Marine Models: Volume 10, Number 3 – June 1937

SS REQ —TMm SAO ss INCORPORATING \ SSS SQQQnnnsaannness NG SS XS MSS MODEL ae : ‘ CiiLLdddhdddle RQose Mw’ AAAS MAW» ms NT YACHTSMAN Sevesipence JUNE, 1937. No. 3. Vol. X, THE \ SS » N S V MLLhdd bbe Yj Wtlititttlss SY S SS DPOAXXi55 DAA SSS NNASA we SEAMMAMMAA woe 4 Y SS 2 Sy ZZ i. : RK Oe DEXA WN OEEty : UZ S898 own SOOO YY Vi Z , Y WO cccckzqcc4c”cl oeyy tj S VjlldldlidddddldsddutipddddyyY WN ~ N a Wty S ws S Sse N S Ss Se MUM iy Lae: Yj ccc YH “i, “tip “, Yi “zsVy Cry ee “ip2 or” Sd yy V4 A iif N MMMM WyWl) Vy, N Wilde willis, SQA fo AMA AK N Al TELE srrsasi fI’p \ ~ 4 — MARINE MODELS PUBLICATIONS LTD., 52, FETTER LANE, LONDON, E.C.4 ss 66 R * L A R D 99 Yacht Varnish LLEWELLYN RYLAND, LTD. and Enamels. BIRMINGHAM. WHITE HEATHER FINEST SOFT PINE | | racing Model Yachts Specially selected for J. ALEXANDER & SONS Model Boat Building. 26, Victoria Parade, Ashton, Preston, Lancs. All thicknesses from 4” to 3”, widths up to 24” Expert Model Yacht Builders ALsO FITTINGS SPECIALISTS Prime Honduras Mahogany (30 years’ experience) “ Alexalight ’? Metal Spars Practical Sail Makers. Accessories. CHETHAM TIMBER Co. Ltd., 70, FINSBURY PAVEMENT, LONDON METROPOLITAN E.C.2 7418 Power Boat Hulls. ae Racing Model Yachts WHITE HEATHER TRADE SUPPLIED When replying to Advertisers please mention MARINE MODELS. — Wlthi-nty joe Gee ANS \\ x \ S WS SS SO ECHNICAL <3 VoL X, No. June, 1937 Published on the Seventh of each Month 3. EDITORIAL HE Model Yachting Association’s.A-class Regatta Committee has now issued its annual appeal for funds to run the regatta. which is this year being held at Fleetwood, and we trust this will meet with gemerous response. There are two funds in commection with this regatta—the Regatta Expenses Fund and the Guest Fund. The letter is to defray hotel expenses, etc., for our westtors from abroad. This year, contributors to the Regatta Expenses Fund can earmark ther donations to be used either for the Beesh A-class Championship, the Intermatsomal Race, or the Guest Fund. Last year, contributions to this fund were msufficent to meet expenses, and not only were all balances in hand from previous years expended, but there was a deficit, which the Association met from its general funds. The Geest Fund. however, still has a balance in M addition to the A-class Regatta and GQmest Pods. there is a special fund for the We Ciepeonship. and yet another special Gem & Geme raised to enable British represenGass Se be seat to the big Boston Regatta. Wit orale fer special funds in all. Legis at the matter without sentiment, wed cles 2 perely disinterested business Semper, = Goes mot seem night for our Nome! Authority to ~ send the hat round” wear after weer for the wherewithal to enable m wo 2082 ws morma! femctions The revi- sion of the Association’s constitution seems a good opportunity to alter matters in this respect and assure the national body an income adequate for its requirements, so that these regattas can be carried out without special appeals for funds. Entrants for the International races at Fleetwood comprise the United States, Germany, Belgium, Norway, Sweden and Britain.” If all these compete, it will be the greatest number of countries that have ever taken part in a single event. France is a_ notable absentee, but possibly the Paris International Exhibition has proved a counter-attraction. We are glad to see the Belgian entry, as it is some years since this country was last represented. Sweden is a welcome new-comer, and with Norway Scandinavia should prove dangerous. * * * * We have not yet received full particulars, -but we hear that all speed records for model hydroplanes have again been shattered in Australia, and this time by a fiash steamer. Further news is awaited with interest. ad * * * We have received many requests from readers to include more articles of a construc- tive nature, and are gradually taking dhe necessary steps to meet this demand, and ‘tipe this will result in an increased,demand for the Magazine. 54 MARINE DRAFTING MODELS A DESIGN By YARDSTICK (Concluded from page 5.) H AVING drawn the profile, Greatest Beam line and Master Section, the next thing to do is to calculate the approximate displacement of the vessel using the method given on page 282 of the January number of MARINE Mopets. If this is satisfactory, the design can be proceeded with, but if the displacement is too much or too little, the dimensions must be adjusted. By using the various Expressions for Comparison of Features and Dimensions, the designer can easily see what adjustments it is desirable to make. This was all explained in the article referred to. In the case of yachts particularly, allowance must be made for the additional displacement of the keel appendage. By measuring those of a few similar yachts to the one he is designing, the beginner should have no difficulty in arriving at a suitable average figure for the purpose. In a yacht design the next step is to draw a bilge diagonal. On the master section, draw a tangent on the turn of the bilge, and draw a line more or less at right angles to it to form the diagonal. Measure the distance this is out from the centreline along the diagonal itself. With this centre-point draw the diagonal in its own plane on the opposite side of the centreline to the waterline plan. To place the middle spot, measure out horizontally on the body plan, and find where this distance comes on the master section, where it appears as a straight line on the waterline plan. This gives its fore-and-aft position. Balance this line like the Greatest Beam line. In a ship or steamer design where there is a parallel middle body, the master section is the section of this parallel middle body, and the diagonals need only be taken out through the entry and delivery, as they remain the same throughout the middle body. The completion of the design is mechanical, and to help the designer he has three points on each section—the point of G.B.D., the bilge diagonal, and the point of Greatest Beam. Care must be taken to get the intersections of the various lines to coincide in all three plans. After the canoe body is drawn, the keel is drawn and blended in, and tumblehome and flare added, as required. After that the desigm, of 2 yacht, is proved and, if necessary, adyasted to balance properly as described in Marist Mopers of January and February, 1936. In a steamer the CB. cam be worked out and, if necessary, adjusted to suit the C.G. of the plant. The di is also worked out and checked for suitability. This final working out of displacement must not be confused with the trial working that is done when the master section is drawn. One of my readers has written asking me to give proportions that will produce the fastest possible yacht, and positions for greatest beam, etc. I am very sorry that I cannot oblige. If 1 knew them, I would keep them a dead secret anyhow, and sell designs of guaranteed winners, like the tipster’s envelopes and wires. Proportions depend very largely on the rule one is designing to, and what it allows one to do. The designer studies his rule, and weighs the features of it against the value of the three factors of sailing length, sail area, and displacement. He then tries to estimate how far he can go in any direction, and finally decides what will be the fastest combination he can take under the class. But even having decided the dimensions, I cannot give any rule as to the form of the boat. One has one’s own opinion, but it is merely an opinion. Because a certain boat wins, it does not prove that she is the fastest boat in the race, even in the particular weather experienced. She may have better gear, a better skipper, or, at the finish, it may have been decided by the luck of the _ toss in choice of positions at the start of the boards. Again, a boat that wins in one weather, may be hopeless in another, and so all the designer can do is to design a boat that will do as well as possible all round. If one is designing for a particular race one can try to design a boat that will be at her best in the usual average weather experienced at the place where the race is held at that time of year. In this connection one must remember that saturated air is heavier than dry air, so a wind of any given velocity has more weight in it at the seaside than inland. MARINE One of the most important things to observe in making a design is to maintain the same characteristics throughout the length of the vessel, and this applies with equal force to a yacht, ship or steamer. It is a mistake to have a V-section bow and a U-section stern, or V-ends on a U-middle body. There must be no change in character, and the strict observance of this is one of the marks of the expert, and is a matter of training the eye to observe the slightest variation in the body plan. On the sheer and waterline plans the buttocks and waterlines must be sweet, easyflowing curves, and the same applies to the diagonals. Although designing is not really a very difficult task, the beginner must be prepared to put in quite an amount of practice before he turns out a first-class design. So please do not think that your first attempt is a winner, but put it away for a week or two, and then make another and compare the difLike anything else, the technique ference. has to be acquired, and, though things will go more easily and quickly as skill is gained, the designer will never be able to dispense with quite a deal of working out and calculation, though, of course, nothing very difficult in the way of mathematics is employed. Those who are not ready to take the necessary trouble will be well advised to build to one of the many excellent designs that are available through this Magazine and elsewhere. In designing a model ship or steamer, it is advisable to get as many photographs and details of prototype ships of the correct type as possible. The writer well remembers being asked to inspect a model schooner in which an enormous amount of detail had been put, but just jumbled together anyhow. For instance, a steamer’s deckhouse was grafted on her poop. Ifa profile and deck plan of the actual prototype are available, this is a great help, and these can be used as a basis to work on. A midship section, in addition, provides most of the material required to get out a fairly accurate model, remembering that a working model is not a scale model, and that it 1s always necessary to adapt lines and dimensions to suit the smaller size of the model. Of liners, one can often get the deck plans of several decks. In adapting any model to a different size, it should be remembered that it alters the characteristics of the vessel if one alters the actual section, but one can increase beam and depth in equal proportions without MODELS 55 doing this, and this applies equally to any kind of vessel. Yacht builders x avail themselves of this fact when given an order for a slightly larger or smaller boat to one they have the moulds for. For instance, the moulds for a 28ft. yacht might well be spaced out to build a 31ft. craft. In my last series of articles I gave the methods of ascertaining the effects these alterations have on displacement. Type characteristics are what the builder of model ships and steamers must study and try to preserve, though he will have to adapt to suit the size of his vessel. For instance, a perfectly satisfactory model liner or destroyer can be built, but to do so needs careful working out so as to get sufficient displacement and stability. Now, as the question of stability has been raised, let us briefly consider what happens to a vessel under sail. If there is no wind, or if she is head to wind, the sails have no heeling power, and the righting power of her stability keeps her upright. As the wind strikes the sails she heels. In heeling, the angle of her sails to the wind alters, spilling part of the force, also by foreshortening the actual area is decreased. Until the heeling moment and righting moment are equal, the vessel will heel over more and more. All naval architecture is a matter of compromise and balancing one consideration against another. The wind is not constant in force, but at any given time its strength is the same for big and small vessels alike. The most successful designer is the one who can best balance the various factors of design. Naval architecture is, to a certain extent, reduced to an exact science, but individual experience and aptitude come into play. One meets the man who says he cannot be bothered to calculate out his model, but how often does such a one make a successful boat, and when he does, is it because he has previ- ously made a line of failures, and learnt from them? That is a costly way of setting about the business, and it is wise to learn by the mistakes of others. It has taken many thousands of years to get even as far as we have in the science of naval architecture, so the wise ones in each generation commence where their fathers have left off, instead of trying to make a fresh start from the beginning. It therefore pays to study the designs of others and try to learn from them so that our own work in turn may, if possible, be a valuable contribution to knowledge. 56 MARINE MODELS SHIPS’ ARMAMENTS By A. P. IsarpD, A.M.I.Mech.E. (Continued from page 32) ie is not within the scope of our Magazine to discuss the science of gunnery, and those readers who wish to study the subject should refer to text-books. Without going into this most interesting study deeply, a few brief general remarks will be of use to meticulous modellers, who will find the actual production of models both more interesting and easier with a rough knowledge of the subject. As we have mentioned before, the path of a projectile from the gun muzzle to its objective is called its trajectory, and if not stopped in its flight would continue on indefinitely in a straight line; but from the moment of its flight there are two forces acting upon it: (1) gravity, which tends to bring it to earth, and (2) air-resistance, which gradually checks its speed. In theory, a projectile dropped perpendicu- larly from the muzzle of an beclately hori- zontal weapon would reach the ground at exactly the same time as another fired from the muzzle horizontally, the force of gravity being the same in both cases. The line of trajectory is, therefore, an increasing curve as the speed of the projectile diminishes and the shot approaches the earth, therefore the greater the muzzle velocity the flatter will be the trajectory, with consequent greater danger to the enemy. To increase the range, the gun is elevated by means of sights, thus delaying the action of gravity. A rifle bullet having the same muzzle velocity as a heavy shell will not have so great a range because of the difference in the mass of the two projectiles, that is to say, when two bodies are proportional in all their dimensions their air-resistance varies as the square of their diameters, but their mass and, consequently, their momentum, varies as the cube of their diameters. Sladen’s approximate rule is as follows :— ————— h=4gt(T — t) where T equals total time of flight in seconds, t equals time of flight in seconds to a point where height of trajectory is h feet, and putting t to equal 4T and g equal to 32, we get the greatest height; that is, assuming the vertex to be reached at half time. To calculate the velocity and momentum of recoil, which is probably of much more interest to the modeller, the following will be of extreme use : — WV —- vu(w + Cw') where v equals the muzzle velocity of missile, W equals weight of gun and carriage, V equals velocity of recoil of gun and carriage, w equals weight of bullet, w’ equals weight of powder charge and C equals a constant deduced by experiment and taken to be 1.5, With regard to a few special ship details, the deck and beams, etc., to support the weight of a gun is between 500 and 700 times the weight of powder charge, and a spherical shot is four times the weight of the powder charge. The weight of a cast-iron sphere approximately equals the cube of its diameter multiplied by .148. In a ship whose sides are pierced with portholes for guns (gunports), the longitudinal strength thus taken away must be increased by adding sufficient to the sectional area of the skin with bracing both above and below the ports. In iron ships of war the skin above and below the tiers of gunports is doubled, and longitudinal stringers are fixed outside, the height is not much diminished, and the breadth is made only approximately two feet, and in some cases only just wide enough for the gun muzzles. The distance apart from centre to centre of gunports ranges between 10ft. to 16ft., and the lowest port sills should be at such an elevation above the load-waterline that they must not be immersed by the heeling of the ship approximately 10 to 12 degrees for a twoand three-decker respectively, and 15 to 20 degrees for a single-decker with only one tier of guns. In wooden ships without armour, the portholes or gunports are closed by either a single port-lid, opening upwards, or by a pair of port-lids, opening one upwards and the other downwards. MARINE These gunports were painted white outside, and as the painted ports more or less indicated what armament the ship carried, many comparatively lightly-armed ships had painted dummy ports to give the impression to privateers and pirates of a dangerous and wellfound ship. This practice was confined mostly to the merchant ships, but the idea of camouflage is a recognised military practice, legitimately used throughout the ages, and right up to the Great War, on both land and sea. It should also be noted that it was common practice to paint the embrazures and the underside of gunports a bright red, so that the morale of the gun-crews should not be sapped by the sight of gore during an action. This is a rather interesting point, since in these modern days no attempt whatever is made (nor is it necessary) to hide the effect of enemy fire. One feels inclined to ask, “ Is modern man of sterner stuff?” It has been said that the effect of a heavy broadside fired at close range from the old-time muzzleloaders produced a most ghastly shambles, warranted to unnerve the toughest and most steadfast crew, but it is difficult to believe that the effect of this fire was any more devastating than that of modern projectiles, and it is doubtful if anything could be worse than a modern heavy barrage fire, as many can bear witness to-day. Coming back to our model old-time muzzleloaders again, it is sincerely hoped that by this time the reader will have appreciated the extreme difficulty in giving ship modellers definite information that will cover the armament of any and every ship of the period covered by these articles. Cannon were made by many different founders, each with his own ideas, and many weapons of the same nomenclature would be hardly recognisable as the same weapon. For example: some had different tapers; some would be of different length; considerable difference in the positions of external reinforcement ribs and rings, etc.; vast differences in the positions and shapes of touchholes, and so on ad infinitum. Naval captains of warships, masters of merchantmen, all seem to have had their own views and, to a large extent, armed their vessels very much in the manner of what seemed good and to the depth of their private pockets, though this is not so apparent with merchantmen, unless privately owned. However, as time went along, these matters be- MODELS 97 came more and more properly co-ordinated. To a very great extent larger and smaller guns are much the same in their external appearance, differing, of course, in their general dimensions. Thus, an 18-pdr. may be found to be similar to, say, a 56-pdr., but, of course, a much smaller weapon. (To be continued.) CAMBRIDGE M.Y.C. The annual prize distribution and dinner was held at the Granta Hotel on May 11, and was attended by all sailing members except the Vice-Commodore, Mr. S. Rogers, and the Hon. Secretary, Mr. Tindale, who were prevented by business engagements. After the loyal toasts had been honoured, a discussion was held as to the best arrangements for getting through races for the 36in. Restricted class, for which there have been 12 entries as a rule. The Cups were presented by the President, Mr. S. Johnson, as follows: 37-50 Class, ** Cybellette ’’ Cup and Ist prize, C. Burling. 36in. Restricted Class, ‘‘ Whitworth ’’ Cup and Ist prize, F. J. Buck; 2nd, C. F. Neal; 3rd, C. W. Burling. cap Prize, C. Lait. HASTINGS & Handi- C.F. N. ST. LEONARDS M.Y.C. On April 18, 13 boats of the 36in. Restricted class raced in the morning for the ‘‘ Monthly ’’ Cup, and in the afternoon a Club Championship Points Race was held. On April 25 a lucky number mixed race was held in the forenoon, the prize going to the boat that finished in the order of the number drawn, and in the afternoon the Marblehead class held a Club Championship Points Race. On May 2 another Points race for the 36’s was held. On May 9 the club journeyed to Eastbourne to meet the local club with teams of five 36’s a side. The occasion was an inter-club race for a trophy kindly presented by Mr. Hague, of Bexhill, to be raced for annually by 36in. boats. The weather was very wet. Owing to a breakdown, the Hastings boats did not arrive until 11.35 a.m. and had no chance of a trial spin. It was also their first experience of inter-club racing and under the M.Y.A. Rules, which may account for their not doing better, but the experience was worth while, and should be of great value. Scores were: J. Evans (Eastbourne), 39; Master Ted Veness (Eastbourne), 32; R. H. Liverton (Eastbourne), 29; G. Veness (Eastbourne), 28; W. G. Greenhalf (Hastings), 25; G. Adams (Hastings), 19; B. Thompson (Hastings), 184; F. Borkett (Eastbourne), 18; H. Haste (Hastings), 13; W. J. Balcombe (Hastings), 33. FOR SALE *““A’? CLASS. “ Marine Models”’ design. ‘ Thisbe,’’ planked mahogany, detachable keel, two suits, hollow masts, excellent condition, 10 months old. Offers, Bailey, 42, Westwood Road, Sheffield, 11. 10-RATER. Bread and butter built; covered silk; Phoenix design; twosuits sails; nearly new; 2nd Eastbourne; Silver Ship; excellent condition. F. Mathews, 59, Artesian Road, Bayswater, W.2. 3-ft. RESTRICTED; two suitssails. £2 10s. Also Star Junior (Sharpie) ; 3-ft. £1 15s. Luker, 13, Heath Road, Clapham, S.W.8. 58 MARINE MODELS (Continued from page 35.) N my last article I described how the | rudder-tube was fitted in my destroyer, and also the construction of the rudder with a rudderpost made of light brass tube. I also explained that I fitted below-deck steering gear, and promised to detail how this is arranged. In my model the rudderpost does not quite extend to the deckhead (underside of the deck), and a long tiller is fitted extending forward to the after-end of the deck opening for the blowlamp. In order to take the tiller, the top of the rudderpost is plugged with a piece of brass rod. A split collar with a tightening screw at the side serves to attach the tiller to the rudderhead. This makes a positive fitting without any possibility of backlash. I could, of course, have fitted the tiller more simply by the method given in How to Build a Model Steamer. For the benefit of readers who have not a copy of this book by them, | will detail this method, but as a matter of fact it is exactly the same as model yachtsmen use to secure the quadrants of their Braine steering gears. The rudderpost is carried up above the top of the rudder tube and plugged with a piece of brass rod sweated in place. The tiller is carried on a collar made from a piece of brass tube which fits the rudderhead (top of A screw is put right through rudderpost). collar and rudderhead, and holds everything rigidly together. Now for the steering gear I use a very simple and efficient arrangement which I have found most effective in the past. The tiller consists of a piece of gramophone spring with two points at the forward end which To alter the engage in notches in a rack. setting, all one does is to lift the points and move them to the desired notches in the rack. To facilitate this, | put a little knob on the spring tiller. The rack is very simply made from a piece of 4 B.A. threaded rod, which is filed-up square on three sides, leaving the thread on the fourth side of the square to form the rack. The reason for having two points on the end of the spring tiller is to prevent any possibility of the spring twisting and stiffening things up. The settings with this gear are most precise and as the rack is fine and the tiller long, a very exact adjustment can be made. This simple, gadget plished gear is, is, of course, almost ridiculously but it is not clever to use an elaborate to do anything that can be accomsimply and easily. In fact, the simpler the less risk is there of anything going wrong. I have now started on the installation of the plant in my destroyer. For the benefit of new readers I may recall that this consists of a Sun engine (which I have somewhat modified) with a marine centre flue-type boiler. As I am giving the boat twin screws, I have made up an oilbath gearbox, and have arranged this to give me a very low shaft angle, which is called for by the type of vessel being modelled. As readers will recollect, my engine was not new when it came into my possession, and required a very considerable overhaul. Amongst other things, the engine-shaft was bent, and I turned this down until it was true, and then fitted a sleeve which, in turn, served as a bush for the flywheel, which would otherwise not have fitted the reduced shaft. The after-eend of this sleeve (or bush—call it which you like) has a hexagon-shaped recess, which forms the female part of the connection with the floating shaft that conveys the drive MARINE to the gearbox. This recessed end, by the way, is case-hardened. The floating shaft is stainless steel with identical ends, both hexagon male ends, so it could be turned end for end without making any difference. It has about | /64in. end float to obviate any end thrust on the engine-shaft. The after-end of the floating shaft fits into a hexagon muff coupling on the primary driving shaft in the gearbox. This type of coupling in conjunction with a floating shaft gives a very slight universal action. It is entirely insufficient to take up a violent angle, and is merely intended to allow for a slight flexing. Before describing the gearbox I might mention that the holding-down bolts for the engine have phosphor-bronze bushes in the hull. I refer to this, as in the past I have often deprecated the practice of installing an engine in a wooden hull with ordinary wood screws for holding-down bolts. In this respect, at all events, I have practised what I preach. « Now for the gearbox. The shell is made from a 3in. length of 14in. square brass tube with -in. walls, which I happened to have by. me. I cut a rectangular opening in the top, leaving about tin. margin all the way round. The length of the gearbox, by the way, lies thwartships. Before describing the various details, I will explain how the whole thing is arranged. There is a skew gearwheel mounted on the primary driving shaft. This skew wheel drives its fellow, which is mounted on the cross layshaft. At each end of the layshaft is a bevel gearwheel, and these in turn drive similar wheels mounted on the port and starboard shafts, respectively. It will be seen that this arrangement provides for the screws to be driven in opposite directions, and, of course, they turn outwards (i.e., the port propeller is left-hand, and turns anticlockwise when viewed from astern, while the starboard one is right-hand and turns clockwise), The primary driving shaft runs in two long, plain phosphor-bronze bearings. These are soft-soldered to the shell, and a dummy rod was used to keep them lined up during soldering. To give adjustment the after-bearing has a steel ball against the end of the shaft, which is adjusted as required with a screw and a locknut. The cross layshaft is mounted in ball bearings. The reason these were used instead of a long, plain bearing was simply that there MODELS 59 was no room without interfering with my pro- peller shafts. The ball bearings are of the simple cone-and-cup type used in a cycle bottom bracket axle. These bearings are mounted in a split housing tightened with a screw. The housings have a good base and are held to the shell by countersunk screws from the outside, and also. sweated to it. The propeller shafts are mounted in long, plain phosphor-bronze bearings, and the forward bearings have a similar arrangement, with a ball and adjusting screw, to that on the after-end of the primary shaft described above. This, of course, forms the thrust. The after-bearing is really an extension of the plug in the end of the stern tube. The stern tubes, by the way, are very ordinary and simple, being merely brass tubes with a plug sweated into each end to form a bearing. In practice it was necessary to start things at the propellers, working through to the assembly of the gearbox, etc., and for the benefit of my less advanced readers I will now give an outline of the exact procedure followed. The twin propellers are made up in the fashion I described a month or so ago, the blades being made from discs hard-soldered into slots in the boss. The propellers are screwed onto the propeller shafts with rightand left-hand threads respectively, so there is no fear of their coming adrift. As I mentioned above, the stern tubes are brass tubes with phosphor-bronze bushes. The method of making the stern tubes is to sweat the two bushes into the ends of the tubes, using either the shaft itself (or, better still, a piece of spare red) to line up during sweating. I think I had better explain how the gearbox was schemed out. Having determined its principle, I bought the necessary gearwheels, taking the nearest size commercially available. I may mention that the gears are 1 to | throughout. I then set the gears out in the positions they were to occupy, using a little plasticine to hold them temporarily. From this, I was able to see the approximate lay-out of the gearbox and the heights of the various shafts in it. This gave me the size for the shell and also the amount I required to let this into the bottom to get the primary driving shaft approximately in line with the engine shaft. The gearbox shell was then made, but the ends were not soldered on. The bottom of 60 MARINE the boat at this point is one of the bits I had renewed in the hull, and I had purposely left a little extra thickness. The gearbox is checked into the bottom, thus making a very strong fixing to take the thrust, and fitted with small external anglepieces with holdingdown screws. Holes for the shaft bearings were drilled in the after-side of the shell, making allowance for the size of the bevel gearwheels and giving them sufficient clearance from the bottom of the gearbox. The next step was to drill the holes for the stern tubes through the hull. This sounds very simple, but is by no means so easy, as the shaftline has to be correct from the Abracket to the gearbox bearing. The best way is to put a small pilot hole through first, and not having a small drill long enough, I made one out of a piece of silver steel. The hole was then enlarged until it was oversize for the stern tube throughout, thus leaving it free to take up its own alignment. The A-brackets were then made up. In the class of destroyer I am modelling, there is a sort of bearing in the A-bracket with two straps to the hull, like _the legs of the letter V. In my model, the A-brackets for the two shafts are mounted on a single brass plate let in flush with the surface of the hull and fastened to it with countersunk screws with nuts and washers inside the hull. The plate was not fastened to the hull until the lining-up was complete, but put temporarily in position. The bearings in the A-brackets were simulated by sleeves of larger brass tube slipped over the stern tubes and soldered in position. The legs were made up of strip brass, and soldered. The Abrackets having been made up in position on the hull, gave the position for the bottom end of the shaftline. At this point my shafts had been left over-length, and I put a little point on the forward ends, and, by this means, marked the forward side of the gearbox to give the positions for drilling the holes for the forward bushes for the shafts. These had been made up ready with the thrust arrangement described earlier in this article, and were ——— now soldered in their correct positions, the after-bearings being left unfixed for the time being. The gearbox was then removed from the boat for finishing. The stern tubes were taken out as one assembly, being required to make the cross layshaft. The height for the layshaft is the same as for the propeller shafts. The propeller shafts are put temporarily in position in the MODELS gearbox, and if the bevel wheels are meshed and held in position, there should be no difficulty in ascertaining the height for the cross shaft. This, of course, determines the height of the housings for the bearings in which this shaft runs. These housings might be described as a sort of pedestal with the top part forming a split housing for the ball races. The ball races screw into the housing, which is also split and pulls up with a screw. The ball race is not a sloppy fit in the housing, and the latter is not pulled up much, but just sufficient to give a little nip and thus lock the screwed race in position. The two housings were made at the same time, being temporarily sweated together. The housings were checked by looking through the ends of the gearbox. Their position just clears the propeller shafts, so as to give as wide a bearing as possible. The feet of the housings were soldered to the bottom of the box, and then drilled and tapped from the bottom for a couple of countersunk screws. The propeller shafts are isin. rustless steel, and the cross shaft and primary shaft Hin. rustless steel. In order to make the ball bearings for the ends of the cross shaft, I turned the ends down to *sin. and, as vein. balls are used, the cup parts of the races had to be vein., plus a few thou. for clearance. The cone and cup were given a good overlap to obviate the balls falling out if for any reason the cup slacked back. When the cup had been made it was run in on the lathe, holding the shaft in the back centre of the lathe. A little pressure was given to bed the balls down, and this caused a hard skin to be formed, thus obviating the necessity for hardening. This could only have been done when, as in this case, everything was of rustless steel. The rest of this description of my gearbox must be left until next month. (To be continued.) BOND’S 0’ EUSTON ROAD, LTD. | T HE name of this old-established firm of model suppliers is a household word to marine modellers. | Founded in 1887, the present year sees Messrs. Bond's jubilee. With so many years’ experience the firm should know exactly what modelmakers need, and it is significant that their ever-increasing business has grown too large for their well-known shop. They are not, however, deserting the Euston Road, and new showrooms are now in course of preparation and will shortly be opened. The new address will be announced in these pages in due course. MARINE MODELS 61 PETROL ENGINE and HYDROPLANE TOPICS By J. B. INNOCENT (Continued from page 37.) ]* my last article a word somehow got changed in the last paragraph but one, which completely altered the meaning of the sentence. The fault, I am afraid, is my own, for I do not doubt that my writing must try our Editor more than enough. The sentence which went wrong is that which reads: ‘ Actual characteristics are much influenced by the radius of the follower, and, as this increases so the cam works easier and easier.” It should have read: “... so the cam looks easier and easier.” I sincerely hope I have not misled anybody by this slip, which must have puzzled those who have had anything to do with cam designing. It so happens that this is the next point of my article, for, if you now read the paragraph correctly, you will see that it is quite possible to get a wrong impression of a lift curve if the cam is considered apart from its follower. So much is this so, that a tangential cam with a flat follower would smash any reasonable valve gear, and a harmonic cam with a follower offering a small radius, would be so easy in action as to deprive the motor of a considerable part of its breathing space, with a consequent power reduction. If you plot out your designed lift curve against the crankshaft rotation, and then make a cam embodying the whole of it, it will be necessary to use a follower with a knife-edge to maintain the characteristics, and this would be unsound as the follower could only be loaded on the one thin line, so that both it and the cam would wear unduly. Further, the angle of contact between cam and follower would be so high that a scraping action would be set up. Thus, it is essential to take something off the cam and put it on the follower. The complete action of a cam and radiused follower is very complicated, and to follow it right out is an extremely tedious process, so much so that I am satisfied if they look right and leave the drawings and calculations alone. It is practically impossible to machine or grind an ordinary type of cam with an amateur’s equipment, but the harmonic type can be made in the lathe, except for the tip radius, and, as this is the easiest part to generate, and the lightest loaded, it can be satis- factorily done by hand. Many people still do not seem to know what constitutes a harmonic cam, except that it is one that looks easy. In fact, it consists of a base circle, two lift flanks, which are true radii, and a tip radius to join and blend the flanks. To go right into the designing of them is more than I can do now, but the appended sketch shows how the shape is obtained, and if a plate is prepared with a pin to take the cam blank and centres in the pin and at the centres of the lift radi1 machining is possible. The base circle cannot, of course, be properly turned, but it can be planed by sliding the saddle and gradually rotating the head. Use a parting tool, set sideways, and check off the limits of rotation with a scribing block set to centre height. To get at the lift flanks their centres are set up, one at a time, and the blank is turned down until the base circle is just touched. The fierceness of a cam of the harmonic type is decided by the relation between the base circle diameter and the flank radius, and I suggest that you read the article contained in “ High Speed Internal Combustion Engines,” by Harry Ricardo, to get a complete understanding of the points involved. I have already mentioned one or two things to be avoided in cam designing, and another is the use of excessively large base circles. The friction in cam gear is necessarily high, so that speed should be kept down, and this can be done by keeping the cam bases small. Three-eighths of an inch is sufficient for a 30 cc. engine, using a lift of five thirtyseconds, these being the dimensions used in * Betty.” I am appending sketches of the various types of cam in current use. The first is the harmonic, which I have already explained. Then comes the tangential, which has lift flanks forming tangents to the base circle and joined by an arc concentric with the base circle; a radius should be formed at each. end of the arc, to blend the flank into the top. The third is the constant acceleration; this has a hollow flank to maintain the maximum rate of acceleration permissible, and requires easing away carefully if “fling” is to be avoided. 62 MARINE MODELS 4096 All these cams give the same opening period, i.e., 250 crankshaft degrees, and have the same height of lift The last is a composite type which lifts as a constant acceleration, is eased off early and closes with a definitely easy action. This would be suitable for an inlet valve, where you want an appreciable opening as quickly as possible, but where closing shock must be avoided. For the exhaust the tangential is perhaps preferable, as the extremely quick opening is not required. I have already mentioned the blending radii to be used with the tangential and constant acceleration cams, but would emphasise that these radii should be * nearly sufficient to obliterate the full lift arc for the former type. In the sketches I have left in the generation lines to show how the shape of the cam is arrived at. A considerable part of the work on cams of the types shown in 2, 3 and 4 can be done with the blank mounted on a mandrel in the lathe. The filing should be done with a close eye on the machined sections, when it will be found fairly easy to keep things square. The worst sin that can be committed with cams is to use any but the tangential type with a flat follower, and you will appreciate why if you look at the last illustration, which shows the terrific lift given by a cam of the type shown in 3 under these conditions. The cam shown would, in fact, need a very small radius on the follower to give a reasonable action. Last month I mentioned the matter of miniature engines, and have since seen them completely vindicated, for last Sunday week a Coronation Regatta was held at Victoria Park, in which the 15 cc. race was won by Mr. Heath, of the home club, with his 54 c.c. twostroke. The speed was not high, 24 m.p.h., but for the size of the engine it is really remarkable. Another surprising point about this boat is that the weight is nearer five pounds than four, so the engine has some real work to do. (To be continued.) TELEVISION BROADCASTS ON MARINE MODELS HE British Broadcasting Corporation is mak- fe ing arrangements for a series of three television broadcasts on Marine Models. The first will be on model yachts and take place from 3.0—3.15 p.m. on Thursday, June 17. The second will be on prototype steamer models and will probably include a steering competition. The third will be for model speedboats, which will be shown running. The Model Yachting programme will include boats of the A-class, 10-rater and 36in. Restricted class, and it is also hoped to include some cruising types. The commentator will be Mr. H. B. Tucker, Editor of this Journal, who is assisting to arrange the programmes, Further details of the powerboat programmes will be announced in due course. This cam has moved only 20° (crank) since starting to lift, yet 70% of the full lift has been attained MARINE MODELS 63 GENERAL HINTS FOR BEGINNERS IN MODEL YACHTING By CHARLES DROWN (Continued from page 44.) E now come to a very interesting stage —the fitting-out. During the building operations, when glue joints or paint are setting, the spars and sails should be prepared, hooks and little gadgets made, sheets spliced, etc. All this facilitates the completion of your job, and we will presume this has been done. Thereis nothing better than well-seasoned spruce for your spars. Pine is also excellent, perhaps a shade lighter, but not quite so strong as good spruce, and for the benefit of the raw beginner we will just refer to the method of making these. Masts. Hollow wooden masts, and those of steel, were rarely seen in the olden days, but generally a plain, solid wooden spar. Today, one notices on most class-racing models— excepting, perhaps, the smaller classes—either a light steel mast or hollow wood, the latter perhaps being the most popular. Both steel and wood have their vices and virtues, and the choice of either is just a matter of taste. Personally, I prefer steel, and with care rust can be entirely avoided. In a collision thereis no question as to which type gets the better of the argument. Many people adopting steel masts make one serious mistake —having the collar of the mast slide too small. They make as near as possible an engineer's fit, with the result that water hangs about inside the collar, and the chafing, although trifling, produces rust, and, when a steel mast breaks, this is usually the place. Your ferrule of the mast slide, then, should be oversize, and packed with adhesive tape, well varnished, and, below deck, a liberal coating of vaseline or tallow should be applied. There is certainly less windage with a steel mast, although at the comparatively slow speed a model sails, this is not of much consideration. With a wooden mast you have nothing to worry about, and, unless you are very unlucky in collisions, it will give long service. Further, if you are skilful enough to make a hollow mast yourself, wood is considerably cheaper. Now, whether you decide on a solid mast or hollow, your selected wood will have to be squared up first. This is quite a simple job if your plane is working properly and really sharp. For a hollow mast, plane up two sections, so that when put together they form a solid square spar. From the heel to the gooseneck must be solid. Calculate the distance your gooseneck will be from the heel, and make a pencil mark round the wood. Then, if you have made a drawing of your sail plan, the next solid section will be at the hounds, where the main halyards and forestay of your foresail meet; about lin. solid at this point will do. After calculating the length of mast required to the top of the head board of mainsail, add 3in. to 4in. to accommodate your main halyard and flag. It is most important to see that the head-board on your mainsail swings with the sail, and, unless your eye or sheave is well above the head-board or head-stick, the top part of the sail is hampered. The top 3in. or 4in. of your mast will, of course, be solid. Now you have the positions of solid wood. Mark off your taper at each end and plane down to this, each side. Now, with a carpenter’s marking gauge it is quite easy to mark off the part to be gouged out, skipping the solid points, of course. Take a gouge of suitable width and carefully take out sufficient to leave a half-circle in each section when glass-papered. Make up sufficient coldwater glue (adhering strictly to the maker’s instructions for mixing) and with a joiner’s clamp the mast can now be completed. Be sure and make a careful note of the solid sections before planing up. The solid mast, after squaring, is finished in the same way after the tapers have been laid off. The procedure for the other spars is just the same. The top of your main- and jib-boom should be straight, and, after squaring your spars lay off your taper on the main-boom; plane up and finish with strong No. 2 glass-paper, and, finally, with No. 0. The jib-boom tapers iy from the ferrule end. Calibrating Spars The usual method to prevent ink running is to give each spar two or three coats of good size, but I think the better way is to give them one coat of varnish thinned down with 64 MARINE a little turps. Size keeps varnish out, and it is necessary for this to go right into the wood. To make a nice neat job of your spar-marking, the calibrations must be true and even. A simple way is to fix a piece of wood vertically at the end of the bench with a fine nail (or pin) knocked through for the ends of your spars to turn on. With a drawing pen and a small wooden sliding platform, it is very simple to make neat rings round the spar, numbering with a mapping pen after. Finish with one good coat of varnish as soon as the ink dries. Bending Sails. Most racing models to-day, with high Bermudan mainsails, are fitted with hooks along the luff and foot, and a jackline of thin wire passing through small eyes in the spars to accommodate the sail. This method probably lends itself to quick changing of sails when racing, but | am convinced the better way to keep the sail adjusted is to use a spiral lacing. Hooks can be used on the mainsail in the same way as with a jack line. The latter has one advantage only in so far that in changing up or down it is a trifle quicker than with a laced sail. With lacing, the natural curve is maintained, and flow can be given when desired. One most important thing to remember is, that sail-cloth is always moving with the change of atmosphere. Therefore your sails want constant attention if they are to set correctly, but how few ever give this a thought, or even attempt to find out. If we take, for example, the winning yachts in the International A-class Championship since 1923, when this event started, every champion, without exception, paid all the attention demanded to the setting of his sails to win this classic event, and, I will venture to say this, you will never be in the championship class until you give this matter serious thought. When fitting out, have everything as light and neat as possible, sheets, hooks, bowsies, etc., splicing your sheets, where possible. What you want to make certain of is, that every accessory is strong enough for its job. We have now reached the final stages and are ready for the launch. The excitement is intense. Rigged up at home, we sit with pipe or cigarette on, and survey the work of many long but enjoyable evenings, and how fascinating. “ Yes, she’s a real good ‘un,” we all say; “I can’t see anything beating her.”” And so, at the first opportunity, we launch this wonderful model. MODELS Rigging Up. Take care that your mast is stepped correctly, and adjust the halyards till it is perfectly set up. Set your sails just easily, and don’t worry about a few creases. Many think a sail should set right away, and haul out to the limit, which does more harm than good. If your sails have been made correctly you will soon notice the difference after a few outings. If the first board of the launch happens to be a beat to weather, trim your model with a fairly close foresail and your mainsail slightly free. This is to avoid getting your boat in irons. Nothing is more disappointing than to see a model griping and twisting about, first on one tack and then on the other. Trimmed asI have suggested, you can soon see what is required when she comes ashore. If badly off the wind, ease your foresail a little and close haul your mainsail a trifle. Do this very gradually, say in. on each sail at a time. If she is still badly off the wind, your mast wants putting aft slightly, or forward if she is inclined to come up into the wind too much. The final tuning up should not be done until your sails have settled down—say after about six outings. Then test her for weather work first. Seize an opportunity when the wind is true and dead down the middle of the lake. Without a guy, watch her carefully, and if your model is true, and fittings accurately placed, you will notice that she is the same on both tacks. If, on the other hand, you find her up on one tack and off the wind on the other, it will be necessary to go over her and check everything up—mast, rudder, fin and all your fittings relative to weather work. Running before the Wind. If the wind 1s favourable for a spinnaker it should be set so that the wind spills the mainsail first, or, to put it very simply, if the wind is coming, say, off the port quarter, your mainsail boom will be set the starboard side, which, of course, is the right-hand side looking toward the bow, and the port side the left. Rather err in having your spinnaker boom too far forward than too square; watch the wind, and, if coming dead aft, square up your spinnaker boom, but if on the quarter, let your boom forward accordingly. If the wind gets a little further round, what we term a beam or reaching wind, the spinnaker must be taken off. Next month we will talk about racing. (To be continued.) MARINE MODELS 65 A LEITH—LONDON SMACK (174 Tons) By G. W. Munro Main-deck Beams, etc. (Continued from page 42.) HE iron hanging and staple standard T knees are to be 14 in number, and to have hanging keys for the hold-beams. They are to be 4ft. in length on the side-arm, 3ft. 6in. on the beam-arm, 3in. broad, 23in. thick at the throat, and 3in. at the points. There are to be four bolts in the side-arm— the two uppermost to be lin. in diameter. There are to be three bolts in the beam-arm, the two next to the throat are to be lin. in diameter. The diameter of the bolts next to the ends is to be 3in. The staple standard iron knees are to be six in number. The length of the beam-arms is to be 3ft. 6in., 34in. thick at the throat, and 3in. at the points. Their breadth is to be 23in. These knees are to be bolted with the same size of iron, and same proportional number of bolts as the hanging keys mentioned above. Other Oak Plank in the Main-deck. There is to be an oak plank 34in. thick on each side of the main hatchway, for fixing ring-bolts, etc. Also to have proper oak chocks and oak plank for fixing the windlass and winch. Particulars of the Main-deck. The pawl-bitt is to be of good oak, 112in. sided, 12Zin. moulded. The windlass is to be of good oak, 153in. diameter. The windlass-bitts are to be of the same material, 54in. sided. The breadth or moulding way of the windlass-bitts is to be 153in. The spindles are to be 3in. diameter in the round. The windlass is to be fitted with patent cast-iron wheel and pawls, with cross-rail and belfry. The winch-bitts are to be of oak, and 54in. sided, The stanchions for the main-rail 6in. broad at the gunwale and 44in. broad at the rail. They are to be 4in. thick at the gunwale, and 3in. thick at the rail. The covering boards are to be of English oak, 34in. thick, to be bolted down to the water-ways and plank sheer with iron bolts, Zin. in diameter. And to have a bolt passing through every stanchion and timber-head; the bolts to be in. diameter, and clenched. The main-rail is to be of American elm, 6in. broad and 4in. thick, and to have mouldings on both edges. The taffrail is to be of oak, llin. broad at the middle and 9in. broad at the side-rail, and to be 34in. thick throughout. As it will be difficult to procure plank of the breadth specified above, a piece of a proportional size may be bolted on the after-edge to make up the round of the rails, according to the round aft of the stern. The height of all the rails to be the same as represented on the plan. All the taffrails are to be kneed ta the side-rails. (To complete channel-wales and _ chainwork, with all other eye-bolts, plates, rings, and ironwork of every description that is attached to the hull of the vessel, and which is connected with the carpentry work necessary for the completion of the vessel, whether herein mentioned or not.) The rudder is to be made after the most approved manner, copper bolted, and fitted with copper or composition rudder-bands of the best quality. There are to be three bands below the counter. The diameter of the pintle of the lower band is to be 24in. And of the second band 2:%in. The diameter of the pintle of the third band is to be 24in. The cabin and forecastle deck are to be of American yellow pine, 2in. thick. The cabin is to extend from the seat of the transoms to the main bulkhead. The forecastle is to extend from the stem to the hold bulkhead. Coamings for the skylights are to be square, as required. Outboard Work. Main channels are to be of oak, 13ft. 6in. long, 74in. thick at the inner edge, 4in. thick at the outer edge, and 12in. broad. They are to be bolted with four Zin. diameter bolts. The foregoing is taken from the original specification, and should enable anyone to build an exact model of the original smack. I do not know the name of this vessel, but there was a vessel of this type known as the ‘* Matchless,” and I would not be surprised to learn that this is the vessel. I am also including a deck plan and elevation, based on the original drawings and the scantlings given above. | have kept very strictly to the given proportions, and not put in any conjectural details. Next month I shall give, in conclusion, the full sail plan, (To be concluded.) 6 MARINE MODELS _ DECK ARRANGEMENT F Drawn by [= yf \ G. W. Munro MARINE . LEITH—LONDON MODELS 67 SMACK Scale: y) din. = 1 ft. On. 68 MARINE HOW TO MODELS MAKE A HOLLOW MAST By ANON. 66 A N ounce of weight saved aloft is as good as a pound alow.” So runs an old rigger’s adage, and in yacht rigging this is perfectly true. It is also an engineering fact that a properly constructed hollow spar is just as strong as a solid mast, while being considerably lighter. | Nature herself gives us a clue to this matter in the bamboo. Hollow masts can be either of steel, of one of the aluminium alloys, or of wood. Metal masts are stronger than wood, and can be of rather less diameter in consequence, and thus offer less windage and interference with airflow to the luff of the sail, but against this theoretical advantage, they have certain disadvantages that to my mind make a wooden hollow mast infinitely preferable. I am aware that everyone will not agree with this dictum, but others have as much right to their opinions as | have to mine. It is, at any rate, a fact that all (or, at any rate, an overwhelming majority) of the model yachts that have attained international honours have carried hollow wooden masts. Now masts have to be tapered, and, by the laws of stresses, the thickest part should come about half-way between the deck and the hounds (in this case the point of attachment of the main halliard is implied). Further, the after-side of the mast must be absolutely straight to accommodate the luff of the sail, and, in consequence, the whole of the taper must be taken off the front and sides of the spar. ——————EeEE ae In order to make a tapered mast from metal tubing, the tubes have to be drawn by machinery. It is not worth the while of a works to put through a single mast, but certain of the model yacht suppliers have stock lines of masts for various sizes of models. Yet another method of making a metal mast is to braze or solder various sizes of tubing together, thus obtaining different diameters at different points in the mast. It is claimed that, if carefully arranged, the joints provide shoulders to support mastbands and similar fittings. Even if the builder is lucky, and the shoulders do fall in the correct positions, the mast made this way cannot have a straight after-side for the luff of the sail, so to my mind this form of construction is ruled out. It may be all right for a fishing rod, but that is not a mast. Ona tapered metal mast the fittings must be an exact fit, and not the usual form of band, pulled up with a screw, since the latter exerts a crushing strain that a metal mast cannot stand. Hence, fittings must be brazed or sweated in position. There is little or nothing in weight between metal and wooden masts, but it must be remembered that the wooden mast is solid from the deck down, so that it is really lighter above deck, which is what counts. Steel masts have one bad disadvantage in that it is impossible to paint them inside, and to be light enough the walls must be paperthin, so just a little rust 1s enough to eat them away to breaking point. Condensation must cause a certain amount of moisture inside, and the outside must be well protected with paint. They require great care in use, and must be carefully wiped down, and not put away wet. The usual point they rust through is where they go through the mast slide. Paint is apt to become chafed at this point, and water penetrates, so if there is any likelihood of any damp having penetrated at this point the mast should really be unshipped after every sail, and wiped down carefully. Of the aluminium alloys, only those are suitable which do not corrode with sea, air and water. The best is “ Birmabright,” or MG7, which are practically identical, I believe. Aluminium and its alloys are not easy to solder, so the fixing of mast fittings is not an easy problem unless a mast made of different sized tubes is used, but that, as already explained, has its disadvantages. Undoubtedly the steel mast is the strongest, followed by the aluminium alloy spar, and in the case of a severe collision, where the rigging becomes interlocked, metal masts are less liable to carry away. Under any other circumstances the wooden mast will give every satisfaction, andis cheaper and easier to make, and many people prefer it. I am afraid that this article has so far developed into a tilt at various types of mast, but that cannot be helped, since it seems desirable to understand the problem before actually starting to make a mast. (To be continued.) MARINE NATIONAL 10-RATER HE races for the Championship for the fourth si year in succession were sailed on the water of _ the City of Birmingham Club, Witton Lakes, Erdington, Birmingham, May 15, 16 and 17, sixteen clubs being represented. The first pair were started promptly at 3 o'clock on Saturday, May 15, by Mrs. C. E. Lemon, wife of the Hon. Secretary of the City of Birmingham Club. At the start of the racing, light, steady winds from North-East to South-East prevailed, giving a beat and a run, which continued throughout the meeting. Four heats were got through by six o'clock, and racing ceased for the day. A meeting for model yachtsmen and their friends had been arranged to be held at the Imperial Hotel, Temple Street, Birmingham. A series of Ciné films were shown by Dr. J. R. Ratcliffe and Mr. F. C. Hirst, of Huddersfield, all of which were of model yachting subjects. The colour films of Fleetwood scenes evoked the admiration-of all present. of model yachting affairs followed. report of this is to follow.) A discussion (A separate On Sunday afternoon racing was resumed at 2.15, the wind being light and fluky, giving the skippers In spite of this, four more heats a difficult task. were completed by 6.30 p.m. The O.0.D. decided that racing on Whit-Monday should start at 9.30 a.m., an hour earlier than expected, as weather reports indicated a continuance of light airs. This proved fortunate, for it enabled the remaining seven to be completed by six o'clock. heats. Mr. J. Pemberton, of the Stanley Park Club, has again won the Trophy, but he was closely followed by the other prize-winners. The Bournville entry on the first day obtained a ‘‘ possible,’’ but her skipper seemed to lose his touch on the second day and scored only three points, otherwise the Trophy might possibly have found a home in Birmingham, as she did well on the third day also. ‘** Atalanta ’’ was well sailed and, at the end of the 14th heat, she equalled the winner with 45 points. SCORE Yacht. Club. MODELS distributed by Mrs. S. P. Drury, wife of the Commodore of the City of Birmingham Club, The 0.0.D., Mr. W. H. Davey, desires to record his grateful thanks to those who assisted him during the meeting, and especially for the preliminary organisation done by of Birmingham Club. SCRUTTON CONSOLATION CUP The race for the above was held at Forest Gate on April 24, and attracted 11 entries—four from M.Y.S.A. (Kensington), three from Clapham, and four from Forest Gate. The wind was fresh from North-North-East, giving a beat and a run. The result was: Ist, ‘* Molly ’’ (N. D. Hatfield), 40 points of a possible 50; 2nd, ** Diophrite ’’ (L. Hawkins), 37; 3rd, ‘‘Dibbs’’ (M. Morigi), 35; ‘*Vanity”’ (G. E. Johnson), 30. The O.0.D. was Mr. H. G. Howard. Afterwards at tea in the Forest Gate Club’s house, the Cup and prizes were presented. ANALYSIS Lee. Ways. Ways. 12 7 6 2 8 9 9 10 il 12 10 9 7 4 7 7 2 3 8 8 6 6 5 2 4 2 4 2 6 5 30 29 28 8 5 4 3 7 8 2 3 3 6 6° 6 %6 4 7 A 6 24 2 9 1 5 48 47 45 44 41 ra ** Alice,’” South-Western, A. Wawman ** Auderny,’’ Llandudno, A. R. Andrew ‘** Freda,’’ Sheffield, W. B. Waddington ‘* Cordon Bleu,’’ Clapham, J. H. Robertson ‘‘ Eagle,”’ City of Birmingham, S. J. Marston ‘* Synthesis,’’ North Staffs. Model Society, H. C. Arrowsmith ... ‘* Jeanne,”’ Bristol, Major Handford “Gloria,” M.Y.S.A., Kensington, A. Littlejohn _ ‘* May Flower,’’ Nottingham, J. Lapsley Won 48 ‘* Raven,’ Bradford, G. C. Kitchen ... . (Owner, A. Lambert) ‘* Silver Spray,’ South Manchester, F. G. Marshall ... Lost Won 50 ** Atalanta,’’ Huddersfield, F. C. Hirst the Hon, Secretary of the City [We are indebted to Messrs. W. H. Davey and C. E. Lemon for above report. Up to the time of going to press, no photographs of the championship have been received, and no report of the Conference on May 15 is available.—EpiTor, M.M.] Points. ‘*L.N.,”’ Stanley Park, J. Pemberton ... ‘* Blackbird,’’ Bournville, H. Cole = ‘** Merlin,’’ Highgate, J. Edmunds ‘** Isis,"” Birkenhead, K. Jones... CHAMPIONSHIP ‘*Merlin,’’ the Highgate boat, tied with ‘*Blackbird’’ for second place, and in the sail-off lost to ‘* Blackbird.”’ Only 10 points separated the first eight boats at the finish, which is an indication of the keen manner in which the Championship was sailed. The Stanley Park boat, *‘ L.N.,’" was formerly known as “ Solness,’’ designed by Mr. Simonsen. Her skipper,. Mr. Pemberton, and her mate, Mr. W. H. Jones, are to be congratulated upon their consistent handling of the boat, and upon winning the Championship three years in succession. At the conclusion of the racing, the prizes were SHEET AND Owner. 69 40 37 33 30 Wind. 10 8 ii 7 6 9 oe 8 7 6 3 Both 4 4 4 3 70 MARINE MODELS a Ss Ae a 2 ew os = a ——.rad [In order to enable us to make the best use of the space at our disposal, Club Secretaries are requested to make their reports bnef and to the point.—EpiTorR, MARINE MOopELs.] THE EASTBOURNE CUP This is a two-day event, sailed at Eastbourne, on the lake in Gilbert Park, for the ‘* Eastbourne ”’ Cup for A-class models. Sag gE SS OR There were nine starters, seven from the local club and the other two being Mr. O. Gosnell’s . ** Janet,’’ from the Y.M.-6-M.O.A., and Mr. Wade’s **Vanity,”’ from Fleetwood M.Y.C. The race started at 2.30 p.m. on May 15, when three heats were sailed, and sailing was resumed on Monday at 11.30. Up to just before the lunch interval Mr. Payne’s *‘Nestling’’ had secured a possible 15 points, when, unluckily, the boat had to retire owing to damage to the keel, caused by her being dropped. As no one had secured any points when sailing Mr. Payne, there was no necessity to delete anything from any other competitor’s score. The results were, however, rather curious, as three boats, namely, **‘ Lawen”’ (W. Fillery), ** Janet ’’ (O. Gosnell), and *‘ Lady Edith ’’ (G. Smith, sailed by G. Veness) all scored 19 points. Of these three, however, Mr. Fillery had secured five weather boards, and the other two three weather boards each. The rules say that a tie shall be sailed off, but do not say what shall be done in the case of three boats each securing equal points. As, too, the wind had, at the conclusion, got round to almost a reach, it was impossible, in the opinion of the O.O0.D., to start the three competitors together to sail one more board to windward, as the lee boat of the three would have been placed under great disadvantage. The O.0.D., therefore, decided to award the first prize to ‘* Nestling’’ (Eastbourne M.Y.C.), 19 points, while the other two, ’*‘ Janet ’’ and ‘* Lady Edith,”’ should sail one more board for second and third prizes. Other scores: ‘* Vanity *’ (G. Wade), 16 points; ‘*Vi’’ (F. Borkelt), 18; *‘ Iolanthe *’ (A. Boniface), 18; ‘* Osprey ’’ (—. Whitmore), 17; ‘* White Heather ’’ (Col. Sparrow), 15. The O.0.D. desires to acknowledge the kind help of Mr. Wood, of the Brighton M.Y.C., and Mr. R. H. Leverton, Eastbourne, who acted as Starters and Scorers. LONDON W. J. E. PIKE, O.0.D. 10-RATER REGATTA This event was held at the Rick Pond, Surbiton, on May 8, the O.0.D. being Mr. A. J. Hugo. The race started at 3 p.m., and, after a good afternoon’s = sailing, the result was :— Ist, ‘* Judith ’’ (P. Master, Surbiton M.Y.C.), 46; 2nd, ‘‘ Renaissance ’’ (O. Steinberger, M.Y.S.A., Kensington), 40; 3rd, ‘* Marina’’ (—. Stone, M.Y.S.A., Kensington), 38; ‘* L’Hirondelle ’’ (R. J. a Harris, M.Y.S.A., Kensington), 37; ‘*Seiglinde’”’ (A. McDonald), 36; ‘‘Onaway’’ (Chandler), 34; ‘*Cordon Bleu ’’ (Robertson), 33; ‘* Aida’’ (Waites), 28; ** Norma ’’ (A. Luker), 25; ‘* Reliance ’’ (Elphinstone), 20; ‘* Vigilant ’’ (Rudenberg), and “‘ Jupiter ”’ (Whitehead), 12; ** Beryl ’’ (James), 6. The competing boats are all well known on Metropolitan waters and may be taken to represent the latest development of the 10-rater L. & S.A. Rule. There is, of course, a considerable variation in size and type, and it is interesting to note that ** Renaissance,’’ designed and built by Mr. Steinberger, was apparently the longest boat present. There is, however, a limit to this drawing-out business, and that occurs when the sail area becomes so small that it is unable to drive the boat at speed in light weather. While a 10-rater model requires a larger displacement in proportion to her L.W.L. length than would a full-size craft, yet, with the small sail areas fashionable at present, great care is necessary in proportioning the displacement. The thanks of the Association are due to those who kindly assisted as officials during the regatta, namely, Lt.-Col. W. C. Holden, Mr. G. Cant, Mr. Yorston, and Mr. A. W. Littlejohn. W. J. E. PIKE. BRADFORD M.Y.C. The ** Hirst * 10-rater Cup was competed for on May 2 at Larkfield, under light wind conditions, giving a broad reach one way. e winner, ** Renée *’ (E. Turner), retained the Cup after tieing with a Daniels design built by the owner. The scores were: Ist, ‘* Renée ’’ (E. Turner), after sail-off, 27 out of a possible 45 points; 2nd, ‘*Nancy”’ (A. Davis), 27; 3rd, ‘** Raven ’’ (Geoffrey Kitchen), 26; “* Exercise’’ (Eric Roberts), 22; ‘* Bonito ”’ (H. S. Haigh, sailed W. Roberts), 21; ‘* Winsome ”’ (A. Brown), 19; ‘* Freda ’’ (W. B. Waddington), 18; ** Waveney ”’ (J. P. Clapham), (—. Short), 8. 12; ‘‘ Rose Bud ”’ ; The 0.0.D. was E. Marx, assisted by H. Atkinson, the Cup being handed over to the winner by the Hon. Sec., B. E. Garbutt. A three-team race for three Cups, presented by Mr. A. Davis, and “* lighters ’’ by Mr. S. S. Crossley, was run on Coronation Day under second suit conditions. The teams were each composed of an A-class, a 6-m., a 10-rater, and a 36in. An emblem, a crown in miniature, was given for the highest individual score, this being won by “ Freda ”’ (W. B. Waddington), with 16 points. The winning team was as follows: ‘‘ Freda ’’ (W. B. Waddington), 10-rater, .16 points; ** Flying Cloud ’’ (Gerald Whittaker, skipper), A-class, 14; ‘Bluebird ’’ (G. Kitchen), 6-m., 14; and ‘* White Owl” (G. Kitchen), 36in., 13. The second team MARINE was: ‘‘ Emperia ”’ (sailed, F. Beamont), A-class, 13; “* Sheffield ’’ (sailed, J. L. Birtwhistle), 6-m., 12; ** Exercise ’’ (E. Roberts), 10-rater, 10; and ‘* Red Rose ’’ (H. Short), 36in., 15 An entry of nine 36in. yachts was secured for the ** Open Race *’ on Whit-Sunday. Very poor con- ditions of wind prevailed, and it took just seven hours to complete the nine heats, the scoring having to be changed three times to suit the wind direction. The winning boat was an “** Alexander ’’ design, and won by 3ft., after a resail with another from the same firm. Scores as follows: 1, ** Neptune ”’ (E. A. Farrar), Bury, 32 out of a possible 36; 2, ‘** Thistle ’’ (W. Alexander), Fleetwood, 32; 3, ** Bess II *’ (J. Catterall), Bury, 25; 4, ‘* White Owl ”’ (sailed, A. Arnold), Bradford, 20; 5, ‘* Refa ’’ (F. E. Asquith), Bradford, and ** Alcyone "’ (S. Errock), Huddersfield, 17; 7, ‘* Firefay ’’ (J. Tolson), Huddersfield, 11; 8, ‘‘ Red Rose ’’ (H. Short), Bradford, 6; 9, *‘ Falcon *’ (L. Mitchell), Huddersfield, 2. The O.0.D. was J. P. Clapham, assisted by Mrs. Atkinson and Eric Roberts, whilst the three prizes were handed over by Miss Whiteside. J. P. CLAPHAM. BARROW M.Y.C. The new season was opened on May 1 by the Commodore, Dr. R. Coffey. A fresh Westerly wind was responsible for some good racing, practically all the heats being very closely contested. 10-Raters—lst, *‘Flossie’’ (J. Rome); 2nd, ‘*Fram”’ (F. Watts); 3rd, ‘* Nan’’ (J. Walker). The final of the A-class, between ‘‘ Pastime ” (J.J. Rowe) and ‘* Annette ’’ (F. W. Douglas) was postponed, the latter having to withdraw owing to a broken mast. Point racing, on the tournament system, com- menced on May 8, when the A-class sailed their first races. A South-East wind made the sailing more than usually difficult. The result was: *‘ Annette ”’ (F. W. Douglas), 18 points; ‘* Lady Anne” (W. Douglas), 12; *‘ Doris ’’ (R. Rome), 10; ‘‘ Doreen ”’ (A. Walker), 8; ‘* Pastime *’ (J. J. Rowe), 7; ‘* Seven Sisters ’’ (W. Whitelock), 5. The 10-Raters started their point races on May Results were: 15 in a fresh Westerly breeze. ** Flossie ’’ (J. Rome), 16 points; ‘‘ Cissie’’ (A. Walker), 12; ‘* Fram *’ (F. Watts), 12; ‘‘ Nan ”’ (J. Walker), 8; ‘‘ Gypsy ’’ (G. Harper), 7; ‘* Elsie ’’ (W. Eales), 6; ‘* Petrel ’’ (W. Rome), nil. F. W.D. SALFORD PARK (BIRMINGHAM) M.Y.C. The ‘** Thornton ’’ Trophy, which is open to the city clubs, was sailed on May 15-17. Dr. P. Thornton, M.C., President and donor, was, unfortunately, unable to start the race as on previous occasions. The wind gave a nice run and a beat. Scores were so even throughout the race that at times only the width of the bumper decided the winner. Judging by the scores, the proficiency of the skippers, and that all the boats have been built, and several have been designed, by the members of the club, it was a most remarkable race. Results were: Ist, ‘‘Regina’’ (R. G. Ingram); 2nd, ** Masta ’’ (R. Williams); 3rd, ‘*‘ Onward’ (F. A. Blair); 4th, ‘* Mischief ’’ (N. Stansfield). The winner is from A. W. Littlejohn’s ‘* Progress "’ design. Mrs. N. G. Tongue presented the MODELS 71 trophy and prizes. Thanks were given to the 0.0.D., Captain G. Thompson, R.N.; Mr. F. Eades and Mr. W. E. Edwards, Scorers; Mr. W. H. Thorneycroft, Umpire, and others. The Coronation Regatta was a remarkable display and a scene never before witnessed in the City of Birmingham. Prizes were awarded for the bestdecorated fleet. A fleet consisting of 40 boats was sailing on the pool, and a magnificent spectacle was to be seen. In spite of other Coronation attractions in the city, a great crowd of the public assembled at the pool to witness this very picturesque sight. The results were: Ist, *‘ Seagull *’ (W. Anderson); 2nd, ‘* Lilian ’’ (B. Butler); 3rd, ‘* Mischief ’’ (N. Stansfield). The judges were: Mrs. W. D. Creese, Mrs. H. Thurston and Mrs. L. Allen. The prizes were presented by Mrs. H. Thurston. Thanks were given to the ladies and gentlemen who officiated. W. D. CREESE, Hon. Sec. HUDDERSFIELD S.M.E. Flag races for the 36in. Restricted class are being held regularly every alternate Sunday, four points and flag being awarded to the winner; three to the second; two to the third, and one point for every entry, sailed under M.Y.A. rules.© Position to date: ** White Nymph "’ (H. Tolson), 13; ‘‘ Elma ’’ (Hunnybell), 11; ‘*Firefay’’ (J. Tolson), 11; ‘* Falcon ’’ (Mitchel), 8; ‘* Alcyone '’ (Errock), 8; ‘* Piccaninny ’’ (Hirst), 5; ‘* Joan ’ (Rumble), 4; ** Irene ’’ (Tearle), 2. LONDON F.C. A. M.Y. LEAGUE The second round of the ‘* Stanton *’ Cup series of races was sailed at Clapham on Saturday, May 1. All affiliated clubs were represented, and, although the wind was light from the North-East, the whole of the programme was completed in good time, for which thanks must be given to the organisation of the O.0.D., Mr. T. H. Robertson. — The individual scores were: M.Y.S.A. (Kensington), R. J. Harris 40, E. Stone 28; Highgate M.Y.C., J. Edmonds 26, E. Appleton 19; South-Western M.Y.C., C. Giles 19, E. Waite 14; Forest Gate M.Y.C., J. Yorston 14, A. J. Ford 18; Clapham M.Y.C., C. Chandler 15, G. Reason 7 The positions of the clubs to date are: M.Y.S.A. (Kensington) 85 points, Highgate 63, South-Western 48, Forest Gate 45, Clapham 39. Mr. R. J. Harris, of the M.Y.S.A., sailing ‘* L’Hirondelle,”’ made a ‘‘ possible,”” which he modestly ascribes to good luck. The next League engagement is on June 26, at the Round Pond. As bak. Owing to pressure on space available for racing reports, it has been necessary to condense slightly some of the reports received this month. 72 MARINE IE, fie, Mac! The last paragraph of your letter F referring to regulation hull and spar marks, auiwfTM> in our last issue, would almost suggest that there are dishonest sailers in Scotland, an inference we are sure cannot have been intended. Notwithstanding our long and peculiar experience, or rather, perhaps, as a result thereof, we do not believe that any model yachtsman would be intentionally ‘* dishonest,’ in Scotland or anywhere else. Any in- fringement of rule with which we have come in contact has invariably been due to pure accident or miscalculation, and we are quite certain that anyone attempting deliberate cheating would get very short shrift indeed. With regard to the theme of the letter, Mr. McEwen is in error. While we cannot say that all models actually bear the measurement marks, although they should do so, or otherwise the certificate is invalid, we do assert that participating models in the National Championships run by the Scottish Association have borne the necessary marks. No protest whatever has yet been made on any occasion with regard to the point. At the same time, Mr. McEwen’s letter is opportune, as it will serve to emphasise the point and probably eliminate any tendency to carelessness. The Scottish Association staged a *‘ Coronation open regatta at Saltcoats on May 15, comprising sections for 6-m., 1l2m., and A-class models. Favoured with a summer-like day, but with only a light breeze, it proved a very successful and enjoyable event, although not attracting the large number of entries hitherto responding on such special occasions. Perhaps it was all the more pleasant to those actually sailing on that account. Eight A-class, three oan ? each from Paisley and the Scottish A-class clubs, and two Saltcoats boats, were forward, and three heats brought in ** Scotian “’ (I. McPherson, A-class club), with 13 points, to take first prize, and ‘* Lady Jean ’’ (M. Thomson, Paisley), 12 points, second prize. Six ‘‘ twelves’’ competed, and ‘* Wilna ”’ (J. Irvine), with ‘* Jane ’’ (W. Livingstone, Jnr.), both Elder Park boats, took first and second prizes, respectively. The popular 6-m. provided a fleet of 34 competitors, and *‘ Glance ’’ (R. Scott, Saltcoats), with ‘* Trebor ’’ (R. Ralston, Scotstoun), returned full cards of 15 points, the sail-off going in favour of ** Glance.’’ Saltcoats also secured the third prize with ‘‘ Gleniffer ’’ (A. Smith), 13, and the fourth prize was won by “*‘ Adapta’’ (T. Porter, A-class club), with 12 points, after a tie with ‘* Ace’’ (J. McVey, Fairfield). While the Coronation regatta was in progress, Saltcoats was also concerned in an inter-club match with the West of Scotland, at Whiteinch. Wind was light and variable, but improved considerably after the start, and the 14 skippers participating enjoyed well-balanced sport. Four heats were sailed, and the final scores were: West 58, Saltcoats 54. Leading boats: ‘‘ Clutha’’ (J. A. Stewart, West), full points, 16; ‘* Elda’? (Commodore T. Robinson) MODELS and ‘* Anna ”’ (H. Miller), both Saltcoats, 12 points each. The visitors were entertained to tea, together with their opponents, friends and officials— a fitting ending to a pleasant afternoon. The West of Scotland open regatta for 12-m., scheduled for May Day, had to be called off, owing to weeds in the pond. Coming thus early in the season, and immediately after the lake had been cleaned, this caused some anxiety, but apparently the menace has been overcome for the present, and the waters are quite free. Curiously enough, we heard complaints of floating weed causing obstruction at Saltcoats Coronation regatta, but no doubt this will be effectively dealt with at once. Perth have completed their competition for the ‘* Dempster ’’ Cup on May 15. The sailing was continuous each Saturday from May 1, and the three occasions were fortunate enough to have a fine breeze from the East, the ideal direction for the Perth pond. The final result was: ‘* Florinda ’’ (Commodore T. J. Morris), 42 points; ‘* Morna ’’ (J. Sanderson), 34, and he was not mourning, either, because ‘* Joy ’’ (W. Adams) followed with 32, and ‘* Pintail ’’ (A. Dewar, quite a well-known Perth name, we are told) had 25 points—on the card, not on her tail. One of the juniors, A. Alexander, took over ‘‘ Bess,’’ and made quite a hit with her, although not among the leaders. We hear there is talk of putting paddle-boats on the Perth Pond, but sincerely hope it is only a rumour. Unless, indeed, the Town Council build another lake for model yachting and make it worthy of the Fair City, which they could quite easily do. Tayport is coming over the horizon, and we understand the Provost has presented a cup which will be contested by Tayport, Perth and Dundee, on July 17, the 6-m. class being concerned. A recent visitor tells us that the Tayport pond is quite a good freshwater one, situated on the open shore, and not unlike Paisley in size and shape. We hope it may become a progressive centre for the sport ere long. We also heard that a project had been mooted for a model yachting lake at Alloa, where the native Scottish monkey gland is produced, but are afraid the suggestion has been shelved by the authorities, owing to the cost involved. You never know, however, and, although we are not getting younger every day, we may still renew our youth there. The Fairfield Club held an entirely satisfactory open regatta for 6-m. models at Elder Park on May 8, when 28 competitors came to the line, representing six clubs. The breeze was rather light and not too true, but held sufficiently for three heats to be completed. After a tie had occurred for first prize, and four equal cards were presented for the third prize, the finals eventually resulted: ‘* Ace ’’ (J. McVey), 12; ‘* Whitewings ’’ (R. Clouston), 12, both Fairfield, and ‘* Glengorm ’’ (M. McMillan, Queen’s Park), 10. The others concerned in the tussle for MARINE third prize were ‘‘ Lily ’ (Jno. McArthur), ‘‘ Violet’ (Joe McArthur, Fairfield), and ‘‘ Ranza’’ (J. Glendinning, Scotstoun). Queen’s Park held a club regatta for prizes presented by Sir Thos. Dunlop, Bart., on May 1, under perfect weather conditions, with a moderate Westerly wind, enabling the full tournament to be sailed by the six 12-m. competing. ‘* Sezu’’ (Mr. Dawson), with 18 points, took the premier prize, Capt. McDonald’s ** Ardnamurchan “’ second, with 14, and ** Vashti ’’ (J. McDowall), 12, third prize. Who says Queen’s Park never gets a sailing breeze? The Scottish A-class Club race for the ‘* Lilian ”’ Cup, formerly the niost important A-class event, which was held at Lochend, Coatbridge, on April 24, was most disappointing, as only seven starters put in an appearance, three from Saltcoats and four of the promoting club. The breeze was light and shifty, and the sailing not the quality to be expected from the competitors engaged, although it is fair to state that the conditions were difficult. However, the tournament was completed eventually, and the Cup was retained by Saltcoats. ** Flo ’’ (H. Miller), is a successor The winner, to the same owner’s ‘* Endeavour,’’ with which he won the Cup last year. He had 20 points of the possible 25. ** Scotian ’’ (I. McPherson, A-class Club), was a close second, with 19 points. ‘* Endeavour,” the holder, now owned by A. Kerr, Saltcoats, scored 10. Only six finished, as the third Saltcoats boat retired with a damaged rudder. Mr. Miller is to be congratulated on his second success in this event. Largs is in the doldrums. Racing has had to be suspended for some time back, owing to the Town Council refusing the use of the pond, the invariable reply to applications being, ‘* Purely for children ’’! Unbelievable, perhaps, but—well, well, ’nuff sed. The Paisley Club celebrated Coronation Day with a race meeting, comprising 6-m., 12-m., and A-class sections, at Barshaw Park. In the 6-m. section, A. Wilson’s ** Lady Jane,’’ with 20 points, was declared the winner. Commodore T. Ross, with ** Iris,’’ 18, carried off the 12-m. trophy, and the Aclass prize was taken by ‘* Annie ”’ (D. Leggatt), 18 points. Sir Thos. Glen-Coats, who is an honorary member of the club, was present, and took a keen interest in the event, engaging in technical discussion on various points of designing with the club officials. The Wick Club had an assembly of 27 craft in the ‘* Sinclair ’’ Cup competition on April 3. It takes quite a time for such news to filter through here, despite Air Mails and all the rest of it, but it is none the less pleasant to hear of the successes of our friends at any old time. ‘‘ Boy Fraser ’’ (E. Thomson) secured the winning gun, with “ Elizabeth ’’ (P. Robertson) second, and ‘* Eviedon ’’ (D. Anderson) third. The ‘‘ Boy Fraser ’’ was also the successful competitor for the County Challenge Cup, sailed on the previous Saturday. Some ‘‘ bhoy ’’! The first round of the ‘‘ Manson ’’ Cup, confined to 4ft. models, has also been overtaken with ** Maureen ’’ (G. Leith), ‘* Tryphosa ’’ (A. Donaldson), ** Lily ’’ (G. Coghill), ‘* Viking ‘’ (W. Moore), and ‘* Janet ’’ (J. Slater) occupying the leading positions. Despite a strong wind and rough water, the Thule Club, Lerwick, held a Spring regatta early in April, and attracted a considerable number of entries. The principal results were: 5ft. class, for ‘* Stewart “’ MODELS 73 Cup, ‘* Spray ’’ (Jas. H. Smith); 4ft. class, for ** Shearer ’’ Cup. ‘* Peg o’ Mine ’’ (Robt. Watt); 3ft. class, *‘ Bluebell ‘’ (A. Dalziel).’ Juniors’ race: John Sandison. All-comers’ race, ‘* White Wings ”’ (A. Scott). Championship race, for ‘* Anderson ”’ Cup, *‘ Sunbeam ”’ (J. Leask, Jnr.). Catastrophe almost befell the Scottish Page this month, as we were dreaming in blissful disregard of the date and nearly forgot it altogether. Must be getting old. Consequently, if these notes appear to be disconnected and fragmentary, it is the fault of the clock. Do not blame us. Wow! [Impossible plea, habitual inertia, or perhaps—well, there has been some celebration in Glasgow, we believe, and apparently a lot of ‘‘ Cup’’ events in progress.— Ep., M.M.j SCOTICUS. STAINLESS STEEL RIGGING WIRE HERE is a considerable demand amongst model T yachtsmen, builders of model steamers and showcase modellers for steel wire suitable for rigging. stranded, stainless Hitherto this has been unobtainable commercially, but we understand that one of our largest suppliers of model makers’ requisites is making investigations on the subject, so there is a possibility of this being available within a reasonable time. Readers are requested not to write us asking for particulars, as we will give them the news as soon as possible, should this stainless wire be made. THE Model Yachting Association CORONATION YEAR REGATTA FLEETWOOD, 1937 Selection Trials and British “A’’ Class Championship—July 26th—31st, inclusive. Three Yachts per Affiliated Club, entries close June 26th. Entrance Fee 10s., to be sent with entry to Mr. QO. Steinberger, 142, Queen’s Road, Peckham, S.E.15. “Yachting Monthly’’ International Championship — Aug. 4th, 5th and 6th. Open Water Championship, “ Allan Forbes ’’’ Trophy — Aug. 7th. Wm. M. Carpenter, Hon. Regatta Sec., 65, Forest Road, Birkenhead. 74 MARINE MODELS AMERICAN NEWS By C. O. BROOK (Hon. Secretary, Eastern Division of M.Y.R.A.A.) THE EASTERN CHALLENGER TRIALS than this event held at League Island Basin, Philadelphia, Penn. Mr. G. F. B. Pollard, of the Warinanco M.Y.C., was O.0.D.; Mr. K. Baumgarten, of ATURDAY, April 17, started a three-day series S of races that were to the minds of all present the Washington NEY: Ge and Mr. A. S. Anderson, rather more than disappointing, inasmuch as there was very little racing during the three days —the first day was for the most part a flat calm, and only three heats were possible. Racing was finally called off at 4 p.m. Sunday looked promising, but since the new rules of the Eastern Division of the M.Y.R.A.A. state that Challenger Trials shall not be sailedin a wind of less than six miles per hour, skippers and mates spent much of their time sailing the course— though they were able to get off all but four boards by 4 p.m. when racing was again called off. There were a number of resails made necessary because of the Red Bank M.Y.C., were Starters at one end of the pond, and Mr. A. Martin and Mr. F. Snow, of the South Jersey M.Y.C., Starters at the other end. Mr. G. Gallager, of the Philadelphia M.Y.C., was appointed Judge at large, and as the O. O.D. was sadly handicapped by a lack of judges, he was compelled to select whoever he was able to obtain. It was a most unsatisfactory and difficult situation for any small group of officials, but Mr. Pollard carried on like a veteran, although this was his first responsibility. The fact that Mr. Pollard is an attorney-at-law stood him in good stead, since each situation that arose was quickly and efficiently handled by him in accordance with the rules, his interpretation of which was most satisfactory— the few complaints that arose because of fouls, etc., were quickly straightened out, and the report rendered by the O.0.D. was minute, clear and concise. The result is given on the attached score sheet. This put Mansfeld, Black and Stout Snr., as Eastern Representatives to the Finals, but as Mr. Stout is a doctor it was felt advisable, at his own request, to have Curry take his place at Boston, of the lack of wind, and John Black called up the * Commandant of the Philadelphia Navy Yard to verify the wind velocity, after a protest had been made against sailing in light airs—the wind velocity was verified as five miles per hour, and, on orders of the O.0.D., racing was carried through as far as possible. At this time, one of the 18 contestants dropped out, although the new ruling is that a boat starting must carry through as far as necessary, even to the International races if he wins that place. The O.0.D. reprimanded the withdrawing contestant, but accepted his excuse that his employer refused to let him be free for Monday’s racing. Monday’s racing was called at 8 a.m., when a snappy breeze was blowing of approximately 10 where the Finals will be held. One yacht, that of Mr. Perkins, was a somewhat surprising change from the accepted A-class model, in that it had a mainsail carrying a curved gaff and a roach, that I would estimate as not less than 6in. It looked, to my mind, rather out of place among the other 17 Marconi-rigged yachts, though her skipper handled her with marked skill, notwithstanding the fact that he stood at the bottom of the score sheet. I imagine his greatest difficulty was in finding the sailing points due to the varying miles per hour—numerous heavy puffs and shifty winds made the course very tricky at times, and many of the yachts, well in the lead of a race, were thrown off their course so badly as to lose what seemed a certain victory. I believe that all the contestants as well as the officials will agree that, as a whole, the event was very unsatisfactory so far as a real test of the yachts was concerned. Only one complete round was possible in the three days, which tells its own story. But apart from that, no event has been more ably handled and shifty winds. Several clubs, that we hoped to see present, failed to put in an appearance—the Staten Island M.Y.C., the Clove Lake and Red Bank M.Y.C.— (Continued on page 75.) SCORE Patt. ** Redskin ’ Owner. SHEET Mate. W. Mansfeld W. Bithell, Jnr. ** Agnita ”’ H. Stout, Snr. F. Stout ** Jane “’ H. Stout, Jnr. F, Stout ** Bostonia vI a ** Scheherazade “’ ** Esquire “’ “ Westward IX ”’ ** Madam ”’ ** ** ** ** Challenge “’ Whitecap “’ Non II” Sea Fawn III ’’ ** Fantasy III ’’ ** Peek-a-Boo ”’ ** Smokeless *’ ** Curlew II ”’ ** Cleo “’ ** Sunbeam ”’ J. Black G. Curry C. Farley, Snr. F. Pigeon G. Greeley F, Donnebacher W. Bithell, Snr. J. Patrick C. O. Brook Marblehead 67 C. Curry Mill Pond 51 | Unknown 53 Prospect Park Boston Washington Deeper Hudson 42 41 38 34 Washington R. Snow Unknown | South Jersey Baltimore Unknown | G. Kemp Unknown 50 46 45 _ _ | 55 Boston Boston Unknown A. Archibald Unknown F. Harris H. Allen G. Freech Philadelphia Philadelphia C, Farley, Jnr. Unknown D. McGinnis H. Perkins Score. C. W. Sweet J. Weaver J. Lord H. Smith Club. Boston Central Park | Deeper Hudson | South Jersey Baltimore 43 33 31 28 18 13 Withdrawn| MARINE MODELS CANADIAN NOTES By W. E. CAYLEY, President, Canadian : iN that the model yachtsmen of Canada have organised the Canadian Model Yacht Racing Association and have thrashed out any preliminary differences we are ready to be quoted on our organisation. The actual beginning of model yachting in any country would be a rather difficult thing to locate. In Canada no one knows who was the first, or, perhaps, which was the first club to be properly and regularly organised. Clubs and members are scattered over many miles of territory, and the beginning is lost somewhere in between the extremes of this mileage. In so far as I have official knowledge, the first attempt in Canada to bring model yachtsmen together on a wide scale was at the Canadian National Exhibition, in Toronto, in September, 1934. The following year we again were invited to the Canadian National Exhibition, and had more success with the races, and were entertained to a dinner. At this I suggested that Canada might be organised in order to standardise our efforts and classes, and to establish Dominion Championship trophies. Individual attempts were made to carry out some form of organisation, but no general meetings were called, no officers elected or constitution formulated until the Regatta in September, 1936, when the writer was elected President, and Mr. A. T. Rutherford, of 166, Christie Street, Toronto, was elected Secretary. This was our beginning, and on December 5th a meeting was called in Toronto, when a full slate of officers was elected, the rough draft of a constitution, class regulations and sailing rules adopted, and, in all, a very long and hard night’s work was accomplished, with some 20 members representing many clubs and associations sitting around the table. Primarily, the Canadian Association is divided into Juniors and Seniors, with the dividing line at age 18 as at April Ist in any year. Classes stipulated for Juniors are 36in. L.O.A., there being no handicaps in races in order to discourage the construction of models of smaller dimensions. The second class is the Marblehead 50-800, built to the M.Y.R.A.A. rule, and the third an open class, designed to accommodate models of other classes. We hope, even- AMERICAN NEWS (Continued from previous page.) their absence was because they felt they would be unable to take the time off necessary to go to England in the event of their winning that privilege. There was a good crowd of spectators, and more interest than usually falls to this type of event. The host club (Philadelphia M.Y.C.) worked hard under the handicap of insufficient help to make the guests comfortable, and are to be commended on their success. We look forward with keen anticipation to the Finals next month. The Deeper Hudson M.Y.C. held their Annual Election of Officers and their line-up is: Commo- dore, Selby Summers; Vice-Commodore, G. Geiss; Rear-Commodore, H. Brook; Secretary, W. Gustaf- 75 M.Y.R.A. tually, to eliminate the latter, but which must be accommodated for two years until our class regula tions are finally effective. Some very fine models have been built and raced of the R- and D-classes particularly, and it is a great deal of encouragement to see clubs willing to abandon old favourites in order to consolidate our efforts in a more uniform series of classes. Senior members have four recognised classes. Naturally the A-class heads the list, with the Marblehead and 6-m. classes following very closely. Here again we have the open class, but it is provided purely for spectacular purposes and is designed to include only the larger yachts of schooner, cutter and other such types of rig that appeal to the general public. Juniors placing Ist, 2nd, or 3rd in their class may race against seniors if they so desire, and get the opportunity to win Dominion Championships. Trophies have always been provided for winners in the Canadian National Exhibition Regatta by the Canadian National Exhibition, and have included cups, shields, ribbons, etc., to represent the honours won. The C.M.Y.R.A. is making a start in establishing Dominion Championship trophies, with a President’s trophy for the Marblehead class. This trophy will be raced for at the Canadian National Exhibition Regatta in September this year, but the winner has the privilege of demanding that the race be held in his own club waters the following year to declare Dominion Championship. There is a report from Vancouver that a move is under way there to establish a 6-metre trophy to compare with the 50-800 in representation and method of declaring the winner. News of a similar trophy from far eastern Canada for the A-class would be very welcome and give us a complete lineup for our first year’s activities as the C.M.Y.R.A. The following information is self-explanatory and The Secretary or President will be glad to answer any correspondence, particularly inquiries from prospective members or needs no further comment. clubs in Canada, or interested persons wishing for information of any kind related to model yachting. (For List of Officers, etc., see next page.) son; Treasurer and Chairman of Racing Committee, C. Heisler, Snr.; Corresponding Secretary, C. O. Brook. Plans are under way for their 1937 Regatta, to be held on August 7-8, and the Long Island M.Y.C. will arrive one week before the races for a preregatta sailing match and general good time. The South Jersey M.Y.C. have their new pond rapidly nearing completion—this pool is built on an open field fast beside an airport (lots of breeze should be available)—it is 250ft. x 850ft.—built to take advantage of the prevailing winds. Jack Lord, their Commodore, is a hard worker for the early completion of their new pool. 1937 will, doubtless, be a never-to-be-forgotten year, and somehow I will bring home top score from one event, even if I have to sail alone; and that’s that, until next issue. 76 MARINE OFFICERS President.—-W. E. Oshawa, Ontario. Cayley, 40, Hillcroft OF MODELS CANADIAN Street, M.Y.R.A. Committee Chairmen.— Relations.—J. Instructor to O.C.V.I. Model Yacht Club, Member Grads M.Y.C., Oshawa. Jaren. Regatta.—A. lst Vice-President.—A. S. Collins, 2356, Wilson Rutherford, ; C. King, 166, 21, Christie Street, Brock Crescent, Toronto. Avenue, Montreal, Quebec. Commodore Westmount M.Y.C., Montreal. Measurement.—L. Avenue, 2nd Vice-President.—C. J]. Pratt, 6395, Chester W. G. Bateman, 392, Eglinton Toronto. Racing and Rules.—A. C. King. Street, Vancouver, British Columbia. Secretary Vancouver M.Y.C. Classes.—W. F. Choat, 38, Grenview Boulevard, Toronto. Secretary.—A. T. Rutherford, 166, Christie Street, Toronto, Ontario. a Secretary Toronto M.Y. Racing Association. AFFILIATED . . Location Oshawa, Ont. Oshawa, Ont. Montreal, Que. above is or Seniors V. Osbourne 8 R. V.M.Y.C. T.S.M.E. T.M.Y.C. C.J. Pratt W. F. Choat Westmount not Noakes F. D. Lindsay complete, Membership Comers O:G.V-1. Grads Vancouver, B.C. Toronto, Ont. Toronto, Ont. The secretary Club Name CLUBS but contains all 3 15 15 7 12 Juniors Jr.Open 20 8 0 2 9 0 0 2 I.M.A. 0 0 12 Classes 50-800 6M. Sr. Open 15 0 6 0 5 0 0 0 0 the information available at C.M.Y.R.A. headquarters at present. MARINE MODELS —— 9 HANDBOOKS BuitD Your Boy A MODEL YACHT By W. J. DANIELS & H. B. TUCKER (with full-size Construction Plans for 30-in. Class Model) Useful to Builders of any size model How To BuiLD A MODEL STEAMER By J. VINES (with 4 large scale Designs) Full of information for Novice and Expert Price: 2s. 6d. each, postage 3d. HOW TO SAIL YOUR MODEL YACHT (Hints to Price: Trade the Young »4d., postage Terms on Novice) jd. Application MARINE MODELS PUBLICATIONS LTD. 52, FETTER LANE, LONDON, E.C.4. Model Yachting Association Forthcoming Events. June 5th—Northern Districts 10-Rater Regatta. Larkfield Dam, Bradford. 10.30 a.m. Three boats per Club. . > : July 4th—National 36” Class Championship Cup. Long Pond, Clapham. ll am. Three boats per Club. July 26th to 31st—British A Class Championship, Fleetwood. Three boats per Club. See special circular. August { Yachting Monthly International Cup. 4thto <~ Wing and Wing Cup. | Allan Forbes Cup for Open Water. 6th See special circular. All entries for these events are be sent to :— Mr. O. Steinberger, Jr., 142, Queen’s Road, Peckham, S.E.15. W. J. E. PIKE, Hon. Sec., M.Y.A. MARINE CORRESPONDENCE SCHOONER ‘ AMERICA " Dear Sir,—In view of the forthcoming race for the America Cup in 1937, perhaps the enclosed photos of the model of the ** America,’ the first yacht to win the cup from this country, on August 22, 1851, may interest many of your readers. The model, originally the property of Mr. John Blackett, a member of the Royal Yacht Squadron from 1842 to 1895, was left to him by his father, Admiral Blackett, who served under Lord Nelson, MODELS 77 and was the last surviving officer of H.MLS. ** Victory ’’ who was present at Trafalgar. The model from which the photos were taken is now in the possession of Captain H. B. Blackett, greatgrandson of the Admiral, to whom I am indebted for the loan of the model, and the above history. The yacht ‘* America ’’ was designed upon lines similar, but refined, to a Gloucester U.S.A. Fishing Schooner and Pilot Boat, which had been tried out and proved correct. Launched early in 1851, at a cost of £4,000, she was sailed across to England, and won the Cup offered by the Royal Yacht Squad- ron in the race round the Isle of Wight, beating all the crack English yachts handsomely. CONTEMPORARY MODEL OF SCHOONER ‘* AMERICA "’ (1851) Photo: F. W. Keighley (See letter.) ANOTHER OF VIEW MODEL OF ‘** AMERICA ”’ Photo: O. H, Wickstead 78 MARINE MODELS She was the greatest factor in the alteration, redesigning and rigging of yachts in this country; was IT PAYS TO ADVERTISE “MARINE responsible for the rebuilding and lengthening of at least two English yachts to similar lines, namely, the cutters ‘* Alarin’’ and ‘‘ Arrow,’’ to schooner rig, and lengthened about 20ft. by the bow, rigged in a similar manner with one head sail laced to boom only. These alterations proved most suc- cessful, and the yachts in question remained in service many years. The Cup was afterwards presented by the owner of the ** America ’’ to the New York Yacht Club as a perpetual challenge trophy, to be raced for by yachts of all nations. For these particulars | am indebted to Mr. E. Keble Chatterton and his book, ** Sailing Ships and Their Stories,’’ which has been a book of interest and reference to me for many years. In conclusion, may I wish, as I trust many other readers of MARINE MOopELs will also do, for the success of that great sportsman, Mr. T. O. M. Sopwith, in his next attempt, in 1937, to retrieve the Cup. Yours truly, IN MODELS” N advertisement appeared in our May number A for the A-class model ‘‘ Da Shetland Lass.’’ The Magazine appeared on the morning of May 7. A few hours later a buyer arrived, having seen the advertisement, and she changed hands. The ex-owner rang up on the morning of May 8 to tell us the prompt result of his advertisement. Have you a boat to sell? Verb. sap. Editorial and Publishing Offices : 52, FETTER LANE, LONDON, E.C.4. Telephone: F. W. K., Central 9914. Darlington Model Yacht Club. MERCHANT NAVY WEEK When the Coronation of His Majesty King George VI is over, an outstanding event of 1937 will be Merchant Navy Week at Southampton, from July 17 to July 24. This is in aid of the Missions to Seamen, and H.M. King George VI has consented to be Patron. During these days there will be staged in Southampton, in the fine large cargo sheds at the new docks (kindly lent by the Southern Railway) a complete Exhibition of the work of the Merchant Navy. The Admiralty, the Board of Trade, the Dominion Governments, the Southern Railway, the Shipping Companies, the Ship and Yacht Building Firms, and many others connected with seafaring have combined to produce this remarkable Exhibition, which shows by means of a unique collection of striking exhibits and scenic displays, together with working models, pictures, cinema ee and demonstrations, ‘* The Seaman’s Service to the Citizen.’’ Many famous ships, including the *‘ Asturias,’’ the ‘* Empress of Britain,’’ the ‘* Queen Mary,’’ and the ** Warwick Castle,’’ will be open for inspection, and other attractions include lectures by well-known men SUBSCRIPTION RATES Inland, 7s. 6d. per annum; U.S.A. and Canada, $2. Overseas, EDITORIAL The Editor does not undertake to publish all matter received. Where a nom-de-plume is used, correct name and address of sender must be enclosed. The Editor does not undertake responsibility for photographs, plans, or articles submitted, but every care will be taken to ensure their safety, and we will endeavour to return same if postage is enclosed. _ TECHNICAL ENQUIRY BUREAU Queries involving technical matters will be referred to the experts in charge of various departments of this Magazine. Long technical replies cannot be given unless a fee of 2s. 6d. is sent. Enquiries necessitating an answer by post cannot receive attention unless accompanied addressed envelope for reply. at 3 p.m. Lunches, teas and dinners will be served in a fully equipped restaurant. Light refreshments will be served at the buffets in the Main Hall, and special catering arrangements made for private parties. The charge for admission will be ls. Children under 14 years of age, There will be ample car parking facilities—cars, ls.; motor cycles, 6d. etc. Cheap excursions will be run from all parts of the country, full particulars of which can be obtained from local stations and travel agents. 6d.; Contributions, Correspondence and Club News intended for publication must reach our Offices not later than the 16th of month previous to publication. of the sea, displays by training ships, entertainments by ship’s companies and others, sea trips round the docks and Southampton Water, floodlighting of ships and docks, deck games, firework displays, etc., etc. The Exhibition will be open from 10.30 a.m. to 10.30 p.m. each weekday and there will be a great service in the Exhibition Hall, on Sunday, July 18th, 8s. by stamped ADVERTISEMENTS Terms on application. Special rates for Club Announcements of Regattas, SMALL PREPAID ADVERTISEMENTS Private advertisements for our For Sale and Wanted Column are charged ld. per word. Minimum 2s. Box numbers, c/o MARINE MODELS, can be used if desired at an extra fee of 6d. All advertisements must be received at our Offices not later than the 16th of month prior to publication. MARINE SEA THE Th . MODELS i BREEZES BLUE WATER MAGAZINE The 2 Publication renowned preserves the Sailing Ship history of Magazine the rapidly in an declining illustrated windjammier of the last form century Clipper Ship ‘‘ Crusader,’’ 1865—1910 Annual Subscription - - - - - 4s. 6d. Specimen Copy 5d., Post Free Apply: THE PACIFIC STEAM NAVIGATION CO., LIVERPOOL, 3 W. J. DANIELS Founder of The International “ A’’ Class. Promoter of The International (Y.M. Cup) Race. Scale Model Racing Yacht Specialist DESIGNER AND BUILDER COMPLETE MODELS. OF NINE INTERNATIONAL DESIGNS. WINNERS. SAILS A SPECIALITY. 49, EVELYN CLOSE - WHITTON - MIDDLESEX ‘Phone: A Waterproof Glue Also Heat and Acid Proof. No more sewing joints. A permanent and Popesgrove 1647. MODEL SAILING CRAFT By W.J. DANIELS Profusely Illustrated with 7 Complete Designs, Solid Waterproof Craft. 163 Diagrams and numerous Photographs. Breaking strain in wooden joints, moist Price 25/-, postage 9d. : and normal, over 1,100 Ibs. per sq. inch. RECOMMENDED BY “MARINE MODELS.” Tin and H. B. TUCKER. The Best Textbook for Model Yachtsmen. containing 2 oz. 8d., or 4 lb. 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: = Marine Models Publications, Ltd., 52, Fetter Lane, London, When replying to Advertisers please mention MARINE MODELS. E.C.4 ii MARINE 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- 4 Resins“) Hethert Almood,f “ Lavinia,’’* (New M.M. Design). full-size Reg. W. Lance. plan (fin. scale). Body Plan, 15/-. “ Beroe ’’* H. B. Tucker. | © Evadne ”* H. B. Tucker. Half-size with Body Plan 1 5/.. Full-size, 21/-. W. J. Daniels. 36in. RESTRICTED * Eudora ”* by G. W. Munro. Hull Two sheets 10/6 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 10-RATER. ~ * Leonora,”* W. J. Daniels. drawn Cunard S.S. “ Britannia’’ (1840), drawn by H. B. Tucker. Hull lines, general details and Rigging Half-size with ** Debutante,”* A. W. Litjo, | ** Stella ’?* (Sharpie) Indiaman, 17/6 post free. 6-METRES. “ Joyce,”t East lines and general details (jin. scale). Rigging and Sail oy (fin. scale). The two sheets, 12/6 ** Courtesy,”* A. W. eee. Half-size. Mounts Bay (Penzance) Lugger. Plans of typical boat, taken from authentic Builder’s Half-Model. Scale lin. = 1ft., 6/6 post free. Full-size, 15/-. sheets, 12/6 post free. 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. Full-size, 5/6. * Tomtit,”+ A. W. Littlejohn. MARBLEHEAD 50—3800. “ Pocahontas,”* W. J. Daniels. Binding Cases. Vols. I, II or III complete with Title Page and Index. Binding Cases Vols. IV, V, VI, VII, VIII and IX. Price 2/- post free. Full-size, 20/-. “Tris,’’* H. B. Tucker. Full-size, 12/6. “ Vega,”* (Sharpie), W. J. Daniels. Full-size, 15/-. Binding, Vols. I, Hl, Ul, IV, V, VI, VII, VII or IX (including case), 6/- post free. + Full Keel. * Fin-and-skeg. Bound Volumes. Vols. IV and V, 37/6; Vols. VI, VII, WORKING MODEL STEAMERS, Etc. “ Brunhilde,” Sea-going Diesel Yacht, 40 in. long, Fullsize plans, 8/6. “Maid of Rutland,” Cross-Channel metre long, Full-size plans, 6/6. Steamer, 1 “ Zingata,” 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 Volumes I—V were published under the title of “‘ The Model Yachtsman.” HYDROPLANE. “Flying Fish,” Hull design by Reg. W. Lance, Half-size with full-size Body Plan, 4/6. ALL DESIGNS POST FREE. VIII 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. II, 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. IIT, 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; No 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. 1—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. [X, 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 MopEts Pusications, 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 “Queen Mary.’’ She therefore makes a splendid subject for a model. shapely, and the detail extremely interesting. The work 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. pao Complete outfit MAURETANIA. Kit of parts for making similar to the “* Queen Mary,’’ packed in an attractive box. A hardwood hull with decks readyshaped, 8 in. long, and all pieces for bridge, deck houses, funnel bases, etc., a rf “7/ 6 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 aes or Price 5/-, post. 6d. direct from (Dept. M.M.4) BRITANNIC., : **Queen Mary,’’ in an attractive Including shaped hull 7} in. long, 16 pieces already shaped for bridge, deck houses, funnel bases, etc., a set of 28 lifeboats and two steel masts. Price 4/6, post. 6d. HANDICRAFTS ANNE RD. - HANDSWORTH - BPHAM. When replying to Advertisers please mention MARINE MODELS. rahi the box. —————————— Ready-shaped hull and fittings, similar to | Ww. 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 ve BOND'S. Will Shortly be Moving to NORWAY Larger Showrooms in Euston Road WINS WITH These will be the Largest in London devoted Sails Three Years Old, made of to X. if , FIFTIETH _ NIVERSARY. the Model Maker, and will mark our SAILCLOTH Mr. Sam Berge publicly acknowledges advantages and thanks me for inventing X.L. Cloth. - 1936—Mr. Berge was 2nd using same sails now 4 years old. WATERPROOF : UNSHRINKABLE UNSTRETCHABLE Definitely faster and points higher. CENTRE FLUE BOILERS Lasts out many ordinary sails. Made of copper throughout and brazed at all Mr. Berge finished up at Fleetwood by winning the Open Water Competition. joints. Size 23” diam. x 53” long drum, He then proceeded to Sweden for fitted 14” centre flue ... Price 17/6, postage 6d. Four Firsts and Four Specials (two different boats, both Size 3” diam. = 7 long drum, fitted 1} centre Other 1936 successes— U.S.A., Eastern Section Championship, also Detroit. Send for Bond’s 1937 General 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, International Races, where in four starts only, he won . under X.L. Sailcloth). Does he know the value of X.L. Sailcloth, or does he not ? ack flue a WA ne a ... Price 30 -, postage 9d. 254, EUSTON ROAD, LONDON, N.W.1. Ww. G. PERKS, CAERNARVONSHIRE *Phone: Euston 3780 Estd. 1887. —— SAILS —— CHARLES DROWN & SON” SUCCESSES BRITISH and INTERNATIONAL Class. Scottish6 m. Championship. London League 10-R. Championship 1st & 2nd. -_ Sail Makers 1936: “A” CLASS | U.S.A. CHAMPIONSHIPS (at Gosport) Vchatbow Cur DURING Sheldon Clark Trophy “*A’’ Class (3rd year in succession). Mid, West Championship “A” Class. 36 in. Championship 1st, 2nd & 3rd. Our Sails were used on each of the above winning yachts. A world-wide reputation. Send Stamp for Price List 8, ULLSWATER RD., WEST NORWOOD, LONDON, S.E.27 When replying to Advertisers please mention MARINE MODELS. (10