Marine Models: Volume 11, Number 6 – September 1938

lidd ddddddddy y POO ‘UMM 8 N y Nay S N EAE OOOO Wann —ss“ : FN SS SS WH Le = dd WY” NS ‘ Ss THE No. 6. MODEL iW SN YACHTSMAN SEPTEMBER, 1938. SPECIAL NUMBER (WITH THREE DOUBLE Is. Model PAGE Yachts, SUBSCRIPTION Model Powerboats, ORDINARY RATES NUMBERS (INCLUDING PRICE SEVENPENCE SPECIAL SEPTEMBER 6d. Inland 8s. 6d. Overseas and MODELS 52, Model Steamers, 7s. PRACTICAL MARINE SUPPLEMENTS) 6d. Model Ships. MONTHLY. NUMBER AND TECHNICAL PUBLICATIONS LTD., FETTER LANE LONDON – E.C.4 \ sy Ww OS INCORPORATING N Wee \ Vol. XI, SS SY » Vill tlt piVili ~ S M8 4 db Yiitiiddiipliddy, Ye ystitilidigeiddd Ma oy”‘thls YY” SSS S yy Wh XS. Y, ZZ Yy G Vii Y LY C11. WeY, SS OQ POSTAGE) : ALEXANDER MINIATURE RACING YACHTS ALEXANDER eG BOATS o : : } ALEXANDER ALEXALIGHT FOR ALL ROUND SPARS PERFORMANCE LIGHT & STRONG ALEXANDER ALEXANDER SAILS FITTINGS FOR HARD WEAR Practical in Design and LONG SERVICE Perfect in Finish ALEXANDER ALEXANDER DESIGNS ACCESSORIES EXPERT AND EVERYTHING FOR ECONOMICAL THE YACHTSMAN ALEXANDER ALEXANDER For good & reliable ~ SECONDHAND GLUED-UP BLOCKS, BOATS SHAPED OR UNSHAPED ALEXANDER MODEL SAILING “WHITE HEATHER” SERIES 18”-1/10/0 J. 22”-2/5/0 26”-2/19/6 FOR THE YOUNG BEGINNER 30’-4/106 ALEXANDER 26, ASHTON SEND STAMP YACHTS VICTORIA & PARADE PRESTON © (UNATTACHED) FOR LISTS When replying to Advertisers please mention 36”-6/12/6 42” -9/9/0 SONS, LANCS. TRADE SUPPLIED MARINE MODELS. IX Vol. XI, No. 6. Published on the Seventh of each Month September, 1938 EDITORIAL Caaeiene Regatta, the most important event of the model yachtsman’s year, is over, and, looking back, one must regret the 1938 event as falling somewhat flat after the regattas of the last three or four years. There were fewer entries for the British A-class Championship than for many years, and with so few starters, a week was too long for the race, as organised. And, after the magnificent Internationals of recent years, what can one say of this year’s race? Five competitors in 1935 and 1936, six in 1937 (Norway, Sweden, Belgium, France, Germany and Britain), and two (Sweden and Britain) in 1938. Also our American cousins have been unrepresented since 1936! Although one understands how this arose, it is a disappointing setback. Actually, owing to the holder of the International Cup, Norway, being uncertain as to whether a lake in Norway would be available, it was not known until very late where the race would take place, and even then the holder was unfortunately unable to defend the title. Had it not been for the extremely sporting gesture of our Swedish friends in flying over at the last moment for the race, Britain would have had a sail-over for the International Cup. We trust Mr. Abrahamson and his mate, Mr. Kleverstrém, realise how much British model yachtsmen appreciated their visit. Quite candidly, we ourselves do not believe in Vane steering gear for racing on lakes, and though “ Gothia’ was in the prevailing weight of wind quite as fast as the British boat ** Seri,” she lost board after board (though very frequently by the narrowest of margins) through her inability to sail as direct a course as her opponent. Well, if Mr. Abrahamson and his mate could not win many boards, they certainly knew how to lose in the gamest and most sporting way possible. We hope to see them again next year, but equipped with Braine steering. We have heard from our friend, Monsieur G. Suzor, that he is starting a campaign in Paris to get a proper water for models, and we are sure all model powerboat and sailing men will wish him every success. We have been told quite frequently that very few mistakes or misprints occur in MarINE Mopets. Last month two beauties got through. In our Editorial the second and third lines were reversed, and in one sentence of * Y.Z.’s” article on “Model Sailing for Beginners’ somehow “N.E.” and “ N.W.” were also reversed. A paragraph about the latter will be found elsewhere in this issue, but at the same time this error was so obvious that it hardly needs mentioning. These errors should have been noticed when the proofs were read, and we apologise for having overlooked them. So far only one reader has written us on the subject, and his letter was no news to us as we had already noticed the slip and written a correcting paragraph! 142 MARINE MODELS THE NORFOLK WHERRY By G. COLMAN GREEN, M.R.S.T. RF’ over a hundred years the sailing wherry of Norfolk has been a delight to dwellers in those marshland areas and an inspiration to visiting artists. No Broadland scene was complete without its presence, most graceful of all goods-carrying vessels on inland waterways. In common with other types of local sailing craft, the wherryis rapidly disappearing, and it is only rarely nowadays that one is seen under way. The present articleis written in order to set on record something of their construction and characteristic features. Every feature about the wherry is the product of purpose and environment, and in many respects their construction was unorthodox, if judged by the standards of ordinary naval architecture and the practice of wooden ship construction. In addition, the wherryman had his own nomenclature, and in order to make their construction and rig intelligible to readers, | have given the usual names to the various parts in addition to the purely local ones. How and when these river craft originated is difficult to assess, and as the art of the early wherry-builders is practically a finished | and unwritten chapter, it is increasingly difficult to gauge the steps in their evolution. Like all great craftsmen, wherry-builders seemed to hand down the secrets of the trade from father to son, and as few of the early workers could read or write, we are at a loss to know their precise methods. Even the wherrymen, whom the writer knew in his youth, were illiterate and accustomed to use the chalk tally when loading and unloading their varied and valuable cargoes. Bane, a famous Norfolk antiquary, writing about 1820 of his own times, says: ‘“‘Wherries are peculiar to the rivers of Norfolk and Suffolk, and those used on the Yare carry from 15 to 60 tons, and draw from 3ft. to 4ft. of water.” This is approximate, and would probably mean when light, as a 60-ton wherry would certainly require 6ft. of water when heavily laden, or as wherrymen say, ‘down to the coamings.” The earliest type of wherry was known as the “Keel” or ‘* Keel-Wherry,” and goes back to about 1770. This was a squaresterned, open vessel with the crew’s cabin built up on the fo’c’sle. The mast was stepped amidships in a tabernacle, and she carried a square sail on a yard slung from the middle, the rig being rather similar to that of the Humber Keel, though, of course, the hull was very different. Barrel winches were fitted forward and aft to handle lines and gear. The Keel-Wherry was superseded by the Wherry proper about 1800. These were of two types—the square-sterned and the sharpsterned. These were introduced almost simultaneously, and have remained unaltered until HICKLING ** April from By BROAD Showers ”’ a painting in oils G. Colman First-class Green Award, Royal Drawing Society, 1931 a MARINE MODELS 143 the present day. In both types the crew’s cabin has been moved aft. The square-sterned type was usually known as the ‘* Bure’ type. They had a white transom and tiller in addition to the characteristic white patch at the bows (“eyes”), to make them visible in foggy weather, and at night in narrow channels. The sharp-sterned type, on the other hand, was usually known as the “Yare” type, but except for the difference in the shape of their sterns, there was little or no difference between the two in build or rig. About 1880 a local genius had the idea of converting the trading wherry ‘ Volunteer”’ into a pleasure wherry by building cabins into what had been the hold space of the vessel, and in the next few years quite a large number of other wherries were similarly treated. A further development was the North River Barge, which was a specially built wherryrigged yacht with a white sail. Not more than a couple of dozen of these lovely craft were built in all, and some of the later ones, built about 1890, had counter sterns, while most of them, contrary to wherry practice, were carvel built. However, the “ Yare’”’ type of trading wherry was by far the most numerous and characteristic, and except for the Keel-Wherry from which it was evolved, the other types can be considered as variants of it. Therefore, as space does not permit of our dealing at length with all types of wherries, the present survey is more or less confined to the “Yare” type. Until the end of the nineteenth century the Norfolk wherries held their own against the growing competition of the river steamboats. The latter were at first for passenger traffic chiefly, but the knell of the trading wherries was sounded when local brewers and maltsters began to build steamers, and there was a further marked decline with the advent of the Diesel engine, and by about 1910 the triumph of the motor-boat was complete. Since then no new trading wherries have been built, and only one or two quasi-wherries. The wherry was evolved to meet local conditions and circumstances. Their purpose was to carry cargo on rivers that are often shallow, tortuous and narrow. Great cargo-carrying capacity on shallow draught was essential, and as the surrounding country is flat and open to the strong breezes of the North Sea, good sailing qualities were necessary. Not WHERRY ‘*RACHEL’’ ON ROCKLAND BROAD, 1907 From a sketch in O1ls by G. Colman Green N.B.—This Wherry is of the *‘ Bure ’’ (or square stern) type. only were wherries good off the wind, but were also marvellously close-winded, and the consummate skill with which the wherryman sailed his vessel to windward is hard to realise in these days when the ubiquitous, time-saving motor-boat does the work. But the old wherries were by no means slow, and it was net uncommon for them to complete the 20 tortuous miles between Norwich and Yarmouth in under four hours. As an example of a typical Yare type wherry, I am giving the lines of ‘ Gleaner,” which are reproduced by the courtesy of the Director of the Science Museum, South Kensington, London. With these before us we can make a detailed examination of the way in which wherries were built, but before starting, may I emphasise that these graceful vessels were built by the heart for the eye, without rule, and entirely without working drawings. The scantlings and construction given on the plans apply to this particular wherry, and though they are quite typical, 144 MARINE =~ | Cea) = = —4 MODELS Tiller 7 §t.6 ins ——— count for the sweeping, graceful lines of the —_ a — Se “John Henrys hull. The Norfolk wherry was a clinker-built (> rN \ 56)eth to 7’0″ 2’6” 32 tons. every individual builder had his own ideas, and, consequently, every wherry differed from her sisters in some minor detail. Similarly, the other drawings given in this article are correct to the vessel whose name is given, and though some variations are found between different wherries, the drawings can be taken throughout as being typical of wherry prac- ship, and by that I mean her planks were fastened by “ Clinks” (ie., bolts with the head outside, hammered home, the inner end being nipped off and burred over a washer). These clinks are spaced about 10 or 11 inches apart between the timbers (or frames), and not on them. Each plank was bevelled along the lower edge so as to lay fair over the proceeding one. There were 11 or 12 of these planks on each side of the keel, measuring 10 or 11 inches amidships and tapering with a peculiar twist, characteristic to wherries, to about 5 inches at the aprons. The hull of a wherry was built of oak throughout, and about 1880 these vessels cost from £600 to £800 to build. To-day the cost would be nearer £2,500, but it would be difficult to find craftsmen who understood the art of wherry-building. tice. The lines of “Gleaner” reproduced here are, of course, not original working drawings, but taken off the vessel. One point worthy of mention is that, when building, very few moulds were used. A wherry builder’s son once told me that his father only used “a frame for the big section (midships,.or master section) to start her off.’ He added that at first his father found the forward hollow sections difficult and he used a mould, but soon got the knack of it, and did without. This method of building without many frames would allow the planks to assume the natural curves of the wood, and in part ac- The underwater lines of the wherry are beautifully curved and quite unlike the prosaic flat bottom of the Thames barge. The sweetness of the sections and bold rocker of the hogpiece account for the fine sailing qualities these vessels are noted for. The sharp, hollow entrance and delivery are apparent in the plans, while five or six of the upper strakes flaring out over the lower ones form bluff, rotund bows and quarters, which afford generous and comparatively dry deck space. —_ 2 ft. —_» AEE <—/ $t—> n. oe peads gs ae jwof SECTION ®_ Beveled eI corner’ OFF. NO. : AFT OF 1487 y Main BEAM, LOOKING FORWARD, WitH BULKHEAD HoLD REMOVED. / Main a Outer Tabernacle Knee cag LUT Beam REG? Ty NNMay, ro) -TONS 23 G TABERNACLE die an : Me, /£ \ TOS Zee er ] he a. Fore Front gined Hat ch I] Ay Ai _——— Tabernacle Knee © S 36 = <5 Js / ola rai | al Cees — ee f — ish " J ae Cy w [= , 3 EE | fF roor / S 7% 5 tel Oe = 1 Ruhnelsholes or Lumber penny equ catty n J MODELS 145 CYPOND SPU 4EBGQoON SKETCH WPS Vso — ryrr MHOOWD P[BOUFS a>, es —— MARINE In this connection it must not be forgotten that a heavily laden wherry’s side-decks (or ‘* side-walks,”’ as the wherryman calls them) were generally awash, but it is worthy of remark that a wherry in cargo was easier to handle, better to steer, and probably safer than when she was light. Although the slipping (or false) keel, bolted to the keel proper, was of the rocker type, it was unusual for a large wherry to draw more than about six feet of water, even when fully laden. Some wherries had no more than 3 or 4 inches of false keel, but they were generally smaller craft, such as those which went up the River Bure to Coltishall Mill, or up the River Waveney, and through Geldeston Lock to Bungay Town, to which river-borne traffic had been carried since the days when the Bigods, Earls of Norfolk, had their great castle there (1100-1356), and made it a centre of Feudal Administration. The name “slipping” keel was used because in case of necessity this outer false keel could be slipped off to lighten the draught of the vessel. The operation was not common to all wherries, but was occasionally used when proceeding into the upper reaches where the water was shallow. The slipping keel was not bolted in position, but held by screw pins, and at the forward end by the slipping keel irons, which can be seen in the design of “Gleaner.” The key for withdrawing the screw pins is shown in this drawing also. OF FOOT OF TABERNACLE, looking showing cheeks aft, how fit over timbers and supporting knees. Also note how winch stanchion is anchored After the pins were withdrawn, plugs were inserted in the holes. When released, the slipping keel, being wood, floated to the surace. When the keel was re-shipped, the keel iron served to locate the keel forward. The keel was then worked into position below water by ropes handled from the side-decks. When it was in position the screw pins were inserted from inside. In common with the rest of the hull, the keel, stem and sternpost are oak. There is a massive oak knee (or angle-piece) at the junction of stem and keel. The sternpost is halved into the keel. The timbers are cut from grown oak crooks, and are often in two parts. When this is the case, the ends of the two parts are sometimes butted, but are never scarphed or jointed. Moreover, the lengths varied and the butts are arranged on a hit-and-miss or alternate method. The wherry builders held that this method of construction gave the vessel elasticity and life. The construction in general can be seen from the plans and diagrams, so we will turn for a moment to the rudder and tiller. There is an old saying amongst wherrymen that in a scant reach, the wherry sails on her rudder. Be that as it may, the rudder is very heavily built with pintles composed of strong wrought-iron straps, swinging on a stout pin. The rudder is tarred like the hull, and picked 146 MARINE Pead light MODELS and then rises to the sternpost, which is approximately the same height as the stem. As one passes along the plankways, at no point can the waterline be seen by looking down, and only amidships even by bending forward. This is partly because the rubbing iron projects, and partly because of the general rotundity of the sections. \ 30 insBunks betweed View inside Wherryman’s Cabin “Sur prise’ AO Tons. out in white and red. The tiller is often over 7ft. long, and beautifully shaped. Round the deck edge is a stout rubbing iron (or cope), known as the “ bin ” iron (prob- ably derived from bint, or bent iron), which projects about 2in. The deck itself is laid in narrow planks running fore-and-aft, with a covering-board, some 5in. or 6in. wide, round the entire deck. This is known as the plancea (Fr. planche, meaning a board), and is painted white as a warning to the mate not to put his foot beyond it, and it can easily be seen in foggy weather or twilight. The plancea is about 14in. higher than the deck planking, and to let the water drain off, tiny scuppers, 2in. by lin., are cut in it. Set in the plancea are four mooring bitts forward, and two aft. These consist of a timber-head with a stout |2in. iron rod passed through it. Shackled to the cap on the stemhead is the lower of the two large, sheeveless blocks which form the forestay tackle. These are painted red (the recipe being red lead and goldsize), and varnished, which gives a metallic lustre, and is quite weatherproof. The forehatch cover “ curlingway ” (or curlingboard) is long and narrow, as the opening has to give passage to the mast heel, when the latter is lowered to shoot one of the fixed road bridges. Aft of the mast is the hold, the opening being surrounded by coamings with narrow plankways (or side-decks) on either side of the ship. The sheer drops amidships by about Ift., Aft of the hold is the cabin with its wellcambered top, forming a continuation of the “hood” (hatch-cover), and painted red in the same fashion. At the fore end of the cabin top is the galley chimney. The “Gleaner” is shown in the plans as having a “Coburg ”’ ventilator. This is a square sectioned, tapering chimney with a_ housing under it. The upper part (known as the ‘long ”’ chimney) was unshipped when closehauled to avoid the mainsheet fouling it, and just the lower part (known as the “ tacking ” chimney) remained a fixture. The Coburg type of ventilator was not very common in wherries, and most trading wherries had no ventilators other than the unglazed oval windows in the coamings. Later, most wherries had iron stove pipes, and that on the “Gleaner “’ was fixed through her Coburg ventilator. (To be continued.) AN APOLOGY AND A CORRECTION N printing the first instalment of ‘* Y.Z.’s ”’ | article on Model Yacht Sailing for Beginners, a stupid blunder occurred. Where it arose we cannot say, but the Editor is certainly to blame for not having corrected it when reading the proofs. Both Y.Z. and the Editor certainly know better than to make an error of the kind. Apologies are meron due to any beginner who was puzzled by this. As to the correction, the erroneous paragraph read: ‘* Now suppose the wind is North, and the course to be made good is N. No vessel can sail dead to windward, and the best she can do is to sail about 4 points (45 degrees) off the wind. The nearest she can manage is therefore to sail N.W. or N.E…. The leg to the N.W. is known as the ‘ port tack,’ since the wind is on the port (or left) side of the yacht, and the leg to the N.E. as the ‘ starboard tack,’ since the wind is on the starboard (or right) side of the vessel. When on the port tack, the wind is on the port side so the boom is to starboard, and on the starboard tack, the wind is on the starboard side and the boom out to port.” Unfortunately, ‘* N.W.’’ and ‘* N.E.’” were re- — versed in setting, and it should have read: The leg to the N.E. is known as the ‘* port tack,” since the wind is on the port (or left) side of the yacht, and the leg to the N.W. as the “* star- board tack,’ since the wind is on the starboard (or right) side of the vessel… .” SUPPLEMENT TO VoL. XI, No. 6 Quer Martingale bf Jenny Morgan \/ane ol Spend Bloc “i a \ | 4 single s tg KinLD Vase shahed Truck oF Gi!i Lf Mh §—nein| g~ &2Zerane iron. }A is Double Peak BlockOo ; r fj aff blue | ‘aslet aad 3 DisTinguishing ’ | | Band Gags Jaw While Parlinfg Pin 19 ‘ with5 Roftling ? ‘ 4 Maimsall \ Gast Bonnet } \ | \ ah \ 140 | | B: wire | FORE {STAY Tanned lovat While Sail For Cloths Follow pIAST 45 to Spft | £.Cringles’ in orl 1 f ~ ; f | f Two sheevelesyy J) Blocks k= * Ay ee for Foreslay Mf ; ) lodps used for | climbing on \ accasion » .|,, LY \ yl yt \jy | || a Winding drum ogollows Winch Foestle Halch ee Cul waler—> s Kak othont \ , . i o 4 3 a Tennage from 20 to bo usually Length varies considerably upieo BOF To face page 143 ; , — 56 Boe tratton Marks cuf in Main Beamin Hold 24 p= The Hold fr Beam {4 Peak Cringle SAIL & RIGGING PLAN OF A TYPICAL NORFOLK WHERRY By G. COLMAN GREEN. varies From » tooo Sq.Ft 200 sqft, \ \ sories from tous rich Reds and Trading Wherry \ . – Pleasure Wherry. hae of ieee fod ip \\\\\ ANY – Reeking Cringles Clew of . mainsail \ \ \ The Bonnet \ \ Sail 35o0lo 35 fr \\ \_\ * jo ———- ij—— \ rain xy echans wet \ oombings (while) Clew of Bonnet Fclew Block lj Doors Red eA Enfrance la WherrymensCabin Tiller 7Ft 8 c overing board(bluey a —_ lank nays moses |. eeboard 1ft te if Kneeniece/while) Cap (red) SS ee Nil when fully laden Sa SS Rudder Sil G4 feet depth 2 Ftor 3ft3ins J ee 4 36 4 4 40 44 nNABB 35035 feel wi6fe Depth of Hull 34 ft te 4% Ft 48 52 ES €o g tolnanG teen Nonch (TROT 1938. 64 SUPPLEMENT TO VoL. XI, No. 6. THE NORFOLK WHERRY “GLEANER” 57’ 0″ x 14’ 0″ x 4’ 0″ Mid. Portapie Comings nares Sliprw Rieatups. 34°30 . ‘ 2 aK To : Ikon, geeewen Fixed Coaqings . Punk SveeR 3a Cope. Ox 474° to” CEnREs. . . Suerystyane. 2°Om. Cx Clix lee” ‘€ ceiline. x 5-1 Wooden BIN. ax inner CLAMP S#o 3” if On. ( a _—§———|] | | Pq “TSE | Awe Vast. Sueer [Ron. tC Je but Rep To face page 142 JB =a rf 2 MARINE MOTELS, | 4”=1′ 0” Scales: Lines 4”=1’ 0” Section Midship Slipping Keel [ Secfions Swewine Metner of Werome Slipping Keel. = i ata: ‘tema Ber, L Checx., ek sae Ae Vos : “| | “gel ; en te toe Tae | w Suippag Weel Bat passes Tinovgn Plafe a ex 14 Diat Pin Mast Swings SuiPrine Keel Batts ‘Slippmg Keel eee Ber, 2 Suirmwg fees 7 ee . — : : | 4 h 6H Somee | | | | | | | | 2 Ha \| | || | | {| Gi Q t L Ben ee Portame Weeven Bilce = Spear. Pop Reproduced by courtesy of the Director of the Science Museum, South Kensington, London MARINE MODELS 147 MODEL YACHT SAILING FOR BEGINNERS BY Y. Z. (Continued from page 138.) AVING set up the standing rigging, hoist the sails. If dealing with new sails, do not haul them out hard on the foot or sweat them up with the halliards, but just enough to take wrinkles out of luff and foot tapes. Arrange the jack stays to take wrinkles and creases out of the sail. It may be necessary to ease the jack stays off to get the sail to set. However, do not expect a new sail to set properly until it is stretched. It will stretch continually for the first few outings, and slack in halliards and clew outhauls must be taken up gradually. Now let us think about sail trim for a windward board. All boats will not point up to the same angle to the wind, and you have to find what suits your boat. If you try to sail dead into the wind’s eye the sails will flap, and she will come to a stop, and then probably go in irons and possibly gather sternway. A boat head to wind coming from one tack to anotheris said to be “ in stays,” and coming about from one tack to another is “ staying.” If a boat sticks head to wind and refuses to pay off on either tack, she is said to be “in irons.” A decent yacht will point at an angle of between five and four points off the wind. It is a very close-winded boat that can sail at four points. Lots of skippers tell you their boats will point higher than this, but the writer, like the celebrated Scotsman, has his doots| The skippers who tell one this are usually confusing the true wind direction with what is known in navigation as the “ apparent wind at ship.” This possibly requires a little explanation, and the easiest illustration is a steamer. Course N., speed 10 knots, wind W., blowing 10 m.p.h. The smoke trail shows an apparent wind at ship of about N.W., and her flags blow out this way also. When yacht is sailing fast to windward the burgee appears to fly out almost fore and aft, though the yacht is actually sailing four to five points off the wind. Now the reader may think I am a long time in telling how to trim a yacht for windward work, but I personally have the idea that if the beginner knows more or less what is happening, and what he is aiming at, he will work intelligently and get ahead far quicker—so a little groundwork at the start may be desirable. So before we trim our own boat for a trial board to windward, let us watch another boat sail a weather board, and consider matters. The course is N., wind N.W., and the boat can just lay her course. Her sails are close-hauled to an angle of, say, 20 degrees to the centreline, or thereabouts. The wind strikes on the sail at an acute angle of about 65 degrees, and spills away via the leach (after side) of the sail. The power imparted to the sail by the wind is primarily a straight push down wind, but this can be mathematically resolved into heeling moment and propulsive moment. The exact formula for determining need not be gone into, but just remember that the whole force of the wind striking; the sail is not propulsive energy. Also note that as a boat heels the area of sail exposed to the wind is lessened. Now of our propulsive energy part tends to propel the boat sideways and part forwards. This again can be resolved mathematically, but all one requires to remember for our purpose is that only a very small part of the wind’s force is transmitted to the boat in the form of forward propulsion, while quite a considerable proportion tends to heel her and push her bodily sideways to leeward. Turning to the force which tends to push the yacht sideways to leeward (or cause her to “ make leeway “’), one is immediately faced with the whole question of lateral resistance. Obviously the more or less saucer-shaped hull offers less resistance to lateral pressure than the flat surface of the keel, and therefore the keel does most of the work in resisting the boat’s tendency to make leeway. Try this very simple experiment. Turn on a tap where there is a good water pressure to about half-way, and then pass your hand sideways (ie., hand with palm vertical, moved horizontally) through the jet, and note the amount of resistance the water offers. Turn the tap on full and do it again, and note the increased resistance. This proves that to a 148 MARINE MODELS boat moving fast the water offers more resistance to sideways movement than when she is stationary or moving slowly. Now, returning to our boat sailing closehauled, if she is “ starved ” (i.e., sailed at too close an angle to the wind) so that the sails do not draw properly, speed will decrease and so will resistance to lateral pressure. Then she will make leeway, and, although pointing high, will not “ go where she is looking.” On the other hand, if sailed “ too broad ” (i.e., at too wide an angle), she will not be working to windward, but simply sailing across the course without making progress. What the skipper has to ascertain is just how close his own particular boat will sail before she is starved and fails to progress properly. In sailing a model to windward the rudder is fixed amidships, and the yacht is steered by the balance of the sails. At the moment I am speaking entirely of a yacht fitted with Braine steering gear. In my humble opinion, Vane steering is a double-edged weapon in the hands of a novice, and | advise leaving this until the skipper is an expert, when he can make up his own mind whether it 1s the long leg to windward. Let her sail off gently from the hand. Now watch what happens. Suppose the boat immediately comes up head to wind, and refuses to fill on either tack and keep going, or just jills about, first on one tack, then on the other. This implies that the whole sail plan wants to be moved forward, so don’t waste any more time about it—use the mast slide and move forward about tin., and try again. She is, obviously, better, but still a little too inclined to luff instead of keeping going steadily. Forward din. this time and try her again, when she should be about right. Slight adjustments can be made by altering the rake, but a little rake often suits a boat and helps her to point, though too much often makes her fidgety. If, on the other hand, the boat goes reaching away, “ footing ” fast (travelling through the water) but refusing to point (“ look at it”), the rig wants to be moved aft. Make one adjustment only at a time. If you make several, you cannot possibly judge the effect of each. Further, only make a Now let us trim our own boat, the * Nonsuch,” for a board to windward; some boats like their rudders left free (but, of course, kept amidships by the rubber centring-line of the Braine gear); others are better with rudder pinned. For a start, let us pin ours amidships, Then if our Braine gear has a pin-rack. examine the rudder, and see it really and truly another. worth while or not. is amidships. Hook on the beating sheet and adjust till the sail makes an angle of approximately 20 degrees with the centreline. Trim the jib sheet until the boom is parallel with the mainboom being also at 20 degrees to the centreline. It should be noted that in a properly balanced yacht the two sails should be at the same angle when close-hauled. Check that the steering lines on the main and jib are absolutely slack and out of action. If the boom is sufficiently stiff, it should be unnecessary to have the “ kicking-strap ” (line under inner end of boom to prevent it rising, of which more anon) dead hard, but this depends on the cut of the sail, design of sail plan, sheet leads, etc. Anyhow, do not set up too hard for a start. Before launching your boat, take your note-book and jot down the sheet settings from the boom calibrations. Launch the boat, turn her head until the jib is just nicely full, but not too broad, on moderate alteration, not too violent a one, as you do not want to go from one extreme to When you alter your mast, retrim the sheets each time to the figures you have in your note-book, but carefully check that the mast adjustment has not altered them and brought the two booms out of their exact parallel at 20 degrees to the centreline. The exact 20 degrees is not so important, but is used to give the novice an approximate idea of the angle for the sails. If the figures have altered a little, amend the memo. in your note-book. It pays to be systematic. It is, of course, possible that you may get the correct mast position and rake nght away, and, if so, your boat will sail well to windward right away, though possibly not as close as you will ultimately get her, since with a modern tall Bermuda rig the boat will usually want her booms a little closer than we have trimmed them for this trial board. Having arrived at a good position and rake for the mast, we can begin to experiment Bring the mainboom in with sheet trims. slightly and then trim the jib to a corresponding angle. Note the alteration in your note-book. Try her and see the result. I shall have more to say about windward trims next month. (To be continued.) MARINE MODELS 149 (Continued from page 125) EADERS will recollect that I published R a photograph of “Tich Too,” Mr. . J. Turpin’s new flash steamer to the 7 lb. class, in the July number of MARINE MopeLs. Since then I have been privileged to see the logbook, in which the builder has recorded every possible fact in connection with the design and building of his boat and engine, her trials and gradual tuning-up. Before giving extracts from this,I should like to contrast this methodical and careful manner of approaching the subject with the slapdash methods too often employed by modelmen. I have often advocated making plans and keeping careful notes and records, and here is an instance where this has been systematically done. It is impossible to reproduce the whole of this log at length, but with the kind permission of the owner, parts of it are reproduced “ TICH TOO,” FLASH STEAM DRIVEN HYDROPLANE BUILT BY MR. H. J. TURPIN Photo: H. J. Turpin. in full, and other parts summarised. By way of commencement, it may be recalled that Mr. Turpin’s first boat was called _“* Tich,” so the second became “* Tich Too.” The present boat was commenced in February, 1938, so pretty quick progress has been made. I will quote the builder’s notes on the reasoning underlying the design: 1. I came to the conclusion last year that the hull for ‘‘ Tich ’’ had arrived at the limit of its capabilities, that is, 20 m.p.h. with a total weight of 41b., although some may think that with a slightly ’ slower planing angle a slight increase in speed could have i obtained. So ** Tich, Too’ will approach the maximum weight of 7 lb. in order to provide more latitude for installing an engine of higher power. 2. Increased total weight indicates increased dimensions of hull, so have decided to make overall length 30in., beam 10in., maximum height (at step) 4in., step Il4in. from bow.. 3. With the new engine well to the front, this 150 MARINE hull will enable me to get a direct drive to propeller, which is carried on a skeg fitted to stern of hull. Taking every advantage of position of engine and skeg I can get a straight drive long, at an inclination of 10° to waterline. 22in. This condition, with a planing angle of 1 in 40, and the C.G. over the step, should give me a good running trim. 4. Have made the great decision to fire the boiler from the rear end instead of the front, exactly as arranged in ‘* Tich’’ when first tried out. I believe it is wrong in principle to force cold air into the boiler casing, due to speed of boat, and I believe it was the cause of a lot of my troubles last year, especially in cooling-off during the second and third laps. Other steamers, too, that are fired from the front, I have particularly noticed suffer from this trouble of cooling-off. So have decided to be unorthodox again. 5. The boiler will be fired by two lamps, each similar to the last and most successful one used in * ‘** Tich,’’ so my problem will be to make efficient use of the total heat developed. I believe that the success of a blow lamp depends not primarily on ventilation in the boat, as some people imagine, but mostly on the inherent design of the lamp itself. I believe, also, that some steamers rely on the draught created by the boat at speed in order that the lamp may work successfully. This is fundamentally wrong. 6. The engine, this time, is to be a 120° V-twin. Some will say, *‘ Why not 180° twin?’’ The latter arrangement results in an engine whose cylinders, cylinder heads and valve-gears are most inaccessible, as it is impossible to get a screw-driver in position athwart the hull for dismantling. With 120° V-arrangement, I can get at the cylinder heads and cylinders with a screw-driver, just clearing the upper edge of the hull. Also, the total height of the engine comes well inside the height of the hull—a good feature. 7. Valve gear is something different from that popularly used. It is basically a Corliss design, although in this engine it might be termed ‘*TurpoCorliss.”’ One disadvantage in the Corliss valve is that the steam, when admitted on one side of the valve, presses it heavily to the other side of the valve chamber, with a tendency to wear. In the TurpoCorliss gear I have taken the incoming steam through slots in the valve, and so partly balanced the pressure. MODELS The advantages are :— (1) Quick port opening and closing. (2) Minimum length of steam passage from valve to piston top, i.e., minimum clearance volume. (This passage is about gin. long in ** Tich,’’ but only .075in. in ‘* Tich, Too.’’) (3) Low inertia of valve, due rotational movement of only 60°. 75 to 80 D.P.N.; heat theated: 15 to 16.5 tons, 114 to 130 D.P.N. The oil pump will be similar to ‘* Tich ”’ pump, containing 5/32in. ball valves, as in this case they were satisfactory owing to slower rate of working. Both pumps will work on the slide crank principle, as the new engine design does not lend itself to crank and connecting rod method. 9. Pressure Gauges. Propose fitting this time a gauge on the steam side in order to get some idea of flash steam pressure. At present I have no idea of pressures in ‘* Tich.’’ Also, will fit a gauge in petrol tank—not so much as to register exact pressure, but so that it can be pumped to same pressure each time. This is followed by drawings of the engine, as reproduced here. The materials used for the various parts of the engine were as follows: Pistons cast iron, cylinders 3 p.c. nickel steel, cylinder heads cast iron, gudgeon pins cast steel hardened, crankshaft 3 p.c. nickel steel, and connecting rods duralumin. About the valves, Mr. Turpin writes :— Regarding the valves, there is something important to report. When valves were first made, I CTINPERN, Transom A — O Vi, NUT SWEATED TO STEEL STRIPS OW BEARER y B © PorT L> LINnER ~ a A suart | B | ¥ @ 7 ea = ii \ ENGINE reciprocating 8. Pumps. Am going to try this time a waterpump with mushroom valves, as I suspect that the balls in the ‘* Tich ’’ pump did not always close on their seats, due to insufficient control, although clearances were reduced to a minimum. Have got a piece of light alloy, R.R.56, from the Birmingham Aluminium Casting Co., and will try this for the valves. The body of the pump is also to be in a light alloy—possibly Birmalite, if I can persuade the above firm to cast it for me. The properties of R.R.56 are: for stampings and rolled bar only (heat treated), 28-30 tons ultimate, 129-138 D.P.N. Properties of Birmalite are: copper, 9 to 11°; iron, 1°, max.; magnesium, | to 5°.; aluminium, remainder. Sand castings—as cast: 8.5 to 9.5 tons, STARBOARD S to i DRAWINGS (Reproduced half-size) MARINE ull jo peasy 206 Dia | (236 Dia 225 Din, Two Hoces FOR REMOVING Race eyo| DRAWING OF CRANKSHAFT (Reproduced half-size) used a nickel chrome steel (the cylinder head being cast iron), but afterwards decided that the fit of the right valve was too slack. I remade this in a 3° nickel steel, nickel chrome not being available. Now the left valve (nickel chrome) shows no sign of wear, but the right valve (3°, nickel) shows slight score marks but not sufficient to matter. Cylinder head is O.K. Under great heat but with good lubrication Nickel Chromium and Cast Iron are great friends. The above observations about valve materials are actually taken from later in the log book, but are cited here whilst we are dealing with the materials used. The dimensions of the engine are 3in. bore and stroke, and as already mentioned the cylinders are set at 120°. The frame of the engine requires little comment, being made from 14 I.S.W.G. sheet steel and brazed up, with the exception of the forward ’thwartships member, which is held in place with four screws. As this carries the pump gearing, this provides a ready means of access to these parts. It is combined with the crankcase, as shown in the drawings and photographs. MODELS 151 The crankshaft is a very original design. It is of the overhung type, and the flywheel forms the outer housing for the ball-race that acts as forward bearing, so that the outer member of the ball-race becomes an integral part of the flywheel. This enables the flywheel to be brought close in towards the cylinders, which is very advantageous for many reasons. For balancing purposes, part of the flywheel is cut away. The inner member of the ball-race is mounted on a ’thwartships plate, which forms part of the frame. The after-end of the crankshaft is carried in a smaller ball-race which is mounted on the after ‘thwartships member of the frame. By the way, these ball-bearings are of the self-aligning type. It will be seen from the drawings that the crankshaft is tapered off in steps with the greatest strength just where it is wanted. The cylinders are off-set with the two big ends mounted on the one crankpin. The end of the crankpin is hollow, to take a separate little crankpin, which drives the train of gearwheels operating the pumps. The eccentrics are mounted on the crankshaft immediately abaft the ’thwartships frame member that carries the forward ball-bearing. The eccentrics, by the way, are made of mild steel case-hardened, and the valve rods and straps of duralumin in one piece. This makes a very light, strong job, but the eccentric straps being in one piece necessitated the eccentrics being of unusual construction, as shown in the drawings. The pins connecting the valve rods to the END VIEW OF ENGINE SHOWING PUMPS AND PUMP DRIVE Photo: H. J. Turpin. MARINE MODELS not alter present one whole valve system.” To SEPARATE wv ROM 2BaA THE SET SCREW ECCENTRICS AND (Reproduced VALVE half-size) FOR THEIR RESPECTIVE (To be continued) + 35 Rap POINTS K REPRESENT THE TDC CYLINDERS YY YOR a – YF } Fa 7a AZO 95f, / ° A of ani / w¥& Ih PORT CYLINDER ECCENTRIC % sTROKE THE LINK DIAGRAM INLET OF EMS —, CLOSES TDC. (POINTS X SHOWN In LINK DIAGRAM) VALVE TIMING DIAGRAM INLET CLOSES \— EXHAUST OPENS timing is liable to alteration in the course of tuning-up the engine, and, as a matter of fact, Mr. Turpin noted after a few trial runs : — “Will try, at the end of the season, to produce a valve having an earlier cut-off. Can085 To the The top of the cylinder is also shown, including the release valve, which serves to clear the cylinder of condensate water and oil. The cylinders themselves were turned up and the lower ends have a plain flange with holes for bolting down to the crankcase. RODS valve rocker arms are mild steel case-hardened. The way the valve rods were designed is shown in the “Link” diagram. Valve timing is shown in another diagram, but it must be remembered in this connection that this EvHAUST altering Two drawings of the cylinder heads are given, which show the valve gear. These were fine grain cast iron, the castings being made by a well-known model firm from the builder’s patterns. To be certain, Mr. Turpin had a spare pair of cylinder heads cast, and it was a good thing he did so, since the first pair turned out to have blow-holes. The castings have been lightened down very considerably. BRASS Disc VALVE without SCREW RETAm CRESCENT SHAPED PORTS O06 wipe x-4 Lome MARKED A ARE CUT IN WALL OF VALVE CHAMBER FLEETWOOD M.Y. & P.B.C. August opened with a 10-Rater contest for the ** Mather Richardson ’’ Cup. Two days were allocated for the race but owing to a small entry the race was completed on the first day. Owing to W. Alexander’s ‘* Heather Dew’ being absent, the competition was not so spirited as usual, but many readers will be pleased to hear that ‘* Advance ’’ put up a good show, gaining second place to E. G. Wade’s ** Venture ’’ in first place. ‘* Sadie,’’ sailed by R. Stahel, was placed third. ‘‘ Sadie ’’ is very unlike the usual Fleetwood 10-Raters. She started her career in inland waters at Manchester and her lines suggest a light weather boat, but she has sailed consistently well at Fleetwood irrespective of weathers. The Beesley A-class Cup attracted 14 entries and the superiority of Alexander’s ‘* Heather Glen “’ and Catterall’s *‘ White Heather VII,’’ both of which boats did so well at Gosport, was soon evident. The final placings were: ‘* Heather Glen,’’ ** White Heather VII,’ A. R. Wright’s ‘‘ Primrose,’’ and E. G. Wade’s ‘** Vanity.”’ During the course of this race an interesting point arose which had to be referred to the M.Y.A. Council for decision. Owing to continued fouling at the start of one pair and after the berths had been set further apart, the O.0.D. changed over the berths. A protest was lodged by one of those competitors on the ground that the M.Y.A. Sailing Rules did not empower the O.0.D. to change the berths. After considerable discussion by the Racing Committee, the M.Y.A. were asked and gave a ruling that an O.O.D. is not empowered to change the berths, therefore the protest was upheld and a resail given. V. F. OW. NOTICE TO CORRESPONDENTS. CYLINDER HEADS (Half-size). Owing to pressure on our space, some club reports, correspondence, articles, etc., are held over until our October issue.—EpiIToR, M.M. MARINE PETROL ENGINE 153 MODELS & HYDROPLANE TOPICS By KENNETH G. WILLIAMS (Continued from page 124.) THE BALANCE OF ENGINES Most of our engines suffer to some extent from out-of-balance troubles because a single can never be perfectly balanced. True rotating masses can be counterbalanced by a counter-weight at the opposite side of the crankshaft, but there are certain seciprocating parts, viz., the piston with its gudgeon pin, the rings, “and the top half of the con’ rod, which cannot be cancelled out by an equal and opposite force, so we have to get some sort of average with a rotating counterweight. If we counterbalance the whole of the reciprocating weight, the balance is correct at half-stroke (Fig. A), but at top and _ bottom dead centres the counterweight exerts an out-of-balance force in a horizontal plane (Fig. B). Conversely if none of the reciprocating weight is counterbalanced, then we have perfect balance at top and bottom dead centres (Fig. C), but at half-stroke there is an out-of-balance force in a vertical plane (Fig. D). We must, therefore, compromise between the two limits, but we are bound to have a cer-: tain amount of out-of-balance vibration fluctuating between vertical and horizontal, and the predominating direction depends on whether we counterbalance more or less than half the reciprocating mass. It is generally found in the case of our engines mounted in hydroplane hulls that a resultant vibration in the horizontal plane from using a little more than the half is the least troublesome all round, particularly in regard to carburettors, which seem less prone to flooding from a sideto-side vibration than an up-and-down movement which throws the needle valve off its seat. In the case of multi-cylinder engines the position is much better and we will consider it later on when these engines are discussed. The angularity of the con’ rod varying with its length and the stroke has a slight complicating’ effect, but we need not go into that here. The whole engine should be mounted in the boat as rigidly as possible, so as to utilise the weight of the hull to damp out vibration, and experiment in this direction very often has beneficial resultsin the behaviour of the engine. + we Fig. Balance A correct Fig Out of at uk SB B Balance aD G, Horizontal vibration in an se ZS Ls we Fig. Balance { C correct Fig. Out at of D Balance half-stroke. Vertical vibration —_— A a a ee Y LQ) D 154 ; MARINE I can’t tell you what is the correct propor- tion of reciprocating weight to counterbalance because it varies for every engine. “ Faro’s” engine at present uses 55°., but I think this could be increased a little with advantage. It follows that we should try to keep the reciprocating parts as light as we can to reduce the out-of-balance forces to a minimum, but on no account should stiffness and rigidity be sacrificed to light weight. If you have a chance to examine parts of a racing engine, either car or motor cycle, you would be impressed with the enormous stiff- ness of all the moving parts, particularly crankshafts and con’ rods, and it is quite common to find that big end pins are of equal and sometimes even greater diameter than the main journals. Connecting rods are particularly stiff because they have to resist considerable bending stresses at halfstroke due to centrifugal forcein addition to compression and tensile stresses, so they have a pretty hard life. As the weight goes up, so do the stresses in proportion, and this makes it plain that stiffness and strength should be obtained by good design and not merely by adding weight. A change of material often helps, and I obtained improved results from substituting a duralumin con’ rod for the steel one used originally. The weight came down from 34 grammes to 17°5 without impairing the strength in the least. Assuming everything has gone to plan so far, we might now increase the size of the MODELS starting technique will probably change as your engine tuning advances. A delayed spark advance will become almost essential and a delayed throttle operating device may be beneficial to provide mechanical compensation for the carburettor instead of relying on static compensation only, which the submerged jet double diffusion type gives. To sum up; my suggestions cover first, attention to the mechanical and pumping efh- ciency of the engine, next cams and valve gear to get more mixture in and keep it in, then increased compression to produce more power from a given amount of fuel, and lastly to try and get a little more mixture in. Bear in mind that there are no hard and fast rules as regards valve timing, balance, choke sizes, etc., and each individual engine has characteristics of its own, the happy balance of conditions is found by trial and error. Another important point in the management of an engine and running of a boat is that you must be in sympathy yourself with the engine and get to know its little ways and tricks by observation of its running, and gradually you will be able to sense what is happening when the craft does not run quite to form, apart from the obvious mishaps which take place. * * * The end of this month sees the close of this year’s regatta season, which has carburettor choke and try to pass a greater been full of trouble for many of us. You already know of “ Betty’s ” and ‘Faro’s”’ mishaps, while Mr. Pinder has had much represents quite more than his share, too. First, ‘ Rednip” crashed completely at Brockwell Park, owing to a defective line, and only the engine and accessories were salved. His new hull, on interesting experimental lines, came to grief at Wicksteed, when a piece of floating wood ripped the bottom out. Incidentally, I rather feel his experience is a warning against the use of balsawood for high-speed hulls, because if they do get damaged when running, the wood becomes waterlogged at once and 1s practically beyond repair; also its resistance to impact it rather low. Mr. Pinder’s spirit is to be admired because on top of all this he put his motor into an old hull, which he knew to be unstable, to try and get a run, and help the show at the International, with the almost inevitable result that she went under on each occasion when released, amount of mixture into the cylinder. A small increase in diameter of the choke tube an appreciable increase in cross sectional area, so don’t be surprised if you have to open up the fuel jet quite a lot to maintain the correct mixture. As you use larger and larger chokes in the course of development, so you will find the engine becomes more tricky to handle, and getting the boat away from the mark tends to become a ticklish business. Long valve opening periods with a big overlap and large chokes tend to produce an engine which gives its greatest torque at high revs. and this is typical of all racing I.C. engines, which will not tick over slowly and are inclined to be unstable when the revs. fall off. Present-day motor cycle T.T. engines of 500 c.c. capacity are intended to have their speed maintained between 5,000 and 7,000 r.p.m., and the smaller capacities at even higher rates. All this means that your MARINE At the same regatta, Mr. Parris fractured his crankshaft, and Mr. Rankine had a very unusual breakdown in the flywheel magneto backplate, fracturing at the mounting boss, with the result that the armature was running in the magnet tunnel as a bearing; no wonder his speed was down somewhat. After his last run the whole magneto was almost too hot to touch. Now that there is some respite from keeping a boat and engine in trim for regattas, many of us are turning our thoughts to next season’s craft. What shall it be? Will ‘old faithful” respond to further development, or shall we break fresh ground this time? If we decide on the former, then my suggestions for development tuning will provide lines to work on. Old hands at our sport will have their own ideas pretty well crystallised, and may prefer to concentrate on what they already have running, but for those who want to make something fresh, and newcomers, who don’t quite know where to start, we will consider what designs are suitable for our purpose, and, since the engine takes the longest to make, we will deal with it first. ENGINE DESIGN I am personally most familiar with 4-strokes and prefer to leave 2-strokes to others who are better able to give helpful information on the subject. In considering engines for hydroplanes, which I| think infers racing, we will confine our attention to types suitable for this purpose, and that indicates overhead valves as a foregone conclusion. The simplest method of operating the valves is by means of push rods and rockers, which I suggest be used. For the present we will deal with the simplest types of engines only, and this means a single cylinder, air-cooled. Water-cooling introduces problems of its own which will be discussed later. The outline of the engine depends on where we are going to have the camshaft. It may be disposed at the front or back of the crankcase, over the mainshaft, or at the side parallel to it, and in each case driven through spur gears. It may be mounted transversely at the front or back, driven by skew gears, as in Bond’s standard engine. All these lay-outs are satisfactory, if well made, and there is nothing to choose between them in point of efficiency, although there are cer- MODELS 155 tain features in favour of each. Fig. 1. This has the merit of simplicity; there is only one auxiliary shaft, with its bearings, and two gear wheels, while the cams are side by side on the one shaft. The simplest tappet arrangement is as shown in Fig. 2, where the straight push type is used; this has a slight disadvantage in that the radiused foot of a circular tappet reduces the contact area with the cam and’ may lead to rather rapid wear. When flat base circular tappets are used, they have to be spaced wide enough apart to allow clearance between the bases, which have to be larger in diameter than the radiused type. This means a rather long camshaft, so the gears are best located at the inside end to avoid overhang beyond the main bearing. This disadvantage may be overcome by using narrow, flat-base tappets with means to prevent rotation. The hinged followers in Fig. | provide full width contact over the cam face, while those in Fig. 3 both operate from a single cam, and also give fullwidth contact. In the latter case, the leading and trailing followers give different accelerations to the two valves, but this feature can be used to advantage. Fig. 4. In this case separate shafts are used for the inlet and exhaust cams. There is extra work entailed in making the two shafts, each with its own bearings and gearwheel. The advantages are that if the cam is formed in one piece with the shaft either cam may be changed or renewed individually, and there is an additional shaft end available for driving auxiliaries. Straight push tappets may be used with this arrangement. Fig. 5. This is the lay-out found in most car engines. When used in an engine mounted in a model hydroplane it compels the ports to be disposed fore and aft. It gives good cooling for the exhaust valve stem and spring, but needs a longer exhaust pipe with a 180° bend, involving greater weight and heavier stresses on the pipe attachment. This arrangement makes for a pretty engine when twin exhaust ports and two pipes are used. The alignment of ball-race housings at both ends of the camshaft is very easy: straight push tappets must be used. Fig. 6. The high camshaft has gained favour among certain English motor cycle designers of late years; it allows the use of short push rods with the consequent light weight of moving parts in the valve gear. In common with the arrangements in Figs. 4 and 5, 156 MARINE it requires an additional shaft and gear-wheel. A further point in favour of the high camshaft is that simple, straight line overhead rockers may be used to operate wide-angle valves. Fig. 7. This makes a robust assembly; the skew gears themselves are difficult to produce, but Bond’s standard are very good and reasonably cheap. They are made of mild steel, which will wear well if case-hardened. This form of drive gives a considerable end-thrust to the camshaft and a suitable thrust bearing must be provided. The caged type of ballrace (single row) is useful for this purpose, as it is rated to carry an end-thrust of 25 per cent. of the radial load. Roller-ended cam followers are sometimes used, but I think the complication of the extra parts and the necessarily tiny bearing pins with their small wearing surface, more or less rule them out from engines of this size. The camshaft and tappet gear is one of the most difficult parts of the engine to arrange nicely, and it pays to spend a good deal of time on this section to make a really good job of it. Watch out for the places where lost motion can creep in between the cam lift and the valve lift and see that you provide ample wearing surfaces to give a long life to these small bits. The crankcase is the framework of the engine; it supports the flywheel and crankshaft assembly, carries the cylinder and embodies the means of mounting in the hull. It has therefore to withstand the whole of the driving stresses developed, and must be made very strong and rigid. The loading is concentrated at the bearing housing bosses, and the stresses should be distributed over as big an area as possible. To this end, tapering ribs may radiate from ‘the bosses across the crankcase wall to the bolting lugs, and a good radius should be provided at the roots of the ribs and the bosses themselves to reinforce an inherently weak place in cast metals. The two halves of the crankcase should be spigoted together, and the lugs for the holding bolts should preferably extend the whole length from front to back, so that all the wall is in compression. Incidentally, this makes the nuts and bolt-heads much more accessible (Fig. 8). In addition to laying out the mechanical proportions of an engine, the designer has also to decide on suitable materials for the various MODELS components, and this is where a knowledge of commercial metals helps. For the crankcase we want something light yet strong. Pure aluminium is too soft and has not sufficient strength, but there are various alloys which will give us what we want. A good one is known as 3L5: it contains about 13 per cent. zinc, 3 per cent. copper and the rest aluminium; in the sand-cast form it has a tensile strength of about 9 tons per sq. in. Another, 3L8, is somewhat harder, has better machining qualities, but a slightly lower strength; it has a copper content of about 12 per cent., the rest aluminium. Almost any good aluminium caster will make castings for you in one of these alloys, which are in quite general use. A considerably better metal is known as “ Y ” alloy, and contains small proportions of copper, nickel and magnesium. It has a tensile strength of 13 to 14 tons per ste after heat treatment, and machines well. There is a range of metals even lighter than aluminium: these have a magnesium base, and the most common is known as ‘Magnesium Elektron.” It machines beautifully, and has a tensile strength of about 9 tons per sq. in. Its great drawback is its high price, and the fact that only a few firms in this country hold a licence for its manufacture. I will supply names on application. In designing a crankshaft, try to keep the main bearings as close together as possible: this is to reduce the bending moment on the mainshafts and the crankpin to a minimum. Keep in mind all the while that stiffness of all parts connected with the crankshaft and crankcase will help to transmit the power generated in the engine to useful work at the propeller of the boat. I have a personal preference for the builtup type with inside flywheels and integral balance weight, which may be formed by machining from the solid, but this method calls for access to some form of milling machine with a rotating table to do it really nicely. An alternative is to bore a recess in the backs of both flywheels in the lathe, then turn a disc which is a drop-fit into one of them; cut this disc through diametrically, and you have two weights, which may be screwed or riveted into place opposite the crankpin in each wheel. They can easily be removed and altered to modify the engine balance. (To be continued.) MARINE A MERCHANT By SHIP G. N the plate, facing this page, will be found the complete design for a merchant ship of 347 tons register. So far, | have not been able to trace the sail plan, but this is not very important, as we are able to deduce the exact sizes and dimensions from rules that were current at the time that this ship was designed. Moreover, as | shall be presenting several other ships by the same designer, we can be fairly sure as to the general style. I shall give what I believe to be a most probable sail plan at a later date. In the present article I am confining myself to the actual facts and figures. Furthermore, as we are rather pressed for the want of space, and also to make the job complete in one issue, | am cutting out the greater part of the inboard work, and am keeping merely to the scantlings which directly affect the look of a model. The length of keel, from the after-side of the sternpost to the fore part, is 89ft.; the fore rake of the stem is I1ft. 6in.; the length for tonnage is 100ft.; the length of the main deck, from the rabbet of the hoods at the hawse holes to the after-side of the sternpost at the deck, is 98ft.; the length over all, from the after-side of the taffrail to the fore part of the figure, is 120ft.; the breadth of frame is 26ft. 4in.; the breadth for tonnage is 26ft. 10in.; the depth of hold, from the under-side of the main deck to the ceiling plank next to the limber boards, is 19ft.; the height of the wing transom, from the upper edge of the keel, is 15ft. 10in. The above figures give the dimensions of the ship, and the model maker will, no doubt, wonder to just what size or scale he should work to get a reasonably small finished article, but without getting himself committed to eyestraining, fiddling work. Well, the plan, as shown in the plate, is exactly 1 /12th inch to the foot. The completed model, with bowsprit and mainboom, will work out at about 16in. or 17in. In the original plan I worked to a scale of 4in.=Ift. That is to say, the drawing, from taffrail on the left to the side of the body plan on the right, is just under 40in. Both of these sizes appeal to me personally. Firstly, because I have a model of a French 120-gun ship at the smaller scale, and it is just big enough to make a very hand- W. 157 MODELS OF 347 TONS Munro. some show piece with all details shown. Secondly, the tin.=Ift. scale is large enough to make a proper job of the building, and in the present case the vessel is very small and not overcrowded with detail. As ships go, this is probably the smallest and simplest the modeller is likely to find. And now for the scantlings, or dimensions, of the materials: The main keel is 12+in. sided, and 14in. moulded throughout the whole length. It is to be in not more than three pieces. The lengths of the scarphs are to be 5ft. 5in. each, tabled and bolted with eight lin. bolts. The false keel is 5in. deep English elm, and is to be bolted to the main keel with a copper bolt every two feet. The main stem is to be I2in. sided and 15in. moulded, and be in three pieces, with scarphs 3ft. 6in. long, secured with six 3in. bolts. The foot of the main stem is to be boxed into the main keel, 3in. below the rabbet (as shown in the plan), and to be bolted with six {in, bolts. The apron and stomach piece is to be sided the same as the stem, and to be moulded to come fair with the inside planking, fastened to the stem at every 20in. with lin. bolts. The sternpost is to be in one piece from the keel to the top—is to be 13in. moulded at the top, 25in. at the keel, and 124in. sided. The inner post is to reach from the wing transom to the keel. All the deadwoods are to be of oak, of sufficient length to cover the scarph of the after keel, and height for stepping the cant timbers. The berth and space of the floors is to be 134in. The floor timbers are to be 124in. sided, 134in. moulded at the keel, 103in. moulded at the sir mark. The first futtocks are to be 114in. sided and moulded to answer the size of the floor at the sir mark, and to be regularly tapered from there upwards, to, the proper size at the main gunwale, where it is to be 54in. The timbers are to be tapered the siding way, from the bilge upwards, from the breadth of the first futtock to 94in. at the main gunwale. And no shifting of timber to be less than 4ft. 6in. The knight-head timbers are to be 104in. square at the head. 158 MARINE The hawse pieces are to be three in number on each side, 144in. in breadth, and moulded the same thickness as the knight-heads. All the floorheads and heels of the second futtocks are to be properly fixed with crosschocks, 3ft. in length, with the points let in I4in. into the floor heads and second futtocks. And all the joints of the different timbers which compose the frame of the vessel are to be done in the same way. No floor or frame is to be moulded thinner than one-third of its proper thickness; and all the short top timbers are to be scarphed to the heads of the second with Ift. 6in. scarphs, having 2in. thick points, and fastened with two 3in. bolts. No chocks must be required higher than the heads of the first futtocks. The wing transom is to be 124in. sided and moulded as strong as the midship floors. The berth and space of the transoms is to be the same as the floors; all the transoms, with the exception of the wing transom, are to be 94in. sided, and moulded as strong as the midship floors. They are to be bolted with copper bolts, to pass through all, and be clenched on the after-side of the sternpost. The heel knee is to be the proper size and bolted through the sternpost with five 1 4in. bolts. The quarter timbers are to be in two pieces, moulded and sided Ilin. square at the foot, lin. at the arch board, 9in. at the height of the main gunwale, and 8in. at the taffrail. The quarter timbers are to be secured to the ends of the wing transom with upright knees at each end, and are to be bolted down to the transom with four in. bolts. And bolts through the upright arm of the same size. Every other timber abaft the aftermost floor is to be stepped into the deadwood. Every other cant timber, abaft the aftermost, and before the foremost square frame, is to be formed into a regular cant frame. The fashion timber is to be in two pieces, 8in. sided and moulded as large as required. The stern timbers are to be 8in. sided at the counter and 74in. at the top, and 10in. moulded at the counter, and 74in. at the top. All the bottom plank in amidships, up to the thick stuff under the wales, is to be 3in. thick. The hoodings are to be 3in. The garboard strake is to be 34in. thick. The bilge plank is to have five strakes on each side, 4in. thick. There are to be three thick strakes under the wales. The wales are to be 5in. thick, and there are to be five strakes. All MODELS the plank of the top sides is to be of English oak, and there are to be three black strakes, 4in. thick next to the wales, 4in. thick second next to the wales, and 3in. thick third next to the wales. The topsides are to be 3in. thick, and there are to be two paint or sheer strakes, 9in. each in breadth, including the moulding, and 4in. in thickness. The sheer strakes are to be hooked scarphed, 4ft. in length. All the outside planking is to have no less than 5ft. shifting of the butts and three strakes of plank between each, excepting at the bow or buttock, where they may occasionally be contracted to 4ft., but three strakes to be maintained between each. The outside plank of the poop, forward and aft, is to be planed and beaded on the joints, to correspond with the sheer of the bulwarks, and to be 13in. thick. The main deck beams are to be of English oak, in number and situation as shown on the plan. There are to be eight midship beams, which are to be llin. sided and 104in. moulded in the middle. The others are to be diminished in proportion to their length and situation, and all are to be double kneed as far as can be managed. The midship knees are to be 63in. sided. The whole deck frame is to be completely warped with ledges and carlings, and not more than 2ft. apart. The carlings are to be 5in. sided and moulded. The ledges are to be 4in. square. The mast partners of the main and fore masts are to be 1 2in. broad and 9in. deep. The mizen partners are to be 9in. broad and 6in. deep. The stepping pieces for the capstan are to be 133in. sided, and in depth the same as the beams to which they are fixed; the ends to be let in lin. into the beams. The main deck plank is to be of Danzic or Memel fir, 3in. thick, and not to exceed Qin. in breadth, or be under 6in.; and all to be double nailed. The hatch and scuttle coamings are all to be Qin. above the deck at the side and 6in. thick. The waterways are to be 10in. broad and 6in. thick English oak. There are to be two strakes of oak plank inside the waterways. These are to be 10in. broad and 34in. thick. The pawl bitt is to be 13%in. sided and 153in. moulded good oak. The windlass is to be 183in. in diameter, and windlass bitts are to be 64in. sided with 18%in. the moulding way. MARINE The stanchions for the main rail are to be 7in. broad at the gunwale and Sin. at the rail, i thick at the gunwale and 34in. at the 7 = rail. The main rail is to be of American elm, 10in. broad and 43in. thick, and to have moulding on both edges. The rail on the poop is to be 4in. broad and 25in. thick. The taffrail is to be ft. 2in. in breadth at the middle and Ift. lin. at the side rail, and 44in. thick throughout. The main and fore channels are to be 16ft. long, 44in. thick at the inner edge and 3in. at the outer. They are to be Ift. 6in. in breadth. The mizen channels are to be 10ft. long. All the channels are to haveiron knees—four for each of the fore and the main, and three for the mizen. Although this vessel is somewhat small, her scantlings are very similar to those of the larger ships, which we are illustratingin the next issue, and the reader may compare the relative sizes and likewise fill in the inboard work by interpolation. THE SCALE SHIP MODEL SOCIETY (GLASGOW) The above society has recently been Glasgow with the following objects:— formed in (a) The building or sailing of representative ship models of some known prototype, or experimental models of a possible full-sized vessel, of experi- ments in actual working of models at scale speeds. (N.B.—Racing and scriptions, and the wholly racing craft building and of all de- sailing of models with power plant, whose only aim is maximum speed from a given hull, which may require to be run on a circular course round a pole, are definitely barred.) (b) To facilitate the exchange of information and ideas amongst its members, to place on record the results of experience elicited in discussion, and to promote the advancement of experimental work in the construction, handling and sailing of models. The Society has the use of three ponds situated on private ground on the outskirts of Glasgow, thus members can enjoy sailing without the disadvantages of a public park. Cars can be taken into the ground and left at the waterside, whilst storage is also available for larger models if desired. The ponds can be easily reached by Corporation Transport. The Committee is looking for suitable premises in the city for a workshop, where a tank will be installed for the purposes of testing models, and for general experimental work. As the Society has only recently been formed, it is impossible to give a definite programme as yet, but it is intended that the summer months will be given over to sailing at the ponds, while the winter months will be devoted to building new models, lectures and 159 MODELS talks on matters of interest to ship modellers. Full details should be available shortly. It is also intended to run a Register of Models, somewhat on the lines of Lloyd’s Register, and to keep a record of tests and performances of models. It is hoped that the information gained this way will be of service in designing future models. Ownership of a model before joining the Society is not essential. Although stress is laid on working models, the Society caters just as fully for those who prefer to build purely showcase models. The President of the Society is Mr. Harold A. Underhill. The annual subscriptionis 10s. Further information about the Society can be obtained from the Hon. Secretary-Treasurer, Mr. John L. Bowen, 9, Glasgow Street, Glasgow, W.2. MODEL YACHTING RUPERT, AT PRINCE B.C. The third annual race for the Prince George Cup was run off on June 12 in the Prince Rupert harbour, and resulted in a very narrow win for A. J. Croxford’s entry ‘‘ Saracen,’’ from a Vancouver entry *‘ Venture,’ owned by Arthur Pratt, of that city. The wind was variable. A strong breeze gave promise of a fast race, but the wind dropped for a time, though it freshened up considerably as ‘Saracen ’’ and *‘ Venture ’’ raced level on the last leg. Less than 50 yards from the finishing line ** Venture ’’ was possibly ahead, and gained as W. Sandison put the ‘* Saracen ’’ about on the other tack. But S. Hingston, skipper of *‘Venture,’’ found he had to trim his boat, and before she got into the wind again the ‘*‘ Saracen ’’ had won. It was a remarkably close and exciting finish. The ** Talisman,”’ last year’s winner, and owned by A. J: Croxford, was third. * Saracen ”’ is from the lines of ‘‘ Chloris,’’ and has proved herself a wonderful sea-boat, will make headway with the slightest breeze, and carry her sail well when it blows hard. She has been sailed when the waves have been 2ft. high, white-capped, and breaking over the bow of the row boat, but the model simply revelled in it, and, believe me, it is really hard work for two men pulling to catch her. We have lots of fishermen and exsailors here, and all are loud in praise of her behaviour in all weathers. The third boat, ** Talisman,”’ is from the lines of ‘* Crusader,’’ in Model Sailing Craft. We are forced to sail on open, tidal water. When there is a decent sailing wind a chop is usually on the water, and it takes a large boat to stand up to the work. We have to use 12 or 14 feet row boats, double manned, for A-class boats. Skiffs would be simply death traps, but we have hopes for better conditions for racing some day. We have every hope of forming a club here, and joining the Canadian M.Y.R.A. We had our initial meeting the other night and hope to progress from now on. A. J. CROXFORD. 160 MARINE IN MODELS 1948? By CAUCHEMAR “This 1s the National Television Programme. This morning we are taking viewers to the new Model Yachting Pool at Magnaparva, to see the opening stages of the British National Z-class Championship. Our Commentator will be Mr. G. A. Looker, Editor of MARINE MODELS, whose services have been secured at the highest fee ever paid to any commentator or individual artist. The Championship will be continued throughout the week, and during this period we shall be taking you to Magnaparva at frequent intervals to see the progress of the racing. I need hardly remind viewers that this transmission is the copyright of the B.B.C., and must not be rediffused to the public by televisor, loudspeaker, or other means. This transmission is being relayed by all British transmitters, including all Empire Stations, as well as the National and Columbia networks in_ the United States of Amenica, and all principal European stations. Now over to Magnaparva! “Well, here we are at Magnaparva. It 1s a wonderful sight, flags are flying, bands are playing, and the Grenadier Guards’ band 1s now playing‘ Rule Britannia.’ A plan of the lake and its surroundings will be found on page 14 of the current issue of the ‘ Radio Times.’ I will now introduce your commentator, Mr. G. A. Looker, Editor of that world- famous paper, MARINE MOobDELs.” Good morning, everyone. Hereis Magnaparva; it is a wonderful July day. The sun is shining brightly, a nice, steady sea-breeze is blowing, and everyone is on tiptoe with excitement. While we are waiting for the competitors to come out, I will give you a brief description of this wonderful new lake, which has just been constructed at a cost of more than £2,500,000. The lake is a precise rectangle 880 yards long by 172 yards wide, having a depth of 3ft. 9in. at the sides, gradually shelving to 12ft. 10in. in the centre— the water being kept at an exact level by automatically controlled electric pumps. The entire sides are lined with sponge rubber, to avoid damage to yachts. Round the lake is a concrete speedway 40ft. wide, carefully banked at the corners for the motor scooters used by competitors to follow their craft. The lake ts orientated from 135° to 315° magnetic, so that its longitudinal axis lies true to the prevailing winds, which are usually South-West. There are no stands at the ends of the lake, but set 300 yards back from the lake, on either side, are grand stands and enclosures capable of accommodating 400,000 spectators. As the stands and enclosures are set well back, there is little or no interference with the winds, and nobody except competitors, officials, Pressmen and B.B.C. officials is allowed between the lake and the stands. Behind the stands are the car parks, aeroplane landing grounds and railway station, also the totalisator,and bookmakers’ enclosure. Wait a moment, I will see whether we can give you an idea of the excitement prevailing down in the betting ring. Yes, here we are. The man with the bass voice you hear shouting loudly, is old Mains’l Jack, the wellknown model yachting bookmaker. A voice is heard, ‘ The old firm, the old firm. I lays 3 to 1 against ‘ Superba, 5 to 1 ‘Grandioso, 7 to | ‘ Braggadocio,’ 15 to | the fleet.” There is an immense crowd here. Every one of the 400,000 places is filled from the 3s. 9d. (Entertainment Tax included) standing enclosure, to the reserved front-row seats at £5 5s., and people are being turned away in thousands, and all the time ‘planes, cars and trains are bringing yet more. Well, | fear late-comers will be disappointed. Why, many people have been waiting 48 hours for the doors to open. Now just a word about the palatial Magnaparva Yacht Club-house. It is a large threestoried stone building, with balconies for members to watch the racing. There is accommodation for 100 members to sleep, and the long bar can accommodate several hundred persons at the same time. Down in the basement and sub-basement is accommodation for 500 model yachts, complete with all gear. The 20 entrants for this Championship have all been selected by District Elimination races. They have been staying at the club with their mates for the past week, training carefully, and practising and tuning up for the great event. Time is getting on, but I think I shall have time to give you a few particulars about the entrants before the boats come out. First there is “ Superba,” the favourite, which won oer “wo MARINE the Cup last year. She belongs to the Hon. Cecil Peabody, who designed and built her, and is skippering her in the race. His mate is Commander Chester Wilkinson, another amateur. She is a beautiful craft, measuring 11ft. 103in. overall. Her masthead stands 20ft. lin. above deck, and her displacement is 373 lb. 64 oz. She has one of the modern sailplans with a boom 134in. long, and is fitted with a quadruped mast. One leg of this is stepped each side where the shroud plates go on old-fashioned yachts. The fore and aft legs take the places of forestay and backstay, respectively. Mast and spreaders are made of a secret non-rusting aluminium alloy, stronger than steel, and only weighing 11 oz. all told, a beautiful piece of work by Hercules, the North of England model yacht specialists. Her hull was built by Fred Lyons for the owner. Fittings are by Power, and sails by Brown, of Jenks’ sailcloth. Altogether a lovely job, and one which does her owner-builder much credit. Secondly, we have “ Grandioso,” belonging to Lt.-Col. Algy Jones. She is being skippered by her owner with Fred Lyons, the well-known model yacht designer (who built her) as mate. Next is ‘“ Braggadocio,” designed, built and sailed by her owner, Rowland Wayne, the well-known actor-manager, with Lord Porter, head of the well-known firm of brewers, Porter, Stout & Bitter, as his mate. Then there is “ Sporran,’”” which, needless to say, is a Scottish entrant, skippered by her owner, the McSquirter of McSquirter, and mated by Gillie McDuffer. Her owner tells me she is the cheapest boat in the competition, having been built by the owner for a total expenditure of 4s. 9d.“ Shillelagh,” from Cork—but here comes the first yacht from the house, so I shall have to postpone giving you the rest of the entries. First out, as one might expect, is the Cupholder, ““Superba.’”” I will be silent a moment for you to hear the cheers welcoming her. (Loud cheers and applause heard.) What an ovation! and she well deserves it. She is a beautiful sight. She is mounted on a chromeplated motor trolley with pneumatic tyres to take her to the lakeside. The owner is in the driving seat, and her mate walks ahead, while attendants walk behind wheeling their motor scooters. Arrived at the lakeside, the skipper descends from his seat, and erects the folding chart-table fitted at the end of the trolley. On this he places a chart of the lake, parallel rulers, dividers, logarithm tables, trim- MODELS 161 ming tables, slide rule, and all the paraphernalia required to calculate his trim and course. Let us listen-in for a minute to the Hon. Cecil Peabody and his mate. “Course 135°, wind’s direction 152°, blowing 84 miles an hour, humidity of atmosphere… . We should just be able to lay through the lake in one leg. Give her seventh jib and No. 9 mainsail. We’ll use No. 6 spinnaker down wind. You checked all the wire rigging over with the dynamometer this morning, didn’t you, Chesty? O.K. Well, we’d better make sure we get right tension on halliards and outhauls then. I’ve had the sheet vermers checked, and they are both accurate to a ten thou., so we can rely on our settings. To windward give her 2.057 on the main and 2.137 on jib. Running, we shall want 11.162 main, jb 5.781, and. spinnaker forehaul 10.006, sheet 4.379. I see you have got the sails up. Have you checked everything? Well, I’ll go over it again, while you run through my figures to see everything 1s O.K.” While “ Superba” has been getting ready, the other boats have come out and their skippers and mates have also been busy, so now the whole 20 of these superb craft are lined up in readiness for the start, which is timed for 11 o’clock. It is now three minutes to. Hark! the band of the Grenadier Guards is now playing the National Anthem, the whole of the mighty crowd is rising to its feet, from down by the entrance comes the sound of cheering. Yes, it is! Here comes the Royal car. Their Majesties are entering the Royal Box. Can you hear the crowd joining in the National Anthem? Ah, here comes His Majesty to inspect the yachts. He is welcomed by the O.O.D., Mr. William Smithson-Smith. Now the skippers are being presented to His Majesty. He walks along the line of boats, stopping every now and then to inspect their gear. His Majesty is in the full uniform of an Admiral of the Fleet. He looks bronzed and well. Magnaparva-on-Sea is so bracing! Now His Majesty is returning to the Royal Box. The O.O.D. calls the skippers together, and tells them that the races are being held under Model Yachting Association Rules, and that any rule infringement will be followed by instant disqualification. The time is now 11.29. Racing should have started at 11 o’clock. ‘‘ Superba” is one of the first pair, but I cannot yet see which is to be her opponent. The numbers are now up in the frame. ‘‘ Superba” meets “* Twanka- MARINE dillo.” A dark horse, ‘ Twankadillo ’—from the Orkneys—nobody knows much about her, but she has shaped well in trials. What a fortune these graceful little craft cost! I hear that “Grandioso” cost her owner £1,700, but one can see they are worth every penny of it, and since she was launched “*Grandioso” has won £3,598 worth of trophies. Now the skippers are tossing for station. Ah! ‘ Twankadillo” has the weather berth. The first board is to windward. The band of the Grenadier Guards is now playing “A Life on the Ocean Wave.” Now the skippers are making their final preparations. Everyone is on tiptoe with excitement. Two women in the stand behind me have fainted with excitement, and have just had to be carried out. I hear that tremendous sums have been laid on the result of the race. They are just starting up the engines of the four motor scooters for the skippers and mates of the two yachts. If I am silent for a moment, I think you might be able to hear the purr of their engines. No, they have stopped them again. That was just a test. The time is now 11.49, and the race should have started at 11 o’clock. Now they have run “* Superba’s ” truck under the electric crane and she is being hoisted into the water. A voice imterposes, “ Square 8 on the map on page 14 of the current issue of the Radio Times.” The excitement is simply terrific. _ Two more women have fainted in the stand behind me, and are now being carried out. ‘Superba’ is now in the water. She is being towed to the starting position, and “* Twankadillo ” is being run under the crane for launching. She is being hoisted into the water. She is in the water. The excitement has become even more terrific. I see two women have fainted in the stand opposite. No, I am wrong; it’s two men. They’re now being carried out. Cecil looks as cool as a cucumber, but ‘* Twankadillo’s ” skipper looks decidedly nervous, and well he may. The band of the Grenadier Guards is now playing “Rolling down to Rio.” Both the yachts are now on their starting marks. The same voice’ remarks, “‘ Squares 7 and 8.” The Starter is now loading his cannon. Ah! now they have started up the engines of the scooters in earnest. One of them is emitting quite a cloud of blue smoke—must be overoiled. My word, I have never seen such excitement. There, two more men in the stand opposite have fainted. No, I’m wrong, it’s MODELS a man and a woman. Now they are carrying them out. The time is 11.58 now and the race should have started at 11 o’clock. As listeners are to hear Billy Blacksmith and his Boys’ Allpercussion Rhythm Orchestra at 12 o’clock, I doubt whether we shall have time to give you the result of this board, but we may just be able to see the start of it. The Starter takes out his watch. He has the lanyard in his hand. Both competitors signify that they are ready. The gun is about to fire (Bang!).- They’re away. Oh, a lovely start. Beautiful! Beautiful! What a race! Both boats are travelling splendidly. They are both pointing very high and making magnificent courses. How lovely they look with their sails gleaming in the sunlight. The voice “Squares 5 and 6.” ‘They are nearly haifway down the lake. My word! I think “Superba” has a slight lead—about 6in.— no she hasn’t—yes she has—no, they’re deadlevel. What a race! What a race! I shall not have time to describe the rest of the board to you, but we will be on the air again at 3 o’clock, when racing is resumed after the Gala Regatta Luncheon. “That 1s the end of Mr. G. A. Looker’s Commentary on the start of the British National Z-class Championship at the Magnaparva Model Yachting Pool. Viewers are now due back at the studios to hear a programme of swing music by Billy Blacksmith and his Boys’ All-percussion Rhythm Orchestra. We shall be on the air again at 3 o’clock. So good-bye to you all for the present from Magnaparva.” “This is the National Television ProWe are now back at the studios, and for the next three-quarters of an hour you will see and hear… .” gramme. The author begs to tender his apologies to the B.B.C., to the Editor of MarINE MopELs, and to all firms, clubs and individuals, who may consider themselves lampooned in the foregoing article. It is intended as a lighthearted skit, and it is hoped that all readers will accept it in this spirit, since— “A little nonsense, now and then, Is relished by the wisest men.” = 162 MARINE MODELS BREAD-AND-BUTTER THE BUILDING BUTTOCK 163 ON PLANS By ANON. With Photographic Illustrations by G. L. MATHEWS, RYDE M.Y.C. OST readers of MARINE MODELS are familiar with the ordinary system of bread-and-butter building with layers shaped to the waterlines. The method of building on the buttock lines is practically the same thing, except the layers are vertical instead of horizontal. The advantages claimed for this system are : — (a) greater economy; (b) greater strength since the main frame (centre layer) is in one piece; also the gluing surfaces are larger; (c) the boat is easier to shape, and this method makes for greater accuracy to design in the floor of the boat. The expert builder, having got so far, may know all about it, but my instructions from the Editor are to write an article on this system suitable for beginners, and he handed me an excellent set of photographs of a boat built this way, taken by Mr. G. L. Mathews. Fig. 1 shows the lines of the yacht, which is a keel model to the M-class, 50in. overall by 10in. beam. Underneath is the plank from which the model was built, marked out ready for cutting. The wood used in this Fig. case was a piece of Western cedar, 66in. by Llin. by L4in, The lines, as shown, have been specially prepared for this style of building, but the builder should have no difficulty in doing this for himself. The first point to notice is that the centre layer, which extends between the inner buttocks, crosses the centreline to which itis shaped. The reason a joint is not located on the centreline is that otherwise the keel bolts would fall on a joint instead of in solid wood, which would be very bad practice. It should be observed in connection with this particular boat that she has a very thin keel, but in the case of a boat with a bulbed fin it would be advisable to build the boat down to the bottom of the hull on the buttocks, and the fin itself by the ordinary method on the waterlines. In this instance wood I4in. thick has been used, but the writer would recommend using lin. wood as a general rule. If lin. wood is used the buttocks to be used in building a boat with 10in. beam would be spaced 4in., I4in., 24in., 34in. and 44in. from the centreline. Although not shown in the photograph, it 1—Lines of Marblehead (M-class) Model prepared fer building on buttock lines. the plank used with lines laid off all ready for cutting. Underneath is Note small amount of wastage. 164 MARINE would be desirable to strike a datum line on the plans and make all the layers to come up to this in order to facilitate truing up when the layers are being put together. For the benefit of those who do not know what a datum line is, I may explain that it is a sort of base line. In this particular case a line should be drawn from the stemhead parallel to the L.W.L. for the full length of the boat. It will also be seen from the illustration that each layer has the mid-section clearly marked on it. With this and the datum line, there should be no difficulty in getting the various layers in their correct respective positions. In marking out the wood for the layers, consideration must be given not only to the external measurements (i.e., the size of the buttock to which the layer is being shaped), but also to the size of the next smaller buttock which it adjoins, and the amount of wood which has to be left inside the latter to give the minimum required skin thickness. In any case, even if the thickness of skin allows it, the layer should never be sawn out leaving less than about lin. of wood. This is to prevent warping and twisting during the process of gluing up. If care is taken in laying off the design, very little wastage ensues, as the insides of the layers can be used for smaller ones. This is apparent in fig 1. Having marked the layers, saw them out about din. outside the marked lines. Shoot the top of the layer dead-square and flush to the datum line. Next trim down the outside of the layer at an angle to the marked line. This can be done with a paring chisel. The centre layer should have been marked on both faces, and must be trimmed down to the lines square across the edge of the wood. MODELS Having done this, mark a centreline right round the layer so as to give a centreline for the boat. Down the stem, two lines parallel to this centreline can be marked about +/yin. on either side, giving a cutwater 4in. wide. For gluing up use a casein waterproof glue, such as the glue advertised by the AngloAmerican Pharmaceutical Co., in MARINE Mobe-s. Follow the instructions on the tin as to mixing, and make up just what you want to use at the time, as this glue is no good 24 hours later, but must be freshly mixed. Mix the glue to the consistency of thick cream, and allow it to stand about 20 minutes before using, when a change in its nature will be apparent. Coat both surfaces to be joined, thinly and evenly. This glue does not set rapidly, so plenty of time can be taken in lining up, and be sure to get the layers in their exact respective positions. Use plenty of cramps, and apply a good pressure. Leave the glued parts to stand for 24 hours so that the glue dries thoroughly. Start by gluing the two outside layers on each side together, and work towards the middle of the boat, adding layer by layer. If there are 11 layers, it will take the builder about six days to glue the hull up, allowing 24 hours for each joint to dry. Fig. 2 shows the hull in process of being glued up. Having glued the wood up, the next step is to mark out the shape of the deck on top of the wood. This will necessitate marking in the section stations, also rigging up a centreline. Having marked out the deck, the outside of the hull can now be carved to shape. (To be concluded.) : Fig. 2—The hull in course of being glued up. Note: the piece of dark wood in the background at the top has nothing to do with the boat. MARINE THE MODEL MODELS YACHTING 165 ASSOCIATION’S GOSPORT REGATTA, 1938 By W. J. E. PIKE, Hon. Secretary, M.Y.A. BRITISH EMPIRE A-CLASS CHAMPIONSHIP. OSPORT has long been associatedin the minds of model yachtsmen with ‘‘Gosport Weather,”’ which has come to mean hard winds combined with rain. This year, however, Gosport failed to live up to its reputation, winds have been light and the rain kept off. Twenty-five entries were received for. this event, and 22 started, the absentees being‘* Arawak,”’ “* Stella ’’ and *‘ Berika.’’ Here is the list of entries with particulars of boats, clubs, skippers, designers, etc., and it will be seen that eight of the boats competing were from designs by Admiral A. Turner, five were designed by W. J. Daniels, while Messrs. Feltwell, Edwards, Laver and Alexander had also craft of their design sailing, and in three instances the owner was also the designer while builder. Of these amateur productions the best by far was ** Rhapsody,’’ designed, owned, built and sailed by Mr. J. Howard-Nash, ** Rhapsod of the Y.M. 6m. O.A. was one of the best-looking as well as being oe most yachty-looking of the entries. ** Effort,’’ designed and built by Mr. W. Daniels for Mr. T. O. M. Sopwith, is also a good effort, but is a full-keel type with a raking sternpost, and although beautifully handled by Mr. Daniels, even his well-known ability counteract the disabilities of the type. failed to ** Ranger,’’ Mr. F. Shackleton, of the Guildford M.Y.C., is, we understand, a sister-ship to *‘Effort,”’ but has the more usual fin-and-skeg. | Had she been in the hands of her designer, she would, no doubt, have been much higher up the list. Mr. Shackleton sailed her pluckily and cleverly, but has not the experience of this class of sailing necessary to obtaining points. If Mr. Shackleton will stick to the same craft and get her well in trim, next year should see him among the finalists. Then there is that ** old-timer’’ ‘‘Cresset,’’ one of the early ‘‘ Turners,’’ but altered by being fitted with a finer fin keel, and well sailed by her owner, Mr. L. Smart, whom we are glad to find in much better health. ** Aktis “’ is also a Turner and was last year’s winner, but is now owned by Mr. A. Johnston, of the Y.M. 6m. O.A. Monday, July 25. Sailing was started at 10 a.m., the first pair being sent away by Mrs. C. O. Graham, the Mayoress of Gosport. His Worship the Mayor, Alderman Major C. O. Graham, was also present and welcomed the competitors to Gosport. The wind was from the West and light, and at 1 p.m. three heats had been completed.‘* Patience ”’ found the light breeze to her liking, and had scored 13 points, while ** White Heather ’’ had secured 12, and ‘‘ Cresset,’’ ‘‘ Rha’’ and *‘ Aktis ’’ scored 11 each. ‘* Cresset’’’ had done well, particularly to windward. After lunch the wind shifted and made a change of ends necessary. The point had first been two for the run from the clubhouse end, and three for ENTRANTS FOR BRITISH “A” CLASS CHAMPIONSHIP Yacht. Skipper. ** Cresset ”’ L. Smart L. Smart “Valenjen”’ . “ Miss Bedford ” ** Rha ”” : —. Purvis ves re vee Dr. C. A. Foster C. M. Burns … —. Greene J. Pemberton … “* Aktis ”” A. Johnston A. Johnston * Actinia ”’ “Shannon” Capt. Inglis H. G. Pyne ga Inglis . G. Pyne G. H. Nash G. H. Nash **. Patience ”” if Ceredig. ” “ Embassy i Major G. B. Lee P. Buchan R. G. Bailey . “White Heather’ “* Rhapsody ” ** Seri” “ Skua ”” “* Semiramis ”” “* Effort ”’ J. Catterall R. Jurd… F. Douglas . Major G. B. Lee P. Buchan R. G. Bailey Club. Turner S. London Salford Park Birkenhead _ — Turner Eastbourne … | Buchan Fleetwood … | Turner Y.M. 6m. O.A…. | Turner Y.M. 6m. O.A…. | Turner Portsmouth Pyne . | Fleetwood R. Jurd… | Gosport Gosport Clapham S. Western Selriat Duck *’… J. Medcalf J. Medcalf Nottingham ** Idaho ”’ awe “Dolphin IL”… J. Pollitt H. Lucas ** Heather Glen ”’ “‘ Onaway II”’… J. Alexander C. Chandler F. Shackleton … J. Alexander J. Pollitt | H. Lucas | C. Chandler … | Alexander | Y.M.6m.0O.A…. | G. H. Nash T. H. Robertson W. J. Daniels… F, Shackleton … Feltwell Aberdeen 1 Catterall F. Douglas Designer. Cardiff … T. H. Robertson T. O. M. Sopwith Sykanger®? | ss. | Owner. Guildford Turner Turner Daniels Daniels Daniels Medcalf Fleetwood Alexander Clapham Daniels Birkenhead Bristol … Edwards Lance 166 MARINE MODELS with a score of 60 points. ‘‘Actinia’’ had not done so well, having only 584 points to her credit. The sailing was very close, and a glance at the score sheet will show that ** Effort ’’ was doing better, having secured the highest score of the day, 25 points. Towards the close of the day, ‘*Aktis’’ had an accident to her mast, so sailing was stopped for a short time while the broken spare mast was replaced with a one. Thursday, July 28. To-day’s wind was from the West and moderate. The first round of the 22 boats was completed, and their final scores will be found on the score sheet. ‘* Seri ’” had maintained her lead, having been sailed very skilfully. The eight finalists being: ** Cresset ‘’ 68 points, ‘* Rha ”’ 684, ‘* Aktis’’ 74, ‘* Actinia’’ 673, ‘* White Heather ”’ ** Heather Glen ”’ 62. The 68, 71, Westerly Seri” 83, *‘ Onaway II’ wind allowed a beat and a run, and tthe sailing throughout had been good with several Photo: Chas. Drown. ** EFFORT ” (T. O. M. Sopwith) the beat from the other end of the lake. The sailing was not quite so good as it might have been owing to one or two of the skippers not being so well used to the game, and at the end of the day *‘ Rha’’ led with 264 points, the half-point having been obtained when she met “ Actinia ‘’ to windward in one of the best-sailed races of the regatta, the result being © | a dead-heat, so that each boat scored one and a half points. ‘* Heather Glen ‘’ 26, ** Seri ’’ 25, ‘* Aktis ’’ 22. Full details of daily scores appear on the list herewith. Tuesday, July 26. On this day the wind was Westerly and light and tricky up to 1 p.m., but later blew harder. The harder wind of the afternoon suited the heavier displacement boats better. A glance at the daily positions list will show that ‘‘Rha’’ had dropped from first to fourth, while ‘* Seri’’ had attained to first place, owing to the geod handling of her skipper, Mr. Jurd. ** Aktis ’’ had also done well. ‘* Rhapsody ’’ and ** Heather Glen ’’ had also improved their positions, as had ** Tdaho.’’ ‘* Cresset ‘’ did not do so well in the lighter wind and had dropped from seventh to eighth. Wednesday, July 27. The wind this day was South and blowing a little harder. The shift of wind made the course a reach both ways and some very good sailing resulted. ** Seri ’’ still maintained her lead and had secured 73 points at the end of the day. ‘* Aktis*’ also kept her position. “ Heather Glen “’ ‘* Cresset’’ was had getting also done back her well, old while form, the heavier wind suiting her better, and was now fourth Photo: Chas. Drown. ‘* SERI *’ (R. Jurd) Winner British A-class and International Championships exciting finishes. Friday, July 29. Wind South-West, a fine wholesail breeze, allowing a beat and run. The eight finalists started to sail one complete round, and at the end of the day the scores stood as: ‘* Cresset “’ 83, ‘* Onaway II ”’ 71, **Actinia ’’ 844, *‘White Heather ’’ 87, *‘ Seri ’’ 114, *‘ Rha ’’ 744, ** Heather Glen *’ 87, *‘ Aktis ’’ 96. Saturday, July 30. To-day saw the completion of the second round of the eight finalists, and the scores are as follows: — Ist, ‘* Seri’? (R. Jurd, Gosport M.Y.C.) 144 pts. 2nd, ** Aktis ’’ (A. Johnson, Y.M. 6-m. O.A.) 116. 3rd, *‘Actinia’’ (Capt. Inglis, Y.M. 6-m. O.A.) 1084. 167. MARINE MODELS 4th, ‘‘ White Heather VII” (J. Cat- terall, Fleetwood M.Y.C.) 5th, — s – – ‘‘ Heather Glen “’ (J. 108. Alexander, Fleetwood M.Y.C.) 103. . 6th, | *‘ Cresset’’ (L. Smart, Cardiff M.Y.C.) 90. 7th, *‘ Rha ’’ (D. C. A. Foster, Birkenhead M.Y.C.) 853. 8th, ‘‘Onaway II’’ (C. Chandler, Clapham M.Y.C.) 81. Mr. Jurd thus secured for the third time the honour of representing Great Britain in the International Race for the Yachting Monthly Cup. It is interesting to note that of the eight finalists no less than five were designed by Admiral A. Turner, viz., “* Seri,’” ‘* Aktis,’’ ‘* Actinia,’* ‘* Cresset’’ and *‘ Rha.’’ a Daniels design, and ‘* Heather ‘* Onaway II”’ is ‘* White Heather ”’ Glen ‘’ were designed by J. Alexander. The prizes were presented by the Mayoress of Gosport, Mrs. C. O. Graham, at a dinner held at the Clarence Rooms, on Saturday evening, when most of the competitors were present. Each of the eight finalists received a prize, and there were, in addition, two Photo: Chas. Drown. *“ IDAHO ” versus ‘* WHITE HEATHER VII” special prizes: one to the 9th boat, won by “* Embassy ” (R. J. Bailey) and SCORE SHEET FOR BRITISH “A” CLASS CHAMPIONSHIP Daily Scores. Yacht. Mon. | Tues. | Wed. | Thurs. || Fri. ““ Cresset ”’ ‘Patience: *Valenjen.”’ a 2ae tee seh I fe 18 senile 16 17 19 23 9 5 Sl ee nae Be 264 15 9 SC ANGIS Sor a: ce 22 25 18 es 224 19 17 ““Miss Bedford Il” Chee ** Ceredig ”’ “* Embassy ” *f Actinia” ““Shannon Il” a … oat ans a … Hes ast 2 ily 15 12 “* Semiramis ” BORE” ware “ Ranger” “Friar Pack “Is 7BsL6 “83 aHg-e+ rUf ce oak eee 29: melee nn Zao MARINE MODELS 171 o thLy 28 Roms———-Za SNSS i CAs the space available for Club News and Racing Reports 1s limited, Club Secretaries are requested to make their reports brief and to the point.—EpDIToR, BLACKHEATH M.yY.C. quarters, and, although Blackheath got a good lick- ing, the sailing conditions were excellent, especito our members, because the lake at Hove is such a fine stretch of water. I think our club can be likened to a caged bird which has been suddenly set free. Our own pond at Blackheath is so small, that it was near the end of the racing before we found our wings, and began to trim more freely. But, having learnt our lesson, we have promised Hove a return match next year, when we hope to make the scores more even. Although the Blackheath scores did not warrant any prizes, it was very sporty of Hove to the highest on both sides. to present trophies Blackheath have four Marbleheads on the stocks, which is the largest boat our pond will take, providing the A.R.P. people don’t use all our water by the time we have built them. So a word to our neighbours at Clapham: with bigger boats we expect to do bigger things when we meet again. F. J. BALLAM. BRADFORD M.Y.C. x The return match between South Manchester and six of our 10-raters took place at Platt Fields on Saturday, August 13th. A light breeze gave a beat and a run. Only one of our boats managed to get into the “‘ teens,’’ this yacht always doing well in light winds. The O.0.D. was Mr. F. Gale, assisted by Messrs. Pierce and A. E. Williams. The Manchester Club kindly provided us with a nice tea in the local café, and a very enjoyable fed a was spent. Scores as follows :— S.M. M.Y.C.: ‘* Lassie ‘’ (F. Foulds) 14, ‘* Fantasy ’’ (D. Helliwell) 13, *‘ Celestion ’’ (J. Roberts) 23, ‘* Silver Spray ’’ (F. G. Marshall) 27, “* Iris ”’ (W. Jones) 20, *‘ Seamew ”’ (F. Parr) 18. Total, 115. B. M.Y.C.: *‘Nancy”’ (A. Davis, sailed H. Atkinson) 22, ‘* Bonito’’ (W. S. Haigh, sailed W. Roberts) 12, ‘‘ Lady Grey ‘’ (J. Waddington) 10, ** Atalanta ’’’ (F. C. Hirst) 7, ‘* Winsome ”’ (A. Brown) 8, ‘* Waveney “‘ (J. P. Clapham) 6. Total, 66. J. P. CLAPHAM. PORTSMOUTH M.yY.C. We are asked to inform readers that the Hon. Secretary, Mr. A. J. H. Boyle, has changed his address to ‘* Newhaven,’’ Fratton, Portsmouth, Hants. 87, MODELS. ] CITY On July 17 the above club travelled to Hove by coach, taking six boats. Wives and families of members also went, so now our wives must believe that we go sailing at week-ends. A very enjoyable day was spent at the Hove Club’s head- ally MARINE Liverpool Road, OF BIRMINGHAM M.Y.C. The eighth annual contest for the McDonald Trophy was sailed at Witton Lakes on July 24, Mr. J. H. Cunningham undertaking the duties of O.O.D. Twelve 10-raters, representing four clubs, responded to the starter at 10.30 a.m. The wind was light from the South-East, giving a beat and a run. After two heats had been sailed, scoring was reversed, the wind having veered to South-West. Hardening, it provided a most excellent day’s racing. When the score cards had been checked, *‘ Frances,’’ of the City of Birmingham Club, was declared the winner. ‘*‘ Maggie ’’ and ‘* Opal ”’ tied with 32 points. The sail-off was won by ‘ Maggie.’’ Scores : — ‘* Frances ’’ (E. W. Builder, City of Birmingham) 37 points, ‘‘ Maggie ’’ (J. Lapsley, Nottingham) 32, ** Opal “’ (J. Drury, City of Birmingham) 32, ‘‘Blackbird ’’ (H. Cole, Bournville) 31, *‘ Recovery ’’ (C. Speak, Bournville) 31, ‘* Lady Gay “’ (L. T. Allen, Salford Park) 31, ‘* Mischief ’’ (N. Stansfield, Salford Park) 30, ‘* Curlew ’’ (S. J. Marston, City of Birmingham) 29, *‘ Sandrova “’ (C. E. Lemon, City of Birmingham) 27, ‘* Liryc ’’ (C. Bratt, Nottingham) 20, ** Drusilla’ (T. Miller, City of Birmingham) 17, ** Mayflower “’ (A. Lambert, Nottingham) 13. The last-named is a sharpie. It will be noticed that seven points only separated the leading seven boats. It has fallen to the Commodore, Mr. E. W. Builder, to bring the Trophy ‘* home again,”’ after it had spent a second period at Birkenhead. ‘*Frances’’ was designed and built by Alexander, of Preston. Her displacement is on the heavy side: L.W.L. 45.25, Rating 9.53. * Maggie,’’ designed and built by her owner. Displacement 214 Ib., L.W.L. 48.35, Rating 9.95. ‘* Opal,’’ designed and built by her owners, Messrs. S. P. and J. Drury. Displacement 25 lb., L.W.L. 50.60, Rating 9.94, Mrs. S. P. Drury presented the Trophy and the prizes to the winning skippers, and also the prizes to their mates. C. E. LEMON. EAST HULL M.Y.C. v. SCARBOROUGH M.Y.C, These clubs met for their annual six-a-side contest for the Carmichael Cup, at the East Park, Hull, on July 30. There was a fresh West-South-West wind, which gave a beat and run, the tricky wind testing the skill of the skippers. The first heats were evenly contested, but the third and fourth heats saw the Hull Club drawing ahead. However, in the last two heats the wind moderated, and the Scarborough team were more at home. At the end of the sixth round the Hull team were 9 points ahead, but there were three resails to windward, which the Scarborough skippers won, making the 172 MARINE scores 90 points all. Surely, a singular result to a most sporting contest. Scorers: East Hull—*‘ Sonny ’’ (F. Pearce) 21, ** Mary ’’ (J. Fulstow) 20, ‘* Rene ’’ (R. Uney) 18, ** Devon ’’ (G. Hale) 16, ‘* Sylvia ’’ (C. Richardson) 10, *‘ Vera ’’ (A. Richardson) 5. Scarborough —** Spring ’’ (J. Brunt) 20, ‘* Raven ’’ (G. Vitty) 19, ** Tris ’’ (G. Bolder) 19, *‘ Defiance ’’ (A. M. Bolder) 14, ‘* Humbria ‘’ (G. Dinsdale) 10, ‘* Sinner ’’ (W. ‘Davidson) 8. After the match the teams and visitors adjourned to the clubhouse, where a hearty tea was provided by Mrs. Uney, and Mrs. Cameron very ably presented the prizes. Mr. Horsley contributed a nice speech on behalf of the two clubs. Mr. J. Cock was O.0.D., with Messrs. Cameron, Richardson, and Huntley as the Judges and Starters. J. Cock, Hon. Secretary. BOLTON M.Y. & P,B.C. It is my pleasure to report to you that the club have now secured water and are making headway to make this suitable for immediate sailing. A great deal of difficulty has been encountered and a radius of 25 square miles has been surveyed. Whilst the present water is not ideal, it should prove of good service. The banks required a great amount of work to make satisfactory, and placing these in order has proved the versatility of the members, several of whom have given consistent, unselfish effort. The first sail is to be held on August 20, when a preliminary meeting of 36in. Restricted boats has been arranged. We are seeking affiliation with the M.Y.A., and anticipate an increased membership after the opening date, which will be sometime next month. T. V. Livesey, Hon. Sec. ** Wood View,’’ Shady Lane, Bromley Cross, Nr. Bolton. CLAPHAM M.Y.C. Since the publication of our last report, only one event ofimportance has taken place at Clapham, a team race with Forest Gate M.Y.C., which was again won by the visiting team, this time by the narrow margin of four points. The teams were of four boats a side, and it was noted with interest that all four from Forest Gate were built to the MarRINE MopELs ** Eudora “’ design. All performed well, in the somewhat trying reaching wind, particularly Mr. Yorston’s craft, which made top score of the day. We are, however, pleased to record that Clapham’s defeat was duly avenged on August 6, when the three-club event for the 36in. class, held at Forest Gate, between the home club, Clapham and Blackheath, resulted in Clapham gaining first and second prizes, and also fourth place. The club is pleased to welcome into its membership Mr. Sam King, of Toronto, whois sailing his wee six,’ ‘* Sandy,’’ under the Clapham flag in the National 6-m. Championship. The club has, so far, entered craft in all the National Championship events except only the 12-m. But wait, we have a 12-m. tucked away somewhere, and there is time yet; we are determined that the Clapham M.Y.C. shall make a name for itself in modelyachting, and its progress towards world-wide fame continues apace. M. A. C. MODELS NELSON GARDENS M.Y.C. (GT. YARMOUTH) The race for 36in. Restricted class and 10-raters took place on Saturday, August 13, for silver spoons. This was sailed under M.Y.A. rules, and seven boats faced the starter’s gun. We were pleased to welcome Dr. L. Lancaster, of the Guildford Club, who is spending a holidayin the district, and had brought his boat: with him. Sheis one of Mr. A. W. Little- john’s *‘ Cygnet *’ designs, and proved a very formidable opponent. The result was as follows: Ist, ‘* Nippy ’’ (P. Bird), 23 points; 2nd, ‘* Marjorie ’’ (C. Adams) 17; 3rd, ‘‘ Hornet ’’ (Dr. L. Lancaster), and ** Patricia ’’ (W. Hart) 15. Ten 10-raters sailed and the results were: Ist, ‘Flying Spray’’ (C. Adams) 34 points; 2nd, ‘‘Eagle’’ (—. Thomas) 31; 3rd, ‘* Puffin ’’ (C. Barkham), ** Thelma ’’ (E. Stolworthy), ‘* Silver Line ’’ (S. Cook), all 27. On September 3 the club is sending three 36in. to the Felixstowe open event. P. G. R. BIRD, Hon. Sec. GUILDFORD M.Y.C. The club sustained their first defeat in their series of inter-club matches at Brighton, on Sunday, July 10, when they were beaten by the Brighton and Hove team by 193 points to 108. Guildford travelled with a team of eight boats, of which Mr. May’s ** Merope ’’’ was top scorer. Racing started in a strong wind, which freshened into a gale, with rain. Guildford boats did well in the first heat, but were later overpowered by the wind. Guildford hope to turn the tables when Brighton visit them at Elstead on August 28. Guildford were entertained to lunch by the Brighton Club. The Guildford M.Y.C. travelled to Littlehampton on Sunday, August 14, with a team of seven boats, for their return match with that club. At 1.45 p.m. there was hardly a ripple in the water, but a few light airs made themselves felt when a start was made at 2 p.m. The first heat was practically a drifting match, which resulted in many collisions, so that out of the seven pairs started, six had to resail. The wind freshened somewhat after the second heat. Littlehampton finally scored 107 points against Guildford’s 89, thus avenging themselves for the defeat they suffered at Guildford last May. Mr. Belcher’s ‘‘ Pharyna ’’ was top scorer for Guildford. A splendid tea was provided by the Littlehampton Club at the conclusion of the racing. NATIONAL 361n. CLASS CHAMPIONSHIP, 1938 This race was sailed on July 2 on the small lake at Wicksteed Park. There were 18 entries and the race was sailed in two fleets, the three best boats in each fleet competing in a final 6-boat tournament. The six finalists were: ‘Silver Spray ’’ (C. W. Burling), 25 points, ‘‘ Eros’? (F. Bascomb) 22, ‘Betty II’’ (A. Buck) 20, *‘Alcyone’’ (L. Erroch) 22, ** Agro “’ (C. Rastall) 22, ‘* Faith ’’ (M. Haddon) 20. In the final the scores were: Ist prize and Cup, ‘** Silver Spray,’’ 14, and 2nd, ** Argo,’’ 14. These boats sailed a board to windward for Ist place. ** Alcyone ‘’ and** Billy II ’’ tied for 3rd Place with 10, and after sailing-off were placed 3rd, ‘*Alcyone,’’ and 4th, ** Billy II.’’ The thanks af the Association are due to all those members of the Wicksteed M.Y.C. who helped as Starters and Scorers. W. J. E. PIKE, O.O.D. MARINE MODELS 173 JOHN BLACK VISITS SCOTLAND Photo: J. A. Stewart. With Mr. Black are Mr. William Hutcheson (left) and Mr. J. A. Stewart (right) MR. JOHN BLACK, U.S.A. INSTITUTE OF MARINE ENGINEERS E have pleasure in publishing an excellent picture of our friend, Mr. John Black, be- men. tween two prominent Scottish model yachts- Mr. Black (affectionately known to British model yachtsmen as “‘ Jock,’’ on account of the Scottish ancestry which he proudly boasts) has represented the States in International A-class Regattas on a number of occasions. Jock is over here to see the Glasgow Exhibition, and sail in various 6-m. events with his ‘* Kiltie,”’ as detailed on our Scottish Page. It is a thousand pities that the M.Y.R.A. of America could not empower “‘ Jock ”’ to bring his latest ** Bostonia ’’ to race at Gosport, especially as he came nearer to taking the International Cup home with him than any American representative before or since, when, in 1927, a single point separated him from Mr. R. Jurd’s ** Gertrude.”’ It would have been most interesting to have seen these old rivals meet again this year. Mr. D. McPherson arranged for Mr. Black, who is President of the International Model Yacht Racing Union, to broadcast from the Glasgow Studios of the B.B.C. on August 4 in their ** Who’s here,”’ a Radio Visitors’ Book, which corresponds more or less to London’s ‘‘ In Town To-night.’’ Unfortunately, we ourselves did not know of this until too late to listen-in, as we were at Gosport for the International event, and did not receive the Notice sent out by the Secretary of the Scottish M.Y.A. until too late. We hear Mr. Black is now on his way home, and hope he has enjoyed his visit. British model yachtsmen wish him ‘‘ Bon voyage ’’ and a speedy return. E are asked to publish the following notice WV issued by the I.M.E.: An examination for ‘aiheiedan to Asso- ciate Membership of The Institute of Marine Engineers is to be held on May 15—22, 1939. The annual examination for admission of Probationer Students and Students will also be held at this time. The Institute’s examinations are held in London and provincial centres according to candidates’ places of residence. Full particulars of the syllabus and exemptions allowable may be obtained on application to the Secretary, The Institute of Marine Engineers, The Minories, London, E.C.3. MESSRS. BASSETT-LOWKE, LTD. Ts well-known firm are having a_ special Summer Bargain Sale. All the goods concerned are at their Northampton works, but can be sent to their London or Manchester branches for inspection if desired. Lists of goods included in the sale will be sent to anyone interested on application to Messrs. Bassett-Lowke, Ltd., St. Andrew Street, Northamp- ton. Reductions during the sale are from 20 to 50 per cent. on the regular prices, and the list includes working models, marine engines of various kinds, boilers, hulls, sailing boats, construction sets for various models, etc. Readers writing for list of bargains are requested to mention MARINE MODELS. MODELS Out Seottish Page HE longer we live, the more we are convinced T of the sheer perversity of human nature, and ergo, we hope, the more tolerant of it, perhaps because we are human ourselves, although that is not always the label disgruntled individuals have bestowed upon us—which is by no means original. And why this thusness? We have been accused of making this page the medium of favour to certain clubs and ignoring others—which is simply not true, as all our readers are aware. At no time whatever has matter communicated to us been ignored wilfully: it has invariably been dealt with, without exception—not always in the exact form in which it has reached us, and subject to the exigency of space, but dealt with—andin a fair and impartial spirit void of any personal bias so far as our weak human limits allow. Some secretaries are more energetic and enterprising than others, and make a point of favouring us with information and material for comment. Obviously, those who omit to do so cannot expect some miraculous incarnation to possess us and enable news of their doings to materialise out of the stratosphere. While we attend personally all the most important events possible, it is not within our power to cover everything. Once again we emphasise that we will be glad to receive regular, or irregular, reports from any source, and everything we are favoured with will be carefully considered and utilised within the limits of our space; and of our Editor’s good nature—which must be sorely tried at times. The most important Scottish event ever staged —the West ot Scotland Club Robertson Cup Race— was held at Barshaw Park, Paisley, by courtesy of the Paisley Club, on Saturday, August 6, with finals on the following Monday, under the control of the officials of the Scottish Association. The entry was the most representative ever seen in Scottish waters and comprised * Kiltie,”” with our friend John Black from Boston;*‘ Sandy,’’ and her owner, Sam. King, from Toronto; Eire in the person of the evergreen F. E. Le Flufy, from Cork, with ‘* Fredith ’’; ‘* Sabina,’’ owned by E. Builder, from Fleetwood, with J. Alexander and J. H. Catterall to valet her; ‘* Pennine “’ from Bradford; ** Elaine,’’ Nottingham, and the Scottish Clubs: Saltcoats, Port Bannatyne, Paisley, Dennistoun, Elder Park, Scottish A-class and West of Scotland. A fleet of 18 models with a truly International flavour. Unfortunately, the weather did not correspond with the high standard of the competition. While it was brilliantly fine with blazing sunshine —too hot for comfort—the wind, when there was any at all, was far too light to provide satisfactory sailing. This was the more tantalising as the same bright conditions had prevailed all the preceding week. But, with a good strong breeze at the same time. Ideal for our purpose. Ah, well! we cannot control the elements. ULI IUUULA Atte at teats MARINE STN 174 The fleet was divided into two sections, each of nine models, and five heats were completed. The first four gave light to calm sailing, but the final heat and some resails necessary to balance the boards, were almost abortive by reason of flat, calm intervals, when the craft did not even drift. The overseas visitors naturally commanded a good deal of interest, particularly *‘ Kiltie,’’ resplendent in a suit of red crépe cloth, and consequently easily identifiable. In her first board she set a fine course, but was, unfortunately, fouled when close to and fair for the line, and ordered to resail. The resail went against her. We thought this a bad decision, as she was in an unassailable position at the time the incident occurred, and should, in our opinion, have been allowed to finish the course. However, she had compensating lucky breaks subsequently, which tended to balance this initial misfortune. From our observation the model was at all times sailing faster than her opponents, but was not holding as good a course in the lee boards, for which she carried a reaching jib sheeted closely against the ordinary working jib, and had several narrow shaves of being beaten, although she did manage to lead across the line, except in the first heat. She returned 20 points, and was at the head of the first section. Running her close came ** Nancy “’ (J. Taylor, Paisley), also doing well with 17 points. In the second section the well-known notable veteran ** Clutha ’’ (J. A. Stewart, West of Scotland), was showing her consistent form, and with the loss of only two leeward boards logged 21 points. ‘** Adapta,’’ T. Porter, flying the burgee of the Scottish A-class club, was second, only a single point behind. ‘* Sandy,’’ the Toronto entry, was not doing so well, and, finally, her return totalled 11, with a bye, giving a comparative potential 16. ** Fredith ’’ was out of form and only returned 10, with a resail giving her a possible 13, and the same could be said of the English competitors, which all had low scores. A dead, flat calm supervened at the completion of the fifth heat, and the two leading models in each section were held under orders to sail an entirely new tournament on the following Monday evening, all previous points being eliminated. Conditions for the final were much improved with a moderate to light, but steady, breeze, giving reaching points. ‘* Kiltie ’’ made a great run to the mark in the close reach, but was not doing so well in the return courses, all of which she lost, and returned 6 Points, dividing with each of the other three. the same, also making 6. ‘*‘ Clutha’’ did ‘* Nancy ’’ lost both ways to ** Adapta,’’ and divided the remaining heats, scoring 4 points. ‘** Adapta,’’ dividing the points with ‘*‘ Clutha’’ and * Kiltie,”” made 8, winning the Cup and first prize, for the third time. A board between “ Kiltie ’’ and *‘ Clutha’’ to decide second and third prizes, went in favour of “ Kiltie,’’ and ‘** Nancy ”’ took fourth prize. The winner is. MARINE MODELS 175 a wondertul old boat, there is no doubt about it. She is more than 20 years old, originally, built as a lin. scale 12-m. to the 1908 rule, and adapted to 6-m., 14in. scale, somewhere about 1926—we are not sure of the exact periods—and still able to win against the best up-to-the-minute productions! Granted that a lot depends on the handling, there must still be something more behind it to account for her continued success, and it is food for thought and a great query on our vaunted progress. of her leeward boards, she failed to windward, and only took three boards on this course. The result gave all three prizes to the local club with‘* Optimist’’ (A. Smith), ‘* Glance ’’ (G. Scott), and ‘*Anna II *’ (H. Miller) first, second and third, respectively. We had the pleasure of thanking the visitors and officials, and also the Paisley Club for the use of its waters, on behalf of the West of Scotland Club, and Mrs. Sam. King, of Toronto, did us the honour of handing over the Cup and prizes to the successful competitors. The West of Scotland Club also presented a memento to Messrs. Black and King in appreciation of their action in coming over here specially at the invitation of the Club. try as much as we have. If so, the trip has been worth while and a remembrance to cherish. He has been a busy man and his admirable radio talk, in conjunction with his other activities, cannot fail to have rejuvenating repercussions on the sport here. Mr. Sam. King is still with us, and will compete in the M.Y.A. 6m. Championship to-day, August 20, to which we may refer later. He was not so well known to some of us, but, together with his charming wife, is none the less welcome. Their happy disposition and good fellowship have carved their own niche among us, and not less sin- In honour of our overseas visitors the Port Bannatyne Club staged an open 6-m. regatta on the waters of Port Bannatyne Bay, on Saturday, July 23, but the unavoidable short notice precluded a general acceptance, and Mr. Black was engaged elsewhere. Nine craft came to the line, including ** Sandy *’ (Sam. King, Toronto), and ‘* Violet ”’ (A. W. K. Rodrick, West of Scotland), and were sent away on a continuous triangular course of approximately 13 miles, three times round, or about 5 miles in all. A good sailing breeze gave a free reach to the first mark, a close reach to the second, and a run home. We timed the first models to complete the first two rounds at 25 minutes each round, and, eventually, the race resulted: ‘‘ Ruby ”’ (M. McMillan), 1 hr. 20 min., ‘* Britannia’ (W. McCauslane) 1 hr. 23 min., and“‘ Jean,’’ 1 hr. 234 mins. Good work indeed over fully five miles of open water. The Canadian and West of Scotland skippers found the strenuous work involved too much, and retired after the first round. Coincident with the Port Bannatyne event, the Paisley Club organised a 6-m. race at Barshaw Park, at which Mr. John Black competed and signalised his first appearance—he had only arrived overnight—by registering a win. Eight models sailed under boating conditions with a light breeze, and the full result was ** Kiltie’ (John Black, Boston) 30, ** Nancy “’ (J. Muir) 22, and*‘ Alice ’’ (W. Lauder) 21, both the latter being Paisley boats. Fourteen 6-m. class models were again in competition at Saltcoats on the following Saturday, July 30, the fleet on this occasion including both the American visitors. A strong South-West wind, veering West, caused considerable delay in starting by creating a heavy sea to fall on the sea wall with the high tide, and continued strong throughout. ‘* Kiltie ’’ was exhibiting considerable ability in her windward work, but proving difficult to trim to leeward, and only won three of the runs out of ten. Mr. Black ascribed this to the fact that the weight of wind was considerably heavier than they experienced in summer sailing at home, and considered it necessitated increased rudder control to hold the model up to her work. As appears in a previous paragraph, however, she showed the same tendency in light and very light airs at Paisley, and probably the explanation may lie in some other factor. The Canadian *‘* Sandy,’’ a fullerbodied boat, should have been suited by the hard going, but while she steered better and won eight While we are writing this our friend Mr. John Black is well started on his voyage home, and we wish him bon voyage and a happy arrival. His genial personality has been a tonic to us all, and we hope he has enjoyed his stay im the Old Coun- cerely | will we sing the time-honoured Scottish farewell, ‘* Will ye no come back again?’’, when they eventually depart. The Greenock Club, mother of all model yacht clubs the world over, invitation to an open 6-m. regatta at Cowdenknowes, on August 13, brought out an entry of 14, representing seven clubs. The event provided an example of that spectacular beauty native to our Scottish land. Flashing white sails and multi-coloured hulls reflected in the rippled waters in the brilliant sunshine, framed in green-clad slopes and with the light and shadow of the Cowal Hills in the distant background, gave such a scenic picture as distracted the attention of the most fervent enthusiast from the actual sailing. Albeit, he would still whistle for more wind. Truth to tell, the breeze was light and fickle, but notwithstanding held up sufficiently to enable four heats to be completed. Returns revealed ‘‘ Imp “’ (A. Carmichael, Greenock) and *‘ Violet ’’ (N. Rodrick, West of Scotland) with equal cards of 16 points, and a board to decide precedence gave the premier place to *‘ Violet.”’ Third prize went to ‘* Bluebell (ji Watt, Greenock) with 14 points and ‘ Fairway ‘’ (H. C. Chalmers, Victoria) 13, took the fourth. Commodore Watt presided at the subse- quent tea with which the visitors were entertained, and Mrs. Sam. King, of Toronto, handed over the trophies, a duty with which sheis becoming familiar here, and accomplishes with graceful ease. Appreciative speeches were made by the local Commodore and Secretary, D. Thomson Wilson, Mr. Sam. King, and others. The race was an example of friendly rivalry and our post as O.O.D. was a sinecure. We have a good deal of other matter, but our space is exhausted—more than exhausted we suspect—and it must perforce be held over until our next issue. It is, however, of importance to report a suggested gesture whereby the West of Scotland Club are considering sending the Robertson Cup to America for competition there during the 1939 season. There is no doubt the suggestion will be acted upon, provided it is agreeable to the American authorities, and we hope it will enhance interest in the 6-m. class among our American and Canadian confréres. Further reference to the matter will be made in subsequent issues. And so au revoir. ScoTicus. 176 MARINE MODELS GUILDFORD M.Y. & P.B.C. WITH THE POWER B OAT \ ehh. The powerboat section of the Guildford Club organised a regatta on Stoke Park Pond, on Sunday, July 10, with the support of the members of the Powerboat Association from all parts of the country. There was some good sport with miniature hydroplanes, which in the 30 c.c. were lapping the pond This is the first time at 35-40 miles per hour. that Guildford has seen such speeds for these miniature craft, and the local public had their first thrill of high-speed model boating. FARNBOROUGH M.P.B.C. The M.P.B.A. Regatta at Farnborough, held on August 21, was interrupted for a few minutes just before the last event by a very heavy shower, but the weather otherwise was delightful, with brilliant sunshine, and a nice fresh breeze. The event was very well supported both by competitors and spectators, and proved a most enjoyable day’s sport. In contrast to some recent regattas, things went very briskly, and the time-limit for starting was enforced. One run or two starts (five minutes on line) applied for both classes. The first event was a ‘* Quick Start ’’ Race, which was open to all racing boats. The boat was on the bank at the word ‘* Go,”’ and the owner then had to get her to the line, start up and run three laps (300 yards). The winner was Mr. K. G. Williams with ‘* Faro,” who took the remarkably short time of 32.7 secs. for the whole performance, an excellent example of quick starting. The second was Mr. Innes (Altrincham) with 35.9 secs., another noteworthy performance, especially as his boat is only 15 c.c. The third was Mr. Rowe (Victoria) with ‘* Rumba ”’ in 44.6 secs. This event attracted 21 entries. This was followed by the Steering Competition, for which 14 boats competed. The possible was 15 points, and Mr. J. Vines with ‘* Silver Jubilee ’’ proved the winner with 13, followed by Mr. E. Vanner with “ Leda III ’’ with 11. There was a tie for third place between Messrs. Hillman (West London) and Denyer (Guildford) with 9 points. After the lunch interval the 15 c.c. class had a race over 300 yards. There were 10 entries, and Mr. E. Westbury’s *‘ Golly ‘’ continued her run of successes. Mr. Innes (Altrincham) was second, and Mr. Ripper (S. London) third. The Farnborough Challenge Cup race for the 30 c.c. class was next. This event was over 500 yards and limited to boats which had in competition already accomplished speeds of 28 m.p.h. or over. In this event a second run was permitted on request to boats that had run at 38 m.p.h. or over. The winner was Mr. K. Williams, whose time was 30.8 secs., followed by Mr. Parris (S. London) with 31.3 secs. ‘* Betty ’’ failed after running three laps in good style. There were 12 entries in this race. The final event was the celebrated Towing Competition for the Farnborough Marrow, for which there were five entries. The marrow was ingeniously disguised as a water-fowl. It was won by Mr. Curtis with his tug. &é4 The events in order of the day were as follows: Ist, Mr. Mew (Malden); —Nomination race: 2nd, Mr. Pinder (Malden). Steering Competition: Ist, Mr. E. A. Walker (South London); 2nd, Mr. J. Benson (Brighton). 15 c.c. Hydroplanes: ist, Mr. E. Westbury (S. London); 2nd, Mr. Taylor (Victoria, London). 30 c.c. Hydroplanes: Ist, Mr. C. Hastings (S. London); 2nd, Mr. Miles (S. London). Reports of events participated in by the Club’s Sailing Section appear elsewhere in this issue. VICTORIA M.LS.C. The M.P.B.A. regatta, at Victoria Park, should have been held in May, but owing to the lake not being finished, was postponed until August 7. A curious fact about this postponement was that on the date in May, when it should have been held, the lake was dry and so was the day, but on August 7 there was plenty of water in the lake and it rained in torrents all the time the speedboats were running. A notable achievement was that of Mr. Allen, of the home club, who was only 0.1 sec. out in the Nomination event, and he might have won the Steering Competition as well if he had not stopped when nearly across the lake on his first run. As it was, he scored two bulls on his second and third attempts, but Mr. Pinder, of South London, pulled off the event with 13 points of a possible 15. Good work, Mr. Pinder, which shows a speedman can ‘* go straight ’’ sometimes. Mr. Westbury kept his flag flying in the 15 c.c. class, and romped home well in front of his rivals. The same can be said of Mr. Parris, also of South London, when he won the 500 yards race for the 30 c.c. This was the last event, and, incidentally, the rain ceased soon after its conclusion. : — Results 100 Yards Nomination Event. Ist, Mr. Allen (V.M.S.C.), time 35 secs. estimate, 34.9 secs. actual. 2nd, Mr. Vines (V.M.S.C.), time 20 secs., esti- mate, 20.5 secs. actual. Steering Competition. Ist, Mr. Pinder (S.L.E. & M.B.C.), 13 points. 2nd, Mr. Allen (V.M.S.C.), 10 points. 300 Yards Race for 15 c.c. Class. Ist, Mr. Westbury (S.L.E. & M.B.C.), 21.5 secs. 2nd, Mr. Taylor (V.ML.S.C.), 33.2 secs. 500 Yards Race for 30 c.c. Class. ist, Mr. Parris (S.L.E. & M.B.C.), 31.20 secs. 2nd, Mr. Fort (V.M.S.C.), 42.20 secs. All particulars of the club can be obtained from the Hon. Secretary, J. B. Skingley, 238, Colney Hatch Lane, London, N.10. B.S MARINE MODELS 177 AMERICAN NEWS By C. O. BROOK a at last we find a set of reports from various clubs on their activities. Chicago Popular Mechanics Trophy The was won by Troeger (C.) with 59 points, being closely followed by McKinney (O.P.) with 58 points. Troeger is from the Chicago M.Y.C., and McKinney is from Ogden Park. There were 16 entries, some from the Milwaukee M.Y.C., and others from Grand Rapids. N. W. Lloyd was 0.0.D., and a sweet 25-mile wind sped the event along for these diminutive M’s. Doubtless there were plenty wishing for 20 miles an hour less. That’s the way it goes! We skippers just can’t get weather that is ideal to our own particular model. And in the Eastern Championship event at Hempstead, Long Island, under the auspices of those dyed-in-the-wool skippers of the Long Island M.Y.C., we find 17 boats at the line. Bob Balentyne, of the Mill Pond M.Y.C., took the event with 131.5 points, with runner-up in the Irvington M.Y.C., by Shellmer, coming in with 115 points. There were the Warinanco, the Atlantic, Seaforth, Central Park, Boston, Clove Lake, Marblehead, Jersey City, Staten Island, Red Bank and Prospect Park Clubs entered. Carrol Sweet, of the Marblehead M.Y.C., was 0.0.D.. The wind for the three days, July 3-4-5, went from 2.5 to 15 m.p.h., and they note ** Tacking (beating) guy necessary in windward boards all the time.”’ The National Championship in the M’s, according to my informant, was a long-drawn-out affair. Eight days of strenuous sailing from 9 a.m. to 4 p.m., in winds up to 20 m.p.h., and, says he, ‘* by the time it ended everyone was burned to a crisp—some wore hankies on their pates; some wore straw hats; some paper hats made from newspapers. Fever blisters appeared on most of the contestants; faces were swollen and blistered, and the smell of camphor oil was sickening,’’ and he adds, ‘ they all peeled like snakes before the fifth day.”’ Ted Thorsen, of the S. California M.Y.A., won with 212 points. He sailed a remarkable race. Working until 3 a.m. daily, to get his boat in shape for the event, he had to drive all night to get to the pond, and then made it just in time to rig his model and get into his first race. He was tops that night. Dead tired, he overslept and lost two boards the next day. During the race that day he made a spinnaker for his model, and stayed up until 3 a.m. that day to make five Vane gears for skippers who wanted to use them. He worked like that all during the regatta, not only nursing his own boat, but assisting most of the S. California skippers as well. He is 6ft. 4in. in his bare tootsies, and I’d say he needed all of that height to accomplish so much. Models varied from 12 lb. to better than 20 lb. Some boats, apparently crude in design and construction, fooled the boys by standing well up on the score sheet. Another lesson is: ** Never judge a boat by its looks.”’ There were nine entries and all but two (from Wilmington, Delaware) were from the Pacific Coast. Harry Cartwright, of Berkeley M.Y.C., a youngster of 88 years, sailed ‘‘ Turkey Feather *’ up to 144.5 points. His is an old craft that proved very able. The name is a dubbed one, because Harry uses five turkey feathers on his Vane gear, and was the only gear to successfully pull his ship out of broaches. I see where the turkeys begin to go nudist from now on. Again, Harry upset all the laws of common sense by carrying a spinnaker as big as the one on the J-class boats, and never once did it cause him trouble. It just lifted the old hull out of the water, flapped a few times, and landed on the bank at t’other end of pond. And this even during 23-mile winds, as I learn, ‘* Never once did the boat flounder.’ Doggone, it couldn’t, any breeze would start it flying like a kite. And of the 24 entries, more than half had to travel 600 miles and more to attend. The Cup, according to Doc. Houk, was as high as a door handle, and wide as a barn. Some Cup! And he adds a ** jack ’’: ‘* Did you notice the A-class rule has been altered to rule out * Queen Mary’ and the like? ’’ Yep, Doc., I noticed. Now, if they will abolish the fore-triangle measurement, the Aclass will not be backsliding as they are. Ah! but we ask too much of these overworked Committees on Rules, etc. We got a swell invitation from Canada to attend their series of races. They have seven events, plus a special ladies’ race. Well, John, it would be nice; I could well stand a change of scenery, but Scotland has first call. You see, they offer some enticing ** mountain dew “’ to mellow my thoughts; still, I’d like to be with you, too. But John Black beat me to Scotland—John, John, what made you?—and there, you are up to your old tricks, | hear—taking many a board that others thought they would take. Won’t you wet your handkerchief with some of the aforementioned ‘* mountain dew,” that I might have at least a mild zephyr of such glorious nectar. At the Popular Mechanics Trophy event, at the Deeper Hudson M.Y.C., there were 46 entries. There were skippers from Irvington, Marblehead, Clove Lake, Lynn, Warinanco, Red Bank, Long Island, Central Park, Model Club of N.Y., South Jersey, Washington and the home club. We are unable to boast about the wind; it varied from ‘** straight up “’ to as high as 6 miles. And yet there were 54 races sailed in the two days, six in a race, and that’s no mean task. Joe Patey, of Lynn, took home the high Trophy with 583.4 out of a possible 600. Next was Tommy Morrison, of Red Bank, with Ben Chapman, of Lynn, third. This poor scribe suffered a _ disappointment. With Frank Goodwin, of the Marblehead M.Y.C., as O.0.D., and Charley Heisler as Chairman of the local R.C., I still think they put up a job. Yelled the Chairman at the close of the day: ** The following men are placed in high.’’ He proceeded to call off the 15 leaders; me, I was 13th on the list. Says I, ‘* Gosh, at last I win a Trophy,”’ and henceforth prepared a touching speech for the occasion. I stood in line, with chest outthrust until my wishbone ached. Along came the prizes, but alas! there were only 12 of them! to the world. So a fine speech was lost 178 MARINE Oh, but what a whale of a time we had! The banquet and dance being a feature of our event, still held a marked place in the hearts of the guests, especially the roast beef served at the banquet. None who partook will ever forget. Ah! but these events are heart-warming; how we regret having to miss any of them, and how we hate to see our guests leaving. Many linger on for an extra day or two. We often wonder how anyone can feel cross when taking part in any event so thronged with friends and sailing a swell little ship. We may lose a race, but then, what’s a race—if not the fun of sailing? We, who come in last, have more fun than the winner, because we sail longer. Next year will be a race worth seeing. Joe Weaver, Soren Pederson and Joe Patey, three veterans with skill to spare, and boats that travel like the wind. They are the three who will sail next August for permanent possession of the Cup. Each is a personal friend; each fought hard for his success; each is determined to keep the Cup as his own. It will be a race worth travelling many miles to see. And, again, we receive a letter from far-off Vancouver, B.C. A crew for any ship, those chaps; maybe it’s the cold air that makes them keep forging ahead; but they are a club worth watching. I have received two letters from different people in Philadelphia asking where they can find a model yacht club, and one lies under their breathing exit. What’s the matter, Philly? Get these chaps in with you. They are begging for a club; they have M.’s, and want to sail. One of my skipper friends, who resides at the southern end of N.Y., was peeved at a gentle gibe via these columns. It cost him several cold drams to see that it is in fun. Another writes that I should render reports like Court records, and 75 write they enjoy the fun. Majority rules, skippers, and, anyway, I couldn’t be serious long enough to dot an **i.’’ Life is too sad for the saddists. Me, I prefer to laugh, even at my own jests, so if I step on your toes, well, it’s all in fun. Some think I am mad; some that I am “* blue.’’ May I state that when the Red Prince switches his tail and spouts sulphur fumes. I shall doubtless ask what brand he smokes, and will use his forked tail for a pond stick; or, perhaps, for a back-scratcher; and on cold winter nights it will be fun sitting by the fire with a lot more crazy skippers, each trying to outdo the other with why he lost the last race— and that’s that until next issue. SAILS The winner of the British A-class Cham- pionship and International Races used sails supplied by Messrs. Chas. Drown & Son, 8, Ullswater Road, London, were, S.E.27. undoubtedly, These sails set a contributing perfectly, factor to and her success. FOR SALE 10-Rater, Design ‘‘ Leonora, also Class M Design ‘‘ Pocahontas.’ No reasonable offer refused, owner going abroad. Apply Box G2814, Marine Mopets, 52, Fetter Lane, London, E.C.4. MODELS M.Y.R.A. RACE OF AMERICA REPORTS Popular Mechanics Trophy—M-class—June 1938, at Chicago. O.0.D., N. W. Lloyd. entries, Wind, 25 miles, 28. 16 North-North-West. ** Pelican,’’ Troeger (C.) 59, ‘* Stingaree,’’ McKinney (O.P.) 58, ** Dexter,”” Meyer (G.R.) 53, ‘* Cupid,’ Chesboro (C.) 49, ** Zip II,’’ Baron (O.P.) 47, ** Swift,’’ De Long (G.R.) 41, ‘* Zephyr,’’ Harenberg (M.I.) 36, ‘* Priscilla,”” Torgersen (C.) 35, ** Lilbo,”’ Noakes (O.P.) 34, ‘* Dixie Girl,’’ Baker (O.P.) 30, ** Zombie,’’ Gustafson (C.) 27, ‘* Tar Baby,’’ Lamb (M.I.) 22, ** Sirod,’’ Harms (O.P.) 17, ** Yellow Kid,’’ Hodgins (G.R.) 10, ** Pirate,”” Moss (M.I.) 7, ** Grand Rapids,’’ Battenburg (G.R.) withdrew, disabled. Eastern Championship—M-class—Hempstead Lake, L.I., N.Y., July 2, 3, 4, 1938. O.0.D., Carrol W. Sweet. Very light wind, 2.5 m.p.h., July 2; moderate, 3-10 m.p.h., July 3; moderate to light, 3-15-2 m.p.h., July 4. _Tacking guy necessary in windward boards most all of the time. Nineteen entries. ‘* Razee,’’ Ballentyne (M.P.) 131.5, **Aloha,’’ Shellmer (I.R.V.) 115, ‘* Hellcat,’’ Valentine (W.) 114, ‘‘ Scamper,’’ Perfect (A.) 113, ** Chickapat,’” Weaver (C.P.) 109, ‘* Foam,’’ G. Lee (L.I.) 103, ‘* Whiskbroom,’’ Farley (B) 95.5, ** Dove,’’ Bedford (C.L.) 94, ‘* Betty,’” D. Goodwin (M.H.) 93, ** Jean,”’ Connor (M.H.) 83, ‘* Swift,’’ Downie (J.C.) 82.5, ‘* Avenger,’’ Martin (L.I.) 81, ** Bluebird II,’’ Anderson (S.I.) 79, ‘* Norma III,’’ Bennett (L.I.) 75, ‘* Tseste,’?’ Emberton (S.E.A.) 72, ** Tina,’’ Morrison (R.B.) 67, *‘ Frankie II,”’ Dunnebache (P.P.) 57, ** Tefo,’’ Sythoff (L.I.) 56.5. Mid-west Championship Races—A-class—at Detroit, July 3-4, 1938. (No official report received to date, as of July 30, 1938.) National Championships—M-class—at Berkeley, Cal., July 4-9, 1938. O.0.D., Wm. Wakeman, 24 entries. Two rounds sailed. Wind conditions excellent, ranging from 2 to 22 m.p.h. In the mornings, up till noon, winds were from 2 to 17 m.p.h., and after 1 p.m., were from 14 to 22 m.p.h, List of Trophy winners follows. First 9 yachts. ** Faithful,”” Ted Thorsen (S.O. Cal. M.Y.A.) 212, ** Roschana,’’ A. R. Lassel (Wilmington) 169.5, ‘* J.A.B.’’ P. Collett (Berkeley) 164, *‘ Rainbow,’’ G. Duval (S. Francisco) 157, *‘ Passion,’’ G. Atthowe (Berkeley) 148.5, ** Shangra-La,’’ J. Kuykendall (L. Beach) . 148, ** Holy Smoke,’’ H. Cartwright (Berkeley) 144.5, ** Bubbles,’’ C. Stockham (Wilmington) 142, ** Candace II,’’ E. Lewis (Berkeley) 138.5. Other scores not given. . C. H. FARLEY, Sec., M.Y.R.A.A. MODEL YACHT FOUND MODEL yacht was found sailing off the North coast of Norfolk, about a mile off Cromer, by Mr. L. E. Van Moppes (Telephone No. Holborn 0856). She is about 36in. overall, and is carvel (plank) built, and fitted with Braine steering gear. The name E. (or B.) H. Yates is on mainsail and jib, also on the keel. yacht has been handed to the Chief of Police, Cromer, Norfolk, to whom the owner should apply. Published by the Proprietors, MariInE MopEts Pustications, Ltp., at 52, Fetter Lane, London, E.C.4 Printed by C. Arthur Sanders, 27, Portugal! Street, London, W.C. – MODELS —e MARINE MARINE MODELS HANDBOOKS BUILD YOUR BOY A By W. J. DANIELS and MODEL YACHT H. B. TUCKER (with full-size Construction Plans for 30-in. Class Model) Useful HOW TO to Builders of any size model BUILD A MODEL STEAMER By J. VINES Full of information for Novice and Expert (with 4 large scale Designs) Price: 2s. 6d. each, postage 3d. HOW TO SAIL YOUR MODEL YACHT (Hints to the Young Novice) Price: TRADE MARINE MODELS TERMS PUBLICATIONS ON 4d. postage 4d. APPLICATION LTD., 52, FETTER LANE, LONDON, E.C.4 ADVERTISEMENTS Terms on application. 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OF, 1SE: Forbes EARL’S COURT FORTHCOMING EVENTS WATERPROOF : UNSTRETCHABLE UNSHRINKABLE Definitely faster and points higher. Allen LONDON, S.W.10 STATION: Model Yachting Association OF X.lL. SATLCLOTH A Few “A” CHELSEA, NEAREST 31. Two Boats per Club. International, 1934, 1935, 1936, all U.S.A. Eastern U.S.A. Mid-West 1st Championship, 1937, 2nd 1936, Championship, 1st ; 1937, Entries for this event must be sent to Mr. O. Steinberger, Junr., 1st 142, Queens Road, Peckham, S.E.15 And many less important events. 14 days prior to the date of the Race. Used all over British Isles, India, Australia, New Zealand, Canada, S. Africa, U.S.A., Norway, Sweden, Belgium, Denmark, France. Sails made at ordinary rates. W. J. E. PIKE, Hon. Sec., M.Y.A. W. G. PERKS, CAERNARVONSHIRE A Waterproof Glue MODEL SAILING CRAFT Also Heat and Acid Proof. By W. J. DANIELS and H. B. TUCKER. Profusely Illustrated with 7 Complete Designs, No more sewing joints. 163 Diagrams.and numerous Photographs. 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Silver plated, staggered Fitted with brass stern tube and stainless steel shaft. RIGGING BLOCKS. Prices 4”, Plain Single Finest Boxwood. Length 8” with #” shaft 2raD, f&”, 2”, te”, 2”, 2” .. 1a? per doz. 1/6 Stropped Double Prices 4”, 2 oon4” ... per doz. 5/6 BOND’S Tel.: EUSton 54412. cas Tene Us AO iste nt TM ze Pa type. ot Price 3/- J oa Height Price 4/6 5/6 oe 4” 3” Straight type. 6/6 Price 3” 1/9 2/- 2/6 1/- 1/6 2/- .. per doz. 2/2 Stropped Single Shissvad ... per doz. 4/4 Stropped Double Sheaved i 1ST Plain Double, Sirqnaed Single per doz. 1/ 4 ... 357, Send for Bond’s 1938 Catalogue, price 6d., it contains a _ full range of Ships’ Fittings and Boat Plants, also all Tools and Materials. O’EUSTON EUSTON ROAD, ROAD LONDON, LTD., N.W.1 Est. 1887. <> —S$AILS— <> CHAS. DROWN & SON Reputation 1938 for Sail Makers nearly a Quarter of a Century SUCCESSES U.S.A. Mid-West “A’? Class CHAMPIONSHIP, 50/800 M.H. Class—3 Firsts BRITISH & INTERNATIONAL ‘‘A’” CLASS CHAMPIONSHIPS AT GOSPORT Our Sails were used on the above winning yachts Numerous Other Successes 8, ULLSWATER RD., WEST NORWOOD, LONDON, S.E.27 When replying to Advertisers please mention MARINE MODELS. en A World-wide Yacht | Model To face page 157 . SUPPLEMENT TO VoL. XI, No. 6. MERCHANT SHIP OF 347 TONS Length for Tonnage A ees Breadth _,, e 102! 6”. 27! 7” Drawn by G. W. Munro. Scale: 1/12”=1 foot. SUPPLEMENT TO \ T ‘ HHO j i VoL. XI, No. 6. K ie 7 “ ve 4 4 *s Bs = “ 7 4 Lie o Beat eS ie >; See : od YNZ 7 = ‘i mar SAL —<. Oo . I] I2 REPRESENTATIVE DESIGNS ENGINES FOR MODEL OF PETROL HYDROPLANES By KENNETH G. WILLIAMS. Figs. 1 to 8. Figs. 9to12. Figs. 13 to 16. Figs. 17 & 18. Camshaft Drive Arrangements. Crankshafts. Connecting Rods. Cylinders. The drawings are to scale for 30 c.c. engines, having bore and stroke of 1 5/16 inches. N.B.—This plate illustrates articles by K. G. Williams in September and October issues of MARINE MODELS. To face page 156.