Marine Models: Volume 10, Number 8 – November 1937

if DGG, =U44%Z Z ZZZZ%Z 4 “yy “yy ZY% Ge Liry ,4 LS SAA ae Lat4iWh,j) ZYyyZZZV7,ZYY Z i _|_ALA_A _nqx»%NHHHNH ASSSSSSIIN N YZ » WsMéin, ANN WSS WB QAAAL NY WMMOONY SSS AAAS INCORPORATING THE MODEL sane YACHTSMAN Sevenpence NOVEMBER, 1937. No. 8. Wiley Sess YA AML S a MNOOBMOMWOMNAH SSS Vol. X, MMMEGTHa_ H VA,Y Z ull Ci Wer 4 4 a eee al et . rrr MARINE MODELS ee mates, TROD ESESES ESS oe ae nse A PaesarsAsa RT Aan Anan nas teres enanaseew SNeStAtETSEAEES cers peenneetttanmsst4% cr epar treat et TeeetBR SELEIESIFSERTSASL SUR TEP PUBLICATIONS LTD., i ARTEL STIS CE FETTER LANE, LONDON, E.C.4 MARINE MODELS HANDBOOKS FINEST SOFT PINE Buitd Your Boy A MoDEL YACHT Specially selected for By W. J. DANIELS & H. B. TUCKER Model Boat Building. (with full-size Construction Plans for 30-in. Class Model) All Useful to Builders of any size model thicknesses “to 3”, widths up to 24” How To BUILD A MODEL STEAMER By J. VINES ALSO (with 4 large scale Designs) Prime Full of information for Novice and Expert Price: to Price: Trade MARINE Honduras Mahogany 2s. 6d. each, postage 3d. HOW TO SAIL YOUR MODEL YACHT (Hints from the Young 4d., postage Terms on CHETHAM TIMBER Co. Ltd., Novice) 4d. 70, FINSBURY Application LONDON MODELS PUBLICATIONS LTD. ._ METROPOLITAN 52, FETTER LANE, LONDON, E.C.4. W. PAVEMENT, J. E.C.2 7418 DANIELS Founder of The International “ A’’ Class. Promoter of The International (Y.M. Cup) Race. Scale Model Racing Yacht Specialist AND BUILDER OF COMPLETE MODELS. NINE INTERNATIONAL DESIGNS. 49, EVELYN CLOSE – ‘Phone : WINNERS. SAILS A SPECIALITY. WHITTON – MIDDLESEX Popesgrove 1647. A Waterproof Glue MODEL SAILING CRAFT Also Heat and Acid Proof. By W.J. DANIELS and H. B. TUCKER. No more sewing joints. A permanent and Solid Waterproof Craft. Profusely Illustrated with 7 Complete Designs, 163 Diagrams and numerous Photographs. Breaking strain in wooden joints, moist and normal, over 1,100 Ibs. per sq. inch. RECOMMENDED BY “MARINE MODELS.” Tin Price 25/-, postage 9d. The Best Textbook for Model Yachtsmen. containing 2 oz. 8d., or 4 lb. 2/1, post free, from Anglo-American Pharmaceutical Co., Ltd., GALEN WORKS, DINGWALL ROAD, CROYDON. Phone: Croydon 3118. Trade Enquiries Invited. ORDER YOUR COPY FROM: Marine Models Publications, 52, Fetter Lane, London, When replying to Advertisers please mention MARINE MODELS. Ltd., E.C.4 -—_waea ee DESIGNER Z £ = 2 2 INCORPORATING THE MODEL YACHTSMAN Vol. IX, No. 8. Published on the Seventh of each Month Nove mber, 1937 EDITORIAL N Scottish model yachting circles there ap- —- ae pl CN | pears to be some misapprehension as to the recognition of the Marblehead class. This class is now recognised internationally, and a motion for its adoption by the M.Y.A. as a British national class has been brought forward. It is now used in the Isle of Wight, the Isle of Man, at Hastings, Huddersfield and several other clubs. If one takes the total in all countries, the Marblehead is by far the most numerous class of model yachts that there has ever been. Now the class was originated in the States, and many American model yachtsmen ascribe the great advance of their sport during the last few years entirely to this class. Undoubtedly, to new clubs, and beginners generally, a small, easily understood class is attractive, though, no doubt, many in due course graduate to the larger and more complicated classes later. The class is used on the Continent and in Canada as well as in the States and here. Canada is not an individual member of the International M.Y.R.A., but is eligible and nationally surprising shortly. organised, so it would not be if she applies for membership Some of our Scottish friends critic’se the M.Y.A. in that it supported the international adoption of the Marblehead class, and threaten to oppose its national adoption. Their contention is that we should have put forward the 6-m. as a second International class. Actually, a proposition to this effect has been put forward by France, seconded by Norway, and will be voted on at next year’s international meeting. As the British delegate is likely to be instructed to support it, there is every chance of its adoption, and this will give three International classes, so that travelling model yachtsmen will be able to take their favourite boat with them. The A-class boat is a fine model, but big and heavy as travelling baggage, while the Marblehead is small and light. The 6-m. comes between, and is also a handy, manageable size. One hopes, therefore, to see the Marblehead adopted by the M.Y.A., and the 6-m. by the IL.M.Y.R.U. This should be satisfactory to the owners of both classes. The failure of European nations (in particular Britain) to send a representative to the Boston Regatta has caused the greatest disappointment in the States. We ourselves do not see how the M.Y.A. could consistently have sent a Marblehead class boat, since the class is not yet officially recognised in this country. Nevertheless, we did send one to the Hamburg Regatta in 1936, Again, it was a big strain on British model yachting finances to raise the Special Funds necessary to run the International Regatta and entertain our guests at Fleetwood. Nevertheless, we should seriously consider Mr. C. O. Brook’s remarks in the American Notes in this issue, and remember what foreign competitors have done for British model yachting. 198 MARINE MORE ABOUT MODELS RATING RULES By YARDSTICK OME readers of MARINE MOpDELS- have ere S suggested that I should elaborate the little article that appeared in last month’s number, so here goes. Racing yachts can be classified by either a set of restrictions or by a rating formula. The former are known as Restricted Classes, and an example is the 36in. Restricted Class, in which Length Over All, Breadth, Depth and Weight are limited. Another Restricted class 1s the 50-800 Marblehead. In some classes that are governed by a rating formula, certain dimensions are restricted as well, so that the rule is a combination of formula and restrictions. As pointed out in my last article, the factors producing speed are length, sail area, and, up to a certain point, displacement. Of these, length is a linear measurement, sail area a square measurement, and displacement a cubic measurement. In order to reduce these to a common denominator for the purpose of comparison, one takes the square root of the S.A. and the cube root of the displacement. Any factors other than the three mentioned above that appear in rating formule, are introduced for the purpose of influencing the type of boat produced. The simplest rating formula in use is the Length and Sail Area Rule, which is : — L x S.A. 6,000 = Rating In this formula L is the L.W.L. and S.A. is taken in square inches. It will be observed that this rule directly transgresses the axiom laid down above that for comparison purposes the square root of the sail area must be taken to bring the different factors to a common denominator. The rule was, however, promulgated 30 years ago for full-sized yachts, and, in the end, proved unsatisfactory, though excellent for models. The novice may ask why, if the rule remains satisfactory for models, it proved unsatisfactory for full-sized yachts. The reason is, of course, that a model sailer is not aboard his craft. The 10-rater is the only class now used under the rule. Before leaving this rule attention is drawn to the divisor 6,000. Any fixed divisor or multiplier in a rating formula is known as a “constant.” It does not change for different boats but applies to all boats rated under the rule. I do not propose in this article to quote other rating formule in full, as they are published by the Model Yachting Association, and would take more space than can be spared in this Magazine. I will, however, briefly comment on them. In addition to the different methods of measuring the length (both of which influence the type of boat as explained in my last article), there are several notable differences between the I.Y.R.U. and A-class rules. In the I.Y.R.U. rule, length and S.A. are taken into account in the actual formula. In addition to these, other factors directly influencing the type of boat produced are introduced. The first of these is the factor “ d,” which is the difference between the actual skin girth and the chain girth. The effect of this is to discourage a hollow garboard. The second factor “ F,” is the average freeboard, and, as this is introduced as a minus factor, it encourages the designer to give his boat a generous amount of freeboard. Displacement is sternly regulated under the LY.R.U. rule, and a minimum displacement is insisted on. This is not included in the formula, but is the subject of a restriction in the shape of a sliding scale based on the actual L.W.L., not the Length taken for measure- ment. In the A-class rule, all three of the speed factors figure in the actual formula. In this rule, sail is given for displacement between certain fixed limits on a sliding scale, based on the actual L.W.L., not the length taken for calculation of rating. There is no penalty for exceeding the upward limit of the displacement allowed, but no additional sail is gained by doing so. Lighter displacement is penalised by deducting the amount of the deficit from the actual cube root. In other words the designer suffers to the extent of twice the deficit. The lower limit is set rather high—many think too high—under the rule, but actually the bottom displacement limit boat has the highest sail-weight ratio, and heavier boats, though they get more actual sail, have a decreasing sail-weight ratio. In this rule Freeboard does not figure in the formula, but is the subject of a restriction, and any deficit is heavily penalised. MARINE MODELS Under both of these rules certain minor dimensions, such as height of sail plan, are limited. One of the main differences between a Restricted Class and one governed by a measurement formula is that in a Restricted Class no single dimension must exceed the, appointed limit, but under a measurement formula an increase on one dimension can be compensated for by a decrease in another. Thus a boat having a little extra length can usually be brought into rating by cutting down the sail somewhat. Thus it will be seen that it would be unwise to limit L.W.L., since a very slight miscalculation on the part of designer or builder might put a boat hopelessly out of rating. In full-sized yachts there are great numbers of * one-design ” classes. These are classes of identical yachts, built to the same design and specification in every respect. The object of these classes is to provide racing without handicap at a moderate price, without the possibility of boats being outbuilt by more recent vessels. In many it is a stipulation that all the boats are built at the same yard. As one set of- moulds does for all the boats, this is an economy, and further ensures the 199 uniformity of the yachts. It is impossible to have one-design model classes since so many models are built by amateurs and their productions vary so much. ‘Further, it is undesirable, since one of the objects of model yachting is to make progress in design and building. Whilst the above articleis necessarily somewhat sketchy, it is hoped that it may help the novice to understand why model yachts are rated as they are. He may, however, well ask himself why the pundits who propound our rating rules should concern themselves with influencing our models to produce a socalled “ healthy ” type of craft, since all that is required of a racing model is to sail fast and handle well. If he is of this opinion, he may well ask why we do not adopt a simple classification by sail area, as is donein certain model and full-sized classes on the Continent. This leaves the designer free to develop the fastest hull possible capable of being propelled by a given power. It, however, has the disadvantage of producing boats of inordinate length, and, after all, we must consider travel- ling facilities to a certain extent. In any case, we have quite a number of different rules and classes in use, and clubs can choose those which suit their purposes best. Photo: OUR WELL-KNOWN CONTRIBUTOR, MR. J. L. J. French. VINES, CONNING HIS * SILVER JUBILEE ’’ IN A STEERING COMPETITION. GETTING AS LOW AS POSSIBLE AND SIGHTING OVER THE CENTRALLY-PLACED DECK FITTINGS IS A GREAT ASSISTANCE IN AIMING STRAIGHT 200 MARINE SHIPS’ MODELS ANCHORS By A. P. IsarpD, A.M.I.Mech.E. (Continued from page 176.) T will be interesting at this stage to con- | sider a highly condensed history of ar ee ee ee ere = ee eee See anchors. The anchor was supposed to have been invented by the Chinese Emperor Wu, many hundreds of years before Christ. In early history the greatest number of illustrations are to be found upon old coins, and it is interesting to observe that the anchor also seems to have played a regular part as an heraldic figure, since it appears in many armorial designs. The anchor was, and is, also a symbol of the Christian religion, denoting steadiness, hope and salvation. In very early times sailors did not require anchors, as boats were small, open affairs, and always drawn up ashore when not in use, or at night time. Voyages were short and mostly of a coastal nature. The early Greeks and Romans originally used crude anchors of stone. These were sometimes merely selected stones with holes through their centres, and, later, improved by being encased in a sort of framework of rough timber. Two spars of equal length were lashed together at their centres and at right angles in the horizontal plane, their ends being sharpened to points. An elongated stone, selected and placed at the centre, upended and held in position by means of four legs, made from saplings, the bottom ends fitting into holes in the cross spars, and the top ends bent and gathered together over the stone, and secured by lashings. Fig. 2 is an illustration of this interesting prehistoric anchor. The binding was a sort of rope made from strong grass, or bine, twisted together, and the bottom ends of the frame were also sometimes further secured to the cross spars by lashing with the same material. Fig. 3 depicts a crude anchor hewn from solid stone. There are large numbers of these designs to be found, sometimes with only one arm. The design illustrated is believed to be of Chinese origin. Another similar design shows that there was some thought given to the question and necessity for a stock, which appears to have been fitted by means of piercing the solid stone shank, about a quarter of the way from the crown. This stock was very short in length, probably about half the length of the shank, consequently its practical use must have been very questionable. From A.D.300-1000 there wereat least three types of anchors: (1) the weight anchor, usually made of lead, sometimes bound and encased with timber for the better holding in soft ground, and, again, sometimes of hollowed-out wood, into which lead was poured : (2) the hook anchor without stock, for hand use in shallow water, a sailor being ordered overboard for the purpose of planting the hook well down into the ground, and (3) the hook anchor with stock and ring for casting overboard in deep water. The latter type was very like the Admiralty anchor used within recent times. There are very few drawings in existence of anchors during this period. Fig. 4 illustrates a lead weighted wooden GH MARINE anchor. This consists merely of a wooden shank of hard wood driven through the centre of another piece of hard timber, cut to the shape shown and with a square hole for the reception of the square-sectioned shank. A longitudinal hole was bored right through and molten lead was poured into it. In the absence of boring tools, such as are known to-day, this long hole was probably burnt through by means of hot irons. This anchor has no stock. Sometimes anchors were made entirely of solid lead; silver could not have been such valuable metal as now, since actually solid silver anchors are mentioned in old records. These three examples of early anchors depended chiefly upon their weight for holding power, and, obviously, it would be more luck than judgment, or skill, to arrange for the arms to bite into the ground. Nevertheless, doubtless sometimes they did, or caught upon some projection, such as submerged rock, or tough seaweed, etc. It must be remembered that the vessels of those days were small and comparatively light, so would require no great weight (together with ground friction) to hold them. Again, there was no means of handling the ground tackle except by direct man-power, and so the maximum weight of a single anchor had to be gauged by the strength of the crew available. The very earliest anchors consisted merely of a suitable stone bound or lashed in all directions for the easy attachment of a crude rope. This form of anchor is actually in use to-day for small craft, and is termed a “ dropping weight,” but it has to be of considerable weight to anchor a craft, and usually serves merely as a check against either tide, wind, or both. A common form of anchor used by fishermen to-day, in small, open boats, is just a rough bag made of hessian, filled with shingle. To one of its top corners a rope is bent, by which it is carefully lowered to the bed of the sea. Another line is bent to one of the bottom corners of the bag, and is called the ‘tripping line.” By hauling on this the bag is capsized, and the’stones disgorged, when the empty bag may be hauled aboard easily, and the craft unmoored. By filling the bag with the correct weight of stones, the boat may be allowed to drift slowly with wind or tide, should the fishermen wish. In 1373 it is recorded that four-fluked iron anchors or grapnels came into use in the MODELS ; 201 Western world, but these never proved very satisfactory, and were mostly used for boarding parties for holding ships together, and for other similar comparatively light duties; they are classed as light anchors. Some early ship pictures show grapnels carried at the end of the jib-boom to engage with the enemy’s gear in close engagements. For 1,700 years the principle of the anchor underwent little or no change. Troubles and many breakages, experienced with what was known as the “Old-plan, Long-shanked Anchor,” caused a Mr. Perring, of Plymouth, in about 1810, to make extensive experiments, not only in design, but also in the method of manufacture. To a large extent the breakage trouble was due to inferior material and this was largely rectified by the use of what was known as rolled bar.” It must be remembered that engineering knowledge was limited, forging machinery scarce, and the art of welding crude; actually no plant existed large enough to produce heavy enough blows for forging such large section material into a really homogeneous whole. Again, design was faulty, and proportions incorrect for the various strains likely to be imposed. Generally, the palms offered much too large a holding surface for the strength of the joint at the crown, and by far most of the breakages happened when “‘breaking-out” or unmooring. It is, however, on record that these “ Old-plan Anchors” had a reputation for always nipping and holding well—the two important points of an anchor. Most of the breakages were at the crown; often anchors came up minus one or sometimes both arms; briefly, this was due to a combination of facts: (1) too large a holding surface of the palms for the strength of the joints between the shank and the arms at the crown, and (2) lack of engineering knowledge and appliances for making sound joints at this important place. The anchors made in the Royal Dockyards were of much better material and workmanship than those made by com- petitive private business firms, whose prices often varied as much as £20 to £8 per ton. (To be continued.) 202 MARINE MODELS THE (Continued from page 180.) HE other Sunday | had the pleasure of P. Ivison, of the Marine Section of the Maldon and District S.M.E. This little vessel has one of the most interesting and efficient plants I have seen for a long time. The hull is on a scale of 1 /50th scale, giving an overall length of 75in. by 74in. beam. The depth has been increased to 5#in. keel to maindeck in order to get the necessary displacement and stability. The prototype is the V-type destroyer H.M.S. “ Vidette.” It will be noticed in the photograph that she bears the number “ M4.” This is not the “aes SoS fh: examining a destroyer model by Mr. prototype destroyer’s number, but the model’s club registration number. This is a neat way of carrying the club number on a destroyer. I may mention that when the photograph was taken, the model had been partially dismantled for her winter refit. The reason for Mr. Ivison’s choice of the destroyer “ Vidette” as a prototype is quite a history in itself. Mr. Ivison was serving in H.M. Navy as Chief E.R.A. on the de- stroyer “ Verulam,” in September, 1919, when she ran into a minefield towards Bjorca Sound. The ship struck two mines, which exploded. It seemed as if the bulkheads would hold, but she hit a third mine, which gave her the coup de grace. A sister destroyer, the ‘ Vidette,” picked up some 70 of the “ Verulam’s” crew, including Mr. Ivison, who made his escape cern from the sinking vessel on a Carley float. One of the crew actually swam six miles to the shore. + meee pees ow 2 ees a The hull of this model is built in an unusual fashion. Readers are no doubt familiar with the term “ composite” built as applying to yachts built with wooden planking on metal frames. This model exactly reverses this, since she is built by plating with tinplate on a wooden frame. The model is built on an oak keel with ash ribs and pine inwales. The vertical joints between the plates are arranged to fall upon the ribs. Each plate touches three ribs, being MODEL DESTROYER “ VIDETTE” fastened on alternate ribs (i.e., the length of the plates is twice the rib spacing). The rows of plates above and below have their joints arranged to fall on the intermediate ribs. It is an important point in hull building not to have all the joints in plating vertically above each other. MARINE The method employed for bending the ribs is of interest. The body plan was drawn on a piece of wood. A row of nails was then placed along the line representing one section. The ribs, after being boiled until pliable, were bent round the nails, fastened in position, and left to dry out. The rib was then transferred to the hull. The builder told me he would not use this composite method of building again, but would use a brass T-section inner keel and Lsection frames. One great disadvantage of the oak inner keel is the space it occupies, which prevents the plant being installed as low in the boat as would otherwise be possible. One or two little features about the deck gear are of interest to builders. The masthead and sidelights have brass bodies which are cut away to show the glass. The glass part is a piece of tube in which a bead of the appropriate colour—white, red or green— is fixed. These are not ordinary round beads, but those faceted ones. The result is that quite a sparkle is obtained, almost as if the lamps were alight. The wood ladders are neatly made with the treads mortised into the sides. The slots for the treads are cut in the sides by means of a simple jig which consists of a brass trough into which the side fits. Readers are, no doubt, familiar with a joiner’s mitre-box. This is on exactly the same principle except that the sawing slots are set at the correct angle for the treads instead of 45° as in the mitrebox. As a matter of fact there are two sawing slots in the ladder jig. These are, of course, exactly parallel and spaced the required distance for the treads. A _ thickish saw blade is used (Mr. Ivison himself uses a piece of old hacksaw blade) in order that the single sawcut will make a slot wide enough for the tread. The modus operand: is as follows: First the end of the ladder side is cut off at the correct angle by means of the jig. Then a slip of metal is put into the right-hand slot to act as a stop. The end of the side is then pushed up against the stop so that the second sawing slot registers to make the cut for the first tread. Care should be taken to make this cut the correct depth and not go right through the side. For the second step the stop is dropped into the slot cut in the ladder side for the first tread, and so on. It is necessary by this method to have a pair of jigs—one for the right-hand and one for the left-hand sides of the ladder. Great MODELS 203 care is necessary to ensure that the two jigs correspond exactly, or a cumulative error will be introduced. It is quite easy, however, to mark the jigs out accurately, using an adjustable bevel. The trough can be made by sweating two pieces of brass strip onto a base. The right-hand sawing slot can be the full depth of the trough so that it can be used to cut the bottom of the ladder off, but the other should be just the depth for the saw-cut for the treads so as to act as a gauge for this. This builder has a simple method of making rail stanchions. Instead of turning the stanchions up and then drilling the holes through the balls, the holes are drilled first. A jig consisting of a block of metal is used. This has a longitudinal hole to take the brass wire from which the stanchions are made, and at the correct distances apart vertical holes for guides for drilling. After being drilled the stanchions are turned down in the usual way. One begins to appreciate this model when one gets below decks. Her single screw is driven by a twin-cylinder engine of the builder’s own design. Steam is provided by a three-drum Yarrow-type boiler, fired by a blowlamp with two burners. A working condenser is fitted with the pumps necessary for its operation. Most of this lay-out is so original and efficient that it merits description at some length. The boiler, as mentioned, is of the threedrum or Yarrow type. There are three drums arranged like an inverted V. The steam drum is at the apex, and the two water drums down below. All the drums are Qin. long, the diameter of the steam drum being 24in., and that of the water drums I4in. each. The drums are seamless drawn-copper tube. The top drum has flanged copper ends, silver soldered and stayed. The lower drums are fitted with heavy turned ends in. thick, with a groove turned in, with which the tube registers. | These ends are caulked with a piece of asbestos cord, luted with a mixture of blacklead and boiled oil. This mixture makes an excellent seal for any steam or water joint. The ends are stayed with lin. rod. An advantage of this method is that the ends of the drums can be removed for inspection or cleaning. There are 56 water tubes in all —128 connecting each of the lower drums with the upper drum. The 28 tubes to each drum are arranged in three banks, of which the centre row are straight and the two outer rows curved, bending outward. This leaves 204 MARINE MODELS room for the hot gases to circulate freely, and gives a maximum of effective heating surface. The boiler has a light sheet, brass casing with longitudinal baffles. The casing is well lagged with asbestos sheet to conserve the heat, and the uptake is fitted in the usual way on top of the casing. The advantage of Yarrow boilers is that they are excellent steamers. The engine is of ample size for the boat it is called on to drive, and is therefore able to be driven at a working pressure of about 50 lb. As low-pressure wet steam is used, the builder did not consider it necessary to use a displacement lubricator, and this has certainly been confirmed by the fact that though the engine has been in hard use for eight years it shows little signs of wear. Of course, it is in his favour that pistons and cylinders are of non-rusting metals. The oiliness of the exhaust steam is the great difficulty that prevents the use of a condenser in most models, since when oil is injected into the cylinders, the condensed water must of necessity contain a high percentage of oil, and unless this can be separated from the water, it would be most detrimental to pump the water back into the boiler. The exhaust steam passes direct into the condenser, and the water from it passes through the air pump into the hotwell, whence it is returned to the boiler by an orthodox ram feed-pump. This arrangement is admirable for running on salt water. ~ ee Each of the units comprising this lay-out is an entirely separate item mounted on its own bedplate. From the model-maker’s point of view this is a great advantage, as no complicated castings are required. Turning to the condenser, steam _ is admitted through the upper hole in the end, and passes through the tubes to the far end, where baffle plates (similar to those shown across the end) divert it into a zigzag path downward until the water finally emerges from the lower hole in the end. The inlet and outlet for the cooling water can be seen on top of the condenser drum. This condenser differs from full-sized practice in that steam passes through the tubes instead of cooling water. Circulation of cooling water is provided by a gear-driven centrifugal pump, running at 1,400 revolutions per minute, which is twice engine speed. The construction should be clear from the photograph. The blades of the impeller are silver-soldered into the boss. The water is drawn in through the hole in the cover, and the outlet pipe is quite plainly shown. It will be noticed that the outlet pipe is flanged for connection, and the inletis similarly flanged. In Mr. Ivison’s pump the body is turned up from the solid, and the boss of the impeller and shaft are also one piece. The only part of the pump that cannot be seen in the photograph is the packing gland on the shaft. It should be added that the impeller blades have Se? ee eee en TE Es ee her The fact that oil is not being injected into the cylinders with the steam enables Mr. Ivison to use an effective working condenser. I might mention that the lower parts are taken care of by splash lubrication. CONDENSER BUILT BY MR. P. IVISON a slight clearance all round, touching neither back, front nor sides. This form of pump could equally well be employed as a bilge pump. THE CONDENSER WITH END REMOVED (To be continued.) MARINE MODELS 205 PETROL ENGINE and HYDROPLANE TOPICS By J. B. INNOCENT (Continued from page 183.) 2 ae problem of hull design is one that is always with us, though the average of successful hulls seems much higher than a few years ago, despite the great increase in speed that has taken place. To a great extent this is due, so I believe, to the designers concentrating on stability in the hull, and relying on the engine to produce the speed. This is quite sound up to a point, but it makes our regattas more and more like exhibitions of engine tune and less of model boating displays. There is, of course, a limit to which engines can be tuned, but it is quite a way off now that superchargers have poked their noses in. Apart, however, from blowing, I do not think there is a very large amount of scope left in the engine department, and, as blowers are not likely to be generally popular, hulls that give more speed for power input will soon be in demand. I have quoted my own ideas on planing angles and hull shape many times, and flatter myself that many boats have successfully embodied all or part of them. However, whilst they appear to help stability, I have little reason to believe they make for extreme easy running. From experiments and observation I have come to the conclusion that there is little difference in the speed of any of the more or less orthodox hulls once the boat can really be said to be moving. From this it seems that there is some evidence of stagnation at the moment and it therefore follows that it is time some new ideas were forthcoming. Everybody does not, of course, use hulls that come within my idea of the orthodox, and, as most of the people who follow an individual line have met with considerable success, it is well worth considering their CENTRIFUGAL PUMP USED IN MR. IVISON’S MODEL DESTROYER (See description on page 204.) methods. Firstly, we have M. Suzor, with his succession of ** Nickies,”” and here we find a definite tendency to carry the load on the front plane. His hulls have all had rather steeper angles than I advocate, though the inclination has been for them to get finer as his speed has risen. Another noticeable point is the narrowness of the back plane; this probably maintains the load per square inch at much the same figure on both planes. Mr. Rankine cannot avoid a severe concentration of weight around the engine, and, although this is placed aft of the stop, the front plane again takes most of the load. The distance between the front plane and the narrow rear plane is unusually long, but this does not give the stabilising effect that might be anticipated. Like M. Suzor, he has reduced the angles of his planes, but in a more marked degree. Both the “ Nickie ” and “Oigh Alba” fleet have used V-front planes in the past, but now seem to find the flat transverse section preferable. Mr. Statham’s 15 c.c. outfit has a very unorthodox hull. Actually he designed it from start to finish, but, strangely enough, another experimenter, Mr. Hudson, has also designed a practically similar hull. In this case there is only one plane, situated where the front plane would normally be. The rear plane is replaced by a submerged fin intended to run horizontally through the water, and so arranged that it tends to prevent both rise and fall of the back. The idea undoubtedly works quite well, and may yet prove of more practical value than its detractors consider possible. This type of hull seems quite happy with a considerably steeper front plane than normal. Mr. French decided to break new ground 206 MARINE with “Little Star,” and gave it three steps. His success is quite undoubted, particularly from the view of stability. Again we find the hull narrowing considerably towards the stern. Strangely enough, this hull also seems able to use more angle. A number of copies of this boat have been produced, and they all ride in much the same manner, so I think we can say the design is not by any means critical, as the various boats must have had numerous unintentional differences embodied. One characteristic of the ‘‘ Little Star’’ design is an appearance of heavy loading when under way. When Mr. Heath first built ‘* Derive,” the only real departure from normal was a considerable narrowing towards the transom. He was dissatisfied with the results, though they appeared to me much spoiled by cavitation. In fact, the original hull progressedin a series of jerks occasioned by complete cavitation as soon as a critical speed of about 20 miles an hour was reached. The average speed was then about 16 miles an hour, the boat slowing below average before the propeller again resumed its allotted task. The alterations that were made with a view to getting more speed were the addition of two planes, one MODELS The solution appears to lie in a choice of angle and area that will give an easy action on the water with sufficient plane loading to avoid undue influence from waves. It also appears that there is an advantage in narrowing the beam from the point of contact forward to the transom, probably due to a considerable reduction of digging-in of the chine. To get stability beam is essential, but as excessive area is to be avoided, Mr. Heath’s system seems worthy of further investigation. I rather doubt if there is any real advantage to be gained in the narrow rear plane except the reduction of chine digging, but it does allow reasonable beam on at least one plane when weights are low enough to reduce loading below the desirable figure. I find it impossible to come to any conclusion so definite that its incorporation can be considered essential in any hull, and can therefore only suggest lines of inquiry. It is, of course, impossible for any one person to explore all the avenues by actual experiment, so it is essential to decide the direction in which you intend to search and avoid any inclination to be side-tracked. (To be continued.) on each side of the front plane. These planes were set well below the original plane and were possessed of much angle, about one in fourteen. The results were most encouraging, and a speed of 25 miles an hour was reached without any signs of instability. When running the hull lifted on to the two outrigger planes, and thus had the advantage of a wide beam, whilst maintaining plane loading. For some unexplained reason the back plane also lifted clear of the water and rode rather higher than the original front plane. This strange effect resulted in a considerable reduction of incidence of the running surfaces and rather upset conclusions. Mr. Heath is one of the few successful people using a straight-through drive-shaft, and it is probable that this feature caused the lifting of the transom. The problem is to decide what makes for speed in hull design. The old idea was that wetted area should be reduced to a minimum, but there seems little to support this to-day. In fact, it would appear that an excessive reduction in area, either by reducing beam or angle, has an adverse effect through the plane being overloaded. High angles also appear to be the root cause of kicking and porpoising. If angles are made extra fine the hull will probably bound too much. CORRESPONDENCE SUGGESTED 50-800 CLUB FOR LONDON Sir,—I read with interest that the Model Yacht Racing Union has decided 800 class model yacht is to be adopted class of International Model Yacht for competition. International that the 50as a second International I have been wondering whether a 50-800 club could be formed somewhat after the lines of the Y.M. 6-m. O.A., with headquarters in London, perhaps using the Round Pond as home centre for sailing its races. Probably this would suit your correspondent, Mr. A. Paul Brown, and then he would no longer be a lone sailor on the Round Pond. I, too, would be willing to build to the class if such a club were formed. You will probably remember that I have corresponded with you before about the 50-800 class. I have designed several models for this class, just to see what types of boat I could produce, but have built none so far as there seemed to be no chance for trying them out against others here in London. Do you think such a club a feasible thing, or do you consider there are enough clubs already in London? : I wonder what Mr. Paul Brown thinks of this suggestion. Yours sincerely, T. J. CHILD. 95, Arngask Road, Catford, S.E.6. MARINE MODELS 207 THE DEVELOPMENT OF MODEL YACHTING IN THE U.S.A. By D. Fi. C. B N the year 1851 the schooner ‘* America ” | won the Queen’s Cup at Cowes. A year after this event the first model yacht club was formed in the U.S.A. From this nucleus, and in spite of many difficulties, the sport has developed, until to-day it is firmly established in the country, with thousands of devotees and an excellent organisation. Organisation, indeed, was one of the leading problems, for in a country of so vast a size, where clubs might be separated by thousands of miles, the work of a central body, without which no sport can prosper, was rendered almost impossible. The present satisfactory position is entirely due to a small number of pioneers, who worked under almost incredible difficulties. About five years after the formation of the first club (probably the now extinct American M.Y.C.) the Columbia M.Y.C. got under way, followed many years later by one at Prospect Park in 1874, and San Francisco in 1898. From this it may be seen that the progress of model yachting was slow and unsteady in early years. When the type of models and sailing are considered, this is not surprising. The models were built to fancy, many being square riggers, while others closely resembled, both in design and rig, the famous “America.” In most cases it was impossible to unrig these models owing to the use of dummy turnbuckles, made fast to fish-plates. As in England, free wind sailing was out of the question, races being decided only dead to windward, or, at the best, on a close reach. The invention of the weighted rudder, and the various stages through which it passed, made conditions only a little better. At this time most of the sailing was on open water, and in one case cast-iron skiffs were used. The Braine steering gear, invented in 1906, did not take long to find its way across the Atlantic, and this led to greatly improved conditions. Sailing could then be taken more seriously, and the element of chance was considerably lessened. From this period until after the war few advances were made, and the club movement neatly died. Enthusiasts, however, kept abreast of yachting developments, and improvements were made in designing and build- ing. The Bermuda rig was introduced in 1917, though it was a few years before it was in general use. America’s entry into the war naturally hindered the sport, though several fine models of the gaff-rigged type were built by members of the clubs around New York. Until after the war the sport was virtually unregulated, each club being a law unto itself. On July 19th, 1921, four leading clubs, the Central Park M.Y.C. of New York City, the old Prospect Park M.Y.C. of Brooklyn, N.Y., the Boston M.Y.C., and the Lynn M.Y.C., formed the Model Yacht Racing Association of America. Under the able presidency of Mr. E. L. Cheney, this body has gone from strength to strength, and now, with the exception of a few unaffiliated clubs, governs the sport throughout the country. The rules adopted were a mixed set, including the old B and C classes, a L.+S.A. rule, and the R class that approximated 70 inches over all. Shortly afterwards the newer B class was introduced. These were the most tremendous models ever created, having in some cases a displacement of nearly 100 lb., with masts 13 feet high, and 3 inches maximum diameter. These monsters were in use until 1933. A year after the formation of the Association, America had her first International race. This was the result of a challenge issued by Mr. W. J. Daniels, who, at Enghien-les-Bains, before the war, had won for England the first International races ever held. Mr. Daniels built a special B-class model, named “Endeavour,” and a series of open water matches took place off Flushing, L.I., against Mr. Ernest Bull’s famous “ Polka Dot.” In these matches “Polka Dot ” was successful. The much-talked-of depression that swept America gave the greatest impetus to model yachting that it ever received, and raised the sport from the almost stagnant condition into which it had fallen. In the words of Mr. C. O. Brook: ‘“ Men all over the world found themselves with much time and no occupation; many desires and no money. Amongst these were those with a love of the sea and ships. As far as actual boating went, money closed the gates on them. But they could 208 MARINE enjoy boating via the model route. This they did in increasing numbers.” During this period of widespread distress the Government began to finance various public works. In Detroit, model yachtsmen prevailed upon the authorities to build a model yacht basin and the result is probably the finest in the world. It is 1,038 feet long, 210 feet broad, and of a depth ranging from 3 to 15 feet. It is complete with brick pump house, and electric pump, maintaining a constant water level. A number of clubs use this magnificent lake, including the first in the States to sail I.Y.R.U. 6-metre models. Various other cities followed the example of Detroit. With the greater bank-to-bank sailing facilities thus inaugurated, the standard of model handling improved rapidly. What was finally required to make model yachting the thing it is to-day, was the introduction of a class rule that would appeal to the thousands of novices with little or no nautical knowledge or technical ability. The Marblehead 50-800 class, introduced by Roy Clough, of the Marblehead M.Y.C., exactly supplied this need. It proved the missing link of American model yachting and. put the game soundly on its feet. Not only has it become the most popular class in the U.S.A., but it has reached every country in MODELS which models are sailed, and is now put forward as an International B class. The tremendous increase in the popularity of model yachting, and the creation of a number of new clubs, directly due to the influence of the Marblehead class, again brought the vexed question of administration to the fore, and led to a minor reconstitution of the M.Y.R.A.A. The country was divided into three divisions—Eastern, Mid-western and Western, and Pacific respectively. Each division now elects or appoints its own officers, and also sends one representative to the central body. This has proved a very practical arrangement. America’s part in International racing is too well known to require elaborating. Since the second Yachting Monthly Cup was offered in 1926, the U.S.A. have sent a challenger over to Europe every year excepting 1937, so far without success. Indeed, a wellknown model yachtsman has said that this cup has caused as much grief to America as the America’s Cup has to England. Before closing this article, I would like to thank Mr. C. O. Brook and Mr. W. C. Foote, both of whom went to much trouble to give me information. Without their invaluable help, this short history could not have been written. SEASON’S THE MOST SUCCESSFUL PROTOTYPE MODEL THE MOTOR YACHT “TITAN” (H. W. EASTAUGH, W. LONDON M.P.B.C.) Photo: L. J. See MaRINE French. Plans in MODELS, gg December, 1936 MARINE THE On left, Mr. H. STARROW LAGOON, Smith; on right, BOSTON, 1935. MASS., Mr. C. H. Farley, This is one of the finest model yacht lakes in the world. completed in 209 MODELS It is U.S.A. with their A-class yachts 1,200ft. long and 250ft. wide, and was It is the headquarters of the Boston Model Yacht Club, and would have been the scene of the American International Races if these had taken place. Brook, pages MODEL YACHTING ASSOCIATION The Council met on Wednesday, October 29, and had a fairly long Agenda to consider. Reports of the I.M.Y.R.U. and the Coronation Regatta Committee were read and adopted, and reports of the 0.0.D.s of the 36in. Restricted Class Regatta, the British Selection Trials and A-class Championship, the National 6m. Championship and International Race for Yachting Monthly Cup, were read, and votes of thanks to those in charge were accorded. A fuller report of the Council Meeting will appear in next month’s issue. W. J. E. Pike, Hon. Secretary. (See our ‘‘ American News,’ by C. O. 218-220.) REPORT OF INTERNATIONAL RACES AT FLEETWOOD Sir,—On looking over my report of the International Races at Fleetwood, I find that I have omitted to make any mention of the *‘ William M. Carpenter Wing and Wing ’’ Cup. This was won by Mr. S. O. Berge, of Norway, with his yacht ‘* Prinz Charming,’’ his fastest run being 2 min. 25.1/5 sec. I also note that on page 157 I refer to challenges for the ** Y.M.’’ Cup. This, of course, should read Yachting Monthly Cup. Yours truly, W. J. E. PIKE, Hon. Secretary, M.Y.A. 210 MARINE FROM OUR N the course of the year we receive many letters, and by no means all of our correspondents are readers. We have had. many letters from a Mr. W. B., who still addresses us as The Model Yachtsman at our old address. Here is a copy of his latest epistle : — Sir,—Could it be possible for you to obtain for me a Model Single Screw Steamboat, 26in. overall, fitted with main fittings, specification herewith, from one of your competent mechanic Model Boat Builders for 25s. and charge Mr. XYZ (Full name and address given), with the sum of £3 9s. 2d., what he received from me for a larger boat, and never returned the money or goods? Yours truly, W. B. Specification of Model Single Screw Steamboat Straight Stem with a slight rake forward, Bow Cheeks, Fo’c’sle Deck, Harbour Deck, Shelter Deck, Trunk Cabin, Quarter Deck with Hatch, Stern. L.O.A. 26in., Beam 5in., Depth 4Zin., Amidships to the main deck 27in. Bow Section, with correct flare, knife-edge stem; the entrance long and fine. Mid Section, with a reasonably flat door, rising somewhat toward the bridge. Fine run aft. The Hull of the Model Boat, fitted with Beltings, Bilge Keels, Model Ship Sidelights. Exhaust Ports outboard flow tin. above L.W.L. Mooring Pipes, Scuppers, Bollards and Fairleads. Midships Secpair’ portable, giving access to the Engine and Controls. Built of 1/32in. Steel Plate riveted in plates, Wood Decks lined in planks. Gangway Doors fitted in the Bulwarks forward on either side, made to open. Hatchway Coamings, portable Beams and Hatches. Stepped back Deckhouse with Navigating Bridge above; Wheelhouse in centre. In the Bows Hawse Pipes, Naval pattern, fitted with stockless anchors, Cable Stoppers, Studded Cables leading to the model working Steam Windlass, Chain Pipes to the Chain Lockers. Model Cargo Winch. Inverted Vertical Reciprocating Marine Steam Engine, Cylinder 3in. bore, Zin. stroke, fitted with Reversing Gear, Condenser, Superheater, Bilge Pump, jin. bore, 9/32in. stroke, Feed Pump 3/16in. bore, 7/32in. stroke. Model Cylindrical single-ended return tube Copper Boiler (for solid fuel), Dry Back Type, length 6in., diameter 4in., centre flue lin. with Fittings. Outer Casing to the Funnel above the line of the weather deck, Circular section Weather Shield, high Funnel 14in. diameter, fitted with two Bands and Rim lin. under the top. Two small masts, Foremast fitted with derrick on afterside. Steampipe fitted afterside of the Funnel, Whistle horizontal type, lin. long. The side decks railed in forward and Midship section Rails, fitted with wood toprail. Ship’s Ladder with Handrail, Engineroom skylight, Lifeboats MODELS POSTBAG and Dinghy on blocks and falls, Seats and Gratings. Painted Red’ to Waterline, Black Topsides, Red Funnel with Black Top, Ventilators ochre, two Lifeboats and Dinghy white with brown Gunwale; Masts, Deckhouses, Seats and Gratings varnished; Iron Rails galvanised. We doubt whether any “competent mechanic” will be eager to avail himself of the offer to build a model with all these ‘main fittings’ for the sum of 25s. The complicated financial transaction suggested in our Correspondent’s letter is not very clear, but, apparently, the boat is to cost W. B. 25s. and be billed to Mr. XYZ for £3 9s. 2d. Even then it would not be exactly a dear model! THE JAPANESE TRAINING SHIP “KAIWO MARU” HE Japanese Training Ship ** Kaiwo Maru ’ + i paid a visit during the summer to Prince , Rupert, B.C., Canada, when Mr. A. J. Croxford secured the photographs we have now pleasure in publishing, and sent us particulars of the ship. This beautiful auxiliary four-masted barque is well-found and kept in spotless condition, and is a great credit to Japanese seamen. She is such a ship as Britain should have as a training ship for our young seamen. The voyage to Prince Rupert was the sixteenth in the ship’s logbook, but only 65 cadets were aboard, their ages varying from 17 to 21 years. Cadets serve three or four years in this ship, and are then transferred to passenger liners and freighters to finish their apprenticeship before passing their examinations. Her master is Captain Z. Hadano, of the Imperial Japanese Navy. AN APOLOGY W- have to apologise to our readers for the absence of two features from this month’s number. Unfortunately, Mr. G. W. Munro, who is a well-known naval architect, was called to the North on very urgent business in connection with ships under construction in various shipyards, and was, therefore, unable to complete the sailplan of the 104-ton Schooner of 1825 in time for this issue. It will appear, together with a fresh design, in our December number. The Editor also has been unable to complete the lines of the New Zealand Company’s ** Awatea,’’ as his knee is not sufficiently recovered to permit of standing for the long period that is required to make the drawing in question. It will, however, be attended to as soon as possibk. ee 4 MARINE 211 MODELS THE JAPANESE TRAINING SHIP MARU” – “KAIWO PARTICULARS Owned by Institute for Nautical Department of Education, Training, Imperial Japanese Government. Designed Built by Ramage & Fergusson, by the Kawasaki Dockyard Co., Leith. Ltd., of Kobe, in 1930 Length B.P. 260ft. Breadth, moulded 42ft. 6in. Depth, moulded Gross = é oh Ree mon AY 25ft. Qin. tonnage Rig 2,284 tons Four-masted Height of mainmast Length of lower yard Number 76ft. 8in. of square sails 18 Fore-and-aft sails Total area of sails barque 164ft. 2in. 17 25,800 sq. ft. Auxiliary propelling machinery 2 sets of Ikegai’s Airless Injection Diesel Engines Speed on trial, using engines only 11.4 knots Speed on best condition under sails 12.5 knots Complement—Officers ° Cadets 7 120 Crew 49 Total 176 212 MARINE MODELS. — we [As the space available for Club News and Racing Reports 1s limited, Club Secretaries are requested to make their reports brief and to the pomt.—EDITOR, MaRINE MODELS.] CAMBRIDGE M.Y. & P.B.C. A very pleasant day was spent on October 10, when the Wicksteed Park Club paid a visit to Cam- bridge. Competition was divided into two sections —morning and afternoon—the morning, owing to better wind conditions, producing the best racing. A Cup, presented by Mr. R. L. Whitworth, of Bedford, for a 12-boat race, was won by “* Spray ”’ (Mr. Burling, Senr., Cambridge), 18 points. After lunch. a six-a-side race was started, but owing to the wind finally fading out, this had to be curtailed. Two prizes were given for the highest visitors’ points, and these were won by ‘* Moonshine ”’ (Mr. Carr), and Mrs. R. L. Whitworth (after a cut with the cards). The Cambridge Club afterwards entertained the visitors at ‘* The Granta Inn.”’ The President, Mr. Sidney Johnson, acted as O.0.D., and the Commodore, Mr. C. F. Neal, as Scorer. H. S. B. DERBY M.Y.C. The 10-rater race for the ‘‘ Ling *’ Cup took place on September 11, when ‘*Aspasia’’ (W. Hunt) won a very good, close race. On September 18 the final of the *‘ C.R.S.’’. Cup for 36in. Restricted class was sailed, two previous heats having left six boats for the final. Sailing was rather difficult, the wind being very light and from a nasty quarter of the lake. ‘* Celia ’’ (E. Thompson) took the lead from the start and gradually increased it to win fairly com- ‘ see his Cup competed for) offered three prizes for a handicap race of all the boats. During this race the wind dropped almost altogether, and the boats only just managed to finish the race. Again ** Arden “’ won by about two yards from ** Elanta ”’ (A-class), followed by ‘‘ Celia’’ (36in. Restricted). R. Fearn is to be congratulated upon winning two races in one afternoon. T. SPENDLOVE. FOREST GATE siasts, a competition was arranged between the Blackheath, Clapham and Forest Gate Model Yacht Clubs, each club entering three 36in. Restricted class yachts. The race was held on October 2, and the day was perfect in every way, except for wind, which fell so light at the end of the seventh heat that the remaining heats had to be abandoned. Mr. E. Robertson, of Forest Gate M.Y.C., sailing ‘* Pixie,’ scored 24 out of the possible 28 points, and took the first prize. The second prize went to Mr. B. Earle, of the Blackheath Club, sailing ** Nellie,” and scoring 15 points. Mr. Robertson’s yacht is built to the ** Eudora ”’ design, and has proved very successful. The visitors seemed highly satisfied with the arrangements made for this race, and hopes were expressed that it would become an annual fixture. J. H. YOrRSTON. fortably. September 25 was the Handicap Race, when all boats in the club are eligible to sail. The 36in. Restricted class are given seven minutes’ start from the 10-raters, the A-class being scratch, two minutes behind the 10-raters. In addition, boats are handi- capped two minutes for each race won. Sixteen 36in. Restricted class were sent off in two groups, and as the race progressed the sailing beEventually ‘* Aspasia ”’ came very interesting. (10-rater) crossed the line about 2 yards in front of *‘ Arden ’’ (R. Fearn) followed by 10-raters and 36in. Restricted, all mixed up, showing the handicap was fairly accurate. October 2 was the date for the ‘*Consolation’’ Cup which is for 10-raters which have not won a race during the season. Only two boats were in this, a was won very easily by ** Aégir ’’ (T. Spendove). October 9 was the race for the ** Beswick ’’ Cup (36in. Restricted class). The wind was very light and fluky. ‘* Arden ’’ sailed a remarkable race, completing both circuits of the island before any other had been round once. Whilst the race was in-progress, Mr. Beswick (who had come down to M.Y.C. In view of the fact that the Forest Gate M.Y.C. has a small number of 36in. Restricted class enthu- GUILDFORD AND DISTRICT M.Y. & P.B.C. The club has to record another successful year, during which friendship has been renewed in club matches with Brighton, Littlehampton, West and South London, the Victoria Clubs, and many other devotees of our sport. We appreciate the very practical and pleasant help received by the Powerboat Section from many London Club members, and their attendance at our two regattas. The club has fully maintained its membership, and though we are handicapped by the tardy start of the proposed sailing lake, credit is due to the members for their continued interest in the Committee’s efforts to provide the facilities, even though it entails a 10-mile journey and a picnic day. ime results in the sailing matches, both home and away, have been a feature. In the two club Cups (sailing), 16 36in. Restricted class boats faced the starter for the ‘* Nicklin ’’ Cup; the brief results were: Ist, Mr. W. F. May with ** Merope “’; 2nd, Mr. Levison; 3rd, Master Colin MARINE Shackleton; 4th, Master G. C. V. Jones. For the 10-rater ** Arcadia “’ Cup, seven boats started, and the winner was Master C. C. V. Jones for the third year in We succession. have experienced very light and_ variable winds generally through the season. We feel that we may fare better during the winter months, and may inaugurate a series of winter matches this year. The club will hold their annual dinner in late November, and if this should meet the eye of any intending visitor to same, we should be glad to notify later on if they will write to our General Secretary for date, venue and time, and they can be sure of a welcome. GEO. E. JONES, Hon. Gen. Secretary. MODELS prize for best score after the winning team. scores water has dropped to such a low level. We are now waiting till the Fishmarket boating pool is free on Sunday mornings, when we hope to be able to make use of that, although the posts make any. thing like serious racing an impossibility. Meanwhile most members are busy making good the ravages of the past season, and some have already made a start on their winter’s building programme. This side of our activities is rather handicapped by uncertainty as to whether we shall be carrying on at the same water next season, or whether by that time we shall have a real up-to-date model yachting lake, which it will be possible to invite other clubs to visit. If the latter, then we shall be wanting to build something a bit bigger than the 36in. Restricted and 50-800’s, to which we are at present restricted, so that we can have a full comprehensive range of classes. Thanks to the splendid organising abilities of our worthy Commodore, and the hearty co-operation of all our members, our two shows during Carnival Week showed splendid financial results in aid of our local hospitals. The collection of model liners at Marine Court, including the huge official model of the ‘* Queen Mary,’’ and the Exhibition of Models and Pastimes at the White Rock Pavilion, brought in a collective sum of nearly £220. Our powerboat section have also been out of action for a week or two owing to the quantity of weed in the lake at Alexandra Park, but should be starting again soon as the cleaning out is finished. They, too, have an extensive building programme in view, and are making the most of their spare time. H. P. V. HUDDERSFIELD S.M.E. The home club scored a notable victory with their No. 1 Team against Bury and Bradford on Septem- ber 12, 1937. There was a moderate Westerly wind, giving a fairly free beat to windward, and, owing to the number of entries, the fleet was divided into two: two boats per team in one division and the other boat in the second division. Unfortunately, Bury were severely handicapped by one of their team not appearing, and a home club boat, which was found to have a faulty rudder, acted as substitute. In the sail off for highest individual score *‘ Bess II*’ beat ‘* Alcyone.”’ Mr. Farrar, with *‘ Neptune,’ was awarded a special The were :— Huddersfield No. 1—‘** Bess II-‘’’ (L. J. Mitchel) 21, ** Alcyone “’ (S. Erroch) 21, ‘* Thistle ’’ (F. C. Hirst) 14. Total 56. Bradford—* Friska’’ (H. Atkin) 13, *‘ Red Rose *’ (M. Shortt) 11, ‘* White Owl ”’ (G. Kitchen) 10. Total 37. Bury—‘* Neptune ’’ (E. A. Farrar) 17, *‘ Margaret *’ (S. Hopper) 14, ‘‘ Dominion “’ (J. Tolson) retired. Total 31. Huddersfield No. 2—‘‘ White Nymph ”’ (H. Tolson) 13, *‘ Mayflo’’ (H. Crowther) 11, ‘* Elma ’’ (E. Honeybell) 5. Total 29. Owing to shortage of water, sailing has been suspended from September 26. . F. ©. Hi. LONDON HASTINGS AND ST. LEONARDS M.Y.C. There has been no racing at Ecclesbourne Reservoir since the second week in September, as the 213 M.Y. LEAGUE The season’s engagements have been concluded, and once again the M.Y.S.A. have won the “* Stanton ’’ Cup. At the conclusion of the third round, the Round Pond people had a very strong position, and, although Highgate M.Y.C. pressed them at the end of the fifth and last round, they were 16 points ahead. The South-Western finished third, with Clapham and Forest Gate fourth and fifth respectively, although the difference between the latter was a single point only. Very considerable help was given the M.Y.S.A. by their member, R. J. Harris, who, sailing** L’Hirondelle ‘’ at Clapham, in the second round, scored a possible 40 points. The League Individual Championship was sailed at Wimbledon on September 25. The five clubs sent representatives, and, although the wind was light and the conditions of sailing somewhat strange to several competitors, the result was in doubt until the last board. Mr. A. Warman, of the SouthWestern Club, was the winner, with Mr. T. H. Robertson, of the Clapham M.Y.C., as runner-up. Other competitors were: Messrs. E. W. Stone, N. D. Hatfield, J. G. Edmonds, C. Giles, J. H. Yorston and W. Bliss. The winning boat and also that of the runner-up were from the designs of Mr. Daniels. A. J. ForD. NELSON GARDENS M.Y.C. (Gt. YARMOUTH) An Eastern Area Championship for 36-inch Restricted Class, arranged by the Norfolk & Norwich Club, was held at Eaton Park, Norwich, on Saturday, September 23. Four clubs took part in this event; three boats per club. Sailing commenced in very light wind, which fell away almost to nil. However, all the competitors enjoyed the afternoon’s sport and Nelson Gardens were the winners by 11 points, Cambridge being runners-up and Norwich third with Felixstowe fourth. The two highest score boats were ‘‘ Nipp (P. Bird) and‘* Marjorie’’ (C. Adams). These in are sister-ships of Mr. Littlejohn’s design. This event will be held annually, and it is hoped to get more clubs to participate in this. Next year the race will be held at Yarmouth. Due notice will be given at a later date as to time, entries, etc. Very handsome silver spoons were provided by the Norwich Club for the winning team and “* Eversharp “’ pencils for the runners-up. P. G. R. BIRD, Hon. Secretary. 214 | MARINE RYDE M.Y.C. (British Headquarters (ISLE OF WIGHT) of International Marblehead Class) The annual general meeting was held at Head- quarters, Southlands Court, on October 14, when some 40 members were present. The usual business was transacted. The annual report, giving a résumé of the year’s activities, was read, and the statement of accounts, showing a good balance after rather heavy expenditure, was passed. On the retirement of Col, J. E. Rhodes (now the President) from the Commodoreship, Mr. D. Hair succeeds to that office. Councillor A. J. Williams (Vice-Commodore), by request, moved to a VicePresidency. Mr. A. Kerridge and Mr. F. King were elected Vice- and Rear-Commodores respectively. The officials for the year being Mr. F. H. Alexander (Handicapper), Mr. A. Feltham (Measurer), Mr. R. B. Roach (Judge), Mr. A. Hills (Auditor), Mr. F. Searle (Treasurer), Mr. H. C. Sothcott (Racing Secretary), Lt.-Cmdr. T. Jackson (General Secretary). The following were elected on the Managing Committee: Messrs. R. Stower, A. Feltham, W. Arnold, H. Ash, H. Coombes; and on the Racing Committee: Messrs. A. Hills, J. Burden, W. Arnold, N. Hair, H. Porter, G. Dove, Alan Feltham, F. Scovell. The Secretary spoke of the progressive policy adopted by the Club in furthering the interests of the International 50-800 Marblehead Class, and of the success of the First National Championship of that class held in the town this year; also, that it is a matter for congratulation when so many other clubs were, or are, becoming interested in Marbleheads, as is shown by the large amount of correspondence received. Amongst other matters that were discussed was a Prize Presentation and Social, and the formation of a photographic section, as so many members were enthusiastic photographers; there being no organisation in the town dealing with the hobby. it was decided to invite non-members to jom. Much regret was expressed at the resignation of Mr. A. Kerridge, the General Secretary, and the best thanks of the Club were accorded him for his past services. Votes ‘of thanks to the Borough Council for the use of the lake, to the Flag Officers and officials, and to the very many who had helped the Club, were duly passed. ARTHUR KERRIDGE, Vice-Commodore. SALFORD PARK (BIRMINGHAM) M.Y.C. The fourth Annual General Meeting was held at the boathouse, Salford Park, on October 16. In the absence of the President (Dr. Thornton, M.C.), the Commodore (Mr. L. T. Allen) occupied the chair. The Secretary’s report stated that the past sea- son was extended by two months, and the remarkable feature was that not one event had to be postponed. This he attributed to the splendid stretch of water (164 acres), constant water level, good paths, which are at all times hard and dry, and the open position of the pool. The club has also a splendid opportunity of creating public interest in our sport, as the pool is in a public park, and, in addition to model yachting, there is a running and walking track, cricket, tennis, bowls and rowing, sporting displays of Boys’ Brigade, etc. MODELS The privileges granted by the Parks Committee to these organisations are greatly appreciated. The financial statement showed a_ substantial credit balance, which enables the club to forward the interest in model yachting. Previously the club has had only one Championship Trophy for the four classes of boats. This season it has a Trophy for each class, and, in addition, a silver medal for the winner, and a bronze madal for the runner-up. The election of Officers and Committee resulted: President, Dr. P. Thornton, M.C.; Vice-Presidents, F. A. Blair, Esq., W. H. Davey, Esq., W. H. Evans, Esq.; Commodore, L. T. Allen; Vice-Commo- dore, F. Eades; Rear-Commodore, W. Turner; Auditors, N. Thorncroft and L. T. Allen; Measurers, W. R. Dibbs and —. Ingram; Committee, Messrs. Thornycroft, Edwards, Langford, Riley and Anderson; Secretary, W. D. Creese. An interesting discussion followed, it being suggested that there should be an annual event to celebrate the anniversary of the club’s formation of decorated boats, with prizes for the best efforts. Then followed the presentation, by Mrs. L. T. Allen, of trophies and medals won during the season :— ** Thornton ’’ Cup—lst, *‘ Reginga’’ (R. G. In-. gram); 2nd, ‘*‘ Masta’’ (A. Williams). ‘* Evans ”’ Cup—lIst, ‘*Cub’’ (W. E. Edwards); 2nd, ‘**Tahita’’ (B. E. Goggh). ‘* Easton ’’ Cup—lst, ** Babs ’’ (N. Stansfield); 2nd, ‘‘ Iris ’’ (S. Langford). ‘*Knowles’’ Cup—lIst, ‘* Tadra’’ (E. Hague); 2nd, ** Irene ’” (J. S. Harvey). A-class Championship—lIst, ‘‘Lady Winifred “’ (L. T. Allen); 2nd, ‘* Irene’? (W. B. Creese). 10-rater Champ_onship—lIst, ‘* Regnga “’ (R. G. Ingram); 2nd, ** Irene ’’ (J. S. Harvey). 6-m. Championship—lIst, ‘* Silvia’? (D. Spriggs); 2nd, ** Thistle ’’ (W. R. Dibbs). 36in. Restricted Championship—Ist, ‘*Cub’’ (W. E. Edwards); 2nd, ** Morning Star’ (F. Riley). Consolation Prize— ** Flying Foam “* (F. Eades). W. D. CREESE, Hon. Sec. SOUTHEND M.Y. AND SHIP CLUB A meeting was held at the Coronation Café, on October 13, when the above club was formed. Fourteen members were enrolled, and officers were elected as follows: Secretary and Treasurer—Fred Shirley, Esq., 312, North Avenue, Southend-onSea. Chairman and Commodore—E. Clark, Esq., ‘* Gayhurst,’’ Poynings Avenue, Southend-on-Sea. Commiuttee—Mlessrs. S. L. Newman, The Ridgeway, Westcliff-on-Sea; J. Starkey, 9, Northumberland Crescent, Southend-on-Sea, and A. J. Whitten, 62, Rylands Road, Southend-on-Sea. Mr. G. W. Munro, of the M.Y.A., very kindly came along, and his assistance in drawing up the rules and racing classes for the club was greatly appreciated. He also consented to become Hon. President to the club. At present, owing to the state of the local park lake, we shall only be able to sail local, 36in. Restricted and 6-m. boats, but it is hoped to improve matters later. If anyone is interested in our district, will they please write for information to any of the above gentlemen. We hope to include all classes of ship modelling in the club, as well as yachts, and everyone will be welcome at our meetings, which will be held on every first Monday evening of the month at 8 p.m. at the Coronation Café, Homstel Road, Southchurch. A. WHITTER. MARINE JULY 24th, 1937 By Tom AITKENHEAD, West of Scotland Club old programme in an obscure corner, unearthed by chance, conjures up memories How bare the skeleton which will live. results appear! ‘‘ Red Rose,’’ 53; ** Fredith,’’ 46; ** Glenesk,’’ 43, etc., etc. Yet, ‘tis around these bones that substance slowly gathers. The Robertson Cup Race of July 24, at Fleetwood, N_ had 12 competitors—among whom were representa- tives of England, Scotland and Ireland. Why talk of an International ‘‘ B ’’ Class when one already And the weather! Nothing could have exists? been better. Sunshine all the way, and a good spanking breeze, perhaps too good at times—often touching gale strength. The gods had surely prepared a table for the feast. That does not speak of the **Red Rose ’’ 53! magnificent display of the model, nor of the uncanny skill with which the Brothers Wright piloted her to success. Only once did they falter—how proud that Scotsman would have been to have taken Alas! in the resail, a trouncing was that beat. his fate. If the ‘‘ Red Rose *’ never bloomed redder, the Shamrock never held up her head so proudly, The sole representative of Ould Oireland, Mr. Le Fluffy, sailed his wonder ship, ** Fredith,’’ all he knew. That speaks volumes. Troubled as he was by the nasty choppy water at the lee end of the pond, he yet managed to be well in at the death. The quiet, business-like, unassuming manner of Le Fluffy made his success a very popular one indeed. And hot on his heels—*‘ Glenesk.’’ No- picture of Fleetwood would be complete which did not include an Alexander boat speeding before the wind with spinnaker set as only he knows how. That they were able to lower ‘* Red Rose’s’ flag is a tribute to that happy combination, Catterall and Alexander. ‘* Supreme,’’ another Alexander model, Who could gave nothing away without a fight. expect otherwise, when Skipper Dawson was at the helm? And—* Ella,”’ a Turner design. Sailing with a further suit, this boat was a terror on the Scotland’s boats now begin to appear— run. ‘* Clutha,’’ another Turner model. Over-canvassed, as were all the Scottish boats, it is little wonder she found the windward work too much for her. But did the English not find her one too many for them to leeward? The only competitor without a spinnaker, she lost but two runs—to “‘ Red Rose ’’ and ‘‘ Glenesk.”” The third of the Alexander squadron was *‘ Atlas,’’ from Bournville, also ably handled. ‘* Violet,’’ Scotland’s second boat, sailed by Mr. A. W. K. Rodrick, was suffering from too much canvas. Competently handled, she did as well as the conditions would allow her to. She suffered also from the choppy water which treated ** Fredith “’ so badly. This troubled water mars, at least for the wee sixes, what would otherwise be an ideal lake. Even A-class owners were and so failed. ‘*‘ Kathleen ’’ and “* Itsit ’ exhaust the list. Credit for the smooth running of the Cup race must be given to Mr. Wade and to his assistant, Mr. Marsden, together with Capt. Inglis as judge. They worked well together, and fully merited the confidence the West of Scotland M.Y.C. had placed in them. Mr. Wade presented the prizes, and a ’ SOME THOUGHTS ON THE ROBERTSON CUP RACE, A 215 MODELS not without their grouse about it. ‘* Plover,’’ designed by Daniels, has been seen to perform better. Though unsuccessful, we feel sure Mr. Hirst enjoyed himself. ‘** Elain,”’ a Reg. Lance boat, did not maintain those occasional bursts of brilliance, few words from Messrs. Marsden, Rodrick and Le Fluffy ended the day. The programme reposes once more in the drawer. Will those programmes be to others as this one is to me—an Aladdin lamp, which, when lifted, sheds glorious light into the dim and distant past, reviving memories and planting hopes? I wonder! SQUARE :RIGGERS at SCARBOROUGH A series of seven matches was sailed this summer between the ship *‘ Ormonde Castle ’’ (Mr. R. C. Smith) and the frigate *‘ Hector ’’ (Mr. Larcom), in which the former scored a total of 186 and the latter compiled 300. Five races were also sailed by ‘* Ormonde Castle.’ against Mr. Larcom’s new plank-built ship *‘ Mary Rose,’’ in which the latter made 134. Two matches were held, in which the three ships competed. One was won by ‘* Ormonde Castle ’’ and one by ** Hector.”’ The Boyle Line this year has done very little sailing. ‘* Cicely Fairfax ’’ lost one match to ‘* Ormonde Castle ’’ by 8—22, and ‘* Ellen Vava- sour ’’ appeared on Whit-Monday, but the Line oe not challenge for the Square-rigger Championship. ** Cicely Fairfax ’’ is at present in dockyard hands, fitting three-piece masts, which have already been put into ‘‘ Ellen Vavasour.’’ ‘‘ Ormonde Castle ”’ goes down shortly for a long refit and will probably have a new set of sails cut for her. ‘‘ Hector ”’ is due to be replaced by a plank-built ship on the lines ’ of the frigate ‘** Circe,’ 1815. Meanwhile, ‘* Mary Rose “’ hopes to sail for the Jubilee Cup during the coming winter. GERMAN NEWS SEGLER-VEREINIGUNG NIEDERELBE, E.V. MODEL YACHT RACING AT HAMBURG The second open regatta of the M.Y.C. of the Segler-Vereinigung Niederelbe was sailed at Hamburg, on the Alster, on October 10, comprising sections for models of the Marblehead class, the halfsquare-metre Sharpie class, and the German Junior class. Thirty boats were entered from the five M.Y. clubs of Greater-Hamburg. Racing started at 10 o’clock. The wind was very light from the North-West in the beginning, but soon afterwards improved, and gave good sailing conditions. So the whole of the programme was completed in good time. A large crowd of spectators took keen interest in the event. The principal results were as follows :— Marblehead class—Ist, *‘Quick, Jnr.’’ (Stehr); 2nd, ‘* Stummel “’ (Langhof). Half-square-metre Sharpie class, first prizes: ** Hans Otto ’’ (Schupp); *‘Stint’’ (Wark); ‘* Seeadler “’ (Guenther). German Junior class, first prizes: ‘* Anima “’ (Berger); ‘* Gorch Fock ‘’ (Karstensen). H. F. WARK. 216 MARINE MODELS Our Scottish Page i a |i and so once more we reach. the end of yet IME and tide wait not on anything or anyone, remaining three competitors returned blank cards. another season. Looking backward may emphasise experience and grave lessons on our minds, but, aye, the look-out must be for’ard until the harbour is reached. Therefore, at this, the close of the 1937 active season, we hope the,many lessons which have come to us have been thoroughly learned, and that our hopes and imaginations are fixed on the unfolding future with a firm resolve to make it brighter and better than the past. The last important event of the Scottish season, the M.Y.A. National 12-Metre Championship, was Club the sincere thanks of all the visiting competitors for the warm welcome and_ generous assistance accorded them. We continue to be bombarded with queries (very run at Saltcoats on September 25. Eleven models competed, and ‘* Neupon,’’ Saltcoats, placed the seal on a successful season for Mr. H. Miller by carrying off the honour after a final with ‘‘ Ardnamurchan *’ (Capt. J. S. McDonald, Queen’s Park). Starting with a light to moderate S.W. breeze, full suits were carried until the rising tide compelled a break for about 14 hours. After the resumption, the ebb tide and setting sun coincided with a fading wind. ‘* Osprey,’’ Dennistoun, took third place and the fourth went to her clubmate, ‘* Prowess.”’ While the ** twelves”’ battled at Saltcoats the Port Bannatyne Club held an open regatta for ** sixes’ on Port Bannatyne Bay. Twelve entries participated, including representatives from Dennistoun and the West of Scotland. We are rather disappointed this race failed to attract a larger number of clubs, particularly as the Port Bannatyne ** boys ’’ deserved support by reason of their own attendance at various away events. However, we recognise that open-water sailing from small boats is perhaps not a proposition that appeals to everyone, and, on the whole, the turn-out might have been less satisfactory. One thing we do know, and that is, once visitors have experience of the openhearted hospitality and welcome of the Bute men, they do not hesitate to repeat it, and that is why the entry included seven West of Scotland models. Unfortunately, we were rusticating for a few days = mcEy ee and were unable to be present, but it is reported to us that all the competitors thoroughly enjoyed the day. Wind conditions were light and variable, swinging between S.W. to W., with bright sunshine to enhance the scene. A triangular course, giving a heat, reach and run, was laid down and six rounds sailed, the final one in a very light zephyr. Several close matches were witnessed, and some walk-aways, with the Glasgow men floundering around the Bay a bit more than was required by the course set. Final result: ‘* Invicta’? (G. W. Munro; Skipper, N. Rodrick, West of Scotland), 6 wins; ‘‘ Charmée ”’ (C. F. Arthur, West), 5 wins; ‘ Electra’ (Port Bannatyne), 4 wins; ‘‘Itsit’’ (J. Brackenbury), ‘* Patricia ’’ (E. J. Steven; Skipper, J. Penny), ** Violet ’’ (A. W. K. Rodrick), and ** Nike” (P. J. McGregor; Skipper, A. Young), all West of Scotland, each 3 wins; ‘‘ Sheena ’’ (Mr. Stewart, Port Bannatyne), 2 wins; ‘‘ Edna’ (West), 1 win. The We are requested to express to the Port Bannatyne emphatic, some of them) as to why, oh why, there is no report of the Robertson Cup race, and reminded that Model Yachtsmen all the world over were scanning the ‘* Page’’ with disappointed eyes looking for it. Ahem! We rather suspect there is a sly dig in this—or a subtle bribe, perhaps. However, in the interval we have received from our esteemed colleague, Mr. T. Aitkenhead, of the West of Scotland, what, to our mind, is one of the best reports on a race we have read, and we are forwarding it on to our Editor in the hope that he may deem it worthy of a place of its own this month. We are short of adjectives to describe a photo of the A-Class model ** W.J.W.,’’ Mr. Archie Arroll, Detroit, design by Mr. Wm. M. Smith, Largs. which has been sent to us. It is, without doubt, the best picture of a model yacht we have seen, and we pass it along to our Editor, trusting he will concur with our opinion and be able to find space to reproduce it in the Magazine. This fine model has had an exceptionally successful career in the United States and Canada. Her principal dimensions are: L.W.L., 48-7; Beam Ex., 15-12; Displacement, 46 Ib:; Sail Area, 1,800 sq. inches. Her L.W.L is practically the same at both ends and she carries a Q.B.L. penalty of -85, which provided stiffness when heeled while avoiding the necessity of carrying weight for light winds. Her owner has carried all before him, both with the ‘‘A’’ boat and a 6-metre from the board of the same designer. He won with both models at the Interlake Championships in the U.S.A., and then went on to annex the Canadian Championships at Toronto with the same two boats. In connection with the Glasgow Empire Exhibition season next year, the West of Scotland Club is going to issue world-wide invitations for the Robertson Cup 6-Metre Race, and it is hoped that this will develop into an inspiring international gala. Meantime, details are not yet settled, but we hope to Would interested publish them in due course. friends, in the Colonies and abroad, keep this in mind? Probably a date, or dates, in’ the month of August will be the most suitable. We shall be glad to receive any suggestions our overseas friends care to send us regarding this proposal. To avoid any misapprehension we may add that the race will NOT be confined to entries from the British Empire; it is intended to be open to representative models from all and any nation whatever. We in Scotland are rather surprised at the official support given to the proposal to constitute the Marblehead 50-800 Class the second class for international racing, in view of the very strong difference of opinion that exists and the extremely MARINE MODELS 217 limited appeal of the class throughout Great Britain. Without entering upon any controversy with regard to the merits or demerits of the Marblehead Class, we think an opportunity should have been given to obtain the considered opinion of the clubs, by plebiscite or otherwise, before deciding to support the proposal. So far as the Scottish clubs are concerned, we are sure the suggestion would have been turned down emphatically, and apparently the nations represented at the I1.M.Y.R.U. meeting were by no means overwhelmingly in its favour. If it is to be considered as a gesture to our American friends, there might be some justification for the decision, _ but we cannot see the class becoming popular here. Time will tell, but, for our part, we believe the 6-metre rating will eventually prove much more popular as an international class. Switch off! ‘Tis time to sleep, perchance to dream. ** ScoTICUS.”’ VANES AND SCORING H AVING, from the pot-hunter’s point of view, ‘wasted one season on the Vane as arranged by Mr. Iversen, which has not enough power, and another with the Vane reversed, which gives so much power that it is almost impossible to control it exactly, I am muddling through the third with a combination of Braine and Vane, which is more hopeful, but am not sure yet whether its advantage outweighs its additional complication. One thing is clear, however, that it is possible to sail closer to the wind safely with a Vane. If, beating on a starboard tack, the wind backs, the ordinary boat goes to the shore; with the Vane she is steered up again, the momentum generally carries her too far up, but she regains some of the leeway, so that, although progress is slower, she keeps. nearer to the proper course, and it is aggravating, after sailing right through, to be beaten by a few inches by a boat that has come up in a lot of little off-shore circles. | Without going into the vexed question of three and two, or two and two, although I strongly favour two and two, I would suggest an extra point for the boat sailing right through, and winning; whether it should be given win or lose wants a little further consideration, but certainly for a win. Scoring two and two with an extra point for a clear course would, I think, encourage better sailing. What do others think? A. C. Davison. Editorial and Publishing Offices : 52, FETTER LANE, LONDON, E.C.4. Telephone: Central SUBSCRIPTION Inland, 7s. 6d. per 9914. RATES annum; U.S.A. and Canada, $2. Overseas, 8s. 6d.; EDITORIAL Contributions, Correspondence and Club Newsintended for publication must reach our Offices not later than the 16th of month previous to publication. 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 by stamped addressed envelope for reply. ADVERTISEMENTS Terms on application. Special rates for Club Announcements of Regattas, etc. SMALL PREPAID ADVERTISEMENTS Private advertisements for our For Sale and Wanker Column are charged Id. per word. Minimum Si 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. WICKSTEED M.Y. & P.B.C. On September 22 our Mr. Garrett, accompanied by five other Wicksteed members, paid a visit to the newly-formed society of model engineers at Daventry, who, we believe, may start a model yachting section. Mr. Garrett gave a two-hour lecture on designing, which, although primarily intended for the benefit of the new club, was of tremendous value to ourselves. F. O. ROBINSON. High-Class Printing The Printers of MARINE MODELS are in a position to handle at moderate prices all kinds of Printing. Estimates will be gladlyand promptly forwarded. First-class work is guaranteed. Inquiries or orders should be sent to : The Publishers, Marine Models Publications, Ltd., 52, Fetter Lane, London, E.C.4. 218 MARINE MODELS AMERICAN NEWS By C. O. BROOK (Hon. Secretary, Eastern Division of M.Y.R.A.A.) fii ber 18-19, was another decided success for that dynamic HE Long Island M.Y.C. Regatta, of Septem- toes every model minute of the yacht time, club. the On guests their lacked nothing for comfort and a good time. On Saturday the wind was mild—a_genile Southerly breeze that moved the racés ahead, well beyond their schedule. ,There were 35 entries from the many Eastern clubs—some 10 clubs being represented. The Long Island club’s method of preparing badges and lunch tickets was unique, to say the least, each guest being given a silk badge with the host club’s flag printed on it. With this the guests received a paper slip with a sketch of a cup of coffee, two sandwiches, a slice of cake, and a doughnut—this meant that you would be given just that at noon, Saturday, without cost, and on Sunday each guest received another silk badge with the words ** Guest Lunch ”’ printed on it. Sunday morning we were greeted with a cold rain that made all hands seek their cars, or the rest rooms, atter sailing part of a round. Yet for the two days the South wind held quite steady, although on Sunday it freshened to about a 10-mile clip. The rain lasted until noon, when racing was resumed, and 12 rounds were completed up to 2 p.m. At this time a new style of racing was inaugurated—what they termed ** The Avery Relay Race,”’ because it was worked out by one of their members by the name of H. Avery, and for which he donated four Silver Cups, one for each member of the winning team. This race was made up of four men from each club, the clubs that were short being paired with other clubs, and a few of the members of the home club, until 10 teams of four skippers each were formed. Each team selected a captain; each captain was given a small silk pennant, which he fastened to some part of his model; each of the captains started out in the first heat of this relay—the object was to see which team would finish first, with the pennant attached. When the captains sailed to one end of the pond they immediately put off again for the finishing line; when they arrived their next skipper had to meet him at the point where he came ashore, take the pennant from the captain, fasten it onto his own model, and start right out; each of the others of the team repeated this performance until the last man of the team was in, when that team was declared the winner. There were two divisions—the Deeper Hudson M.Y.C. won in the first division, and Marblehead M.Y.C. won in the second division. It was then decided that instead of letting the two winners race for the four Cups, the first and second team of each division would race off. The Marblehead M.Y.C. won in this, though there is little doubt that the Deeper Hudson M.Y.C. would have won had it not been for this writer’s excitement. I was captain of our club’s team, and in the finals | became so excited I wanted to sail the boat for each of my team members. Moral: Never sail the other fellow’s boat when he is the skipper. But if anyone thinks that a relay race in model yachts is not exciting, let him get on a relay team. Loss of the pennant overboard loses the race, and the same rules for sailing hold good as in any pond race. It is no child’s play, and has judges and skippers alike in a frenzy to make every move count. In the regular racing, out of a possible 240 points, Bill Perfect (L.I.M.Y.C.) won with 202 points, G. Curry (Mill Pond) 199, A. Anderson (Staten Island) 155, J. Wallace (L.I.M.Y.C.) 155, W. Stout (Philadelphia) 150, C. Farley (Boston) 145, H. Martin (L.I.M.Y.C.) 144, N. Cramm (Warinanco) 142, F. Stout (Philadelphia) 141, J. Brush (Warinanco) 135, T. Fulton (L.1.M.Y.C.) 134, G. Lee (L.I.M.Y.C.) 129. The above-named were the prize-winners in the order named. In the ladies’ race, sailed in ‘* tournament “’ style, with 35 models in the water at one time, Mrs. T. L. Sythoff (L.I.M.Y.C.) won first place, and second place went to Mrs. J. Fulton, of the same club. All in all, it was a fine event; their banquet was a merry affair; their programme was a work of art, and their hospitality and generosity a thing long to be remembered. Credit is due to the O.0.D., Mr. J. L. Sythoff; the Racing Committee, made up of Commodore Geo. Emberton, Edward Johnson and Edward Vander Veen; the Starters, Tex Foster and Edward Johnson; the Judges, Marsh Conklin and L. A. Abbey, and the Score Keepers, Cecil Drake and Ernest Pettit. Here is good news: the Mill Pond Model Yacht Club has obtained ground of its own, and a clubhouse already built. I believe it is the first club in the U.S.A. actually to own its own home and ground, unencumbered. Our _ heartiest congratulations and good wishes to a live club. May others soon follow in its wake. The Deeper Hudson M.Y.C. had its first combined race and picnic on September 26. It has been our custom in the past to have an annual picnic or banquet for members and their families. This is a general get-together, when no member is absent, either in the club or auxiliary; and, since we have been deprived of most of our sailing this year, due to the absence of wind on Sundays, we decided that every able-bodied man and woman should race on this day, no matter what the weather—and we did. Friday and Saturday were clear, sunny days. A mild, West wind blew, veering slightly at times. We were all keyed up for the next day, and there were no less than 10 fine prizes, chiefly silver cups and vases. Every member brought a basket lunch, and, in addition, paid 50 cents for each adult to buy soda-water and other refreshments for the children (and adults). Racing was called for 9 a.m., and, up to 8 a.m., there was a perfect sailing breeze, while the sun shone through a rift in the cloudy sky, and everything looked promising. But, to be safe, the cars were driven onto the sailing ground in a circle, and a tarpaulin thrown over the tops. The picnickers were lucky for their foresight, as by 10 a.m. a decided chill had set into the atmosphere. The wind gained in strength throughout the day until MARINE it was snapping along at about 20 knots. The water had altered from an intriguing ripple to a real chop that made models scurry along for a space, then haul up short on a wave, to plunge ahead again for an added burst of speed. With the 25 members who sailed, we were able to complete five rounds over a course shortened to some 1,200ft. Those who were accustomed to sailing through constant practice were made to give a handicap to those less experienced, which made the races pretty ever. Several rigs were damaged and two boats completely dismantled. Throughout, the day, those ashore made coffee, boiled corn, steamed clams and opened clams on the reminiscences; some of the children had the time of their lives because there were no restrictions by parents as to the amount of soda-water to be consumed. In fact, parents were too busy sailing, so the youngsters made the most of a rare opportunity. And, at long last, this writer has actually won a Cup. Yes, sir, it should go downin history. Many times I have vowed that I would some day win a Cup at some event, and this time I did. Doc. Allen won the Commodore’s trophy, with 300 points out of a possible 300; I was second with 280, H. Graffunder, Snr., 260, J. Geiss 240, G. Geiss 240, H. Brook 220, H. Graffunder, Jnr., 220, S. Summers 200, Mrs. Chas. Heisler 200, Paul Heisler 200, C. Heisler, Snr., 160, F. Gould, Jnr., 160, G. Becker 140, B. Pearsall 120, W. Spears 120, F. Gould, Snr., 100, Mrs. J. Geiss 60 (only sailed two races). Monday, as usual, developed into a most delightful sailing day. When stopping at the lake to gather the remnants of the picnic Fd half-shell. Under the canopy made over the cars, there was a constant serenade and impromptu quartets and duets, whole choruses and solos. The biting cold was forgotten until time to pack up, and yet it was a day enjoyed by everyone. The discomforts were a thing for many future happy 219 MODELS | Photo: Herrman THE A-CLASS ‘* W. W.J.’’ (A. ARROLL, DETROIT) I was sorely 220 MARINE tempted to spend the day sailing instead of struggling for the ‘unholy ’’ but necessary dollar. Nature seemed to be bent on driving us away from our racing, but we refused to be driven, and there is one thing this day of racing has accomplished—this** family gathering *’ of all the mem- bers of the Club and Auxiliary. It has started a boat-building graze among the members—not just a ** flash,”’ as so often happens, but four members are starting work on models, while four more skiffs are also started for the opening of the 1938 season, which we hope to make the most outstanding in our 14 years together. It is with the greatest possible mixture of feeling that I received notice that the much-planned International Marblehead Class Championship event, scheduled to be raced at Boston, has been called off. I wonder if those individuals who gave the Boston M.Y.C. in particular, and the American people in general, this hope of an_ international event, realise to what extent they have set the Boston Club back? There is not only the expense of advertising, postage, multigraph letters and stationery, the printing of banquet tickets, and the sale of them, but the many, many days of constant labour, the meeting of committees, the approaching and ** sales talk ‘’ with local officials, etc.—even to contacting the President of the United States to be represented at the banquet and, a part, at least, of the races. And now, monies received for banquet tickets, monies received from clubs and individuals, must be returned, at a loss, via postage and money orders, to the donors. The Hotel Statler, one of America’s leading swanky hotels, had to be notified that the scheduled banquet must be cancelled. Individuals from all over the country had arranged their affairs so that they might greet the guests from abroad and make their stay a real happy one. Boston was scheduled to witness a crowd at its beautiful granite pond such as was never seen in that popular place before. Now—truly the Boston boys deserve our sincerest sympathy for the loss of this much-looked-for event. It ts to be lamented that the countries we, on this side, looked for, could not in some way have raised sufficient funds to send at least one man and one boat. Many from the other side of the ocean and our borders seem somehow to feel that the men in this country have endless time and money to make trips with. Few know how much each individual deprives himself of to make even a few trips each year, and it is only their sincere love of the sport that makes them sacrifice many things to make each event a real success. My personal reaction is that we made a mistake in not having an entry in the event held at Fleet- wood. Some may feel that we awaited the coming of skippers from abroad. In truth, we have been beaten so consistently in England that we strove to get a boat that could go over there and win, but the weather was consistently against us. We had no weather to make a real selection, and it was, no doubt, felt by the Officials of the M.Y.R.A.A. that we would be going unprepared. Still, I can’t help feeling that this was an error, and we should have had a boat at Fleetwood; there can be no denying that no boat and skipper is a positive winner. The element of luck will not be denied, and the veriest tyro ‘* may “’ beat the best of them. By this, I do not mean that we should let any skipper go who MODELS desires to go. regardless of his ability to sail, but we have enough top-notch skippers here who could go over and make a race interesting for any competitors. The holding of an international event at Boston would have done wonders to advance the sport here. It was the one series of races of all others that would have made the American public realise that model yacht racing is not a child’s pastime, which is the one idea that we have experienced the greatest difficulty in removing from the mind of the public. Even at such world-renowned places of yacht racing as Marblehead, Massachusetts, | have had *‘ natives *’ express wonder that grown men would travel so far just to race boats of this type. They had no idea it was more than just a child’s pastime—some few even stating that they had never seen a model yacht race before, although they had lived there all their lives. The whole thing is unfortunate, and we hope that 1938 will see a REAL international event sailed on one of our ponds, Wm. Bithell again won the Boston M.Y.C. Aclass Championship. The six high boats for the season were selected to sail for this honour, and the results were: Ist, ** Blue Chip *’ (W. Bithell); 2nd, ** Esquire *’ (Chas. Farley); 3rd, ** Barracuda “’ (R. Sherman); 4th, ‘* Naiad’’ (Jim Potter); 5th, ** Yale Bulldog ‘’ (G. Macomber); 6th, ‘*Westward’”’ (Fred Pigeon). MARBLEHEAD M.Y.C. E hear from Mr. Roy F. Clough that Mr. WV T. O. M. Sopwith has been made an Hon. Member of the Marblehead M.Y.C. He writes: *‘ His is the brand of sportsmanship we appreciate and admire. He was beaten but he put forth no alibi. We hope in this small way to show how much we appreciate the sportsmanship Mr. Sopwith has shown in his two trips to this country.” WHY NOT BIRMINGHAM FOR THE A-CLASS CHAMPIONSHIPS ? A S a Londoner I would like to see the A-class regatta held in London, as it is the centre of interest’ and accessibility, and would be more likely than any other place to attract visitors. None of our waters, however, is particularly suitable, and Birmingham has strong claims. The Witton Reservoir is a fine sheet of water, right away from trees and houses, and open to all the winds that blow. It is banked round, and the water kept at a level so that boats can be trimmed without waders. There ts a tea-house at the water-side, and a good hotel about 10 minutes’ walk away. A frequent service of buses runs to the centre of the city in about 20 minutes. The authorities are kindly disposed to model yachting, unlike our London people, who treat us to barbed-wire entanglements. The Lord Mayor of Birmingham started the 10-rater regatta. Many of the residents run out in cars, and the Birmingham people are a hospitable crowd and would assist visitors most willingly. Now, Messrs. M.Y.A., what about it? A. C. DAVISON. MARINE MODELS CANADIAN CANADIAN M.Y.R.A. . year were sponsored by the Canadian National Exhibition, Toronto, and sanc- M.Y.C., Toronto M.Y.R.A., Toronto S.M.E., and the Lagoon M.Y.C. All of these except the Lagoon M.Y.C. are affiliated to the C.M.Y.R.A. tioned by the C.M.Y.R.A. Owing to the fact that there is not yet a model yacht lake in the city of Toronto, all races were open water events, sailed from skiffs. The course was between the Exhibition sea-wall and the break- SENIOR water. JUNIOR REGATTA, AUGUST 30 The results were: 36m. Unrestricted Class—Ist, ** Nonchalant ”’ (Rycken Suydam); 2nd, ‘* Swift’ (Bob Nicholls); 3rd, _** Zip’ (Bill Gooderham). * Zips? gained third place on resail after a tie with ‘Zephyr ’’ (Don Tytler). Marblehead Class—\st, ** Muggs ’’ (Gordon Armstrong); 2nd, ‘* Spark ”’ (Clare Johnson); 3rd, ‘‘ Rogue ’’ (Bill Gooderham). Open Class Handicap—I\st, ** Rogue *’ (Peter Pangman); 2nd, ‘* Monitor *’ (Clare Johnson); 3rd, *‘Cresset ’’ (Roy Jones). Models in this event ranged from 36in. to 76in. overall. The 0.0.D. was Bob Johnson (Oshawa M.Y.C.), assisted by W. E. Cayley (President, C.M.Y.R.A.), J. T. Harris (Secretary, C.M.Y.R.A.), G. H. Gib- bard, Sam King and Bob McCollum. NEWS The C.N. Exhibition provided a shield for Ist prize and cups for 2nd and 3rd in each event. Clubs represented were: Mimico M.Y.C., Oshawa Hf Ba Annual Junior and Senior Regattas this There were three events for boys up to 18, and a total of 35 models entered. Light winds prevailed for the preliminary and elimination heats. 221 ° REGATTA, SEPTEMBER 4. The five events for seniors took on an international and inter-city aspect as entries were received from Detroit and Boston, U.S.A., and Montreal, Canada. Unfortunately, Mr. C. H. Farley, of Boston (Secretary, M.Y.R.A. of America), who had entered the A-class and Marblehead class events, was obliged to feu However, Archie Arroll, Walter Foote, Johnson and Messrs. Chandler, Snr. and Jnr., all of Detroit, came, bringing one A- class and three 6-m., all of beautiful craftsmanship. There were two 6’s from Montreal, one belonging to Archie Collins (Vice-President, C.M.Y.R.A.), and the other to R. D. Matheson, both to the MARINE Mopets ‘* Debutante ’’ design. An open class entry from Montreal was “* Kiki,’’ built by Mr. Henry Morgan. The course was a quarter of a mile to windward and return, the finals being twice round the course. The oar event was for the 6-m., and the O.O.D., Mr. (Stew) Hinds (Oshawa) started competitors at 9. 3 a.m., with a breeze of about 5 m.p.h. There were two preliminary heats and a final. Result: ed ~~ Photo: W. F, Choat. SENIOR MODEL YACHT REGATTA AT CANADIAN EXHIBITION Some of the Officers and Competitors (left to right): G. Gibbard (Judge), Ed. Cous (Starter), M. Friegenhen, L. Bateman, W. Foote, Bob McCallum, Ww. Caley, A. Arroll, L. Hinds (0.0.D.). The two 6-m. yachts are ** Ladybug “’ and ‘* Margaret ”’ 222 MARINE Ist, ‘* Margaret ’’ (Archie Arroll, Detroit); 2nd, ** Zephyr ’’ (Walter Foote, Detroit); 3rd, ‘* Ladybug ’’ (owned by R. D. Matheson, Westmount M.Y.C., Montreal, Toronto). The second Results: Ist, S.M.E.); 2nd, and sailed by Bill Choat, race was for the Marblehead class. ‘‘Mae’’ (Alex. Taylor, Toronto *‘ Muggs ’’ (Bill Choat, Toronto S.M.E.); 3rd, ** Spark ’’ (Johnnie Austin, Toronto M.Y.R.A.). After lunch the International A-class were raced. There were 11 starters, the only absentee being ‘*Esquire’’ (C. H. Farley, Boston). There were three preliminary’ heats, the first two boats in each qualifying for the Semi-Finals, which resulted : —First Heat—Ist, ‘* Solitaire’? (Tom Honey); 2nd, ** Stuckley ‘* (W. Jones); Second Heat—*‘ W.W.]J.” (A. Arroll); 2nd, ‘* Wild Pigeon ’’ (G. Barrett); Third Heat—l\st, ‘* Ventura III’ (W. Choat); 2nd ** Cameo “’ (A. Taylor). The Finals were over one mile as against half a mile for the Semi-Finals, and resulted: Ist ‘* W.W.J.’’ (Cadillac M.Y.C.); 2nd, ** Solitaire ’’ (Fallingbrook M.Y.C.); 3rd, ** Ventura III *’ (Toronto S.M.E.). The fourth event for the Open class is put on to give the owners of boats not built to any recognised class some fun, and to let spectators see the two schooners ‘‘ Berle ’’ (Sam King) and ‘* Smiling Morn “’ (*‘ Gib ’’ Trout). These two were in a class by themselves for size, and drew considerable attention to the regatta. They are about 60in. L.W.L., carry over 4,000 sq. in. of sail, and displace about 100 lb.; both are planked. MODELS Due to an error in compiling the entry forms, it was possible for ‘* classed *’ boats to enter the Open class race also, but next year this will be rectified. There were two preliminary heats of half-mile, which resulted: Ist, H. C. Chandler, Detroit; 2nd, A. S. Collins, Montreal; Second Heat—lst, R. D. Matheson, Montreal; 2nd, J. Austin, Toronto; 3rd, Henry Morgan, Montreal. Unfortunately, Sam King’s schooner ** Belle , ’ got away from her owner on the run home, and collided with the breakwater, carrying away her bowsprit. In preventing a similar accident to ** Smiling Morn,’’ *‘ Gib ’’ Trout found it necessary to row alongside his schooner, and rowed several strokes with the offside oar while holding his model, thus The Final Heat being automatically disqualified. (one mile) resulted: Ist, ** Ladybug ’’ (owned by R. D. Matheson, Montreal, and sailed by Bill Choat, Toronto); 2nd, ** Spark ’’ (Johnnie Austin, Montreal); 3rd, ‘* Kiki ’’ (owned by Mr. Henry Morgan, Montreal, and sailed by ‘‘ Bill ’’ and Roy Jones, Toronto). The last event was the W. E. Caley Trophy Race for the Marblehead class. This trophy, donated by the President of the C.M.Y.R.A., is for annual competition by Marblehead models built, owned and sailed by Canadians. The event was sailed in two preliminary heats with a Final of one mile. Owing to an epidemic of infantile paralysis in the city, a number of juniors were not allowed to attend the regatta. As a result, Mr. A. E. Armstrong asked Bill Choat to sail his grandson’s ** Muggs,’’ which finished first. Johnnie Austin sailed ‘* Spark ’’ to second place, and Alex. Taylor finished third. A banquet tendered to competitors and mates by the Canadian National Exhibition was presided over by *‘* Bill ’’ Cayley. The above report is compiled from notes kindly sent us by Mr. Wm. F. Choat, Publicity Chairman, C.M.Y.R.A. [We heartily congratulate the Canadian M.Y.R.A. The Dominion of on the progress it is making. Canada is eligible for membership of the International M.Y.R.U. as a separate unit, and we hope it will not be long before we see Canada represented in the International A-class races.—EDITOR, MariNE MODELS.| FOR SALE “A” Class. ‘‘Miss South Africa.’’ An excellent boat in light to moderate weather, very suitable for inland waters. Designed by J. G. Feltwell. Chromium fittings, five suits sails by Drown. in excellent condition ; winner of many prizes. £10. 10-Rater ‘‘ Witch.”” M.M: “ Evadne”’ design, plank built in cedar by F. E. Mathews, varnished, chromium fittings, four suits of sails by Drown ; a first-class performer. Record to date in club racing : 7 starts, 6 firsts, 1 third. In first rate condition, £10. 10-Rater ‘*‘ Jeanne.’’ Daniels special design, new 1937. Three suits sails by Drown, chromium-plated fittings, a very closewinded boat and very successful in club racing. Painted cream and black. £7. M.M. ‘Stella’ design by 10-Rater sharpie, “ Estella.” Daniels. An excellent boat in moderate to strong winds, chromium-plated fittings, three suits sails by Drown; the whole in first-class condition and a winner in club racing. £5. Reasonable offers near the above prices will be consideredMajor *GIB'”’ TROUT WITH HIS MONSTER SCHOONER MODEL ** SMILING MORN ” Handford, Guyers, Corsham, Wilts. 10-Rater. Mahogany planked, good condition, one suit of sails, bright varnish. Owner unable to use. £7/0/0. W oellwarth- Yacht Anne, c/o Cholmley House, Private Road, Long Ditton. MARINE HERE IS THE | CATALOGUE WHITE HEATHER Racing Model Yachts YOU 4 i MODELS WANT! J. ALEXANDER & SONS 26, Victoria Parade, Section S.5. Ashton, Preston, Lancs. SCALE MODEL SHIPS Expert Model Yacht Builders (30 years’ experience) FITTINGS SPECIALISTS “ Alexalight ’’ Metal Spars. Practical Sail Makers. Accessories. Power Boat Hulls. Send Stamp for Lists Racing Model Yachts FOR CHRISTMAS GIFTS TO ALL SHIP LOVERS— and who dees not love the different fascinating types of ships which touch our shores. E HEATHER WHITE lyModel Yachting al Association PROPOSED DISTRICT ASSOCIATIONS or COMMITTEES “ AZALEA ” Here is a Super Detail Motor Yacht, 30in. long and fitted with either clockwork or electric motor complete in box, costing 9 guineas complete. Other models of the same class include Oil Tanker (9 gns.), Cross Channel Packet, “Isle of Sark ’’ (1! gns.), Cargo Boat (9 gns.), Naval Pinnace (£618 0), Exploration Ship (9 gns.), Motor Life Boat (7 gns.), Tug Boat (£7/12/6). Thames Passenger Paddle Steamer (11 gns.), Model Trawler (£1! 10/0). Each of these models is a realistic representation of the original, and though “working,” possesses the characteristics of a glass case model. In addition to the splendid array of Sailing Yachts, Motor Boats, and inexpensive craft from a guinea upwards, we have Sets of Parts for building waterline models of historic and famous ships from 12/6—and the finest range of super detail models ever offered to the public. Call in London or Manchester or Northampton and inspect them. Delivery of every pattern from stock. BASSETT-LOWKE NORTHAMPTON ‘THE Council, being desirous of ascertaining the opinion of Affiliated Clubs on this matter, will be glad to have from all Club Secretaries an answer to the two : following questions 1. Are you in favour of District ? Associations being formed 2. If so, to which District Committee or Association would your Club be attached ? Please send your reply to the Hon. Sec., W. J. E. Pike, not later than Nov. 30th, 1937. LTD. W. J. E. PIKE, —S2n¢3n:,112 Hish Holborn, w.c.1 Hon. Sec., M.Y.A. Manchester : 28, Corporation St. When replying to Advertisers please mention MARINE MODELS. —e me MARINE BLUE PRINTS OF BLUE PRINTS FOR DESIGNS SHIP MODELLERS MODEL YACHTS A-CLASS. * Chloris ”’* (New M.M. Design). size Body Plan, 15/-. *- Courtesy,”* A. W. Littlejohn. ‘* Elusive,”}+ Herbert Almond. Half-size with full- \Half-size, 12/6 6-METRES. * Lavinia,’’* (New M.M. kon. | ~ full-size Reg. W. Lance. Body Plan, 15/-. “ Leonora,”* W. J. Daniels. ** Stella ’’* (Sharpie) sy mith Body Plan, 15/ Full-size, 21/-. W. J. Daniels. 36in. RESTRICTED ‘¢ Eudora ”’* East Indiaman, drawn by G. W. Munro. Hull lines and general details (fin. scale). Rigging and Sail plan (fin. scale). |The two sheets, 17/6 post free. Four Masted Barque “ Buteshire ” (1888), drawn by G. W. Munro. Profile, lines and deck plan, 7s. 6d. Rigging and Sail plan, 7/6. The two sheets, 12/6 post free. 10-RATER. ** Beroe ’’* H. B. Tucker. ** Evadne”* H. B. Tucker. Mounts Bay (Penzance) Lugger. Plans of typical boat, taken from authentic Builder’s Half-Model. Scale lin. = 1ft., 6/6 post free. Cunard S.S. “Britannia’’ (1840), drawn by H. B. Tucker. Hull lines, general details and Rigging plan (fin. scale). Two sheets 10/6 post free. Half-size with * Debutante,”* A, W. Littlejohn. “ Joyce,”t Full-size, 15/-. ALL DESIGNS POST FREE. CLASS. H. B. Tucker. * Babette I,”} W. J. Daniels. _ MODELS Full-size, 10/6. © Babette I,”* W. J. Daniels. ) 30in. RESTRICTED CLASS. “Jenny Wren,”* A. W. Littlejohn. 24in. Full-size, 8/6. L.O.A. “ Tomtit,”} A. W. Littlejohn. Full-size, 5/6. MARBLEHEAD 50—3800. “ Pocahontas,”* W. J. Daniels. “Tris,’’* H.B Tucker. Binding Cases. Vols. I, Il 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/-. Full-size, 12/6. Binding, Vols. I, II, III, IV, V, V1, VII, VIII or IX (including case), 6/- post free. + Full Keel. * Fin-and-skeg. WORKING MODEL STEAMERS, Etc. “ Brunhilde,” Sea-going Diesel Yacht, 40 in. long, Fullsize plans, 8/6. “Maid of Rutland,” Cross-Channel mette long, Full-size plans, 6/6. Steamer, 1 “ Zingara,” Cargo Steamer, 48 in. long, Half-size plans, 6/6. “Coronet,” Paddle Excursion Steamer, 60 in. long, Half-size plans, 8/6. “‘ Boadicea,” Sea-going Tug, 60 in. long, Half-size plans, 8/6. 1-METRE RACING 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. Bound Volumes. Vols. IV and V, 37/6; Vols. VI, VII, 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. I, No. 1, 2/6; Nos. 2—5, 1/1; No 6, 7/6; No.7, 1/1; Nos. 8 and 9, 1/7; Nos. 10—12, 1/1. Vol. III, No. 1. 2/6; No. 2, 7/6; No. 3, 2/6; No. 4, 5/-; Nos. 5—7, 1/7; No. 8, 2/6; No. 9, 3/-; No. 12,7/6; Vol. IV, Nos. 1—4, 2/6; No. 5, 7/6; Nos. 6 and 7, 2/1; No. 8, 3/-; No. 9, 2/1; Nos. 10 and 11,1/7; No. 12, 2/6. Vol. V, Nos. 1—4, 1/7; No. 5,3/-; No 6, 7/6; Nos. 7—9, 1/7; No. 10. 7/6; No. 11, 1/7; 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.; 1—5,7d.; Vol. VIII, Nos. No. 6,1/7; No. 7—12, 7d. ; Vol. IX, Nos. 1—5, 7d.; No. 6, 1/7; Nos. 8—12, 7d. All post free. Other numbers out of print. ALL DESIGNS POST FREE. No returns can be taken more than seven week. from date of issue. Published by the Proprietors, Martne Mopets Pustications, Lrp., at 52, Fetter Lane, London, E.C.4 po meee ae 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. The hull is shapely, and the detail work in the sides extremely interesting. The difficulty of paint- ing in this fine detail is overcome by the provision of specially printed paper sides. aed Included with the outfit are parts for making a glass showcase. Complete outfit 7’6 post 6d. MAURETANIA. Kit of parts for making similar to the ** Queen Mary,’’ packed in an attractive box. A hardwood hull with decks ready- shaped, 8 in. long, and all pieces for bridge, deck houses, funnel bases, etc., a set of 46 lifeboats and two steel masts. costs (Ready-shaped hull can be supplied separately, © price 1/6, post. 3d.) Obtainable from any Handicrafts StORkIe, or Price 5 -, post. 6d. direct from (Dept. M.M.4) BRITANNIC. : Ready-shaped hull and fittings, similar to the box. “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 life- boats and two steel masts. Price 4/6, post. 6d. HANDICRAFTS ANNE RD. – HANDSWORTH – BPHAM. When replying to Advertisers please mention MARINE MODELS. Ww. H. BAUER, MODEL YACHT FIT-OUT AND REPAIR SERVICE SPARS, SAILS, FITTINGS and ACCESSORIES For ~} ; all Classes. To DECORATIVE, WATER order only. LINE, SHIP MODELS AND HALF MODELS BUILT AND RESTORED. } Workshops: 10, CELBRIDGE MEWS, PORCHESTER RD., LONDON, W.2 BOND’S | WORLD CHAMPIONSHIP AGAIN WON WITH SAILS MADE OF Noll. SATLCLOTRH SOMETHING NEW. Stainless Steel Stranded Wire for the Yachtsman which will get over all your rigging troubles. Prices – 3-strand “026 diam. – 6d. yd. 7-strand °042 diam. -~- 7d. yd. WATERPROOF : UNSTRETCHABLE UNSHRINKABLE Definitely faster and points higher. Lasts out many ordinary sails. A Few ‘‘A”’ Class X.L. Results : International Championship, 1935, 1st ; 2nd ; Allen Forbes 1936, 1937, 1st Trophy (international), RIGGING BLOCKS. 1935, Prices 4”, 1936, 1937, all 1st Plain Single… Wing and Wing Cup (International), 1937, 1st Scandinavian U.S.A. U.S.A. International, 1934, all 1st Eastern Mid-West Plain Double … Stuffed Single .. Stuffed Double … 1935, 1936, Championship, 1937, 2nd 1936, Championship, 1937, *”, 2”, Prices 1st ; we Finest Boxwood. t”. #”, 2” = . = 3°. %&”, Stropped Single Sheaved Stropped Double Sheaved 1st … per doz. 1/6 … per doz. 1/10 .-. per doz. 1/9 .– per doz. 2/2 3°, 3” .-. per doz. 4/4 —… per doz. 5/6 Send for Bond’s 1938 Catalogue, price 6d., it contains a full range of Ships’ Fittings and Boat Plants, also all Tools and Materials. And many less important events. Used all over British Isles, India, Australia, New Zealand, Canada, U.S.A., Scandinavia. BOND’S 0O’Euston Road, Ltd. Sails made at ordinary rates. 357, EUSTON ROAD, LONDON, N.W.1 W. G. PERKS, CAERNARVONSHIRE Telephones: EUSton 5441-2 Established 1887. — SAILS— <&>> CHARLES DROWN & SON’ SUCCESSES DURING BRITISH and INTERNATIONAL “A” CLASS CHAMPIONSHIPS (at Gosport) **Nyria ’’ Cup ‘‘A”’ Class. Scottish 6 m. Championship. McAndrew Cup. London League 10-R. Championship 1st & 2nd. -_ Sail Makers 1936: U.S.A. Sheldon (3rd year Mid. Clark Trophy “*A’’ Class in succession). 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 ie MARINE MODELS.