Marine Models: Volume 10, Number 2 – May 1937

MoO Ses MMMM Sows s S S wens ws SON lpi SM’ i X XS 4 tpt NS Y IO WEE SSSVWM\§’BARKA*QY X. SN SUULILITILIULS LL by aman ee mati NS INCORPORATING Vol. X, THE YACHTSMAN MAY, 1937. No. 2. = ii t Sen MODEL g y GYjhbldlitstiddddddddiddiddiddde SSSPicounenenet a WS ULnuseasitisssustidde WS SS NX AAIWee SS a aWL ld ssi, BWA S Y WSS35 ee Lo S ote G UiittdddVAZZ]Vi N iis S ldsitiidisidsdisttitditite YN N N WK. ttt bt itlige LLL N .a MY Ye [SSS HN | Sevenpence all ‘on i= Mi*ieSail ampie Far aha it ta aaaha ts | ae ahsee uf AS ‘i S thinau “~eatiyi » ‘ ee eig.lS— GUATSa FL— —n/l — { AUINUAL dtd ddd fa MARINE MODELS PUBLICATIONS LTD., 52, FETTER LANE, LONDON, E.C.4 The All- Britishbros of duction LLEWELLYN RYLAND, LIMITED, BIRMINGHAM, ENGLAND Agents WHITE HEATHER FINEST SOFT PINE Racing Model Yachts Specially selected for J. ALEXANDER & SONS Model Boat Building. All thicknesses from 4″ to 3”, widths up to 24” Prime Honduras 26, Victoria Parade, Ashton, Preston, Lancs. Expert Model Yacht Builders (30 years’ experience) FITTINGS SPECIALISTS ALSO Mahogany * Alexalight ’? Metal Spars. Practical Sail Makers. Accessories. CHETHAM TIMBER Co. Ltd., 70, FINSBURY PAVEMENT, LONDON METROPOLITAN E.C.2 Power Boat Hulls. Send Stamp for Lists Racing Model Yachts WHITE HEATHER 7418 When replying to Advertisers please mention MARINE MODELS. all ser the world. Vol. X, No. 2. Published on the Seventh of each Month May, 1937 EDITORIAL a. financial aspect of Model Yachting to which we referred last month is again to the fore in connection with the invitation of the M.Y.R. of America to send a team of two A-class and two Marbleheads to the International Regatta at Boston next October. 1937 will be the fifteenth year that the States has sent a representative to this country to take part in our International Regatta, and on only one occasion have we sent over there, when Mr. W. H. Davey took “Dawn” to the Chicago Regatta. As announced in the M.Y.A. Notes last month, a special fund has been opened to finance this expedition, but candidly we are sceptical whether this will be sufficiently productive for the purpose, since in 1936 the special fund raised to send a team to Hamburg proved insufficient, and a considerable deficit had to be met from the general funds of the Association. Now the M.Y.R.A.A., which has only half the number of clubs affiliated to the M.Y.A., has sent over men every year, and raised the necessary funds, so it might be of interest to enquire how this has been done. At first, we believe, a special fund with voluntary contributions was raised, but after a time this was found insufficient. It was then decided to impose a levy on all clubs in the Association, and this has been done ever since. The amount is somewhere about $20 (say, £4) per club, we believe. The M.Y.A. is regarded as the leading National authority, and it is important for the sport in this country for our prestige to be maintained. We should, therefore, be represented in Boston. The question of how this is to be done presents a problem which the M.Y.A. has to solve. Another interesting point is how, if we are to be represented, we can send two Marblehead boats—or, for the matter of that, how we sent one to Hamburg—when the M.Y.A. does not officially recognise the class, although it is used by at least four affiliated clubs (Ryde, Huddersfield, Hastings and Nottingham). We, of course, have our own A-class Regatta to finance, and, even after calling in all funds in the hands of the A-class Regatta Committee Secretary, not only was the total subscribed in 1936 exhausted, together with the balances left from previous years, but a small deficit had to be met from general funds, Quite candidly, the work of the M.Y.A. cannot be continued on its present scale, or in any way increased, unless additional revenue is secured. How it is to be done is what the Association has to determine, and is by far the most pressing thing to be decided. In general, times are considerably better, and it would seem as if model yachting must in future cost the individual slightly more. The Association might possibly consider the methods of the Model Power Boat Association, whose associated clubs pay a subscription of 28 MARINE ls. per head for each of their members. After all, 1d. per month is not much for the individual to contribute to the governing body of the sport. Besides the question of finance, there is the question of times and duration of National Championships. There are, undoubtedly, many men who cannot afford long journeys, the expense of staying away from home, or loss of wages entailed by being away from their work. If one takes this point of view, National Championships must be sailed at week-ends, especially Bank Holiday weekends, and racing be held on Sundays, on Good Friday, etc. This is against the religious convictions of quite a few people, but apparently unavoidable if the events are not to impinge on working times. What one has to ask oneself is whether model yachting is a sport apart? Is it essentially different from cricket, tennis, golf, etc.? There are plenty of week-end amateurs in cricket, tennis and golf, and they all enjoy themselves, but are these the men who play in county cricket, at Wimbledon, or in the Amateur Championship? Cricketers who play in county cricket as amateurs are leisured men, as are the players at Wimbledon, and the competitors in the big golfing events. Are we coming to a point when competitors in our National Championships must be prepared to sacrifice-a few days of work or holidays for their sport? If the answer is in the affirmative, other classes must follow the lead of the A-class, who give up a fortnight annually to their regatta, though probably a week would be sufficient for the other classes, as there are no international events to consider. If, on the other hand, the answer is in the negative, is this likely to prevent progress and minimise the importance of the sport? We naturally do not want model yachting considered as on the same plane as games like shove-ha’penny, but, on the other hand, one does not wish to favour the man with the deepest pocket. It seems a choice of evils, but the M.Y.A. is at the cross-roads. The sport has grown to such an extent that on the Association’s present decisions the future of model yachting may well depend. It can be made a big thing if men will sacrifice time and provide sufficient money to carry on, or it can be kept as it is at the expense of further growth, when the general public, at all events, may not accord model yachting its proper place amongst the world’s great sports. MODELS Whatever is arranged, time is going on, and something will shortly have to be done one way or another about the International Regatta at Boston. We venture to suggest that if every Affiliated Club sent a contribution to the fund of, say, £4, which is what American Clubs pay to be represented over here, Britain should be able to send over the two men and four boats necessary to represent her. This country has always prided itself on leading the world in model yachting affairs, and it is desirable for us to be represented at Boston. It will only be possible, however, if model yachtsmen loosen their purse strings. REVIEW A HISTORY OF THE MERCHANT By H. Moyse-BaRTLETT (OXON.) NAVY Harrap, 7/6 HE writing of a book of this nature requires ale a profound historical knowledge, but this is not all. Often, when the average historian plunges into nautical affairs, he loses confidence, and treats his subject with a diffidence which inspires mistrust in the reader. This is not the case in the History of the Merchant Navy, which is written with the combined knowledge of the historian, naval architect and practical seaman. More- over, the author has an easy and delightful style. This book is well arranged. It is divided into four sections, dealing with the Middle Ages, the age of discovery, the age of expansion, and modern times, respectively. The part on the Middle Ages is particularly useful to those interested in the early ships of both Mediterranean and Northern countries. In the second section the early navigators are fully dealt with, while later voyages, such as those of Captain Cook and other Empire builders, are described in the next part. Throughout these periods the development of navigation and navigational instruments is traced. Of great interest to shipmodellers is the detailed account of the evolution of naval architecture, to which a great deal of space is devoted. This is of special value, in that only too often the develop- ments of ship design and construction are described without reference to their historical setting, but here both are described side by side. Thus it is possible to appreciate, for example, why the East Indiaman type of sailing vessel prospered, a thing which would be impossible without knowledge of the history and circumstances of the Company. Great attention is paid to the relationship of the Royal Navy and Merchant Navy in this book. Right up to modern times this is a delicate problem, and, in spite of what sentimentalists may say, there is still a wide breach between the two services. | The final impression left by this book is that it is excellent value for money. It is illustrated with well-selected plates and black-and-white reproductions in the text. As a source of reference it is invaluable, being well indexed and having a comprehensive bibliography. = MARINE HOW TO CAST MODELS A LEAD 29 KEEL By ANON. (Concluded from page 18.) FTER separating the two halves of the plaster mould, remove the wood pattern. Any inequalities on the inside of the mould must then be attended to and, if necessary, it can be rubbed down lightly. The pouring and vent holes have now to be made in the mould. In _ the illustration given last month, showing how the pattern fits in the mould, the outer box is also shown, but this is, of course, removed. In the drawing A is the pouring hole, B is the main vent hole at the highest point serving to let the air out, C is an auxiliary vent hole as air might be trapped in the long end of the keel, D are the cores, and E the round registering pegs. Whether the extra vent C is required will depend on the shape of the keel. The final step is to put the two halves of the mould into the oven for a few minutes, to make sure that all moisture is excluded. Then place the two halves of the mould together again, and bind round firmly with stout string or wire, first putting the pieces of spoke in place to act as bolt cores. The mould is now ready for pouring the lead, Lead varies greatlyin purity, but the best procurable should be used. In my early days of model yacht building, I cast a number of keels from old lead pipe, but there are many impurities in this, making it much lighter than pure lead. An average weight for reasonably pure cast lead is 64 oz. per cubic inch. It is usual for model yacht designers to make lead keels a little full, to allow for variation in metal, so, if the builder is using very good lead, he must not be surprised if his keel casts somewhat over weight, but this will allow of cleaning up. The lead can be melted in an old iron saucepan, and one should put in about 15 per cent. extra to allow for wastage. Skim off the dross with a bit of wood, or an oldiron spoon, and get the metal thoroughly molten. Do not stand the mould on a cold stone floor or in a damp place, or it will cause the molten lead to splash. Do not put the face over the melting pot, and keep well away when pouring into the mould. Pour steadily and rather quickly, so as not to give time to harden until the mould is full, and continue until the lead shows at the upper vent hole. Leave the lead to cool off thoroughly before attempting to take the casting out of the mould. Having taken the casting out of the mould, the first step is to knock the cores out, which can easily be done owing to the contraction of the metal when thoroughly cold. The casting has now to be cleaned up. First cut off the plugs at the pouring and vent holes, using an old saw. The surface of the casting can now be cleaned up, using an old file or a Dreadnought file, and finishing off with emery cloth. Any small hole can be filled with solder or a stopping made of red and white lead mixed with gold size. In holding a lead casting in the vyce, pad it carefully with old felt or thick cloth to prevent bruising or distorting it, and do not use more pressure than necessary. The top face of the lead has to be shot true to enable it to fit snugly against the deadwood. Take an ordinary iron wood plane, and set finely. Lubricate the lead and the plane sole liberally with turpentine. It will be found quite easy to plane the lead with this, no more difficult, in fact, than planing wood. If it should be necessary to reduce the lead, it will be found that quite a lot can be taken off in a remarkably short time. The spokes that are being used for keel bolts have to be cut to length, the screwed end being retained for use, as the nipples are used as nuts for the keel bolts. In order to prevent the spokes being pulled through, the bottom end is bent over like a buttonhook, but closed up completely. The lower end of the hole in the lead has to be opened out to accommodate this bent part. Now almost every model builder gets his weights different, and differs also in his foreand-aft balance. This is another reason why the designer makes his keel a little full, since this allows of adjustment in trim. The builder has, therefore, to weigh.his hull carefully, and, allowing for parts to be added, painting and rig, see how his total weight will compare with the designed weight. If other parts are over weight, he may have to reduce his lead to keep to the total designed weight, 30 MARINE or, if he has managed to get his hull, etc., extra light, he can take a little extra lead and still keep to the designed weight. Having decided this point, the next step is to test the fore-and-aft balance, allowing for parts to be added and rig. For this purpose, paint which is an overall coating can be ignored. Almost all designs show the Centre of Buoyancy (C.B.), which is the same foreand-aft position as the Centre of Gravity. The boat can be balanced in any suitable way and tested for fore-and-aft balance. In order to test the keel for balance it will be necessary to bolt the keel temporarily in place, and this will also test the fit against the deadwood. At this point the keel should be a little over weight so as to give scope for any adjustment. Unless a very large quantity of lead has to be taken off, the best way to do it is to drill holes in the lead downward from the top face. If the boat is nose-heavy, you will drill at the fore end, and vice versa, until balance is established. Any further reduction must then be made equally forward and astern of the point of balance. Should it be found that some grave miscalculation has occurred, and insufficient lead cannot be removed at one end of the keel to correct the balance without going below the total designed weight for the boat, do not on any account attempt to move the whole keel bodily forward or aft, as otherwise you will upset the boat’s designed profile. If the keel weight is too far aft you can, of course, remove a little lead from the after end, replacing with wood, and put the same amount on top of the keel forward, but this is rather an awkward way of dealing with the matter. Actually, a very small weight, placed right in the ends of the boat (of course, as low as_ possible), has an enormously enhanced trimming _ effect due to the leverage obtained by its distance from the centre of gravity, so try the effect of a few ounces of lead right up in the bow or stern, as the case may be. When it has been ascertained how much has to be placed in this position, the keel can be mulcted of this weight. Unless the amount is considerable, the loss of stability will be very slight. When the keel has been adjusted in this fashion, the holes can be filled with paraffin wax or sealing wax. The keel is now ready to be bolted permanently into place, the joint being luted with thick white lead paint. MODELS NEWS FROM GERMANY N order to encourage model yacht building and | sailing amongst the juniors, the Model Sailing Section of the Deutsche Seglerverband has sponsored the publication of the lines, construction plans and building instructions of the Modelljacht “ TillerJunior,”’ by the well-known naval architect, Arthur Tiller. The ‘* Tiller-Junior ’’ is a flat-bottomed sharpie, 0.995 metre overall, with a full-keel profile, and a bulb fin. There are five sheets of plans, in which every part of the model is shown full size, including the sails, for which cutting plans are given. We have never seen a more complete set of model plans, every screw and nail being shown. The plans are enclosed in a folder, which is printed with equally full instructions for building. The yacht has a simple form of steering gear suitable for youngsters, but could be fitted with a Braine gear, if desired. The whole thing sells for the remarkably low price of M.2.85. In Berlin a new model sailing society was launched last October, called the Berliner Modellyacht Verein. Herr Emil Zwalgun (who represented Germany at Gosport in 1929) is Chairman; Herr A. Beringer, Secretary, and Herr Paul Kriiger Sporting Officer. Herr Kriiger is also Chairman of the Model Sailing Section of the Deutsche Seglerverband. A new A-class model has been built specially for this summer’s International Races in England, and the Deutsche Seglerverband is now waiting to hear from the British National Authority (the M.Y.A.) to send in its entry. The Marblehead class is extremely popular in Germany, and there will soon be a large fleet of these boats. A lake for model sailing is now available in Berlin. Whilst not altogether ideal, it nevertheless provides a good sporting course. KOBENHAVNS MODEL-SEJLKLUB T a Council Meeting, held on March 20, a new Hon. Secretary was elected, Mr. Viggo Traberg, Skjalm MHvidesgade 15, Copenhagen, V. The present Chairman is Mr. Emil Hansen, Bevtoftgade 2-4, Copenhagen, V. “PACIFIC SKIPPER” E have received a copy of this American magazine, which is new to us. It is well illustrated, entertaining and newsy. We notice an article in it on ** Model Boys,’’ by Frank M. Davenport. This article is not on Robot Crews, as might be expected from its title, but on model yachts and model sailers in the Western States, and many well-known model yachtsmen, such as W. R. Many, H. O. Philips, etc., are mentioned. The sport seems to be making good progress amongst both seniors and juniors in California, and it is en- couraging that its educational value is recognised by the authorities. WANTED 48” L.O.A. MODEL. Good design and well built; suitable for heavy weather; full weight preferred. State achievements and price. Box No. G437, ‘“ Marine Models,” 52, Fetter Lane, London, E.C.4. MARINE SHIPS’ MODELS 31 ARMAMENTS By A. P. Isarp, A.M.I.Mech.E. (Continued from page 15.) N spite of the many advantages of the heavy, rifled muzzle-loader, such as rapidity of loading, accuracy of fire, and cheapness of manufacture, and also that this weapon was capable of firing either spherical missiles or rifled, elongated projectiles, it could not for long maintain its supremacy over the breech-loading weapon. In 1880 the muzzle-loader at last gave place to the vastly improved breech-loader. The victory of the breech-loading gun over the muzzle-loader was due to explosive discoveries by Noble, who found that better results could be obtained by the use of a slowburning powder used in guns provided with larger chambers than heretofore, longer barrels and well-fitting projectiles, than with quickburning powder as formerly used with short muzzle-loaders, whose limits had been reached. The struggle between guns and armour still proceeds to-day, and a more efficient highvelocity armour-piercing projectile, fired from an efficient gun, is answered by improved armour-proof against such blows; or the position is reversed, and a better gun and projectile is produced. The use of the word “ ordnance” is confined to heavy guns of all kinds, such as fortress, field, siege, naval, etc. Groups of guns of similar design are usually known by the name of their inventor or place of manufacture or origin, examples being Armstrong, Vickers-Maxim, Martini-Henry rifle, Lee-Enfield, etc. There also seems to be much confusion in the description of various weapons, as a gun might be referred to by its weight in tons or cwts. (such as “ the 35-ton gun”), or by the weight of its projectile (such as “a 68pounder”), or by its calibre or bore (as ** the 4in. gun ”). The heavier guns, breech-loading (B-L), and quick-firing (Q-F), are generally known by the diameter of their bores, while the smaller Q-F guns are designated by the weight of their projectiles. A gun consists, of course, of very many parts cleverly pieced together, and a short list of the chief parts with their meanings will not be out of place : — A snaphance is a spring lock for a gun. The chase is the main tube into which the projectile is loaded, ending at one end at the muzzle. The breech-piece consists of two main parts, (1) the chamber, which is bored out somewhat larger than the chase and arranged to take the firing charge, and (2) the breech-plug, whichis tightly closed into the breech-piece, like the door of a safe, before the charge is exploded, while a special device called the obturator prevents any possibility of escape by the gases passing out round it instead of forcing the projectile out along the barrel so that the full effort of the expansion of the burning charge is completely exerted in extruding the missile. The barrel is the whole length of the inside tube, the chase, and the body is the external barrel of the whole gun. Windage is gas lost (chiefly in the old-time muzzle-loaders, which were not fitted with an inner tube) by blowing past between the spherical missile and the barrel, thus causing very considerable loss of driving power, and, in consequence, necessitating a much heavier charge and a heavier weapon. The cascable is the rear end of a heavy gun. The trunnions are the cross axial pivot lugs upon which the gun is slung and about which it is elevated or depressed; these are housed in bearings carried by the carriage. In the modern weapon there are, of course, numerous parts and pieces which it would be impossible to refer to except when dealing with the individual gun, the firing mechanism alone accounting for very large numbers, as it is of a complicated nature. We have now briefly reviewed the develop- ment of heavy guns from the advent of gunpowder itself, but little has been said about the development of projectiles, a subject which is integral with the gun. The object of a gun is to throw something at the enemy, and shell-fire developed on land long before it was employed at sea, where the approved missile remained a solid ball. The use of explosive bombs or shells at sea was considered to be of greater danger to wooden ships, in which they would have to be stowed 32 MARINE away, than any effect they might produce on an enemy, and this view prevailed until the nineteenth century. During the eighteenth century much thought was given this matter, and it should be remembered that not a single ship was sunk by gun-fire at Trafalgar, which may almost be said to have been a contest of the physical fitness of the respective guns’ crews. The French, in the endeavour to equal and better us, were much more active in experiments and tests than ourselves, but it seemed that stinkpots, portfires and fused shells invariably did more damage to friend than enemy by setting fire to the wooden ships, which were veritable traps with so much tar, paint and oil. The firing of fuse shells and bombs from mortars was quite a different problem from firing such projectiles over a horizontal trajectory. General Paixhans, the French § artillery officer, was undoubtedly to be reckoned with, since he aimed at the supremacy of his country at sea by the use of explosive missiles fired from small vessels at the large three-deckers _ of the British, which were big, vulnerable targets. With the advent of the English “ devil boat ” (the steam engine) he visualised a fleet of steam craft of small size moving quickly and independently of tide or wind, armed with his guns firing shells, the ships even, perhaps, armoured with iron sheaths and forming small targets for the ponderous British threedeckers with their big, heavy cannon, discharging solid ball. His ideas comprised guns with a uniformity of gun-bore and firing hollow shot filled with explosives which would weigh less than solid shot, and therefore have superior range, yet at the same time could be discharged with the same muzzle velocity and have enough penetrating power to enter a wooden ship’s hull, and explode. These guns would be designed and mounted upon a carriage without trucks but fitted with rollers and bars to control the line of fire and its recoil. His ships would therefore be able to engage the enemy at long range and outrange him. General Paixhans’ schemes appear to be much before his time and were never adopted, but his unit theory of uniformity of gun-bore received approval, and the Paixhans shellfiring gun is well known. In 1828 Capt. Hastings, R.N., argued that MODELS carrying shells was in fact less dangerous than carrying large stores of powder in ships’ magazines, and that since shells required larger guns fewer need be mounted, thus giving more deck-space and causing less tumult during actual action. In 1837 the French decided to adopt shellfiring guns, and two years later we followed suit, including simplification by unifying gunbores, and large quantities of old guns and carronades were scrapped. The war of arguments between the protagonists of solid shot and shell projectiles waxed fast and furious for many years, and experts differed in their opinions as much as they did between the smooth-bore and rifled weapon. Some of them asked what use was a hollow, light missile, even if charged with explosive, against the heavy masonry of a fort or for the submission of coast defence works, and asserted that solid ball fired by heavy guns could be the only effective missile against such defences, and also that for sinking enemy ships nothing could be better than the solid, cast-iron ball, whose flight could be depended upon to be more or less uniform. It was alleged also that the shell projectile, owing to its shape and centre a gravity, would surely steer an erratic course during flight, and, although its detonation on explosion was admitted to have a definite demoralisation, its real effectiveness was doubted. History has proved which side was right, and to-day solid shot is a thing of the past. Armament development is naturally coincident with ship development, and with the coming of steam and use of iron in shipbuilding, conditions rapidly changed. (To be continued.) SALFORD PARK (BIRMINGHAM) M.Y.C. The racing season started a month earlier than previous years, and is in full swing. With an additional three cups and other prizes, some very keen sport is anticipated, owing to the fact that members have designed their boats as well as built them, and all are anxious to prove their abilities. To date, the results are : — March 13.—36in.: ‘* Morning Star *’ (Riley). March 20.—6-m.: winner, “ Silvia ’’ (Spriggs); 2nd, ** Babs *’ (Stansfield); 3rd, ** Thistle ’’ (Dibbs). March 27.—10-rater: ‘* Regina ’’ (Ingram). First race April 10.—6-m. Championship Cup. of the season for the Club’s Championship Cup. Winner, R. Spriggs, 12; 2nd, Dibbs, 11; 3rd, Langford, 5. With increasing membership, and a growing fleet, a successful season is anticipated. W. D.C. MARINE ARES SSE ey MODELS 33 Soe aa eB J. Vines i Se (Continued from page 8.) | HAVE to admit that the majority of my experience has been with metal hulls, but for sheer adaptability there is much to be said for a wooden hull of the bread-and-butter variety. The hull of my destroyer is built this way, and though an excellent hull as far as the bottom is concerned, did not altogether satisfy me as regards her upper works. The stern was not quite right, and the fo’c’sle head was all wrong, as it was too short and also had insufficient flare. As I had certain repairs to make in the ship’s bottom, I determined to go right out and make a proper job of her. First let me tell you of the repairs. I mentioned that owing to misuse she had a couple of nasty cracks in the bottom, and the wood round about these was oil-soaked and mushy. Accordingly, I took a keyhole saw and made the two cracks into slots, cleaning up the sides with a coarse but thin file, thus getting back to clean wood. I then cut two slips of soft pine to fit, making them slightly wedge-sectioned so that they jammed firmly in the slots. These were glued into place with casein glue. In parenthesis, I would like to say that this is far and away the best glue to use, as it is not only waterproof but the strongest made, and casein glue joints are actually stronger than solid wood. The slips were trimmed down and cleaned up flush with the skin. I then turned my attention to the upper works, and, finding the wood in the stern was sufficiently thick for the slight external alteration required, I recarved this. The fo’c’sle head was the next job, and this was in three layers. These I removed and replaced with fresh layers, which I carved to shape, and also added pieces at the after-end to lengthen the fo’c’sle. When these were all glued into position with casein, I found that they are at least as strong as they ever were, and I have the satisfaction of knowing that I have a good, sound hull that is a very close approximation to the original destroyer. One important point about a wooden hull is to use good wood. Nice white pine cuts like cheese, and is very light, and is really the best wood to use for most hull work. Another point is to use the right tools for the jobs. Tools which are not in most kits, but which are almost essential, are a couple of ca There was one part of the bottom which I did not like. For some reason each successive owner had drilled holes through this part of the hull until it was as_ full of holes as a_ colander, and_ there were three shaft holes all in bad condition. I finally decided to cut out the after part of the bottom layer of the boat, and put in a new piece about l6in. long. This was glued in under pressure, and finally carved to shape. SLIPS OF WOOD LET INTO BOTTOM (See Text.) The black line is Centreline of Hull 34 MARINE MODELS BOW OF MODEL DESTROYER, showing new fo’c’sle and forefoot grafted on before brass stemband was fitted spoon gouges: the actual width is not of great importance, but the gouges should have dif- ferent curvatures of blade, one just slightly curved, and the other a good U. A spoon gouge, by the way, for the benefit of those unfamiliar with carving (or pattern-maker’s) tools, is a gouge with a cranked shaft to facilitate hollowing out. Other almost essential tools are a couple of fiddle planes, as used for making violin backs. These can be either metal or wood bodies, but have the sole curved thwartships and fore-and-aft, and can be used on the inside of the hull and for parts with reverse curves like the underside of a flaring bow. I may mention that from time to time | have had many tips about wood hull building and repair from a model yachting friend. Model yachtsmen are usually experts in breadand-butter construction, and are, as a rule, ahead of powerboat builders in this respect. One can always ask, and model yachtsmen, like most other modellers, are ready to give any assistance or advice they can. I painted the inside of my hull with a priming paint made of one part of red lead to three parts of white lead ground in oil, let down with turpentine and stiffened up with a dash of varnish. In later coats I added more oil and less turps, and a little terebin driers in place of the varnish. Here is a little tip for those who use breadand-butter hulls. So long as the hull is in the water, the heat will do no damage so long as reasonable precautions are taken. Sudden changes of temperature, however, are liable to cause wood to split and warp. It is, moreover, liable to cause damage to the hull if steam is raised with the boat on the bank, and it is also advisable to blow down before lifting her out. Wood contracts and expands under different conditions. It is also curious that seasoned timber will occasionally start to shrink or wind after being cut. Such shrinkage is usually across the grain and not longitudinally. The stem of a destroyer is very sharp and so is the forefoot, and with a wooden hull these parts would be very liable to be badly damaged if she hit the side or had a collision. I therefore decided to give her a brass stemband. This was let into a slot down the stem, and a short extension was carried along the keel, being let in flush. The forefoot was given brass side-plates let in flush. The sideplates, stem and extension piece were silversoldered together. At the stem head another extension piece was brought back under the deck. The whole was held in place by the fit of the stem in the slot and screws through the extension pieces. I decided to fit a watertight bulkhead at the break of the fo’c’sle. First I fitted a floor across the bottom, and then two strips of 4in. x din. mahogany which, with the floor, form the frame against which the bulkhead rests. A deckbeam was then fitted across the top. In order to get the strips to bend to the curvature of the sides I put a number of saw-cuts about two-thirds of the way through them. The floor and side strips were glued and screwed into place. The actual bulkhead is aluminium, and after luting the joints this was fixed into position with small brass nails. Actually the screws are unnecessary after the glue has set, but keep the surfaces in close contact until it does. The little brass nails used in this job have round heads and look just like rivets. As I was well within my weight limits at this point and I wanted to give the craft a little extra stability, the bottom under the boiler was lined with sheet lead. This was set on paint and fixed with small copper nails, As most readers know, a destroyer has a hanging balance rudder set far aft. This is a very efficient type of rudder and being so far aft of the vessel’s pivotal point, it has great power. Thus it is very powerful in spite of its comparatively small area. The rudder consists of two parts—the MARINE MODELS 35 THE FOREPART OF THE DESTROYER‘S HULL Note the deckbeams to support the fo’c’sle head, also carlines = running either side of deck opening, watertight bulkhead and bearer for fore end of boiler. rudderpost and the blade. It would be possible to make a hanging balance rudder by using a split tube for the post and a blade of plain metal plate. This, however, is crude and amateurish, and the actual rudder is streamlined round the rudderpost. For my rudderpost I used a piece of Zin. brass tube, and made up the blade from halfhard brass sheet. Two pieces of thin sheet were cut to shape and bent to form the sides. These were soldered together along the edges and also to the rudderpost which they envelop. A third piece of sheet brass, with a hole for the rudderpost, forms the top. The whole rudder is very light and strong. The rudder tube through the hull is also a piece of brass tube, which is a nice fit for the rudderpost. It is put in place by the method I described in How to Build a Model Steamer. The rudder tube is put temporarily into position in the hull. A brass washer or plate is then made with a hole fitting over the ruddertube, and dropped into place over the tube inside the hull. Care must be taken that it lies snugly on the bottom of the boat. The plate is then soldered to the tube. The whole thing is then removed and the hull luted underneath the brass. The plate is screwed to the bottom of the hull, and the tube is also stayed at the top. Nothing is uglier than a clumsy steering gear on deck, and it can quite spoil a model’s appearance. It is not a difficult matter, however, to arrange for the steering gear to be below deck, and it makes a great difference to the model, besides discouraging interference by outsiders. The exact method of doing this must to a certain extent depend on the general lay-out of the model itself, distance of rudder from the nearest deck opening, etc. In the case of my destroyer there were several points to consider, but I will tell you all about this next month. I have not yet got my plant installed either, but hope to report progress about this also in due course. Meantime the season is about to start, and I hear rumours of many interesting additions to the club fleets. Of course, building jobs always take longer than one anticipates with the result that many new boats get finished off temporarily and run their first season more or less incomplete as regards deck fittings and final details. However, this is not so bad as might appear, since it gives an opportunity to test a boat thoroughly under actual running conditions, and any alterations required can be effected before the ship receives the final “* spit and polish.” Model-making is an engrossing occupation, and one can put in unlimited time at it. This is one of its great virtues as a hobby, but to a certain extent it puts the professional modelmaker at a disadvantage, since to him time is money. Possibly the professional has greater skill, but the amateur can afford to spend more time over his job, and, this being so, the amateur (provided he has sufficient skill) should be able to turn out models as good or better than those made by the professional. Skill in the use of tools is largely a matter of practice and knowing how. There are today books and magazines, such as this, which give many practical hints of great value, and the model-maker will often find these smooth his difficulties. Of course, many model-makers suffer from lack of equipment, but patience and perseverance overcome most things, and really marvellous work has been done by men whose kit is extremely simple and inexpensive. (To be continued.) WEST LONDON MODEL POWER BOAT CLUB At a steering event held on April 4 at the Round Pond, Kensington, the following were the results: Ist, J. Bertinat; 2nd, R. H. Woodhouse; 3rd, nil. R. A. R. COOKE, Asst. Hon. Secretary. 36 MARINE MODELS PETROL ENGINE and HYDROPLANE TOPICS By J. B. INNOCENT (Continued from page 10.) T the M.P.B.A. Annual General Meet- ay ing a project was brought forward that the Association should foster a new racing class for engines up to 10 c.c. The suggestion was prompted by the fact that quite a number of commercial engines are available in this size, and the need for the boat-racing enthusiast also being a useful engineer could be obviated. I spoke against the motion myself, for I believe that our regattas are already sufficiently full as things are, though I am certain that the day will come when the 30 c.c. limit is considered excessive and the 10 c.c. will be required to support a capacity limit of 15 or 20. A further reason which caused quite a few of us to withhold our support was that we had no faith in the original idea of using bought engines. Most of the engines available were designed primarily for model aircraft purposes, and for this work they are definitely useful, but marine propulsion against a stop-watch is quite another story. Many of the engines are decidedly flimsy, but as the power output is low, they have a reasonable life, which is helped by the comparatively low speed at which they drive their airscrews. They rarely exceed a speed of 4,000 r.p.m., whereas to produce the utmost power for their size they should rev. at about 25,000. From this it is obvious that, should the projected class be adopted, somebody will build a really useful engine capable of running at a speed approaching the theoretical figures, and we shall be in just the same position that we are in with the two existing classes. If somebody likes to anticipate things and build a boat powered with a 10 c.c. engine, he may be certain that the clubs will not discourage him from competing with the fifteens. Certainly the M.P.B.A. will keep a watch on this, and as soon as it feels justified, give full recognition. There can be no doubt that it is possible to get more than half a horse-power out of a 10 c.c. engine, peaking at over 20,000 r.p.m., and I believe that before many more years are out, three-quarters of a horse-power will be approached for this capacity. These are not just idle statements, for | have seen power curves of more than one 30 c.c. motor, which passed the two horse-power mark at about 10,000 r.p.m., and the peak should be higher than this. The full-sized engine of the type from which our motors are taken, has been tuned to exceed 80 horse-power per litre unsupercharged. Of course, to make a really good 10 c.c. fourstroke is a pretty little problem, for the bore would be about 21 millimetres for a stroke of 25, and all the other bits would have to be in keeping, so that the valve stems would be one-tenth of an inch in diameter, and so on. Actually, the scale is just under .7 of a 30 c.c. engine. Now this matter of cam design which has been causing so much controversy of late and yet made so little progress. You already have my views on the making of the bits and pieces that the cams have to move, and in this connection I would draw attention to the fact that all the really high-speed engines are fitted with very light but well-proportioned valve-gear. Asa rule these motors also have rather long valve opening periods with considerable lift but easy accelerations and decelerations. To start from the beginning, we will con- sider timing diagrams. Some years back an engine having inclined overhead valves would have been timed roughly as follows: Inlet opens five degrees before top dead centre and closes 45 degrees after bottom dead centre; exhaust opens 50 degrees before bottom dead centre and closes 10 degrees after top centre. Such a timing gave good results at the lower speeds, but the torque produced fell off too early. To improve matters, the lift was increased together with the rate of opening and closing, so that the speed at which peak power was obtained was raised, only to fall suddenly away at the point where valve bounce set in. Next, springs were stiffened and some gain resulted, but as there is a limit beyond which the cams and gear should not be loaded, this could not be taken far. To ease the cams was useless, as the engine needed a minimum of opening to breathe, but to ease them indirectly by lengthening the period of opening was found to be quite —_- MARINE feasible, until we now find standard engines timed: Inlet opens 20 degrees before T.D.C. and closes 60 degrees after B.D.C.; exhaust opens 65 degrees before B.D.C. and shuts 25 after T.D.C. Engines specially built for racing sometimes employ even longer periods, and one | know of has the rather surprising figures of: Inlet opening 30 degrees before T.D.C., shutting 65 degrees after B.D.C.; exhaust opening 80 degrees before B.D.C., and closing 30 degrees after T.D.C. This last engine is intended purely as a racing unit, and the power output at the lower speeds is probably less than could be obtained, but something is gained at the top end of the scale at the speeds at which the engine is intended to run. This increase in the time for which valves are open definitely does not mean that they are fully open for longer periods; in fact, a modern engine does not maintain its valves fully open for so long as used to be considered essential. The limit in opening a valve is the rate of acceleration that can be imposed on the various parts and not the rate of lift per degree of crankshaft rotation, so that it is permissible to increase the rate of lift from the point where lift starts to the point where it is necessary to slow things down. The slowing down is done entirely by the spring, and it is apparent that if a high rate of lift 1s suddenly stopped entirely the weight of the moving mass will cause it to continue until the spring has slowed it down enough to get control, and start it on the road back again. If this happens “ valve fling” has set in, and the valves may catch each other or hit the piston crown. Again, the closing of the valve is under spring control, and if the lift of the cam ceases too abruptly the valve gear will be left in the air whilst the spring gets it moving; it will then try to catch up the cam, but may miss it altogether and let the valve down at full dro onto its seat. If this happens the blow will be sufficient to produce a reaction and “ valve bounce ” will set in. Thus, it will be seen that severe cams are a mistake and that they must start to lift fairly easily, increase rapidly to a point where the increase must be eased away to nothing; likewise the drop must start gently, get steeper and then be eased off to give a cushioning effect to finish with. If the foregoing is considered carefully, it will be seen that it is quite possible to increase the lift of a faulty cam without stressing the MODELS 37 gear more than is already being done, and, by starting the decelerations earlier the load can actually be reduced. The whole of this can be reduced to figures, but they are figures quite beyond my ability to follow, and it is worth remembering that the figure-people have been capable of making their calculations for a very long time. Thus, if the mathematician is to be considered completely capable, finality in design should have been reached long ago, yet power output continues to rise throughout the internal combustion engine world. Certainly figures have their uses, for without them it would be impossible to see where we are getting to, but the fact that they are sometimes incomprehensible need cause no uneasiness if the problem can be understood without their aid. There are four types of cam to be considered, 1.e., the tangential, constant acceleration, composite, and harmonic. The first three are closely related and should all work with a radiused follower, which may take the form of a roller, but a slipper heel is more common. The last works with a flat follower, as the curve of the follower is in effect embodied in the cam itself. Actual characteristics are much influenced by the radius of the follower, and as this increases so the cam works easier and easier until a virtual flat is reached and the cam has assumed more or less harmonic form without any alteration being made in the composite design. Another matter influencing cam shape is whether a pivoted or sliding follower is used. If the pivoted type is employed, it will swing across the direct lift line, through the cam centre, and give the effect of first accelerating and then decelerating the lift and drop, or vice versa, according to whether the follower leads or trails the cam. This problem is not of very great moment, and if you use pivoted followers you had better ignore it, provided your cams are not harmonic. If they are, the swing of the followers will deprive it of its effect of flatness, and it will have to be made with a curved con- tact face to cancel out the swing and be flat in effect. (To be continued.) 38 MARINE MODELS OBITUARY THE LATE MR. C. N. FORGE E deeply regret to have to inform V¢ readers of the death of Mr. C. N. Forge, Chairman of the Model Yachting Association, on the afternoon of April 23rd, at the age of 64, after six weeks’ illness. Mr. Forge was a skilful model yacht sailer, and a member of the Surbiton Model Yacht Club, where he frequently raced. Before that he belonged to the M.Y.S.A. (Kensington). Had Mr. Forge not been so much engaged in the government of the sport, he would have been prominent as a sailer. He was, however, one of that unselfish band of officials whom model yachtsmen have to thank for organising their sport. He firmly believed in the axiom that no Association or Club Official who wishes to perform his duties properly should do much sailing himself. When the Model Yachting Association was re-formed after the War, in 1922, Mr. Forge became its first Secretary, and he continued to fill this position until the beginning of 1935, when he resigned. He was then elected a Vice-President of the Association. On the retirement of Mr. A. J. Hugo from the Chairmanship of the M.Y.A., a year later, Mr. Forge was elected Chairman, which position he occupied until his death. During the period that the writer had the honour of being Chairman of the Association (1925-1929), he was in almost daily contact with him, and so came to appreciate his sterling worth. Mr. Forge was a tremendous worker, but most modest and retiring withal, and it was ever sufficient reward for him to see everything running smoothly. On more than one occasion we have seen others praised when the real credit was due to Mr. Forge for his careful preparation and organisation. When this was mentioned to Mr. Forge, he said: “What’s that matter? He likes the limelight better than I do.” Mr. Forge was also a very fine photographer, and specialised in model yachting pictures, many of which have been published in the pages of this Magazine. As: Secretary and Chairman of the Model Yachting Association, Mr. Forge showed marvellous tact, patience, and ability. He was universally respected and liked, and will be much missed. Mr. Forge leaves a widow,son and daughter, to whom we tender heartfelt sympathy on our own behalf, and that of all other model yachtsmen. H. B. TUCKER. MARINE A LEITH—LONDON MODELS SMACK 39 (174 Tons) By G. W. Munro (Continued from page 17.) Outside Plank. OTTOM Plank.—All the bottom plank in B midships, up to the oak thick-stuff under the wales, to be in thickness, 24in.; hoodings, 24in.; thick strakes under the wales, to have two wales, to be of Danzig oak, 5in. thick; four in number. Black strakes —all the plank of the topsides to be of English oak, to have two black strakes 4in. in thickness next to the wales; second next to the wales, 3in. Topsides to be 24in. thickness; paint or sheer strake to be one in number, each |lin. in breadth, including the mouldings, and 3in. in thickness. The shear strakes to be hookscarphed—the scarphs to be 3ft. in length, and the scarphs to be bolted edgeways with copper bolts, three in number, and 3in. in diameter. Shift of the Butts.—All the outside planking to have no less than 5ft. shifting of the butts, and three strakes of plank between each; except on the bow or buttock, where they may occasionally be contracted to 4ft., but three strakes between must be continued. N.B.—If foreign plank is used, the midship shifting must be extended to the bow or buttocks. Butt-Bolts.—All the butts in the bottom to have two 3in. in each, to go through all and be clenched on the ceiling-plank. Extra Bolts to have a bolt every 3ft. in each of the bilge-planks, driven through all and clenched. Bolts to be copper, and #in. in diameter. Butt-Bolts in the wales and topsides.—All the butts in the wales and topsides to be bolted in the same manner as the butts in the batten plank, with the difference only that the Butt-Bolts in the topsides are to be iron. After-Hoods Butts.—All the butts in the After-Hoods in the bottom to have two copper bolts, to pass through all and be clenched where they can be got at; the bolts to be 3in. in diameter. Narrow Fore-Hoods to be bolted with copper bolts singly, jin. in diameter. Treenails to be all of the best English oak, 14in. in diameter. Inside Work. Keelson to be of Danzig oak, and to be in two heights—the lower piece to be 1[4in. sided; the upper piece to be 13in. sided; the upper piece to be 13in. deep; the lower piece to be 13in. deep. The keelsons to be of sufficient lengths to bolt both to the stem and heel-knee, and all the scarphs of the keelsons to be 6ft. 6in. in length. The scarphs of the lower pieces to be properly secured before the upper pieces are laid on. In the vessel, one of the uppermost pieces of the keelson must be of sufficient length, and so placed as to extend under the foot of the mainmast; likewise all the scarphs must be placed clear of the keel scarphs, and the scarphs of each other. The lower pieces to be stopped down to the floors with a few small bolts, until the, upper pieces are fitted; and the whole is to’ be bolted through both keelsons, every other floor, and keel with copper bolts 1{in. in diameter. Ceiling.—The ceiling to be of English oak; to have one strake next the limbers in the vessel; to be 3in. in thickness. These strakes to be bolted down to every floor with 3in. diameter bolts; to have strakes, four in number, 10in. in breadth, and 4in. in thickness. Two on each bilge, to run from stem to stern. Thick-stuff, at the first futtock head, to be one in number. The middle strake, or the strake right on the joint to be 12in. broad and 34in. thick. And the strakes above and below to be the same. Number of strakes to run from stem to stern—one. The others may be reduced to the thickness of the ceiling plank, at 5ft. from stem and stern. All these strakes to be bolted with copper bolts every 2ft. throughout the whole length with 3in. bolts. Ceiling from the last-mentioned thick-stuff to the clamps for the tween deck beams to be 24in. thick. Clamps for the tween deck beams to be one each, Ilin. broad and 4in. thick. To be hook-scarphed, and the scarph to be 3ft. long. Clamps for the hold beams. The scarphs to be bolted edgeways with two in. diameter bolts, and the clamps to be bolted to every timber with in. bolts. The breast hooks to be five in number; the upper one 1[2ft. long, the one under the main deck to be 12ft. long. The former, sided and moulded, 8in. and Qin. respectively; the latter, sided and moulded, 12in. and 13in. respectively. All the hooks to be 14ft. long, I lin. sided, and 12in. moulded, to be fastened P|| 1;”‘ chals\oyA-RSeE/NIth||!} ‘R’Eesol Nbes!! SreGasajl J\\|/ ]#-3Z-=“7tLtJdTB;’Peoj/ siby!/ 4JTOMN | |\ 11 ‘:L ecesvainoetwaes iei ©IoJ1 ! :|,!{ ¢’| || |1 I\; ||| B\|ae Krja-+|-=ea||\j|’iH+ aoe” 3 IN +i ” e oe >! i t y _If4e)N2 . 7 I// nefpty-|FrT—-t!!H f !|1i ! I | ‘ ! ; / | / \ ‘ / 1 1 |I || I ‘ ! Wh) // !y o d ,’ ‘e|d/ / 1i ! 1 | I | ‘ I ! t ina bY! !K |I ‘\ y MARINE MODELS I I 1 MARINE Al MODELS A LEITH—LONDON SMACK ——$—_— ri Scale : in. lft. Oin. Drawn by G. W. MUNRO. 4 a. q “ : (a ——____| LSRS el Gee —— = —- ae ~ -~s ~ ——— — Oo — “ls ~ | YS ~ ~ eS ~ ~ 42 MODELS MARINE BODY PLAN OF A LEITH—LONDON ‘ , ‘ , Ya| go % 1 / tA vi if \ ‘ ‘ PN iy ‘ y ‘ \y / \ \ (Lines on Scale: fin. \ = 40-41.) Ift. Oin. DIMENSIONS. i malLh Pages Length of Keel Forerake Length for Tonnage Breadth for Tonnage Depth of Hold from au … … RB Deck … Length Stem Stern aloft “from to Tonnage with eight bolts in each arm—the bolts to be Zin. in diameter, and each to have one bolt in the throat, to go through and be clenched on the stem. The throat bolt, and one in each arm of the main deck hook, to pass through the length direction of a carling, and be clenched on the aftermost side of the forebeam. The hocks below the main wales to be bolted with copper bolts, as stated above. Principal Hold or “Tween Deck Beams.— The hold beams to be of oak, and in number as per accompanying plan, with one or two more, if found necessary. The Main-Deck Beams to be of English oak. There are to be four midship beams, 104in. sided, and 10in. moulded, in the middle. The others diminished in proportion to their length and situation, and the whole to be double-kneed as far as can be got. The midship knees to be 64in. sided. The knees to be bolted through every timber in the side with 3in. bolts. There are to be three bolts in the beam-arm. The whole deck frame to be completely warped with ledges and carlings, and not more than 2ft. apart. The carlings to be 44in. sided and moulded, and the ledges 34in. square. Mast partners to be 12in. broad, and 10in. deep. Main Deck Plank to be of Memel fir, 3in. thick, and not to exceed Qin. in breadth, nor under 6in.; and to be all double nailed. The Hatches, Scuttles, etc., to be situated (and of the same dimensions) as shown in the plan; the coamings to be 8in. above the deck SMACK 65ft. 8ft. 73ft. 23ft. 12ft. 2in. Qin. 2in. 6:n. 6in. 77ft. 5in. 1732 at the side, and 6in. in thickness. All the other coamings in depth and thickness as may be required for the intended trade. All the coamings to be of English oak, and to be let down to the beams; the side carlings of the hatches to be properly checked into each other, and fastened down by in. diameter bolts. The waterways are to be of oak 5in. thick and 9in. wide. To have oak plank inside the waterways on each side—one strake, 10in. broad and 3in. thick. These strakes of plank to be fitted down to the beams and fixed down with two small copper bolts in each strake and beam; the bolts to be Zin. in diameter. The waterways are to be fastened down in the same manner. The above-mentioned strakes and the waterway to be bolted to the side through every other timber with iron, where it can be done; the diameter of these bolts to be 3in. (To be continued.) TO MODEL YACHTSMEN Will anyone who has any photographs showing the late Mr. C. N. Forge, please send to the Editor, MARINE MODELS, 52, Fetter Lane, London, E.C.4, to be given to his family. MARINE GENERAL HINTS IN MODEL MODELS FOR 43 BEGINNERS YACHTING By CHARLES DROWN (Continued from page 13.) OWEVER carefully the hull has been made, unless the deck fittings are efficient and correctly placed, good results cannot be expected, and the model will be very wayward on all points of sailing. Assuming the deck has been carefully lined, the builder should be able to place his fittings precisely in position, checking over with dividers. The horses are the most important fittings to watch, as if they are a fraction out ‘of centre the model will be up on one tack and off the wind on the other. The mast and running blocks for the steering gear also have a marked effect if not accurately gauged. I should, perhaps, have touched on the method of lining the deck in my last article. This should be done after the deck is fitted, and before painting. Lining a deck is by no means easy for the novice, particularly if he is not used to a drawing pen. There are, of course, several methods of going about this rather difficult job, and a really nice, clean piece of lining can only be achieved after much practice. Firstly, the deck should be well rubbed down, and given three good coats of size, and between each dressing fine glass-paper should be used to ensure a smooth surface. After the third dressing very little grain will be noticed, and only a light rubbing down will be necessary. A very faint pencil line must now be run down the centre, and with your dividers mark off for a line each side, say, tin. This gives you a king-plank, 4in. wide, which will be suitable for a 6-m. or 10-rater. If you intend to fit combings around the gunwale (these are narrow pieces of mahogany, about 4in. to 3/10in. wide), your first line should be made*4in. to 3in. from the edge. Mark this distance off, and make a curved line at the transom end to meet your first line. For the actual lining, a carpenter’s marking gauge, with the drawing pen screwed to the end, must be used. The gauge should be fitted with a brass guide on the end, to accommodate the curve of the hull. This type of gauge can be obtained at any first-class tool shop. A very important thing now is to fix your model firmly in such a position that, after each line is made, the corresponding one can be made the other side before the gauge is adjusted for the next. The lines should be about tin. to 3/10in. apart. The secret ot a good job is to have the pen clean and only half-filled for each operation. Indian ink dries very quickly, and the pen will need frequent cleaning. The method of using the gauge correctly is to stand firmly with the feet wide apart, holding the gauge in both hands. Now a good long sweep can be taken and a true curve made. Stop when the pencil lines indicating the king-plank are reached, and if the centreline and the hull are true, the ink lines will finish opposite to each other, leaving the correct width of the king-plank between. If the reader has noticed the way planks are joggled into the king-plank on a full-scale yacht, it is now easy to finish off, staining the king-plank mahogany. When dry, give one coat of varnish, and, after the painting of the hull is finished, a final coat can be given to the deck. An easier method for the beginner is straight lines, using a straight-edge the length of the model, or, if curved lines are desired, he can make a half-deck pattern, and with the dividers mark the distance for each line, moving the pattern after each line has been made. Now let us consider the subject of deck fittings. Some of these are very easy to make, and no doubt the beginner will want to make everything himself or at least try to. Metal and woodwork are both equally fascinating, and anyone with a mechanical bent should be able to obtain reasonably good results. At the same time there is nothing very clever in saying “ I made everything myself,” unless the work is up to a certain standard, and my advice to the beginner is make what he finds himself capable of, and any fittings, etc., he finds beyond him can be obtained from the firms advertising in the columns of this paper. With your fittings complete, the next thing is to place the model in a cradle, consisting of two strong pieces of wood screwed to the 44 MARINE bench and well padded to prevent damage to the enamel or varnish. Starting at the bow, the jib rack should be fitted, and this should be long enough to accommodate at least three rigs—Ist, 2nd and 3rd. Use great care to get every fitting centred, using rule and dividers. The fore-horse comes about 2in. to 24in. forward of the mast, and, if fitting jib steering, the running blocks should be placed well apart near the gunwale, and just forward of the fore-horse. Some prefer the blocks just the width of the fore-horse apart. The mast slide should have about a 3in. travel. The correct position of the blocks for the running gear is most important, and they should be placed in such a position that in very light airs there is enough leverage to work the rudder. Measure the quadrant and place these blocks that distance apart. The running lines from the quadrant cross, and after passing through the blocks, run through an eye attached to the main boom, and thence to an adjustable bowsie on the jack line. Make sure that these lines are long enough to ease off mainsail for running to a point just clear of the main shrouds. If the running blocks are placed in such a position that a vertical line cuts the main boom one-third of its length aft of the mast, it should be about correct for running under all conditions. Some models are very difficult to steer when the wind drops, and keep edging up to the weather shore. This is because the helm is not sensitive enough, and, assuming the model has been correctly trimmed, the trouble can generally be traced to three causes—thickness of rubber, position of running blocks relative to the direct pull from the main boom, or rudderpost binding in the tube. It is much easier to correct a boat that falls to leeward than one that continually edges up to weather. It is obvious, then, that the rudder should be perfectly free in its movement. Another very important point is to have the main shrouds in such a position that the mainsail can be eased well off. It may be argued that if the shrouds are only about [4in. to 2in. abaft the mast the latter is insufficiently stayed, and the whole rig spoiled for weather work. This is correct, so to overcome this trouble back stays are added. These are set up on the wind and eased away when running. Spinnaker deck hooks should be placed abaft the mast, well out towards the gunwale. The rest of the deck fittings are simple to place, and their position not so exacting as those MODELS mentioned, excepting the gunwale eyes for the guy. Some make the mistake of placing this to give a short, abrupt pull, but the eyes should be placed to give a icly long rake to the guy, and thus ensure a more sensitive and effective action. Next month I hope to continue with the final fitting out, and the model will then be ready for the launching. (To be continued.) THE NATIONAL 10-RATER CHAMPIONSHIP T was in 1887 that Dixon Kemp formulated the Length and Sail Area Rule. This became very popular, and numerous classes were built under it. Gradually, however, exaggeration crept in, and the beamy scows with extreme overhangs produced proved bad seaboats. So, in due course, the Y.R.A. introduced the Linear Rating Rule in its place, and the only form in which the L. & S.A. Rule survives is the 10-rater model. This was originally intended to be a 1/12th scale model of the full-sized 10-rater. As a model class the 10- rater has proved very satisfactory, though it must be admitted that modern 10-rater models are nothing like the boats of only a few years ago. So, in addition to being Coronation Year, 1937 is the Golden Jubilee of the L. & S.A. Rule formulated by Dixon Kemp 50 years ago, and King George VI’s is the fifth reign in which it has endured. No other rating rule has had this longevity, so it is hoped that 10-rater enthusiasts, even if they are not competing, will endeavour to come to Birmingham and make the occasion a notable reunion. In addition to the racing, two lunches are being arranged and there will be a Concert on the evening of Saturday, May 15. Attention is drawn to the notice on page 45 giving the times of racing on the three days of the Championship. THE NATIONAL 36-IN. RESTRICTED CLASS CHAMPIONSHIP E are asked to draw readers’ attention to an W error in the M.Y.A. report last month. The date of the 36in. Restricted Class Championship should have been given as Sunday, August 4. The date in the report in question was published as sent to us. *+* A’? CLASS ‘*SHETLAND LASS.’’ Daniels built; wellknown successful model; in good order. Price £15. A. Johnson, 24, Agate Road, Hammersmith, W.6. MODEL YACHT, 18-FOOTER, built by Brain. Can be seen, Offers—write E. C. by appointment, Kensington Gardens. 157, Percy Road, Shepherds Bush, W.12. MARINE MODELS 45 [In order to enable us to make the best use of the space at our disposal, Club Secretaries are requested to make their reports brief and to the point.—EDITOR, MARINE MODELS.] IMPORTANT NOTICE TO MODEL YACHTSMEN E are asked to draw attention to an error W in the announcement of the National 10- Rater Championship, which appeared in MARINE MODEL last month. The starting time on the first day, May 16, will be 3 p.m., and not 10.30 a.m. as advertised. We wish to point out that we were not responsible for this mistake. RYDE M.Y.C. (ISLE OF WIGHT) BRITISH HEADQUARTERS MARBLEHEAD CLASS During the winter a tournament for the ‘* Colonel Rhodes ’’ Cup was held for the Marblehead class. Seventeen models were entered, but the continued stormy weather made racing anything but pleasant or easy. The Cup was won by Lieut.-Comdr. T. Jackson; second place (tie), Mr. D. Hair (Rear-Commodore), and Mr. H. Porter. An innovation was ‘introduced into the club meetings by having talks on subjects of outside interest. A very interesting account was given by Mr. R. Savage of his journey to South America on a “* freighter.”’ Another most instructive talk by Mr. Filer, on ** Gas Meters,’’ was held at the Ryde Gaslight Company’s works, by the kind invitation of the engineer, Mr. F. Taylor. It included a practical demonstration of all methods of testing and adjusting, as well as making and repairing meters. The club opened its summer season on April 1, when the first round was sailed for the ‘* Jubilee Town ’’ Cup for the Marblehead class. Highest scores: Mr. W. Hodgkinson, 12; Mr. G. L. Matthews, 11; Mr. N. Hair, 10. The First National Marblehead Championship will be held on August 26 (see Advertisement Columns) for the Ryde Town ‘ Coronation “’ Cup, and it is hoped that all clubs interested in the class will endeavour to compete. The Marblehead is not yet a recognised class in this country, and a good entry for this event will bring the class the notice it deserves. A. K. BRADFORD M.Y.C. This important event took place during the Easter Holidays, at Larkfield Tarn, Rawdon, as advertised in MARINE MODELS, and was very successful. In point of number of entries the 10-rater proved the greatest attraction. It is interesting to note that this race has been won two years in succession by a MARINE MODELS ‘‘Stella’’ design, though this year the winner used a Vane gear, and last year’s winner only came in fifth. A tea was partaken of at the Stone Trough Inn, on Saturday evening, after which Mr. F. C. Hirst showed some excellent films of model yachting, and other nautical subjects. The Club Canteen was very ably run throughout the regatta by Mrs. Harry Atkinson and Mrs. Wilfred Roberts. The designers of the winning yachts were as follows :— Team Race.—‘‘ Fredith’’ (F. W. Le Flufy), ** White Heather ’’ (Alexander & Sons), ‘‘Rhythm’’ (Alexander & Sons), ‘* Red Rose ’* (MARINE MODELS ** Endora *’), and ** Bess ’’ (Alexander & Sons). A-class.—‘*‘ Water-Wagtail *’ (Alexander & Sons). 10-rater.—** Raven ’’ (MARINE MOopeELs) (W. J. Daniells). 6-metre.—*‘ Glenesk ‘’ (Alexander & Sons). Good Friday.—On arrival, the tarn was found to be covered from end to end with ice, and it was not till early afternoon that the water was clear and we were able to run the Team Race scheduled for this date. THE RYDE TOWN CORONATION CUP The winning team scored 52 out of a possible 72 points, Mr. Le Flufy contributing 18 of these by winning every board. The team consisted of A-class ** Y-Not ’’ (W. Dewhirst, sailed by L. J. Mitchell), 10; 6-m., ‘‘ Fredith ’’ (F. W. Le Flufy), 18; 10-rater, ** Waveney ”’ (J. P. Clapham), 11; 36in. Restricted, ** Red Rose ’’ (H. Short), 13. 46 MARINE A quartering wind allowed full suits to be carried. The prizes were handed to the winning team by Mrs. Harry Atkinson, the race being conducted by Harry Atkinson, Easter Saturday.—‘‘ Bradford’’ Cup: A-class (holder, 1936, J. Catterall). The race was run under whole suit conditions, giving a run and a beat. ‘* Water-Wagtail ’’ (A. Arnold, Bradford), 31; ‘* Fly- ing Cloud ”a S. Crossley, sailed by F. C. Hirst, oat ‘* Emperia ’’ (B. E. Garbutt, Brad- ford), “ Heather Bell ’’ (W. Alexander, Fleet- wood), “, ‘* Mary ’’ (G. Kitchen, Bradford), 16; ** White Heather of (J. Catterall, Bury) and * ‘Juno ”’ (Geo. Snow, Bradford), 15; ‘* Y-Not’’ (W. Dewhirst, sailed by L. J. Mitchell, Huddersfield), 9. The 0.0.D. was W. Harrison, assisted by Mrs. Geo. Snow and J. P. Clapham, and the Cup and prizes were handed over by Mr. F. C. Hirst. Sunday.—* Claro,’” 10-rater Cup, presented by Mr. W. H. Porter, and prizes, were competed for by 15 yachts, sailedin two divisions, the two highest in each division sailing off to establish the winners. MODELS electric light and plugs for heating and cooking. The Secretary of the club will have a private office, and in the Committee room the telephone will be connected to two permanent scoring huts on the lakeside, which will be a great convenience during racing. The new house has a boarded floor, and the space now availableis over 2,100 sq. ft. A store room has yet to be finished. All hands have been hard at work, and the whole job has been completed by members, the cost of materials alone reaching well over £100. The club has been very fortunate in having amongst its members craftsmen of almost every trade, who have given freely of their skill. The first race of importance took place on April 10 for the ** Beesley Cup ’’ A-class. Two new boats put in an appearance for the first time, ** White Heather VII,”’ 46.7in. L.W.L., 44 lb. 6 0z. Displacement, 1,857 S.A., and *‘ Heather Bell,’’ 50 L.W.L., 46.5 lb. Displacement, 1,767 S.A. Both boats have extremely short quarter beam measurement. The result of the race was: * Vanity “(EG Was), 24 points; *‘ Heather Bel” (J. Alexander), lst Division.—** Faro “’ (J. Edwards, Birkenhead), 29; ** Rhythm ”’ (J. Langstone, sailed by W. Alexan- 23; ** Capri’’ (R. G. Pearson), 22. Stanley Park), 25; ‘* Freda’? (W. B. Waddington, Bradford), 19; ** Waveney *’ (J. P. Clapham), 18 ** Maid of Hearts’? (D. S. Wragg, Sheffield), 9; ‘Renée ’’ (E. Turner, Bradford), 9; ‘* Nancy ’’ (A. ception of‘* Heather Bell,’’ and** White Heather VII,’’ which changed down to second. The pontoons, which many competitors disliked, have been made into a permanent bridge, so there is now no** wobble.’’ A new pump has been installed der), 28; %e L.N.”’ (J. Pemberton, sailed by W. Jones, Davis, Bradford), >. * Raven ”’ (G. Kitchen, Bradford), 25; “Isis 7” (R. Jones, Birkenhead), 21; ‘* Atalanta ”’ (F. C. Hirst, Bradford), 19; ‘** Maid of Honour “’ (W. Snowden, Sheffield), 17; ‘* Rose Bud ’’ (H. Short, Bradford), 10; ‘* Margaret ’’ (W. H. Porter), 9; ** Maid Marion “’ (J. H. Snowden, Sheffield), 4. Final Results.—‘* Raven,’’ 11; ‘‘ Rhythm,’’ 8; ** Faro,’’ 7; *‘ Iris,”’ 4. The Cup and prizes were handed to the winners by Mr. W. H. Porter. The O0.0.D. was A. Arnold, assisted by H. Atkinson and W. Roberts. Easter Monday.—** Wade,”’ 6-m. Cup. Wind con- ditions poor, quartering but variable and light. yachts competed. ‘* Glenesk ’’ (J. Catterall, Bury), North, Bradford), 14; ‘*Maid of Lorne’’ (S. S. Crossley, sailed by W. Roberts), 13; ‘* Pennine ’’ (S. Brayshaw, sailed by S. Roo, Bradford), 10 ** Fredith ’’ obtained third place after resail with ** Kathleen.”’ The O.0.D. was Harry Atkinson, assisted by Mrs. Geo. Snow, the Cup and prizes being handed to the by Commodore Frank Hirst. J. P. CLAPHAM. FLEETWOOD M.Y. & moderate to fresh from W.S.W. to N.W., and top suits were carried almost all the time, with the ex- for the model yacht lake, capable of 2,000 gallons a minute, and can be used at any state of the tide, so the shortage of water has been eliminated. Mt PRELIMINARY NOTICE. Ryde Model Yacht Club British Headquarters Marblehead Class 10 37; ‘* Red Admiral ’’ (Mrs. Geo. Snow, Bradford), 33; ** Fredith ’’ (F. W. Le Flufy, Bradford), 27 ** Kathleen *’’ (A. Arnold, Bradford), 27; ‘‘Blue Bird’’ (G. Kitchen, Bradford), 24; *‘ Plover ’’ (F. C. Hirst, ° Bradford), 23; ** Greta ’’ (B. E. Garbutt, sailed by J. P. Clapham, Bradford), 17; ‘* Challenge ’’ (E. winners The wind was P.B.C. The Fleetwood Club have been busy and visitors who have not been since last year will have a surprise, as a new club-house has been added to their old premises. This is a very fine building, 46ft. long by 24ft. wide, with a fine Committee room, and along the front, partly facing the lake, a veranda stretches the full length of the boat-house. Better provision has been made for the measuring of boats and the whole place has been rewired with Open National Marblehead Championship FOR The Coronation Town Cup Challenge Cup presented by The Borough of Ryde ON AUGUST 26th, 1937 AT RYDE, ISLE OF WIGHT ENTRIES CLOSE AUGUST 10th All information please apply : A. KERRIDGE, Hon. Gen. Sec., 56, PARK ROAD, RYDE, I.W. MARINE BLACKBURN AND DISTRICT M.Y. & P.B.C. The Club enjoyed their first inter-club match of the season on April 10, when they had as visitors the Bury Club. Sailing conditions were ideal, and a splendid afternoon’s sport with 36in. Restricted class boats resulted in a win for Blackburn. Individual scores were as follows :— Blackburn.—Messrs. E. Haworth, 26; Crossley, 24; Scholes, 15; Duxbury, 14; Whitehead, 14; Lister, 13. Total, 106. Bury.—Messrs. Farrer, 18; Hopper, 14; Hoyle, 12; Shepherd, 11; Latham, 10; Francis, 9. Total, 74. JOHN LISTER. LONDON MODEL YACHT LEAGUE The opening event for 1937 was the first round for the ‘* Stanton’’ Cup, at Highgate, on March 20. Two boats, 10-raters, from each of the clubs forming the League took part. Conditions were far from ideal. The water was very low and the wind South-West, light, fluky, and towards the end of the afternoon died away altogether. By authority given at the last Annual General Meeting the O.0.D. wisely decided to sail single boards, and this enabled him to get through before the wind dropped, although it left a few resails undecided. The points for these were divided. The individual and club scores were as follows: Highgate M.Y.C.—J. Edmonds, 12, — Whitehead, 6 =18; M.Y.S.A.—H. Wake, 9, R. J. Harris, 8=17; Clapham M.Y.C.—T. H. Robertson, 7, — Hatfield, 10=17; South-Western M.Y.C.—A. Luker, 8, J. Rudenburg, 7=15; Forest Gate M.Y.C.—H. G. Howard, 12, J. E. Cooper, 1=13. Our next meeting is at Clapham for the second round, on May 1. A. J. FORD. MODELS MODEL AT YACHTING ASSOCIATION THE 36in. RESTRICTED CLASS HE attention of all users of this class of model T is drawn to the fact that all models of the class must now be measured according to the method given in the 1936 Sailing Rules, page 27. As there would appear to be considerable doubt as to how the depth measurement is to be taken, the following method has been evolved and tested. The model is floated in a tank with its largest suit of sails bent and the spinnaker, in position, stopped ta the foreside of the mast. A spirit level is then placed on the centre fore-and-aft line of the deck, and adjusted until the bubble of the level is central. The boat is then removed from the tank and propped up on a level surface and adjusted until the bubble of the level is central (the level, of course, remaining in position on the deckin the position it originally occupied), when the distance from the board on which the keel is resting to the highest ee on the deck line, is the depth required by the rule In the case of a boat having a normal sheer the highest point will be found at the stem, but in the case of a reversed sheer or straight gunwale line the highest point of the deck line will be found to be on the central fore-and-aft line of the deck, and not at the gunwale line. The Beam is the greatest Beam wherever found. Attention is also directed to the fact that the dimensions given must not be exceeded, and that, therefore, in order to be within the limits of the class, the dimensions and weight should be slightly less than the stated limits. The 35.9in. is within the length limit, and 11 lb. 15 oz. within the weight limit. W. J. E. PIKE, Hon. Secretary. }i HASTINGS AND ST. LEONARDS M.Y.C. On Easter Monday the race for the ** Brignall Bank Holiday Cup,’’ for the 36in. Restricted class, was held on Ecclesbourne Reservoir, and resulted: Ist, ‘‘ Seamew ’’ (W. J. Balcombe); 2nd, ** Violet ’’ ({G. Adams); 3rd, ** Psyche ’’ (A. Haste). The first Championship Points race was sailed on April 4, and drew an entry of 12 yachts. Owing to the wind dropping, the final was not sailed, but the points were taken as they stood: ** Leda’’ (W. G. Greenhalf), 4; ‘‘ Seamew ’’ (W. J. Balcombe), 4 ** Psyche ”’ (A. Haste), 3; ** Violet ’’ (G. Adams), 3; ** Tamarisk ’’ (H. P. Veness), 3. On April 11 two races were held, the first for the ** Marblehead Monthly ’’ Cup, presented by Miss Pamela Adie, which was won by B. Thompson, Snr., and the second for Championship Points. The latter resulted: ** May *’ (W. G. Greenhalf), 4; ‘‘Nobby”’ (A. Haste), 4, and ‘* Curlew *’ (W. J. Balcombe), 4. Eight boats competed, and two more of the class are nearing completion. In my notes last month I mentioned a proposed ** International Marblehead ‘’ Trophy. This should have read ‘‘ British International Marblehead ”’ Trophy, as I understand there is already an American one. The powerboat section is also going strong. We now have the use of the boating lake in Alexandra Park every Thursday evening, and attract quite a crowd of interested. spectators as well as those directly H. P. V. MODEL YACHTING ASSOCIATION’S ANNUAL GENERAL MEETING. Dear Sir,—As a proxy-holder at the last Annual General Meeting, I read the letter from ** Provincial ’’ with interest. I would, however, point out that for financial and other reasons it is quite impossible for many affiliated clubs to be individually represented at Annual General Meetings in London. It must be apparent that if, through enforced absence, these clubs are to be debarred from voting ** Provincial’s ’’ suggestion would not ensure a true majority of opinion in the Association. Yours faithfully, VICTOR F. WADE, Commodore, Fleetwood M.Y. & P.B.C. [We read our correspondent ‘‘Provincial’s’’ letter not as a protest against the proxy system, but as a complaint against multiple proxies being vested in one person.—EpiTor, M.M.] TO CLUB OFFICIALS The attention of Club Officials is drawn to the advantages of advertising Open Club Regattas, as not only does this give advance publicity, but also enables us to give more space to reports of such events after they have occurred. 48 MARINE MODELS Our Seth Pg W ous all Scottish secretaries please favour us with a copy of their programme for the season? With freedom from official duties it is Our intention to endeavour to visit as many Club events as possible in the interest of publicity. Address: A. McDougall, 67, Muiryfauld Drive, Glasgow, E.1. Also, if reports and/or results are “phoned on Saturday evenings, any time after nine o’clock, we will do our best to get them into the local Press. ’Phone number is 178 Bridgeton. Make a note of it! The racing season here is well under way, and we believe all the clubs are now operating. The West of Scotland Club opened out with an “A” Class regatta on March 27, which included entries from Greenock and Paisley, seven in all. Others expected were apparently deterred by false reports to the effect that there would be a want of water, based on the fact that the pond had been emptied for cleaning and bank repairs. Wind conditions were light and tricky. ‘‘ Irex ’’ (A. W. K. Rodrick; Skipper, N. Rodrick) and ** Edithe ”’ (P. J. McGregor) returned equal cards of 10 points, and the final board went in favour of** Irex.’’ ‘*Annie,”’ (D. Leggatt), ‘* Vanda ’’ (J. Watt) and ‘‘ Isa ’’ (D. Thomson Wilson) each returned 8 points, and **Lady Jean ’’ (M. Thomson) scored 6. Quite a close result! On April 3 the same Club open regatta for 6-m. brought out 16 starters. A variable Easterly wind again made the course tricky to negotiate and enhanced the sporting interest. After four full heats the card exhibited a difference of only six points between the leaders and the lowest placed competitor, which is rather remarkable. ** Violet ‘’ (A. W. K. Rodrick, West) and ‘* Maya ”’ (Jas. Winder, Victoria) tied for first place and the final favoured ** Violet.”’ The fifty-eighth season of the Greenock Club was inaugurated on April 10 with traditional ceremony. Dean of Guild Carmichael broke out the Burgee as deputy for the Provost, who was _ unavoidably absent, and in a brief address commented upon the beneficial nature of the sport. Incidentally, he refused to divulge how many years had elapsed since he was himself sailing his little boat with his boy companions. Strange how this reticence afflicts us all about a certain stage of life. Is it because model yachting keeps us so young in appearance that we hesitate to break the spellP Ahem! To return to our ** lawful occasions ’’ (for any sake, don’t drop the *‘ L,’’ Mr. Printer). The famous old, really old, 168 years, model ** Royal Sovereign,’’ prized mascot of the Club, was launched, and, as she heeled to the breeze and gathered way, a feu de joie of crackers from her decks echoed the cheers to which she started her voyage, trim, stately, and efficient as ever. The 12-m. race, which followed, was won by “* Kelpie,”’ with 20 points; ** Allison,’’ 19, second, and “ Stella,’’ 15, third. The Club expects to have several of its representatives travel- f ling around the open regattas this season, particularly in the 6-m. class, which is making progress in Greenock. We are sure this ‘* Daddy “’ of all clubs will find a welcome wherever they go. The Scottish ‘*A’’ Class Club visited Greenock on March 20, but a series of mishaps caused the withdrawal of five of the competitors and somewhat marred what otherwise promised to be an interesting event. On the actual sailing accomplished, Greenock scored 28 points, against 24 by the visitors. On March 27 Saltcoats provided the opposition and venue, and the final scores were: ‘‘A’’ Class, 58, and Saltcoats, 38 points. Mr. Harry Miller’s new model, ** Flo,’’ did very well for Saltcoats, but the rest of the home team appeared to be experiencing one of those inexplicable *‘ off ’’ days that occur in the best regulated fleets—being feminine, and consequently capricious. This is written with some trepidation. Keep it confidential. On April 10 the pilgrims returned to their own home waters at Lochend, Coatbridge, to open their season proper there. Six competitors were forward, and after two hours’ sailing,‘* Norna”’ (J. Miller) proved the winning model, with ** Scotian ’’ (I. McPherson) as runner-up. ‘* Norna’’ was well handled by her new owner, who is to be congratulated upon his success, as this was the first race in which‘* Norna ”’ has competed since she came into his possession, The Elder Park Club initiated its season on April 3 with a race for the 12-m. class. for prizes provided by John Stephen, Esq., the well-known Glasgow shipbuilder. A most enjoyable afternoon was spent, and the Club goes forward with visions of a successful season before it. Result of race: * Spanker ’’ (W. Livingstone, Jr.), 22 points; ** Fly ”’ (D. Livingstone), 20; and *‘Jane’’ (Wm. Livingstone, Snr.), 20 points—in that order—after a final for second and third. Quite a family party, by the Ek of it. On April 10 we did have a busy day, visiting three different clubs, all celebrating their opening day. At Alexandra Park the Dennistoun Club operated with 12-m., and with a steady medium breeze the conditions provided good sport. Full points possible totalled 25, and eventually‘* Nardana’’ (D. Deans), with 21, took first prize. ** Osprey “’ (J. McKenzie) and ‘* Kitty ’’ (J. Gray), each with 19, fought the issue for second and third places, ‘‘ Osprey ’’ gaining the honour. At Elder Park the Fairfield Club had a fleet of 13 sixmetres in evidence, quite an imposing display for this new Club, now entering upon its third season. Some good racing ensued, and finally‘* Ace’’ (W. McVey) and *‘ Whitewings “’ (R. Coulston) returned equal cards of 18, and the final went to ** Ace.”’ ‘Jean ’’ (M. McArthur), 16, occupied third place. The Club has recently been presented with a handsome solid silver cup for annual competition, with a medal for the winner each season, and the donor has arranged to replace the trophy in the event of MARINE it being won outright eventually. This Club sails 6-m. class only, and bids fair to make a name for itself with it. The Victoria Club was occupied with ** twelves,’’ and equally favoured interesting sport. The famous old stager, ** Rose ’’ (P. Naughton), would not be denied, and ran into first place. Three other competitors tied for the second prize and the tripartite final resulted in “* Jinny ”’ (J. McComb) fetching the flags ahead. A new ‘‘A”’ Class from the board of Mr. P. J. McGregor, for Mr. G. W. Munro, of the West of Scotland Club, was well and truly launched with time-honoured Victoria race. MODELS 49 it may be of much assistance in this respect by enabling a larger personal attendance in the district meetings. Here again is a point that occurs: If there are regional committees, and a recommendation goes forward from them, the majority decision only should be acted upon and no proxy votes allowed on the subject from individuals or clubs affiliated to the particular regional committee. Think it over. We are going to dream about it; it is 2.30 a.m.; that is, if we can successfully slink to repose without disturbing our Managing Owner. * ScoTicus.”’ ceremonial at Whiteinch, after the The about-3-years-old grandson of the owner, who is also the builder, Master Ronald Wiseman (how early he justifies his name!) set her in motion, and the *‘ Gem ’’ came to her natural habitat with graceful ease. A medium craft, with no exaggerated features and with pleasing lines, she impressed us as a notable addition to the *‘A’”’ Class fleet and likely to give a good account of herself in active service. In her runs with Mr. Rodrick’s *‘ Irex “’ as trial opponent, she had the best of the boards. The Port Bannatyne Club have some unusual events in prospect. A special** Coronation ’’ race is to be run on May 12 for prizes presented by the Commodore, Councillor K. McKay. This race is to start at Port Bannatyne and the finishing line is to be at Rothesay, a course of about three miles, we should think (this is an estimate, it may be more), A ROYAL CHRISTENING PRESENT on the open water of the Firth of Clyde, and, given reasonable conditions, it will be a unique event, the more so as presumably the class involved will be the 6-m. Invitations are to be issued to an open regatta for the ‘* sixes’’ on September 25, and we hope this will be specially noted by all the Glasgow district clubs, as well as our friends at Greenock, Port Glasgow, Gourock, Saltcoats and Dumbarton. We are sure everyone present will have an enjoyable experience. Sir William Burton, President of the Y.R.A., is presenting a challenge cup to the Port Bannatyne Club, and this interest in models by such an eminent prototype authority is much appreciated. The letter regarding ‘* Proxies,’’ in our last issue, calls attention to a very difficult question, and one that has been commented upon in Scotland on several occasions, and is, we believe, to be the subject of a resolution at the first competent meeting of the Association. For our part, we do not think it would be fair to constituent members of any assoor for any ciation, unable, by reason of distance, other reasons, to send personal delegates to the main body, to disfranchise them by eliminating proxies entirely. Our own opinion, therefore, is that in some necessary evil. form proxies are, may we Say, a We suggest, however, that proxies : — should only operate (A) With direct instructions from the grantor appertaining to matters appearing on the agenda given with the notice of meeting, and to no other matter arising; and (B) They should all be sent to the Chairman of such meeting for use as instructed. This is only a cursory suggestion and could be elaborated if found necessary, although the briefer and clearer cut the better. It would prevent any possible abuse of proxy votes. Possibly, if the new regional committees suggested are eventually formed, Photo: Everett, Oslo. The above photograph shows a model yacht, pre- sented to the Norwegian Prince Harald, as a christening gift by Mr. Eugen Lunde, President of the Norsk Modelseilforening. She belongs to the Scandinavian 0.80-m. class, and was designed and built specially by Mr. Sam O. Berge. She is beautifully built. Model yachtsmen are keen and numerous in Norway, but there are no sailing lakes as yet. It is hoped that their efforts to induce the authorities to build a lake will be rewarded soon. 50 MARINE MODELS AMERICAN NEWS By C. O. BROOK (Hon. Secretary, Eastern Division of M.Y.R.A.A.) We Maties, the little ** birds of news ”’ are certainly flipping their wings now—the Spring Meeting of the Eastern Division of the M.Y.R.A.A. is now history. It leaks out where that well-known ‘‘ Marblehead Perpetual ’’ Cup came from—it was a gift of Roy Clough (Honorary President of the Eastern Division), Carrol W. Sweet, and Freddy Woods—that’s keeping a secret a long time—and those Marbleheaders are like a hive of bees. Roy informs me that they have contacted* successfully the well-known Mr. Chandler Hovey, Commodore of the Eastern Yacht Club, and better known, perhaps, as the owner of that beautiful J-class sloop‘* Weetamoe.’’ Mr. Hovey willl donate a rather unusual trophy to the Marblehead M.Y.C.—the gift will be donated not as a prize for racing, but, as their tentative draft shows, to the individual club member who designs, builds and sails the best boatin 1937—the boat need not be a winner—it is for the Judges to decide which boat (my impression of the Deed) is built more nearly to the designs laid down—which design is most fully completed on paper—the only thing needed beyond that is that the boat will sail on her designed waterline and not sink or lay on her beam ends when there is no breeze—that’s tellin’ them they have to design their boat. This trophy will run along for several years; at the end of that time those who have won it will sail the boats they have designed and built, and the boat that wins that series of races will take permanent possession of the Cup. Well, well, they must build to plans— and they must build a good boat—that’s somethin’ to think of. It was a great sight to see 40 keen and eager model yachtsmen gathered in a soundproof room on March 7—only three clubs from the Division were absent —and were the Club Representatives on their toes? ——well, I hope to catch a whale. Mr. Chas. Heisler, President of the Eastern Division, certainly had a nice business line-up—I have tried in vain te think what he missed. The new Constitution was read, and, apparently, there were no dissenting reactions; it is a great little document. Mr. K. Baumgarten conte the vote of thanks that was tendered to im. One good feature that came up was the suggestion that the winner of the finals in the Challenger Races have his model remeasured after the last race of that event, to be sure that the several days of racing have not increased his rating, so that he may take the necessary steps to remedy that condition, if it exists, before going abroad. And the new Calendar Dates were accepted without change, and those dates will remain fixed for future years as far as Divisional Races are concerned. We hope the National body will do likewise. Marblehead asked for, and received, the dates of June 19-20 for a bang-up regatta—a get-together and free-for-all—that should be a great time for any who go for the sole purpose of meeting a lot of fine people and having two rollicking days of fun. And the Long Island M.Y.C. were given the dates of September 18-19 for a similar event. They have a swell little pond, and they know how to care for their guests and, too, the surroundings are typical of the real thing—Long Island is a land and haven for boats. Methinks there are more boats on Long Island than there are. people. There was a lot of real pleasure listening to the offers made by clubs to entertain the foreign guests in October—the Boston M.Y.C. is exceptionally generous. The Detroit (Michigan) Clubs have underwritten the expenses of a free trip to, and entertainment at, Detroit for the visitors. You folks from Europe and Canada will certainly be the envy of your fellow club members—and the ‘‘flyin the ointment ”’ is that we will pit our U.S. champion against the visitors, with the runners-up to the extent of the number of visitors any one country sends—so you will have to sail for our silverware—but you will enjoy it; and here’s one who hopes some of you take it away—and that’s not treason. We saw the plans for the South Jersey M.Y.C. club-house—it looks like the‘* King’s mansion ”’ to me—a truly beautiful example of English architecture—big enough to house several hundred models and their owners—it will be completed this year. Frank E. Snow, of that same club, designed a flag for the M.Y.R.A.A., and had this writer ask the War Department if we might use it. It is a part of Old Glory worked into a very attractive pennant. Those chaps are certainly working overtime for the sport. And one of their members, in fact their only lady skipper, was asked to act as mate at the Challenger Trials—and get this for loyalty to a club—dquote, ‘** I’d be glad to, and appreciate your consideration, but I must decline because one of our members will be your competitor, and I would feel disloyal to my club if I were instrumental in defeating him,’’—unquote, that was that diminutive little gentleman, Mrs. Wm. Harris. I hear that new clubs are springing up in many parts of the country, and that the Detroit (Mich.) clubs have ** adopted *’ the Toronto (Canada) clubs —there’s real sportsmanship. We Americans might possibly adopt the foreign contingent when they come over here—we are like a chickless hen—always eager to mother something or somebody. Philadelphia will have a double week-end event for the 50’s and the A-class on their League Island pool. The A-class have it for October 17, and the 50’s for October 24—they have a fine pond for either class, and a fine crowd of members and friends. I was looking over a beautiful model made by Jim Fulton, of the Long Island M.Y.C., and therein lies a story of predetermined views—Mr. Heisler asked the manager of the Taft Hotel in New York City if they would object to a model yacht being displayed in the hotel lobby. We knew he was not keen for it, but diplomacy caused him to grant that permission. Jim brought his 50-800 over, set it up on a black marble table opposite the hotel entrance. We were in session at the meeting less than 15 minutes when this same manager called on the ‘phone and asked President Heisler if he could put several more models on display in the lobby, as there was so much interest by the hotel guests that they practically demanded more of them. Well, Jim had a MARINE sweet-looking craft there—planked in mahogany— lines as pretty as an Adonis or a Venus. I envy him his skill, or should I say, ‘‘ I wish I were as good as Jim *’? And such is reaction—I sometimes ‘‘ blush ’ my lack of skill in writing—when someone laughed while perusing the lines, I thought he laughed * me—and one kind reader sends word that ‘* he bitces the spicy words of the humorous bard of prose of our fraternity ‘’—nice work, Councillor—so I’ll have to tell you that the Baltimore Club has a wonderful Commodore—I have met him—had a nice chat—and now I have to say he’s a swell chap and the best Commodore I ever met—Yes, sir, they had an election at that club—Horace T. Smith (that’s a nice MODELS models (and wading), the other for model yacht racing—that’s good news—too bad more front doors cannot be opened onto a beautiful model yacht basin. In squinting over the pages of a well-known yacht magazine for March, there is a brief about a model yacht figuring in a divorce case—that’s easy to understand—the thoughtless male wanted to do all the building and sailing alone—and the fair missis was so angered at being deprived of the privilege of doing likewise that she brought a suit on the grounds of‘* cruel and inhuman treatment ’’—let that be a lesson to some of these skippers who think thisis just a man’s sport—a word to the wise should suffice until next issue. name, too), Commodore; Wm. E. Bacon, Vice-Com- TO CANADIAN MODEL YACHT modore; Carl M. Dinkelman, Treasurer; Chas. E. Bacon (lots of bacon in that club, too), Secretary; Oscar B. Perkins, Measurer. Thanks, Horace, for your compliment—it is such things that add sugar to cake. Just over to see Doc. (H. V. D.) Allen’s new A-class. Her general dimensions are: L.O.A. 78in., L.W.L.. 49.5in., L.W. a Beam 14in., Displacement, 48 lb., S.A. 1, 800 sq. Note the extremely neat method usedin seine pre in the glued joints. The boat is built by a method I adopted several years ago, being carved on the buttock lines instead of the waterlines. This gives one reasonable assurance that both sides are alike, as first one set of buttocks is sawn out and trimmed, then the opposite side is sawn from them. Each succeeding buttock is carefully marked and the stations, and before the centre buttocks are glued together (since we start with the extreme outside buttocks), the holes for the bolts are carved in with a knife so that the drill must follow a true line through the centre of the hull. Then, too, there is little or no cross-grain carving to do. Note also the method Doc. has used in making braces for the keel-bolts as well as the support for the mast. The handle for the top of the keel-bolts is similarly carved for lightness. The finished hull, exclusive of deck, and minus the pattern for the lead keel, weighed less tahn 8lb., with the space between the buttocks carved to }in., and the joints left at jin. to gin., according to their location. The boat carries 37 Ib. lead, though this will be reduced to 36 lb. In recent trials she showed a nice turn of speed, and when she is properly balanced will, doubtless, make a good showing against the best. boat is far from completed, but will As yet the remain un- 51 CLUBS W E are asked to convey an invitation to Canadian model yacht clubs to enter the Aaron Deroy Trophy Race for the A-class at Detroit, on August 15. The race is being held under the auspices of the Greater Detroit Model Yachting Association, which has offered to take care of all Customs matters for Canadian entrants. Canadian clubs are invited to get into touch with Commodeg A. Miller, 3431, Parker Avenue, Detroit, Mic LOAD WATER LINE MARKS, AND SAIL LIMIT MARKS ON DECK AND SPARS Sir,—At the last meeting of the Scottish M.Y. Association, a motion by the Fairfield Club, that winning boats at Championships be measured after the race, was turned down. The purpose for which this motion was made could be attained if the officials of the Scottish Association would enforce one of the measurement rules, which up till now they have completely ignored. I refer to the placing of the regulation marks at the L.W.L. endings, and Sail Limit Marks on Deck and Spars. Hulls are built so big nowadays, and the sails necessary to keep them in rating are so small, that strict adherence to the rule has become urgent. It is the duty of all club measurers and officials to see that this rule is carried out. Lack of the marksis a sure ground of a successful protest, even against boats being allowed to participate in a race. The publicity which will be given this matter by the insertion of this letter in MARINE MODELS will finished until after the trials at Philadelphia for the be much appreciated by all honest sailers in Scot- Commodore Fred Pigeon, of the Boston M.Y.C., informs us that there will be two new pools built close to John Black’s front door—one for small Yours sincerely, Rost. McEWEN, 16, Grafton Street, Glasgow, C.1. Dennistoun M.Y.C. International event. land. ‘**CURLEW II” A-CLASS, built by H. V. D. ALLEN on the buttock lines, by the bread-and-butter system. (See text) 52 MARINE MODELS PROPOSED KING GEORGE V MEMORIAL PONDS ing; then thereis that charming and influential lady The Baroness Crichton de Chassiron, who entirely approves of our forward policy for the children; and also Dr. J. Bridges, LL.D., M.A., of Willesden, who is a keen supporter of the educational aspect of model yachting; and I could mention others. In conclusion, | believe the stupidity of our present methods is too absurd to tolerate; we want a more elastic outlook from model yachtsmen; we must demand more activity in this direction from the Council of the M.Y.A. Dear Sir,—I, once greatly daring, took the liberty of informing the M.Y.A. that they quite underestimated their powers; and more so, their influence. Mark my words, sir! There can be no doubt that the M.Y.A. should be represented on the National Advisory Council, and also on the Playing Fields Association. The M.Y.A. Council should approach these bodies for the purpose of having a liaison member appointed on each of these bodies at an early date. I am very glad to see that Mr. F. Stewart has tackled this subject, and that the Commodore of the Nottingham M.Y.C. (Mr. McColl) has his eyes open to the urgency of the matter. I have myself done quite a lot of this spade-work G. COLMAN GREEN, M.R.S.T. during recent years, partly on my own responsibility, and with the tentative knowledge and approval of the M.Y.A., whose covering permit | have the honour to hold in respect of certain of these activities. Recently I have had correspondence with the Corporations of Barking, Hornchurch, Southend, Wanstead and elsewhere, relating to new pond sites; not to mention communications of similar import to the late King George V, the late Lord Jellicoe, Sir Percy Vincent and his successor as Lord Mayor of London, the National Playing Fields Association, and the L.C.C. Parks Committee, but I am convinced that the Council of the M.Y.A. is far too passive about *‘ New Ponds,’’ and should send a deputation to both Mr. Baldwin and the present Lord Mayor, who, I believe, are both Trustees. Four large ponds at least should be included in the Council’s proposals for the future, and these should be built by the unemployed, of whom there are, unfortunately, plenty in every locality. We have had convincing evidence of late that one of these should bein the middle Thames Valley, where it would help to pocket the flood waters, which, as inundations, do injury to fertile lands. Another should be at or near Ely, to fit in with Dr. J. F. Schoenfeld’s drainage proposals. Here they could make a dozen ponds, which might be half a mile long by, say, 100 yards across. At present there is enough: floodwater on Wanstead Flats to fill two very decent-sized sailing ponds, and then enough spillover for two quite useful paddling ponds for the multitudes of East End chil- dren who, in hot summer months, go to the rather shocking cow ponds which now exist. In North-West London, somewhere in the neighbourhood of Park Royal, or a little beyond, a large cement pond is greatly to be desired, of a size commensurate with our modern requirements (1,000ft. long by 200ft. wide). But, of course, these are mere suggestions to work upon. We want the best ponds for the hordes of children ** just let loose from school,’” and we want them clean; nor am I alone in this. I happen to know a goodly number of ‘* highly placed ’’ and influential people who believe in providing these, or similar, improvements for the younger generation, and need only mention a few. There is that great educationist, Beresford Ingram, Esq., who recently broadcast his views on * educational facilities for the future “’; the Right Hon. George Lansbury, too, is with us, and has expressed himself very clearly in a public speech as to the value of model yacht- Editorial and Publishing Offices : 52, FETTER LANE, LONDON, E.C.4. Telephone: Central 9914. 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Ye Rick Pond, Surbiton. “* STREAMLINIA.’’ The popularity of our 100 ft. to the inch sets of gy Boia pee Shahi la ine ae aes ; parts for building the ‘‘QUEEN MARY”’ and ‘““NORMANDIE”’ at 12/6, has encouraged us to May 15th and 17th, at 2.30 p.m. and II a.m. introduce three fine sailing ships to the series, the Eastbourne “A’’ Class Cup. “CUTTY SARK,’’ the ‘‘GREAT BRITAIN ”’ and the ‘‘ GREAT EASTERN,” at 50 ft. to the inch, all Eastbourne. ; at 12/6 each. Every one of these sets has scale | i drawing and instructions, and parts include shaped . | Hull, Masts, Funnels, Sails, Deck Fittings, Tools and b Rae Sie 12s, i pat May 15th, 3 p.m., 16th, 2 p.m. & 17th, 10.30 Gate Paint. Wonderful value in scale waterline models. National 10-R. Championship. Send fora set to-day 13 /- each post free. Our models for the spring include ‘‘STREAMLINIA,”’’ the fast motor boat capable of 7 knots (illustrated), 9 gns., and ‘‘IOLANTHE Il,’’ cabin motor boat, 2 gns. | boat per Club. —— Entry fee, 10s. 14 days prior to Regatta. See Special Advertisement in April issue. INTERESTING NEWS FOR SHIP MODEL ENTHUSIASTS! ; All entries for these events should be sent to :— Our new season’s Handbook and Catalogue is now ready. SEND FOR IT NOW! Ask for S.5. 6d. post free. Se ‘NORTHAMPTON Firrescer: 266 Corporation J. = | IBASSETT-LOWKE LTD.|_ Ww. Mr. O. Steinberger, Jr., Hon. Sec., M.Y.A. DANIELS Founder of The International “‘.4*’ Class. Promoter of The International (Y.M. Cup) Race. Scale Model Racing Yacht Specialist DESIGNER | AND BUILDER OF COMPLETE MODELS. INTERNATIONAL DESIGNS. 49, EVELYN CLOSE – ‘Phone: WINNERS. SAILS A SPECIALITY. WHITTON – MIDDLESEX Popesgrove 1647. A Waterproof Glue MODEL SAILING CRAFT Also Heat and Acid Proof. By W.J. DANIELS and H. B. TUCKER. No more sewing joints. 4 NINE A permanent and Profusely Illustrated with 7 Complete Designs, Solid Waterproof Craft. 163 Diagrams and numerous Photographs. Breaking strain in wooden joints, moist and normal, over 1,100 Ibs. per sq. inch. Price 25/-, postage 9d. Peper ee, RUNDE One The Best Textbook for Model Yachtsmen. Tin * containing 2 oz. 8d., or } Ib. 2/I, post free, from Anglo-American Pharmaceutical Co., Ltd., GALEN WORKS, DINGWALL ROAD, CROYDON. | Phone: Croydon 3118. Trade Enquiries Invited. i ! ORDER YOUR COPY FROM: 3 Sale Marine Models Publications, Ltd., 52, Fetter Lane, London, E.C.4 When replying to Advertisers. please mention MARINE MODELS. MARINE ii MODELS BLUE PRINTS OF BLUE PRINTS FOR DESIGNS SHIP MODELLERS MODEL YACHTS A-CLASS. « Chloris ”* (New M.M. Design). size Body Plan, 15/-. Half-size with full- are If-size. ** Courtesy,”’* A. ea 12/6 ae ea ‘*« Elusive,”+ Herbert Almond. 6-METRES. “ Lavinia,’’* (New M.M. Design). full-size Reg. W. Lance. Body Plan, 15/-. 10-RATER. Half-size with full-size “ Beroe ’’* H. B. Tucker. ‘ Evadne ”* H. B. Tucker. “ Leonora,’”* W. J. Daniels. ** Stella ’’* (Sharpie) Indiaman, drawn by G. W. Munro. Hull lines and general details (fin. scale). Rigging and Sail plan (¢in. scale). The two sheets, 17/6 post free. Four Masted Barque “ Buteshire ” (1888), drawn by G. W. Munro. Profile, lines and deck plan, 7s. 6d. Rigging and Sail plan, 7/6. The two sheets, 12/6 post free. Body Plan, 15/.. Full-size, 21/-. W. J. Daniels. 36in. RESTRICTED Eudora ”* East Cunard S.S. “ Britannia’? (1840), drawn by H. B. Tucker. Hull lines, general details and Rigging plan (4in. scale). Two sheets 10/6 post free. Half-size with ** Debutante,”* A. W. Litjo, ** Joyce,”t Mounts Bay (Penzance) Lugger. Plans of typica} boat, taken from authentic Builder’s Half-Model. Scale lin. = 1ft., 6/6 post free. Full-size, 15/-. ALL DESIGNS POST FREE. CLASS. H. B. Tucker. “ Babette I,”} W. J. Daniels. |Full-size, 10/6. “ Babette II,”* W. J. Daniels. ) 30in. RESTRICTED CLASS. “Jenny Wren,”* A. W. Littlejohn. 24in. Full-size, 8/6. L.O.A. “ Tomtit,”+ A. W. Littlejohn. Full-size, 5/6. Binding Cases. Vols. I, II or III] complete with Title Page and Index. Binding Cases Vols. IV, MARBLEHEAD 50—800. * Pocahontas,”* WW. J. Daniels. Full-size, 20/-. “Tris,’’* H. B. Tucker. Full-size, 12/6. “ Vega,”* (Sharpie), W. J. Daniels. Full-size, 15/-. V, VI, VII, VIII and IX. WORKING MODEL STEAMERS, Etc. “ Brunhilde,” Sea-going Diesel Yacht, 40 in. long, Fullsize plans, 8/6. “Maid of Rutland,” Cross-Channel mette long, Full-size plans, 6/6. Steamer, 1 “ Zingara,” Cargo Steamer, 48 in. long, Half-size plans, 6/6. * Coronet,” Paddle Excursion Steamer, 60 in. long, Half-size plans, 8/6. “* Boadicea,” Sea-going Tug, 60 in. long, Half-size plans, 8/6. 1-METRE RACING HYDROPLANE. “Flying Fish,” Hull design by Reg. W. Lance, Half-size with full-size Body Plan, 4/6. ALL DESIGNS POST FREE. Price 2/- post free. Binding, Vols. I, I, III, IV, V, V1, VI, VIII or IX (including case), 6/- post free. + Full Keel. * Fin-and-skeg. Volumes I—V were published under the title of “ The Model Yachtsman.” Bound Volumes. Vols. IV and V, 30/-; Vols. VI, VI, VHI and IX, 12/6, post free. We can occasionally supply copies of earlier Volumes. Prices on application. Back Numbers. Vol. I. Nos. 1 and 2, 1/1; Nos. 4 and 5, 2/6; No. 6, 1/7; No. 8, 3/-; No. 9, 2/6; No. 10, one only, 7/6; Nos. 11 and 12, 1/7; Vol. I, No. 1, 2/6; Nos. 2—5, 1/1; No 6, 7/6; No. 7, 1/1; Nos. 8 and 9, 1/7; Nos. 10—12, 1/1. Vol. III, No. 1. 2/6; No. 2, 7/6; No. 3, 2/6; No. 4, 5/-; Nos. 5—7, 1/7; No. 8, 2/6; No. 9, 3/-; No. 12, 7/6; Vol. IV., Nos. 1—4, 2/6; No. 5, 7/6; Nos. 6 and 7, 2/1; No. 8, 3/-; No. 9, 2/1; Nos. 10 and 11, 1/7; No. 12, 2/6. Vol. V, Nos. 1—4, 1/7; No.5,3/-; No 6, 7/6; Nos. 7—9, 1/7; No. 10. 7/6; No. 11,1/7; N.. 12, 1/1. Vol. VI, No. 1, 7d.; No. 2—2/1; Nos. 3—5, 7d; No. 6, 1/2; Nos. 7—12, 7d. Vol. VII, Nos. i—5, 7d.; No. 6, 1/7; No. 7—12, 7d.; Vol. VIII, Nos. 1—5,7d.; No. 6,1/7; No. 7—12, 7d. ; Vol. IX, Nos. 1—5, 7d.; No. 6, 1/7; Nos. 8—12, 7d. All post free. Other numbers out of print. No returns can be taken more than seven weeks from date of issue. Published by the Proprietors, MARINE MopELs Pus ications, Ltp., at 52, Fetter Lane, London, E.C.4 Printed by C. Arthur Sanders, 27, Portugal Street, London, W.C. R.M.S. “QUEEN MARY” provides an attractive Model for your sideboard Probably no other ship has ever attracted such attention or produced such keen interest as the ‘‘ Queen Mary.’’ She therefore makes a splendid subject for a model. shapely, and the detail extremely interesting. work The in hull is the sides The difficulty of paint- ing in this fine detail is overcome by the provision printed of specially paper sides. Included with the outfit are parts for making a glass showcase. Kit of parts for making similar to the ““Queen Mary,’’ packed in an attractive box. A hardwood hull with decks ready- shaped, 8 in. eae Complete outfit MAURETANIA. long, and all pieces for bridge, deck houses, funnel bases, etc., a rf “7/ a post 6d. (Ready-shaped hull can be supplied separately, price 1/6, post. 3d.) set of 46 lifeboats and two steel masts. Obtainable from any Handicrafts Stockists, or Price 5/-, post. 6d. direct from (Dept. M.M.4) : BRITANNIC. Ready-shaped hull and fittings, similar to the ‘‘Queen box. pieces Mary,’’ in an attractive Including shaped hull 7} in. long, 16 already shaped for bridge, deck houses, funnel bases, etc., a set of 28 life- boats and two steel masts. Price 4/6, post. 6d. HANDICRAFTS ANNE RD. – HANDSWORTH – B’HAM. Fe ae REE ~~ rere — Ts Ssssesi: 2 Se5z2 Sc:22ssiezt= When replying to Advertisers please mention MARINE MODELS. 27 ~ W.H. BAUER, MODEL YACHT FIT-OUT AND REPAIR SERVICE SPARS, SAILS, FITTINGS and ACCESSORIES For all Classes. To order only. DECORATIVE, WATER LINE, SHIP MODELS AND HALF MODELS BUILT AND RESTORED. Workshops: 10, CELBRIDGE MEWS, PORCHESTER RD., LONDON, W.2 | worLD CHAMPIONSHIP CENTRE FLUE BOILER LEAVES BRITAIN FOR FIRST TIME (1935) NORWAY WINS WITH Sails Three Years Old, made of Ne i ‘Be Made of copper throughout and brazed at all joints. Size 23” diam. x 53” long drum, BA | i Cc if © fT IH fitted 1}” centre flue … Price 17/6, postage 6d. Mr. Sam Berge publicly acknowledges advantages and thanks me for inventing X.L. Cloth. Size 3” diam. « 7” long drum, fitted 12” centre flue… … Price 30/-, postage 9d. 1936—Mr. Berge was 2nd using same sails now 4 years old. i nintadameal LUBRICATORS WATERPROOF : UNSHRINKABLE UNSTRETCHABLE Definitely faster and points higher. Lasts out many ordinary sails. The ideal any steam lubricator for engine up Mr. Berge finished up at Fleetwood by winning the Open Water Competition. He then proceeded to Sweden for International Races, where in four starts only, he won Four Firsts and Four Specials (two different boats, both under X.L. Sailcloth). Does he know the value of X.L. Price 5/-, postage 2d. Sailcloth, or does he not ? Other 1936 successes— U.S.A., Eastern Section Championship, also Detroit. Send for Bond’s 1937 Generai Catalogue, price 6d., it contains 200 pages of items that SAILS MADE TO ORDER will interest you. NO EXTRA CHARGE BOND’S O’EUSTON ROAD LIMITED, 254, EUSTON ROAD, LONDON, N.W.1. W. G. PERKS, CAERNARVONSHIRE <> *Phone: Euston 3780 SUCCESSES and McAndrew Cup. DURING Scottish 6 m. Championship. London League 10-R. Championship 1st & 2nd. -_ Sail Makers 1936: INTERNATIONAL “A” CLASS | U.S.A. CHAMPIONSHIPS (at Gosport) “‘Nyria’’ Cup “A”’ Class. Estd. 1887. SAILS— <> CHARLES DROWN & SON’ BRITISH to 2?” bore. Fitted complete with steam control valve for regulating the engine, to fit 4 or = pipes. Sheldon Clark Trophy “A’’ Class (3rd year in succession). Mid. West Championship 1. “A” Class. 36 in. Championship 1st, 2nd & 3rd. Our Sails were used on each of the above winning yachts. A world-wide reputation. 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