Marine Models: Volume 10, Number 12 – March 1938

%VWt7d, Z j “ p Ao |S 4 it wmY ae | SSN S Y SSR Z Z g Z Z Z te Wtbertétel t } Wit | ‘il Z q 4 ri< | Ieans i, SAAS bs 3 r YACHTSMAN Sevenpence PY lef zs = =m _ —e s Z MARINE MODELS PUBLICATIONS LTD., 52 ’ FETTER LANE, LONDON, ECs EVERY JOB NEEDS A SKARSTEN SCRAPER With Hook-shaped Renewable Scraping ’ Edges. WHITE HEATHER Racing Model Yachts J. ALEXANDER & SONS 26, Victoria Parade, Ashton, Preston, Lancs. Expert Model Yacht Builders Hooks extended for Corner Scraping. (30 years’ experience) FITTINGS SPECIALISTS SAVE TIME— SIMPLIFY WORK “ Alexalight ’? Metal Spars. Nothing better for superior smoothness and refinishing. FOR RE-SHARPENING Practical Sail Makers. Accessories. Power Boat Hulls. Send Stamp for Lists SKARSTEN SCRAPER FILE Sold at Ironmongers, Paint Shops, Racing Model Yachts Builders’ WHITE HEATHER Merchants, and Ships’ Chandlers, or write to : = SKARSTEN MFG. CO. WELWYN GARDEN CITY - TRADE SUPPLIED HERTS. FINEST SOFT PINE A Waterproof Glue Also Heat and Acid Proof. No more sewing joints. Specially selected for Model Boat All Building. thicknesses from 4” to 3”, widths up to 24” A permanent and Solid Waterproof Craft. Breaking strain in wooden joints, moist and normal, over 1,100 Ibs. per sq. inch. RECOMMENDED BY “MARINE MODELS.” Tin containing 2 oz. 8d., or 4 Ib. 2/I1, post free, from Anglo-American Pharmaceutical Co., Ltd., GALEN WORKS, DINGWALL ROAD, CROYDON. Phone: Croydon 3118. Trade Enquiries Invited. ALSO Prime Honduras Mahogany MODEL YACHT HULLS built from finest quality yellow pine planks to your drawings. Designs in Stock include: “Marblehead’’ CHETHAM TIMBER Co. Ltd., 70, FINSBURY PAVEMENT, LONDON METROPOLITAN Class at £3/10. When replying Class at £2. Power Boat Hulls from 8/- a ft. any type E.C.2 7418 36in. Trade enquiries invited Workshop: H. V. ROTHON, 180, Bury St., London, N.9 to Advertisers please mention MARINE MODELS. — INCORPORATING THE MODEL YACHTSMAN Vol. X, No. 12. Published on the Seventh of each Month March, 1938 EDITORIAL HE present number brings our Tenth fi Volume to a close, and though this Magazine has not grown in these ten years as much as we should have liked, we are still carrying on our work for all branches of marine modelling. We very much regret that Mr. J. B. Innocent has announced his retirement from the ‘staff of regular contributors to MARINE Moves. During the period he has been writing for these pages the sport of model speedboating has made remarkable advances, and we are sure readers will agree that Mr. Innocent’s articles have been a great help and stimulus to this end. We are in negotiation with a very well-known powerboat man to take over Mr. Innocent’s columns, and hope to be able to make an announcement about this next month. We are very glad to see a movement amongst model yacht clubs to push MARINE MODELS among their members, and also to take advantage of our Advertisement pages for announcing their important open regattas. Obviously, an advertised race meeting is one on which the promoters are spending money and trouble, and therefore worth while attending. Moreover, the insertion of these advertisements is a help and an inducement in the publication of reports. To increase and improve this Magazine is purely a question of receipts and expenditure. The drafting of a new Constitution for the Model Yachting Association has not proved an easy matter and has once more been put into the hands of a Sub-committee for preparation for the Association’s 1929 Annual General Meeting. In the meantime, if the formation of District Associations under the M.Y.A. is proceeded with, we venture to suggest there is much useful work to their hands. For instance, a careful survey of all waters used (or capable of being used) for model yachting would be most useful. In addition to plans showing sizes, surroundings, direction of prevailing winds, etc., such particulars might be added as whether waders are required, depths, seasons when weed is prevalent, facilities for maintaining head of water, facilities for stor- age of boats, accessibility, accommodation available in vicinity, attitude of local authorities to the sport, classes the water is suitable for, possibility of obtaining mates locally (and whether amateur or expecting payment), etc. This in itself is a very large task as a number of visits to each water would be required to see it under various conditions and at different seasons of the year. Again, each district might with advantage appoint a Press Representative to do what ScoTIcuS does for Scotland. A special feature might be made of helping new clubs whether affiliated to the M.Y.A., or not, and in general furthering the sport. 293 MARINE THE DIAGNOSIS By MODELS OF SAILING FAULTS YARDSTICK (Concluded from page 272.) NE of the most important influences on QO a yacht’s behaviour is that exercised of pres- by the shifting of the centre sure towards the leading edge of a keel or sail. If a piece of light cardboard is dropped from an upper window on a still day, its course to earth will be zigzag. Aur pressure will not permit the card to fall vertically, edge downward, and it falls diagonally. Suppose it does so, travelling from right to left. The air pressure banks under the leading edge until it becomes enough to lift the left edge higher than the right. The momentum ceases and gravity again comes into play, and the card makes another leg downward with the right edge this time as leading edge. And so to earth. This shows the shift of the centre of pressure towards the leading edge, and this same thing occurs with a yacht’s sails when she is sailing to windward. It also occurs to a yacht’s keel. The faster the for. ward movement, the more violent is the shift of pressure towards the leading edge, and the greater the pressure developed. Bearing this in mind, let us consider a yacht’s underwater profile. The more upright the leading edge of the keel, the more violent is the influence it exerts to drag the centre of lateral resistance forward. Now, in many model profiles, the leading edge of the skeg is at a sharp angle to the line of forward progression. Thus, under certain conditions, the leading edge of the skeg, by creating a pressure centre so far aft of the pivot point of the yacht, may cause her to run off the wind as speed increases. For this reason, the writer thinks a nearly horizontal leading edge to a skeg is advisable. The most usual cause of a model bolting in squalls is, however, a badly balanced hull which cannot be rectified, except by mending with a new one. If a model performs well to windward on one tack and badly on the other, either rudder, skeg or keel is probably out of line. It is, of course, possible that the yacht has twisted either in building or afterwards, and is bilateral. These points should be checked up one by one. Failure to guy properly can be most annoying. With a very high Bermuda mainsail, it is sometimes found that in hard winds, when sailing on the guy, the boom lifts. This results in the wind spilling from the upper half of the sail, and sometimes it will be found useful to put a second eye in the gunwale opposite the boom end. The guy is then led from this eye through a hook on the boom and down to the second eye which is somewhere opposite the centre of the boom. The rubber part of the guy will be in the latter half. Another cause of difficulty in guying is a very short mainsail foot, which seems to lack sufficient leverage to turn the boat in some cases. If everything else fails, a rudder guy will act in any wind, but is often difficult to regulate to a nicety. In a heavy boat in hard winds a rudder guy is really the only certain thing to bring the boat about. Failure to guy is, however, a minor matter that can usually be overcome, and usually entails no alteration to the boat herself. If a boat hangs in stays, a Liverpool Boy will usually cure this. A Liverpool Boy is a light rubber cord arranged to haul the jibboom to windward and box the head round. By the way, | omitted to mention the practice of using a jibhorse with a three-eyed jockey for guying. By hooking onto the leeward hook on the offshore tack a slightly slack jib-sheet can be given to facilitate the boat coming up into the wind, and the correct trim given for the inshore tack. A little piece of cork under one end of the horse will answer the same purpose. i In connection with the shift of pressure towards the leading edge of the sails and keel, it must be remembered that this movement prevents any reliance being placed on the oldfashioned theories of the relative positions of the Centre of Effort and Centre of Lateral Resistance. If a boat performs properly to windward but will not hold her course down wind, either the skipper is using his Braine gear badly, or something is wrong. The first thing to check is that the rudder is swinging freely. This should be tested with the rubber centring-line disconnected. A drop of paint or varnish that has run into the rudder tube often causes this trouble. Check also that the stem of the rudder is not bent, pintle in line, ete. MARINE Provided the sails are correctly trimmed and the steering gear set correctly, the next thing to check is that the rudder is effectual. If a rudder is too close to the surface, it will come practically out of water when the boat heels. The cure is to use a deeper rudder, or move it forward. If a rudder is too large the sails will not have the necessary power to actuate it against water pressure. If the rudder is too small it will lack power to hold the boat in slams. If the rudder is on the large side, even if the sails have power to actuate it, the steering effects may be too violent and make the boat hard to control. Boats with insufficient lead are often fast in light weather, but tender in a blow. An over-canvassed boat is wild and hard to control, even if she does not broach to and wallow. Naturally a boat with insufficient lead is easily overpowered and must come down to second suit while her rivals are still carrying full sail in comfort. The cure for this fault in a “ breadand-butter ”’ boat is, of course, to hollow more wood from the inside of the boat and make up the lead. Heavy masts and gear also make a boat tender, owing te the great leverage of weight aloft. If a model yacht points high on the wind but slides away to leeward, the cause may be insufficient lateral area, but, on the other hand, it may be that when pressed she lifts her keel and rises bodily on her bilges. Such a boat needs to be sailed at smaller angles, and the cure is to reduce sail. One most important point for the novice to remember is, that when an alteration, whether of trim to the gear, sails or keel, is decided upon, it is almost fatal to make several alterations at once. If this is done, one cannot gauge the result of each, and it is more than possible that one alteration is negativing another. This article by no means covers all the things that may be preventing a yacht performing well, but only a few of the most common. The novice must watch his boat and reason things out for himself. A brand new boat is unlikely to show her best form right away. The skipper’s task is to tune her up until she is performing as well as possible. Often a very minor adjustment will make all the difference. The present article is written to try to help the novice to solve his problems, but he must think things out carefully and his success will depend on his ability to do so. MODELS 299 SOUTH AFRICAN NOTES RAND M.Y.C. (JOHANNESBURG) Exactly a year ago, as a result of a challenge to model yacht owners, published in the local Press by our present Commodore, Mr. W. P. Twigg, some half-dozen men, who had built model yachts, got together, and from that meeting this club was formed. None of us had ever had any previous experience of racing, and the models were of all classes, but enthusiasm was unlimited, and we were determined to make the club go. Sailing water was found in the shape of a disused rain-water dam at the Geldenhuys Gold Mine, and until this dam dried up at the beginning of last winter, every Sunday was spent trying to evolve a_ practical method of racing and handicapping. During the winter the Rev. Peter Simons, of Platt .Y.C., Manchester, came out to take over the Transvaal area of Toc H., and at once became an active and enthusiastic member of the club. His previous knowledge and experience were invaluable, and on his advice we secured membership of the M.Y.A. and adopted their sailing rules. We also found more suitable water at the Simmer and Jack Gold Mine Reservoir, and since the beginning of this season (September, 1937)- have been enjoy- ing excellent sport every Sunday. The Commodore has just issued his Mid-season Report, and [| am sending you a copy, which will give you an idea of the progress the club has made. Our next aim is a municipal pond and a fleet of international A-class. After that, who knows but that the R.M.Y.C. may be represented at Fleetwood, sailing for South Africa. NoeEL CLAYTON, Hon. Sec. Commodore’s Mid-season Report The membership of the clubis now 20, four new members having joined since the beginning of the season. Eighteen yachts have been registered in the club’s books, as follows: International A-class 2, 6-m. 2, 10-raters 2, 50-800 9, 36in. Restricted 1, 36in. Unrestricted 1, 30in. 1. In addition to the above, four new 50-800 are under construction, and two new 36in. boats. It is encouraging to note that two international A-class boats are already sailing, and it is hoped that during the coming winter a sufficient number of members will build to this class to justify the provision of a separate Cup. In this connection it 1s hoped that if municipal sailing water is available next season, a boathouse will be available for storage of members’ yachts. The Simmer and Jack Reservoir, which was kindly placed at the disposal of the club by the New Con- solidated Gold Fields, Ltd., has been used for all racing this season, and has been found to be very satisfactory. Your Committee is in touch with the City Council of Johannesburg with a view to the provision of a model yacht pondin one of its parks. The club’s fixture list has been fully carried out, and the club has been fortunatein that on no occasion ,has racing been prevented by rain or lack of wind. The wind has blown very consistently from the North, giving very tricky sailing conditions, owing to the number of trees immediately to the North of the reservoir. At the beginning of the season entries were poor, but have improved a good deal, and all races have been very keenly contested. W. P. Twicc, Commodore. ‘a deSNS= By 5.oe i : d a _ Be Qe ‘i oa o # e ke a (Continued from page 279. ) N page 276 in last month’s number, | was able to publish a photograph of some members of the Victoria M.S.C. in 1908, and asked readers how many they could identify. I list (standing left 6th, Geo. Crow; E. W. Vanner; Buckle; 14th, T. can now give the following to nght): 4th, W. Smith; 10th, Harry Cousins; 11th, 12th, A. Davis; 13th, Evans; 15th, C. Duddles; 17th, Sam Parker; 19th, — Dobson; (im front) W. Poole and W. E. Blaney. It is an interesting commentary on this 1908 picture to draw attention to the speed-launch in the foreground. This petrol-engined boat, built by Mr. William Smith, created an immense sensation in her day by tearing across the lake at the unprecedented speed of m.p.h. ! te GROUP OF MEMBERS OF VICTORIA M.S.C. IN 1920 10 MARINE As a successor to the 1908 photograph, I am now able to publish a photograph of members of the same club taken in 1920, The members are (back row, left to right): Davis, G. Crow, — Lutz, Ernie Vanner, — Mills, — Groves, . — Lutz, ; (in front, left to right) , — Salter, , W. Poole, . — Curtis, — Marshall, The launch in the left foreground belonged to Mr. A. Davis, and was built by the one-piece method he invented. In my last I was describing the day cruiser “ Fairycraft,” built by Mr. Arthur Davis, of the Victoria M.S.C. Before describing the method of building I will give the dimensions and a brief description of the boat. She is 5ft. overall with 12in. beam, and weighs approximately 23 lb. allon. As will be seen from the photographs, “ Fairycraft ” is a fast day launch of the river or estuary type. There is a saloon coach-roof forward, deckhouse wheelhouse of the semisunk variety amidships, and a large open well aft. The hull is bright varnished with mahogany sheer strake. The deck is linedout and has a mahogany-coloured covering board. The coamings are mahogany, cab‘n top and top of wheelhouse white enamelled. The doors of the deckhouse are panelled-out with veneer, and the slat seats in the well are mahogany. Altogether, she is a very hand- MODELS 301 some example of her type. I have spoken of “ Fairycraft’’ as a onepiece boat, and, actually, the entire two sides of the boat are made in one piece, from gunwale to gunwale, from a single sheet of threeply. Naturally, the boat has a framework, which consists of stem, keel, two floors (which also act as engine bearers), bilge stringers, inwales, and, of course, the transom. The stem consists of three separate parts— the outer stem (or stem proper), inner stem (or apron-piece), and angle-p:ece (stem knee), joining stem and keel. The joint between inner and outer stems is arranged to fall along the rabbet-line (i.e., the front edge of the groove in which the side-planking lies). This arrangement has the advantage that the stem can be readily repaired in case of damage by collision, and it also facilitates construction, as will be clear when the actual building is described. The keel also ts in two parts—the outer keel (or keel proper), and the inner keel (known as the keelson or hog-piece). The three-ply forming the sides is bent across the boat from gunwale to gunwale over the inner keel, and the outer keel put on outside, so that the three-ply lies between inner and outer keels. Neither keel nor keelson extends the full length of the boat, the former terminating slightly forward of the stern-tube, and the STERN VIEW OF *‘ FAIRYCRAFT "' (MR. ARTHUR DAVIS, VICTORIA M.S.C.) 302 MARINE latter forward of the bevel gears, through which the drive is taken to the propeller-shaft. In boatbuilding the term “ floor” is used to denote a thwartships member of the framing extending from bilge to bilge across the floor of the boat. It can also be used for the bearing surfaces of the hull, as is evident from my last sentence. The bilge stringers rest on the floors to which they are screwed, thus forming a brace to the whole boat, as well as a firm engine-bed. For the benefit of any reader who does not know what an inwale is, | may explain that this is a ribbon or batten inside the gunwale. It serves the double purpose of bracing the sides and stiffening the boat longitudinally, as well as supporting the deck and deck beams. In fact, another name for it is the “ shelf.” Naturally, this form of construction limits the builder to a certain type of hull design, since the shape must be one that permits the bending to be accomplished reasonably easily. In the case of “ Fairycraft ” the reverse curve ‘s a bow flare is built onto the plywood ull. The actual method of getting the shape was as follows. The shape of the transom being decided on, it is marked onto wood of suitable thickness and cut out. The sheet of three-ply which is to form the sides and bottom must then be marked out. Draw a centreline, and, having measured the circumference of the transom from gunwale to gunwale, set off half this distance on each side of the centreline at the after end. At the forward end draw two lines at an angle to the centreline. The angle of these lines to the centreline will be governed by that of the stem with the keel. Mark off on either side of the centreline on these forward lines a distance equal to the length of the stem. Next join the points so found to those found at the stern for the corners of the transom. Now, obviously the position of these side lines will govern the amount of material available for the skin of the boat. If these are left deadstraight, either the boat will be too full or the sheer will become a reverse curve. On “ Fairycraft,” which is 5ft. long with 12in. beam, the sides were cut with a lin. hollow (concave) curve. If the hollow is overdone, the boat becomes too lean-gutted. A few experiments with cartridge paper will give the idea. When the three-ply has been cut and marked, the inwales are tacked in position along the top of the sides. The three-ply is then gradually pulled up to shape round the MODELS transom, using pieces of cord to hold it. When it has eventually been got to shape, the sides are fastened to the transom. By the way, the inwales are butted against the transom and not checked into it. The inner stem and hogpiece next go into position, and floors and other members inserted in due course. In boatbuilding it must not be forgotten that the whole structure is in the nature of a box girder, and therefore not only are thwartships members required but also longitudinal stiffening to prevent the whole construction hogging and working. If, owing to machinery installation, the inner keel cannot extend the full length of the boat, good strong longitudinal girders (in this boat taking the form of bilge stringers) must be provided to take up the strain aft of the keel. Further, these should overlap the keel as far as possible in a longitudinal direction. It is exactly the same principle as that used in plating a ship, where the butts of two adjacent plates must never be vertically one above the other, or a weak spot is introduced. I think that if the reader will consider the above carefully in conjunction with the description of “ Fairycraft ’ and the description of shaping the sides, he should have little difficulty in building a hull by these methods, provided he experiments carefully beforehand with stiff paper templates. The great merit of this form of construction is that it is very quick and easy, and therefore suitable to amateur builders whose time is limited. Before leaving the subject of “ Fairycraft ”’ attention might be drawn to the hefty mooring cleat, which can be seen on the after-deck in the photograph published this month. This was made from a T-shaped cabinet handle, with a bolt and nut at the back. It serves the double purpose of mooring cleat and lifting handle. She has a similar fitting forward. With the help of a friend the boat can be lifted and carried with the greatest ease. Another interesting point about this boat is that the forward deck is very steeply cambered. In order to avoid the possibility of the deck beams straightening out with consequent loss of shape, they are supported underneath by kingposts. A “ kingpost,” by the way, is an upright support stepped on the keelson. It may be interesting to add that since Mr. Davis launched the rebuilt ‘ Fairycraft ” last year, she has been running very well—still with the same old engine, and she figured prominently in one of the television pro- MARINE grammes staged last summer. This winter (1937-38) Mr. Davis has built a hull on the same principle for Mr. Arthur Pierson, whois a fellow member of the Victoria Club. This boat is, however, considerably improved in appearance by a more modern deck lay-out, making her into a very smart type of estuary cruiser. I understand that Mr. Davis intends to alter his own boat in similar fashion in readiness for the coming season. A good many of my readers will be getting new boats ready, and it occurs to me that amongst these there may be some with breadand-butter hulls. If these are being varnished and it is found that the casein glue has stained the wood at any point, this can be rectified by bleaching the place with a weak solution of oxalic acid. The acid can be obtained at any chemist’s, and the process is exactly the same as when straw hats are cleaned. The acid has to be diluted to a suitable strength, but the chemist will advise you on this according to the strength he stocks. If one application does not do the trick, it can be repeated. Strong acid requires careful handling and should not be allowed to get onto the skin. Various acids and chemicals are used for finishing, etc., in model-making, and the greatest care in handling is desirable, or irreparable damage may be done. A single splash of acid in an eye for instance may destroy sight. When not in use these chemicals should be securely locked away, especially where there are children. Further, all bottles should be plainly labelled. Here is another useful little tip. Where acid has to be applied in a small corner and just a tiny drop is needed, take a small sliver of pointed wood, such as a wooden toothpick. Take out a few strands of cotton wool and fluff it out. The slight roughness of the wood will pick up the wool and turning the stick will cause the wool to wrap round the end MODELS 303 MODEL YACHTING AND EMPIRE EXHIBITION, SCOTLAND, 1938 ODEL yachtsmen throughout the world will be interested to learn that a standin a very prominent position in the Palace of Engineering at the above Exhibition has been booked by the Scottish Model Yacht Association. The number of the exhibit is E.187A, and is the first stand to the right of the main entrance of the Palace of Engineering. It has taken the Scottish Secretary close on 2 years to arrange the matter with .the Exhibition Authorities, but, after many refusals and a very strenuous uphill fight, a site listed at £169 has been secured. Plans are meantime being prepared for approval by the Exhibition Committee, and while the general lay-out of the stand has been approved, the details have yet to be completed. Generally speaking, the stand will have the appearance of a yacht or ship’s deck with the necessary bulwarks or rail in front, and with floor cambered. Ventilators, cleats, belaying pins, fair-leads and a small saloon will complete the effect. It is hoped to have about 12 model sailing yachts from various parts of the home counties and overseas Colonies. The Palace of Engineering will be open from 10.0 a.m. until 9.30 p.m. from Monday to Friday, and from 10 a.m. until 10 p.m. on Saturdays. SOUTHEND M.Y. & SHIP CLUB The Fifth Monthly Meeting was held on Monday, February 7, at the Coronation Café, Hamstel Road. There was a good attendance and two new mem- bers were placed on the books. Membership has been growing steadily during the winter months, and it was found necessary to elect two more officers on the Committee. They were Mr. Blakely, Senr., and Mr. Phillips. Several new boats are being built, and the club is now affiliated to the M.Y.A. A race meeting was arranged for Sunday, February 13, and was weil attended; 36in. and local classes were sailed owing to the direction and force of the wind, which was blowing a full gale. The course was rather difficult, and the winner was Mr. R. Beames, who, in the final race, beat Mr. Phillips (ketch) with his 36in. Sharpie. It was not the fastest boat that won the day, but the boat that could hold to a long beat to windward. Mr. F. Shirley (Sec.) was O.0.D. A full season’s programme is being arranged, and will be announced in these pages as soon as possible. forming a tiny mop. I have as yet seen very little of the new season’s constructions, but I am hoping that we may see some very fine craftin due course. New recruits to the sport often err sadly in their choice of a prototype, selecting most difficult subjects to model. It is far better to make a good model of a simple vessel, than a bad model of a battleship. It may be taken as an axiom that the larger the prototype, the more experience is needed to make a perfect model. Far more plans and information are now available for novices, and therefore one may look for improvement in this respect. MODEL SAILING CRAFT By W.J. DANIELS and H. B. TUCKER. Profusely Illustrated with 7 Complete Designs, 163 Diagrams and numerous Photographs. Price 25/-, postage 9d. The Best Textbook for Model Yachtsmen. ORDER YOUR COPY FROM: Marine Models Publications, 52, Fetter Lane, London, Ltd., E.C.4 304 MARINE MODELS PETROL ENGINE and HYDROPLANE TOPICS By J. B. INNOCENT (Concluded from page 231.) \X/ series of regular contributions to so we will take it first. I have already written quite a lot on the essential point of mechani- shall regret the break, but | feel that the time has come when, in fairness to my readers, to Mr. Tucker, our Editor, and to myself, I should give way to newer blood, endowed with the enthusiasm for the game which | had myself. I now find it impossible to give practically again emphasise this important matter. Given an engine that is mechanically sound, it is ITH : this article MARINE MopELs. I am closing my In many ways | the whole of my spare time to powerboating as I used to, and, in addition, the amount of spare time I now enjoy is considerably re- duced: Thus, if I was to go on it would be largely as a journalist instead of a powerboat ' enthusiast, and, whilst some journalistic ability is essential, it should be the secondary consideration. WhenI started the series it was my earnest desire to help the movement towards a definite improvement in performance. Certainly, the improvement has taken place, for when | started 30 m.p.h. with a petrol-engined boat was spoken of with bated breath, whereas we have now seen 50 exceeded for a short burst, and look forward to the record being put above this figure with confidence. How much of this improved standard is due to my writings is extremely doubtful, but I think I may claim at least a share in the credit, and particularly so when I remember that the boats that are so close to “ Betty ” now all incorporate some feature to’ be found advocated in my articles. At the time of writing I am uncertain who is to take over. I am hoping it will be Mr. Pinder, of the South London Club, for I shall then know that my readers will lose nothing by the change, as he is a man who can think for himself as well as being sufficiently observant to benefit by the experience of others. Now for a general closing review of the things that lead to success in the speedboat world. | Whether to give the hull or the engine pride of place I am uncertain, for whilst a good hull needs power to win, so a good engine must be kept on top if it is to conCertainly the tinue its power production. engine calls for the expenditure of the greater amount of time both in building and tuning, and then continues to demand a lot of attention to keep it at the peak of its form, cal strength in the engine structure and would worth tuning to high power output, whereas a flimsy motor will either break down or utilise any increase in power in bending itself. Next, accuracy in manufacture is a matter quite as important as the last, for as loads rise with increase in power so do losses owing to friction. Actually, extra rigidity calls for an increase in accuracy, as the structure cannot give to take up any errors, whereas an increase in accuracy may relieve a flexing motor of a strain that is causing trouble, thus making rigidity less important, but if the power is then increased, flexing may again intrude, so more rigidity is required. Thus, it will be seen that both correctness in design and accuracy in execution are two basic essentials. The ability to breathe has a direct bearing on power output, but it is possible to use excessive valve sizes, though very difficult, but it is easy to use excessive lifts and accelerations. If you go to extremes with the cam contours do not be surprised if the valve gear fails or valve float sets in. Now the last year or two has not seen the increase in reliability we should have liked, so we will now enquire into what stops the motors. Mechanical failure sufficient to stop an engine is rare, and it is usually lack of fuel or sparks that is responsible. Fuel feed trouble has caused me more than enough worry, and I do not know that I have really solved the problem even now. It is essential to see that the lay-out does not permit centrifugal force to cancel out part of the bladder pressure or pile the petrol against the outer wall of the tank when the feed is taken from near the inner wall. Then there is the matter of inertia, which causes the fuel to try to get left behind whilst the boat accelerates, and this is followed by inevitable surging. To overcome this the feed is taken from a point towards the back of the tank via an added feed sump, which is fed by two smallish holes from the main supply, thus providing an effective baffle. In addition, the float chamber must be forward of the jet, and then MARINE sufficient filtration must be provided to keep the jet clear. The spark problem has troubled me less, that is, apart from plugs, but there have been It was a condenser-lead spots of bother. Platinum failure that spoilt our best run. points fitted to a good car-type breaker worked by an easy cam prevent.a lot of trouble. Coils can now be obtained commercially that are really sound and reliable, but I shall continue to use the one I made from half a “Tin Lizzie” secondary. Broken L.T. wires should not stop you, as there is no real difficulty in duplicating the whole of the low tension circuit. Accumulators are definitely best serviced at home, and, with reasonable attention, give very little The charging station people will trouble. persist in overcharging these small cells, so that plate disintegration naturally sets in and the battery becomes unreliable. We have still to find the true solution to the plug difficulty, though we may have it in the new E.R. plug, which is being made in the 12 mm. size. It is a case of finding a happy medium between excessive hardness with its attendant oiling up, and softness with its preignition. In this connection | must remind you that there is a limit to the amount of oil any reasonably hard: plug will put up with at starting, so be satisfied that the oiling is due to a hard plug and not to excessive oil passing the piston at low-engine speeds. Splash lubrication can often cause trouble of this sort as a full feed to the piston is obtained when r.p.m. is strictly moderate. Now the hull question: design the hull for its job and don’t worry about looks; then build it true to the design. Having finished it, check it over and satisfy yourself beyond all doubt that it is in line and that the angles at least approximate to your intentions. In the building be careful to avoid straining any part into place, for where there is a strain there will eventually be a warp. During assembly, take due precautions to prevent water getting into the joints, and, after finishing, waterproof the whole job with yacht varnish. When running the hull watch its motion carefully so that alterations in loading or drive angle are the result of reasoned thought. If a hull suddenly changes its behaviour, check it over for warping, and after resting it, seal any cracks in the varnish. A fault developed in this way may often be corrected by a redistribution of weight. As to planing angles, all I have to say is that moderation is a sound policy. 305 MODELS In the foregoing the chief theme is attention to detail, and this is the true secret, for it is the split thous. in the original mechanical structure of the engine and its subsequent adjustment to precise positions arrived at by due thought or methodical trial and error that gets the utmost power to feed to the hull. This, in turn, can only use the power if the attention to detail has enabled the builder to produce the intended shape, and it is detail work again that decides how long this shape will be maintained. In one of my earliest articles | mentioned the possibility of severe criticism from older hands at the game, and would again emphasise the advisability of listening to all they have to say. Having heard them, don’t rush off and try to put all they have said into practice; sort it over carefully and you may find something of great value to you amongst a lot of things for which you will have no use at all. In fact you should always remember that if anyone is doing any good at all he must have put in quite a lot of work and learned many useful lessons. Some may get towards the front by copying the work of the leaders, but it will be very few, and their chance of maintaining their position for any length of time is remote unless they have real ability and have only copied another in order to avoid spade-work, which has been satisfactorily carried out by someone else. Now we will consider the people in charge of regattas. These good folk put in an enormous amount of their spare time to your benefit—so much so that they can rarely run a boat themselves, but with all the goodwill and experience in the world they will never please everybody. May I ask you, then, to give them as square a deal as you are hoping for. Put any grievance you may feel, before them in a level-headed way, and then take their decision without argument. If a matter of any moment is not appealed on, a needless sense of grievance may grow, and a grievance is a nasty thing to have hanging around. The other side of the picture is also worth comment, and particularly on one point. We powerboat people are an extremely democratic crowd, and whilst we realise the need for officials, we loathe anything remotely suggestive of officialism. Organise things, by all means, but some elasticity is essential, for our nerves (Concluded at foot of left-hand column on page 306.) 306 MARINE SHIPS’ MODELS ANCHORS By A. P. IsArD, A.M.I.Mech.E. (Continued from page 274.) 3 HE very interesting Patent Anchor by Hawkins, which will be seen by refer- ence to Fig. 13, closely resembles the well-known Byers anchors so much in use today. The anchor is stockless, and was an entirely new departure in both design and construction. Although ultimately discarded, time has now shown that it was much before its period, and, with the advent of modern machinery and methods of manufacture, its construction is simplified. Possibly the lack of tools and knowledge in workshop practice of the day, together with cost of production —a serious consideration then as now—may have been factors against its general use. In this connection, and having regard to the more or less crude equipment available in the smithies of the period, a glance at the sketch will at once suggest several constructional difficulties. The anchor is really neither of the solid nor of the portable category. Its important characteristics are the complete elimination of the stock, in itself revolutionary, and both arms working together in unison with a rotary motion about themselves within the forkended shank, the angle (or arc) through which they are allowed to move being controlled by a toggle acting as a stop. Several advantages were claimed over any other kind of anchor. Since the two arms are arranged to nip the holding ground together, the holding power was contended to be equal to that of two ordinary solid anchors of the same size, but with considerably less total weight for man-handling purposes, in spite of the fact that the arms were necessarily of larger cross-sectional area than the arms of a PETROL ENGINE & corresponding solid type anchor, mainly owing to the absence of any stock. Experiment also showed that it would not foul or chafe the cable as much as other solid and portable type anchors of the day. In addition it proved to be easier on the tackle when breaking ground, and was almost free from likelihood of causing damage to the topsides and bows of a ship when the operation of weighing anchor was in progress. Still another advantage put forward was that it could not damage the bottom if a ship grounded upon her anchor, owing to the absence of an upended arm, which had been a frequent source of serious trouble. It should be particularly noticed that the arms are not fitted with palms but are forged with four flukes of very heavy nature. The crown of the toggle is fitted with an eyepiece for a tripping line, if required, while the arms are a very easy fit in the fork-ends, even to a degree of slackness, to ensure positive motion. The angle of the arms is fixed by the rounded edge of the toggle coming into contact with the top of the fork through which it cannot pass, and most of the strain is taken at this point. Obviously, in addition to its other advantages, the facility of stowage in less space is not without importance. Another stockless anchor of about the same ae HYDROPLANE TOPICS (Concluded from page 305.) are at times as highly strung as our engines, for many of us have worked into the early hours of the morning when things have gone wrong. With this I take my leave of you all, hoping I have been of some service in the search for speed in the past, and wishing you success for the future. id Figure A MARINE —._} Figure —————— 14 date is the “Parachute,” perhaps better known as the Mushroom,” illustrated in Fig. 14. This consisted of a cup-shaped crown, and the shank, which was provided with a of this, shoulder, passed through the centre being secured by riveting over. The three holes shown in the drawing were for the purpose of allowing mud and water to escape during the operation of weighing anchor. The holding power of such an anchor could not be compared even with an ordinary simple type, and the expense and trouble to be faced in forging, say, a heavy anchor of about three tons, would undoubtedly be prodigious, so it would appear that its only advantage is the absence of a stock, - Reports of experiments from Naval Officers pronounced it neither mechanical nor nautical. Nevertheless, anchors of this design can be seen to-day in very small sizes for small craft, so these brief notes may be of value to the model maker. This anchor has the advantage of being very easily made in small sizes, but it is a moot point whether the sludge releasing holes are of practical value, except in large sizes, since they would certainly reduce the holding power by their area, and the extra weight of sludge brought up when weighing anchor would not put much extra percentage of strain on the tackle. It is suggested that the crown might be fitted with a shackle for a tripping line so that the anchor could be capsized after being broken out and so rid itseif of mud and debris, but this appendage would not be accurate to the prototype. A short digression might be made at this point about the general construction of anchors and their design. It will be realised, by this time, that an anchor is not quite such a simple affair as a plain hook, but embodies considerable mathematical calculation together with many practical considerations, most of which are somewhat beyond the scope of MARINE MODELS, and certainly unnecessary for the model maker. Most model anchors are for show, and even if intended for actual use, will not be generally subjected to even pro-rata strains. 307 MODELS If proving faulty in either design or workmanship, they will not endanger considerable material loss nor human life, both of which the anchors of a full-size ship may be responsible for. Nevertheless, the model maker should be careful that his anchors are correct to the prototypes in appearance, and both scale and material should be represented accurately. Real anchors are Soraye of wrought iron, sometimes galvanised. If the model maker prefers to use a non-ferrous metal, such as brass, with its facilities for easy soldering and working-up, then the models should be carefully finished off by painting with aluminium paint to represent galvanised work, or chemi- cally treated and coloured to represent wrought iron. Avoid ordinary black paint or enamel. Fig. 15 illustrates a common fault often seen, and let it be whispered, sometimes in real anchors. The point or pee of the arm should be of such a curve that it would naturally enter the ground in the manner shown by the full lines in the drawing. The dotted lines indicate a badly formed pee and arm, with which an anchor would have difficulty in nipping, even if it did at all. Many real anchors as used by the Navy and the Mercantile Marine are subjected to a rigorous proof test before being passed into service. This is done hydraulically, and the testing of new designs or materials is often carried out to complete destruction, and is called the “ destruction test.” The model maker could interest himself in testing his own anchors, say, for bending, by rigging up a simple apparatus of string over pulleys and carrying a small platform for adding weights. For this test the anchor arm must be held rigidly. For testing holding power the anchor arm should be embedded in different kinds of ground, and tests made for each. (To be continued in Volume XI.) Figure 15 308 MARINE MODELS “GLASGOW ”—A TOPSAIL SCHOONER OF 151 TONS By G. W. Munro (Concluded from page 285.) if HERE are to be five breast hooks—the upper one to be 12ft. long, sided Qin. and moulded 10in.; the one under the main deck is to be 12ft. long, sided 12in., and moulded 13in.; all the other hooks to be 14ft. long, sided !lin., and moulded 12in. They are to be fastened with eight iin. diameter iron bolts in each arm, and each to have one bolt in the throat, to go through and be clenched on the stem. The throat bolt, and one in each arm of the main deck hook, to pass through the length direction of a carling, and be clenched on the aftermost side of the forebeam. The hooks below the main wales ate to be bolted with copper bolts, in diameter as stated above. The principal hold, or ‘tween deck, beams are to be of oak, and in number as per plan, with one or two more if found necessary. The largest to be six in number, and 12in. square in the middle, and 73in. moulded at the ends. The others are to be diminished in scantling in proportion to their length and situation. All the hold beams are to be double kneed as far as can be got; the midship knees to be 6in. sided and moulded not less than 8in. on the arms, and to be bolted through every timber with Zin. diameter bolts —three in the beam arm. To _ have strong carlings on each side of the ‘tween deck main hatch, 7in. sided and moulded. These to be secured to the side and partners of the hatch with iron knees at each end. Clamps for the upper deck beams are to be of the same size and done in the same manner as those for the hold beams. The main deck beams are to be of oak, in number and situation as per plan. There are to be six midship beams, each 104in. sided and 10in. moulded in the middle. The others are to be diminished in proportion to their length and situation, and the whole to be double-kneed as far as can be managed. The midship knees to be 53in. sided, and bolted through every timber in the side with din. diameter bolts. Each beam arm is to have three bolts. The whole deck frame is to be completely warped with ledges and carlings, and not more than 2ft. apart; the carlings are to be 44in. sided and moulded, and the ledges 341n. square. The partners of the main and fore masts are to be 9in. broad and 7in. deep. The stepping pieces for the capstan are to be 104in. sided. In depth they are to be the same as the beams to which they are fixed; the ends to be let into the beams lin. and fastened with two angular bolts through the beam at each end. The main deck is to be planked with Danzig or Memel fir 3in. thick. The breadth is not to be less than 6in. or more than 9in., and all to be double nailed. The hatches, scuttles, etc., to be situated (and of the same dimensions) as shown on the plan; the coamings of the main hatches are to be 9in. above the deck at the side, and 6in. thick. All other coamings are to be in depth and thickness as may be required for the intended trade. All the coamings are to be of English oak, and let down to the beams; the side carlings of the hatches to be properly checked into each other, and fastened down with #in. diameter bolts. The waterways are to be of English oak 5in. thick and 9in. broad; to have two strakes of oak plank inside the waterways on each side, 74in. broad and 3in. thick. These strakes of plank are to be fixed down to the beams with two small 3in. copper bolts in each strake and beam. The waterways are to be fastened down in the same manner. The abovementioned strakes and waterway to be bolted to the side through every other timber with 3in. diameter iron bolts where it can be done; the said waterways are to go all round the vessel, both bow and stern. The vessel is to have 14 iron hanging and staple standard knees for the hold beams; the iron hanging knees are to be 4ft. in length on the side arm, 3ft. 3in. on the beam arm, 3in. in breadth, 23in. thick at the throat and 3in. at the points. There are to be four bolts in the side arm, the two uppermost lin. diameter. There are to be three bolts in the beam arm, the two next the throat to be lin. diameter; those next the end to be 3in. diameter. There are to be eight staple standard iron knees with 3ft. 6in. beam arms 3in. thick at the throat and in. at the points, the breadth being 2Zin. These MARINE ~ 3 knees are to be bolted with the same size of iron, and same proportional number of bolts as the hanging knees mentioned above. There is to be an oak plank on either side of the main hatchway for fixing ring-bolts, etc. These planks are to be 34in. thick. The vessel is also to have proper oak chocks and oak plank for fixing the windlass and the winch. The pawl bitt is to be 10Zin. sided good oak and moulded 11Zin. The windlass is to be 148in. diameter and of good oak. The windlass bitts are to be 4Zin. sided. The breadth or moulding way of the windlass bitts is to be 143in. The spindles are to be 24in. diameter in the round. The windlass is to be fitted with patent cast-iron wheel and pawls, with cross-rail and belfry. The winch bitts are to be 5in. sided oak. The catheads are to be of sufficient length and strength, and the capstan of sufficient size, with all the necessary parts. The stanchions for the main rail 61n. in breadth at the gunwale and 44in. at the rail, are to be 4in. thick at the gunwale and 3in. at the rail. The stanchions, where intended to serve as timber heads, are to be as large as is necessary. The main covering boards are to be 34in. thick English oak, and are to be bolted down to the waterways and plank sheer with 3in. iron bolts, and to have a bolt passing through every stanchion and timber head; the bolts ta be 3in. and clenched. The main rail is to be 7in. broad and 44in. thick American elm, and to have mouldings on both edges. The taffrail is to be of oak, 13in. in breadth at the middle and 10in. in breadth at the side-rail, and to be 34in. thick throughout. All the taffrails are to be kneed to the side-rails. The channel wales and chain work, with all other eyebolts, plates, rings, and ironwork of every description that is attached to the hull of the vessel is to be carried out in a satisfactory manner. The rudder is to be made after the most approved manner, copver bolted, and fitted with copper or composition rudder bands of the best quality. There are to be three bands below the counter. The diameter of the pintle of the lowest band is to be 23in., of the second band 24in., of the third band 24in. The cabin and fo’c’sle decks are to be 2in. thick. The length of the cabin is to be from the seat of the transoms to the main bulkhead. The fo’c’sle deck is to be from the stem to the hold bulkhead. The coamings for the cabin skylights are to be elliptical, circular or square, as required. MODELS 309 The main channels are to be 14ft. long and of oak; they are to be 341n. thick at the inner edge and 24in. at the outer edge. They are to be lft. 2in. in breadth, or broader if required to clear the shrouds from the rails, etc. They are to be bolted to the side with five Zin. bolts. The fore channels are to be as mentioned for the main channels. The plan of the deck appeared together with the lines in the January number. It should be pointed out that several deck details are not shown as these were, and still are, arranged after the ship is fairly far advanced, and never appeared on the plans, but were fashioned and placed just ive: the superintendent captain fancied. THE END BURY M.Y.C. Our fixtures for the 1938 season are well in hand —inter-club matches, home and away, have, as usual, been arranged with Fleetwood, Platt, and South Manchester Clubs for 10-raters, and with Blackburn and Burnley Clubs for races with 36in. Restricted yachts. Our experience in the past few years proves that inter-club matches provide not only good sport and opportunities of comparing the capabilities of the various crafts, but foster good relationships and are a means of making many new friends. In addition to the above matches we have club races almost each week of the season for prizes and Cups. This year we are holding ‘* Open ’’ events for 36in. Restricted class yachts on May 7, and for 10-raters on September 17, limited to three boats per club. Details later. HASTINGS & ST. LEONARD’S M.Y.C. Sailing this month has been confined to practice events in readiness for the opening of the racing season in April. In spite of inclement weather, six or eight enthusiastic members turn up regularly every Sunday at the Spoon. There is a fine level of water now, and for actual sailing the conditions are often better at this time of year than during summer. Many enthusiasts, both in the power and sailing sections, are still busy in their workshops, and the results of their labours will be looked forward to with interest. The lake in the Alexandra Park has now been cleared of weed, and powerboat members are taking full advantage of it on Saturday afternoons. FlePiy. REGISTERED 36-in. RESTRICTED CLASS ‘Littlejohn’ design. Chromium fittings; duralumin spars; jib steering : 2 suits ‘‘Drown” sails. Very fine boat. £5, or near. Seen London. M. Evans, ‘‘ Chesilbank,’’ Digswell, Welwyn, Herts. 10-Rater, mahogany planked, chromium fittings, 3 suits and spinnaker. Cup winner. Excellent condition. Seen London. £410s. Box No. G1728, ‘‘Marine Models,’ 52, Fetter Lane, London, E.C.4. 6-METRE YACHTS, ‘‘ SUPREME” & ** ELLA,”’ 4th and 5th Robertson Cup, 1937. 4 suits sails each and spinnakers. Best offers. Secretary, Fleetwood, M.Y. Club. 310 MARINE MODELS THE 36-in. CLASS RULE AGAIN ALTERED BY LETTER has been received by the ts from the A Editor of Marine Mope Club Measurer of the Guildford M.Y. & P.B.C., protesting against the alterations made to the 36in. Restricted Class Rule at the Annual General Meeting of the Model Yachting Association last month. This letter has been handed me by the Editor with a request for my comments thereon. First, however, for the letter, which runs: Sir,—My Committee desire me to write to you with reference to the proposed alteration of the rule governing the measurement of the 36in. Restricted class model yacht, which was passed at the M.Y.A. Annual General Meeting. We view with consternation such frequent changing of the rule, and feel that not only is it a retrograde step but one calculated to bring such a popular model into disrepute. In 1936 these boats were measured by the box rule, i.e., the hull should be able to go into a box 36in. long by 9 in. wide by Ilin. deep as near- as possible to an even keel. It was found that a number of boats were being designed and built that, while they would go into the box, a considerable amount of tipping was required. In order to prevent this ‘* cheating the rule '’ method, which was not consistent with the best interests of the sport, the M.Y.A. last year issued a new rule (which was presumably carried and accepted by 36in. owners and interested clubs), in which the hull should be 36in. long, Yin. in the beam and Ilin. deep, when measured on a line of flotation, i.e., maximum draught plus maximum freeboard equals 11in. They also issued a printed slip rescinding all previous rules, and stating that the new rule remains in force until the end of 1938! At this year’s meeting, Mr. Tansley, of Brighton and Hove M.Y.C., proposed that the old box rule should be reverted to with tipping allowed. This was carried, so we are in the extraordinary position of having, in a space of less than two years, three different rules for the 36in. hull! As the line of flotation rule was not rescinded at this meeting, are we to assume that two rules are in existence to-day, or is Mr. Tansley’s proposition out of order? All 36in. boats built and registered during 1937 should conform with the line of flotation measurement and their certificates hold good until the end of 1939! And now it seems that these may so soon become obsolete as with tipping allowed it is possible for a hull to go into a box of llin. deep which would be 12in. or 13in. when measured by draught plus freeboard method, thus having two distinct boats in the same class! In order to clarify the whole question we should be pleased to have the answers to the following : — 1. 2. 3. Does Does both What the printed slip hold good for 1938? Mr. Tansley’s proposition mean that rules hold good until the end of 1938? do other 36in. clubs think of this? W. F. May, Club Measurer, Guildford M.Y. & P.B. Club. ANON. Although Mr. May refers to the ‘* proposed alteration,” unfortunately it has been passed by the Association. It is a very great pity that matters of rating rules should be subject to alteration in this fashion. What is the true history of this matter? When the rule was drafted, it was the intention of its framers that the total depth of a boat should be maximum freeboard plus maximum draught, and should not exceed |lin. in all. Those who framed the rule were well aware that boats produced under an overall length restriction must be subject to certain disadvantages. The system of box measure-. ment was sprung on the Association as an amendment at the Annual General Meeting where the rule was originally passed. With all due respect, I think that had this amendment received due consideration it would have been rejected. Unfortunately, the bulk of members at a General Meeting are not designers, and so it was passed. For a time all went well with boats under the rule, and then some ingenious person discovered that by cutting down freeboard aft, and slewing the boat, additional draught could be obtained. The resulting boat was a ghastly looking craft, but defeated normal boats simply because the extra draught obtained enabled it (I won't call it “her”) to carry more sail. Unfortunately, owners of normal boats under the rule—designed in the spirit of the rule—could not alter their boats to gain extra draught without cutting them all to pieces. Let me disclaim any intention of discrediting the designers of the freaks. They were within their rights to take advantage of any loophole in the rule, and they gained the benefit of it until, the matter having been brought to the attention of the M.Y.A., the restriction as to depth being the sum of freeboard and draught was inserted in the rule, and the stupid box measurement amended. This was done at the beginning of last season, and was nothing more than a ruling or provision confirming the original rule and maintaining its intention. Under this ruling what was the position of the owners of the freaks? All they had to do was to curtail their stolen draught to one similar to that of normal boats—a very slight alteration to the fin being all that was entailed, and cut their canvas down to whatever the altered boat lO ee MARINE would stand. Of course, they still had their hideous freak models, but they were under no disadvantage in competition with better look- _ing models thereby. But the freak owners were not satisfied. They wanted the advantage of that extra draught in competition with normal boats, and no doubt they took into consideration that the normal boat owner could not alter his boat to get the same draught and sail-carrying power. They, however, forgot that this will cause the normal boat owner to build a freak himself, and the present freaks are just nothing to the possibilities that the legalisation of the tipping method of box measurement entails. In fact it simply means that any 36in. Restricted class boat built hitherto is a back number. The fact that the Resolution passed at the January Annual General Meeting did not include the proviso that the depth definition given in the rule published in the 1936 M.Y.A. Rules is rescinded, really annuls any effect of the Resolution. For while there is now no objection to the boat being put into the box tipped to any angle fancied, the definition of depth and its limit of 1lin. remain in force. The Depth definition is as follows :— “The Depth is the distance between the highest point of the deck line (excluding fittings and bowsprit) and a line passing through the point of maximum draught parallel to the L.W.L.” I imagine that the owner of a normal boat would be quite within his rights to protest against the certificate of any freak model on this ground, and nothing could be said against him. He would only be taking advantage of a slip in drafting the resolution in the same way that the original freak owner took advantage of a loosely drafted rule. No doubt if it is intended to go with the encouragement of these very appallingly ugly boats, the Association will rescind the old rule at its next Annual General Meeting, but this pause at all events gives model yachtsmen interested in the class a year to think things over. In the meanwhile it is unwise to build either normal boats or freaks to the rule. A very unfortunate position, but possibly better than the ultra-freaks the tipping system would inflict on us. I have spoken of ultra-freaks, and as yet I do not intend to draw a set of lines, but here is a rough idea of what an ultra-freak will be like. It will be 36in. long on deck with a L.W.L. MODELS 311 of 354in. due to 4in. forward rake of the stem. The transom will be vertical sawn off straight, and about 74in. across. As punts and prams are prohibited, she will have a _ bottle-nose rounded so that about 3in. back from the stem-head it will be about 6in. wide on deck. The maximum beam will be Qin. The displacement will be the full 12 Ib. allowed. The bow freeboard will be about 14in., possibly 2in., and the freeboard at transom about tin. The sheer will be a straight line and the deck without camber. This will permit the use of a bulb fin with about 104in. draught at the heel. She will have a bowsprit and overhanging boom, not too high a sailplan of possibly 1,100 or more square inches. The hull will probably be designed as a normal boat 48in. overall with a 36in. waterline, and all excrescences pared off until the right dimensions are obtained. Hideous! Yes, but what our box fanatics ask for, and they will not like it when they get it. I venture to suggest that it would be wiser to wash out this year’s resolution—already rendered abortive by the omission to rescind former provisions of the rule—and accept the rule as it was. The normal boat owner can then carry on without alteration and the freak owner bring his boat into line quite easily. Otherwise, both will have to scrap their boats, and I predict that the hideous results will soon cause the popularity of the rule to wane, and most owners will build Marbleheads instead. The reasons put forward in favour of the pernicious box system of measurement are its ease and also the absence of any complication. But Mr. Pike, Hon. Secretary of the M.Y.A., showed how this can be done very easily. Surely Club Measurers are not too idle to take the small amount of trouble necessary? And as regards complication, surely model yachtsmen are not so unintelligent that they cannot understand that depth equals freeboard plus draught? Those who have the interest of the Class at heart must prevent it being killed. If the ridiculous box system must be used, minimum bow and stern freeboards should be introduced as a safeguard. TITLE PAGES AND INDICES “le HESE are in course of preparation and will be included with our April issue. Binding Cases for Volume X will be ready about the:same time. It is worth while to have your Volumes bound as they form a handy permanent record of the history of marine modelling. 312 MARINE MODELS THE FLAW IN THE “A” CLASS RULE th come to hand on this subject. In reply to HIS month we publish further letters that have Mr. Pike we can assure him that both our correspondents last month are well known as model yacht designers. A number of other letters have been received on this subject but space forbids the publication of more than the following : — FROM COL. W. C. HOLDEN, WINNER 1935 BRITISH A-CLASS CHAMPIONSHIP Sir,—Although it is open to argument as to whether the ‘* letter of the law ’’ (i.e., of the Aclass rule) does or does not permit the reduction of the displacement factor to a negative or imaginary quantity by the application of a ‘ penalty,”’ the fact remains that the use of a negative factor is against the *‘ spirit of the law.’’ This cannot be open to question. However, it might be as well for the IL.M.Y.R.U., the body which is now presum- ably responsible for the rule, to remove any am- biguity or belief that might exist that a boat with a negative rating will be granted a certificate. A slight amendment to the rule is all that is necessary. A suggested alteration Is the addition of the words ‘‘ up to the value of D”"’ after the word ** deficit '’ in paragraph (a) of ‘* Limits and Penal- If the Limits and Penalties clauses of the rule be re-cast with corrected displacement factors, and properly measured}-beam penalty and the minimum displacement insisted on, there will remain no poswey loophole through which a *‘ Behemoth "’ can sail, Your correspondent ‘‘ Kappa’’ will and must admit that the full-size craft, of which the model is a supposed 1/6th replica, will have the 4-beam penalty, calculated as is done in the Universal rule. If *‘ Kappa *’ will only allow his memory to carry him back a little further he will find this fact duly set out in the original advertisement of the Yachting Monthly Cup in the Yachting Monthly (October, 1923). In the Universal rule the 4-beam penalty is obtained as follows: Percentage=100—/L.W.L. Then, why in-the name of common sense is it done in the A-class as 100—V4L.W.L. I await your correspondent’s answer, if he can find one, with great interest which would be much greater if I were aware of the identity modestly veiled behind the nom-de-plume ‘* Kappa.’’ Will you please note, in conclusion, that I sign this as a private individual, and please do not, as does your correspondent, insert after my name the words Hon. Sec., M.Y.A. W. J. E. PIKE. ties ’’ in the rule book. W. C. HOLDEN. ** Ellerslea,’’ The Avenue, Claygate, Surrey. FROM MR. W. J. E. PIKE Sir,—There is no “* flaw "’ in the A-class Rule. The fact is that the ** flaw ’’ is not in the formula of the rule itself, but in the Limits and Penalties added to the rule. The rating formula of the rule itself L+y¥'S 4 + LVS yD is not affected at all by the supposed discoveries, and remains as unassailable as ever. What I have pointed out on various occasions, from 1923 onwards, as you yourself can bear witness, is the fact that in the attempt to ‘* Modellise ’’ the Limits and Penalties Clauses, errors have been allowed to creep in. I pointed these out to you when the A-class Rules were first adopted, and supplied you with a correct version—a portion of which I still find adorn- ing the A-class rule book. You will remember your reply to me on that occasion? To resume: the attempt at what I have described s ‘* Modellising’’ the rule is the true cause of the errors. Why is it necessary to make alterations in certain restrictions when adapting the rule to model yachts, when it is not found necessary to do so in the case of models rated under I.Y.R.U. rules? We do not, for instance, take 4} L.W.L. in calculating the rating instead of L.W.L., and the displacement restrictions are properly scaled down in correct proportion. If this can be done with the I.Y.R.U. rules, why not with the A-class rule? P.S.—Intending builders of *‘ Behemoths ’’ in this country will do well to study the M.Y.A. Sailing Rules and General Rating Regulations, 1936, page 25, par. 9. ” Yours sincerely, ; [As we were one of the Committee which modellised the A-class Rule, we may say that we do not agree with Mr. Pike that any mistake was made. As Mr. Pike wishes his letter to be considered as coming from him in his private capacity and not officially from him as Hon. Secretary of the M.Y.A., we trust he will understand our reply as from the writer privately and not as Editor of this Magazine. The ‘* modellisation ’’ of the rule was carried out by a Committee of the International Model Yacht Racing Association (now superseded by the present I.M.Y.R.U.) of which I then had the honour to be ? Secretary. In the original rule the models were built as 1/ 6th scale models of a 6-m. yacht to the new rule formulated by Major M. Heckstall Smith, who was then Editor of the Yachting Monthly. Many of the calculations had to be worked on the full-scale yacht (6-m.) and then reduced by dividing by six for the model. The rule was modellised to simplify matters for designers and measurers, but, obviously, such adjustments had to be made as would produce exactly the same yacht whether measured in the old way, working from the full-scale and dividing the results by six to get the model dimensions, or work- ing direct from the model measurements under the modellised formula. One of these dimensions was the Q.B. length. Let us take an example to see whether the Committee was correct in its amendment or not. Take a boat 50in. L.W.L., which is the 1/6th scale model of a boat with 25ft. L.W.L., and working from this the old way in feet :— ta MARINE 100—VL.W.L. 100— ¥ 25 (in feet)=percentage of L.W.L. allowed without penalty. = 100—5. =95 per cent. 95 per cent. of 5ft.~ 23ft. Gin. Taking 1/6th of 23ft. 9in, for the model we find sheis allowed 47.5in. Now working the same calculation on the formula —_— as amended by the Committee:— 100— ¥4 L.W.L. (in inches) = percentage 100—v (3 100--v(4 x 50) x 50) =¥25. =100—¥V25 =100—5 =95 per cent. 95 per cent. of 50in. =47.5in. Mr. Pike claims that the formula should have remained unchanged and been worked out in inches; let us see what that gives:— 100— Vv L.W.L. (in inches) = percentage 100—¥50 =100—7.071 = 92.929 per cent. 92.929 per cent. of 50in. =46.464in. This is a difference of over lin. and cannot be considered as the same boat, but with the Committee’s adjustment the correct result is attained.— EpiTor, M.M.] MARBLEHEAD vy. 36-in. RESTRICTED Sir,—I read with interest the results of the match between the Marblehead and 36in. Unrestricted yachts at Birmingham in your February issue. I timed six boards sailed by a new Alexander-built Marblehead and a successful 36in. Restricted on January 9th. The wind was steady and dead abeam, strength at first about 30 m.p.h., gradually dying down. The course was about 450 yards on Redbrook Reservoir, Marsden. The Marblehead, carry- ing second suit, averaged 3min. 50 sec. and the 36in., carrying fourth suit, 4min. 25sec. Only the times of the boards** sailed through *’ were taken for averaging. Although I am not suggesting there would be this big difference in light winds, the results proved interesting, and in a ‘* blow ’’ the Marbleheads would be a serious rival to the ** wee sixes.”’ ‘ Yours faithfully, Huddersfield. FRANK C. HIRST. [The speeds as given by Mr. Hirst work out at 4 m.p.h. for the Marblehead and 3.47 for the 36in. Stated in knots the speeds are 3.47 and 3.01 respectively. These are truly remarkable speeds for such small yachts, and with all due respect we venture to suggest that possibly the length of Redbrook Reser- voir has been slightly over-estimated. However, working on these figures, let us see how the two Classes actually did compare in speed. The formula for taking the Speed-Length ratio, which is the basis of comparison for the speeds of different sized boats, is: — Speed in knots divided by the square root of the Length in feet. Assuming that both of these boats uses practically her entire length in sailing, their theoretical difference in speed should be as ¥V 4.16 : V3 or as 2.040: 1.723, so that the form of the boats was almost exactly as one would expect based on their respective sizes, though the 36in. boat had very slightly the best of things.—EpiTor, M.M.] MODELS 313 THE USE OF SUITABLE MATERIALS FOR MODEL YACHT CONSTRUCTION HEREis an old proverb about spoiling the ship Ab for a ha’p’orth of tar, and many beginners in model yacht building are prone to spoil their boats by using inferior material. If one considers the finished value of a model yacht, including labour, and assuming the builder makes every part himself from the raw material, materials represent possibly 15 per cent. One of course appreciates that many model yachtsmen are not exactly plutocrats, yet the difference between good and bad material is so small that it is not worth consideration, especially when decent materials are likely to affect the results of the work. The first item to consider in the cost is the design. Some model yachtsmen like to feel that a yacht is their own creation from first to last. If one is capable of turning out a satisfactory design— well and good, but the man who takes a log of wood and hews it by eye into more or less boatshapeis likely to find some difficulty in making her fit into the desired rating class, and still more likely to find her entirely unsuccessful even if she does. A new design by a recognised designer may be rather expensive, but is worth while for those who can afford it. Otherwise there are a number of good designs to be had in the form of blue prints at quite reasonable prices. Saving an odd sovereign on the design is mistaken policy, as, if the design is not right, the boat must be a failure. Working from designs published on a small scale is unwise, since certain distortion must necessarily occur in the photographic reduction to sizes suitable for books and magazines, and there is the further liability of error in re-enlarging for building. Again, it is a mistake to use wood just because one happens to have it to hand, or because it is cheap. Often such wood is only fit for firewood. Timber must be properly selected, thoroughly sound and dry, well-seasoned, free from shakes (splits) and knots. Further, it must be the right sort of wood for lightness and ease of working. Cheap, inferior material may prove difficult to work, and when the boat is finished it is likely to warp and twist. So get the best quality white pine for bread-and-butter work, and good pine, cedar, or light mahogany for planked hulls. For your lead get pure metal. The ordinary lead scrap—old piping and the like—is usually a lead alloy. If you use it, your keel is liable to cast too light. The purer the lead, the lower can you get the weight. All nails and screws used should be copper or yellow metal, and all fittings made of non-rusting metals throughout. All varnish should be best quality yacht spar varnish, all paint pure lead and enamel best quality, preferably one specially prepared for marine work. In similar fashion rigging wire and cord should be the best obtainable. _ In fact, the builder’s motto should be ** the best is good enough for my model.”’ 314 MARINE MODELS By W. J. PIKE, Hon. Secretary TT" Annual General Meeting of the Model Yachting Association was held at 3 p.m., on January 29, at Anderton’s Hotel, Fleet Street, London. In opening, the chairman, Mr. E. Ambrose, referred to the great loss the Association had sustained through the loss of the late chairman, Mr. C. N. Forge. He requested that the meeting should stand awhile in silence as a memory of Mr. Forge. tribute of respect to the tion back to Mr. Carpenter for redrafting. It was explained that the amendment standingin the name of Mr. W. H. Davey really referred to the composition of the A-class Regatta Committee, and had been added to the Agenda through a misunderstanding. Scrutineers. Messrs. Giles and Harris were elected as Scrutineers in event of a ballot becoming necessary. The Ryde M.Y.C.’s Resolution. The Council’s Report, 1937. This dealt with the activities of the Association during the past year. Several new clubs had been formed and had been affiliated to the Association. The usual number of Statutory Council Meetings had been held, and had been well attended. The various National Championships had been sailed off, and the Council desired to place on record its appreciation of the services rendered by those gentlemen who had acted in various capacities at these events. They particularly desired to thank the members of the A-class Coronation Regatta Committee, who had worked hard and had made a great success of the event. The work of the chairman, Mr. W. H. Davey, and of Mr. W. M. Carpenter, the Secretary of the Committee, was much appreciated, and thanks were also due to the O.0.D., Mr. C. E. Lemon. The International Race for the *‘ Yachting Monthly’’ Cup had resulted in a win for Norway, represented by Mr. S. O. Berge’s ** Prinz Charming II.”’ The International Mode! Yacht Racing Union. The Association was now affiliated to this Union. The Union had adopted the A-class and the Marblehead 50-800 class, and had also under consideration the adoption of the 6-m. I.Y.R.U. class for International racing. Constitution. The Council, at the request of the last year’s Annual General Meeting, had given further consideration to the Draft Constitution submitted, and had appointed a sub-committee to go fully into the various questions involved, particularly those of District Committees. After some discussion on the question of the Constitution, the meeting decided to proceed with the Revision of the Constitution and to present it at the next Annual General Meeting. The Council’s report was accepted. Treasurer’s Report and Balance Sheet. The Hon. Treasurer, Mr. Jj. E. Cooper, in introducing the Balance Sheet, spoke of the satisfactory condition of the Association’s finances. He regretted that he would be unable to stand for re-election, but owing to advancing age and other matters he found the work too much for him. The Balance Sheet was adopted. Resolution by Mr. W. M. Carpenter, the VicePresident. This resolution, originally submitted to the 1936 Meeting, next came up for discussion. decided, after a long discussion, to refer the resolu- It was finally This resolution, which proposed the adoption by the Association of the Marblehead 50-800 class, was carried after discussion. Mr. F. C. Tansley’s Resolution. This resolution proposed that the Association revert to the ‘* box ’’ method of measuring the 36in. Restricted class, and was carried. Election of Officers. The retiring Officers, viz., Chairman, Mr. E. Ambrose; Vice-Chairman, Mr. A. W. Littlejohn; Hon. Secretary, Mr. W. J. E. Pike; Hon. Racing Secretary, Mr. O. Steinberger; and Registrar, Mr. W. i A Bauer, were re-elected. There being only one nomination, Mr. W. H. Chapple was elected as Hon. Treasurer. A vote of thanks to the retiring Officers was duly moved and carried, and Mr. J. E. Cooper (late Hon. Treasurer) was elected as a Vice-President, and was awarded an honorarium of £5 for his services to the Association, Council, 1938. The retiring members of the Council, Messrs. A. J. Child, D. A. McDonald, J. G. Feltwell, G. HowardNash, T. H. Robertson, H. Pragnell, J. VincentHill, J. H. Yorston and Col. Sparrow, were reelected. For the remaining two seats, vacant through the retirement of Mr. H. Rowe and Mr. W. J. Daniels, there were three nominations, viz., Mr. C. Giles, Mr. A. E. Ward, and Mr. F. C. Hirst. After a ballot Messrs. Ward and Hirst were elected. A vote of thanks to the chairman closed the ‘ meeting. The Rating Rules for the 50-800 class are in pre- paration and will shortly be available, but no registration of models of this class will be made until after the publication of the Rating Rules. The attention of all Club Secretaries is drawn to the fact that the Hon. Registrar’s address is now as under :— Mr. W. H. Bauer, 512, King’s Road, Chelsea, London, S.W.10, and that the Hon. Treasurer’s is now :— Mr. W. R. Chapple, 22, Anselm Road, Hatch End, Middlesex. W. J. E. PIKE, Hon. Secretary. MARINE — MODELS —, 315 a [As the space available for Club News and Racing Reports 1s limited, Club Secretaries are requested to make their reports brief and_to the pomt.—Epitor, BRADFORD M.Y.C. The 1937 A-class race for the ‘‘ Atkinson ”’ Trophy was held on December 16. The wind was a broad reach one way and scoring 2 and 2. Results: Ist, ** Water-Wagtail ’’ (A. Arnold), Alexander design, 20 points; 2nd, ** Silver Cloud '’ (W. Roberts) and *‘ Ebor ”’ (W. H. Porter), 14. The 1937 ‘* Mirfield ’’ Trophy for 10-raters was competed for on January 23. Ten yachts sailed in a light breeze, which delayed the race so much that the last board was sailed in complete darkness. Results: Ist, ‘* Bonito’? (H. S. Haigh, sailed by L. J. Mitchell, who has now become owner), 25 pts.; 2nd, ** Atalanta ’’ (F. C. Hirst, sailed by A. Arnold), 23; 3rd, ‘* Renée’’ (E. Turner), ** Nancy’? (H. Davis, sailed by W. Roberts), and ‘‘ Exercise ’’ (E. Roberts), 21; ‘* Rosebud ’’ (H. Short), 18; ‘‘ Storm "’ (J. W. Birtwhistle) and ‘* Waveney "’ (J. P. Clapham), 15; ‘‘ Freda’? (W. Waddington) and ‘* Raven ’’ (G. Kitchen), 13. The O.0.D. was H. Atkinson, assisted by H. and K. V. Chadwick. The winning yacht was designed and built by J. Edwards, of Birkenhead. At the Club Monthly Meeting a new Cup was presented by Mr. K. V. Chadwick for the ‘* Open ”’ 36in. Restricted race on June 5 (Whit-Sunday), to be competed for annually. Will members please note that the second Sunday in each month has been allocated for measuring yachts. J. P. CLAPHAM. Marine MOopéL-s. | BRISTOL M.Y.C. The Annual General Meeting and Dinner was held at ‘‘ Horts ’’ Restaurant, Bristol, on February 2. A good representative number of members were present. In the unavoidable absence of the Acting Commodore, Major D. J. Handford, the chair was taken by Mr. T. J. Jenkins. Mr. N. Averay Jones, who for many years was Commodore of the club, has now been made its Patron. Owing to prolonged illness Mr. Averay Jones has been unable to sail. The election of officers then took place, and Major Handford was elected Commodore. A credit bal- ance for the year was reported by the hon. treasurer, Mr. A. A. Whyatt, During the evening the members adopted the Marblehead as a racing class of the club, and it was stated that a number of these boats were already building. The committee is to meet in the near future to discuss the forming of a junior section. Beri. Le CLAPHAM M.Y.C. The month of January does not, as a rule, provide much material for the club scribe, but the Clapham club has been anything but inactive during recent weeks. We have enrolled four new members, of whom three are provided with 10-raters and the fourth is burning much midnight oil (and no doubt a lot of paper, too) in his efforts to produce the ** design of designs.”’ J d : STORMY WINDS DID BLOW ” } * ” . * oe ' s, Pod a = om The Long Pond, Clapham, is usually considered a_ sheltered water. Here it is during a winter’s gale. The leafless tree in the background bends in the wind and a fierce sea is running at the leeward end of the lake. One of the members of the Clapham M.Y.C. has just turned his 10-rater onto the starboard tack. Note how the mast whips and her nose is buried in a smother of spray as she slowly but surely claws her way to windward. } * ) rks *“AND THE ea > f ’ ‘ ~ e ow}. wr 316 MARINE MODELS Those who have indulged in unofficial sailing during the past month, have been favoured with strong winds and rough water, as our photograph shows—and one craft has already made the acquaintance of Davy Jones, necessitating a hazardous rescue from a punt in a 50 m.p.h. gale. An interesting feature of this season’s sailing will be the large number of boats designed and built by Mr. A. J. Hugo. No less than eight of these will be in commission, as well as four others built to his designs. Other ‘* All-Clapham ”’ products will be—first, ‘‘ Dainty Lady,’’ designed by T. H. Robertson and built by F. H. Fitzjohn, and achieving an unusually high standard of workmanship and finish, and secondly, Mr. D. Knight’s first 10-rater, on which our photograph shows him at work. This is the first boat of the class we know to have been designed solely for racing on the Clapham water. and its launch is awaited with much interest. PAIGNTON AND DISTRICT M.Y.C. The Club’s Annual General Meeting was held on February 8, with Mr. F. J. Keeley (chairman) presiding. The club sails 10-rater, Marblehead and 36in. Restricted classes. Sailing is carried out at a boating lake in Goodrington Park during the weekends, and in summer open water racing on Torbay is held every Thursday. Visitors are welcome, and arrangements can be made for their entering club events, It is hoped that the Council will shortly provide a boathouse in Goodrington Park. Arrangements have been made for an inter-club race with teams of six 10-raters a side with Plymouth, to take place on April 2 at Goodrington Park. After election the officers are: President, R. F. B. Studdy; Commodore, F. J. Keeley; Vice-Commodore, F. Austin; Hon. Secretary, W. H. McCaskie; Treasurer, D. Freer; Racing Secretary, B. Read. Mr. D. Pinsent’s offer to act as Measurer was ac- cepted, and Mr. J. Medland appointed Official Starter. RYDE M.Y.C. (ISLE OF WIGHT) A General Meeting was held at Southlands Court, the club headquarters, to approve the racing programme for 1938 and other matters, on February 10. The club rules, having become rather involved, were rearranged and set out in an orthodox manner, and, with a few minor changes, were adopted as the Revised Constitution and By-laws. The question of engraving the club Cups received considerable attention. Lt.-Col. J. C. Rhodes tactfully charged himself with grave neglect of duty during his term as Commodore, and generously begged permission to assume the responsibility of engraving the names of all past winners on the respective Cups. The Commodore, D. H. Hair, Esq., whilst not admitting the Colonel’s neglect, expressed the club’s apprecia- tion of his generous offer, and in accepting, hoped that in future this matter would be kept up to date by future Committees. The. Secretary, in reporting the acceptance of the Marblehead 50-800 by the M.Y.A. as a British class, paid a tribute to the late Secretary, Vice-Commo- dore Arthur Kerridge. Without his valuable work it is by no means certain that this would have received the blessing of the M.Y.A. In replying to the vote of thanks for his efforts, Mr. Kerridge referred to the valuable assistance he had received from the Editor of MARINE MODELS. DENNIS KNIGHT (CLAPHAM M.Y.C.) WORK ON HIS NEW 10-RATER AT Mrs. Kerridge then presented the Cups and medals for the 1937 season, as follows:— Commodore Cup—Handicap class: Ist, W. Arnold; 2nd, R. B. Road. Rhodes Cup (winter racing) —50-800: Ist, T. H. S. Jackson; 2nd, D. H. Hair. Chiverton Cup—36in. Restricted: Ist, G. L. Matthews; 2nd, W. Arnold. Jubilee Cup—50-800: Ist, G. L. Matthews; 2nd, E. T. Scovell. Rhodes Cup Q—Handicap class: ist, W. Arnold; 2nd, G. Dove. Bayliss Cup (steering competition): Ist, A. Kerridge; 2nd, J. Burden. ‘“ Granfer ’’ Dove was presented with a bulky parcel from *‘ The Lady of the Lake.” The Commodore presented Mrs. Kerridge with a handsome box of chocolates. Mr. G. L. Matthews was then elected Racing ° Secretary, replacing Mr. H. C. Sothcott, whose health had compelled him to relinquish his somewhat arduous duties. After adopting the racing programme, the conditions of the Club Championship were announced: (a) Competitors to be the same combination of yacht and owner throughout the season; (b) Competitors to enter all races open to their class models; (c) The winner to be the Competitor who, after complying with the foregoing two conditions, obtains the highest percentage of total possible points. The Open race for the Coronation Cup, open to the British Isles, will be sailed on Saturday, June 25. 50-800 models: entries were asked for the ‘*Stride’’ Cup. This competition is for 50-800 models built during the club’s year, at a cost not exceeding 15s. Points awarded for «merits in construction, combined with a sailing race. TS. hi MARINE HIGHGATE M.Y.C. The Annual General Meeting of this club (Highgate) took place on the 5th ult., the time-honoured Agenda being worked through with satisfaction to a practically 100 per cent. attendance. The shadow of eviction from our little hut on Parliament Hill Fields, which hung over us for a twelvemonth, is now dispersed, owing to the kindness of the London County Council in extending a further lease to us, though at a somewhat hefty rental. However, with that load off our shoulders, with our new Commodore’s tact and foresight, club hopes to carry on its humble réle in scheme of model yachting generally, and the and the the said new chief, Mr. W. Beck, will see that we are not wanting when occasions arise for effort. The Annual General Meeting in review, while prosaic enough in itself to merit merely a fleeting notice in passing, is, however, rather noteworthy owing to the fact of its being the eighty-fourth func- tion of the club, and a Shaverion to an edition of the Illustrated London News of June, 1854, will show us in our youthful vigour engaged in a race meeting; quite an interesting wood-cut was published with the account. The Annual General Meeting also evoked memories, both pleasant and sad, in the minds of some of our greybeards, among whom | am numbered. . our mind’s eye we saw the old Saturday after** skimming dish”’ doing its best to touch all points of the compass, and awoke with a jar to the ct that in this year of grace, the modern model goes gracefully and speedily practically where it is sent, and a profound pleasure and admiration arises in us old stagers living to behold the beautiful hull designing and sails and fittings of the present-day, true sailing craft, especially when handled by a master trimmer. When the writer started to sail in the ** any boat, oe any shape ’ era we sported fancy topsails, square sails and booms that shook the landscape when they went over ina blow, particularly on our home pond at Highgate, the“* banks *’ of which at that time were mainly reed-fringed capes, bays and inlets. Old skippers I first knew 30 years ago, and who had then known the pond for 30 years, told some amusing yarns of their experiences, but I have yet to hear of an old-time craft, looking one way and sailing the other, charging into a brood of waterhens or disturbing the slumbers of a somnolent cow peacefully dreaming of Milk Marketing Boards to come on such waters as, for example, the Round Pond at Kensington. Such happened at Highgate, though, 60 years ago. A book of ‘‘ Rules’’ I have here, circa 1880, provides some quaint reading, particularly as to one boat receiving three seconds start over another, which is in receipt of five seconds, etc. Well, our pond is now fairly well banked up, enabling us to handle craft almost anywhere, and our younger generation of skippers are no longer compelled to try to inhabit both banks of the lake at one and the same time; a direct result of the modern true sailing designs and scientific sail plans now in use, All this is, if not so good for their athletic health, at least better for their tempers—that is, of course, assuming that model yachtsmen have such. Thus, to sum up, we of an earlier generation are MODELS 317 the losers in point of run, but the gainers in witnessing present-day grace, speed and precision of the up-to-date model; a very fair exchange, I think, with but one fly in the ointment, which takes the form. of a query, to wit: ‘‘ Is this approach to perfection in yacht and gear tending to create an atmo- sphere of sameness when witnessing board after board of a long day’s racing? ”’ The writer advances this for what it is worth, and not in any spirit of disgruntled criticism. May our sport flourish as the bay tree and the old Highgates long assist by our pondsides. H. H. DOUGLAS M.Y.C. (ISLE OF MAN) The race for the * Pollard ’’ Trophy, sailed on February 5, drew an entry of 16 Marblehead yachts, but two were non-starters. There was a strong South-South-East breeze, giving a reach each way, scoring being 2 and 2. Nearly all boats carried second suits, and showers fell during the last three heats. The winner, ‘‘Ann,”’ sailed in most convincing style, and ultimately ran out with a big lead, but there was a terrific duel for second place between the next six boats. Scores were: Ist, ‘* Ann ” (J. Sayle), 46; 2nd, ‘*‘ Debutante ’’ (E. Pollard), 32; 3rd, ** Glencoe “’ (J. McHarrie), 30; *‘ Christine “‘ (J. McHarrie, Jnr.), 29; ‘‘ Sylvia’’ (C. Corkhill), 28; ** Marina “’ (A. More), 28; ‘‘ G.D.S.”’ (S. Watterson), 28; ** Mary tC. Gillie 26; .°* Capella’ (G. Kinley), 25; ** Ma yaye ** (R. Kinrade), 23; ‘* Plim- sol gee | ir Corkill). 22; ‘* Stella’’ (R. Kneale), 21; * Quest “’ (W. Harrison), 20. The club has now a fleet of 20 of these models, and three more are being built by members. When the club started, in 1933, Unrestricted 3ft. and 4ft. models were used, but apart from the 36in. the members found other rules somewhat too complicated until the Marbleheads were introduced. Since that time it has made steady progress. The ‘‘Pollard’’ Trophy was won the first year by the son of the donor; the second year by the Hon. Secretary (Mr. Stanley Chilcot), and this year by a member of only a few months’ standing. DARLINGTON M.Y.C. On January 23 we sailed off for the ‘* Golden Hind *’ Trophy, diamond-shape course, round the posts, each post rounded counting one point. It is sailed in two sections of half an hour each with an interval of quarter of an hour between for a breather. Wind light South-West, freshening to full suit breeze later. Jt was won easily by H. Woodward with ‘* Curlew,”’ with the fine total of 21 points, next being ** Mercury “’ (P. Smith) with 9, equal with“Iris ** (C. Smith). On February 13 we sailed off the second round of the monthly competitions. Wind varied between North and North-West, strong and squally with snow showers. Only two boats turned os and the score was: ‘* Auk ’’ (H. Woodward), 3 ‘‘ Dauntless ’’ (O. H. Wicksteed), 2. The score now stands at: ‘‘ Dauntless,’’ 14; ‘* Mercury,’’ 8; ** Curlew,’’ 7; ‘* Condor,’’ 3; and ‘* Auk,”’ 3. On February 27 we held a knock-out tournament for the 10-raters, for the ** G. R. Hines *’ Cup. Wind fresh and steady from West, ideal for our pond. ** Dauntless ‘’ was in her element under third suit, and won after a thrilling final from *‘ Mercury.”’ oO. H. W 318 MARINE MODELS Y.M. 6-m. O.A. (SURBITON) obtained to windward, although there is some loss The scribe was greeted at the Rick Pond with grins of derision after the appearance of the February issue. Probing the mystery to its depths, we observed Capt. Inglis sailing a boat of a pale sparrow’s egg blue or possibly eau-de-nil green. (We are taking no chances this time.) ‘* Good Lord,”’ we said, *‘ we have just reported her as a black craft! ’’ ‘* That’s all right,’’ said Col. Holden, ** she was black last month, and next month she will very The second** spoon ’’ race, on February 13, was held in wintry conditions in a strong and gusty wind, which veered and backed continually between North and North-West. It was noteworthy for the fine turn-out of eight boats which faced the starter, and we were pleased to see both the chairman and vice-chairman once again taking an active part in the racing. In fact, they took a very active part, as they finished first and second, but in the reverse order, Mr. Brent’s ‘* Clarion *’ (of which we see far too little) being first, and Mr. Adams’s ‘tAstrape ’’ second. As the “‘ field ’’ included ** Aktis,’’ ** Naiad,’’ *‘ Janet ’’ and ‘* Actinia ’’ the quality of the racing needs no further description. Further, although the race was on the handicap likely be pink with a heliotrope boot-top. We call her the‘* Chameleon.’’ Capt. Inglis’s protests were drowned in the general laugh, but we thought * Actinia’s ’’ reply neat. She won the race! Two other ‘* spoon “’ races were held on January 30 and February 13. The former was won by Mr Johnston’s ** Aktis “’ in most impressive style. In a moderate North- West wind, giving a close and a free reach, ‘*‘ Aktis’’ carried all before her from the scratch mark (the races are run on a handicap system). Second in this race was Mr. Purvis, who finished second, also, in last year’s Club Championship. His craft has enjoyed a winter overhaul and is now fit to give the best a hard run. She is designed and built by Mr. Daniels, and has been the subject of rather an interesting alteration in rig. Following certain experiments in the 10rater class, in which the height of the fore triangle is not specifically limited, a sail plan with a greater proportion of jib to mainsail than is at all usual was tried out with considerable success. In the Aclass the limit of jib hoist is 64in. and this has been used in the new rig with consequent reduction in mainsail and movement aft of the mast. The designer is well satisfied with the improvement of efficiency when running dead down wind. system previously mentioned, he did not win on * corrected time,’’ as it were, but by a clean score. The high winds of January and February, which have been so disastrous to shipping in general, have been responsibie for a minor ** accident of the sea,”’ as the insurance men have it. ** Naiad ’’ and ‘ Fantasy ’’ came into collision so violently that the latter’s bows were forced clean through ‘* Naiad’s ’ deck just forward of the quadrant. It was quite on the cards that a new ‘‘ deck ’’ would be required. However, Col. Holden managed to effect such a neat repair that the fracture can scarcely be detected, and ** Naiad’” is again in commission. In regard to the new boats, Mr. Nash’s successor to *‘ Fantasy ‘’ should be ready about the end of March, but Mr. Corby, who is building Major Hand- ford’s new craft to ‘* Turner ’’ lines, would venture no forecast for completion. MEMBERS OF HUDDERSFIELD M.Y.C. with their Marbleheads. elsewhere in this issue). In the background are two A-class CALEDON. (See letter from Mr. F. C. Hirst MARINE MODELS 319 Our Scottish Page T’S a long lane that has no turning, but this ——{ | winter has seemed interminable somehow or other, and, sair, sair, are we anticipating the opening of another racing season, now on the threshold. At the moment, however, a bitter East wind, with a good touch of North in it, is whining around the eaves, and the cosy fireside with a sweetly drawing pipe and a good book has an appeal without rival. No doubt a great many of our Model Yachtsmen are applying themselves to new construction and modifications of past designs, with all the experience gained last year to implant new hopes for the long-desired dream-ship materialising ——the ** best ever,”” for which we are always searching. For of such is progress. Only the very hardiest of hardy enthusiasts would care to face the discomforts of the open pondside while the present inclement weather conditions persist, and_ still, doubtless, our friends on the mainland and in the islands of the far North are carrying on with winter racing as is their custom. Indeed it is their main season in many instances, but, waes us, no news of their weel and welfare comes our way. Why? Lerwick and Kirkwall, Aberdeen and Fraserburgh, where are you and what are you doing? Thanks for reply. Girvan, on the Ayrshire coast, is constructing what is described as a super boating lake. What a pity if some effort was not made to advocate a model yacht lake as an addition to the scheme. Or, perhaps, if separate waters were outwith the bounds of possibility, could not some arrangement be made to permit the new lake to be used for the dual purpose? Is it too late yet? We understand further that Stranraer is also considering the advisability of constructing a boating lake, and hope the powers that be are alive to the opportunity of obtaining some facilities for model yachting in connection therewith. For a time what appeared to be the nucleus of a very promising club was in operation at Stranraer, but, unfortunately, it seems to have faded away. At all events we have not heard anything about it for a considerable time. Possibly it might be resuscitated with a little energetic effort, and, if some of the old sailing men there could be induced to take advantage of the suggested new scheme to press the claims of model yachting, we believe some benefit would result, and hope there will be developments accordingly. A rather amusing cartoon recently appeared in one of our Scottish newspapers—unfortunately, we do not remember the exact source for acknowledgment—which, in sketch one, showed an elderly, stout, and somnolent gentleman, sitting comfortably at ease in a cosy chair with a radio set at his elbow, and suddenly comes the warning caution * gale warning.’’ Scene two shows the same party galvanised into action, burning the air in evident consternation, and finally comes the climax, depicting his arrival at a pond side, with a notice board, ** Model Yacht Pond,’’ and several anxious parties nursing small, very small, model yachts of indeterminate rating—quite a good skit. The venue for the Eliminating Trials, being fixed at Gosport this year, will probably restrict Scottish entries, although we hope to see at least one or two representatives taking part. With the great Glasgow Empire Exhibition running this summer, and ex- pected to bring an attendance of exceeding twelve millions, we regret that apparently no effort has been made to get the trials run at Hogganfield or elsewhere adjacent to Glasgow. We mention Hoggan- field as probably arrangements could be made under the circumstances to make a portion of this fine sheet of water available for the purpose. Lochend is, in our opinion, not suitable, but if Hogganfield should not be possible then Alexandra Park or Whiteinch present no difficulties, and either of these waters is quite suitable, although not perhaps so ideal as Fleetwood, or in lesser degree Gosport. The Exhibition year presented a great opportunity and it is regrettable that the Scottish Clubs appear to have entirely neglected the obvious possibilities. The occasion is exceptional, otherwise we consider that Fleetwoodis much the more desirable locale for the British Eliminating Trials under normal existing conditions, and should receive a preference. One afternoon recently we passed Elder Park and noticed several models indulging in cruising. We frequently pass various of the Glasgow district ponds in the course of our daily duties, and it is curious how consistently we find sailing proceeding at Govan, whenever there ts a breeze at all, when seldom indeed are other waters occupied during the week, except for an occasional one, or at the most two, solitary racing models. We hand it to Elder Park for utilising every available opportunity. Matters at Queen’s Park are apparently in a somewhat unsatisfactory condition, and we understand there is a probability of three clubs functioning there during the forthcoming season. It is all most disappointing and symptomatic of the absence of cohesion existing also in other quarters to the serious disadvantage of the sport in the Glasgow district. The position does not reflect much credit upon the collective sportsmanship of the various club members, and we sincerely trust there will be an immediate return to the happier atmosphere that formerly obtained throughout thei district. With the approach of the new racing season the clubs will soon be engaged in the formulation of their programmes, and we shall be pleased if Secretaries will favour us with a copy of their lists as soon as may be convenient. And once again we shall be obliged by reports of any races at which we are unable to be present in person. Many thanks! The returns of the registered fleetin our lastissue contain several surprises and merit detailed analysis, not as to the figures themselves so much as to the 320 MARINE MODELS reasons to which the fluctuations might be attributed. However, we have no time (and the Editor no space, probably) to indulge in this at the moment. We should like to remark briefly that the growth of the 36in. Restricted class may be regarded as a very healthy development. Our opinion is, apart from the merit of the class itself, that experience with it cannot fail to be informative and that a good many will graduate from it to the larger classes for which it forms an excellent training or intermediate section. While our own idea is that it is not advisable to recognise officially too many classes, it would seem that the appeal of the Marblehead class is such that it can fairly claim to be included among the British National Classes, even if it is found wanting afterwards and has to be discarded. There is no reason whatever why it should not be given a chance to demonstrate its virtues and the result will quickly settle whether it is worth retaining or otherwise. ** ScoTIcus.”’ AN OPTICAL ILLUSION hi HE charming photograph reproduced on this page was sent us by Mr. F. J. Clark, and shows model yacht racing in very beautiful surroundings, though we imagine the would prefer it with the trees cut down. local club The local fleet consists largely of. Marblehead boats, and local skippers are strong for the Vane steering gear. This photograph illusion. contains a remarkable optical If readers will turn it upside down, they will see the yachts sailing across the sky, having left the water far below them, mirage effect. giving a sort of It should be noted that these boats are Marbleheads and not A-class yachts with reduced to a minus quantity! * Photo: THE LAKE AT MENOMINEE Marbleheads racing in a light wind—** Zipper ‘’ (F. J. Clark) F. J, Clark PARK leading ‘‘ Dark Horse “’ (Francis Roch) #D MARINE MODELS _ EASTER ee 321 APRIL 17th The Rick Pond, Home Park, Surbiton Che Glenhbam Cup Entries close April 2nd, 1938 Open to all Clubs affiliated to the Model Yachting Association Entrance Fee 2/6. Two Boats per Club. Start 10.30 a.m. Winner holds the Cup and receives valuable replica. 2nd and 3rd Prizes if the Entries warrant. The Home Club reserves the right to make the entry up to a suitable number. Y.M. 6-m. Hon. J. G. FELTWELL, Sec.: Owners’ Bradford Model Yacht Club LARKFIELD Association 90, Church Road, Barnes, S.W.13 Model Yachting Association TARN, RAWDON, nr. LEEDS EASTER & JUNE OPEN RACES Good Friday, April 15th The attention of all Club Secretaries is called to the following notices: 1. enquiries on Registration and _ all requests for Registration Cards are to be Saturday, April 16th- sent to the Hon. Registrar, “A’’ Class, “ Bradford ’’ Cup & 2 Prizes Mr. W. H. Bauer, 512, King’s Road, Chelsea, S.W.10. Sunday, April 17th- 10-rater, “Claro’’ Cup & 2 Prizes 2. Mr. O. Steinberger, Jnr., 6-metre, “ Wade ’’ Cup & 2 Prizes 142, Queen’s Road, Peckham, S.E.15. Starting time 11] a.m. each day: The Racing will be under M.Y.A. Rules and Entries, 2/6, will be received up to 10.30 a.m. on the day of each race. The Club Canteen will be open daily for the supply of Tea and Refreshments. No limit to number of yachts. Whit-Sunday, June 5th— All Regatta Entries to be sent to the Racing Secretary, Easter Monday, April 18th— No waders required. Registration. All 4-class Team Race—Prizes 3. All Orders for M.Y.A. Publications are to be sent to the Hon. Publications Secretary, Mr. A. W. Littlejohn, 19, St. Dunstan’s Av., Acton, W.3. 4. All General Correspondence and enquiries on Rating Rules, etc., are to be sent to the Hon. Secretary, Mr. W. J. E. Pike, 36-ins. Restricted “Victor’’ Cup—2 Prizes 248, Burrage Rd., Plumstead, S.E.18. Start 1] am. Entries 2/6, up to 10.30 a.m. W. J. E. PIKE, Hon. Sec. 322 MARINE MODELS AMERICAN NEWS By C. O. BROOK (Hon. Secretary, Eastern Division of M.Y.R.A.A.) Sac the American clubs have*‘ holed up’ for the winter, or, perhaps, like last winter, they are building quietly to spring surprises on the other clubs. However, we do know that a number have gained new members, and several new clubs have been formed. Down South, among the Florida oranges, we learn of four new clubs. Our President, Mr. E. L. Cheney, has helped form a club with 25 members. Good work, ‘* John’?! member clubs to date. The M.Y.R.A.A. has 47 South Jersey, through a new member, advises this writer that he is the fourth new member in the last two months. The Schuyler M.Y.C., the new club in Albany, N.Y., have gone ** wild * on boat- building. Not contented with 30 models, they are building six more. Mr. W. Hopkins, their supervisor, is an enthusiast of the first water. The youngsters seem unable to wait for spring, and have been seen several times carrying the models over the ice to a small, open patch of water to *‘ see how it sails.”’ Personally, I haven’t been able to see any water through the ice, except on January 26, when all the water seemed to let go at one time and flooded half the low country, including the com- ° plete demolition of the Niagara Bridge between the U.S. and Canada. And speaking of British country, I received an interesting letter from Mr. E. W. E. Blackmore, of Vancouver, B.C., in which he sends me the design of two flags of clubs, as well as the news of their pre-winter activities. Their sailing water has a very intriguing name, ‘‘ Lost Lagoon,’’ and on it, he says, ** we find several International A-class models, and some of their D-class, which are beautiful yachts, with a Rule that works like this: L.W.L. plus Ext. Beam plus Draught cannot exceed 55in., with 1,000 inches of sail. (This seems a lot of sail for such dimensions.) They have several 50-800’s and several 6-m. That for the Vancouver M.Y.C. The Maple Leaf M.Y.C. takes great pride in the fact that most of their members are boys. Skiff sailing on Trout Lake (what an inviting name!), and pond sailing at Second Beach Pool. The boys have become very skilful (leave it to the youngsters). And they have a clubhouse of their own nearing completion. Their official classes are the A-class, the 50-800 class, and a Club class that they call the B-class, that is, just onehalf the dimensions of the A-class. Mr. Blackmore states that in 1936 the Vancouver M.Y.C. tailed in last in the Pacific North-West M.Y.A., with Maple Leaf third, and in 1937 moved up to first place out of five clubs, and he adds—*‘ To wind up the season, Norman Ellis, 13 years old, captured the British Columbia Open Water Championship in the 50-800 class, and adds further that ‘* Norman is a great little chap.’’ I’ll wager you are right, skipper. These youngsters often show us older ones up at crucial moments. I have in mind Bruce Anderson, of the Red Bank M.Y.C., with the 50-800’s—in either pond- or skiff-work—who can make all the top-notchers strain a timber, and another boy who mates for John Erickson, of the Mill Pond M.Y.C., in the A-class, and who as often as not will be skipper, with John as mate, or else on his own—and I’ll state here to the wide world, that here are two youngsters who need tip their hats to no man in the sport. I have always been much impressed with their coolness and fine judgment under trying circumstances, and they are always up near the top, whether it be inter-club or national event. Back to Canada. The Pacific North-West M.Y.R.A. are, in a sense, International. They include clubs from both sides of the Border, and make use of the M.Y.R.A.A. Sailing Rules. Through the repeated requests of a great number of writers I have undertaken the task of compiling a history of the sport. This book will NoT be:a money-making proposition. [| can only offer my assurance to the folks in the sport that I will not be remunerated in any way. For that reason I would welcome as much information as readers may care to send me, with snaps, if available, on what they know of the sport. Those with whom I have contacted have been most generous, and I am deeply grateful. Such authors as Mr. H. B. Tucker; men like Walter Many, of the Los Angeles M.Y.C., Roy Clough, Charles Farley, Bill Bithell and others have been most kind. I hope readers of this item will not confuse this with any idea on my part to emulate that precious volume by Messrs. W. J. Daniels and H. B. Tucker—nor Moore, nor Hobbs, nor yet like any other volume. I am undertaking this work as my contribution to the sport in the hope that it will prove interesting reading and as a helpful treatise on the sport to both the old-timer and the new-comer alike. I would like to learn of the sport both here and abroad as far back as the reader may recall—dates when clubs were formed, how they sailed, what type of vessel they used. Send in anything you may know, and permit me to try to make a story for you. Over at Audubon, N.J., they staged a fine Hobby Show, and while my informant does not state who took first place, we learn that the South Jersey M.Y.C. took second, and was only 10 votes under first place; in addition they took two ribbons: one for Special Effort, and one for Decoration. Their booth was beautifully draped in bunting, with the American flag (Jack) on the wall, embraced with the Metropolitan League tlag and the Club flag. Several fine paintings by our good friend Frank Snow, several trophies, and a whole line of their best 50800 class models. We learn from the Red Bank M.Y.C. that Mr. A. (‘‘ Pop ‘’) Anderson of that Club was one of the contenders for the first Eagle Cup race backin the days of side-whiskers. ‘* Pop ’’ was a member of the New York M.Y.C. (now extinct) and lost first place ONLY through his fine sportsmanship, which Is as evident to-day as ever. From the report: ** Mr. A. Anderson was far in the lead of all other competitors at the second buoy; his boom had touched the buoy in rounding, and when he had quite finished the race, although no disqualification had been incurred, he put about, sailed back to the second buoy, and rounded fair, and lost the race by only a few yards.”’ We cannot doubt the above, knowing the senior Mr. Anderson as we do. No cleaner skipper ever put a model in the water. One might be happy in his companionship under any circumstances. MARINE Mr. Anderson also holds the old ‘* Outing Magazine Trophy,’ which he won more than 35 years ago. His first race for the Trophy was on June 13, 1897, when he competed with his model ** Nylic,’” sailing with the old Wave Crest M.Y.C., of New York City. We note, too, that one of the racing dates, in a club called the ‘* Model Yacht Racing Association,’’ and in which Mr. Anderson and Mr. Hopkins (evidently as a team in skiff sailing) took honours, was January 13, 1901. They must have loved their racing to attempt a race in a river at that early period of the year. A. Anderson, Jnr., of the same Red Bank M.Y.C., tells me that prior to 1933 they had their own ideas of models. At that time they called their club the Shrewsbury M.Y.C., and their models were limited to 55in. L.O.A., with NO LIMIT TO SAIL AREA. Visualise, good reader, if you will, the possibilities of a no sail area limit—bed-sheets could be removed from the bed, attached to the spars, used during the day, and put back on the bed in the evening! Mr. Chas. Farley, Secretary of the M.Y.R.A.A., is getting out an annual calendar this year that will be worth getting into the sport just to secure a copy of. Not only the dates and venue, but plates of all the club flags, photographs of principal Trophies, and much very valuable data—the entire set-up will cost well beyond the $100 mark, and every member of any club in the M.Y.R.A.A. will receive a copy free. There will also be several pages of advertisements of events, of firms catering to the model yachtsmen, etc. Well, Charlie deserves a great amount of praise and credit for his work— and that’s that until next issue. MODELS 323 CORRESPONDENCE **“ EVENING ANCHORAGE ”’ Sir,—Thank you for the supreme use made of my photograph in your December number under the above title. As a matter of fact the photograph was taken about 11.30 a.m. on an August day in 1934. The model has not sailed since. Notice the fore tacks and sheets. I agree with the Editor that a square-rigger model fails to sail a true course with the wind on the quarter. To arrive at a given point at an angle down wind, it is necessary to reach by the wind until dead to windward of the object or to sail along the other two sides of the rectangle instead of by the diagonal. I suggest that an attachable long (say, 25 per cent. of L.W.L.) rudder, set stiff centrally, might give thé necessary steerage with duly trimmed sails. The spanker should be down. My reason for the suggestion may be left over for a description of a pair of sailing models, which I hope to give at a future date. Yours faithfully, REGINALD COLVER. [The camera can(not) lie, or so they say. Nevertheless many beautiful sunset and moonlight effects are secured by clever photographers in broad daylight. Mr. Colver is to be congratulated on having taken a really beautiful and artistic picture.— Epitor, M.M.] Photo: Paul He isler MR. AND MRS. CHARLES HEISLER (DEEPER HUDSON M.Y.C.) IN THEIR WORKSHOP. Mr. Heisler is the donor of the well-known * Heisler’’ Cup 324 MARINE RULES FOR MODEL SQUARE RIGGER RACING Sir,—When the * Ellen Vavasour *’ held the square-rigger championship at the end of 1934 under M.Y.A. scoring, after winning 24 matches out of 28, and drawing 2, I readily assented to Mr. Lar- com’s suggestion that the scoring be changed. It was perfectly obvious to me that he had not the remotest chance of winning the championship unless some such concession was made—and I made it. So the absurd compromise between Straight Shot (Steering Competition) Rules and Tacking Rules came into being: 5 for a win either way, and 3 for a **‘ Straight Shot ‘’’ to the second ship. I admit that I did not then foresee the utterly absurd anomalies which were to arise from the use of steering competition rules in a Tacking Match. The opposition badly needed a helping hand; | gave it willingly. I admit, also, that my ship, the** Cicely Fairfax,”’ won the championship in 1935 under these mongrel rules; but she won it im spite of them, and not because of them. This new scoring often pressed very unfairly against that ship. Mr. Larcom often had five 3’s on the board in one match, while I had not one. This meant that for five wins by ‘ Cicely,”’ generally to windward, | got a lead of 10 points, or two apiece. Mr. Larcom’s ship could promptly wipe out that hard-earned lead by two wins only, generally down-wind—10 points! Could anything reveal more clearly the utter absurdity of the scoring! I think I am perfectly right in objecting, unilater- ally, to this unilateral _ System of awarding points! ** Unilateral’’ means ** One-sided.’’ Steering Competition Rules are excellent for a steering competition where both opponents must cross the line on the first tack in order to score. Brought into a tacking match, they are ridiculous. The object of a tacking match is to get into port first, and for doing so the winner should get full winning points. At present, it is not so, and I am not disposed to tolerate these Rules any longer. I admit that they have made for terrific struggles, where matches were lost by two or three points out of a total of 165, and so on; but I maintain that they are preposterous. I am being handicapped in crushing style. I don’t mind sailing my ships against much larger ones, but I am not disposed to tolerate, in addition, an idiotic rule, pushing, and waders! I say that I do good by bringing this matter up in your paper. This subject, and my challenge, have a far wider significance than Mr. Larcom seems to think, and this ‘* controversy “’ is not of restricted public interest. It concerns the future of model ship racing; and the points I make apply also to model yachting. There is too much laxity and carelessness. Our own 10-rater men are often said to be sailing under M.Y.A. rules. They count five points for a win, either way. Pushing rouses no comment whatever. Yachts are put off with jibs shaking, and not full. They are put off on the same tack without retrimming, very often. This is not sailing under M.Y.A. rules; and it is high time somebody said so. This carelessness I am not disposed to put up within square-rigger racing. It will have to be done properly, or I am not bothering to race at all. Scarborough has the probably unique distinction MODELS of having had four years’ continuous square-rigged ship racing for a championship. We have had experience at the game, and our criticisms should have weight and force, and should be bent on evolving rules which will stand the test of use, time, and criticism in the future. I look forward to the time when square-rigged ship racing will be an accepted thing, when national and international events shall frequently be held. Therefore, I say, plainly, that the present rules for the square-rigger championship of the Scarborough clubs are unsuitable, and I have laid down certain fundamentals for reasonably fair racing: (1) The winning ship shall have the winning points; (2) the skippers shall sail their ships under equal terms (from the bank, if possible); (3) pushing shall be prohibited. This matter is far more important with ships than with yachts, for it ensures that skippers shall trim their yards properly. Yours faithfully, DoucLas J. BOYLE. Editorial and Publishing Offices : 52, FETTER LANE, LONDON, E.C.4. Telephone: Central 9914. SUBSCRIPTION RATES Inland, 7s. 6d. per annum; U.S.A. and Canada, $2. 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. 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Advertisements must be received at our Offices not later than the 16th of month prior to publication. Published by the Proprietors, MARINE MopELs Pustications, Ltp., at 52, Fetter Lane, London, E.C.4 Printed by C. Arthur Sanders, 27, Portugal Street, London, W.C. R.M.S. “QUEEN MARY” provides an attractive Model for your sideboard Probably no other ship has ever attracted such attention or produced such keen interest as the “‘ Queen Mary.’’ She therefore makes a splendid subject for a model. shapely, and the detail extremely interesting. work The hull is in the sides The difficulty of paint- ing in this fine detail is overcome by the provision of specially printed paper sides. Included with the outfit are parts for making a glass showcase. MODEL MAKERS’ REQUISITES TOOLS, TOOL KITS. STRIPWOOD, BALSA WOOD. aah Complete outfit 4a “7/ 6 post 6d. (Ready-shaped hull can be supplied separately, price 1/6, post. 3d.) Obtainable from any Handicrafts Stockists, or direct from (Dept. M.M.4) : IN FINISHED SIZES. ~ WRITE ; HANDICRAFTS FOR PARTICULARS. LTD. HANDICRAFTS ANNE RD. – HANDSWORTH – B’HAM. When replying to Advertisers please mention MARINE MODELS. Ww. H. BAUER, MODEL YACHT FIT-OUT AND REPAIR SERVICE SPARS, SAILS, FITTINGS and ACCESSORIES For all Classes. To order only. DECORATIVE, WATER LINE, SHIP MODELS AND HALF MODELS BUILT AND RESTORED. Workshops BUS – – SERVICES: 512, KING’S ROAD, 11, 22, WITH SAILS MADE OF X.IL. SAITLCLOTARH 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. – 7d.er A Few “ A’”’ Class X.L. Results : International Championship, 1935, 1st; 1936, Allen Forbes 1937, 1st. Trophy (International), 1936, 1937, all 1st 1935, Championship, U.S.A. Mid-West Championship, 1937, 1937, 2nd 1936, GOOSENECKS Silvered, with mast ring “Price all 1st Eastern GAFF JAWS Jew — International, 1934, 1935, 1936, U.S.A. mal Silvered, fitted taper socket Wing and Wing Cup (International), 1937, 1st Scandinavian EARL’S COURT Are the Suppliers of WATERPROOF : UNSTRETCHABLE UNSHRINKABLE Definitely faster and points higher. Lasts out many ordinary sails. 2nd ; LONDON, S.W.10 BOND’S | WORLD CHAMPIONSHIP AGAIN WON CHELSEA, NEAREST STATION: 31. 2/- 2/- 2/~ 2/8 1st ; Mast diam. Price 2/6 2/6 3/- 3/9 All prices plus postage. 1st Send for Bond’s 1938 Catalogue, price 6d., it contains a full range of Ships’ Fittings and Boat Plants, also all Tools and Materials. And many less important events. Used all over British Isles, India, Australia, New Zealand, Canada, U.S.A., Norway, Sweden, Denmark, France. BOND’S 0O’Euston Road, Ltd. Sails made at ordinary rates. 357, EUSTON ROAD, LONDON, N.W.1 W. G. PERKS, CAERNARVONSHIRE Telephones: EUSton 5441-2. Established 1887 —— SAILS —— CHAS. DROWN & SON Model Yacht Sail Makers A World-wide Reputation for nearly a Quarter of a Century 8, ULLSWATER RD., WEST NORWOOD, LONDON, S.E.27 + — —— When replying to Advertisers please mention MARINE MODELS.