Marine Models: Volume 10, Number 9 – December 1937

WtyM% REQ * we q Wata4 Ys, 4 UY2 Y) ot WO sss SAAR LOMA’ S WSS AA THE SAAS AAA EE Sh RSS YACHTSMAN MODEL DECEMBER, 1937. No. 9. Sevenpence l ‘| i| i==raun—-ici aMi TSfens Wil‘ii \ –* a S S SS: WU WW, Mitty YY, OW Whee VW bddddididéiéé: SSS Z Yy YY Gff ffl p AY Yt DZ INCORPORATING Vol. X, \ Seen\ SEESRWSaredetice — OO Zn ttl Y7 y “td1, Kg NY 3S NS SAT Ree y X N S MMWAOQOU4 “Mu N / SSS. ey \ Nw 4A SN the“d C77 Zz “iyyy y NS Wiiiiitlithsitittttdtdt te S K.SSX \ NN N Vj S \ “GY \ N NN Z N jj Witt ZZ N Wi Oa N N | ‘“*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 sals by Drown ; a first-class performer. Record to date In first rate condition, in club racing : 7 starts, 6 firsts, 1 third. £10. 10-Rater ‘‘ Jeanne.’’ Daniels special design, new 1937. Three suits sails by Daniels, chromium-plated fittings, a very closewinded boat and very successful in club racing. Painted cream and black. £7. 10-Rater sharpie, ‘“ Estella.” M.M. “Stella” design by 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. Figure 8 £5, Reasonable offers near the above prices will be considered. Major Handford, Guyers, Corsham, Wilts. ee I Mr. Perring’s experiments over some 20 years definitely marked a period of real improvement. Mention must also be made of his diamond-shaped cross-section form for shanks, the object being to increase strength. However, these were soon dropped on account of difficulty experienced in the matter of hand forging with proper accuracy. Generally, his investigations resulted in Perring’s ‘ Short Shanks and Long Arms.” 226 MARINE a MODELS – » 2 ie “Ay i mL Ea J mn AAS 2 os Pat wee 7? y . AS <2 2 s 5 Bra G ae ae RAS A hed tbe: Ps me ey s = bX tals ; ren AE - ec Fs ES noe i Pd Rave a} as aanlod bets % ’ (Continued from page 204) B’ the great courtesy of Mr. P. Ivison I am able to give readers a full-size drawing of his engine. As a matter of fact my drawings and photographs are of a new engine which Mr. Ivison is now testing, but it is exactly similar to his old one, and, as I have these illustrations, I will use them for my description. The only difference between the two is that the new engine has a cast crankcase, whereas that on the old one was built up. It may be of interest to - mention that the old engine was built some eight years ago, and has been run hard ever since. It is now undergoing its first overhaul and shows very little signs of wear. As everyone may not have the facilities for getting castings made, | will start by indicating how the crankcase of Mr. Ivison’s first engine was made. The lower halfof the crankcase was made from a piece of tube halved The ends for this were made by turning up a circular disc of brass and cutting it in half. In turning up this disc extra metal was left at the rim to support the tube, and in the centre for the bearings. A centre bearing for the crankshaft was made up in similar fashion. As thin tube was used for this job brazing was obviously out of the question, and the tube fits into grooves in the ends. As this is well fitted no oil escapes. Three screws in each end hold everything together. The upper half of the crankcase was formed of four plates, rigidity being secured by means of four internal engine columns. The top consisted of a ‘spectacle’ plate with holes for the cylinder skirts forming a cylinder base plate and resting on the shoulders of the engine columns. In the new engine the crankcase is made from two castings of aluminium alloy. In the photograph these look somewhat rough, but by the time the crankcase is nicely painted, it will be very differentin appearance. Both the old and new engines are “square” engines (i.e., the bore and stroke are the same), single acting with opposed cranks set at 180°. The cylinders and pistons are nonrusting, the latter being fitted with two rings, as in the drawing. The pistons are ordinary trunk pistons with deep skirts. Yokes are fitted under the piston crowns (to which they are secured by nuts), and carry the gudgeon pins. The benefit of this is that the gudgeon pin does not go through the skirts MR. P. IVISON'’S ENGINE IS ATTRACTIVE IN APPEARANCE BESIDES BEING EFFICIENT 227 MODELS uY‘JMsBUpoyaAOIl-jTNntid9Reg3r2 ‘uol}srmyakYMnpej;idIS1)3 MARINE uMoysl}tAjamq2 2FNZ«1OS-[HIYA—L,D ieee ol L ED | ace Gi | 228 MARINE . of the piston, so the ends of it are kept clear of the cylinder walls. Usually the little end (or more nautically the “* top” end) turns on the gudgeon pin, but in Mr. Ivison’s engine the gudgeon pin is a tight fitin the top end and turns in its housingsin the fork of the ale. This gives about twice as much bearing surface and makes for long life. The top end and connecting rodin the old engine were made one-piece from mild steel. To minimise the chance of rusting this was treated by being heated and quenched in oil, thus forming a scale which is much less susceptible to rusting. In the second engine duralumin is used for these parts. The split big (or “lower’’) endis fitted with bronze bearings. The crankshaftis made of silver steel cut from the solid. For the benefit of beginners I will briefly outline the method of doing this. A piece of rectangular bar of suitable size is taken and cut to length. The centres for the crankshaft and crankpins are carefully marked off on each end. The crankpins must be turned up first, so we start by cutting away the metal between the webs, leaving sufficient to turn up for the pins. If a hole is drilled at the end of the slots being cut out of the bar and two sawcuts made, this will be found quite simple. In order to take the longitudinal pressure and prevent distortion when the metal is mounted between centres in the lathe, the slot not being worked on must be packed up with a little block of metal sweated into place. Having turned up the crankpins, cut away all superfluous metal at the ends with the hacksaw. Then, once again, pack up the slots of the crankpins to take the longitudinal pressure while the ends of the crankshaft are being turned. The whole thing can now be cleaned up and finished off nicely. MODELS The eccentric rod driving the valve gear is in two parts pivoted as can be seen in the plans. The upper part forms a_ shuttlepiece sliding up and down inside the guide block bolted onto the engine. The motion is conveyed to the valve rod by a bell crank mounted on the forward side of the guide block. The upper arm of this engages a rectangular slot in the end of the valve spindle, and its other arm is through an aperture in the guide block, the tip engaging with the shuttle-piece which has a slot to suit. The form of the connection between the valve rod and the bell crank is apparent from the drawings, being a rectangular block of metal with an oblong slot which engages the tip of the upper arm of the crank. In this engine the upper arm is twice as long as the lower one, thus giving a two-to-one reduction, though any desired valve travel could be obtained by varying the ratio. Before leaving the bell crank, it should be mentioned that the ends of the arms are rounded to give smoothness in operation. The actual valve is a piston valve of a somewhat unusual type. Each cylinder has separate inlet and exhaust ports. The inlet ports are, of course, adjacent in the centre of the engine, and the two exhaust ports forward and aft of them, a good distance apart. Thus the steam admissionis quite normal, and the difference lies in the use of separate ex- Now, to return to Mr. Ivison’s engine, the crankshaft bearings are bushed, which is a good feature, since these can be replaced when worn, bringing the shaft back to its original alignment. The new engine differs from the old in that the cylinders are much closer together. This really gives a better balanced engine, since it reduces the couple, though it does away with the centre bearing. Both of my photographs show the forward end of the engine. It will be noticed that the eccentric driving the valve gear is fitted onto the crankshaft with a key and keyway, although this is not shown on the drawing. ANOTHER VIEW OF MR. IVISON’S ENGINE Note the Oil filler on side of the crankcase MARINE MODELS 229 © TOP OF PISTON (Full-size) showing upper end of yoke and nut GUIDE BLOCK—Full-size Upper drawing shows section through block at horizontal broken line on lower drawing, which gives complete side view / DETAILS OF ‘ IVISON ’? ENGINE—Full-size Upper drawing is top of Cylinder Head with Inlet and Twin Exhaust Pipes Middle drawing shows underside of Cylinder Head with Steam Ports Lower drawing is top of Crankcase haust ports well apart, which admits of the use of a valve bobbin with very long skirts. This gives a remarkable good steam seal, as well as very long bearing surfaces. The steam pipe and separate exhaust pipes can be clearly seen in the plans and photographs. The valve bobbin can be lightened up materially by boring out waste metal in the two ends. The orifices of the exhaust pipes must, of course, be kept outside the travel of the bobbin. The cylinders are stepped into the cylinder head, being ground in to ensure a good joint without the use of packing material. The holes for the six holding-down bolts are shown, though the bolts themselves do not appear in the drawings. The flanged joint of the crankcase is used for bolting down to the engine bearers, holes being spaced where most convenient. If desired, the overall width of flanges could be increased. Provision must be made for putting the necessary oil into the crankcase. The engine is jin. bore and stroke, and weighs rather under 2 lb. This size will drive a prototype model 5ft. to 6ft. overall, but it could be made any size required. For a racing boat this engine could be easily adapted and “ hotted ” up. This is a sturdy, useful engine, and not difficult to build. I hope to give some particulars of making the patterns for the crankcase castings next month. (To be continued.) 230 MARINE MODELS PETROL ENGINE and HYDROPLANE TOPICS By J. B. INNOCENT (Continued from page 206) AST month I discussed the advisability L of following convention in hull design, and now propose to do the same with the power plant. Some years back, convention was represented by four-stroke motors with uncooled vertical valve heads and twostrokes of the three-port type, though the two-stroke did sometimes sport a rotary disc inlet valve. Apart from M. Suzor, and, later, Mr. Rankine, the four-stroke held the lead, both for speed and reliability. This position was modified by the introduction of the in- clined valve head. At first these motors only ran with the field, as full advantage was not taken of the possibilities, but with “ Betty” in tune, the possible improvement was realised, and, apart from Mr. Pinder’s “ Rednip,” the parallel valve head lost ground. The twostrokes continue to be of the three-port type, with the notable exception of Mr. Heath’s miniature, which has a rotary admission valve. . On paper, the rotary valve two-stroke has many advantages, and | firmly believe that it is the best style of two-stroke for unblown work. In the past, these engines did not have anything like the maximum permissible admission period, and suffered accordingly. This period may commence before the transfer port is closed off, and should not cease until well after T.D.C., say, 50 degrees. Of late some prominence has been given to the subject of supercharging. It has been described as the best system to follow for improving power output, but I have my doubts on some points. One point that has been quoted in its favour is the fact that it will be possible to run at a lower rate of r.p.m. at a higher power output, and thus greater reliability will be realised. For my part, I consider this bad reasoning, for, whilst it is true that higher pressures at lower speeds “are possible, so are higher pressures possible at high speed. In fact it would be permissible with forced induction to make the inlet cam easier and the exhaust valve smaller, complete natural exhausting being less important, so that the restriction imposed by valve bounce is pushed up the scale and r.p.m. can be higher accordingly. We have by no means reached the permissible limit of compression ratios in the four-stroke field. In fact our own motor is only eight and a half to one, so there should be some considerable scope left for improved power output. Theoretically it should be possible to utilise ratios well up in double figures with ordinary good anti-knock fuel, but most people who have tried this as a short cut to the front rank have failed to get any improvement. This is not due to theory being at fault, but to faulty application; and there can be no doubt that high ratios will eventually be used to advantage. In the two-stroke field they are in use to some extent, the greatest exponent being Mr. Rankine. The difficulty, apart from mechanical considerations, is hot spots. In the four-stroke these are likely to be present at the plug and exhaust valve, and, in the two-stroke, at the plug and piston deflector if one is used. Recently, in the full-sized field, two engine designs have appeared, which endeavour to remove these difficulties in part, or whole. Both designs rely on a rotary valve, and laboratory results indicate that success will eventually be achieved, attended by a marked rise in compression ratio for any given fuel. The older design of the two, the “‘ Cross,” has a cylindrical valve set across the head, in which both inlet and exhaust ports are formed, and in order to avoid warping, the valve itself is directly cooled by water or oil. An extremely compact combustion space is easily obtained as there is only one hole in the head for breathing purposes, which is used alternately for inlet and exhaust. The plug appears to get no relief, though reports talk of the use of comparatively soft plugs for the power output realised. This engine in its most advanced form includes other unusual features in that an aluminium alloy cylinder is used without a liner, and the pistons are cooled by oil jets. The other motor, the “ Aspin,’’ which is of more recent design, has achieved results on the bench that make one gasp when compared with poppet valve engines. In this case a rotary valve is again used in the head, but the arrangement is very different. In brief, the valve is a rather blunt cone the full diameter of the barrel, or a little larger, with a spindle extending upwards from the apex MARINE through the top of the head. A port is cut through the cone from the hollowed-out base to the wall. This cone valve runs against the head, which is machined to a really close fit. The ports are formed in the head and register with the hole in the cone in due turn. Ignition is effected by a decidedly soft plug, which the valve exposes, it being arranged that the valve shall shut the plug off almost immediately after firing, and thus protect it from the full heat of the charge. The valve relies for its cooling on induction, through the hole that has just been used for exhaust, and conduction, through the oil film to the head. A two-fifty " engine of this type has been successfully run on a ratio of 134 to 1 at 12,000 r.p.m., using a No. 3 petrol and at around 9,000 r.p.m. for many hours, continuously. It has been found possible with this motor to let the charge expand much further than usual, and this, coupled with the high compression ratio, results in a definitely cooler exhaust, and a further gain in efficiency. The combustion space is contained entirely in the hole through the cone. Port sizes with these rotary valve motors make any poppet valve motor look silly, and, as masking of the port by the valve is almost entirely absent, breathing is uniquely efficient. Of course there are snags to be overcome in such engines, the chief of which is valve lubrication and protection against scoring. In the first type a white metal lip is used around the port to maintain the seal, but I know of no special precaution contained in the other motor. The cone valve in the “ Aspin” is formed of a steel shell with a shrunk and screwed light alloy lining, and this probably reduces out-of-balance difficulties. Both the “Cross” and the “ Aspin ” have been built as two-strokes, when the rotary valve is used for admission only, and ports in the cylinder walls look after the exhaust; a blower is, of course, practically essential for the induction. Breathing is likely to be more efficient than with the conventional type of engine as the gases have only to flow in one direction, so that, if a reasonable degree of stratification can be achieved, exhaustion is good, whilst the loss of new gas to the exhaust is greatly minimised. It is also possible to pump in gas via the blower after the ex- haust ports are closed off by the piston, so real supercharging is achieved. There was another unconventional twostroke produced some years back, known,’ I believe, as the “Cameron,” which had another MODELS 231 and smaller piston in the head, whose main duty, it was to open and close the inlet port. This port consisted of radial slots, backed by tangential passages, through which the incoming gas was forced by a blower. Excellent stratification was claimed, plus definite supercharging, but how the plugs fared I do not know. From time to time unconventional engines are brought forward, for which remarkable bench results are claimed, but they usually fade out and nothing more is heard of them. Through this, many people condemn anything but the poppet valve, though some are always willing to believe in the sleeve valve, which I have purposely ignored, as I cannot face it from mechanical considerations, for anything like high duty. The usual reason the unconventional does not last and become commonplace is admittedly due to faults in the design —usually lubrication difficulties, but this is not always the case. Certainly some of the new motors have been good, but it takes a lot of money to get a motor into a fit state for the market. Furthermore, the firms who might be interested are either making good money without paying royalties, or are too hard-up to chance the gamble of introducing a new engine to a public which is extremely conservative in such matters. One powerboat man has already ventured into the unconventional, for Mr. Kerswell, of Bristol, has built a fine-looking ‘* Cross ” type engine, but we have still to learn anything of its power-producing abilities. | Anyone who takes this step must be prepared for a considerable period of experiment and quite a few disappointments, but I am quite certain that improved results are possible. I should dearly love to see Mr. Chaddock’s little blower coughed to an “ Aspin ” engine, built as a two- stroke, for, on paper, something like six-horsepower is possible from a 30 c.c. motor. (To be continued.) 232 MARINE MODELS ON RUNNING A LADIES’ RACE By G. Harris (Clapham M.Y.C.) (with an Account which we don’t ask you to believe, for we know you won’t) ‘5 suggestion to clubs who are try- HIS article may be taken either as a novel items some ing to find for their programme, or as a warning to those who might lightly undertake to run such a race, unaware of the dangers into which they are likely to plunge. In the first place, it is quite possible to hold a ladies’ race even where there are no lady members in the club. Where a club has an active ladies’ section, such races are, of course, a feature of the programme and are conducted in the usual way; but it is of the case of the club having no lady members that I wish to speak and therein lies the difficulty. Now when our club decided to run its first (and it may be its last) ladies’ race, it had two objects in view. The first was mooted by the married members: it was purely a selfish one, and it came about like this. The club sails on Sunday mornings and vies with half a million spectators, a few hundred dogs, two families of ducks and a plantation of weed for possession of the pond. The result is that sailing is at times a bit long-winded, and Mr. Henpecked-Hubby does sometimes get home just a wee bit late for lunch. And what is the result? | Answer—Strife. In vain for Mr. H.-H. to explain how he had to stay to complete those resails. Does Mrs. H.-H. know what a resail is? I doubt it. Does she care? I am sure she does not. But she knows what an hour and a half extra cooking does to the Sunday joint, and she doesn’t hesitate to say so. Thus, every Sunday, for miles round Clapham Common, the peaceful Sabbath air is rent with noise of domestic disagreement. So it was thought, to avoid undue pressure of business in the Divorce Courts and to prevent any more outbreaks of murder and suicide on the Common, that the ladies should be given an interest in the game, and their attitude changed from open hostility to (we hoped) helpful co-operation. The second motive (which I may say was prompted mainly by the bachelors) was to provide a little light comedy for the male members. Little did they know that Tragedy could stalk onto the stage and send Comedy fleeing through the wings. Thus, knowing not what we were attempt- ing, we started our ladies’ race. From the outset, interest was deflected from boats and sailing by the two rival attractions, to wit, Mrs. X’s snappy yachting costume, and Mrs. Y Z's embroidered wading boots in the club colours. | These apparitions dominated the stage from the start, and at once split’ the gathering into three warring factions: (1) Mrs. X, evincing scornful criticism of the wading boots, and distant aloofness to those less appropriately clad; (2) Mrs. Y Z, whose criticism of Mrs. X’s “ dressing-up” were freely and loudly expressed, and whose pride in her super-boots made her almost unbearable to everyone else; and (3) The Rest, whose whole-hearted condemnation of the two ‘‘ artists ’ somewhat united their sympathies. Mrs. PQ suffered a slight eclipse since the green-and-gold spinnaker of crépe-de-chine she had made the night before, looked a bit out of place on the red and black boat she was allotted to sail. So she kept aloof and sulked all day. Then we had the rules to enforce. We said : “Give them male mates to do the donkeywork, but leave the ladies to do the trimming, without any advice from the mates.” Here, again, we wer2 faced with trouble: whenever a boat, by some freak of wind, or lucky trim, or other chance, made a perfect course to leeward, mutterings arose among the other competitors and collusion was openly hinted at. The result was great eagerness on the part of all competitors to outdo the performance. The climax was reached when one lady skipper, not to be outdone in the push at the start, jumped in the water (we hesitate even to suggest that she fell in) to give the boat a helping hand. Half-way through the race an ambulance arrived and took away the O.O.D. From that point, free competition was given full scope— rules were abandoned and tempers had full sway. Male members, who peered timidly from behind the elm tree from time to time, learned things about sailing that they had hitherto never even dreamed of. After the race, when the competitors could be separated, it was found that a prize had been provided for every lady, so that peace was at length declared. But from the oft- MARINE repeated ‘‘ never again” evinced by the male members, and the hunted look on the faces of the married ones whenever the race is mentioned, one can gather what a trying experience it was for all. But do not let this account (no, I won’t guarantee it as 100 per cent. true) discourage anyone from holding a ladies’ race, if he or she is prepared to take the risks involved. If it goes off well, it can do a great deal of good; but there are a lot of things to be considered in connection with ladies’ sailing which just don’t enter into an ordinary regatta at all. So if any club secretary, after reading the foregoing (I hope he won’t take it too seriously) feels ready to risk his life, the following hints may help him and perhaps avoid the untimely end of the organiser and the O.0.D. 1. Let the ladies run the show themselves. Call all the wives and sisters and friends together, and let them plan their own race. Give them a book of rules and let them decide which to enforce and which to ignore. Leave them to appoint their own O.O.D. 2. Collect sufficient boats for them and let them draw their boat by ballot. See that all the boats have a fair chance of doing well. The club champion may not be willing to lend his best boat, but don’t make up the number with old crocks. If they have male mates (I think this is advisable) let them draw for them in the same way. Don’t, for heaven’s sake, have two ladies arguing as to which shall have the third lady’s husband as mate. MODELS 233 BRADFORD M.Y.C. The *‘ Brayshaw ’’ 36in. Restricted class race attracted an entry of eight model yachts on October 31. The competition, as usual, proved a most enjoyable and keenly-contested event, though marred by an accident to the owner of ** Ensign ’’ (Mr. W. H. Porter), who slipped off the pier-end and fractured several ribs besides damaging his knee. The yachts and their individual scores were as fol- lows: ‘‘ Bess II’’ (L. J. Mitchell) 18, ‘* Milenki ’” (K. Chadwick) 18, ‘* White Owl ’’ (Geoffrey Kitchen) 18, ‘‘Spica’’ (R. G. Pearson) 12, ‘‘Red Rose’’ (H. Short) 12, ‘*Frisker’’ (W. Roberts) 12, ‘‘Thistle’’ (F. C. Hirst) 16, ** Ensign '’ (W. H. Porter) 6. ‘In the sail-off for the three who had scored 18 points each, the results were: ‘* Bess II ’’ 6, ‘‘White Owl ”’ 4, and ‘* Milenki ’’ 2. The wind was light, giving a broad reach one way. The O.0.D. was Harry Atkinson, assisted by Eric Roberts, the Cup being handed to the winner by Mrs. Wilfred Roberts. The A-class race for the ‘** Atkinson ’’ Trophy, scheduled for November 7, had to be cancelled, due to entire absence of wind. J. P. CLAPHAM. Editorial and Publishing Offices : 52, FETTER LANE, LONDON, E.C.4. Telephone: Central 9914. SUBSCRIPTION RATES Inland, 7s. 6d. per annum; Overseas, U.S.A. and Canada, $2. 8s. 6d.; Give a prize to every competitor. EDITORIAL Contributions, Correspondence and Club News for publication must reach our Offices not later than the 16th of month previous to publication. The Editor does not undertake to publish all 4. Give a prize to the O.O.D. (if he survives). He has my sympathy. rect name and address of sender must be enclosed. The Editor does not undertake responsibility for 3. Finally, I would suggest insuring all the boats against total loss or damage (but I doubt if any company would accept such a risk). It might be advisable to insure the mates as well —for you never know. matter received. Where a nom-de-plumeis used, corphotographs, 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 can- not 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 Announcements of Regattas, etc. rates for Club SMALL PREPAID ADVERTISEMENTS Private advertisements for our For Sale and Wanted Column charged Id. per word. Minimum 2s. Box numbers, c/o MARINE MODELS, can be used if desired at an extra fee of 6d. Advertisements must be received at our Offices not later than the 16th of month prior to publication, 234 MARINE MODELS A SCHOONER OF 104 TONS By G. W. Munro (Concluded from page 185.) CCOMPANYING this article is a sail plan for the little schooner of 104 tons. I have not got the original plan, as she was actually rigged, but I have endeavoured to set out this sail plan according to the original designer’s ideas and methods of proportioning the sails and spars. It will be noticed that the foremast head is rather long when compared with that of the mainmast. The reason for this is that it might be desirable to fit yards and make a Topsail Schooner of the vessel. On the other hand, the modeller can make the foremast head equal in length to that of the mainmast. In doing this the actual length of the mast must not be changed, but merely the proportion of the head to the total length. Elsewhere in this number will be found the beginning of a larger and more elaborate Schooner. This vessel was definitely rigged as a Topsail Schooner, and it will suffice if I deal with the proportion of the topsails for this one. A few quotations from the original author's remarks will be of some interest to the reader: Schooner-rigged vessels have two masts, but these are of a very different proportion from those of a Brig, the masts of a Schooner being nearly as long as those for a Sloop- or Smack-rigged vessel of the same The principal design of the two tonnage. masts in the Schooner is to divide the sails into smaller portions, particularly the mainsail. The Schooner’s mainsail is set with a boom and gaff; they have two foresails, called the boom and stay foresail. The boom foresail is set with a boom and gaff, or sometimes with a gaff only, and sheets. The stay foresail is made to run up upon the forestay, which is fixed either to the stem-head, or a short way out on the bowsprit, with a jib without the foresail; also, a square sail set with yards, ropes, etc. These used formerly to be the principal sails of a Schooner, and the advantages of the rig are, that by it the vessel sails close to the wind, the sails are easier managed and worked in narrow chan- nels, and with much less wear and tear than Smacks and Sloops. The rig of Schooners has, however, been considerably altered within these late years. In addition to the above, they now have a gaff-topsail aft, square topsail and top-gallant sail on the foremast, jib-boom, flying jib-boom, square sail, studding sails, etc. The above remarks were published in 1830, and one is able to visualise the change in the rig at that time. The newer rig will be seen in the design of the Topsail Schooner “ Glasgow,” 151 tons, which will appear next month. To find the length of the mainmast for a Schooner: To three times her extreme breadth, add one-third the length of the L.W.L., and the depth of the hold from the upper part of the keel to the deck, and twothirds of the sum is the length of the mast. Or, to find the length above deck: Multiply the momentum (i.e., the sum of one-third the L.W.L. by three times the breadth and the depth) by -55, and the product is the length above deck. The foremast is generally from 17-18ths to 19-20ths of the length of the mainmast. The length of the mast heads, from the lower part of the trestle-trees to the top, is 2-13ths of the full length of the mast for the mainmast. The foremast head is 1-5th of the same. The diameter of the mainmast is lin. for every 4ft. of full length. The diameter of the foremast is lin. for every 34ft. of full length. The length of each topmast is onehalf the length of the foremast. The length of the poles is about 1-6th of the topmasts. The diameter of the topmasts at the cap is lin. for every 4ft. of length. The main-boom is arranged to have onethird its length abaft the sheet. The gaff is two-thirds the length of the boom. The End. WORKING MODEL OF T:S.S. “AWATEA” HE hull drawings of the above are now fi almost completed, and we hope to be in a position to publish same in our January number. We have to apologise for the long delay since the arrangement plans, profile, etc., were published last September. MARINE MODELS | | MARBLEHEAD 50-800 CLASS MODEL “ KITTIWAKE ” Designed by A. W. LITTLEJOHN BODY PLAN Scale: One-quarter of full-size 235 236 MARINE MODELS a, > | fi ——$ — S — SS ss c= ss ~ake- oo —— A [As the space available for Club News and Racing Reports 1s limited, Club Secretaries are requested to make their reports brief and to the point.—EpiToR, Marine MOobe-s.| M.Y.C. was eventually concluded on November 7th, and resulted in a well-deserved victory for Mr. T. H. Robertson. The Secretary’s ** Unity ’’ Cup, which is hotly contested for by all the club members, was won this year by Mr. D. A. Macdonald, after a somewhat protracted race, which at one time looked like lasting all night. Many members are looking forward to a dinner party on December 18th, which has been organised unofficially by a few enthusiastic members, and looks like being an overwhelming success, if one can judge by the way tickets are being issued. Some 40-50 people in all will attend, and it is hoped that, if the affair is a success, it will be adopted officially as part of the club’s annual programme for future years. ANON. BOURNVILLE M.Y. & P. B. CLUB Sanderson Trophy for 6-m. Models.—This very attractive competition was resumed on October 23, in an excellent breeze, and the final heats were closely contested. The superiority of ** Dixie ’’ and the skill of her skipper (C. Speak) and mate (F. J. Broscombe) were proved by the score. In the latter stages, also, E. Nason, with *‘ Helen,’’ sailed remarkably well. Winners : — Ist, ** Dixie ’’ (C. Speak) 38; 2nd, ‘* Helen “’ (E. Nason), 32; 3rd, ‘* Elvira’’ (A. Harlow) 30. Other scores: ‘* Lady Jane’’ (W. Rastall) 29, ‘* Una ’’ (H. Ray) 29, ‘** Dainty ’’ (W. H. Davey & G. Beale) 28, ** Stella ’’ (T. Sheldon) 244, ** Dauntless ’’ (B. Cottrell) 20, ** Ethel ’’ (Dr. Ratcliffe & E. Wakeman) 20, ‘* Waldon’’ (W. Keeley) 173, ‘*Dumary II ’’ (D. Jenkins) 10. Davey Vase for A-class.—This event followed, and the boisterous wind provided excellent racing for the large craft, *‘ Kismet ’’ and ‘* Elene ”’ emerging first and second. Although the scores of the other models were comparatively low, results several times were uncertain until almost on the finishing line. Results—Ist, ** Kismet ‘’ (C. Speak) 15 points; 2nd, ‘* Elene ’’ (A. Harlow) 13; 3rd, O.0.D.: C. Butson. ‘*Dawn ’’ (W. Rastall) 10. Scorers: W. Poulter and F. Kettle. Powerboat Section—On October 16, at RowHeath, 30 c.c. model boats were in competition for the ‘*‘ Notwen’’ Tankard. The course was 600 yards (six laps), and the trophy was won by © Time: 1 min. II sec. B. Cottrell with ‘* B.V.5.””. An interesting contest, also, was that over a 300 yards course (three laps), when K. Tryhorn’s ‘*Yum Yum ”’ secured first place. Time: | min. 2.6 sec. The next best performance was put up by ‘‘Black Magic,’’ owned by Mr. White. Time: 1 min. 43 sec. Much higher speed could, no doubt, have been attained had weather conditions been better. Time-keepers: A. H 0.0.D.: E. Wakeman. Harlow and D. Jenkins. A Steering Display of various prototype boats was given later at Valley Pool before a large number of spectators. Top points were scored by E. Nason with ‘* Diane,’’ a fast and steady boat; 2nd, D. Picknell (‘‘ Gadfly ’’), a trim and much-admired craft; 3rd, B. Humphreys (‘* Lady Edith ’’), with good style. Thus ended the official programme for the season. H. Ray, Capt., Sailing Sec. M.Y.S.A. (KENSINGTON) The Club’s season ended with the ** Kenyon ”’ Cup. Very little can be said of the year’s racing, as it has been very poor. Firstly, the winds have been very fickle, especially during the major events. Secondly, the troops during Coronation time were in possession of the park, thus robbing the club of valuable sailing days, and, finally, as a last straw, H.M. Office of Works, as an experiment, railed in the North-East bay of the Round Pond to form a paddling pool for children. This may have been a success from the children’s point of view, but was very bad for the model yachtsmen, as, besides shortening the course by almost onethird of its length, the railings damaged hulls and sails whenever a yacht had the misfortune to come into contact with them. he only notable feature was that the club lost the ‘* Dacia ’’ Cup, which left the Metropolis for the first time. Eastbourne must be congratulated on their victory. The club also entertained the S.W.M.Y.C. to two friendly races, of which one was won by the home team by 104 points, and the other by the visitors by four. Results of other events were as follows :— “ Dacia ’’ Cup (Inter-club for 10-raters).—I1st, Mr. Whitmore (Eastbourne) 33; 2nd, Mr. Tansley (Hove) 32; 3rd, Mr. Reason (Clapham) 29; Mr. Stone – = CLAPHAM The latter part of the season has been a busy time for the club; several races, postponed owing to poor winds earlier in the season, had to be sailed off, and the club championship had to be decided. The races for the ** Fortreviver ’’ Cup and the ** Sir John Leigh ’’ Cup did much to raise the club’s prestige, which had suffered somewhat from a rather disappointing score in the London League events. Both these Cups were won by a Clapham member, Mr. C. Chandler, and the home won second and third places in both club also events. After many trials and tribulations, owing to lack of wind on several consecutive Sundays, and to the absence of a few of the competitors from the second and third rounds, the club championship MARINE (M.Y.S.A.) 26, Mr. Giles (S.W.M.Y.C.) 26, Mr. Luker (S.W.M.Y.C.) 25, Mr. Rushdene 25, Mr. Carter (H.M.Y.C.) 24, Mr. Whitehead (H.M.Y.C.) 22, Mr. Wake (M.Y.S.A.) 19, Mr. Veness (E.M.Y.C.) 14. “De Quincy ’’ Cup (10-raters)—A. W. Little- john 34, H. Wake 32, S. Stone 32, O Steinberger 30, R. Harris 28, S. Maigi 24, R. Barton 18, L. Hawkins 16, B. Hawkes 14, F. Rigby 12, W. Pang 12, W. Morrison 12. ** Kensington’? Cup (18-ftrs., and 6-m.).—Mr. Briscoe 14, Mr. Taylor 10, Mr. Westwood 10, Mr. Bergne 20, Mr. Vincent Hill 10, Mr. Littlejohn 16, Mr. Morrison 20, Mr. Becq 22, Mr. Froment 22. ** Jubilee ’’ Inter-Club Cup (10-raters)—Mr. Wade (M.Y.S.A.) 33, Mr. Stone (M.Y.S.A.) 31, Mr. Steinberger (M.Y.S.A.) 25, Mr. Giles (S.W.M.Y.C.) 25, Mr. Warman (S.W.M.Y.C.) 24, Mr. Harris (M.Y.S.A.) 24, Mr. Hawkins (M.Y.S.A.) 22, Mr. Littlejohn (M.Y.S.A.) 21, Mr. Reason (Clapham) 11, Mr. Carter (Highgate) 9. ** Diamond Jubilee ’’ Inter-Club Cup (10-raters).— Mr. Wake (M.Y.S.A.) 42, Mr. Harris (M.Y.S.A.) 39, Mr. Stone (M.Y.S.A.) 39, Mr. Littlejohn (M.Y.S.A.) 254,. Mr. Rudenburgh (S.W.M.Y.C.) 25, Mr. Steinberger (M.Y.S.A.) 174, Mr. Morrison (M.Y.S.A.) 16, Mr. Sutherland (S.W.M.Y.C.) 16, Mr. Hawkes (M.Y.S.A.) 11, Mr. Burton (H.M.Y.C.) 10, Mr. Carter (H.M.Y.C.) 9. ** Jermyn Vincent-Hill’’ Cup (18-ftrs. and 6-m.). —Mr. Vincent-Hill 16, Mr. Littlejohn 10, Mr. Bergne 10, Mr. Morrison 8, Mr. Westwood 6, Mr. Becq 6. © Phoemx ”’ Inter-Club Cup.—Mr. Chandler (Clapham) 31, Mr. Hatfield (C.M.Y.C.) 28, Mr. McDonald (C.M.Y.C.) 23, Mr. Waite (S.W.M.Y.C.) 24, Mr. Vincent-Hill (M.Y.S.A.) 23, Mr. Hawkins (M.Y.S.A.) 23, Mr. Maigi (M.Y.S.A.) 21, Mr. Becq (L.M.Y.C.) 20, Mr. Smith (S.W.ML.Y.C.) 13, Mr. Rood (S.W.M. Y.C.) 13, Mr. Hawkes 1. This race is open to 10raters, 18-ftrs. and 6-m. classes, which race on level terms round the lake continuously for two hours. There are four straights, which must be touched in rotation, scoring a point for each straight TWO SCHOONERS AND A BARKENTINE Belonging to Messrs. Whitton, Starkey & Upton, of the Southend M.Y. & Ship Club MODELS 237 touched and forfeiting a point for each base missed. The first four boats were all 10-raters, Mr. VincentHill sailing an 18-ftr. “ Kensington-Hove ’’ Cup (10-raters). — Hove: Mr. Hacking 16, Mr. Cheesman 8, Mr. Fry 6, Mr. Butcher 14, Mr. Potter 4=Total 60. Kensington: Mr. Morrison 14, Mr. Hawkes 14, Mr. Maigi 12, Mr. Littlejohn 18, Mr. Harris 12=Total 84. ** Kenyon ’’ Cup (10-raters)—Mr. Harris 26, Mr. Chapple 24, Mr. Steinberger 24, Mr. Littlejohn 19, Mr. Stone 15, Mr. Wake 14, Mr. Morrison 10, Mr. Hawkes 8. ©. ‘S, SOUTHEND M.Y. & SHIP CLUB The above club held its second meeting at the Coronation Café. Club rules were read and amended where necessary; new members were enrolled, and a flag chosen. The local Council has been approached, and permission has been granted for the club to sail races on Southchurch Park lake. Meetings have been held on Sunday mornings, and some good sailing has been enjoyed. These meetings, and the monthly ones, will be continued until next March, when, probably, other arrangements will be made. We will be pleased to meet anyone interested in ship modelling or- yacht racing at any time. A. WHITTEN. PORTSMOUTH M.Y.C. The annual general meeting was held at Cumberland House, Southsea, on October 5. The President, Mr. Arthur Lamsley, congratulated the members on the way they were carrying on with their sport in spite of the fact that they were allowed only a few hours on the Canoe Lake every week during the summer season. He did not think, however, that model yachting would always be one of the city’s ‘‘ winter sports,’’ as there was still reasonable hope that the Council would eventually fulfil their obligations to model yachtsmen, which included the youth of the city, numbering many thousands. 238 MARINE Mr. Lamsley again emphasised the need of a new model yacht lake in the city, not only as every other branch of sport was catered for, but also as a valuable asset to the attractions of the city. With a new lake, inter-town regattas could be arranged, which would be an attraction -to visitors in the summer, but there was no doubt whatever that the Model Yachting Association would stage one of its fortnightly inter-Empire and International regattas when the city had its new model lake. Several sites had been turned down as _ unsuitable for model yacht sailing, but, said Mr. Lamsley, our obstacles must be turned into opportunities, and all those who sail boats know the need of patience and confidence when beating against heavy winds. The position was by no means hopeless, and he knew the Council were anxious to build a model yacht lake on a suitable available site. In the grounds of Fort Cumberland there was the best site in the city, where a pond about the size needed was now in existence, and it merely wanted agreement between the Council and the War Office authorities to allow the first-named to build a model yacht lake approximately 900ft. by 200ft. on this site, complete with a new clubhouse, and a house for housing at least 400 model yachts. Mr. Lamsley trusted agreement would be reached soon with the War Office so that the Council could be allowed to complete its development of the city attractions. The election of officers for 1938 included the following: President, Mr. Arthur Lamsley; Commodore, Mr. H. Pyne; Vice-Commodore, Mr. H. Whit_man; Rear-Commodore, Mr. H. S. Colegate; Official Measurer, Mr. W. Shell; Hon. Auditor, Mr. R. Wells; Committee, Messrs. Briggs, Edwards, Gates and Wood; Hon. Secretary and Treasurer, Mr. A. J. H. Boyle. Trophies won during the 1937 season were pre- sented by the President, as follows : — A-class—** Gates ‘’ trophy, for highest aggregate: ** Spendrift ’’ (P. Arney); Silver tankard: ‘* Vigi- lant ’’ (Colegate and Edwards); **All-Round ’’ bowl: ‘* Valiant ’’ (A. J. Boyle); ‘‘Betty and Bunty’’ Cup: ** Spendrift *’ (P. Arney). 6-m. Class—‘* Coxan ”’ shield, for highest aggregate: ‘‘ Psyche ’’ (Geo. Arney); ‘* Grogan ’’ Cup: ** Coral ’’ (F. C. Wood); ** Rose Bowl ’’: ‘‘Psyche’’ (Geo. Arney); ‘* Grogan’? Memorial Cup: (F. C. Wood). Lads’ Class, 361n. Restricted—** Rollason “’ Cup: ‘* Stormalong ’’ (Master L. Boyle); **Briggs’’ Cup: ** Stormalong “’ (Master L. Boyle). SAIL PLAN OF ** KITTIWAKE,”’ MARBLEHEAD 50-800 CLASS Designed by A. W. LITTLEJOHN MODELS HASTINGS AND AND ST. LEONARDS POWER) (SAILING M.Y.C. Our only opportunity of sailing this month has been at the Fishmarket boating lake, where there have been some quite good musters on SunThere have been the inevitable day mornings. collisions with the concrete lamp standards, which adorn the pool, but in spite of this some enjoyable mornings have been spent in impromptu racing. The more members who turn up on these occasions, the more it stimulates public interest in our sport, and that is what we are badly in need of at the moment, when we are doing our utmost to get a better lake for the use of the club. The trophy for open competition in the Marblehead class is now an accomplished fact, and is in the possession with a of the club. We have also been presented Cup for a 10-rater Club Championship, which will give an added interest for next season. , The annual general meeting of the club will be held on January 6, at the Metropole Hotel. Will all members do their utmost to attend. Pa al 63 —+ FROM DEK MARINE MODELS HE period since our last issue has been occu- “fr pied by the lighter side of the sport. Presentation of prizes with social appurtenances, more or less hilarious, Annual General Meetings, if these may be included in such a category, although sometimes we are inclined to consider them the lightest and most amusing of the whole gamut, and so on. Practically no serious racing has taken place, and activities are confined to the drawing board, with visions of the all-conquering dream-ship taking shape as incentive. We hear that quite a fleet of new sixes are in contemplation and also one or two A-class. We got off the chain recently and took a run up to ‘* Town.” Of course, ‘‘ Town ’’ always represents London Town. Why? A visit to Fetter Lane, made with mixed feelings of apprehension and pleasant anticipations, because we had to make apologies for the inevitable late arrival this copy [Quite used to it, thank you—Ep., M.M.], and hoped we might be fortunate enough to see our Editor. However, we were disappointed in the latter and can only trust his charming representative gave hiin our message, including the material part of it. It’s all safe, we, are a grass widower at present. How interesting? After which nonsense perhaps it would be as well to come down to earth and get on with the job. And not too easy with the want of matter and the ubiquitous radio blaring out something about a heart that will never sing again! Pleasantly prophetic, what? The Autumn General Meeting of the Scottish Association on October 30 comprised 16 clubs and 2 proxies, a somewhat smaller gathering than usual. he interesting fact emerged that there are now on the Scottish Register: 39 A-class, 179 12-m., and 208 6-m. models. This is an increase of 10, 7 and 30, respectively, over the last report. As the actual new sixes registered for the first time is 32 (two older models having evidently fallen out), this is a practical illustration ‘of the rapid advance of the ‘wee sixes.’” At the same time 13 first registrations of ‘‘ twelves’’ does not bear out the idea prevalent in some quarters that this classis fading away. The A-class only accounted for five new certificates—not entirely an encouraging return. The ‘ notices of motion *’ discussed covered a good deal of ground. The most important change was contained in a new rule passed, whereby five delegates will in future constitute a quorum at Council meetings with any decisions becoming immediately operative unless objection should be notified by one- third of the clubs within 14 days of receipt of a circular announcing such decisions. This should do away with the recurrent annoyance caused by abortive Council meetings. All the other motions on the Agenda were lost. Unfortunately, we think, in several instances. However, perhaps the discussions which took place may bear fruit eventually. We sincerely hope so. 239 Saltcoats combined their Autumn General Meeting with a social and presentation of prizes on October 13, when a splendid turnout of members gathered under the chairmanship of Vice-Commodore Councillor Knox. Prominent supporters present included ex-Provost Kennedy, Councillor Adair, Captain Jas. M. Blair, A. J. J. Beatty, Esq., and other well-known local gentlemen. In opening the proceedings, the chairman congratulated the club upon the continued progress and many successes of the past season. The Racing Secretary, Mr. John Blair, and Treasurer, John A. Lee, submitted satisfactory reports concerning their respective departments, and the latter paid a well-earned compliment to the Ladies’ Social Committee for their untiring and competent efforts on behalf of the club. Ex-Provost Kennedy, on rising to present the prizes, was greeted by a spontaneous outburst of applause, appreciative of his enthusiastic support of the club, and the unselfish assistance he has accorded the sport, in every possible way, since the inception of the new Saltcoats lake. He warmly congratulated the club on past successes, and expressed the hope of still greater progress for the future. Prizewinners in open events were: Mr. Harry Miller, who holds the 12-m. British Championship, the Aclass ‘** Lilian’’ Cup, and ** Lewis ’’ Cup (won twice this season), and the * Inter-Shire’’ Cup, 12-m. and 6-m., jointly with Mr. T. Robinson. The 6-m. ‘** Harry Kemp “’ Shield was secured by Master Gilbert Scott. Successful competitors in club events were: Points Races—A-class: Harry Miller. 10raters: Ist, R. Crawford; 2nd, Wm. Kerr. 6-m.: Ist, Alex. Smith; 2nd, Master G. Scott. Junior 6-m.: Master J. Templeton. Club trophies were won as follows: ‘* Jas. M. Blair ’’ Cup, Alex. Smith; ‘* Provost Kennedy ’’ Cup, Master J. Templeton; ** Davy Jones *’ Cup (rather gruesome, eh!), J. H. Taylor; *‘Endeavour’’ Cup, Master G. Scott; “Allan H. Dunn ** Cup, John Blair;‘‘ Taggart ”’ Cup, Wm. Kydd;** Davidson *’ Cup, Alex. Cowie;‘* Guthrie “’ Trophy, Master J. Templeton. Something of an extensive list. The musical programme was _ sustained by Mrs. Kerr and Messrs. John Blair, R. Crawford, A. J. J. Beatty, and John A. Lee, while Mr. Beatty provided the necessary accompaniments. With a vote of thanks to the artists and all who had helped to make a success of the evening, proposed by Commodore Robinson, and ‘* Auld Lang Syne,”’ the gathering dispersed, tired but supremely appy The Fairfield Club annual social and presentation of prizes on October 29 was also an outstanding success, with a considerable number of friends participating, and some unusually good talent providing the entertainment. The Scottish Association Secretary occupied the chair. Mr. Slater extended a hearty welcome to the company on behalf of the club, in the course of which he took the opportunity to present the chairman with a _ mallet. Hitherto this is an adjunct missing at Scottish 240 MARINE We hope it is not indicative of growing necessity. The ** Findlay ‘’ trophy, presented by the first patron of the club, Chas. Findlay, Esq., which goes to the member with the highest number of points during the season, was taken by Mr. M. McArthur, popularly known throughout the fraternity in the Glasgow district as ** Mattha.’’ His acknowledgment was unique. ‘I am no speaker and am not going to speak. Thanks! ‘’ The trophy becomes the property of any winner with three successive wins, and Mr. Findlay, who was in personal attendance, has undertaken to replace it in such eventuality. Owing to the prevalence of quiet weather conditions during the latter part of the season, other club competitions had not been concluded, and record of winners was still undecided. Music and song, with some pointed anecdotes, were submitted by Messrs. G. Laurie, G. Neilson, S. Burns and D. Harvey, with the last-named at the piano. Especially good were the turns presented by Messrs. Neilson and Harvey, and some of them brought back to our memory scenes of our earlier days in London, alas! now long departed. The MODELS CORRESPONDENCE gatherings. catering reflected credit on all concerned, and when the call of *‘ Time ’’ came, we were not the only visitor who carried away the pleasant remembrance of a most enjoyable function. The only racing reports we have, concern the Scottish A-class Club, which, to give it its due, deserves credit for being always active and enterprising. An inter-club match with Queen’s Park was held at Lochend, Coatbridge, on October 16. Six models represented each club, the team of Queen’s Park consisting of five *‘ sixes ’’ and one A-class. Wind conditions were rather heavy and added considerably to the handicap of the Queen’s Park team, which was also unused to the difficult conditions normally presented at Lochend. The A-class consequently ran away with the race. Result: ‘‘ Heather Bell ’’ (L. McLean), ** Scotian ’’ (I. McPherson), and ‘* Coryphene “’ (J. B. Brackenbury), in that order. On October 23 the Commodore’s *‘ Quaich ’’ was up for competition. With a light to moderate wind the conditions were not too satisfactory, particularly at the latter part of the race. Finally, the trophy, with oak timepiece, went to *‘ Scotian ’’; 2nd prize, crystal goblets, was taken by ‘‘ Coryphene,’’ and the third, a box of prime Aberdeen haddies, solved the breakfast problem of ‘‘ Rita’? (H. Morris), for at least the ensuing week. The box of ‘* fush “’ was the gift of Vice-Commodore Peter Buchan, who made the journey from Fraserburgh specially to attend the race, and was presented with a small memento of the occasion at the conclusion of the event. Once more we reach the end of another year, and we wish all our readers the old, old blessing, A Merry Christmas and Prosperous New Year. Time draws on apace and year by year our span contracts. Many old faces are missing from our ken, but still others step into the vacant places, and so life goes on, calmly indifferent to the individual. As one grows older it is borne in upon us with everincreasing intensity how insignificant the most prominent of men are in the inexorable scheme of the Universe, and—Oh! dash it, we are getting morbid. Varlet, bring forth the flowing bowl and let us toast posterity. Here’s Health and Success to ye All! SCOTICUS. THE MEASUREMENT OF THE 36in. CLASS Dear Sir,—It would appear that some model yachtsmen cannot have the true interest of Model Yacht Sailing at heart. For instance, someone makes a simple rule, and immediately someone else finds fault with it. The measurement rule for the 36in. Class was that a boat should go into a box 36in. x 9in. x Llin. inside measurement. Why not leave it at that? No, and someone says, ‘Oh, no! The waterline must be parallel with the top and bottom of the box,’’ thereby involving difficult measurement. ‘Why? The old rule was the same for everyone, and simple. If the idea is to avoid cheating (who wants to cheat?) then they cannot cheat on the original box measurement only, but what is to prevent an alteration the lead balance after the boat has been measured ? I, personally, therefore, strongly advocate sticking to the original rule. It is simple and can be done in a minute; also the indifferent builder, such as myself, is not disappointed, as he can now be, that his labours are wasted when the boat is floated. Personally, I think the 36in. Class under the old measurement rule was the best ‘‘Introductory’’ class yet found. By all means have the A-class, etc., for real experts, but for the beginner, and those not so active, and the Man in the Street, have the 36in. Class under its orginal rule. If all golfers had to be of the same class as those playing in the Golf Championships—well! there would not be the great number of golf courses there are in England to-day. R. D. KEYWORTH. 29, Norton Road, Hove, 3, Sussex. SUGGESTED 50-800 CLUB FOR LONDON Sir,—I read with interest the letter upon the above subject, from your correspondent, Mr. T. J. Child, in the current issue of MARINE MODELS. Mr. Child, kindly remembering me, asks what I think about it. Well, I like his suggestion, and certainly think that such a club should exist, especially now that the 50-800 class is officially recognised. But I am not sure that it is feasible at present. My opinion is that a new club, dealing solely with a new class, should be provided with new sailing water. But where are we going to find it? The Round Pond, in common with the other London ponds suitable for model yachting, is already occupied during the week-end by a long-standing club, and, therefore, to attempt to race two entirely different classes at the same time would obviously lead to confusion. What we want in London is more lakes; even one in South-East London would enable a move to be made on the lines that Mr. Child suggests. As things stand, there seems to be enough Metropolitan clubs already, in proportion to the sailing-water available. Yours sincerely, A. PAUL BROWN. 49, Belvoir Road, East Dulwich, S.E.22. [We understand that the M.Y.S.A. (Kensington) is now adopting the Marblehead Class.—Ep., M.M.] MARINE MODELS 241 AMERICAN NEWS By C. O. BROOK (Hon. Secretary, Eastern Division of M.Y.R.A.A.) SEE that Dr. E. P. Phillips, of the Mill Pond M.Y.C., not only won the National Championship in A-class, but also took first place at Philadelphia on October 17. Frank Donnabacker, of Prospect Park M.Y.C., took second, H. T. Smith, of Baltimore, third, Bill Stout, of Philadelphia, fourth, and so on down the line for 28 boats and skippers. When we think of 28 A-class models in one event, and pond-sailing at that, we are talking in big numbers, and | hear from Philadelphia that their 50-800 Class Event for October 24, had up to the preceding week, 57 entries, and who said the sport is ‘lagging ’’? If they call that lagging, I hesitate to contemplate what enthusiasm will mean to a Host club. Space does not permit of a detailed account of events any longer —there are so many of them. The ‘* Eagle ’’ Cup races for A-class were sailed on Gravesend Bay, between the Central Park M.Y.C. and the Prospect Park M.Y.C.—three boats per club—in a fresh North-West breeze, two heats of one mile to windward and return, and a triangular course of one mile to the leg found this famous and beautiful mug, with names to make one hark back over the past engraved all over it, was taken home by F. L. Meinertz, of Prospect Park, with Frank Donnabacker second, and Charlie Wanker third—all of Prospect Park. J. Jagshitz, Joe bape and Frank Booth followed, in the order named. In the ‘* Prince ’’ Cup Races that followed the next day, with six Prospect Park boats, two Central Park boats, and one from Mill Pond, the result was: Ist, F. Meinertz; 2nd, C. Lucke, Prospect Park; 3rd, F. Donnebacker; 4th, E. Reierson, Prospect Park; 5th, Joe Weaver, Central Park; 6th, E. A. Bull, Prospect Park; 7th, C. Wanker, Prospect Park; 8th, F. Booth, Central Park; and 9th, Gordon Curry, Mill Pond. These are two A-class events that this scribe has long hoped to attend, but I have to confess to a dread of sailing on the bays if heavy weather prevails with an A-boat, that is, after many times on the Hudson River, several times on other 6 heavy ”’ waters with an A-boat, until I ‘* spat cotton,’’ and wondered if I had any row ashore. Well, it’s lots of fun if arms left to you have the stamina; perhaps I had better smoke less and exercise more—or, perhaps Father Time has caught up ae with me. Over at Marblehead, Mass., in stormy weather and light, variable winds, E. Dixie of that club, took first place from 12 starters. The ‘‘Chandler Hovey’’ trophy was awarded on October 17, though they neglect to say who took this exquisite cup home. In Worcester the** Jepson ’’ Cup was sailed for on this same day, and Boston held its Club Championship races before the ‘* was-to-have-been ’ International Championship 50-800 Class event; and, speaking of this event, but for the arrival of Mr. Tom Honey, of the Toronto M.Y.C. (Canada), the A-class event would not have been international. As Mr. Honey’ s letter of introduction stated, ‘‘ He is a honey ’’ of a chap—and so it later developed. He turned out to be a genial Scot, with blonde hair, twinkling blue eyes, and a fine sportsman; he was accompanied by his daughter and the daughter’s fiancée, who acted as mate for his future “ Papa ” in-law. (That’s smoothing the way so that * ‘ Pop ” won’t raise any objections; or perhaps *‘ Pop saw a chance to get a mate for himself—as well. as for his offspring.) In the 50-800 class event at Boston, sailed on Saturday and Sunday, October 9- 10, there were 27 entries, including * * Chicapat,”’ the 1936 National Champion, and ‘‘ Cheerio II,’’ the 1937 National Champion. A West-South-West wind at five miles, veering occasionally and in- creasing to 10 miles. Selma Larsen, with** Broome II,’ won first place with 145 points, and John Black was runner-up with 133. Carrol Sweet, President of the 0.0.D., Eastern with Division of the M.Y.R.A.A., Francis Rich and Jim Potter was as Starters, and Bill Hoeg as Scorer. Francis and Jim are from the Boston M.Y.C., and Hoeg and Sweet from Marblehead. Umpires were: Frank Goodwin, Marblehead; A. Greeley and R. C. Valentine, of Washington M.Y.C., and Harry Richardson, of Boston. On Sunday, Larsen defaulted by dropping out, losing his chance for first prize. As I tally the scores, I find John Black 198, S. Doane 195, Fred Pigeon 186, Sven Pederson 177, Frank Goodwin 174, and Bill Bithell 167—-these being the prizewinners, there being six silver bowls awarded, which were graduated in size. On Monday, the A-class event started with a reaching wind that, while light, made for fast sailing, but really not a test of ability for the skippers. Bill Bithell, Snr., and Bill Bithell, Jnr., stood top with 20 points, Daddy sailing *‘ Whitecap,’’ with young Bill sailing *‘ Blue Chip.’’ ‘‘ Yale Bulldog ”’ {E. MacComber, Boston) 16, ‘*Banshee’’ (G. Curry), Mill Pond) 16, ‘* Madame “’ (A. Greeley, Washington) 14, *‘ Solitaire’? (Tom Honey, Toronto, Canada) 12, *‘ Westward IX ’’ (Fred Pigeon, Boston) 8, ‘‘ Curlew *’ (‘* Doc ’’ Allen, Deeper Hudson) 6. On Tuesday, a 12- to 15-mile wind gave the boats and skippers a tussle, because of the peculiar construction of the bridges and“‘ decorations *’ (trees, etc.), the wind swirled, and the boats often swirled with them, going in circles or returning to the starting lime. On this day, several new entries came on the line. The total score for the two days: ** Redskin “‘ (W. Mansfield, Boston) 39 (only one day’s sailing), ‘* Westward IX’ (Fred Pigeon) 39, ‘* Baracuda’’ (E. Sherman, Boston) 37 (one day), ‘* Esquire’’ (Charles Farley, Boston) 37 (one day), ‘* Banshee ’*’ (Curry, Mill Pond) 31, ‘*Madame’’ (A. Greeley, Washington) 28, ‘* Blue Chip “’ (Bill Bithell) 27, ** Solitaire ”’ (Tom Honey, Canada) 14, ** Yale Bulldog ‘’ (E. MacComber) 16, ‘* Curlew ’’ (‘* Doc ’’ Allen, Deeper Hudson) 10, ‘* Jean ’’ (J. Coville, Boston) 5 (one day). A silver trophy was awarded the four top boats. Officials were: Tex Foster, Long Island M.Y.C., O.0.D.; L. Connor, H. Richardson, Starters; Hoeg and Valentine, Scorers; H. Higgin- son, L, Vaughan, Umpires. A silver bowl was awarded by the M.Y.R.A.A. to our Canadian entry. On these same days, Monday and Tuesday, the ** Gillette “’ Cup was raced for in the A-class. Our Canadian guest was handicapped by lack of 242 MARINE proper steering gear, as he used a device that was intended solely for skiff sailing; otherwise, his competitors feel that his score would have been much improved. There were three fast rounds sailed, the wind piping along at just the right clip for fast sailing. Up to the end of the second round, it looked like Gordon Curry with ‘‘ Banshee,’’ and A. Greeley with ‘* Madame,”’ but in the third round the wind increased so that Pigeon and Bithell forged ahead, the heavier going being just what their craft wanted. The result was: Fred Pigeon, Boston, with ** Westward IX,’’ 47 points, to win the “*‘ Gillette ”’ Cup; Wm. Bithell, Boston, with *‘ Blue Chip,’’ 46; A. W. Greeley, Washington, with Madame,’’ 42; Gordon Curry, Mill Pond, with ** Banshee,’’ 41; H. V. D. Allen, Deeper Hudson, with ‘* Curlew,”’ 21; Tom Honey, Canada, with “** Solitaire,’ 13. Over on Staten Island, Geo. Bedford tells me that he won the ‘* G. W. Dobbins “’ trophy in the 50-800 class, with a score of 82. This trophy has been won twice by him: in 1935, and again this year, Mr. Bedford is Commodore of the Clove Lake M.Y.C. J. Rhode, a new member of their club, placed second with 78 points; A. Schnauffer, the 1936 winner, followed with 72. Others scores were: J. MacDougall 64, N. Campbell, Jnr., 63, H. Danstrup 61, W. Maresco 55, A. Bedford 52, A. Brassington 46.5, N. Campbell, Snr., 31, J. Brassington 10, and Commodore Bedford adds: ‘** Arthur Brassington is the Sir Thomas Lipton of model yachting.’’ He also adds that the Long Island M.Y.C. have been entirely too careless with the number of events they win, by taking ALL the races for the Championship of the Metropolitan League. Over in Detroit, Tre-Pol-Pen won the ‘‘Topping’’ trophy. Through an error, the Detroit M.Y.C. did not enter; evidently not having been notified in time. With a North-West wind, light to variable, they were able to complete but one round for the event. This handsome trophy went to Guy Jolly (Tre-Pol-Pen) with ‘* White Heather,’’ 33; ‘* Schoolboy II ’’ (R. Roe, Trelawny) 32, *‘ Isla ’’ (D. Jolly, Tre-Pol-Pen) 29, ‘* Foo ’’ (D. Hands, Columbia) 26, ** Miss Detroit ‘’ (Doris Topping, Detroit Women’s M.Y.C.) 24, ‘*Katydid’’ (J. Hiltz, Columbia) 21, ‘‘ Hazel’’ (Hazel Moncreiff, Detroit Women’s M.Y.C.) 19, ‘* Jean ’’ (H. Chandler, Cadil- lac) 17, *‘ Aye Aye’’ (W. Foote, Cadillac) ** Valiant ’’ (P. Phillips, Trelawny) 9. MODELS School in Albany, N.Y., and, although only organised a few weeks, they have eight of the 50-800 class models glued up, and 10 of the 30in. class ready for carving. I understand they attempted to organise a year ago, but having no guide for class, etc., they dissolved. At the request of their supervisor (Mr. Wilbur B. Hopkins), I had the privilege of forming them, lending them blue prints, etc., and getting them started. They are very enthusiastic and it does not appear to be the type of enthusiasm that fades quickly. Their handicap seemed only to be that they were attempting to accomplish something with no knowledge of what they were striving for, so we hope to see them make rapid progress and become a part of the National and Divisional organisations. I see that Bill Harris, of the South Jersey M.Y.C., has been forging ahead; he just ‘* copped’’ two trophies in one week—the *‘ Collingswood Theatre ”’ trophy on one Sunday, and the following Sunday taking second prize at the ‘* Lord’ trophy event. Well, Bill certainly turns out a beautiful yacht— planked deck as well as hull, and if the finishing of a hull means anything to a boat’s speed, he certainly should be able to stay at the top. Bill favours the sharpie type of hull. He and his skipper wife are building still more models this winter. Doubtless the furniture will be stored in the wood shed to make room for the many beautiful models he has built, and their oldest son (Francis) is an up-and-coming skipper. If they keep on training their youngsters to be skippers, there will be six in one family—a full quorum at any meeting. Have just received a letter from Mr. Hayato OKino, P.O. Box 706, Hilo, Hawaii, in which he states he, with several others, will stage a model yacht race at Hilo. Mr. OKino (he spells his name with a capital O and K) is endeavouring to learn as much as possible about the various classes of models, especially the 50-800 class. I am writing this devotee from the middle of the Pacific Ocean, and I’m sure he will welcome books of rules, plans, etc. Doubtless, letters from various parts of the world will do much to give this new poy impetus. Perhaps I may yet hear from the inhabitants along the Amazon River; and that’s that, until next issue. 15, The Deeper Hudson M.Y.C. will start work on their new club house in April, as sufficient funds are now available to erect a small building for their meetings and to house a limited number of models. Several of the members are starting work on new skiffs, while at least three more are building 50-800 class models. Personally, I believe that there are all too few buildings owned by clubs. When a club owns a building, they become an integral part of the community in which they are located, and they are better able to solicit aid from their community government for improved conditions on the sailing grounds. It is difficult to explain to officials what improvements are needed by a club that has no definitely established headquarters. Renting space sometimes helps, but owning a building gives you a talking, and selling point. I have just had the pleasure of organising a new Model Yacht Club. As yet, they have neither adopted a name nor a flag, but they have, I believe, 18 members. It is at the Phillip Schuyler High “ KITTIWAKE ” MARBLEHEAD 50,800 CLASS Y the great courtesy of Mr. A. W. Littlejohn, B we are able to publish the design of his new Marblehead model. The class has now been adopted by the M.Y.S.A. (Kensington), and Mr. Littlejohn is having a boat built from this design for his own use. As several other English clubs have now decided to adopt the class, the publica- tion of this design should be most opportune. The design shows a boat of good displacement but easy form. She should be very fast in light winds, and come to her sailing angle easily. As the boat heels further her stiffness will increase rapidly, and she should be a good all-round per- former. The sailplan is moderate and efficient. The boat is nicely balanced and should handle easily. ** Kittiwake ’’ will make a handsome model and the design can be recommended. Blue prints from this design (full-size) are available for 20s. a set, post free. MARINE MODELS 243 WE TEACH THEM TO SAIL ON THE FLOOR By C. O. BROOK FE VER since | first attempted to interest my ac- spinnaker-boom; each boom has an eye bent at one end, through which a small roundhead brass screw is fastened—this permits the booms to be ** swung ”’ at any desired angle. The main- and jib-boom have a loop bent up at the opposite end, so that they can be handled easily, giving a point at which to swing them with the fingers. The spinnaker-boom is without the loop, and is fastened with the same screw as the main-boom. If a loop was put on the spinnaker-boom, it would be difficult to pass it under the main-boom. I then secured a five-yard strip of: 4in. wide satin quaintances in model yacht racing, I have had one great difficulty, namely, finding a “* picture-method”’ of portraying the sport away from the lake. I should have said, I HAD that difficulty. I had, on many occasions, made sketches on paper at meetings, portraying how sails were set, courses, sailed, etc., but to practically all of my skipper associates, there was too much left to guesswork. I took along my album of photographs of boats in many degrees of construction and points of sailing, and still I was asked, time and again, to explain the why and wherefore of sailing. Now, to begin with, I do not set myself up to be THE authority on sailing, nor on racing rules and tactics, but eachclub must have someone to teach the newcomer, and, since reading books on sailing rules, rights-of-way, tactics, problems, as well as design, etc., is about all the pastime I have away from the lake, and, since I spend every week-end sailing, it was natural that I should be looked to for this information in this locality; and, since I love to make models of any size, I decided that I would make a complete set of yachts, buoys, flags, etc., and build a ‘‘ lake ’’ on any available space at the meetings. Using scraps of lumber left from building sailing models, I cut out five models of boats; these, to make them interesting, were 14in. long; the lumber is Zin. thick, and the *‘ hull’ is 2in. wide. They were not ‘* moulded,’’ merely cut out on the jigsaw, sanded down and enamelled; eachis a different colour, being red, white, blue, green and yellow. For each of these models I made three booms of 1/16in. wire rod, the jib-boom, main-boom and THE MIMIC ribbon, of the colours corresponding with the colours of the ‘‘ boats.’ Next, I purchased two small funnels to act as ‘* buoys ’’; an empty thread spool of lin, diameter was used for the base for the two flags that mark the “‘ starting line ’ ; a meat skewer makes the flagstaff, and pieces of red paper, cut to shape, make the flags. A length of clothesline, 25ft. long, forms the shore-line around the ** lake,’’ and we are thus enabled to form a reasonably accurate ‘‘ description ’’ of the lake we sail on. An arrow is mounted on a 5in. disc, so that it revolves, NOT too easily. On the edge of the disc, the points of the compass are laid out in distances of four degrees each, from 0 to 32. Starting from the right, it is marked 4-8-12-16-20-24-28-32. Then, inside that, the order is reversed, 32-28-24-20-16-128-4. Another arrow is used to indicate a condition often found in actual racing, to wit—wind from two distinctly different directions on the same small body of water. The ‘lake ’’ is formed on the floor—our own, or another, if it is a matter of a “ ruling.’ Each of the “ starting-line flags ’’ is set in posi- LAKE LAID OUT 244 MARINE tion, as are the buoys; the disc is placed at one end of the “ lake,’’ and the arrow set for wind direction; the other arrow is placed at the corresponding point, where a shift of wind is experienced, and the ‘‘ course ’’ is then complete. Five of the members, preferably four newcomers, and one more experienced skipper, each select a ** model,’ place it at the “* starting-line’’ and ‘draw for position.’’ Number | takes his *‘model”’ and places it at the right-hand side of the line; number 2 takes next place on number one’s left, and so on until the five ** models *’ are on the line. Each skipper is then given the length of ribbon corresponding with the colour of his ** yacht,’’ and, starting with number one, excepting he be the experienced skipper, he is told to “ sail ’’ the course, which he proceeds to do by laying his ribbon on the floor from his model to the first buoy, over the course he believes he would sail; then on to the second buoy, and then ‘*‘ home.’’ Numbers 2, 3, 4 and 5 follow, in the order named, except the one skipper, who is experienced in sailing; he then lays out his course. The Judges then criticise or compliment, as the case may be, the judgment of the various skippers. Each skipper then takes his model and sets his ‘* booms ’’ at the angle he believes proper to bring him to the first point of his ribbon, where he has altered his course; each succeeding skipper following in turn, and the Judges making corrections at these points. The Umpire then states whether or no the wind is steady or broken, and for the run, . each skipper is expected to swing his spinnakerboom on the proper side and at the proper angle if the wind is not too light and fairly steady. Then the ribbons are removed and around a flat board to keep them flat wrapped and un- entangled. Two or more ‘ models ’’ are placed at some point of the * lake,’’ and the skippers asked to state which ** yacht ’’ has the right-of-way— what each skipper is supposed to do under that particular circumstance. | Many, many conditions are plotted, so that many hours can be profitably used in this manner. MODELS ** lake ’’ according to the conditions and shapes of the several ponds we have sailed on. At the Boston pool, we make the two arched “ bridges’’ that are at either end; also the tall apartment houses on one side, and have the skippers take the boats, in pairs, and demonstrate what they would do under various wind conditions, and, if their model comes ashore at different points, such as using the beating guy, Genoa jib, etc. The Marblehead, Massachusetts, pond is laid out with the high and very slippery rocks on one side, and the points where it is not possible to reach the *‘ yacht *’ without the use of a pole, as well as the coves formed by the rocks, and which we have experienced great difficulty in getting away from. We build the Philadelphia pond, which has a tunnel about 100ft. from one end, created by the construction of a building that spans a creek feeding water to the pond, and through which tunnel a draught of wind is experienced, usually causing the models to head into it an a beat, or send a model completely about when ** running.’” At Elizabeth, New Jersey, we know that under certain wind conditions, there is a cove to avoid, and a clump of trees to miss, because the breeze is broken up at that point; so we ‘*‘ build” their pond, and each of these various ponds creates endless problems for each of the skippers; and the whole winter is used in this manner. We know that Red Bank, New Jersey, is for skiff sailing, and we lay out a ‘‘ bay’’ such as they have there, and plot an off-shore breeze, or an in-shore breeze, and create conditions that are likely to be met at these different places. Naturally, we assume that each boat is properly balanced. We do not try to understand the ‘‘faults’’ of each particular model, because each model sails differently in different skippers’ hands; but we do permit a skipper to set the booms according to the faults he has found in his model, and then try to advise him either in what to do with the model to correct the fault by changing the hull or rig, or by making use of the rudder, sheets, etc., to correct the fault as much as possible while sailing. We then have two skippers set their ‘* yachts ”’ iN position so as to create a ‘*’protest ’’ condition; the *‘ case ’’ is brought before the *‘ O.0.D.”’ and The lake formation shown in the lay-out photographed is that of our own water at Hampton Manor, Rensselaer, N.Y. The two wind directions are a typical condition here. The five boats on the line show the ‘‘ course ’’ as it was sailed by five members of the Deeper Hudson M.Y.C. The which “* yacht,’’ as they are not “present when the yachts *’ are placed by the skippers—so that their ** decision ’’ is absolutely unbiassed. possible, and even then the photograph had to be retouched for reproduction. ‘ his ‘‘Committee’’ for *‘settlement.’’ The ‘‘O.0.D.”’ and his ** Committee ’’ do NOT know who owns sé ones ° ° This is a point that I have tried to put over for several years in actual racing. A competent officer, preferably the O.O.D., is not to be approached by the usual method of ‘* John Doe fouled John Smith while such and such a condition prevailed,’’ making it seem as though, when a verdict is rendered, the O.0.D. ** favoured’? one or the other, but that two models be placed on the ground before him and the statement made that No. 1 fouled No. 2 under certain conditions, and the O.O.D. then renders his decision in favour of either No. 1 or No. 2, as his knowledge of the rules directs him. In this way, he cannot be partial, and decides a question only as he believes the rules are intended to be interpreted, But, back to our “‘ lake.’’ We also lay out the set-up was done out of doors to make photography To those of our club (The Deeper Hudson M.Y.C.) it has been like an interesting game; the night is gone before we fully realise it, and refreshments, served at every meeting, are more or less forgotten. Every model yacht club should make a set of these ‘* yachts,’’ and make frequent use of them. The actual cost of the set we have was 50 cents for ribbon and 10 cents for two funnels (buoys). The lumber, screws, rod, paint, spool and flags were from cast-off scrap, and the actual time consumed in making the entire outfit was less than two hours. The first night we used them, we had five hours of fun and experience, so the two hours’ labour was justified. I found as much pleasure making the parts as I did in *‘ arguing ”’ rules, etc., and I believe greater interest will be found in clubs if each makes such a set and uses it frequently. MARINE MODEL YACHTING IN PARIS By D. A. MacDoNaLD T is a well-known saying that half the world ] does not know how the other half lives, and there must be considerable curiosity among model yachtsmen in this country as to how the sport is carried on in those other countries which, every year, support our international regatta. It was recently my privilege to enjoy the hospitality of the Paris Model Yacht Club during a stay in that city, and my gratitude to them for their kindly interest in me, and my admiration of the enthusiastic way in which this small body of enthusiasts pursue their sport have prompted this article which I have written, believing model yachtsmen here would be glad to know something of how the Paris Club functions. The total membership of the Modéle Yacht-Club de Paris, which is the principal M.Y.C. in France, is about 60, but of these only a comparatively small number are really active. Model-yacht sailing does not appeal greatly to the average Frenchman. His attitude to the sport, as to most things, is that of an intelligent critic rather than an active participant. This trait makes Frenchmen extremely good conversationalists—they speak with an intelligent understanding and a lively interest in a wide variety of subjects, but they take an active part in none. This is reflected clearly in the attitude of the members of the Paris and other French clubs: I believe the non-sailing members to have a genuine interest in the club, and to follow carefully its activities, and to express their opinions on its management and’ policy. But among those few that met, and whose interest is backed by an enthusiasm that deserves great praise, there is a continual striving for something better—better designing, better building, better sailing. And_ this activity centres mainly round one object, the production of a French Challenger each year to compete for the Yachting Monthly Cup. In this work the strong spirit of the club shows at its best, for all work together towards the good of their club, their National Federation and their A-CLASS AT MODELS PARIS M.Y.C. ‘* BIMBO “’ (E. H. Hill) and ** CHANTECLAIR ” (M. Authenac) MODELS 245 country. Close co-operation with ready attention to advice and criticisms on the various points at issue, is resulting in a steady improvement in the standard of French models. A recent recruit to this happy group of enthusiastic friends is a designer of full-size craft, Dr. Faure Dujarric, who brings to French model-yachting many. new ideas and a wide experience of marine architecture. His design for next year’s challenger is refreshingly original in many ways, and it is interesting to note some of her features appearing in the lines of the American J-class ‘* Ranger.’’ The new Paris boat is now being built by M. Boussy with the assistance of M. Authenac and Mr. E. H. Hill. There is a lesson to be learned here for English model yachtsmen who have so far used all their energies in competing with each other. The idea of a British national challenger in which the united efforts of the leading designers and builders have been employed to produce a boat specially for the race is one not unworthy of consideration. The Paris club uses a fine artificial lake in Sceaux Park in the outer suburbs of the city. Here they are not troubled by crowds of spectators and, although some small trees planted at regular intervals along the banks cause some obstruction, the club generally enjoys a fair sailing breeze. The actual lake is in two parts, a large section some 1,050 metres long and from 50 to 90 metres in width (this section being used during the summer for rowing boats); and the model-yachting section, about 150m. by 90m., separated from the main lake by a pole. In winter, the rowing boats are not used, and the club has the whole pond to itself, giving 1,200m. by 90m., with concrete banks all round. Sailing on the open-water system, from attendant skiffs, is thus possible, and the long, narrow course gives a good opportunity for tuning up to windward. This will be the nursery for the new French challenger, and there is no doubt that with the united efforts of those who are designing and building her, she will be able to meet the British boats and the defender next year on equal terms. 246 MARINE MODELS Evening Anchorage “Go wish you a Happy Christmas and Prosperous New Year The above charming picture was taken by Mr. Reg. Colver, of Sheffield, and shows his model brig Published by the Proprietors, MartnE Mopets Pusuications, Lrp., at 52, Fetter Lane, London, E.C.4 Printed by C. Arthur Sanders, 27, Portugal Street. London, W.C. R.M.S. “QUEEN MARY” provides an attractive Model for your sideboard Probably no other ship has ever attracted such attention or produced such keen interest as the ‘‘ Queen Mary.’’ She therefore makes a splendid subject for a model. shapely, and the detail extremely interesting. work The in is The difficulty of paint- ing in this fine detail is overcome provision printed of specially hull the sides paper by the sides. Included with the outfit are parts for making a glass showcase. box. A hardwood hull with decks ready- shaped, 8 in. anes Complete outfit MAURETANIA. Kit of parts for making similar to the ** Queen Mary,’’ packed in an attractive long, and all pieces for bridge, deck houses, funnel bases, etc., a 4a “7/ G post 6d. (Ready-shaped hull can be supplied separately, price 1/6, post. 3d.) set of 46 lifeboats and two steel masts. Obtainable from any Handicrafts Stockists, or Price 5/-, post. 6d. direct from (Dept. M.M.4) : BRITANNIC. Ready-shaped hull and fittings, similar to the 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- 4 , boats and two steel masts. Price 4/6, post. 6d. HANDICRAFTS ANNE RD. – HANDSWORTH- B’HAM. 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 order only. DECORATIVE, WATER LINE, SHIP MODELS AND HALF MODELS BUILT AND RESTORED. Workshops: 10, CELBRIDGE MEWS, PORCHESTER RD., LONDON, W.2 WORLD CHAMPIONSHIP AGAIN WON WITH SAILS B O ND 9 S MADE OF Xe i ry Are the Suppliers of A Aw | i Cc it © YT IH Stainless Steel Stranded Wire for the Yachtsman WATERPROOF : which will get over all your rigging troubles. UNSTRETCHABLE Prices ~ 3-strand ‘026 diam. ~ Gd. yd. UNSHRINKABLE 7-strand °042 diam. ~ 73d. yd. Definitely faster and points higher. Lasts out many ordinary sails. A Few “ A” Class X.L. Results : International Championship, 1935, 1st ; Qnd: 1937, 1st – Allen 7 nee ees C o——<4 , eT 1936, GAFF JAWS Faw eih a 4 Scandinavian International, 1934, 1935, 1936, Championship, 1937, 2nd 1936, a a 2/6 2/6 3/- 3/9 Send for Bond’s 1938 Catalogue, price 6d., And many less important events. it contains a full range of Ships’ Fittings and a Boat Used all over British Isles, India, Australia, New Zealand, Canada, U.S.A., Scandinavia. ~ 3 _ _ Price All prices plus postage. U.S.A. Mid - West Championship, 1937, 1st VW ea x 2/~ 2/- 2/~ 2/8 1st ; Silvered, with mast ring 4 Price all 1st Eastern GOOSENECKS Silvered, fitted taper socket 1935, Wing and Wing Cup (International), 1937, 1st U.S.A. a Plants, also all Tools and Materials. 357, EUSTON ROAD, LONDON, N.W.1 — G. PERKS, CAERNARVONSHIRE Telephones: EUSton 5441-2. TREFRIW, Established 1887 —— SAILS —— CHARLES DROWN & SON-~ SUCCESSES BRITISH een and Cn Reka tae rae. INTERNATIONAL ceealienah Sail Makers 1936: “A” CLASS | U.S.A. Cee Saale sec pr Hie ee DURING -_ Sheldon Clark Trophy “A’’ (3rd year in succession). Class cortishom.namplonship. | mid. West Championship ‘*A’’ Class. London League 10-R. Championship 1st & 2nd. 36 in. Championship 1st, 2nd & 3rd. Our Sails were used on each of the above winning yachts. A world-wide reputation. Send Stamp for Price List 8, ULLSWATER RD., WEST NORWOOD, LONDON, S.E.27 When replying to Advertisers please mention MARINE MODELS. SUPPLEMENT TO VoL. X, No. 9. MARBLEHEAD 50-800 CLAS Designed by A. Scale: DIMENSIONS L.O.A. 50.0” L.W.L. 44.0” Beam 9.0” Draft Displacement a ’ 8.65” 16.5 lb. Weight of Lead ... 10.0 lb. (approx.) Sail Area (Actual) 798 sq. in. Sections spaced 4.4” Waterlines spaced 0.8” Buttocks spaced 0.8” To face page 235 One-quai S MODEL “ KITTIWAKE” V. LITTLEJOHN er of full-size Body Plan appears on page 235 Sail Plan appears on page 238 Full-size blue prints can be obtained from MARINE MopeELs Offices for 20s. a set, post free SCHOONER OF (1825) 104 TONS DESIGNED TO PASS THROUGH LOCKS OF THE FORTH AND CLYDE CANAL Scale: 1/12”=1’ 0” ae - SP a ee SUPPLEMENT TO VoL. X, No. 9 Drawn by G. W. Munro To face page 234