countries), and lost to Norway. Norway beat Germany, U.S.A. and Britain (three countries), and a to France. France beat Germany, U.S.A. and Norway (three countries), and lost to Britain. The U.S.A. only beat Germany (one country) and Germany lost to all of her opponents, so, obviously, these two countries were out o Actually, however, Norway beat things. Britain, Britain beat France, and France beat Norway. Eliminating the points gained against the whippers-in, U.S.A. and Germany, the scores are:—Britain 48, Norway 34, France 23. On the other hand, it was at one time contended that, as this is a Challenge Cup, only the scores made between the holder of the cup (or Defender) and each separate Challenger should be counted. Now, Norway was the defender and, looked at in this light, Norway defeated the challenges of Britain, U.S.A. and Germany, but was beaten by France, and in that case France should have been the winner of the International Cup. Although it has always been the custom to decide this event on aggregate, we are not at all sure that this is in accordance with the provisions of the various Deeds of Gift which have governed the first and present Inter- national Cups. The terms ‘‘ Challenger” and “Defender” imply a straight fight between any “ Challenger” and the “ Defender,” and there is nothing in the wording to imply that Challengers shall sail each other. Yet, never- theless, if this is to be regarded as an International Championship obviously each country must sail each of the others. This is another of the little points that require attention. In international races with full-scale yachts, the system is used of scoring one point for each opponent beaten, and in a series of races the result is on aggregate over the whole. For models this would be over the total number of rounds. Taken in conjunction with the timing system suggested, it would give an absolutely fair and unequivocal result, and would present no difficulties in working at an International Regatta. We commend this suggestion to those who are responsible for the system under which the International Races are sailed. MARINE MODELS 205 AT THE MODEL ENGINEERING EXHIBITIO N By G. W. MuNRo It is very difficult to understand why this should be so, and the more regrettable because we know how hard the organiser (Mr. Percival Marshall) works for, and at, this event. Among the loan exhibits we were pleased to see the result of Chas. J. Hampshire’s spare time well spent. This year he has two cases—one containing contrasting period models of the Cunard line Britannia ’’ and the ‘* Queen Mary,’’ and the other the Elizabethan galleon ‘“* Mary Rose ’’ and H.M.S. ** Hood.’’ These models are to his usual scale of 1/64in.=Ift., and the detail is more complete and accurate than on many of the larger-sc ale models by other exhibitors. There were an astonishing number of waterlin e models of the barque ‘‘ Favell.’’ Mr. E. Bowness, who is also responsible for one of them, was the author of an illustrated article on modelli ng the ** Favell ’’ in our contemporary, Ships and Ship Models. His article undoubtedly proved very popular with a certain section of the readers, judging by the result at this year’s exhibition. Unfortu. nately, some of the pupils have outrun the master. However, they all bear a remarkable similarit y, which says a lot for the author of the original. Without any doubt the finest exhibits were the three early period ships by A. C. Jackson, of Worthing. It will be recalled that he won the Champi onship Cup with his Elizabethan galleon in 1934. His efforts for this year must have taken a great deal more research as the three models represent a Roman sailing ship, second century; a sailing ship of the Cinque Ports, 1284, and a sailing ship, circa 1400. Any one of these models is worthy of the highest award. medal. One, however, received a bronze The Championship Cup went to a four-masted barque, circa 1888, by P. Guthriesmith. We have been told that this was a first effort by a nonnautical model maker, and that the Cup was awarded after all the difficulties had been taken into consideration. We fully agree that the competitor should get every encouragement in his efforts, especially the early ones, but not at the expense of the more painstaking and careful worker. When a keen man has no, or very few, instruments, he spends possibly more time on making suitable ones than he does on the actual model. He knows the result will be worth it in the finished model. Negative virtues are always to be doubted, and very few of us would be foolish enough to say that the goodness in a man is judged by the evil he resists rather than by the good he does in the world. A model of H.MLS. ‘* Victory,’’ by W. F. Arthur, Watford, was very neat in the hull, and especially the deck, but the rigging was rather coarse, or It might have claimed one of the higher awards in the competition. A small model of the Guernsey barquentine ‘‘ Morning Star,” by T. A. Bedford, Henfield, was greatly admired by all who took the trouble to look into the workmanship. The copper examining. The deck details and copper sheath- ing, though very small, were very beautif ully carried out in every way. A model of a Thames barge by C. Blazdell , South- ampton, was very neat and gave one the impression of the real thing. N. P. Morrison was responsible for a very fine piece of work in the model of a ship of about the year 1700. The only feature that we can criticise was the outside planking, which was rather rough, and could do with a rub down. The rigging was very fine and neatly carried out. The deck looked quite as one would expect the prototy pe to have nine awards. This little ship deserved one of the higher Like all the other exhibitions of ship models, this one had its quota of ‘* Santa Marias ’ and ‘* Golden Hinds,’’ Some very well carried out in detail, others clean in their colour and heraldry. THE SOCIAL SIDE OF MODEL YACHTING Dear Sir,—Your Editorial in the September Special Number under the title, ‘‘ The Social Side ot Model Yachting,’’ is well stated and contains great truth. It should do much towards putting the social side of the Annual A-Class Regatta on a higher plane in future years. We might well have a Sub-Committee appointed by the ML.Y.A. to manage the social side of the Regatta. I make no comparisons, that is not the point I wish to make. It is this: the best Regatta organised by the M.Y.A., the local club, the 0.0.D. and his officials, may be quite ruined by the poor, or I might even say the entire lack of any, social side in the Regatta. The racing side and the social side of any Regatta, in my opinion, are equal in value and in the final success of the Regatta. I speak from experi- ence gained in connection with the Annual Regattas of the past, and I speak for the good of all hands— be they invited international guests, skippers and mates, or officials. Last, but by no means least, the social side of a Regatta should include the ladies. They add great charm to all such meetings and with their sugges- tions and help make it possible to have many a jolly evening after a hard day’s sailing—God bless them. Birkenhead. Wm. M. CARPENTER. A lamentably low for this year. sheathing on the bottom was particu larly well carried out, Which reminds us that the joan model of the unrigged ‘* Norman Court *”? was one of the finest clipper models we have had the pleasure of AE EE unknow granted at the annual exhibition, has fallen mnie some stem OR n reason the standard of F craftsmanship, which we have lately taken for 206 MARINE THE M.P.B.A. MODELS GRAND REGATTA HE above regatta took place at Victoria Park on September 26, and we _ anticipated a notable event. During recent years the sport of model powerboat racing has made great strides, and the Association has now 24 affiliated clubs, so that a record entry might have been expected. Further, the present season has seen every speed record go by the board, so that some extremely fast times seemed very likely. It is an interesting commentary on the in- creasing reliability of the miniature racing engine that the course for all classes, including even the 15 c.c., was fixed at 1,000 yards. We admit, however, that this distance in practice seemed rather too much to ask of these midget engines. Most unfortunately, the Hon. Secretary of the M.P.B.A. was taken seriously ill on the day before the regatta, and in his absence Mr. A. Skingley and Mr. P. Turner (S. London S.M. & E.E.) carried on with the able assistance of the officers of the Loud-speakers had been fitted up in V.M.S.C. anticipation of an enormous crowd, and the movie vans were in attendance. In fact, every preparation had been made for the event, but, unfortunately, the weather was most unkind and a soaking wet day made conditions most unpleasant for competitors and officials alike, kept the crowd at home and nullified the preparations of camera-men and photographers to secure adequate records of the event. Our own notebook was washed out. Yet the programme was carried out, and competitors and officials alike showed a spirit of good humour and cheery sportsmanship that was most creditable. In any account of this regatta we must ask readers to remember the weather conditions that prevented any very remarkable performances. Further, autumn leaves filled the lake and caused many failures, particularly amongst the 15 c.c. class. The first event started as scheduled at 11.30 a.m., and consisted of a 100 yards Straight Course Nomination race. In this the competitor was asked to name his time beforehand, and then cover the course in the declared time. This was open to the B (semi-racing displacement boats), and C (Prototype Craft) classes. In this competition many boats steered very badly and ran off the course. The steam yacht ‘* Willith,”’ however, steered straight down the course, and, being the first away, set a splendid example in this respect. She was followed by a couple of launches and the tug ‘ Vivacity.”” ‘‘ Faireycraft ’’ made a fine, straight run down the course, but by some misunderstanding was not timed. However, she was sent back to the starting post and repeated her performance. Her owner, Mr. Davis, of the Vic- toria Club, had nominated 32 secs. as his time, and his time proved to be 32.3 secs., an error of only 0.3 secs. (approximately 1 per cent.), an absolutely unbeatable performance. ‘* Faireycraft ’’ is classed as a semi-racing craft, and another fine performance was put up in the Prototype class. Mr. Philips, owner of ‘* Willith,’’ nominated a time of 80 secs., and his run took 81.35 secs., an error of only 1.35 secs. (approximately 13 per cent.). Second place in the B-class was taken by Mr. Nethercot, of Swindon, with his flash steamer, and in the C-class by Mr. Curtis, of the Victoria. The Steering Competition followed, and some remarkably fine shooting ensued. ‘* Faireycraft ’’ started by making a possible—three bulls=15 points. It was evidently her owner’s day out, and his beau- tiful launch was running as if on rails. Next came ** Conquest,’’ Mr. Godfrey’s light cruiser, which was described in our July number. Her first run produced a beautiful bull, and on her second she hit the post and just missed the bull, scoring an inner. On the third attempt she again hit the post and scored an inner, bringing her total to II. ** Garnet ’’ then scored two inners and a_ bull, equalling ‘‘ Conquest’s ’’ score. A little later ‘*Silver Jubilee ’’ scored two lovely bulls, but for his third shot, Mr. Vines just hit the post and went the wrong side, making an inner, bringing his score to 13. This left ‘* Faireycraft’’ the winner, with ** Silver Jubilee ’’ second. As ‘‘ Garnet ’’ and ‘* Conquest ’’ had both made 11 points, a run-off was necessary, and this was won by “ Conquest.”’ All the winners in this competition (Mr. Davis, Mr. J. Vines and Mr. E. Godfrey) are members of the Victoria M.S.C. During the luncheon interval the Prototype Com- petition was held. This is open to members of affiliated clubs for boats modelled after an existing craft (not necessarily true scale models). The judges for this event were Mr. Victor B. Harrison, one of the Vice-Presidents of the M.P.B.A., and Mr. H. B. Tucker, Editor of MARINE MODELS. Points were awarded for hull design, workmanship, deck, detail, and seaworthiness; engine design, workmanship, detail and running. As 10 points were the highest possible award under any one head, the total pos- sible points was 80. Now it is a remarkable fact that the two judges, working independently, not only placed the first four boats in the same order, but awarded the same number of points to first, third and fourth boats, and differed by a single point on the merits of the second! The winner was the light cruiser model ‘** Conquest ’’ (Mr. E. ‘* Mary yacht the second Godfrey, V.M.S.C.); Dean *’ (Mr. W. Butler, W. London M.P.B.C.), and third the yacht ‘* Willith ’’ (Mr. Phillips, V.M.S.C.). After lunch came the pole events, the first of which was for the small class and open to boats with 15 c.c. I.C. engines or flash steamers, not exThe course was 1,000 ceeding 7 lb. in weight. yards (10 laps). The first boat, ‘‘ Mrs. Frequently,”’ collected a leaf on her skeg, which slowed her considerably, but nevertheless went the full distance. She was followed by the little flash steamer ‘* Tornado III,” which really ran well. ‘* Mary ’’ (Mr. Ripper) fol- lowed, but picked up a sargasso of dead leaves, ‘Little Star,’’ Mr. L. J. which stopped her. French’s class record holder, started at a rare speed, but she likewise encountered leaves and stopped after several fast laps. ‘‘ S.W.18’’ completed the course, but did not travel over-fast. MARINE This brought the 15 c.c. race to an end, and the big boats then came to the line for the ‘‘ Mears ”’ Challenge Trophy. This is for boats propelled by I.C. engines not exceeding 50 c.c., or flash steamers up to 16 Ib. in weight. There was no separate race for the 30 c.c. boats on this occasion. The first starter was Mr. H. L. Sharvell’s ‘‘ S.30,” a boat with a splendidly finished hull and laid foredeck. She was, however, stopped by leaves. “* Miss Swindon II ’’ ran steadily and completed the course. Then got going. ‘‘ Bulrush V ’’ (Mr. Noble, Bristol) Starting at a brisk pace she soon worked up to speed, but on her third lap struck her own wash and executed a spectacular dive, throwing a fine column of water into the spectators, and soaking several. As, however, these were pretty wet already from the constant rain, it did not make matters much worse. ** Tfit V”’ (Mr. Cockman), the well-known flash steamer, then took the line. Her first two shook off, and brought her career to a close. Mr. Williams, of Bournville, started well, picked up a leaf and slowed, but completed the course. ‘‘ Yum Yum,” another Bournville boat, made a good, steady The results for the Miniature-class were: Ist, ** Tornado III ’’ (Mr. Martin, Southampton), speed 19.7 m.p.h.; 2nd, Mr. Kent, Swindon; 3rd, Mr. Wraith, Altrincham. ‘*Mears’’ Trophy for Large-class: Ist, ‘‘Crackers’’ (Mr. H. Clifford, V.M.S.C.), 37.9 m.p.h.; 2nd, ** Rumba ”’ (Mr. W. T. H. Row); 3rd, Mr. Williams, Bournville. The ‘*Crebbin’’ Trophy for flash steamers, timed over the first 500 yards of the course, was won by 207 ** Tfit V”’ (Mr. Cockman, V.M.S.C.) with a time of 37.7 secs. ‘* Tornado III’ (Mr. Martin, South- ampton) was second. The ‘* Wembley ”’ Trophy for boats completed since the 1935 Grand Regatta, which have not yet won a prize in any inter-club event, was not awarded as none of the competing craft was eligible. The Ladies’ Nomination Prize, for the lady giving the nearest estimate of the winner’s time, was won by Mrs. Rowen, and the second prize by Mrs. Wharton. At the close of racing Mr. F. J. Pierson, VicePresident of the M.P.B.A., welcomed visiting competitors, and apologised for the weather provided. He then asked the Editor of MARINE MODELS to present the prizes. laps were slow, but she then took hold and did four laps in approximately 23 secs. Her lamps then went off colour, and she slowed just when her pace was getting really hot, and completed the remainder of the course at a moderate speed. Mr. Clifford’s ‘‘Crackers’’ then made a very pretty run, fast and smooth. ‘* Rumba ’’ (Mr. Row) followed with an excellent run, her beautifully lined hull riding as steadily as a church. The world record holder, ‘‘ Betty V,’’ made three terrifically fast laps, but then her ignition switch run at moderate speed. MODELS NORTH OF ENGLAND WEST HARTLEPOOL MODEL POWERBOAT CLUB AND MODEL ENGINEERING SOCIETY The club has enrolled several new members, and six more prototype models have been started on the ** stocks ’’ of the club yard since July, particulars of which are as follows: (1) W. E. Lahney, steam trawler; (2) H. Mellor, steam trawler; (3) F. Taylor, ‘*P’’ boat; (4) D. F. Hutchinson, ‘* P ”’ boat; (5) A. Houston, destroyer; (6) E. Mitchell, naval pinnace, which will bring the total of the club fleet up to 20 boats when completed, so the club has a busy winter programme ahead of it. Several of the members exhibited their models at the annual exhibition of the West Hartlepool Technical College, and these were described in the local Press as a feature of special interest, and very favourably commented upon. It is hoped to make practical use of the excellent drawings of the cargo lighter in the September issue of MARINE MODELS, as several members are constructing tug models. Chairman: G. D. Smith, 4, Wilton Avenue, West Hartlepool. Photo: L. J. French. ** CRACKERS ”’ (A. H. CLIFFORD, VICTORIA M.S.C.)—30 C.C. HYDROPLANE, WINNER OF ** MEARS “’ TROPHY 208 MARINE MODELS z: —— eX —Veer S=— —— BARROW MODEL YACHT CLUB REPORT The last of the season’s Cup races was sailed for on August 29, when 18 boats faced the starter to compete for the ‘* Margaret McBrayne *’ Trophy. The wind was Westerly and, although light, remained steady throughout the afternoon. The race was sailed in four heats, the first two boats in each heat passing into the second round. Heat winners were: ‘* Trilby ’’ (A-class), ‘* Flossie’ (10-rater), ‘‘ Fram ’’ (10-rater), ‘* Cissie (10rater), ‘* Pastime ’’ (A-class), ‘‘ Margaret ’’ (10rater), ‘* Dinah ’’ (10-rater), and ** Lady Winifred ”’ (A-class). It was apparent that the 10-raters found the light conditions more to their liking than the heavier A-class boats, and it needed every effort on the latter’s part to make up their handicap. With a mere advantage of five to three in the second round, the prospect of another 10-rater winner seemed likely. “* Margaret,’’ ‘* Fram,” ** Cissie ”’ and ‘* Pastime ’’ met in the first heat and, after a close race, in which the A-class boat was but narrowly beaten, ‘* Fram ”’ and “‘ Cissie ’’ passed into the final. Two ‘* A “’ boats, ‘* Trilby “’ and ** Lady Winifred,’’ met the two 10-raters ‘* Flossie ’’ and ‘* Dinah ’’ in the other heat, ‘‘ Lady Winifred ”’ winning, with ‘* Dinah “’ a good second. The wind had freshened slightly for the final, and a thrilling race was witnessed, the sole A-class boat having to withstand the challenges of her three smaller rivals. A good course to leeward and windward served ‘‘Lady Winifred’’ well, and she crossed the line a few boat lengths ahead of her opponents. Result: ist, ‘‘ Lady Winifred ’’ (A-class, F. W. Douglas); 2nd, *‘ Fram *’ (10-rater, F. Watts); 3rd, Cissie ’ (10-rater, A. Walker); 4th, ** Dinah ”’ 7 (10-rater, J. Parkinson). On August 23 the club paid its first visit to Fleetwood, 11 boats being taken, five 10-raters and six A-class boats. The weather was ideal, a fresh breeze blowing, and the splendid hospitality and sportsmanship of our hosts made it a perfect day. The superiority of the Fleetwood boats all round was unquestioned, although ‘“* Flossie,’” a Barrow 10rater, scored an individual success against her more modern opponents, her score of 18 out of a possible 22 points being highly satisfactory to her veteran a skipper. The points sessions are now terminating, and the — results so far are: A-class—** Lady Anne ’’ (W. Douglas) 42 points, ‘Lady Winifred ’’ (F. W. Douglas) 37, ** Seven Sisters ’’ (W. Whitelock) 34, ‘* Star ”’ (J. Collins) 33, ) ‘Pastime ’’ (J. J. Rowe) 18, ‘* Helen ”’ (R. Walker = 15, ‘* Trilby ’’ (R. Johnson) 4. rs—‘‘ Flossie ’’ (J. Rome) 57 points, ‘ Cis- 10-rate ) 38, sie’? (A. Walker) 50, ‘‘ Nan” QJ. (J.Walker Parkinson) ‘Fram ’’ (F. Watts) 33, ‘* Dinah ”’Margar et ’’ (B. 26, ‘“* Gypsy’ (G. Harper) 21, “ iy Charnley) 15, ** Joan ’’ (R. Ashburner) ay BRADFORD M.Y.C. The erection of the platform round the lake has appreciably advanced, and there now remains only two-thirds of one side to complete the work. The boathouse extension is also now in hand. Several members have journeyed to other club waters during the past month, and have met with varying success, the most striking being that of Geoffrey Kitchen with his 36in. restricted, ‘*‘ White Owl,’’ which, at the Inter-club race at the Huddersfield Club water at Marsden, only lost two out of 18 boards, and thus contributed largely to the winning of the race for the Bradford team. J. P. CLAPHAM. HUDDERSFIELD M.Y.C. An Inter-club match was sailed on Redbrook Reservoir, Marsden, on Sunday, August 29, with the 36in. restricted class. There was a fresh S.W. breeze, and the conditions were ideal, giving a reach scoring two points each way for the first three rounds, nearly all yachts carrying their third suits of sails. After the lunch interval, the wind veered a little, giving a free beat to windward. Scoring was altered to three points, and two points to leeward. ‘* White Owl,’’ of Bradford, was again conspicuous, and top individual scorer, only being beaten twice in 18 boards. This performance practically assured the Bradford Club winning the event. She is from the MARINE MopELs design *‘ Eudora Joan ”” —the second boat was designed by Mr. Sam. O. Berge. : — Results Ist, Bradford, 57 points, average 19 points. 2nd, Bury, 35 points, average 174 points. 3rd, Huddersfield, 38 points, average 12 points. The two Blackburn boats, unfortunately, had to retire in the last round, consequently all points scored for and against them had to be deleted. Individual scores were as follows :— Bradford—* White Owl’ (G. Kitchen) 28, ‘* Brisker ‘’ (H. Atkinson) 15, ‘‘ Red Rose ’’ (Mr. Short) 14; Huddersfield—** Joan “’ (F. C. Hirst) 19, ‘* Elma ’’ (Mr. Honeybell) 10, ‘* White Nymph ’” (J. Tolson) 9; Bury—** Margaret ’’ (Mr. Hopper) 18, ** Ameroy ’’ (Mr. Hoyle) 17; Blackburn—** Jean I” rea Howard) retired, ‘‘ Patricia ’’ (Mr. Lister) re- tired, — The O0.0.D. was Mr. W. Dewhirst, of Mirfield, who was ably assisted by Mr. Nutter, of Burnley, as starter, and Mr. Roberts as judge. The event attracted hundreds of spectators during the day, and one or two new members. F, C. ‘“ MARINE LITTLEHAMPTON M.Y.C. The battle being fought by model yachtsmen in Littlehampton against the ignorant apathy displayed by the local U.D. Council to the needs of our sport, is being followed with interest by model yachtsmen in all parts of the Kingdom. At a recent meeting of the Council Mr. S. T. Griffin stated that the Ornamental Water is not intended primarily as a model yacht centre and for adults to sail boats there, but for children. So now we know! The publicity which has now been given to the totally inadequate facilities offered by Littlehampton to model yachtsmen will, at all events, prevent any votary of our sport going there for his holidays in future years. Does the Council at Littlehampton realise that to-day model yachting is a sport with a large following? That International Races are held? And that a real model yachting lake is not only a great boon to a large section of the inhabitants but a great attraction to visitors? We are most heartily tired of the mid-Victorian attitude that MODELS M.Y.S.A.—** Trigonia ‘’ (H. Wake) 31 points, and *‘ L’Hirondelle ’’ (R. J. Harris) 33; Forest Gate M.Y.C.—*‘Kismet”’ (J. Yorston) 26, and ‘‘Gnome”’ (E. Robertson) 20; Highgate M.Y.C.—‘‘ Ouzel III ”’ (N. Rodnight) 12, and ‘* Peggy ’’ (W. Appleton) 23; Clapham M.Y.C.—‘‘ Anne’? (C. V. Hooper) 13, and *‘——”’ (T, Shailor) 12; South-Western M.Y.C. —”* Silver Spray ’’ (C. Cheverell) 10, and ‘* Vigi- lant ’’ (J. Rudenberg) 20. then realise the skill it requires and it gives. On August 16 the club raced for Roach Cup, presented by the Hon. 1929. Mr. Roach has never previously this event, but this year he entered The scores were: ‘* Tamarisk ’’ (J. The present position of the respective clubs after the fourth round being : — M.Y.S.A. Ist with 166 points, Forest Gate 2nd with 1295, Highgate 3rd with 1224, Clapham 4th with 105, South-Western 5th with 77. The fifth and final round, to be sailed at Clapham, on September 19, promises to provide extra interest, as there is only a difference of seven points between the clubs occupying the second and third positions. A. J. F. model yachting is a children’s game. We suggest that those who still think this should be invited to borrow a boat and sail it for an hour. 209 They would the exercise the J. A. J. Secretary in competed in and won it. Roach), 27; ** Valeta ’’ (J. Robinson), 23; ‘* Josie’’ (J. Johnston), 22; ‘‘ Seaspray ’’ (A. Kelly), 21; ‘* Joyce ’’ (W. Warring), 17; ‘* Marina’’ (Mrs. Kelly), 12; ** Ahoy ”’ (W. Alexander), 11; ‘* Challenger ’’ (H. Alexander), 7. . The children’s races held during August were very successful, and at the end of the day’s racing prizes were distributed by Mrs. J. Flood. These were as follows :— Violet Cup (15in. class), Miss Burtenshaw (11 points); Zoe Trophy (20in.), A. Floyd (11 points); Pirate Cup (24in.), A. Floyd (12 points); Roach Bowl (30in.), L. Brooker; Linfield Trophy (36in.), Mr. Weekes (8 points); Chamber of Commerce Cup, Mr. Kelly; The Leader Cup, Mr. Robinson; Roach Cup, Mr. Roach; Arcade Trophy, Mr. Roach. | The club had a very good day’s racing against the Guildford M.Y.C. when Littlehampton beat the visiting team by 136 points to 109. The home club was represented by Messrs. Johnston, Robinson, J. Roach, A. Alexander, H. Alexander, W. Waring and Mrs. Kelly. Mr. Johnston scored the highest number of points for Littlehampton and Mr. Wood the highest number for Guildford. WICKSTEED M.Y. & P.B.C. The first annual race for the ‘‘ Paten ’’ 10-rater Cup took place at Wicksteed Park in September. Conditions were particularly trying, for, besides having to dodge a nasty patch of weeds that had sprung up without any apparent warning, right in the fairway, occupants of rowing boats seemed to take a delight in interfering with the racing. What bit of wind there was altered its direction every few minutes, but, in spite of everything, we managed to enjoy ourselves. Mr. T. H. Carr won the event with a score of 25 points out of a possible 35, L. Toseland and J. Wilkins tied for second place, each scoring 22. Mr. Carr made his own yacht, ** Maydwell,”” from the MarINE MopbELs design ** Leonora.’” Mr. R. LI. Whitworth, of Bedford, officiated as O.0.D., Mrs. F. O. Robinson as scorer and starter. Mrs. B. C. Jewers presented the Cup. The management of Wicksteed Park, having noticed how badly we were handicapped, made sure of better conditions for ‘‘ The Timpson ’’ Yacht Trophy held the following week. A motor weed- cutter cleared the course, while a few stakes and a line effectively dealt with the offending ‘‘would-be”’ boatmen. It might be the Wicksteed management even complained to the ‘* weather clerk,’’ for when the day came a lovely second suiter blew from the East, accompanied by brilliant sunshine. Thus conditions were ideal, and the racing was of a very high standard. This event was also won by a MARINE MODELS ** Leonora “’ craft, Mr. E. Law’s ‘‘ Margaret.’’ His score was 34 out of a possible 40. L. Toseland was LONDON MODEL YACHT LEAGUE At the time of going to press for the October issue, I had hoped to give the final results for -the Stanton Cup races, but, as the concluding round, which should have been sailed at Clapham on Saturday, September 12, was postponed, owing to lack of wind, it is only possible to give the details of the fourth round, and the present positions of the affiliated clubs. Details of the fourth round, sailed at Clapham on September 5, 1936, are as follows :— second with 29; T. H. Carr third with 25. At the conclusion of the race a party of friends and enthusiasts, numbering about 50, sat down to tea, after which Miss H. Wicksteed presented the trophy. In her speech she promised substantial improvements to the pond before racing commences next year. Mr. Whitworth, in his reply to thanks for carrying out his duties as O.0.D., offered to present a Cup to the club next year for a 36-in. class race, as he did this year. The club very much appreciates the help given by Mr. D. Ward, of Irthlingborough, and Mr. L. S. Marston, of the City of Birmingham Yacht Club, F. O, ROBINSON. 210 MARINE MODELS THE M.Y.A. NATIONAL 6-M. CHAMPIONSHIP By THE SCOTTISH COMMODORE The National 6-m. Championship contest at Fleetwood on September 5, we regret to say, is not one upon which we can look back with undiluted satisfaction. With every prospect of proving unusually successful, it was eventually badly marred by stress of weather. The bright spot in the whole affair was the unvarying good temper, even lightheartedness, of all concerned, under very trying conditions indeed. Coupled with the self-sacrificing assistance of the local club members and officials, it went far to compensate for the disappointment inseparable from an uncompleted race of this importance. Attesting the rapidly growing interest taken in the 6-m. class, nine clubs were represented with 16 models, comprising: Huddersfield (2), Bury (1), Fleetwood (2), Bournville (2), Bradford (2), Stanley Park (2), Nottingham (2), North Staffs. (1), West of Scotland (2). Saltcoats had also entered one model, but scratched. The Scottish representation, therefore, consisted of two only, which throws into still nae cee: greater relief the great strides that must have been made with this class in England. After a week of very mixed weather, the vagary of which gravely interfered with the otherwise excellent programme put up for the Fleetwood week, the Saturday morning opened with every promise of a great National race. A true Westerly breeze of 26.38 m.p.h. was in evidence, and provided a dead-ender test to windward almost ideal. If it had held so. But steadily, hour by hour, the breeze freshened: at 11 a.m. it was 30 m.p.h., at 12.30 p.m. 35.2, 3 p.m. 40.5, 4 p.m. 43.5, 5 p.m. 42.4, and 6 p.m. 41.5 m.p.h. It must be remembered also that the wind on this Northern coast has much more weight behind it than inland. When a halt was called for lunch, five and a half heats had been sailed with three resails pending and, notwithstand- ing a wild jumble of waters at the lee end of lake, washing right over the pontoons, everything pointed to a successful completion of the full tournament. It was not to be, however. After the resumption at 2 o’clock, progress became slower, the hard thresh to windward naturally requiring more time. To add to the difficulties, heavy rain began to fall, and persisted throughout the rest of the day. By about 5 o’clock eight and a half heats had been overtaken, but conditions had become so bad that a halt was called for an hour in the hope that an improvement might take place. At the expiration of this period no perceptible moderation being observable, it was decided to close the race on the card as it then stood. The score revealed that ‘‘ Glenesk ’’ (J. C. Catterall, Bury), and ‘‘ Fredith ’’ (F. W. le Flufy, Bradford), were each credited with 37 points and, notwithstanding that the latter had dismantled, she was re-rigged, and the two were sent away on a This proved the climax of board to windward. the day. The rivals sailed tack for tack a great race and, though ‘‘ Glenesk ’’ eventually crossed the line ahead, only the weather berth advantage, and possibly loss of trim by ‘‘ Fredith ’’ owing to the previous dismantlement, gave ‘* Glenesk ’’ the The result, no competitor objecting, was board. : — then declared ** Glenesk *’ (J. H. Catterall, Bury), 37; ‘‘Fredith’’ (F. W. le Flufy, Bradford, 37; ‘‘ Red Rose’ (A. & R. Wright, Fleetwood), 32; ‘* Plover ’’ (F. C. Hirst, Huddersfield), 27. But here and now comes the snag. A detailed examination of the score cards showed that ‘* Glenesk’’ had sailed a board (leeward) more than ** Fredith,’’ owing to the enforced withdrawal of a competitor damaged beyond immediate repair, and was credited with two points for this board. Strictly speaking, therefore, on the actual sailing at the end of the eighth heat the result was ‘* Fredith ’’ 37, ** Glenesk ’’ 35, so **‘ Fredith ’’ had undoubtedly the best right to the title so far as the ascertained result was concerned. As a matter of fact the correct procedure would have been to abandon the event altogether, as it was not possible to arrange postponement, but one was naturally reluctant to render ali the effort null and void. It is our responsibility, and we do not shirk the issue. Another illustration of the old adage that the best of us can make mistakes. Under the circumstances we have suggested to the Council to over-ride the declared title result, recall the Cup, and allow the race to stand otherwise with the prizes remaining as presented. Presumably, decision will have been made before this matter appears, so that it will not prejudice consideration of the circumstances. We do not understand why interested parties did not call our attention to the point at the time, and, while admiring their loyalty, we think it was clearly a case to query. We are sorry for the whole episode, feel humiliated, and offer sincere apologies for the slip.* To come back to pleasanter topics. The exhibition given of the capabilities of the *‘ wee sixes “’ under the gruelling test endured was a revelation. While one or two found it difficult to beat out from the lee line in the heavy sea running, the fleet as a whole stood up to it and threshed bravely through. In all our extensive experience we have never witnessed a better exposition of seaworthy merit by any class of model whatever, and this race proves the 6-m. class to have no superior as an all-weather boat. Where practically all were good, it seems invidious to mention any specially, but perhaps we may be allowed to refer briefly to the two leaders. ‘* Fredith ’’ revelled in the hard going. She is, of course, regarded as a heavy-weather boat. On the other hand, ‘‘ Glenesk ’’ was doing practically as well, and she has put up equally as good performances in light and moderate airs. As an all-round One example we consider she is hard to beat. observation we made was that models from inland waters, and, indeed, others as well, which seldom or never experience rough water, were carrying their main-boom too low, with the result that they were catching the tops of the waves and causing yawing all over the place coming down wind. *The M.Y.A. Council on the Scottish Commodore’s report decided to cancel the 1936 Championship, and award first prize to ‘* Fredith,’’ and second to ‘‘ Glenesk,”’ as being the correct positions. —Ep., M.M MARINE MODELS 211 It seems evident to us that this race will become of major importance, and we consider it will be necessary to allot two days at least for it in future. Finally, our sincere thanks are tendered to the officials and members of the Fleetwood Club, and Mr. Davy, of Bournville, for invaluable assistance under extremely trying circumstances, and, particularly, to Mr. J. Marsden and Captain Ingham, the latter of whom, acting as starter at the lee end, was wet to the waist by lunch time from the spray alone. The full entry and scores were: Huddersfield— “ Plover ’’ (F. C. Hirst) 27, ‘‘ Pennine” (S. Bradshaw; skipper, S. Roo) 2; Bury—*’ Glenesk ”’ (J. H. Catterall) 37; Fleetwood—* Ella ”’ (E. Dawson) 203; “Red Rose’ (A. & R. Wright) 32; Bournville— Ethel ’’ (J. Ratcliffe) 194; ‘* Wanda ’’ (D. Jenkins) 9; Bradford—*’ Fredith ’’ (F. W. le Flufy) 37; “Kathleen ’’ (A. Arnold) 224; Stanley Park— ‘* Margo “’ (T. Tomlinson; skipper, F. Callister) 14; ‘“ XLCR’’ (J. Manley) 19; Nottingham—‘* Maid Marion “’ (J. W. Metcalf), withdrawn damaged; * Jean ’’ (J. Lapsley) 10; North Staffs.—’**Aerial ” (J. Wood) 6; West of Scotland—** Violet ’’ (A. W. K. Rodrick) 26; ** Invicta’? (G. W. Munro) 17; Saltcoats—** Suzette ’’ (A. Cowie), scratched. afe an eNO HOW TO -_- oe : MAKE THE DAVISON MODEL YACHT STAND As my object in submitting a sample of my stand to the Editor was chiefly to show anyone interested how to make what I have found a useful little device, and lack of space limited him at the time, I have begged him to augment his notice with the following, when convenient. The main material required is about three feet of lin. black, round mild steel and two feet of gin. india-rubber gas pipe. Each arm requires two teet ot rod, the back end being hammered square and turned into an eye with a jin. hole. This is most easily done hot, but the rest of the bends can be made cold. The eyes at the back are riveted under the ends of a short piece of jin. by jin. mild steel with a iin. rivet, which should not be riveted so tight as to prevent the arms being, opened out for adjustment. The shoe on the top of this can be made of any metal of reasonable stiffness, and is riveted to the back piece and lined with felt. The upper part of the arms is covered with jin. india-rubber tube, secured near the top by binding with fine wire into Photo: ** Glenesk,’”’ 6-m., with some of Arthur her Winter. trophies. Her record is three firsts and two seconds in six starts. Designed and built by Messrs. J. Alexander & Sons, Preston. Particulars are: L.O.A. 55in., L.W.L. 37.9in., L. for formula 44.77in., Disp. 22.25 Ib., S.A. 1,302 sq. in., crew weight 2 lb. inside, Rating 32.67in. Hull composed of two 3/32in. skins—inner Balsa wood diagonal, outer pine laid fore-and-aft, cemented together. a nick filed round the rod. For the cross-piece about 10in. of rod are required. This is screwed down for 2in. at each end with a jin. Whitworth thread, and the middle bent down into a V about 2sin. deep, and a piece of tube worked on. The clips are made of hard German silver or brass, about 1/32in. thick, a piece about 24in. by I4in. being bent round the rod and a hole iin. full being put through the flat parts. Four in. wing nuts, which can be easily bought, complete the work. The chief merit of it is that it saves keeping a separate stand for each boat, the adjustability allowing that shown to hold anything from a 36in. to an A-class safely and without damage. For an A-class it is, however, better made of 5/16in. rod, and the arms can be lengthened an inch at the top. With the cross-bar removed it packs reasonably fiat for transport, and the weight is only about 1lb. A. C. DAVIDSON. 212 MARINE COTS wha ha’e and Scots wha hinna, kirl your kilts and gang a dinger. Whae’s like us? [About two “ pages ’’ of similar chortling in a foreign tongue has had to be cut out. Firstly, to preserve our sanity, and, secondly, to preserve our readers. Apparently it refers to the Olympic race at Hamburg, but what with bad ‘* Scotch ’’ and worse weather, we are unable to concentrate upon solving the problem.—Ep. M.M.] Not content with the topsy-turvy ‘‘ summer ’ we have experienced, the Port Bannatyne boys must needs organise a topsy-turvy race on August 22. ‘* No man to sail his own boat; last boat home to , A8eC a SSC eR ee be the winner; second prize to go to the first boat across the line.’’ Ye gods and little fishes! The losing winner was ‘‘ Daisy,”’ sailed by G. Meldrum, and the winning loser was ‘* Shena,’’ sailed by M. McMillan. Work it out for yourselves. Some further suggestions for other events: Boats to be sailed backwards, a’lee, and upside down. The latter with ‘* crew weight ’’ equal to the normal displacement of the model firmly attached to the mastModels to be sailed with skippers towing head. astern. Any skipper assisting the model by swimming to be instantly disqualified, and deported to a dry area. Note.—As some difficulty might be experienced in discovering such an area, 0.0.D. to have authority to impose any other adequate penalty he may decide upon, but barring the traditional 19th hole. [What IS the matter with the * S.C.’’ this month?—Ep. M.M.] By courtesy of the Coatbridge Town Council, the Scottish A-class Club has arranged to make Lochend, Coatbridge, its Home waters, and has sailed several matches at this rendezvous during the past month with entire satisfaction. Notably on August 22 a race was held for the Commodore’s Cup, presented by Mr. Hugh Morris, and other three prizes. The trophy consists of a Silver Quaich, mounted on an ebony pedestal. For the information of interested of persons we are told the proper pronunciation ** Quaich ’’ is ‘* Q—ach.’’ Best essayed afteras aa course of native lubricant, and then given up on bad job. However, it was far from a bad jobwith this occasion, a fresh to moderate breeze course laid to give a beat out and run home, givingthe opportunity for some excellent racing, continu in ing over three hours. The winner was found . the Turner design ‘* Annie ’’ (D. Leggatt,orPaisley) Second prize went to the modified McGreg design (F. “ Scotian ’’ (I. McPherson), and ‘* Nabuhai ”know Glen), secured the third prize. We do not refuse to what the latter ship-name implies, and her. On record what the other competitors calledcompetition September 5 the A-boats again met in and fluky at Lochend, this time meeting a light in trimwind, which entailed a good deal of trouble ming. A beating course of about 300 yards was ended with set, and an enjoyable afternoon’s sport ‘Luss ’’ (D. Bonnar), ‘* Norna”’ (D. McPherson), MODELS ’’ (I. McPherson) occupying the leadand ‘* Scotian ing positions in that order. Note ‘‘ Sonny ”’ beats the ‘* Old Man ”’ once more. The Scottish Championship contests for 12-m. and 6-m. classes, held at Perth on August 29 and September 12 respectively, were not favoured with the best of weather conditions, to say the least of it, but the hearty welcome extended to the visitors by the members and officials of the Perth Club in great measure atoned for the shortcomings of the weather clerk, and both fixtures proved most enjoyable as social events, and not less successful as sport. Seven clubs sent a representative model to the 12-m. race, rather an illustration of the rapidly waning popularity of this class, which formerly mustered 18 to 20 for the championship contest. light reaching wind was encountered and the tournament ended with the honour going to *‘ Osprey ’” (J. McKenzie, Dennistoun), with 16 points. ** Ellora ’’ (A. E. Campbell, West of Scotland), and ** Alwyn” (P. J. Miller, Queen’s Park) both returned 14 points, and the final gave “* Ellora”’ second prize, the Queen’s Park nominee taking, the third. ‘* Jeanette’ (J. Cunningham, Victoria), and **Rena’’ (G. Cameron, Clydebank) each scored 12, ‘‘ Venture’ (J. McBey, Aberdeen), 10, and ** Sail-Ho ’’ (G. Curdie, Kilmarnock), 6, completed the card. As the main event had been completed in quick time a sporting race was organised to follow —four of the visiting ‘* twelves ’’ opposing a similar team of ‘‘ sixes’? from the local club fleet, for a prize kindly provided by Col. Wylie, of Perth. This was not such a one-sided affair as might be expected and, although the 12-m. team won the margin was only four points—26 to 22—in its favour. No model secured full points, but individually ** Jeanette ’’ scored 10 and carried off the prize, while ‘*Morna’’ and ‘* Pintail ’’—both ‘‘ sixes ’’—and ‘* Bllora,’’ 12-m., all made 8 points. ‘‘ Rena,’’ 6-m., had 6; ‘* Florina,’’ 6-m., 4, and ‘‘ Venture,”’ 12-m., was right out of the picture, only securing one run, as also did ‘* Joy,’’ 6-m. On the whole, this race was quite as attractive and interesting as the title event, and reflects a good deal of credit on the ‘‘ wee sixes.”’ The 6m. Championship was still more unfortunate in the matter of the weather conditions, as the wind was lighter, falling away, and twice neces- sitating a halt for short periods, and rain persisted Ten throughout the afternoon—heavy at times. competitors came under orders and the full tournament was sailed, Four resails were pending, however, and for these points had to be divided by reason of a flat calm supervening on completion of the last full heat, and rendering it impossible to sail them off. As it happened, this did not materially affect the placings. ‘‘ Clutha’’ (J. A. Stewart, West of Scotland) made an almost perfect exhibition of expert handling and balanced trim, sailing board after MARINE board in convincing fashion, that allowed no dubiety in the result. As subsequently remarked by the Scottish Secretary, she was going like a well-oiled machine. Curiously enough, however, she failed by a short length in her very last board, and her card of 34 fell two points short of the possible score. Second prize went to ‘* Saskia ”’ (J. A. S. L. Young, M.P.; skipper J. Cunningham, Victoria), with 27 points, and a card of 25 points brought the third prize to ‘* Doe ’’ (J. McCredie; skipper M. McArthur, Fairfield). We were pleased to welcome representatives of the East Fife Club, which has only recently taken up the class, with ** Taeping,’” from the MarinE Mopets ‘* Debutante ’’ design. This craft appeared to have a great turn of speed, and has attractive lines, but her skipper did not seem able to quite get the trim in the unfamiliar conditions. She took the only two points from the champion, however, and we should say a has considerable potentialities. After the race large company, comprising all the competitors and officials, and a number of others, were entertained to a very welcome high tea by the generosity of Mr. R. Adam, town clerk of Perth, on behalf of the local club. During this function the results were officially declared and the prizes presented by Mr. Adam. The Scottish Secretary, in announcing the winners, made some humorous remarks regarding the possibility of another 25 years elapsing MODELS 213 before the Championships could come to Perth again. Mr. Adam, who apologised for the unavoidable absence of the Provost, in offering a welcome to the city, and expressing the interest taken by his Council in the sport, seized on these remarks in an effective address to the company. Incidentally, he promised better weather conditions for our next visit—rather a risky promise, but with 25 years to come, who knows? Dr. A. E. Wilson, who, with Baillie Bett, was present, representing the East Fife Club, also gave a short speech, and we passed a few rambling remarks. A clearing sky brought with it some lovely sunset colour effects, and enhanced the pleasure of the run home, which closed a long and varied day. If we are equally favoured 25 years hence, there will be no regrets. The West of Scotland club race for 6-m., on August 29, resulted in a triumph for ‘‘ Nike,’’ the McGruer design model owned by Donaldson Bros., which scored full points in a field of 11. ‘* Invicta ”’ (G. W. Munro) and ‘‘ Charmee ’’ (C. F. Arthur), also did well. As we have also compiled a somewhat hefty account of the M.Y.A. British 6-m. Championship, which appears on another page of this issue of MaRINE MODELS, we do not care to envisage what our Editor will say when he receives this budget. And so to bed. Aw revoir! THE SCOTTISH COMMODORE. Star Photos, THE SCOTTISH 6-METRES CHAMPIONSHIP AT PERTH, SEPTEMBER 12. “ Clutha,”” ‘* Saskia,”” ‘‘ Doe,’’ etc., with some officials and spectators. Perth, MARINE 214 MODELS AMERICAN NEWS Sunday was a day never to be forgotten. The sky was overcast, with rain threatening; the rain THE ‘‘ HEISLER ’’ CUP RACES Red Bank, N.J., September 5-6, 1936 (Written at the Judges’ Stand) a clear, sunny morning, with a group of T is ] light, curly clouds forming a curtain on the the horizon. The weather is ideal for sailing Marblehead 50-800 class yacht. Gazing over Pleasure Bay, off Rumson, N.J., one is set wondering why the water is not completely covered with these small sailing craft; and yet, the picture would be ‘‘cluttered”’ if there were so many. The wind is E.N.E.; steady, perhaps reaching five Set a arene se ge eae et ay tae ey wn miles an hour. There are 52 boats entered for this gala affair— this hard-fought contest for a trophy that was destined to upset the ‘‘ dope ’’ of every ‘‘ expert ”’ in the game. I am not alone in saying that a miracle happened in 1934-5, when Frank Anderson, of the Red Bank M.Y.C., won that coveted trophy twice in a row; but to believe that he would do the impossible and win it even a third time, with more than 50 skippers, the pick of the East, determined that the Cup would not go out of existence, he did repeat, and, calling it luck if you will, here is one scribe who is willing to admit that he proved himself an extremely clever skipper with a fast and able yacht, and deserves the plaudits of the model yachting devotees. There can be no alibis for the losers. skipper sailed a good race. Every There was no walk- away in it for Mr. Anderson. He had to sail every foot of the course. Picture a clear, open space of water, several miles in extent; the shore bare of trees or other obstructions; a course laid out of 2,500ft. Visualise, if you will, 52 finely-constructed models lying on their sides, ready to race; the several hundred people who had come as much as 350 miles to take part, and you get a small idea of the ground about the Judges’ stand. An amplifying system is installed, so that not only the guests and skippers may hear the report of the races as they progress, but so that the skippers who are racing may hear as well. Mr. K. Baumgarten, of the Washington ML.Y.C., is O.O.D. Calling the skippers together, they are instructed in the rules of this particular race—stringent and not unlike the rules used in larger yacht racing. Each skipper acknowledges a clear understanding, and the heats ate listed on a set of bulletin boards. While the races were scheduled for 9 a.m. sharp, got it was 10 o’clock before the first group of five become under way. By that time the water hadSaturd ay somewhat ruffled with a slight lumpiness. I have marked one of the fastest sailings of heats r with ever witnessed, and to those who are familia the sport, and noting the size of the course, you state that will agree this is not exaggerated whenI te heats by the end of the day (6 p.m.) 37 comple started, but had been sailed. The 38th heat was O.0.D. so many fouls occurred at the line that the y. During called off the racing until 9 a.m. Sundaaccide in the two days there were a few minor rs fellnts, overthat no less than half a dozen skippetled in collidisman board. Several models ’ were sion with their owners skiffs and with other models. did not come, but in its stead a half-gale started. Racing was again delayed until nearly 10 a.m., with a S.E. wind lifting the first group along at a lively clip in a 10-mile wind. By the time this first setup had reached the second buoy (the course is triangular), the wind had lifted to a good 15 miles an hour, and by I1 o’clock it had gone to 20 miles an hour. The water was capped with suddy white, and, while the skippers had hard-going to manage their skiffs, the models cut through the water as clean and fine as any of their big prototypes, sailing farther out from shore. By 1 p.m. the wind reached a velocity of better than 30 miles an hour, with a heavy sea running that piled up a sea 3ft. high from pit to crest. Every man had his work cut out for him. It was a man’s job, and those who failed to finish because of the high winds and tide need feel no reluctance in admitting it. During the afternoon I had volunteered to judge at the second buoy during the semifinals, and, after three-quarters of an hour I had to admit that I had had enough. It was a constant plying of the oars to remain in one place, and no easy plying either. Those who came over the line —win or lose—deserve a good deal of credit for their perseverance. The wind shifted slightly to the North but came back to E.S.E. during the day, seeming to gain in strength each time it slid sideways. That the reader may know how closely some of these heats finished, I would like to point out the first of the 1/8th finals, sailed on Sunday. The four boats stood within 20ft. of each other until the second buoy was reached, when they were so closely packed that three of them fouled, while the fourth slipped through a space of less than 5ft.; after freeing the triple foul, there was only a lapse of three seconds between the time the first and last boat had crossed the line. It was a race to thrill the soul of any nautically-minded man or woman. And many of the other 61 races held during those two unforgettable days were finished by margins as close as one second between two or more boats in a heat. I have been asked by so many clubs to supply the complete score, race by race, that I am placing them at the foot of this article, but before doing so, I would like to mention a phase of this event which proves conclusively the oft-repeated statement I have made, that no sport offers quite the fine type of sportsman as model yachting. After having won the Heisler Cup three times, and, by the Deed of Gift, becoming the owner of the trophy, Mr. Frank Anderson accepted the Cup just long enough to hand it back to Mr. Charles Heisler, of the Deeper Hudson M.Y.C., the donor, with the request that he give it back to the sport as a perpetual trophy to be sailed for under similar conditions as it had been sailed for in the past. It was a fine sporting gesture, and typical of the man and of the sport. Here was a skipper who, by dint of the finest kind of sailing, had won a fine and costly trophy, only to hand it back with as little thought of self as though he were the donor originally. MARINE MODELS 215 One outstanding score that is worthy of note is that made by Mr. J. Patey, of Lynn M.Y.C., who scored 20 out of a possible 20, the only possible score of the event. He was eliminated in the semifinals due to an accident to his yacht. The clubs to which skippers belong are omitted, except in the total score. Ist Race. C. O. Brook, 11.28 J. Lord W. Brush L. Sythoff, d.n.f. J. Rader, d.n.f. C. J. B. F. C. 3rd Race. Logan, 9.12 Young Anderson Malacrea Drake 2nd Race. B. Chapman, 9.47 Andy Anderson, Snr, N. Cram H. Peterson, Jnr. H. Brook 4th Race. J. Beaton, 9.29 J. Weaver L. Hill W. Stout A. Millward 5th Race. F. S. Anderson, 9.18 H. Kolb, Jnr. J. Beaton, Jnr. W. Rayburn Tex Foster 7th Race. J. Anderson, 9.50 Arvid Anderson L. Beaton G. Lee A. Kameric, dis. FRANK S. ANDERSON (Red Bank M.Y.C.) wins the ‘‘ Heisler ’’ Cup for the third successive year. On right, Chas. Heisler, donor of Cup. At the microphone, C. O. Brook. The entire event was worthy of the devotion of every model yachtsman in the sport. There were but two minor protests that were withdrawn before the races ended. The class of model sailed is such that a fine race can be sailed without the tremendous bulk of larger classes. Its size, general charac- teristics, etc., are such that many are building in preparation for 1937, and, doubtless, next year’s race will see many new yachts and skippers taking part. That the reader may understand as he reads the scores, the following key is given: — w.d. means withdrawn from the race, not at starting line in time. d.n.f. did not finish (either time-limit expired, or fatigued—unable to go on). dis. yacht disabled during race. t.h. trial horse; score not counted. The elapsed time of each race is given for the skipper who came in first in his heat. The others are listed as they crossed the line. The scoring was carried on in the regular races as five points for the winner, four points for second over, three points for third over, two points for fourth over, and one point for last man over the finish line. In the finals scoring was eliminated and the first two men to finish moved up to the finals following. D. A. H. H. H. 9th Race. Beaton, Snr., 9.124. Mattson Graffunder, Jnr. Danstrup Avery S. H. R. P. G. 6th Race. Pederson, 10.16 Peterson, Snr. Hill Dezendorf Bett, d.n.f. 8th Race. J. Patey, 9.42 T. Morrison C. Wanker A. Kolb F. Stout 10th Race. F. Donnebacker, 8.7 A. S. Anderson J. Danstrup A. Downey H. Graffunder, Snr., dis. 11th Race. F. Anderson, 8.34, t.h. W. Frost B. Anderson, t.h. G. Lee, t.h. I. Maxson 12th Race. W. Brush, 9.5 L. Hill D. Beaton B. Chapman C. Drake 13th Race. C. Wanker, 8.54 D. Beaton, Snr. H. Peterson, Snr. G. Danstrup Arvid Anderson 14th Race. J. Beaton, 9.174 B. Anderson C. O. Brook N. Cram I. Maxson 15th Race. S. Pederson, 9.13 H. Kolb, Jnr. J. Anderson W. Rayburn H. Danstrup 16th Race. A. Frost, 9.44 C. Logan Andy Anderson, Snr. A. Downey L. Sythoff 17th Race. J. Patey, 8.43 L. Beaton R. Hill Tex Foster A. Millward, d.n.f. 18th Race. A. S. Anderson, 9.133 A. Mattson H. Peterson, Jnr. F. Malacrea J. Rader 19th Race. F. S. Anderson, 9.15 W. Stout A. Kameric J. Bett F. Stout, d.n.f. 20th Race. H. Graffunder, Jnr., 11.25 J. Lord H. Graffunder, Snr. J. Young H. Brook MARINE 216 21st Race. J. Weaver, 9.20 H. Kolb, Jnr. ]. Beaton, t.h. C. O. Brook, t.h. 23rd Race N. Cram, 8.20 W. Brush Arvid Anderson, 8.45 H. Graffunder, Snr. H. Kolb, Jnr. A. Mattson T. Morrison P. Dezendorf G. Lee, d.n.f. C. Logan W. Stout 25th Race. J. Weaver, 8.21 H. Peterson, Snr. Andy Anderson, Snr. C. O. Brook F. Malacrea 27th Race. ah ae S. Pederson, 8.39 D. Beaton, Jnr. th 22nd Race. F. Donnebacker, 8.41 J. Young L. Beaton H. Peterson, Jnr. 29th Race. T. Morrison, 8.3 W. Rayburn A. Kameric R. Hill L. Hill 31st Race. D. Beaton, Snr., 9.24 A. Downey G. Lee Tex Foster G. Bett 33rd Race. A. S. Anderson, 8.36 A. Mattson, t.h. C. Wanker P. Dezendorf H. Danstrup H. Avery I. Maxson 24th Race. R. Hill, t.h. A. Kolb 26th Race. J. Patey, 9.41 F. Donnebacker H. Graffunder, Jnr. L. Sythoff, d.n-.f. 28th Race. L. Maxson, 13.5 F. Stout, d.n.f. H. Avery, d.n.f. |. Rader, d.n.f. H. Brook, dis. 30th Race. J. Beaton, 8.424 W. Frost G. Danstrup J. Lord C. Drake, d.n.f. 32nd Race. B. Anderson, 9.41 F. S. Anderson B. Chapman W. Rayburn A. Millward 34th Race. W. Rayburn, 9.28 W. Brush J. Young Andy Anderson, Snr. G. Bett C. Wanker L. Maxson H. Graffunder, Jnr. P. Dezendorf C. O. Brook, 9.2 H. Peterson, Jnr. F. Donnebacker 37th Race. F. S. Anderson, 9.18 J. Beaton L. Sythoff H. Brook H. Avery, d.n.f. 39th Race. J. Anderson, 12.49 Tex Foster 38th Race. J. Patey, 12.41 Arvid Anderson B. Anderson J. Rader W. Frost 40th Race. G. Danstrup, 10.47 C. O. Brook, t.h. S. Pederson A. Mattson F. Stout, d.n.f. W. Stout H. Kolb, Jnr. A. Millward 41st Race. A. S. Anderson, t.h. 42nd Race. H. Peterson, Snr., 10.57 J. Weaver, 9.2 T. Morrison L. Beaton A. Downey J. Young 43rd Race. N. Cram, 7.473 (fastest time of event) A. S. Anderson D. Beaton, Jnr. F. Malacrea J. Rader, d.n.f. C. Logan B. Chapman J. Lord A. Kameric D. R. H. H. H. 44th Race. Beaton, Jnr., 8.56 Hill Brook, t.h. Graffunder, Snr. Danstrup 1/8th FINALS. lst 2 over only score, no points. 2nd Race. Ist Race. B. Anderson, 9.9 J. Lord, 10.30 C. Logan B. Chapman W. Brush C. O. Brook Andy Anderson, Snr. (3 seconds elapsed for all N. Cram boats over the line.) J. Anderson 36th Race. A. Kolb, 9.17 L. Hill 35th Race. MODELS 4th Race. F, S. Anderson, 8.25 H. Peterson, Snr. H. Kolb 3rd Race. J. Weaver, 8.0 J. Beaton D. Beaton, Jnr. J. Young W. Rayburn 6th Race. 5th Race. Arvid Anderson, 9.5 S. Pederson J. Anderson R. Hill, dis. D. A. T. H. J. Patey, 8.49 A. Kolb C. Wanker L. Beaton 7th Race. Beaton, Snr., 11.4 Mattson Morrison Grafftunder, Jnr. 8th Race. F. Donnebacker, 10.20 A. S. Anderson W. Frost G. Danstrup QUARTER FINALS. Ist Race. D. Beaton, Snr., 8.48 J. Weaver J. Lord, w.d. Arvid Anderson, dis. 2nd Race. B. Chapman, 9.29 J. Beaton S. Pederson A. Mattson 3rd Race. F. S. Anderson, 9.10 B. Anderson 4th Race. A. S. Anderson, 9.32 A. Kolb F. Donnebacker H. Peterson, Snr. J. Patey ]. J. B. B. Ist Race. C. Logan SEMI-FINALS. Weaver, 8.25 Beaton Chapman Anderson F. A. D. A. 2nd Race. S. Anderson, 7.55. S. Anderson Beaton, Snr. Kolb FINALS. F. S. Anderson, 8.38 A. S. Anderson J. Beaton J. Weaver SPECIAL RACE. Low Score in Semi-Finals for Prize. B. Chapman, lst D. Beaton, Snr., 2nd B. Anderson, 3rd A. Kolb, w.d. Following is Total Individual Score for Complete Four Rounds (Finals not scored):— J. Patey, Lynn MLY.C. …………….::0cesecesdaenereemn 20 J. Weaver, Central Park M.Y.C. ………………0. 19 J. Beaton, Red Bank M.Y.C, …….00…0.00eeeeee 19 F. S. Anderson, Red Bank M.Y.C..%..:….::;0:0me 19 S. Pederson, Lynn. MLY.C.. …<..0css0.ceeseun en 19 MARINE Scores for Complete Four Rounds (contd.) : — S. Anderson, Red Bank M.Y.C. .............. 18 Morrison, Red Bank M.Y.C. 17 Beaton, Snr., Red Bank M.Y.C. 17 Brush, Warinanco M.Y.C. ................ ... 16 C. Logan, Staten Island M.Y.C. ......... ......... 16 H. Peterson, Snr., Red Bank M.Y.C. 16 J. Anderson, Red Bank M.Y.C. 1é F. Donnebacker, Prospect Park M.Y.C. 16 C. O. Brook, Deeper Hudson M.Y.C. ...._.. rskD B. Chapman, Lynn MLY.C. ............ .... 15 N. Cram (Club not known) ........................... 15 B. Anderson, Red Bank M.Y.C. 15 D. Beaton, Jnr., Red Bank M.Y.C. 15 C. Wanker, Prospect Park M.Y.C. ............ 15 Arvid Anderson, Staten Island M.Y.C. .......... 14 W. Rayburn, Staten Island M.Y.C. ............ 13 A. Kolb, Staten Island M.Y.C. ................... 13 G. Danstrup, Staten Island M.Y.C. .............. 13 W. Frost, Boston M.Y.C. ............................. 12 J. Lord, South Jersey M.Y.C. 1.00.0... 12 Andy Anderson, Snr., Red Bank M.Y.C. ........12 J. Young, Lynn MLY.C. ooo. 12 H. Kolb, Jnr., Staten Island M.Y.C. .............. 12 R. Hill, Lynn M.Y.C. o.oo... ooco eee. 12 L. Beaton, Red Bank MLY.C. ........................... 12 A. Mattson, Marblehead M.Y.C. ..................... 12 H. Graffunder, Jnr., Deeper Hudson M.Y.C. ...12 L. Hill, Red Bank MLY.C. ooo... 10 A. Downey, Jersey City M.Y.C. ..................... 10 H. Graffunder, Snr., Deeper Hudson M.Y.C. ...9 H. Peterson, Jnr., Red Bank M.Y.C. ............... 9 W. Stout, Philadelphia M.Y.C. ........................ 9 Tex Foster, Long Island M.Y.C. ........................ 8 I. Maxson, Red Bank M.Y.C. ........................... 8 F, Mallacrea, South Jersey M.Y.C. ..................... 7 P. Dezendorf, Warinanco M.Y.C. ..................... 7 A. Kameric, Lynn MLY.C. 0000cccc 00. cece. 7 G. Lee, Long Island M.Y.C. ....00000.....00000000..... 5 H. Danstrup, Staten Island M.Y.C. .................. 5 H. Brook, Deeper Hudson M.Y.C. .................. 4 L. Sythoff, Long Island M.Y.C. ........................ 3 H. Avery, Long Island M.Y.C. .............0.......... 3 G. Bett, Long Island M.Y.C. 2000000000... coco. 24 A. Millward, Staten Island M.Y.C. .................. 2 C. Drake, Long Island M.Y.C. ........................ 2 F, Stout, Philadelphia M.Y.C. ........................ 14 J. Rader, Staten Island M.Y.C. ........................ 1 A. T. D. W. C. O. BROOK. MINUTES EASTERN OF THE DIVISION MEETING OF THE OF THE M.Y.R.A.A., held at The Elks Club, Red Bank, N.J., September 5, 1936 Meeting called to order at 8.25 p.m. by Dr. H. J. Stout, President. Twenty-two club members present. Following clubs present: Marblehead (proxy), Philadelphia, Deeper Hudson, Red Bank, Prospect Park, Staten Island, Clove Lake, Warinanco, Washington, South Jersey, Jersey City. On suggestion of the President, Minutes of previous meeting not read, as each club had received a copy thereof. Postal received by President regarding Challenger Trials read. Vice-President H. Kolb, M.Y.R.A.A., explains that wording was in error, as Challenge applied only to Western Division. MODELS 217 Question arises regarding a letter received by clubs, asking if a vacation from Interna tional races should be called for the next three or five years, Chas. Heisler, Vice-President of the Eastern Divi- sion and Past Commodore of the Deeper Hudso n M.Y.C., read a Resolution of the Deeper Hudson M.Y.C., wherein that club stands unanimously against calling a vacation from any International races, either in the A-class or the 50-800 class, stating in part that as the M.Y.R.A.A. was now in better financial circumstances than at any previous time, and that International racing was the best way to perpetuate the sport of model yachting, the Deeper Hudson M.Y.C. insists that the International races be continued. Resolution was accepted and ae Motion by A. Downey, J.C., by Heisler, Kolb called attention to the conduct of our 1936 Representative to the International Champio nship races at Gosport, in that he failed to use his time for practice and tuning up during the time he was in England prior to the start of the Internat ional Championship races. That his failure to accept the mate—John Black, of the Marblehead M.Y.C.—as was his orders on accepting the funds for the trip, warranted action by the Executive Committ ee of the M.Y.R.A.A.* Dates and venues called for 1937. J. Lord, Jersey City M.Y.C., asks for Eastern Trials and International Challenger Trials. Dr. H. J. Stout, Philadelphia M.Y.C., makes same request. By Kolb, by Brassington (Clove Lake M.Y.C.), moves both events go to South Jersey M.Y.C., because they are having new pool built, according to International plans for ideal pool for model yachting, but with the stipulation that the Mill Pond M.Y.C. have an option on seeking either of the events if they so wish, and that in the event Mill Pond M.Y.C. does not ask for it, the South Jersey M.Y.C. will notify all clubs not less than 30 days prior to the event, if for any reason its pool is not ready; in which case the event will go to Phila- delphia, a few miles farther South. Carried. By P. Dezendorf, Warinanco, by Brassington, Clove Lake. That both events be held in April of 1937. Carried. Discussion on use of Vane gear. was upheld at the meeting, No opposition consensus of opinion being that a skipper had a right to use it, since it is not in the broader sense any more mechanical than the Braine or other gears, and is as tricky as a spinnaker; that a skipper succeeded in its use as much through luck as skill, and its use should not be prohibited. Deeper Hudson M.Y.C. asks for dates of August 7-8, 1937, for its annual regatta. Awarded. Dezendorf requests only one boat per club at National Championship event scheduled for October 10-11 at Warinanco M.Y.C. in 50-800 class. After discussion left to discretion of Warinanco M.Y.C. By Baumgarten, by Dezendorf, for one boat and alternate. Carried. Secretary to write the Western Division asking it to hold Divisional Trials for the 50-800 class, just as they are in the A-class, using only three boats from the Divisions in the National Champion[*John Black acted as mate to the American boat at Gosport this year, after all—Ep., M.M.] 218 MARINE ship races for 1937, and until conditions warrant change. By Brook, by Kolb, that the East hold such Trials. Carried. By Anderson, by Heisler, that‘‘ proxy carrier’s ”’ expenses be paid to Boston in 1937. Objection by Baumgarten. Objection overruled. Motion carried. Stout suggested that Executive Board be formed. Discussed and tabled. Treasurer’s Report read and accepted. Kolb requests clubs pay contribution to offset expense of trip to Olympics. No action taken. Nominations for office called for. Chas. Heisler declined the nomination for President on the ground of insufficient experience for the position at present. H. Kolb, Staten Island M.Y.C., elected President. Chas. Heisler, Deeper Hudson M.Y.C., re-elected Ist Vice-President. John Erickson, Mill Pond M.Y.C., re-elected 2nd Vice-President. Frank Anderson, Red Bank M.Y.C., elected 3rd Vice-President. A. S. Anderson, Red Bank M.Y.C., re-elected Treasurer. C. O. Brook, Deeper Hudson M.Y.C., reappointed Secretary. C. W. Sweet, Marblehead M.Y.C., Chairman of the Racing Committee. appointed (Signed) C. O. BROOK, Secretary, Eastern Division M.Y.R.A.A. 912, Broadway, Rensselaer, N.Y. MODELS AMERICAN NEWS SERIES BRE POOR WINS GILLETTE TROPHY * Scheherazade,”’ flagship of the Boston M.Y.C., was the winner of the races for the Gillette International A-class Trophy, valued at $3,000.00. These races are held annually on Storrow Lagoon, and are open to A-class models from any club in the U.S., Canada and Europe. It is expected that 1937 will bring entries from Germany and, perhaps, other countries. On Saturday, light S.E. breezes petered out to almost a flat calm, giving poor sailing conditions. Many races were won and lost by flukes. Sunday brought a stiff N.W. wind, which shifted to S.W. and back, calling for skippers to keep their eyes peeled for shifts and the application of the tacking gye on the short hitches. Spinnakers were carried during the first two rounds, but were discarded for the third round. Racing was close and keen, and it was not until the last few boards that the winner was apparent. The Mill Pond M.Y.C., of New York, was represented by two lively boats, the ‘* Banshee,”’ a former Boston boat and Eastern Champion for 1935, and the ** June IV,’’ a 41 lb. model, which did well in the light winds, but slumped when the breeze freshened. ‘* Westward VII ”’ carried vane gear, and did well to windward. The vane was removed for leeward runs, but she sailed poorly on this point of sailing. Scores and analyses are given below :— SCORE SHEET FOR GILLETTE TROPHY Won both Lost both ** ‘* ‘* ‘** ** ** ** Scheherazade "’ (C. Farley) Banshee ’’ (G. Curry) ... Westward VII’’ (F. Pigeon) Barracuda ’’ (E. Sherman) June IV ”’ (J. Erickson) ... Jean ’’ (W. Wadsworth)... Swan II ’’ (A. Holmes)... = si ... Le Le oo ** Yale Bulldog *’ (E. Macomber) Rd. 1 18 16 16 11 27 19 17 16 Rd.2 26 22 19 29 12 15 13 8 Rd.3 27 27 23 20 9 11 15 8 =Total 71 65 58 56 48 45 45 32 MODELS OF S.S. **‘ COLUMBUS ”’ AND S.S. ways Il 7 7 7 5 4 6 2 Photo: ways 4 2 6 5 6 7 8 11 F, Alan **‘ HAMBURG ”’ Won Won W.W. 15 13 14 10 8 9 7 8 L.W. 13 14 8 13 12 9 12 4 Fisher. MARINE A BERLIN MODELS MODEL 219 SHIPYARD By F. ALAN FISHER D URING a short stay in Germany the - writer paid a visit to the school of Herr Max Bartch, of Potsdam. This gentleman instructs schoolboys in the art of building ship models to scale. These models are 30ft. to 40ft. long, and sleep a crew of two; the largest, a splendid model of the ‘“* Bremen,” has also a galley, a bathroom, and a saloon, complete with wireless. This model was built in six months, Herr Max Bartch very courteously con- ducted the writer through his workshop, and pointed out, with justifiable pride, the wonderful accuracy of the detail on these little ships. All these models are built to the same scale, namely, one-twentieth of full size. Photo: F,. Alan MODEL OF THE ‘*‘ HINDENBURG Fisher. ”’ At the time of the visit the accompanying photographs were obtained of the warship “* Hindenburg,” H.M.S. “ Victory,” and the steamships ‘* Columbus ” and ‘* Hamburg.” This is indeed modelmaking on the grand scale, and the boys of Herr Bartch’s school must be considered very lucky. It is a mar- vellous idea for making history interesting that might well be copied in schools here. It is pleasant to see that the fleet contains a model of our own historic “ Victory.” See also photograph of models of steamMODEL OF H.M.S. Photo: F. Alan Fisher. ships “‘ Columbus” and “* Hamburg” on pre- ** VICTORY ” vious page. 220 MARINE MODELS CANADIAN NEWS TORONTO SOCIETY OF MODEL ENGINEERS T is unfortunate that the Model Yachting season in | Toronto, and in other parts of Canada, is short. In winter sailing is quite out of the question, as the sailing water may be frozen over and, in any case, it is far too cold. Then the season here opens fairly late, as the only facilities we have are for open-water sailing, and the necessary skiffs are not available until shortly before they are likely to be required by the general public for pleasure purposes, which makes it unlikely that much sailing will be done before the end of May. However, the Model Yachtsmen of the Toronto Society of Model Engineers have been holding races most Saturdays between themselves, as practice for the Annual Regatta that is held in connection with the Canadian National Exhibition. This feature of the Exhibition was first put on two years ago, and is gradually attracting more and more attention from the general public and the Press. The usual sailing waters of the Toronto Society are in the Toronto Bay, an area of water some two miles by one mile between the mainland and a semicircle of islands. When the water is too rough off Hanlan’s point and Mugg’s Island it is possible to sail in Blockhouse Bay between two of the islands. For the regatta this year, held on September 5, there were some 45 entries, though unfortunately only some 15 of these could be sailed as a class without handicapping. These were the A-class boats. This year, for the first time, boats of this class, built in Toronto and the district, have been properly measured on equipment built by members of the Society. The remainder of the entries varied in size from 35in. to 63in. L.W.L. Amongst these there were only a few that could have been raced as a class, the remainder having been built to no recognised rule. This is unfortunate, and is something we hope It is yet too early here to to eliminate in time. restrict the racing at the regatta to definite classes only, so that for the time being we have to handi- cap. However, the annual regatta is having the effect of getting people together, particularly those who do not belong to clubs, and making them realise that there are rating rules to be built to, and that it is far better to race together boats that are all of the same size than to have to resort to handi- capping. ; ; We were very pleased to welcome again this year our friends from Detroit and Oshawa, in particular, Archie Arroll, of Detroit, who took the A-class Cup We were disappointed in to Detroit last year. that, due to difficulties with the Express Companies, he was unable to bring his boats with him, more particularly his new A-class boat ‘*W.W.J.” There was a very delightful gesture of friendship from the Vancouver Model Yacht Club in sending an entry from Mr. C. J. Pratt some 3,000 miles to be sailed by whoever the Society might appoint. As before, the races were sailed up and down a straight course between the breakwater and the ** sea’? wall, the two being parallel and some 100 yards apart. The location was moved farther west this year, to a point that would attract a larger number of spectators. There was a fresh Easterly wind blowing straight up the course, so that the first leg was a beat to windward, followed by a run home. The length of the course was 3 of a mile, so that the total distance was 3 of a mile. The morning was devoted to the heats of the open classes, followed in the afternoon by the finals of these and the A-class races. The open class races were held in two divisions. In the final of Division 2, due to the difficulty in handling and chasing the large boats, permission was granted for the boats to be handled by a skipper and mate in separate skiffs. This arrangement certainly was most satisfactory for the particular course down a lane 100 yards wide against the strong wind and with concrete walls on both sides. The A-class races consisted of two heats, followed by a final with six boats. This started at about 6 p.m., and the course had to be shifted and sailed to the West due to another Exhibition feature. By this time the wind had moderated, and the first leg was now a run before the wind, followed by the leg to windward. This had to be sailed twice, making a total distance a little short of a mile. The winner was ‘‘ Ceres,’’ sailed by Archie Arroll, of Detroit, owned by Geo. Barratt, of Oakville, Ontario. Second was ‘* Ventura 3,’’ sailed and owned by W. F. Choat, of Toronto, and third, ‘* Enterprise,’’ sailed and owned by Jim Russell, of Detroit. Archie Arroll had not sailed *‘ Ceres ’’ before the morning of the race, and this is Bill Choat’s first year of model yachting, so these were two very good performances, L. G. BATEMAN. 392, Eglinton Avenue W., Toronto. WANTED FINE ENGINE BOILER for large model liner. Must be perfect; reasonably priced. Also other ship fittings. What have you? Details to George Bellamy, 322, Columbus Avenue, New York City, U.S.A. FOR SALE ; new; Daniel’s design; 30 in. hull; MODEL RACING YACHT expertly made; Braine steering; latest rig; very fast. Bargain £3. W. Taylor, 54, Beechwalk, Liverpool, 14. 36 in. UNRESTRICTED, ‘‘ DUX.”’ Daniels’ design; suitable for Llandudno, etc.; mahogany planking; excellent condition; only 12 months old; well equipped. £2 10s. Jones, 11, Haldane Avenue, Birkenhead. British and International *sA’? CLASS, ‘*LADY NELL.”’ Champion, 1936. 3 suits of sails, 3 spinnakers (by Chas. Drown 12, Welch Road, “Wayside,” Apply, A. J. Jones, & Son). Gosport, Hants. MARINE THE MODELS INTERNATIONAL RACING formation of the Union as well, our sincere thanks and appreciation for your good wishes conveyed in your Special September Number. MayI state here that I consider the Special September Number one of the best, if not the best, that I have had the pleasure of reading since I became a regular subscriber of your valuable Magazine in 1928. Should the National Authorities confirm my election as Secretary-Treasurer of the Union, I will from time to time send you notices and communi- cations that may be of interest to your readers respecting International Model Yachting and the 1.M.Y.R.U. Wo. M. CARPENTER, Secretary-Treasurer, I.M.Y.R.U. (Provisional). THE INTERNATIONAL MODEL YACHT RACING UNION Constituted 1936 At the meeting of the Joint International Committee, held at the ‘‘ India Arms,’’ Gosport, England, on the evening of Wednesday, August 5, 1936, Mr. W. M. Carpenter, acting for the British representative of the Committee, Colonel W. C. Holden, offered the following resolution :— ‘* That the representatives of the countries competing in this, the International Regatta of 1936, held at Gosport, England, do approve of the formation of an international body to be known as ‘The International Model Yacht Racing Union. The Annual Meeting of the Union to be held in association with the meeting of the Joint Inter- national Committee on the evening preceding the first day of the Regatta at the place designated for the Regatta. The officers of the Union to consist of a President and a Secretary-Treasurer to be elected annually at the Annual Meeting of the Union. he annual subscription, payable on January 1 of each year, to be £2—two pounds sterling. All expenses incurred by the Union for printing, postage and incidentals to be reimbursed out of the annual subscriptions. The Secretary-Treasurer to submit an Annual Balance Sheet to the National Authorities of all countries forming the Union. A resolution in writing, signed by all the National Authorities of the countries forming the Union, to be as effective as if passed at the Annual Meet- MODEL YACHT UNION CONSTITUTED Dear Sir,--I have much pleasure in handing you a copy of a communication sent to all the National Authorities and Clubs, as the case may be, of the countries interested in the sport of International Model Yachting. The International Model Yacht Racing Union follows in the footsteps of the I.M.Y.R.A., but on somewhat different lines. The principal object is to give all nations an equal voice and the power to establish the rule that all matters connected with International Model Yachting shall be internationally controlled by the Union. I desire to express to you, not only for myself alone but for those who are supporting me in the 221 1936 ing of the Union. Three shall form a quorum at the Annual Meeting of the Union. Each representative present at the Annual Meeting of the Union shall have one vote, and the President a casting vote in addition to his ordinary vote. Notice of the Annual Meeting shall be sent to all National Authorities by the Secretary-Treasurer, together with a copy of the Agenda for the meeting. Such notice and the Agenda shall reach the National Authorities thirty days before the meeting. Vacancies occurring in the office of the President and the Secretary-Treasurer from any cause during any year, shall be filled by the National Authorities belonging to the Union by a post-vote of the National Authorities.”’ The representatives present from the United States of America, Great Britain, Norway, France and Germany approved of the resolution and passed the same provisionally. Mr. John Black, of West Medford, Mass., U.S.A., was elected President of the Union, and Mr. W. M. Carpenter, of Birkenhead, England, Secretary-Treasurer. On the motion of Mr. Carpenter it was resolved to advise the National Authorities of the several countries represented at the meeting of the Joint International Committee of the action of their representatives taken at Gosport and to request the National Authorities of the countries represented and all other countries interested in International Model Yachting to communicate their approval of the formation of The International Model Yacht Racing Union and the election of the President and Secretary-Treasurer to the Secretary-Treasurer of the Union. Upon receipt of the approval of the formation of the new Union by the several National Authorities, the Secretary-Treasurer will place before them proposals submitted by Mr. John Black, on behalf of The Model Yacht Racing Association of America, for their consideration and action. The Secretary-Treasurer desires to acknowledge and confirm the many requests received by him for the formation of an International Model Yachting Union that will serve to increase the interest in Model Yachting in all countries and thus bring Model Yachtsmen together in a bond of friendship and good fellowship. On behalf of the President and members of the Union I beg to convey to you most sincere regards and best wishes for the future of the sport of Model Yachting in your country. Wm. M. CARPENTER, Secretary-Treasurer (Provisional). 65, Forest Road, Birkenhead, England. [Whilst we have great pleasure in giving publicity to the above, we cannot understand, even if changes in Constitution are desired, why the I.M.Y.R.U. should scorn the nine years’ seniority it would possess by owning its descent from the original I.M.Y.R.A. founded in 1927 by the same nations.— Ep., M.M.] 222 MARINE MODELS CORRESPONDENCE THE UNATTACHED MODEL YACHTSMAN Dear Sir,—Hearty congratulations upon your Special Number, it was well worth the 1/6 paid for it, and will bear reading over and over again. As a regular reader I will swear that it is your best yet. Now I wonder if you will have the patience to read this letter from a member of what is generally termed the ‘* Cruising Fraternity ’’? In the first place, I was very glad to see your strong remarks anent the ‘* pond ”’ at Littlehampton. I was a mis- led holidaymaker there this year, and if it had not been for the kindness shown to me by the members of the L.M.Y.C. I should have been very much dis- appointed indeed. Secondly, I may be wrong upon this point, but it seems to me that as a general rule the cruising fraternity are ‘‘looked down upon”’ by the M.Y.A., and also even MARINE MODELS seems to class us all as novices or nonentities. Why? There are those amongst us (and I hope that I am one) who have a fair knowledge of our craft and can handle our yachts without ** fouling *’ or otherwise interfering with an M.Y.A. race. We cannot all be clubmen for various reasons, and I can assure you that many of us are as keen as International competitors, though, of course, without their expert knowledge. ne anes Take my own case. I live within easy reach of four London parks, not one of which has a sheet of sailing water for any but toy boats. To enjoy my sport, therefore, I pack up my craft every Sunday about midday, travel across London to the Round Pond, rig up, do about four hours’ sailing, handle my boat, carry my case, spare suits of sails and pole around with me. After which I pull down, retrace my now weary footsteps homewards, and when I get there I ask myself, ‘* Is it worth it? ”’ Apparently it is, for the next Sunday sees the same performance, and so on, throughout the year, as long as weather permits. Am I unhappy? No! But I plough a lonely furrow. What I do not :— understand is this (a) Why the M.Y.A. does not have a Social Section as well as a Racing Section? (b) Why the majority of M.Y.A. members extend to people like myself the cold shoulder, frozen | mitt and the icy starep To my mind it is not sportsmanlike and, certainly, it is not good enough. May I suggest that the Editor of MARINE MopELs might see his way clear to design a special burgee, or badge, or both, price at one shilling, and issue to cruising readers of MARINE MopeELts. This would give us some sort of standing and, perhaps, increase your circulation as the idea gradually became known. Believe me to be, sir, Yours faithfully, A. PAUL BROWN (One-man Marblehead Yacht Club, Round Pond, 49, Belvoir Road, S.E.22. Kensington Gardens.) [The M.Y.A. organised a series of lectures and debates about 10 years ago, but they were not suffi- ciently well attended to warrant their continuation. It must be remembered that the M.Y.A. is not a local club, but a National Authority having over 60 affiliated clubs in all parts of the U.K. Many clubs have social activities as well as race meetings. If there is any general demand for ‘‘ M.M. ’’ Burgees, we will see what can be done about this matter.— Ep., M.M.] RATING RULES FOR MODEL SHIPS Sir,—It has been the duty of the writer on two occasions to invade your hospitable columns for the purpose of defending what he is pleased to call ** real ships,’’ against those monstrous productions of diseased mathematics, which monopolise our ponds under the generally unintelligible Rating Rules. His attitude, however, has softened of late, since he built himself, by eye and touch and an element of faith, an approximate 10-rater. At least, that is what the more courteous members call her. As for the others, since they are lewd fellows of the baser sort, no account need be given of their opinions. This change of heart, however, even if tiny, timid, tentative and tardy (very tardy sometimes, in a light wind), prompts a suggestion. Why shouldn’t ‘‘ real ships *’ sail in mixed company, under tacking rules, with a fair chance of success? All you want is a slight modification of the ordinary rules, such as Scarborough, being a sporting lot, permit. On Saturday, the 18th, for instance, Mr. Boyle’s ** Cicely Fairfax,’’ well known to your readers, and our own ‘* Miramare,’’ not so well known, because she thinks more of cargoes than publicity, had a not unsuccessful tussle with the logarithm merchants. Neither won, but the moral impact upon the merchants was unmistakable. They allowed us, if we wished, to start a bit higher than them on the beat, so that the course was possible for us, and we got three if we came in second with a straight shot. Had the wind been a spot fresher—well, you never know. At any rate, it shows that we can look after ourselves under tacking rules and have some sport. If some authority would lay down a set of rules governing squarerigged racing, who knows if it wouldn’t give a fillip to a department of model racing which needs and deserves it. I, for one, should like to see more square riggers on our ponds because there is more to them! But perhaps it is hopeless. Before anyone could prevent it we should have a Formula, or, indeed, dozens of them; the drawing boards would go before, the L.O.A.s would follow after, and in the midst would come the aforesaid merchants, playing upon the figures. And then, if you hap pened to see a decent sizeable tree, and fancied you could see a beautiful ‘* Herzogin Cecilie ’’ in it, some intricate-minded fellow would come along and remind you that R must equal the cube root of German reparations by half a crown multiplied by six. Mr. Editor, sir, why don’t you help us? Are we to be driven defenceless back into our medizval P ast? Yours hopefully, 38, Weaponness Valley Road, Scarborough. PHILIP LARCOM.