Marine Models: Volume 10, Number 10 – January 1938

Z Soy Ve M99 SS | | S 7 Z YL, Sy nnn dQ qaAysss Vlsllidlilititissttttlttdtddttsh Y SS WN ili 4 NY Y VU,Cdddddddddiddddédéa WY 4 CZWillits Witt ltl ttsaf Ut ttitattiitittddtddii “pp tid, 4 SS AA NS MASS 4 4 y 4 y) 4 of Z SF pe GYfs dle OLf,ty SS S SOAS STTVSss bY Z UMtltttdté i SOOO Oop INCORPORATING Vol. X, THE MODEL YACHTSMAN Sevenpence JANUARY, 1938. No. 10. Upp wy SU A TN hy ial Wy Mia NY 35 Re WINS : NN RN i Sunt Sy (Ai) sata | ally) 5EN |i cect Hil =. wat NiAU NT QU Sy n/a ” : MARINE San MODELS PUBLICATIONS LTD., 52, FETTER LANE, LONDON, tern, which forms the mould into which the molten metal is poured. Generally, the mould is made in two halves by means of two sand boxes fitting one on top of the other. The various articles that have appeared in this magazine on making a lead keel will give the reader an idea of how this is done. Now what the pattern-maker has to bear in mind is that all his patterns must have “ draw.” This means that they must taper in such a way as to facilitate the withdrawal of the pattern from the sand. A further point is that corners and angles must be sounded off. Now metal expands and contracts with temperature, and thus the casting will contract as it cools. This must be remembered in making patterns for casting, and they should be a little oversize on this account. It must, however, be taken into account that extra metal is needed for cleaning off, and this also must be allowed for. In the case of machined faces about +in. allowance is desirable on castings of this size. The smoother a pattern is finished, the better will be the casting, and the less cleaning up will be needed. Patterns are usually made of wood, and should be sandpapered to a really smooth finish. It will further improve matters if the pattern is given several coats of shellac varnish, rubbing down after each with pumice powder. To use this put a little powder in a saucer, some water in another. Use a clean piece of soft rag, dip in the water and then into the powder. Rub down, using a figure eight motion as in french polishing. The bright finish left by varnish (and this applies to enamel as well, though it is not being used in this job) is not by any means smooth. In parenthesis it may be mentioned that the above method of finishing is also useful where a matt smooth paint surface is wanted, but in this case the last rubbings-down are done longitudinally and finely powdered whiting can be substituted for the pumice towards the end. Pattern makers largely use first-class white pine, or waney (sometimes called sugar) pine, for their work, as this wood cuts remarkably easily, and, though it has a visible grain, this is non-existent as far as carving is concerned. These woods are also extremely suitable for making wooden hulls owing to their easy working. Some kinds of mahogany are also very good for pattern making, but others are terribly hard, and the grain works badly. In my November article, describing the lay-out of Mr. P. Ivison’s destroyer “‘Vedette,” I mentioned that the exhaust steam passed direct into the condenser, and that water from the condenser was drawn out by the air (or vacuum) pump and passed into the hotwell, whence it is returned to the boiler by an ordinary feed pump. This month I am giving a drawing of the vacuum pump. It will be seen that this consists of three chambers. The bottom one is the intake chamber, the middle one the plunger chamber, and the top the outlet. MODELS MARINE 252 VACUUM PUMP FOR USE WITH CONDENSER an esa a = Valves and _ O | Top OO a | Cover, showing Packing Gland, etc. THE PUMP IS SHOWN |. Mr. P. IVISON =|- FULL-SIZE AS FITTED IN OWN O50 BE VARIED AS DESIRED Seatings f a ar _ rttin__| Section There are three non-return valves in the pump. The lowest one separates the intake The chamber from the plunger chamber. middle one is in the plunger itself, and the upper one between the plunger chamber and the outlet. The action of the pump consists of three phases. The first is on the up-stroke, and, as the plunger rises, the suction it creates on its underside lifts the bottom valve from its seating to admit water, which is drawn by the suction into the plunger chamber. The second phase is on the down-stroke. As the plunger descends, the water beneath it causes the bottom valve to close, at the same time lifting the valve in the plunger and passing to the space above the plunger. This action is assisted by the fact that the vacuum created by the descent of the plunger causes the upper valve to close and tends to draw the water above the plunger. The third phase is on the second up-stroke, when the weight of the water above the plunger closes the valve in it, and the ascending plunger pushes the water out through the upper valve which is opened by the water pressure. While the third phase is taking i IVISON’S MODEL, BUT CAN on the upper side ite MR. a QO O OOO eas rot || ‘| : AI i Designed by through Pump of the piston, the first phase of the next cycle is taking place on its under side. The three valves are identical in principle and consist of a seating formed by a thick metal disc with a number of holes, and the valve proper, which is a light metal disc covering the holes. The seating is fixed in the body (or plunger, as the case may be), but the valve is free to lift within limits. As the valve lifts, the holes are opened and the water is free to flow through and round the valve into the chamber above. The whole of the pump is brass except the plunger rod and the slide bar, which are stainless steel © The body of the pump is turned up from a piece of rod with a flange on the upper end, the inside being bored out with two steps forming shoulders, on which the seatings of the lower and upper valves rest. Two blocks are sweated onto the side at the top and bottom to take the connections for the inlet and outlet pipes. The ports can be seen quite clearly in the sectional drawing. The top and bottom covers are spigoted. The bottom cover is also recessed to enable the pump to sit down properly on its bedplate. The top cover is fitted with a pack- MARINE ing gland, the packing being shown black in the drawing. The nuts on the two studs enable the gland to be tightened as requisite. A separate distance piece on the under side of the top cover bolts the disc forming the valve seating rigidly in place on the appropriate It will be noticed shoulder on the body. that this distance piece is stepped to limit the upward motion a the thin disc forming the valve proper. The bottom valve is held on its seating by means of a shouldered bolt, the valve motion being limited similarly by the head of the bolt. The plunger is held onto the rod by a nut. It is hollowed out for lightness and also to enable the stroke to be as long as possible. The plunger is a good fit in the body, and can either have labyrinth grooves or packing grooves. The middle valve, as mentioned above, is in the plunger itself, holes being drilled in the top of the plunger so that this forms the valve seating. A thin disc again acts as the valve, and its upward motion is limited by a collar pinned on the plunger rod. The head on top of the plunger rod has a groove and hole for the coupling, and is extended sideways to form a slide, which works on a slide bar. The fourth side of the slide shoe is a separate plate held in position by four corner screws. The slide bar itself is a piece of standard square stainless steel, the . bottom end being screwed into the top cover of the pump. This is quite a common practice amongst model locomotive builders. Whilst the construction of the pump should be clear from the above, taken in conjunction with the drawings, it may be as well to men- MODELS 253 tion that the upper and lower valve seatings make pressure-tight joints on the shoulders which support them. The discs forming the valves just cover the holes nicely, but have good clearance all round, so as to let the water past freely when open. The disc valves should make a tight joint on the seating, and, if necessary, can be lightly ground in. Coarse abrasive should not be used for this, and metal polish will suffice. The hotwell into which the condensed water passes is of distinctly ingenious construction. Actually, though I have used the term “hotwell” throughout, it might be more correct to call it a feed water tank, since the temperature is not very high. The tank is rather high and narrow, and situated in a convenient place where it can be topped up if and when requisite. As mentioned, the water is fed from the tank back into the boiler by an ordinary ram pump, run by gearing off the main engine. Naturally, the capacity of the pump is greater than is required, since it runs continuously all the time the engine is at work, and it would soon run the tank dry. As this would not make for efficient working, Mr. Ivison has fitted the feed tank with a species of ball valve, which functions in a rather similar manner to that in the ordinary domestic cistern, and shuts off the water from the pump when it falls below a certain level. The pump then creates a vacuum instead of filling with air, and as the water level in the tank again rises, resumes pumping without let or hindrance. The only part of this fitment that requires description is the ball valve. The float is made of brass foil .005in. thick, is rectangu- – = ROUGH SKETCH (OVER-SIZE) 600 OF BALL VALVE IN TANK (OR C) HOTWELL) (See Text) O c fo) 254 MARINE ee ~ Se te lar in shape, and of fairly generous dimensions, so as to have a good margin of lift. This is mounted on an arm hinged at the far end on a post in the tank. Although Mr. Ivison made up his own float, small light floats can be purchased quite reasonably, as they are supplied for the carburetters of small petrol engines. The draw-off pipe is in the form of a stand pipe in the bottom of the tank. This is closed at the top and bottom. The outlet pipe is branched into this stand pipe at the extreme bottom, and about half-way up the stand pipe is a row of holes round the pipe. A sleeve that is an easy sliding fit covers the stand pipe. Being coupled to the float arm at the top, this rises and falls with the water level, and opens and covers the row of holes in the stand pipe accordingly. The whole ball valve assembly is mounted on a small bedplate, which is held down to the bottom of the tank by a couple of screws. The advantage of this is that the whole thing can be removed for adjustment. It is, of course, optional whether the actual outlet to the draw-off pipe is through the side or bottom of the tank, and the builder would have to be governed by circumstances. If it goes through the bottom of the tank, it is obvious that all that is required is a screwed extension to the stand pipe with a lock nut. The union coupling could be screwed to this. I think the whole construction will be pretty clear from the description and sketch, with the possible exception of the top of the sliding sleeve. The easiest way to make this is to turn up a plug to fit the top of the piece of tube from which the sleeve is being made. Sweat the plug into place, and, after drilling the hole for the pin connecting the sleeve to the ball arm, with a piercing saw cut out the slot for the arm. Superfluous metal on each side of the hole for the pin can then be cut away. There are one or two other little points worth noting in connection with the float arm. The pin which connects the sleeve to the arm is fixed into the lugs at the top of the sleeve, and will require a longitudinal slot in the float arm itself to accommodate the sideways motion. The arm could with advantage be lightened by drilling holes. The up-and-down movement of the float should be limited by a guide, which can consist of a light strip of metal with a slot cut in it. One reason why I have described the layout of this boat at such length is that the MODELS arrangement of condenser, air pump, hotwell and feed pump is highly suitable for boats running on salt water. With a very small supply of extra fresh water to top up the hotwell occasionally, this arrangement should enable the owner to run for long periods without stopping to refill. In fact, the length of the run would be limited by fuel capacity. I gave the condenser in my November article, and with this and the arrangements described this month, my correspondents who have written to’ ask for a lay-out suitable for running on seaside lakes filled with salt water will have something to go on. The engine, which I described last month, is, of course, suitable for use in almost any prototype model. More plans are gradually becoming available for builders and this should show in the quality of new constructions being built. As our Editor has just finished the publication of the plans of the liner “ Awatea,” I shall look forward to seeing some fine models of this handsome vessel running shortly. (To be continued.) BRADFORD M.Y.C. The *‘ Temple *’ Cup, presented by Mr. Geoffrey Kitchen for competition each year for a different class, was run in November for the 36in. Restricted, and resulted as follows: 1, ** Milenki ** (K. Chadwick); 2, ** Thistle ’’ (F. C. Hirst); 3, ‘* Red Rose ”’ (H. Short); 4, *‘ White Owl ’’ (Geoffrey Kitchen) and ‘‘ Bess II’’ (L. J. Mitchell); 6, ‘* Chelwood ”’ (Harry Atkinson). The race was run round buoys. The Annual Meeting was held at the ‘** Stone Trough Inn ’’ on December 8, and proved very successful. The accounts showed a balance in hand after the whole of the debt on the staging had been cleared. After the usual dinner the staff for the ensuing year was duly elected, and, after that, several most interesting films were shown on the screen by the Commodore, F. C. Hirst. These included a trip in Mr. Haigh’s auxiliary yawl, commencing on the canal a mile away, then 70 miles of waterway to the docks at Liverpool, and on to Fleetwood by sea. Several films of model yachting at Salcoats, Fleetwood, Birkenhead, and on our water, were also shown, and all were very much appreciated. Generally speaking, the racing this year has been atrocious, race after race having to be postponed altogether or not properly finished, due either to lack of wind or ice on the water. The extraordinary drought enduring till the end of November also caused a serious lack of depth, and made us green with envy of those fortunate clubs which can draw from the sea. J. P. CLAPHAM. MARINE MODELS UNIVERSAL JOINTS FOR MODEL AND 255 COUPLINGS SPEEDBOATS By L. S. PINDER ANY model speedboat enthusiasts seem M to stumble at the first step—how to make a start in the hobby. I have recently had some experience in trying to raise a “‘ Powerboat Section’ for a comparatively new club and find there is great difficulty in persuading a person to join if he has no boat to show. Now the man about to build is surely the man who needs all the information available, and, in addition to reading all that has been written on the subject, it is certain that he is going to be saved much wasted energy and disappointment if the actual parts can be handled, construction explained, and questions asked. There are, we know, lone hands who have done well, but the more experienced man will often spot quite obvious faults in their craft. The clubs arrange lectures and demonstrations during the winter months, and encourage beginners to bring their bits and pieces for friendly criticism. It iseusually method of utilising limited equipment that prevents the newcomer from obtaining the necessary accuracy. Don’t forget that one can learn from other people’s mistakes as well as one’s own. When the craft is completed, there is the competitive side of club life, and, whilst many of us prefer the workshop, we sooner or later develop a “ pond-side manner ”! Once on the water, or before, if you have any means of bench testing your engine, a note-book is necessary, and cause and effect should be noted religiously. Aim at one adjustment at a time, and whilst this is easy to say, it is hard to carry out in practice. Shall I buy an engine, complete boat, or castings? This can only be answered by the beginner himself, and depends upon his pocket, his equipment, and his ability. If you buy a motor car, motor cycle, or model petrol engine from stock, obviously you cannot expect a record breaker. The maker cannot give the article the necessary individual attention, at the price, quite apart from whether the design is suitable. Buy a complete boat! Well, the owner does not often part with a really good boat, and my own experience is that the energy you will expend in getting it to suit your own satisfaction will not be far short of that necessary to produce your own article, if you are at all critical. My first boat was purchased, and was in a very dilapidated condition. It happened in this way. I was first inoculated with the speedboat disease on Wimbledon Common, and the antidote was found in the South London Club one Sunday morning. After watching the owner of this boat playing diablo with it for some considerable time, with little or no response from the engine, I innocently ventured a few suggestions, which were very coldly received by its overheated owner. (I was an outsider.) The following Sunday, much the same performance and the same interested innocence on my part called forth, ** If you know all about it, why not buy this beautiful ‘ pink’ thing?” To cut the story short, I took the boat home under my arm and a membership receipt in my pocket. I was an insider in “The South London Club,” have never regretted it, and owe a great deal of my success to it. The old boat did 36 m.p.h. the day I sold it, and was fairly docile, but could not be said to be utterly reliable. ‘“Rednip’s”” reliability is the outcome of using better material, and more accuracy and experience. Perhaps the name needs explaining. This boat had no name for a while, and, after one or two successes, a well-known powerboat man wrote, ‘ Surely the boat deserves a name?” Now, it was painted red, and certainly was “ nippy,” and the owner’s name, spelled backwards, seemed indicated. My own conclusions are that, if the beginner buys a set of castings and follows much that has been written with regard to suitable modifications, he will not make too bad a start in the powerboat world, if his workmanship is good average. Later, he will develop ideas and prefer his own patterns, etc. I have been asked to write something about universal joints and couplings. Now, in the case of hydroplanes, shaft speeds are climbing to the 10,000 r.p.m. mark, and even higher. At these speeds, accuracy is essential, and frictional losses, through shafts and couplings being out of line, mount up alarmingly. On one occasion, after having the engine out of the hull for overhaul and replacing it, the boat’s performance dropped 4 m.p.h. Every- 256 MARINE thing was apparently satisfactory, but there was not quite the usual end play in the transmission system. Altering this at the pondside immediately brought speed back to normal. The give in the skeg, and, probably, the bottom of the boat under load, squeezed the universal joints up tight, the resultant friction bringing about the loss in speed. It is advisable, therefore, to choose a good design and make it carefully. The sketches (Fig. 1) show the popular types used by speedboat men. In each case they have the advantage of supporting the shaft in line to a great extent, leaving the stern tube to act as a steady rather than as a bearing. In most hydroplanes the engine is tilted out of the vertical in order to ease the angles of the transmission, and in some cases the transmission shaft is articulated. This, in turn, needs an additional universal joint, but means that the working angles can be eased MODELS This calls for really accurate considerably. work if a wobbly shaft is to be avoided. Attaching the skeg to the transom of the boat gives us a longer shaft and correspondingly smaller angles, other things being equal, but an anti-cavitation plate will be necessary. The ball and socket joint is gage the easiest type to make, and I am of the opinion that it is the most efficient, if well made. There are two methods of construction which I have found satisfactory. The first is to make the ball and threaded stub in one piece, and the second built up. For the solid type, chuck a piece of steel (I use Ubas casehardening steel), and, with hand tools, form a ball at the end full 5/16in. A form tool to finish this off is made by drilling a 5/16in. hole in a piece of 7/16in. x fin. flat silver steel (drill slightly on skew to get clearance on tool). Cut across the diameter of hole, harden, and temper to deep straw (Fig. 2). SMALL HOLE re 5sh6 : t_.’ Figure 2. ———— BALL & Form Tool Now polish ball and scribe a light line on circumference with sharp pointed tool. With scribing block on lathe bed mark off two points on this line diametrically opposite. Having taken the remaining portion of stub down to size, remove from chuck and carefully centre-punch the positions marked. With a slocombe drill, just under fin. at feed end, in chuck, and back-centre in other punchmark, drill as far as possible and reverse to drill other side. Then run iin. drill carefully through, but do not foul the back centre. Cut off to length and chuck truly to drill for shaft. If the shaft is to be adjustable for length, the hole must be tapping size, but an easy push fit, soldered, will be found more SOCKET SQUARE & SOCKET accurate. a O {| prl 4 Gey PLAIN DISC (NoT UNIVERSAL) Figure 1 Make a jin. pin of the same steel, a driving fit in ball, and cut off, leaving 3/32in. projecting on each side, and case harden. The sockets may be of different sizes, depending whether they are for engine shaft, or transmission shaft, which is usually 3/16in. I will deal with the latter, and the engine type can be modified according to necessity. Chuck a piece of steel and bore out 5/16in. to a depth of 5/16in., then, with a ball- —_ S . rrr SS MARINE shaped tool (which should be made in silver steel when set up for the ball joint, or purchased), form a hemispherical end to the bore. Turn the outside to 7/ 16in. diameter, and, as before, with scribing block, scribe a circle where the slots will finish and mark off in. slots. The slots may be carefully filed, but a lathe, set up with circular saw, or milling cutter, is the recommended procedure. Make slots about 9/32in. long. Chuck accurately and drill. Finish off to taper or streamline form, whether for under water or not—this removes surplus weight. Case-harden bore and slots. In the built-up type of ball and socket, the socket is made as before, but the male portion is built of three separate pieces—the ball, the pin, and the stub. Ordinary 5/16in. ballbearings are used, softened. (See Fig. 3.) ro @ Figure 3. The Built-up Type To drill the balls is simple if you have collets. If not, chuck a 2in. piece of in. brass, leaving practically nothing protruding from chuck. Drill out 9/32in. and then bore out until 5/16in. ball will just push in. If the chuck is now slightly tightened the ball will be firmly gripped, and a slight flat should be filed or turned on the slightly protruding ball. Drill with centre drill and follow with 3 /16in. drill, but do not break through. Drill three or four balls whilst set up. Personally, I make two or three of most parts when set up, as one is sure to require replacements and setting up usually takes longer than the rest. The balls are removed from brass chuck by slightly easing lathe chuck and tapping with rod through mandrel (I hope you have MODELS 257 a hollow mandrel). Turn up stub portion to be a driving fit into ball, and taper off up to 5/16in. for shaft end. The ball can be scribed as before for drilling pinhole, or a drilling jig can be made by boring out a piece of square steel 5/16in. to sufficient depth to hold ball and stub, which can be clamped in position. The position of the pinhole in jig having been carefully marked and drilled (see sketch Fig. 4), make a pin to drive fit, cut off, and harden. I have used pins 1/16in. diameter without trouble, but 3/32in. or din. can be accommodated. This assembly is very neat and accurate if carefully made. The square and socket type of universal coupling comes next. In January, 1935, Mr. J. B. Innocent described his method of making this type of coupling, so I will give you an alternative method. For those who fight shy of the drift and chisel work, a Zenith carburettor jet key will be found to have a Hin. square hole, also clock keys can be obtained which will do. Now all that remains is to chuck the portion of key to be used, drill for shaft, and turn to size and shape. The square portion can be made from a piece of square steel in the following manner. Make a silver steel milling cutter as sketch (Fig. 5) with concave portion gin. radius (if you are making your square 4in.). With steel set up on top slide or vertical slide, mill equal amount from all four sides, and polish. Cut off to length and set up in four-jaw chuck, or make brass tube chuck, as previously described; drill and turn stub to size. Do remember to case-harden, or the life of these couplings will be very short indeed. Also, when soldering push-fit shafts into couplings, a small flat should be filed on shaft or a small hole drilled in stub to release surplus solder and gases. Asbestos, soaked in water, makes good filling for plug(Concluded at foot of page 258.) ” uTM ‘k RADIUS 7 Figure 4. Drilling Jig Figure 5. wa The Milling Cutter MARINE 258 MODELS A WORKING MODEL of the T.S.S. “AWATEA” By H. B. TUCKER (Gantnped from page 141.) HIS article was commenced number ri in our September the full last year, when deck and arrangement plans were published, together with a photograph of the steamer. Unfortunately, the writer was laid up with synovitis, and it was impossible to complete the hull lines, which it was intended to publish in the MARINE of number October Mope.s. Even now it has proved necessary to ask Mr. A. W. Littlejohn to complete the task. The lines which are published herewith show a delightful working model. The above-water body has not been altered in any respect, but the draught has been skilfully increased in order to get sufficient displacement, stability and_pro‘peller immersion. The displacement of the model as shown is 59 Ib., our lines being reproduced one-sixth of full-size. This is for a model 68iin. overall. If a smaller model is desired, the model could be built five times the size of our reproduction with a displacement of 34 lb. on an overall length of 553in. It would not be advisable to reduce this design further, as a model four times the size of the reproduction would only have 174 1b. displacement on UNIVERSAL JOINTS and COUPLINGS FOR MODEL SPEEDBOATS (Concluded from page 257.) ging holes where case-hardening compound is not desired. The third coupling shown in the sketch is self-explanatory, and the discs should be sweated together for accurate drilling after careful marking out. Drill tapping size first, then open out one disc to clearance for pips. The latter should be screwed in and riveted over. In conclusion, and with your permission, Three-Section Stepped ‘‘ Macanking “‘ Steel Hatch Two-Section Flush-top *‘ Macanking *’ Steel Hatch Mr. Editor, might I address a few words to model makers in the Wimbledon and Kingston The New Malden and District district? Model Engineering Society has the largest and best-equipped model workshop that | have seen. Visitors and prospective members will find a welcome any Friday evening (bring a job if you are in trouble). The address is 21, Onslow Road, New Malden, Surrey (three minutes from Shannon Corner), and the Honorary Secretary is Mr. Mew—he is to be found at 23, Hinchley Drive, Esher. The pond used is “ Rushmere,” near the War Memorial on Wimbledon Common. MARINE 259 MODELS an overall length of 45 5/6in., and would call for very light and skilful building. If the model of “ Awatea” is built full-size, the “Ivison” engine given by Mr. J. Vines in his December article would be most suitable. It would be advisable (as well as true to the prototype) to use four-bladed propellers and load the engine up well, but at the same time the speed must be kept within reasonable limits at not more than about 5 m.p.h., or the resemblance to the prototype will be lost. In deciding on a plant for this model, it should be remembered that she is a very fast vessel, and the model lines being based on those of the prototype are speedy and easily driven. When describing the deck fitments, no reference was made to the hatches fitted to the ship. There are four hatchways on the BODY PLAN OF WORKING MODEL OF T.S.S. *“ AWATEA “: various decks, all being fitted with the fore-and-aft type of “Macanking” ‘Patent Steel Hatch Covers. This is aii the first vessel of which the plans ave been drawn for model-makers, on which these steel hatches are fitted, and, therefore, some explanation is probably desirable. These steel hatches are immensely strong and far safer than the old-fashioned hatches battened down with tarpaulins. The covers take the form of steel box-lids, each section being fitted with four wheels having eccentric bushes, thus allowing the covers to be raised or lowered onto the watertight packing round the coaming. No. 1 Hatch is in two sections, the one being stepped its own height above the other so that it may be rolled over the other, and the two superimposed covers then rolled out together to the end of the hatch and swung to vertical. No. 2 is similar to No. 1, but in three sections, as shown in the photograph of a stepped cover in three sections. No. 3 is flush topped, but otherwise the same to look at when closed. No. 4 is exactly the same as No. 1. The normal height of a coaming is 30in., to comply with the Factory Act, and, if the hatch is more than 10ft. long it must have a bulbangle stiffener along its length. This is usually placed about 10in. from the top, but in the above arrangement the bulb-angle is One-third of full-size of Model lin. from the top to make a platform for fastening down the covers or rolling them off. It will be of interest to readers of this Magazine to mention that our well-known contributor, Mr. G. W. Munro, is designer to Messrs. Macgregor & King, Ltd., 5, Lloyds Avenue, London, suppliers of these steel hatches. If the hull and plant are kept reasonably light, the displacement should permit the builder to get a good amount of ballast into the model. The upper works in particular should be kept light, as she is high out of the water, and windage must be considered. We hear that “ Awatea” has had her funnels lengthened by 9ft. since she was built, and this is mentioned as builders can, if they wish, take advantage of this in order to get a little extra draught for the blowlamp. It would mean adding lin. to the height, though we are not so sure that she would not look better in her original guise. As the writer of this article, I have to offer a very sincere apology to Messrs. VickersArmstrongs, Ltd., for a typing error in the first part of this article whereby their name was reversed. I am, however, deeply grateful to them for their help and assistance in providing plans and data of this splendid vessel. 260 MARINE MODELS “GLASGOW ”—A TOPSAIL OF 151 SCHOONER TONS By G. W. Munro as little vessel that I propose to deal with as a successor to the Schooner of 104 tons, concluded last month, was undoubtedly one of the well-known little Schooners sailing out of Leith to Hamburg and back. She was designed by the wellknown naval architect, Peter Hedderwick, and built at Leith by Messrs. T. Morton & Co. My friend, Mr. Daniel Bolt, of ** Sea Breezes,” tells me that he has a note in his ship register that she was built in 1826 for the L. & R. Co., of Leith. Personally, I think the R is a misprint, and that it will be found that the owners’ full name should read: Messrs. George Gibson, Leith and Hamburg Shipping Company, Leith. This company is still in existence in Commercial Street, and is well known in the German trade. The list of dimensions and scantlings for this vessel is a long one. However, the reader who is interested in the more intricate details of construction will find much useful data in the following, especially if he compares these actual figures with the basic rules which I gave in our special September number. The dimensions of the hull are: Length of keel, from after-side of the stern-post to the fore part, 64ft.; the fore-rake of the stem, 8ft. 5in.; length for tonnage, 72ft. 5in.; length on main-deck, from the rabbet of the hoods at the hawse-holes to the after-side of the stern-post at the deck, 73ft. 3in.; length overall, from the after-side of the taffrail to the fore part of the carving at the head, 87ft. 9in.; breadth of frame, 21ft. 8in.; breadth for tonnage, 22ft. 2in.; depth of hold, from the under-side of the main-deck to the ceiling plank next to the limber boards, 13ft. 6in.; height of the wing transom, from the upper edge of the keel, 12ft. 3in. Dimensions of the Materials, etc.: Main keel, Scotch beech, sided, Ilin.; to be moulded (throughout the whole length), 13in.; and to be in not more than three pieces. Each scarph to be tabled and bolted with eight 3in, diameter iron bolts. The false keel is to be 4in. deep and of English elm, and to be bolted to the main keel every two feet with 3in. iron bolts. Main stem, of British oak, to be sided, 104in.; moulded, 14in.; and to be in two pieces—the scarphs to be 3ft. 2in. in length, and secured with six 3in. diameter bolts. The apron and stomach-piece, of British oak, to be sided the same as the stem, and moulded to come fair with the inside planking, fastened to the stem every 20in. with fin. diameter bolts. Stern-post, of British oak, to be in one piece from the keel to the top, and to be moulded at the top, 103in.; moulded at the keel, 19in.; and to be sided, 104in. Inner post, best quality of British oak, to reach from the keel to the wing transom. Dead-wood.—All the dead-woods to be of oak, of sufficient length to cover the scarph of the after-keel, and height for stepping the cant timbers. The berth and space of the floors is to be 12in.; the floor timbers are to be of oak, 113in. sided, 114in. moulded at the keel, and 94in. moulded at the sir-mark. The first futtocks are to be 94in. sided, moulded to answer the size of the floor at the sir-mark, and regularly tapered from that upwards, to the proper size at the main gunwale, 44in. The timbers to be tapered the siding way, from the bilge upwards, from the breadth of the first futtock to the size given at the main gunwale, 84in., and no shifting of the timber to be less than 4ft. 4in.; the top timbers to reach from the heads of the first futtock to the gunwale for 40ft. in the middle of the vessel. The floors to be bolted with 14in. diameter iron bolts. Frames.—Every other floor to be framed, and the frame timbers to be bolted together with two Zin. diameter iron bolts on each side of the joint. Knight-head timbers, of oak, to be 84in. square at the head. Hawse pieces to be two in number on each side, |4in. in breadth and moulded the same thickness as the knight-head. All the floor heads, and the heels of the second futtocks, to be properly fixed with cross-chocks, 2ft. 8in. in length, the points of the cross-chocks being let in 14in. into the floor heads and second futtocks. And all the joints of the different timbers which compose MARINE the frame of the vessel to be done in the same manner. No floor or first futtock head to be . moulded thinner than one-third of their proper thickness; and all the short top timbers to be scarphed to the heads of the second futtock with scarphs lft. 3in. in length, the points to be I4in. in thickness, and fastened with two in. diameter bolts. | No chocks must be required higher than the heads of the first futtocks. The whole of the timber above the first futtock head, fore and aft, generally of British oak, with the exception of the second futtocks, which may be of white Hamburg oak amidships. The timber should be all properly squared, and free from sap, having no less at any place than two-thirds of the proper breadth of the timber clear of every: defect. Transoms are to be of British oak: wing- transom to 104in. sided and moulded, as strong as the midship floors. The berth and space of the transoms the same as the floors. All the transoms, with the exception of the wing-transom, to be Yin. sided, and moulded as strong as the midship floors. To be allbolted with copper bolts, Zin. diameter, to pass through all, and be clenched on the afterside of the main sternpost, the wing-transom to have two bolts, lin. diameter. Heel-knee of British oak; to be of a proper size, to have four lin. bolts through the sternpost. Wiéing-transom is to be secured at the ends to the side of the vessel by fore and aft knees, either of wood or iron, as may be found most convenient for the accommodation of the cabin. The quarter timbers are to be in one piece —10in. moulded and sided square at the foot, Yin. at the arch board, 7in. at the height of the main gunwale, 63in. at the taffrail. The quarter timbers to be secured to the ends of the wing-transom, with upright knees at each end, and to be bolted down to the transom with three in. diameter bolts. And bolts through the upright arm of the same size. To have a piece of good timber fitted down to the top of the wing-transom betwixt the ends of the upright knees, and against the heels of the timbers in the counter, and said piece to be well bolted down to the transom, through the sternpost and heels of the stern or counter timbers; also a false transom or beam fitted along the inside of the counter timbers, as high as can be got for the sternpost, with notching a small portion out of each, and said beam to be secured at the ends to the sides of the vessel by diagonal knees, MODELS 261 either of wood or iron, as found most convenient, and said knees well bolted through the side and stern timbers; also all the ends of the bottom plank, which come into the counter, bolted the said transom; likewise a strong bolt through the sternpost, which, with all the others, must be clenched. Cant timbers.—Every other timber abaft the aftermost floor to be stepped into the deadwood 14in., and secured with two lin. diameter bolts in each; and these to pass through both timbers and deadwood. Every other cant timber, abaft the aftermost, and before the foremost square frame, to be formed into a regular cant frame. The fashion timber is to be in one piece, 7in. sided and moulded as large as required. Stern timbers are to be 7in. sided at the counter, 6in. at the top, and 8in. moulded at the counter, 6in. at the top. (To be continued.) CLAPHAM M.Y.C. The club ended its season on November 28, but sailing is continued by many members who enjoy perhaps better sailing in winter than at any other time, since there are no obstructions in the form of crowds, ducks, bathers and small boats to be contended with. And our much-discussed poplar and elm trees present less difficulties to the navigator when they are devoid of foliage. True, we have to break the ice to sail as often as not, but we can recommend ice-breaking with poles and rakes as a good exercise in the most Arctic conditions. A few enterprising members arranged a dinner party, which took place on December 18, and were very gratified and not a little surprised to find it supported to the extent of 51 guests. Among our numbers we were pleased to welcome Mr. W. J. E. Pike, representing the M.Y.A.; Mr. O. Steinberger, from Kensington; Mr. Yorston, from Forest Gate, and Mr. F. C. Tansley, from Hove. Mr. A. J. Hugo presided over the meeting in his usual genial way, and everyone present spent a very enjoyable evening. Were we asked to say what were the highlights of the programme, we should at once remember Mr. Tansley’s speech in proposing the toast of ** The Sport ’’—a speech which went straight to the heart of every model yachtsman. Then we should remember that December 18 was the birthday of our racing secretary, and the pleasant surprise she gave us al! when she produced three enormous birthday cakes, ornate in club colours, with models of 10raters and club burgees decorating the top—truly a pleasant surprise, and one so well appreciated that we regret there was not a piece left to send to the Editor of MARINE MODELS. We should like to express thanks to Dr. Ratcliffe, of Birmingham, and to Mr. W. J. Pike for their kindness in lending us some excellent films of model yachting subjects; these provided splendid entertainment, and our only regret is that time did not allow us to show them all. We hope to arrange a show in the early New Year. D. M. 262 MARINE MODELS THE INTERNATIONAL 50-800 CLASS T a recent meeting of the Council of the Model Yachting Association, mention was made of the Resolution that is to come before the General Meeting of the Association, on January 29, for the adoption of the International 50-800 Class as a British National Class. As a considerable amount of uncertainty seems to prevail as to the exact rules governing the class, a request was made to us to publish these rules in our January number, in order that British model yachtsmen might have the opportunity to consider them beforehand. The class was originally known as the ‘Marblehead 50-800,” as it originated in the Marblehead M.Y.C., but, with its adoption by the I.M.Y.R.U., we presume it will be known as the “ International 50-800.” We suggest, however, that its class letter should be “ M,”’ to commemorate and perpetuate its origin. In publishing the rules, we may add that we ourselves have received a considerable number of independent inquiries for copies from various parts of the United Kingdom. The Rules are as follows : — RATING RULES FOR 50-800 CLASS Overall Length and Sail Area Rule. Formula: Overall Length of hull, fifty (50) inches. Sail Area not to exceed eight hundred (800) square inches. Exception: One-quarter (}) of an inch in excess of or less than fifty allowed. Prohibited: inch overall measurement is (1) Movable keels; (2) Metal fin keels or others without hollow garboard;. (3) Centreboards; (4) Lee-boards; (5) Bilge-boards; (6) Bowsprits; (7) Overhanging rudders. Hollow of Garboard shall not be less than a one inch radius. May be checked by use of a disc two inches in diameter fitted to garboard at midship section. Ballast: Weight of lead ballast must not be changed during a race or series of races. Shifting ballast prohibited. Bumpers are not included in overall length measurement, but are limited to one-half (4) inch overhang. No Restrictions on scantlings or materials. No Limit to Displacement, L.W.L., Beam, Draft, Freeboard, Tumble-home. UNITS OF MEASUREMENT. All measurements shall be taken and recorded as : — follows Linear: Inches and decimal fractions of an inch. Square: Square inches and square inches. Weight: Pounds (lbs) fractions of a pound. decimal fractions of avoirdupois, and decimal SAIL AREA MEASUREMENT. No fore-triangle measurement is taken, and only the ACTUAL sail area is measured. Roach of sails shall NOT exceed two inches. Rounded foot of loose-footed sails not measured. BATTEN LIMITS. The battens allowed in mainsails shall not exceed fourin number, and shall divide the after leach into approximately equal parts. Battens not to exceed four inches in length. The battens in headsails shall not exceed three in number, and shall divide the leach into approximately equal parts. Battens not to exceed two inches in length. No wire or other stiffening shall be put in head of sails. HEADSTICKS OR HEADBOARDS. Headsticks or headboards shall not exceed threequarters (?) ot an inch acrcss base. HEIGHT Height ot aber eighty per cent. of sail above deck. OF RIG. above the deck shall not exceed the height of headboard of main- TRIANGULAR MAINSAIL. A. Luff, measured from top of boom at after side of mast (or from tack-cringle if below the boom) to the bottom of head-stick. Where no head-stick is used, Luff to be measured to eye in head of sail. B. Diagonal, measured from the top of boom at outer edge of sail to the NEAREST point on after side of mast. Multiply A by B and divide by two (2) for calculated sail area. HEADSAILS OR JIBS. The product of the length of the Luff (Q) (to base of headstick or, if no headstick, to eye in head of sail) multiplied by the SHORTEST distance between Luff and clew (R) divided by two (2) for calculated sail area. SPINNAKERS. Spinnakers are allowed. Spinnaker poles not to exceed fifteen (15) inches in length, measured from the centre of mast to outer end of pole. Spinnaker must not be hoisted higher than point where jib-stay cuts the mast. The hoist shall be measured from the deck to forestay where it cuts the mast. A spinnaker may have a headstick not larger than three-quarters ($) of an inch across base. It must not be set with a footyard, or more than one sheet, nor any contrivance for extending the sail to other than a triangular shape. The spinnaker sheet may be led around the luff of headsail or forestay. Sleeves or tubular pockets prohibited. OTHER RIGS. Gaff Rig, Gunter, Wishbone, etc., may be used. AREA OF CURVE OF LUFF ON MAINSAIL. If, bent this area when the sail is set, the mast is intentionally by any means, any additional area obtained in manner shall be measured and added to the of the sail, MARINE SAILS BOUNDED BY CURVED Except as provided in the mainsail when Batten Limits the case of the rounded foot boom, any increase of sail curved mast or other spars, the perpendicular P. UNFAIRLY SHEETED SCARBOROUGH M.Y.C. EDGES. case of the leach of are observed, and, in of a sail not laced to area due to bent or or curved edges ex- tended by battens, shall be computed and added to calculations for rating. The base O shall be multiplied by two-thirds of SAILS OR 263 MODELS SET. No contrivance such as an outrigger shall be used on any headsheet or upon the sheet of a spinnaker. The spinnaker boom shall not be used as a bow-. sprit by being tacked or fixed down at the outer end when the spinnaker boom is right forward. A spinnaker must not be set without a boom. Two mainsails may not be set at the same time. No jib or spinnaker shall be sheeted on to the main boom. MASTS AND SPARS. There shall be no limit to height of mast. The greatest diameter of masts or spars is limited to three-quarters (3) of an inch. There are no restrictions on material, weight, or section, and no extra measurements entailed where not round. The club had a full programme of sailing for the Christmas Holidays. There was a nice fresh wind with enough gusts to add a spice of chance. The ‘* Smith *’ Cup, for the mixed class, brought out two deep-water men, who both did_ well. Result: Ist, Ship, ‘* Cicely Fairfax ’’ (D. J. Boyle), 30; 2nd, Brig, ‘‘ Mary Rose “’ (P. Larcom), 22; -3rd, Sloop, ‘‘ Southern Star ‘’ (A. E. Smith), 2 For the‘* Garfield ‘’ Cup for 10-raters, there was a good entry of seven sloops and a schooner, and racing lasted until after dark. Result: Ist, ** Falcon’’ (W. M. Bolder, Club Captain), 55; 2nd, ** Endeavour ’’ (Mr. Dinroah), ‘‘ Valkyrie ’’ (A. E. Smith), and ‘* Primrose ’’ (Mr. Vitty), 45; 3rd, ‘Tris ’’ (G. Bolder), 40. A third race was held under tacking rules, in which the square-riggers sailed, but were not placed. Result: Ist, ‘‘ Falcon ’’ (W. Bolder), 55; 2nd, ‘* Defiance ‘’ (E. M. Bolder), 50; 3rd, *‘ Humbria ”’ (E. Bolder), and ** June II’ (R. Smith), 40. This concluded the Christmas session. The same Cups will be raced for again at Easter, by which time at least one new sloop (by Mr. R. Smith) is expected to enter. The ship ‘*‘ Ormonde Castle,”’ belonging to the same owner, will also have completed a long refit, and is likely to be a formidable competitor. Hollow masts and spars are allowed. P. L. Permanently bent masts or spars, rotating or bipod masts allowed. Any increase in sail area obtained by use of bent masts or spars shall be measured as a bow and added to sail area. Spars or masts not to be included in sail area [ Model Yachting Association measurements. Raking masts. Measurements taken exactly the same as in the case of vertical masts. Alternative rigs are allowed does not exceed 800 sq. ins. VANE provided sail area STEERING. When a vane is used and is capable of being fixed and used as a sail, the area of the vane shall be added to sail area measurement. Notice is hereby given that the Annual General Meeting of the Association will be held at 3 p.m., on Saturday, Jan. 29th, 1938, in the Whitefriars Room, Anderton’s Hotel, Fleet Street, E.C.4. OBITUARY Members are respectfully reminded that the annual subscriptions are now due, THE LATE MR. W. E. CAINS and must be paid before the meeting, in accordance with Rule 4. E regret to report the death of Mr. W. E. Cains, of the Gosport M.Y.C., at the age of 83. He passed away just four days after his wife, who had been an invalid for years, and to whom he was devoted. He served his apprenticeship with Messrs. Ratsey & Lapthorn, Gosport, and retained his skill in sailmaking until the last. He was keenly interested in model yachting, and always attended the weekly races at Walpole Park. A man of wide and varied interests, with a clear and concise way of speaking, the Gosport Club is the poorer by his passing. Nominations for election of Officers and Council, together with proxies, must be in the hands of the Hon. Secretary not less than seven clear days before the meeting. W. J. E. PIKE, Hon. Secretary. 264 MARINE MODEL YACHT RACING MODELS ASSOCIATION OF AMERICA SECRETARY’S REPORT, NOVEMBER, 1937 {DWEST DIVISION.—Members 1937-38 Mid- M western Executive Committee: Chairman, L. E. Troeger, 56, E. Congress Street, Chicago; Walter C. Foote, 13971, Mark Twain, Detroit, Mich.; new member elected for three years, Carrol F. Sweet, Jnr., Kent Hills, Grand Rapids, Mich. Mr. R. M. Linsley, Grand Traverse M.Y.C., retired from the chairmanship. Marblehead Class.—Mr. John Black, Treasurer of the M.Y.R.A.A., in an open letter published in the Boston Transcript of October 22, states: ** Agitation has been started by a few model yachtsmen against the lin. radius rule. This radius was decided upon after members of the Executive Committee had conferred with officers of the Marblehead M.Y.C. Mr. Roy Clough, originator of the class, stated that the rule had always called for a ‘hollow garboard,’ and that the first models built had a garboard greater than a lin. radius.” Received letter from Mr. Roy Clough of Marblehead M.Y.C., stating that when he designed the first 50 he tried to design a boat that looked like a real boat, and to bar out what was known as fin keels. Fin keels had developed and increased in the 450 sq. in. class, and to do away with this type was the idea of the new boat. He received numerous letters asking just what a fin keel was, as did other officers of the M.Y.R.A.A., and, in spite of many explanations, the matter was tnsettled. To clarify this, the Executive Committee promulgated the lin. radius rule, and Mr. Clough states PACIFIC DIVISION.—Election of officers for balance of 1937 and all of 1938. President, Walter R. Many, 365, South Mansfield Avenue, Los Angeles, Cal. Vice-President, Dr. Theo. W. Houk, 8053, Bothel Way, Seattle, Washington. SecretaryTreasurer, Geo. E. Atthowe, 1924, Prince Street, Berkeley, Cal. Pacific Division Representative on Executive Committee M.Y.R.A.A., W. H. Benn, 746, No. 74th Street, Seattle, Washington. The Pacific Division have adopted a Constitution in harmony with that of the M.Y.R.A.A. The M.Y.R.A.A. welcomes the new Division and wishes it a long and prosperous life. Many new clubs will be formed in the near future on the west coast; model yachting in that section is increasing by leaps and bounds, and visitors to their regattas will find good sailing waters, strong and steady winds, beautiful models and experienced skippers. REGISTRATIONS FOR 1937 Eastern Division i. Mid-Western Division West Coast Division … oft = . A-class 66 40 8 50-800 234 57 1 114 292 C. H. FARLEY, Secretary, M.Y.R.A.A that it seems impossible to define a fin keel other- wise, and he thinks the lin. radius rule is the only thing which will keep the Marblehead Class away from the fin keel type, and is, therefore, in favour of the rule. The Executive Committee thanks Mr. Clough for his helpful remarks, and assures the model yachting fraternity that they are in favour of keeping all rules as simple as possible. The sad fact of the matter is that the simpler a rating formula, the more loopholes are left for rule-beaters to take advantage of. The British 10-rater class started with a very simple formula, L.W.W. length and sail area, but soon the 10-rater rating book increased to quite a few pages of print in order to set definite limits for headsticks, battens, movable ballast, height of rig, roach of sails, sails untairly sheeted or set, and various other matters, which almost exactly parallels the case of the Marblehead class. The Executive Committee wishes to point out that they got rid of quite a few unnecessary rules, such as marks on spars and stays, and that Marblehead class models must always sail with spars as measured, etc. The greater part of the Marblehead Rating Rules were transferred from the current Sailing Rules, which apply to boats of ALL classes, and which were very necessary to make a clear and consistent edition. Received letters from the Canadian National Authority expressing appreciation of the reception tendered Mr. Tom Honey, who represented the Dominion at the Boston International Regatta, and cordially inviting American model yachtsmen to the Canadian National Exposition in 1938. ROY F. CLOUGH, Originator of the Marblehead 50-800 Class, with his model ** M 1 ”’ MARINE MODELS 265 ——— \ oN 4 ae ae pee ares TAR Une =e 4 eZ 4 y lr \ === gee rmx <——— [As the space available for Club News and Racing Reports is limited, Club Secretaries are requested to make their reports brief and to the pomt.—EDITOR, YACHTING MONTHLY 6m. BOURNVILLE OWNERS’ ASSOCIATION The 1937 racing season closed with the ‘‘Nairn”’ Cup, a double-round event, to which’ two days are usually allotted, and which carries with it the title of Club Champion. It was won by Col. Holden with ‘* Naiad '’—a very popular success. We asked the winner if he had a new yacht in preparation, and he replied that there were a few lines on the drawing board. ‘* But,”’ he added with a smile and a glance at the handsome trophy on the table before him, *‘ ‘ Naiad ” is still a good boat.”’ The Annual General Meeting disclosed the sound financial position of the club, thanks to the able efforts of the Hon. Secretary and Treasurer (Mr. ee A J. G. Feltwell), whose report was heartily approwed by all present. Although the racing season is closed, the members are by no means idle, but have transferred their energies from the pond to the workshop. No fewer than five new A-class boats are building. Mr. G. Howard Nash is busy on a successor to ‘‘ Fantasy.” ‘‘ Something quite different,’’ he informs us, ‘* so unusual that I don't even know if it will sail."’ Prospective opponents who take this comment seriously will only have themselves to blame—when it is too late. Mr. W. J. Daniels, after a long series of ‘* bread and butter ’’ models, is engaged upon a new design, which he is building on the “‘ rib and plank ”’ system. It is, we hear, to embody quite a ‘‘ Range-er*’ of new features. Two of the remaining models are to Daniels designs, and one is being built for Major Handford, from a new design by Admiral Turner. It is also worth recording that Mr. Johnston has put ‘‘ Da Shetland Lass ’’ on the shelf, but whether metacentrically or metaphorically rumour does not say. At any rate, he is now the proud owner of the present British Champion, ‘* Aktis.’’ It will be interesting to see whether, with her heavy displacement and generous beam, she will maintain her high reputation on the inland water. Her recent suc- cess in the *‘ Glenham ’’ Cup, sailed on the Rick Pond, augurs well for her future on this lake. Prospects for the coming season are most en- couraging. The attractive MARINE MODELS.] racing M.Y. & P.B. CLUB The annual meeting was held on November 18, when Mr. C. W. Gillett (Director of Cadbury Bros., Ltd.) took the chair. After voicing the feelings of sympathy of all present with Mr. and Mrs. W. H. Davey in the loss of their young daughter Margorie, the chairman opened the Agenda. Reports of the year’s activities were read by the Honorary Secretary (W. Rastall), Sailing Captain (H. Ray), and Powerboat Captain (E. E. Wakeman), the former referring particularly to the Coronation Regatta, the Whitsuntide Regatta record entry, and the erection of the Flag Station made possible by the generosity and interest of the President (Mr. C. W. Gillett), and completed when the flags were unfurled by Mr. Edward Cadbury. At this ceremony, also, an illuminated address was presented to Mr. W. H. Davey. Mr. K. Williams, of the ‘powerboat section, was mentioned as having earned the ** Nason ’’ Trophy for outstanding achievements of the season. The Honorary Treasurer (Mr. A. J. Turner) gave a very satisfactory report, and all were highly appreciative of his services to the club. Officers elected for the ensuing year were: President, Mr. C. W. Gillett; Vice-Presidents — Commodore, Mr. C. Butson; Vice-Commodore, Mr. A. H. Harlow; Treasurer, Mr. A. J. Turner; Sailing Captain, Mr. H. Ray; Powerboat Captain, Mr. E. E. Wakeman; Hon. Secretary, Mr. W. Rastell; Auditors, Messrs. H. Way and C. Smedley; Committee of five and ex-officio. The chairman spoke of the services rendered by all officers during the past season; expressed his hopes for the future success of the club, and said that his personal interest would be maintained. He went on to say that he regarded the club as an important feature of Bournville social and recreative life. In memory of Margorie Davey the club sent a donation to the Woodlands Cripple Children’s Hospital. Fi,..R. programme sketched by the Secretary at the meeting referred to above, when dates were fixed for the principal A events, ought to provide for members all the racing they can require, while the delightful situation of the sailing water, and the unique amenities enjoyed in the way of clubhouse and boathouse accommodation, ensure that it will be under the very best conditions. ** CALEDON.”’ E must CORRECTION apologise for an error in the cap- W tion appended last month to the body plan of Mr. A. W. Littlejohn’s Marblehead Class design ** Kittiwake.’’ The scale should have read half-size. The rest of the lines were repro- duced one-quarter of full-size, as stated. 266 MARINE MODELS Our Scottish Page Cy: upon a time, many, many years ago, a humble scribe, in the pure innocence of his heart, and with goodwill to all men, under- took to provide, month by month, a synopsis of events concerning a great art, one to bind men and women, and boys and girls together in universal bonds of brotherhood and peaceful sport. And in the glory of summer days the task accomplished itself. Millions of readers were amused or bewildered, entertained or disgusted, pleased or disgruntled, approving or critical, yea, even unto the third and fourth generation, and all went merry as a marriage bell, even so, it may be, that an occasional tone jangled out of tune; which, to the knowledge of all men, is not unknown to occur in life itself. Came the chilling blast of winter; snow covered the earth in mantled purity, frost sparkled on tree and hedgerow, noise of men became subdued, almost silent. Lunar rays shone clear and bright, bathing all the scene with pure white bril- liance, and fairyland was born to sight. Ye scribe, however, sat sorrqwful and forlorn, for, lo! vanished were the days of plenteous material for his pen, and his mind was barren. Frosted at its source, the stream flowed no longer. The rippling waters of fact and fantasy were still, and no star of light broke through the darkened mind. While yet, ‘‘ He who must be obeyed ’’ waited, stern and relentless, inexorable as fate, for his due meed of space to be filled. Oh! Calamity. Ochone! Ochone! Perhaps it may appear that this is all a fairy tale, albeit a weak and shadowy one. Be it known, then, to all men that it is not so. Too true are the stubborn facts, and yet: has a portion of our space been filled? [Yes; but whether to the satisfaction of our readers, or us, is better not discussed.—ED., We have received an interesting record, showing the performance of Mr. J. A. Stewart's 6-m. model ‘* Clutha,’’ in her West of Scotland club races. According to this record, the model scored 145 points throughout the season, out of a_ possible total of 179 sailed for by her, leaving only 34 points conceded to her opponents. This gives *‘ Clutha ’’ 81 per cent. of points competed for, which is a most remarkable result to be returned by any model sailing under all conditions during the season, and covering 12 races. It reflects great credit upon her designer, builder and skipper, and we would add that the greater proportion of such credit is due to the expert handling. As a matter of fact, any consistent and continuous successes by any model whatever are invariably due, in our opinion, up to 90 per cent., to extensive study and experiment on the part of the skipper, and not to any factor inherent in the design of the model itself. Meaning, by this, that we do not think there is any great difference in the capabilities of first-class models themselves, due to design alone. Furthermore, we believe that the more intensive study of sails and sail plan, which is now becoming general, will eventually result in profitable progress. But over and above all, the skipper who really knows his boat, who genuinely studies her performances under varying conditions, and applies the knowledge thereby obtained, will invariably score in the end, notwithstanding he may be up against what, theo- aereally, might be considered better models normally. All this, to a designer, may be rank heresy, and, of course, we do not deny the necessity for progressive experiment in design—it is, in fact, funda- mental—but, after a certain point of perfection is reached, the gain from factors of design is infinitesimal compared with what can be gained—or lost—in the handling of the craft when in action. We sympathise with our Editor in his distress anent criticism of his commentary regarding the Marblehead class, but he takes it too seriously. Obviously, whatever he may write will not please everyone, and the pugnacity of our race can always be relied upon to rear up with a roar on the smallest possible provocation, or with none at all. It is true the class in question does not, at present, appeal to Scottish Model Yachtsmen, but to assert that the subject is of no interest is travesty, and argues very little intelligence on the part of whoever gives voice to it. Personally, we see nothing to enthuse about in the class; it 1s not in the same street as the | 2/3rds ‘* six,’’ and nobody would dream of throwing their life away by actually putting to sea on a full-scale craft built to the class, but still, the fact that it has met with such a great measure of support elsewhere is proof that there must be some virtue in it, as a model, and, consequently, it is the negation of intellect to say the subject *‘ is of no interest to model yachtsmen.”’ On the contrary, the basic difference of opinion is due to the deeply rooted belief throughout Scotland that model yachts should conform to actual prototype rules, i.e., that if carried out to full dimensions, a real fast, and seaworthy, craft would be produced, capable of facing the ordinary vagaries of wind and wave with safety and pleasure for her crew. The old controversy—whether our sport should be concerned with so-called model yachts, or models of yachts—something built solely to obtain speed without reference to anything else, or a model of a real craft with all the qualities, in miniature, that made our sailors supreme in the past—the old days of sail at sea which made men of boys and heroes of men. All of which does not infer that we are to selfishly deny their own ideas to others, or that our ideas are necessarily the only right ones. The Scottish A-class Club Annual General Meeting, on November 27, elected the following officebearers: Commodore, R. McMenemey; Vice-Commo- dore, D. Leggatt; Measurers, T. Porter and J. Miller; Technical Adviser, A. W. Weir; Secretary, D. McPherson; Assistant, T. Porter. Sailing MARINE Waters, 1938, Lochend, Coatbridge. The Symptomatic of the great rush to the sea as a pleasure ground by the youth of the country, and not only confined to males, which is becoming accelerated year by year, and the proficiency acquired by these young amateur sailors, a lecture was recently given, in Glasgow, at the Clyde Cruising Club quarters, to a packed audience, by the crew of the *‘ Thistle,’’ on their voyage from the Clyde to Stromness, Orkney. This 5-ton gaff-rigged cutter, manned by three young men, sailed from re ‘‘The Mull ’’ (the Mull of Kin- tyre), and up the west coast of Scotland, through waters notorious for their storms and treacherous nature generally, to Stromness, in 10 days. She was the smallest yacht to put into Stromness for many years, other than local craft, and occasioned a great deal of interest and admiration on the part of the hardy, practical seamen of the port. The same craft was sailed across from the Clyde to Northern Ireland last year, by a crew of four, including our own young men, and there is no limit to the ambitious voyages projected by them, when opportunity permits, irrespective of wind weather and all the perils of the deep. and All around our coast there is an extraordinary revival of interest in sailing as a pastime, and not always in smooth waters, either, and small boats, suitable for cruising by persons of moderate their own crew, have trebled in last three years. In view of all that the old tradition of the sea of eclipse? means, acting as value during the this, who asserts is in any danger Well, well. Midnight has come and gone, the fumes of the vinegar cloth permeate an atmosphere thick with tobacco smoke, and so we will to rest. Good-night, or morning. [Who knows? Perhaps subsequent issues of the Magazine will contain a ‘‘ Scottish Page ’’ that really deals with matters appertaining to model yachting exclusively.—Eb., M.M.] SCOTICUS. MODEL SAILING CRAFT By W.J. DANIELS and H. B. TUCKER. Profusely Illustrated with 7 Complete Designs, 163 Diagrams and numerous Photographs. FROM: Marine Models Publications, 52, Fetter Lane, London, A successful season has closed for the Toronto Society, Model Yacht Section. Members competed in the annual regatta at the Canadian National Exhibition, now held under the direction of the recently formed Canadian M.Y.R.A., as reported in the November issue of MARINE MODELS. Toronto Society members secured some of the trophies offered in competition with Detroit, Montreal and Oshawa. This year a very handsome trophy, in the form of a silver cup surmounted by a yacht, was presented to the Society by Mr. Ellsworth Flavelle, for annual competition by A-class yachts. This event was sailed on August 14. Each yacht sailed a run and a beat against each other yacht, scoring two points for a win on a run and three points for a win on a beat. The results were: ‘* Ventura ”’ (W. F. Choat) 20 points, ‘* Wild Pigeon "’ (G. Barrett) 20, *‘ Stuckley ’’ (W. B. Jones) 18, ‘‘Minnow’’ (J. Harris) 17, ‘‘ Cameo ’’ (A. Taylor) 12, *‘Cresett’’ (R. Jones) 11, ** Rex '’ (S. King) 7. This necessitated a final which was sailed on September 18, and, due to a very strong wind, the course had to be moved under the lee of the island from the centre of the Toronto bay. Three beats and three runs were sailed, and ‘‘ Wild Pigeon *’ won by one point. The sailing Was all from skiffs over a course about a quarter of a mile in length each way. The powerboat section has not made much progress this year. The 14 metre boat of J. D. MacGregor, illustrated in MARINE Mopets, May, 1937, page 37, has been fitted with another engine, a Villiers air-cooled that has been converted to watercooling and tuned. Due to the inability of the original O.H.C. engine to *‘ take it,’’ it broke its crankshaft at the end of 1936. The new engine drives the boat up to about 35 m.p.h. so far, which seems to be about the limit, due to the difficulty of handling such a large boat, weighing some 60 lb., on a cord. One new 15 c.c. engine, to Mr. Westbury’s design, was hurriedly installed in an old hull, and produced about 20 m.p.h., though the whole thing is too heavy. Next season we hope that this engine will have a new hull, and that two flash steamers will be completed. Possibly also an existing flattop piston two-stroke engine will have a hull to drive. Prizes for competition by members of the Society have recently been presented, one specifically for powerboats. This, we hope, will stimulate interest generally amongst members in model building and in a stimulant is all to the good. The Best Textbook for Model Yachtsmen. YOUR COPY TORONTO SOCIETY OF MODEL ENGINEERS good craftsmanship, not that either is lacking, but Price 25/-, postage 9d. ORDER 267 CANADIAN NEWS local authorities are to be approached with a request to provide a boathouse exclusively for model yachts, as great damage has been done to models by rats in the present storage quarters. the Clyde round MODELS Ltd., Society meetings are held every third Friday at The Radio College of Canada, 863, Bay Street, Toronto. Future meetings will be held on January 28, February 18, and March 11, 1938. L. G. BATEMAN. E.C.4 97, Avenue Road, Toronto. 268 MARINE MODELS AMERICAN NEWS By C. O. BROOK (Hon. Secretary, Eastern Division of M.Y.R.A.A.) To photograph in the November issue of MarINE MOobELs, showing the Boston pond, certainly shows that body of water to advantage, and yet, I must admit, it does not flatter it one bit. Those readers who have their November issue at hand might open to that page and go along with me for a moment. True, from the fact that it is a photograph, the pond looks tremendously long, due to the difference in focus from the 50ft. where the two skippers kneel, to the 1,200ft. of the distant bridge, but it is not so big as to make it too long a leg, especially for A-class models. The photographer stood on the bridge to take the picture, there being a bridge at each end through which the water of the Charles River flows in and out, and the engineers who designed this pond arranged it so that the flow of the river in no way affects the movement of the water in the pond. The only bad feature is the row of buildings at the left, which extend more than several times the length of the pond. In the distance is the Charles River, and road bridge, which are so far away as to cause no inter- ference with winds at the pond. The strip of land to the right is a ** fill "’ to separate the river from the pond, and the entire pond is lined with the finest kind of granite. Including the spillway (or gate) the bridges also are constructed of granite. The ‘* strip '’ of landfill is about 400ft. wide, and the entire pond is surrounded with a well-kept lawn. Very few shrubs are planted about the place, just enough to make ‘it attractive. There are ample well-made benches for spectators, and a fine concrete walk surrounds the pond itself. It is a beautiful sailing water, and I understand that the greatest credit for its construction and maintenance is due to Mr. and Mrs. Fred Pigeon, whose tireless efforts made the pond possible. Whoever snapped the photograph of Archie Arrol’s model certainly got a beautiful marine scene. A few scale figures aboard, and a mite of retouching in the background, and it would pass for a snapshot of one of the American 8-m. boats. I am almost tempted to cut it out and frame it. ‘““W. B."’ certainly asks a lot for his shillings— sometimes I wonder at the conception of some folk about the building of models, prototype especially. I have recently had an offer of $25.00 (£5) for a 59in. model of the ‘* Blue Nose ”’ that required six months to build, and is complete in every detail, even to the blocks being built up and ** stropped ”’ as the larger blocks are—triple blocks being made of 10 pieces of wood, with working sheaves, etc. Not a single sheet or line is missing, and she sails beautifully. Yet, when I said I would accept $100 for it, I was laughed at. Some of these chaps should make their own, and they would perhaps feel that their work was worth several hundreds of dollars. It makes a difference whom the bull has treed. It is not hard for me to understand the attitude of the scribe of the ‘‘ Scottish Page,’’ nor of the several other Britons, etc., who feel that the 50-800 class should not have been accepted by the I.M.Y.R.U. until the 6-m. class was adopted as an International model. My personal preference will always be for the A-class, and such fine models as the 6-m. makes, yet, I think it is unwise for the growth of the sport to retard the use of the popular 30-800, only because it makes tyros ** boatconscious.’’ It is such a simple class to build, too, since it is a restricted rule only, and I feel it is better to have hundreds of the 50’s built, thereby increasing the number of model yachtsmen, than to hold the tyro back by holding to such rating rule models as the 6-m. and the A-class. As the Editor so aptly puts forth, many will‘* graduate ”’ to the more intricate classes after becoming used to sailing and seeing the possibilities in the other two classes. Then, too, I do not build 50’s so as to make them look like anything but wholesome boats, and I have noticed in the past year that there have been scarcely a dozen of the so-called ** freak ’’ boats on the ponds at any event, or all combined. This proves that the tyro soon gets over the ‘* experiment ”’ stage, and sees the wholesome type sailed by the ‘‘old timer ’’ that continually wins the races. Being unmindful that it is the skipper’s skill that causes him to win, he immediately decides that the winning boat is the better design, and builds to it. In a check-up over the past season I counted, in eight major events, only six models that were not of the accepted ‘wholesome ’’ design, and these were three sharpies, two very wide beamed boats, and one scow type, and in the case of the sharpie and the scow type, each of these skippers stated he was going to build from better designs this winter. I would like to see the 6-m. class accepted as a third class for International competition. If any club starts building them here, they will find *“C. 0.’ building with them. It makes a beautiful looking boat; may they never be conspicuous by their absence. It is good to see the Canadian and German news items; how I wish their club secretaries would send a copy of their club flag to this writer at 912, Broadway, Rensselaer, N.Y., U.S.A. I wish it were pos- sible to send the panels intact to each club. They are very attractive. I see Charles Farley, Secre- tary of the M.Y.R.A.A., has started making one. His are made of cloth cover-stock, and are decidedly pretty. England certainly has the edge on the sport with television. We have done well here to have motion pictures by the national syndicates, but television is worth something to every modelman who wants the sport to grow. It would be a wonderful thrill to this writer if I could sit by the television-radio and see a miniature lake, with a fine race in progress, and a group of fine folks taking part. It would be better than any cinema performance I can think of. Club news seems to be rather in the background for the winter. Secretaries might spend a few moments sending in news of their winter activities, of which there are plenty. The members of the Deeper Hudson M.Y.C. have made quite a showing with new models. Their members have four new ones almost completed (I being one of the four). I had a very pleasant experience on December 6. MARINE I was busily engaged locating the keys of the typewriter (so this might be at least intelligible) when a chap rather timidly opened the door and asked if | knew where he could find a ‘‘ Model Yacht Association.’ The face was friendly, and I had to smile and tell him I knew of no better place to look than right here. He vowed he had but a few moments to stay as he was on his way to Buffalo, N.Y., some 300 miles away, and, since a snow- storm had started, and it was then 4 p.m., he had reason to be in a hurry. I had one hull just planked up, three more completed and rigged, and the chap was ‘‘floored’’ completely. After recovering his surprise, he said, ‘*‘ Well, I guess I hit the right place.’’ He stayed, and he looked. We had a meeting scheduled, soI invited him to attend, and he left my tiny shop at 1.30 the next morning. His object in visiting was to get information on model yachting. He got it. He has just built a 22ft. sloop, so he is no novice to the water—not he. His name is Jack Murchison, of 80, Ransdell Avenue, Buffalo, N.Y., U.S.A., and he wants to organise a club in Buffalo. Formerly of Edinburgh, Scotland, his quaint and friendly speech should make him many instant friends. He remarked with pleasure the days in Scotland when his dad allowed him to ‘‘ pole '’ a model from shore. He was amazed at the size and extent to which model yachting had grown. He promised to subscribe to any magazine dealing with model yachting—(Editors and Circulation Managers take note of the address)—and is purchasing a copy of Daniels and Tucker's ‘* Model Sailing Craft,’’ and Moore’s ** Build a Winning Model Yacht,’’ as well as any other up-to-date books on the subject. On his return to Buffalo he will start work immediately on an A-class model and a 50, and these boats will be ready for display in the best business spot in Buffalo by February 1, with flags of all available clubs to show the townsfolk what model yachting amounts to. We need more of this type of chap in all sections of the globe. I'm afraid John Black is ** deserting ’’ the A-class. Just received word, “‘ officially,’’ that John has designed and glued-up a beautiful 6-m. boat. He and his friends are enthusiastic over the boat, vowing it is the most beautiful job this master builder has ever turned out. Earlier in the day I stated I would build one if anyone else did, so it looks as though I would have to start work on still another model. That Long Island Model Yacht Club is without doubt the most energetic group on record. Have just received a list of the events they attended as competitors in 1937, and it reads like a railroad time-table: Eastern Trials, 50-800; Boston, Mass.; National Championship, 50-800, Chicago, Ill.; International 50-800 at Boston; ‘* Campbell ’’ Cup at Boston; ‘‘ Marblehead’’ Cup at Jersey City; Marblehead Invitation at Marblehead, Mass.; Deeper Hudson Regatta at Rensselaer, N.Y.; ‘* Heisler ” Cup at Red Bank, N.J.; Invitation Race at Philadelphia; Invitation at Irvington, N.J.; Armistice Day A-class at Port Washington, N.Y:; and in addition, their regular Sunday races at home in Rockville Centre, L.I., N.Y. That's a mighty busy calendar. Also they have a new line-up of Officers for the fiscal year: Commodore, L. Sythoff; ViceCommodore, E. Johnson; Rear-Commodore, L. Abbey; Secretary, H. D. Martin; Treasurer, W. Krebs; Measurer, E. Vanderveen. Their member- MODELS 269 ship is 53 paid-up members with 56 50-800 models, and one A-class registered—quite a record to shoot at for any club. And Tex Foster of that club has just purchased the A-class *‘ Sheherazade "’ from Gordon Curry, of Mill Pond M.Y.C. This boat was designed and built by Charlie Farley, Secretary of the M.Y.R.A.A., and is a proven boat. Tex tells me he took fourth place in a group of some 20 fast boats the first time he sailed her—that, too, is quite a showing. I see that the old veteran, Fred Pigeon, has© made it possible for all model yachtsmen to place model yachts on display at the Sportsman’s Show, Grand Central Palace, New York, February 18-19. He has secured a table 100ft. long for the purpose. Such a display is well worth entering into, and should do great things to advance the sport. Well, Fred is well known the world over, for his tireless efforts in the sport. He deserves a lot of praise from the entire model yachting fraternity—a typical ** sea-dog "’ with a salty tang in speech and gait. I need not apologise when I say I find it easy to visualise him in swashbuckling regalia aboard a husky wooden ship—pantaloons, as often as not, rolled to his knees; he takes the “* gaff’” in any kind of weather; a stickler for rules; a ‘* foe worthy of his steel ’’ in any sailing contest. May he live to be as old as Methuselah, and never be less active than he is to-day! Received a letter from the inveterate K. Baumgarten, who, with Mr. Shaeffer, both of the Washington M.Y.C., have been “‘ vacationing ’’ on the Pacific coast with an A-class model. ‘‘ K ’’ has been doing some hard pioneering work for the sport in that area, and reports difficult conditions to cope with, but also reports that they are making real progress. Their trouble seems to be the universal one of poor sailing facilities. Long Beach M.Y.C. has to sail on a tricky salt marsh pond with a curve like a ‘‘ maiden’s elbow.’’ San Francisco and Lake Merritt clubs sail over on the Berkely M.Y.C. pond, since neither has a suitable place to sail of its own. The big yacht clubs took to the idea and promise their wholesome support, but city and park officials seem hard to “‘* wake up.’’ They can’t seem to learn the lesson that model yachting is an International sport and is second to none. Let some ‘** promoter "’ find a way to charge the public to see a race and the sport will have plush-lined pools from Timbuctoo to the North Pole, but may that day of money-making in the sport never arrive. Yet, we are assured of this much, the sport has gained a firm foothold, and if all the skippers of the sport apply a little pressure and support, we can get about anything we ask for—and that’s that until next issue. FOR SALE Well-known ‘‘ A’’ class ‘‘ Limbo.”’ Perfect condition. 2 suits. 2 spinnakers. Also first-class modern 10-rater, Cup winner. Offers required. W. Whitehead, 7, Lime Street, Bedford, or Highgate, M.Y.C. 270 MARINE Provided and Agreed that these primary Rules and Regulations be strictly observed and enforced, together with the customary Navigation Laws of CORRESPONDENCE THE FLEETWOOD REGATTA, 1937 Sir,—As one who takes a very keen interest in an amateur way in the designing, building and sail- ing of model yachts, I cannot let the remarks of the Hon. Secretary of the M.Y.A., Mr. W. J. E. Pike, in his report of the above event pass unchallenged. It is the designer’s privilege to take every advantage of the rating rule of any class, and to produce a yacht with the greatest speed with the smallest possible sail area. Does Mr. Pike want a class of modest boats that is beaten in a hard blow, and again beaten in a very light breeze, which is unfortunately what happens? No, sir! A yacht of 53in. waterline and 53 lb. displacement is, to my way of thinking, a good boat and, if of good design, will sail at equal speeds to the light boat in light airs, and stand a hard punch to windward when it blows. After all, is it sailing when flags are drooping and there is not enough breeze to cause the mainsail to work the rudder? A. J. H. BOYLE Hon. Sec. & Treasurer, Portsmouth M.Y.C. A Sir,—It MODELS the Scarborough Club, I will sail my ship, the *‘ Ellen Vavasour,’’ wellknown to Mr. P. Larcom to be a difficult ship, and a ‘‘ wrong’un ’’ in strong winds, against the largest and best he can produce, against the colossal ‘** Hector,’"’ the champion for 1937; against the mighty ‘‘ Miramere,’’ the champion for 1936; or against any other ship whatsoever in which he may ’ fly his flag. This I take as a sporting gesture—to sail my smallest ship but one, and the most difficult ship I have in hard weather, against the mightiest of the dockyards of Weaponness—for the Windjammer Championship of the Scarborough Club. WHEREUNTO We do set our sign and seal, this fifteenth day of December, Nineteen hundred and thirty-seven. Douc.as j. BOYLE, Managing Director of the White Rose Line. (Wrongly nominated and entitled The Boyle Line, in your November issue.) 3, Westbourne Park, Scarborough. CHALLENGE! having been made known unto me, by my copy of the MARINE MopDELs of November, that I have not done much sailing during 1937, I do hereby challenge, on behalf of my ship, the ** Ellen Vavasour,’’ Mr. P. Larcom, for the Square-Rigger Championship of the Scarborough M.Y.C.; he being at liberty to defend the same with any ship or barque, built or building, which he may have in his possession;— PROVIDED—that the following Rules and Regulations be strictly observed and enforced, to wit :— 1. All pushing to be dropped, absolutely and entirely, both in starting, and in subsequent handling. The ship must not even sail out of the hand. The hand shall be removed entirely from the ship, while she is in the standing position. The wind, and the ship, must do the rest. If the ship come to land prematurely, she must be stopped and retrimmed, and got away again—from the standing position, as above—the hand _ entirely removed. Failure to observe shall entail the loss of the Passage. 2. That Mr. Larcom work his ship from the bank, and not in waders. 3. That the winning ship shall have the full winning points, whatever they are: 5, 3 or 2. The present scoring: 5 for a win, and 3 to the second ship making her first landfall in the port sailed for, while supposed to be a reward for accu- rate sailing, is, in effect, a penalty upon speed and weatherliness. Steadiness is its own reward. I do not ask for the 1934 scoring: 3 for a win to windward, and 2 for a win down-wind, as that would favour my ship. Moreover, I recognise that it is more difficult to hit a port to leeward, on a long passage, than it is to hit a port to windward. Nevertheless, weatherliness should count. Therefore, [ propose 2 points for a win, either way, one and apiece. nothing else; thus, a dead-heat can be Editorial and Publishing Offices : 52, FETTER LANE, LONDON, E.C.4. Telephone: Central 9914. SUBSCRIPTION Inland, 7s. 6d. per annum; U.S.A. and Canada, $2. RATES Overseas, 8s. 6d.; 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 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 Announcements of Regattas, etc. rates for Club SMALL PREPAID ADVERTISEMENTS Private advertisements for our For Sale and Wanted Column charged 1d. 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. Published by tke Proprietors, MARINE 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. ing in this fine detail provision of specially work The hull in the is sides The difficulty of paintis overcome printed by the paper sides. Included with the outfit are parts for making a glass showcase. Complete outfit 4'o 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. Price 5 '-, post. 6d. costs (Ready-shaped hull can be supplied separately, price 1/6, post. 3d.) Obtainable from any Handicrafts Stockists, or direct from (Dept. M.M.4) : BRITANNIC. Ready-shaped hull and fittings, similar to the “‘Queen box. pieces Mary,’’ in an attractive Including shaped hull 7} in. long, 16 already shaped for bridge, deck houses, funnel bases, etc., a set of 28 lifeboats and two steel masts. Price 4/6, post. 6d. HANDICRAFTS ANNE RD. - HANDSWORTH - B’HAM. When replying to Advertisers please mention MARINE MODELS. wy 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 MADE BOND’S OF X.IL. SATLCLOTH Are the Suppliers of Stainless Steel Stranded Wire for the Yachtsman which will get over all your rigging troubles. Prices ~ 3-strand 026 diam. - Gd. yd. 7-strand °042 diam. -- 73d. 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; 1936, ; 2nd ; Allen Forbes GAFF JAWS 1937, 1st Trophy (International), 1935, 1936, 1937, all 1st Wing and Wing Cup (International), 1937, 1st Scandinavian International, 1934, 1935, 1936, all U.S.A. U.S.A. Eastern 1st Championship, 1937, 2nd Mid-West 1936, Championship, 1937, GOOSENECKS Silvered, fitted taper socket Silvered, with mast ring Jaw width Mast diam. Price 2/~ 2/- 2/~ 2/8 Price 2/6 2/6 3/- 3/9 1st ; All prices plus postage. 1st Send jor And many less important events. Bond’s 1938 Catalogue, price 6d., it contains a full range of Ships’ Fittings and Boat Plants, also all Tools and Materials. Used all over British Isles, India, Australia, New Zealand, Canada, U.S.A., Scandinavia. BOND’S O’Euston Road, Ltd. Sails made at ordinary rates. 357, EUSTON ROAD, LONDON, N.W.1 W. G. PERKS, cacatRetP cure =o —-—_ Telephones: EUSton 5441-2. Established 1887 SAILS ——a CHARLES DROWN & SON SUCCESSES DURING BRITISH and LNTERNATIONAL “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 MARINE MODELS. " ~ ar ~~ SUPPLEMENT TO VoL. X, No. 10. h 1826 Ne cee - THE SCHOONER “GLASGOW” Nr ae~~ || ~ ; / | | ie . | \ j \, Cs 1e B ¢ . F = | ! { \\ \ \ |ofod \ A [i j \ ‘op ! Yi ( i \ St ee — | f-- / | i 4 A q =| =i . T tT 7 — } \ te i ‘ st \ 7 a ‘ Ty " ' 1 To face page 258 ’ ‘ i Hs 4 : a--'i JI. H From the original drawing by TT i oy —=. »¥ = “<“ ya ‘ a P. HEDDERWICK H } ! ‘ =o oh ot j toe WORKING MODEL OF Ts: ‘“AWATEA ” One-sixth of full-size ate we = = ee ee ' 1 Blue prints of the deck and arrangement plans and lines for this working model of the ‘* Awatea”’ can be obtained (full-size) from MariNE Mope ts for 2s. the set, post free. It should be added that these plans must not be reproduced without permission. Fur- ther, any model built from these lines must (if exhibited at any public exhibition) bear a notice that she is built from drawings supplied by Marine Moves. This, of course, applies equally to any models built from our other published designs. SUPPLEMENT TO VoL. X, No. 10. Hull lines specially redrawn for Model Makers Displacement Waterlines spaced Sections spaced Buttocks spaced 59 Ib. 1” 6.7” 3” To face page 259