Marine Models: Volume 12, Number 2 – May 1939

kdéea Wii iiiilid hhh hhh Wilh On = ee N N > S SY No.9. x yy hihi li ldd lds dj Y/ZZ y, Y S sss LLL WS MM biitis IMMMLSETS 1 1. SS bls, U/t fp SS GMM SS Bs EES RM. SENT MMMAQQAAAAAIAHMN WS AD Up SMAAUUAiU@_AAY Uj yyy vita whith Wii itliitittittty te , ONpea. liedidds GZ — MWAH ~ SY \ V INCORPORATING Vol. XII, THE No. 2. MODEL RS YACHTSMAN MAY, 1939.. [ we Qs RRS S s S) Sevenpence | | CONTENTS Editorial. Building a Planked Hull—Continned. Petrol Engine and Hydroplane Topics. Modelling “Blue Bird ”—Continued. Wooden Merchant-Ship Building—Continued. Our Scottish Page. Model News of the Little Ships. Yacht Racing Association of America. American News. Scandinavian MARINE MODELS News from Eire. News. PUBLICATIONS Correspondence. LTD., 52, FETTER LANE, LONDON, EC; ”“RYLARD” Fickniowleaged the World’s best Marine Varnish Protects “ACTINIA” and ‘RHAPSODY ” A-Class Left: Rhapsody racing at Hampton Court for Glenheim Trophy. LLEWELLYN RYLAND LIMITED, The “ECLIPSE” ENGINE by BASSETT -LOWKE There is always a. demand among model boat builders for a reliable, efficient, and well-constructed engine, and our new “ECLIPSE ’’ engine fulfils all these conditions. It is a practical design, fully tested out, and is suitable for boats up to 3 feet long, where a good turn of speed is required. Suitable boilers for this engine are the Twin Drum Minor and our “ Strearmlinia ”’ type. A Few Technical Details :-— Engine, made throughout of hard brass castings and non-rusting material, fitted with displacement lubricator. Cylinder—2 in. stroke fr in. bore. Packed piston. Screw down stop valve on steam chest with union for 5 32 in. pipe. Height to me of cylinder 3} in. Base 2 1} in, Price Just Our other Catalogues include :— B.5. 18/6 one of the new items in our NEW EDITION SHIPS CATALOGUE S:.5, 6d. post free. GR.5. Gauge* “o’ * Railways Equipment A.5. – Complete camrets List Ge. = = In twosections : 1. Engines, Boilers and Finished Fittings 4 2 Castings, Drawings and Parts = ee Bes) 3d. 6d. 3d. yeas BASSETT-LOWKE, LTD. Useful Booklet: ‘’ How to Sail Your Model Yacht”… N 0 RT HAMPT 0 N 4d. London: 112, High Holborn, W.C.1 Manchester : 28, Corporation Street BIRMINGHAM, ENGLAND WHITE HEATHER Racing Model Yachts J. ALEXANDER & SONS 26, Victoria Parade, Ashton, Preston, Lancs. Expert Model Yacht Builders (30 years’ experience) FITTINGS SPECIALISTS “ Alexalight ’? Metal Spars. Practical Sail Makers. Accessories. Power Boat Hulls. Send Stamp for Lists Racing Model Yachts WHITE HEATHER TRADE SUPPLIED When replying to Advertisers please mention MARINE MODELS. Vol. XII, No. 2 Published on the Seventh of each Month May, 1939 EDITORIAL we month we published an article by Brigadier W. C. Holden, on handicapping in model yacht clubs. Since this article appeared we have had the opportunity of discussing the matter with several prominent model yachtsmen, some of whom have tried this particular system for some time back. With one accord, they all say that it has put new life into the game wherever a club has several models of indifferent performance, or of not so recent design. On looking into the system during the past month, we cannot help but see the possibilities and good points in this hole-proof system. There must be several clubs. where quite a fair proportion of the racing members are showing signs of failing interest merely because it would seem that they will never lead the fleet home with that old tub. At least, she was pretty good four and five years ago, but since the rule was changed she has become out of date when sailing against the more modern crack boats built with four or five years’ valuable experience incorporated in the design. Or it may even be a case of money. With the system that we have no hesitation in recommending, al! the good points of a modern design, or it may be expensive equipment, will still show their proper value on the credit side of the slate, but the points or prizes will be very much more evenly handed out. The system not only applies to old yachts, but to new ones as well, which have not yet been properly got into correct trim. As the performance improves, so does the handicap. As we go to press we learn that several countries have intimated that they will be represented at Fleetwood this year. Norway is sending Sam O. Berge with a new yacht. Sweden is being represented by *‘ Gothia,” skippered by Mr. Abrahamsson. Belgium, Germany and France each will send a new yacht to be named later. America has sent in her challenge and will give us particulars later. So it looks as if model yachtsmen have finally decided that war will not come until after August, if at all. In the “ News of the Little Ships ’’ columns will be found the report of the British National Championship race for the International M-class, the trophy for which was presented by MARINE MopELs. To the casual reader it may seem that the entry was a bit on the small side, but it must be remembered that very little time was allowed for publicity and general interest raising. There cannot be any doubt that next year will be different. We were chatting to a very prominent model yachtsman the other evening, and he raised the point about tossing for starting berth, which was recently mentioned in MARINE Mopets. There were several club representatives present, and all were agréed that the alternative method of giving the first number called choice of berth is more dignified and less troublesome. 26 MARINE MODELS H.M.S. STERN VIEW “BOUNTY ” E are glad to hear from our old friend M. Gassman, of Geneva, who enclosed the accompanying two views of his model of H.M.S. “ Bounty,” which he has constructed during the past winter. As even a casual glance will show, the model is beautifully built and well planked in the approved manner, being finished in waxed natural walnut, which shows up the workmanship to some effect. M. Gassman raises a point which he says will be of interest to many ship-modellers. On his plans the sails of the ‘* Bounty ” are shown attached to the yards, by means of jackstays. Is this correct for a ship of 1782? The answer is definitely ‘“‘ No.” Jackstays were not introduced until well into the 1800’s. About 1850 would be a likely date for merchant vessels, and later for war vessels. MODELLING THE “ANDES” BOW AND DECK VIEW PLANS FOR SHIP MODELLERS \ X YE have recently received a set of the Admiral Paris, Souvenir de Marine, 1882-1892. This consists of a transparent envelope, containing 26 lithographic reproductions of old ship plans covering a wide range of subjects from as early as the French ship “‘ La Couronne,” 1636, to fishing vessels of Cap Stadt and Dronthum, in 1873. Among the other vessels illustrated in fine detail are: French slave ships, “ L’Olympe” and “Le Prosper,” 1788; a Danish coaster; Dutch ship, “William Rex”; a Xebeck of 22 cannons and 20 oars, polacre rigged; the French ship “* Le Royal Louis,” of 1780. These plans are very clear and fine in detail, and are retailed in this country at 6s. 6d. the set by Messrs. Francis Edwards, Ltd., 83, . Marylebone High Street, London, W.1, who tell us that over 80 have been sold during the short period they have been on sale. The above firm also have a remarkably fine selection of old books on marine subjects, such as Naval Architecture, Seamanship, Ship- building, etc. Most of these volumes are diff. cult to obtain, but the press are decidedly reasonable. Corey, interest is being taken in the new Royal Mail Liner *‘ Andes,”’ now being built by Messrs. Harland & Wolff, which is to take her place in the regular South American service next September, and also carry out certain cruises during the following year. The photograph reproduced here (by courtesy of Messrs. Bassett-Lowke, Ltd.) shows an interesting comparison of this new ship with the Royal Mail Lines’ “ Alcantara.” A large model of the ** Andes,” +in. to the foot, is now on view in the Royal Mail offices in Cockspur Street. Messrs. Bassett-Lowke, Ltd., of Northampton, are engaged on a model to the same scale for the company’s city offices in Leadenhall Street, as well as several waterline models of a smaller size for general publicity. MARINE BUILDING A By MODELS PLANKED 27 HULL YARDSTICK (Continued from page 6.) LOTS have also to be cut in the moulds S to take the inwales (or “ shelves’’), which, in a _ boat this size, will be #in. x Hin. pine. The greatest depth will come abreast of the mast and chainplates, and they can gradually taper off (taken from the underside only to 4in. at the stem and jin. right aft). As the deck rests on top of the shelves, and, in a planked boat, should be dropped in, the tops of the shelves must be the thickness of the deck below the sheerline. Either }in. pine or 1 / 16in. waterproof aeroplane three-ply can be used for decking, and the builder will have to decide which he is using before going any further. The aeroplane three-ply is not obtainable everywhere, so if thisis the choice, it is just as well to ascertain if it is available before deciding finally. These slots should also be marked on the paper templates. When paper. templates for all the sections have been made, they can be pasted lightly onto the jin. deal, which is used for the moulds. Expensive wood need not be used for moulds, but it should be dry, of reasonably good quality and free from twist. If the moulds warp during building the boat will be pulled out of shape. The moulds are sawn out with a fretsaw, compass saw, or bowsaw. Cut just outside the line and trim down dead to the line with rasp and glasspaper. The reason for not cutting dead on the line is that the width of the sawcut will be lost if this is done. The building-board for a boat of this length requires to be a very stiff construction, since if it twists or warps during the construction, the boat will be thrown out of truth. I need hardly say that the most important point to observe in building is to get the whole boat lined up correctly and the two sides exactly alike. For our building-board we shall require two pieces of hardwood about 80in. long, one 4in. x lin., and the other 3in. x lin. These are screwed together to form a T with the 4in. piece forming the horizontal top. Start by putting a centreline down the top of the 4in. piece of wood and carefully square across it lines for the section stations at the correct intervals (4.8in.). The boat is actually 72.5in. overall, so there will be 33in. extra at each end, which is just enough. The moulds have been made long enough to come right down to the building-board, and to hold these securelyin position, crosspieces of lin. square wood must be screwed to the building-board, the moulds in turn being screwed to these. Cut some lengths of the lin. square wood 4in. long, and screw to the building-board, holding with a single screw in the middle. Now since the forward moulds are to have their after faces on the station lines, the cross-pieces for these will have to be fixed with their forward side on the station line; and since the after section moulds are to be placed with their forward face on the station lines, the cross-pieces for these will have to be fixed with their after side on the station lines. Be very careful to get all the cross-pieces exactly in position and dead square across the top of the building-board. It should be mentioned that one advantage of using a T section building-board (in addition to this construction not being prone to warp) is, that the lower (or vertical) member can be held in the vyce while working. Next, turn the building-board upside down, and put two fairly thin |3in. screws through from the underside into each cross-piece, one screw being on each side of the upright member. Having done this, turn the building-board right way up again and remove the single screws that have been put in from the topside. This is a very important little matter, since, if the cross-pieces are secured from the underside only, it will be impossible to remove the building-board when the boat is finished and the time comes to take her off the moulds. The reason for fastening them from the top first is simply to assist in getting the cross-pieces dead onto the marked lines. The moulds can now be erected. Start with the aftermost one of the forward sections, followed by the next forward, and so on. Then do the after moulds, starting with the foremost of the after sections. The reason for doing them in this order is to facilitate putting the screws in that hold the moulds to the cross-pieces. Use lin. screws for the 28 MARINE MODELS purpose. In order to hold the moulds even more firmly in position, tack battens along each side. These can be fixed with panel pins, but the pins must not be driven more than halfway in so that they can easily be withdrawn when required. It is of the utmost importance to line the moulds up correctly, and the centrelines on the moulds must coincide exactly with the centreline on the building-board. The backbone has now to be made, starting with the centre part, which is to be built up bread-and-butter fashion from pine. The wood used must be lin. finished exactly, or part of the displacement will be lost. From the full-sized plans prick through the shape of the waterlines onto cartridge paper, together with centreline and section lines, just as was done for the moulds. Now it will be noticed that towards the centre of the keel layers the lower face of each layer is wider than the upper one. If the wood was cut to the upper face at the centre, the layer would be too narrow. In the centres of the layers prick through the lower face as well as the upper one, and when pencilling in the shape put both lines in. The template is folded up the middle and cut out with scissors in just the same way as the templates for the moulds, but, of course, there is no allowance to be made for skin thickness, etc. As some of the paper templates are rather thin in the tail, it will be as well to mark a centreline on the wood before pasting the paper template down, as this will be a check that it is got on*dead true. The layers are cut out with a bowsaw or compass saw, cutting as before outside the line. Of course, in the centre of each layer the cut is made outside the larger face. For the bottom layer a piece of 4in. wood can be used as it is not the full lin. depth. After cutting out the layers, trim the upper faces down dead sharp to the line with a sharp chisel. Now, in order to get the proper curvature into the garboards in the top layer of the bread-and-butter keel, it would be as well to add an additional temporary layer above it. This layer will not be glued to the top of the keelson, but discarded when its purpose has been served. Having cut out and trimmed the layers, the next thing ts to bore the holes for the keel bolts. These are made out of motor cycle spokes, the bottom being turned to form a loop to prevent them being pulled through after the ends have been cut off to length. In order to get the holes true, their positions should be marked on both faces of the layers. To facilitate this, the centreline and section lines should have been squared right round the wocd before the layers were cut out. Having marked the holes, drill half-way through the wood from one side, turn over and drill the remaining distance from the other, so that the two holes meet. The holes on all the layers should then come in line dead true. Remove the paper templates from the top of the layers. The fin can now be glued up, using casein glue, such as that advertised in this Magazine by the Anglo-American Pharmaceutical Co. Mix up sufficient glue according to the in- structions on the tin and set aside for twenty minutes to allow the glue to take on its proper chemical nature. Coat each surface to be joined thinly and evenly. Casein glue does not dry quickly, and, as the whole of the fin layers align themselves by the keel bolts, which are being brought into use to clamp the work up, the whole of the fin layers can be glued up in one operation provided the glue is spread reasonably quickly. It should be noted, however, that the layers of a breadand-butter hull must on no account be glued up more than one joint at a time. Pull the layers up as tightly as possible on the spokes to get as much pressure as you can on the joints. Set aside to dry for 24 hours. Remember not to glue the temporary bit on top of the keelson. When the glue is thoroughly dry, the fin is carved to shape, using a paring chisel until within about 1/16in. of the finished shape, and then finishing off with glasspaper wrapped round a piece of flat, flexible wood, and working across the grain diagonally. The work can be held securely by the spare piece of wood at the top, which can be gripped in the vyce. Next, mark the leadline on the fin, and parallel to it but in. lower a second line. Cut off the piece of keel for the lead pattern, sawing between the two lines. Take a plane and shoot the pattern and the residue of the fin down dead to the marked lines. Be careful to get the two surfaces exactly horizontal, or the lead will not sit square onto the keel. On top of the pattern glue a piece of gin. wood. Replace the pattern on the keel and fair the piece that has been put on with the keel. The object of doing it this way is that MARINE otherwise the thickness of the saw-cut will be lost. Of course, the keel bolts will have to be withdrawn during the sawing, but there should be no difficulty about this if they have been well greased before insertion. | The easiest way to withdraw keel bolts is to ease back the nipple a few turns till it is jin. clear of the wood, then tap the nipple down to the wood, and repeat the process until enough projects at the lower end to grip in the pliers. | Be very careful not to bend the spokes that form the keel bolts. After the fin is completed, the bolts can be adjusted to their proper length, as the spare piece on top will no longer be necessary. The next step is to mark out the stempiece, and cut out. When marking, put in the waterlines and section marks. The sawing should be about fin. outside the lines, and the stempiece trimmed to shape afterwards, and finished up. After this, square the waterline and section marks round the fore and after faces. Next put in the rabbet and bearding lines for the upper part of the stempiece as far as the turn of the stem. Take a marking gauge and run a fore-and-aft centreline right round the stempiece. Set the marking gauge to 9/16in. and run two lines parallel to the centreline down the foreside of This gives a cutwater in. wide. stempiece. If the stempiece is carved away between the rabbet line and the lines of the foreside of the stem, it will give the correct shape for the cutwater. The rabbet can also be cut in as far as the turn of the stem. The rabbet is the full depth of the planking at the rabbet line and runs to the surface at the bearding line. As in. planking is being used, the full depth of the rabbet will be din. It will facilitate matters if a slip of the planking wood is used as a depth gauge. (To be continued.) mously elected. The new deputy-chairman is Mr. Gottfred Christensen; secretary, Mr. Willy Oppen, successor of Mr. R. Egge Johansen, who had been in office for 11 years. As new member of the Board, Mr. Birger Mortensen, Junr., was elected, and Mr. Sam O. Berge representative for the local clubs. The remaining members of the Board are Mr. Otto Gléersen and Mr. Th. Griiner. Finally, Mr. Ploen commended the excellent work of Mr. Lunde, and proposed to the general assembly to nominate Mr. Lunde a life honorary member, which was effected with general applause. After distribution of prizes for the last year’s race, the members gathered for a festive dinner. MODELS 29 SCANDINAVIAN MR. EUGEN LUNDE MODEL NEWS HONOURED YACHT IN THE ASSOCIATION ELECTED HONORARY CHAIRMAN FOR LIFE JUBILEE RACE IN THE AUTUMN The Norwegian M.Y.A. can this year look back on 35 years of activity. Starting on a very modest basis, the Association has during these years gradually developed in spite of difficult working conditions, and finally people have realised that model yachting is not just child’s play. As yet public interest in this sport is not equal to that in some other countries. This is due to the fact that model yachtsmen have been left to the waters near Ormoya, where they have to use rowing boats in order to accompany the models. Most of the leading members of the Association live in the neigh- bourhood. However, gradually yachtsmen have gathered in from Sandvika, Nesodden, Nersnes, Son and Billingstad, so now the Association numbers 174 members. With the exception of a few years, Mr. Eugen Lunde, one of the founders of the Association, has all the time held the chairmanship, and it would require another article to give an account of his sacrifices of time and efforts for the welfare of the Association, which owes its excellent standing chiefly to this gentleman. Five years ago he was decorated with the King’s Gold Medal for his services to model yachting. However, he has been favoured with good co-operators. At the 30th anniversary commemoration, plaques were distributed to Gottfred Christensen, Helmer Enger, Gunnar Gronneberg, Henry Klemetsen and Bjérn A. Malm for their creditable activity within the Association. While model yachting has not gained the popularity in our country as abroad, it is in the first instance due to the fact that we have no ponds for yachting, where the boats may be directed from ashore. The fact that a representative of the Association, Mr. Sam O. Berge, Grimstad, with his International l-m. ‘* Prince Charming,’’ has twice gained the world’s championship in England, proves the high level of our model yachting. Owing to the lack of ponds, we have not been able to arrange any championship here, as most of the foreign nations decline competing in the open sea. During recent years hard work has been going on in order to rebuild the pond at Smestad for this purpose, and to surround it with a park, so as to attract the public. Whilst the 25th and the 30th anniversaries were celebrated with very successful exhibitions, the Association will this year arrange a jubilee race at the end of August or beginning of September. To this race will be invited Model Yacht Associations in Sweden and Denmark, as well as local clubs in Norway. The annual meeting of the Association was held on Thursday, February 16, at the K.N.S. building, Parkveien, where 40 members were present. The annual report and statement of accounts were agreed to without discussion. The chairman, Mr. Lunde, intimated that he would now retire from his chairmanship of 30 years. As his successor, Mr. Walter Pléen, the deputy-chairman, was unani- (Continued at foct of previous column.) 30 PETROL MARINE ENGINE & MODELS HYDROPLANE TOPICS By KENNETH G. WILLIAMS N this new volume of MARINE MODELS we shall start by considering methods of hydroplane hull construction, and | should like to refer readers back to the March issue, where details cf hull forms and plane angles were discussed. Woed has been found the most suitable material all round, on account of ease of working, freedom from denting (which is the disadvantagein sheet metal), and the possibility of making satisfactory repairs in the event of damage sustained while running. The first step in building a hull is to make our drawing as large as the drawing-board will permit. I have found the best method 1s to lay out the boat complete with power-plant and transmission as one unit, to get everything inta proper relationship; this makes the final construction much easier than trying to fit an engine into an already completed hull. The elevation should show the intended position of the engine, raked to the transmission shaft line, the propeller shaft bearing, and the point of attachment of the fin to the hull; don’t forget that the last requires substantial reinforcement. At this stage consideration should be given to methods of securing these components as well as to accessibility of the engine, and we ought to indicate the size of the deck opening and location of cross-beams or formers which will be used. The backbone of the hull may conveniently be a pair of longerons or runners, to carry and distribute the weight of the engine unit; they should extend from the nose piece to the transom, and be attached to the step piece as well. The fastening of the planing surfaces to these main members forms a solid foundation for carrying the sides and deck, which can be made of quite light material. This assembly makes a rigid box girder capable of resisting the heavy stresses set up when a hydroplane is travelling at speed. To obtain the greatest strength the various parts should be stuck together with one of the waterproof slow-drying glues, in addition-to using screws and pins, while adjacent pieces may also be halved together to make stiffer joints. I think one of the most difficult points for a beginner to decide is just how to fasten the various parts together, so reference to the drawings on these pages will be a guide and give suggestions of suitable methods. A start might be made by marking out and cutting the two sides from 14 mm. plywood, then one can be used as a template for making the two main runners. It is a good plan to clamp all these together and trim up the bottom edges at the same time to ensure that they are all identical. Next prepare the nose and step pieces, make the joimts to the runners and attach them temporarily with small screws. The nose piece may have slots on the underside to receive the ends of the runners to about half their depth. Fig. | shows an easy way of forming the ends of the nose piece with recesses to take the front ends of, the quartering forming the joint between the sides and the deck and fore plane. A rabbet to the thickness of the deck and plane is required above and below the nose piece to make a flush joint, and the same provision at the sides will finish these off nicely. All these parts should be snugly fitted to their respective places when the time comes for gluing up and final screwing home. The step piece in its simplest formis a plain length of timber,as shown in Fig. 2; a better arrangement is indicated in Fig. 3, which allows both planes to be fastened from the outside of the hull, and facilitates replacing the rear plane surface if it should become necessary for any reason. The transom may be made solid about tin. thick, as Fig. 4, or the same material as the sides can be employed outlined with heavier stuff. Now the two planes can be marked out and fitted, and when doing this it is best to arrange the grain of the outer plies to lie across the hull at right-angles to the main supports, especially for the fore plane, because this will increase the strength, and make the bending an easier job. The plane may be bent warm, then clamped so that it finally sets as nearly as possible to the curve of the main members, which will avoid having to spring it into place, and eliminate any pull tending to distort the hull. Nothing thinner than 3 or 4 mm. plywood should be used to form the planes, which get a tremendous hammering in action; this will MARINE MODELS RABBET FOR DECK in icpidh MAIN R ~, RUNNE 7 ~¥) ot ~~) A = TRANSOM SEE – FOR SIDE 31 aal au J rai STRIN i GER fp Est+ aNitip= +e L Se DECK STRINGER SSS. PLANE STRINGER i REAR PLANE Fig.5 SS Nee TRANSOM SIDE Fig. 1 a A “Oe Sky ZF ” a \ MAIN | RUNNER SSN OPEAR PLANE bho FORE PLANE I | | \ TRANSOM SIDE BEAM STRINGER REAR Fig. 2 Z\ PLANE Fig. 6 MAIN RUNNER LA : ‘ Y ypesezeazn.BODIIZ EN YY, REAR PLANE PLANE Fig. >ae ia STRINGER A am 3 RUNNER + 2 + 3 t+ “REAR PLANE + peAN SOM ® FORE Fig. 7 Fig. 8 32 MARINE be quite obvicus when we remember that at 40 m.p.h. water behaves as a semi-solid. Incidentally, it always pays to use the very best quality of plywood obtainable, and one which can be recommended uses a synthetic resin varnish of the bakelite type as the bond between the plies, and is therefore waterproof. This is now made in England by Flexo Plywood Industries, South Chingford, E.14, and costs about 8d. per sq. foot, in either birch or mahogany faced finish. Try to avoid using the common alder plywood, which is very soft and soaks up so much varnish that the weight of the hull is increased unnecessarily. When fitting the planes to the runners, small brass countersunk screws, say, No. | by in. long, should be inserted at least every lin. to keep the surface even and free from wrinkles; a further assistance to this end is to drill holes for the screws right through the plane and countersink the surface for the screw heads. The quartering in the angle between the planes and the sides may now be added after having been heated or steamed and bent to the required shape. It should be set back from the extreme edges of the planes by the thickness of the side covering, to protect the latter from mechanical damage which might cause the plies to separate and allow water to enter. Screws should be inserted through the plane into the quartering in the same manner and at the same intervals as in the main runners. If the transom is to be solid it can be fitted at this stage, or if it is of light construction, like the sides, then a piece of quartering may be fastened in place to the rear edge of the plane ready to receive the plywood later. Now take the side pieces and attach the quartering all along the top edge by a few screws at 4- or 5-inch intervals, after which the sides complete may be secured to the quartering along the planes, also by a few widely spaced screws. The structure is now beginning to look something like a hydroplane, and the addition ef quartering strips vertically to the rear ends of the two sides will make the abutment for the ends of the transom, while if the latter is of the light pattern the addition of a strip of quartering inside the top edge will complete the framework to which the deck will eventually be fastened. You will notice that up to this point nothing has been said about starting the gluing up, because I firmly recommend a MODELS preliminary dry assembly, partly to make sure that all joints go together properly and to give an opportunity of checking over alignments and plane angles, without the need for haste, which is responsible for more unsatisfactory hulls than any other cause I know. As soon as this dry assembly shows that everything is in its proper place, holes may be drilled through the sides, part way into the quartering, for the full number of pins to be used. A useful tip which has been mentioned in these pages before, but which will bear repetition, is to snip off the points from the pins with a pair of pincers before driving them home; this will prevent splitting, which might otherwise occur; it is always safest, however, to use a screw at the finish of a row nearest to the end of the wood. While the hull is assembled, mark on the main runners the position where the engine is to be mounted, then it may be taken to pieces and the necessary holes bored for the engine brackets, because this is very difficult to do after the hull has been built. The final erection can now proceed, working in the same order as before, but this time all contacting surfaces should be given a good coating of glue, taking care to work it well into all corners. The waterproof glue advertised in MARINE MODELS is about the best I have used for this purpose, for, in addition to possessing great strength, it takes quite twelve hours to set hard, so there is ample time to get everything nicely bedded down before putting the hull to one side to dry out. The pins used should be cut so that they project about 3/16in. beyond the wood when driven fully home, then clenched over to make them quite secure, and when driving them in, remember to have a block of wood as a holding-up piece to provide something firm to hammer against. Next day look over the hull to see it is all in order, and, with a very sharp chisel or small hand-plane, true up any projecting edges of planes or sides, being careful not to fray the plywood ends. Now sand-paper lightly, using a wood or cork block as backing; carefully remove all traces of dust and see that all pencil lines on the outside of the hull have been cleaned off. The first coat of varnish may now be applied inside and out; the secret of good varnishing is to use it thin, apply many coats, allowing each to dry out thoroughly before adding the next, and to rub down well between each. MARINE When the first coat has dried, the hull will probably look a sorry mess, because the varnish makes the grain of the wood pick up somewhat and feel rather rough; this is quite normal, so go over the surface with very fine glass-paper, backed up by a block as before, until the varnish appears to have been nearly all taken off, leaving only what has scaked into the fibres of the skin. Dust off again and repeat the process, until four or five coats have been given. As soon as you are satisfied with the final appearance, allow the varnish to stand for a few days to set thoroughly hard on the surface, and then, if any slight roughnesses show, a wipe over with a soft cloth moistened with American turpentine will probably make an improvement and _ save having to rub down and give another coat. Care taken with the finish of the planes will be well repaid, because the varnish forms the actual running surface, the wood being only a mechanical reinforcement. Any irregularities in the surface or sunk screw holes which appear before varnishing should be moistened with “* Durofix,” a celluloid cement, and built up with plastic wood, which can be sanded down flush with the plywood when dry. A yacht varnish is the best kind to use, for it is specially prepared to withstand water and will not turn white after immersion. I use ‘“Rylard,” which is specially useful because it resists the softening action of petrol and engine oils. Messrs. Ryland also make a special varnish, which they claim resists benzol and alcohol blended fuels, as well as castor oil, which they will supply, in cans of | pint on application. I am experimenting with a bakelite type air-drying varnish, which is recommended for the same purpose, and when the tests are complete I will give details of it. The hull, as described so far, will be found very strong to resist bending, but can be twisted very easily; however, the addition of the deck will remedy this condition and complete a very stiff structure. The deck is best cut from one piece of plywood, and at least lin. width should be left along each side of the engine cockpit; it is an advantage to extend the deck to the full width of the hull to cover the exposed edges of the plywood sides. Before the final fitting it should have received its coats of varnish in the same way as the rest of the hull, and a lick of fresh varnish may be added under the edges befcre MODELS 33 fixing. When no deck beams are included in the design it is beneficial to add a beading around the deck opening to reinforce the thin plywood edges and save them from damage. Screws are generally used for securing the deck, so that it may be removed easily when necessary, and because it is difficult to clench ever pins inside the completed hull. Next month we shall consider the various details and accessories which complete the boat ready for running, and, in the meantime, as the regatta season opens in a few weeks’ time, | want to make a special appeal to everyone connected with the running of racing boats. Do, please, see that the tethering line is in good condition and of suitable stuff. I think, in the interests of the sport, every club should, as a matter of principle, provide a new line at the start of each season, or, at any rate, at their open M.P.B.A. regatta. Nearly every year one or more boats are wrecked by hitting the bank through the line breaking, and th’s simply must not happen at a regatta, when a critical public is present, for an accident which might involve a spectator would possibly set on foot steps to restrict our activities. Incidentally, this risk can be covered by insurance at quite a low rate. The proper line to use is known as plaited flax (as used for tunny fishing), which will not stretch like the ordinary twisted variety. It may be obtained from Messrs. Hardy Bros., Alnwick, N.B., or Messrs. Albert Smith, Ltd., fishing tackle makers, Redditch, and 100 or 120 lb. breaking strain quality is required for 30 c.c. class boats or 60 lb. for the 15 c.c. boats. A 100-yard reel is enough for six lines and the cost is about 10s. and 6s. respectively. Before making up the line, give it a good dressing with ‘ Lanoline,” well worked in, and repeat this process at intervals during the season to prevent water soaking the fibres and tending to set up rotting. The recognised Jap length in this country is 100 yards, and under M.P.B.A. rules a deduction from the line length may be made to allow for the fastening at the pole end (4in.) and for half the beam of the boat (6in.). The effective length of the line over the extremities of both hooks is therefore 300ft. + 3-1416~+2 minus 10in., which works out to 46ft. Ilin., say, 47ft. to be measured after 10 minutes’ immersion in water. The rules allow the measurement to be made with a pull of 10 lb. applied to the line by means of 34 MARINE a spring balance. It is advisable to allow 2 or 3in. extra, to be on the safe side, and give no possibility of disqualification when record attempts are being made. The pole end of the line may be lashed to a galvanized welded steel ring about lin. in dia., which has been served with a piece of soft leather from an old glove. The best knot to use is either the fisherman’s bend (Fig. 7) or a round turn and two half hitches (Fig. 8), the latter being slightly stronger; the special feature of both these is that no strain on the line is taken through the knot itself. A similar attachment may be used for the hook at the boat end of the line. The specification requires the hook to be made of steel capable of passing through a 3/16in. dia. hole in the tethering plate on a hull, fitted with a spring latch opening din. minimum, and to withstand a test pull of 100 lb. without showing a permanent deflection. THE NAVIGATION PAVILION OF THE LIEGE INTERNATIONAL EXHIBITION AVIGATION, the age-old art of the sea- N faring man, has a highly important position in the Liége International Exhibition, which opens next month. This is not surprising, for the theme of the entire Exhibition is “ water” in its every aspect. The huge pavilion will show the evolution of the works of the technicians, designers, engineers, sailors, bargemen and even the dockers and labourers. The Albert Canal, whose official opening the Exhibition commemorates, is the latest achievement in the history of inland navigation; a history which was begun by the ancient Egyptians and considerably extended by the Romans. The historians and research experts have had a vast field in which to work, and the documentary section of this pavilion is remarkable in its size and authenticity. In glass cases will be the seals of Belgian maritime towns, such as Bruges and Antwerp, original manuscript constitution of the Compagnie des Indes, and accurate models of the various types of vessels that were used in former times on the Rivers Meuse and Escaut. There will also be displayed ancient charters which recall the part played by Belgian gentlemen-adventurers in the great explorations of the 14th, 15th and 16th centuries. MODELS The Spanish, Portuguese and Dutch navigators of this period are not to be neglected. The Belgian Marine Academy has supplied a number of rare ship’s books, old hydrographical maps, ancient yellow parchments, views and portraits all relating to the sailor of days gone by on inland waters or the high seas. Other cases will show astronomical instruments, old globes, sextants, astrolabes and compasses used by various famous ships throughout the ages. There will be a whole series of ship models of different periods and a unique item—an accurate model of the famous Viking boat which was found in the sands of the Escaut. NEWS OF THE LITTLE SHIPS (Continued from page 44.) Lane), 21 points; 2, ** Bardic’’ (W. H. Close), 13; 3, ** Maid Marian “’ (J. W. Metcalf), ‘‘ Daisy Bell ”’ (R. Tilley) and ** Peggy ’’ (W. G. Hobson, sailed by Vic Hallam), 11; 4, ** Avoca’ (G. E. Marrow), 8. ** Elain ’’ is from Reg. Lance’s design ‘* Dauntless.’’ After Mr. Lapsley had been presented with the oe and replica, he generously gave them to Messrs. ane. The 0.0.D. was Mr. J. S. McKeag. This year, for the first time, we are introducing handicapping with a view to encouraging more of our members to take part in racing. We are also cutting out *‘ the luck of the toss,’’ both systems modelled on those in use by the Y.M. 6m. O.A., details of which were kindly supplied by Major Inglis. J. W. M. THE FLEETWOOD M.Y. & P.B.C. _ I was not present on Good Friday for the opening event of the season, a ‘‘ round the buoys ”’ race for all classes. The winner was the very youthful Raymond Bell, with his 3ft. ‘‘ Minx.’ ‘* Stella “’ (A-class) was second, and ‘* Advance *’ (10-rater), sailed by quiet Billy Wright, was third. I, myself, sailed on the Saturday, in the 10-rater spoon race. The Southerly breeze gave us a nerveshattering reach, and torrents of rain. At the halfway stage, ‘* Stella Maris,’’ ‘* Venture ‘’ and ‘* Advance ’’ were doing very well, whilst I had not scored a point, and one or two others were not looking too pleased. After the interval, during which I distinguished myself by spilling a cup of tea all over the floor, racing was continued in a steady downpour. At the finish *‘ Venture ’’ was the winner, ‘* Advance ’’ second, and “ Stella Maris “’ third. Bill Wright sailed ** Advance ’’ very well all the afternoon, but was unfortunate when a shift in the wind caught his boat with too much jib steering. High spots of the afternoon were, O.0.D. Jimmy Alexander’s hair, bristling gloriously in the rain, and the snappy oilskins worn by Joe Marsden. The umpires and starters stuck to their jobs very manfully, Mrs. R. G. Bailey, smiling as usual, and her assistant, Mr. E. L. (** Kind Face ‘’) Dawson looked very nice in the canteen. Does anybody know the cure for a severe chill? MARINE MODELLING MODELS ‘BLUE 35 BIRD” By J. VINES (Continued from page 15.) EFORE passing to the superstructure it might be mentioned that under the un- supported part, of the deck, particularly where the holding-down screws went, | glued several battens to act as deckbeams and prevent any chance of the deck sagging. The superstructure was built of brass sheet, and the upper deck made of the 1-32in. threeply wood on metal. The wheelhouse was also of three-ply about 1-16in. thick. Owing to the painting under the deck, it was necessary to make the superstructure in tion. Just as soon as my hull was finished, and before fitting the superstructure, | made the turned columns on which the hull is mounted, and fixed her up square on these on a temporary baseboard. As | knew the heights of my columns, I was able to mark a baseline on my plans, and measure up from this; also to use a set-square so as to get everything properly aligned. Moreover, as the board was longer and wider than the model it made for convenience in handling. In writing an account of the building of ie such a way that it could be built up and fitted, then taken to pieces for painting, and then, finally, reassembled. Otherwise, it would have been impossible to get under the boat deck inside the bulwarks to do the work properly. While I was making the superstructure I cut all the necessary holes for the square windows, etc. For the shape of the boat deck, I made a cardboard template. The three-ply deck was held down to the brass deck by the pins that held the various fittings, in addition to being stuck with Durofix. As a matter of fact, I had to put the windows along the superstructure with the curtains in place before fitting the superstructure in posi- CLOSE-UP OF MODEL OF “ BLUE BIRD,’’ SHOWING BOATS, ETC. 36 MARINE these models, it is a little difficult to tell a consecutive story, since, whenever I had to stop on one part of the models, to give time for glue or paint hardening, I had always another job ready to hand to carry on with. Well, to return to our superstructure, the window frames in this were brass, and as | detailed in one of my articles a few months ago, I made these frames by making up a brass tube of the necessary oblong section, and cutting slices off the end. The glazing was done with Celastoid. Now, since the superstructure was painted with cellulose, it was possible to stick the windows firmly in position with Durofix. The solvent in Durofix is also a solvent of cellulose, and when the windows were pressed into position, the cellulose was softened and the frames went in almost flush. This property of Durofix was taken advantage of in a number of cases. In addition to the windows, there were a number of doors in the superstructure. These were teak, panelled out and varnished in the usual way. Very thin veneer mounted on tissue paper is obtainable. This is paper-thin, and can be had in various woods. I got this (as well as the Celastoid for the windows) from Kettle’s, in Oxford Street. The door panels were lined out with pencil, and pieces of this veneer were stuck in place for the doors, again using Durofix, and pressing firmly in place. The door handles were made from good quality brass pins. These were held in a little pin chuck, which, in turn, was mounted in the chuck of the lathe, and brought down to the correct shape with a superfine file. The stairway in the superstructure was built up and fitted in place. This was constructed of sheet brass, the treads being made of angle brass. The stairway was painted before being put into position. One point that should be emphasised is the See | een FORE-SIDE ah sa OF DECKHOUSES MODELS necessity of thinking ahead when doing this sort of work. For instance, had the stairway been put in position before being painted, it would have been very difficult, if not altogether impossible, to paint it. When all these matters had been attended to, the superstructure could be finally fixed into position, The steps at the after end of the boat deck were made fairly early in the proceedings. The slips of metal from which the treads are made were all sweated together, and then cut so as to ensure their being exactly the same size. To assemble, a perfectly simple wood jig was made up with slots for the treads. These steps were subsequently covered with the wood veneer. The gratings for the accommodation ladder were sheet brass. This was carefully marked out for the holes, which were then drilled. They were then opened out to a square shape, using a tiny square punch specially made for the job. To assist in lining the holes up, | had a little pointer on the punch. The gratings and steps of the accommodation ladder were also covered with the wood veneer. It should be mentioned that both the ladder from the boat deck and the accommodation ladder were cellulosed before the veneer was applied. In order to make the cellulose adhere to the metal, the work was acid dipped to give a matt surface before painting. The rails were made up in the usual way, using stainless steel wire for the rails. The stanchions had a very secure fastening, since not only is the upper deck brass, but a brass angle piece is used round the edge. The bottom part of the stanchions go into this and are also soldered. This makes a very strong job. The funnels are of brass tube made oval with a piece of 1-16in. half-round brass soldered round the top to form the rim. There were a large number of deck fittings which were all made of brass, and most were given pins into the deck to secure them in position. The skylights were made of sheet brass, covered with the veneer and glazed with Celastoid. The bars across the lights were made from very fine silver-plated wire, fixed in place with Durofix. To cut the wires to length, I made up a little jig, which | marked out with the various lengths required. The wire being too fine to handle in the usual way, I actually snicked each length off with a penknife. MARINE The boat davits were turned from brass rod to the correct taper, and bent to shape. The cleats were turned and filed to shape. The heads of the davits were made up separately and soldered into position. The blocks for MODELS « 37 the boat: falls were made from an erinoid knitting needle. For the falls I used some very fine rigging cord. I had some considerable difficulty in getting sufficiently fine chain for the cables, but I eventually got some from Messrs. E. Gray & Sons, Clerkenwell. I got my rigging wire from Ormiston’s, of Clerkenwell Road, who keep a very fine assortment of fine wires, including stranded wire specially made for model makers. The scale was too small to make up bottle screws for the rigging, and these were simulated by seizing the wire round itself in some cases, and by thickening up with paint in others. It is worth mentioning that I was very careful to straighten my wire before using 1 for rigging. Suitable lengths were cut off and one end heldin the vyce, while the wire was strained until it came out absolutely straight. After the wire had been straightened, it was not handled again, except with tweezers, and in lifting it great care was taken not to kink it. The mast collars were made up in one piece with the eyes, slipped onto the mast, and sweated into position. As the mast was slightly stepped at the position of each of these mastbands, this was really more of a precaution to prevent their getting lost before I was ready to rig the models. I should have mentioned that the masts were made of brass rod turned to the correct taper. Of course, this would not be advisable in a working model, where weight in the top hamper is to be avoided. The best thing to use for masts, as a rule, in a working model, is pine, but when the masts are as thin as these would have to be, it would be advisable to use a stronger wood. If the builder happened to have the top joint of an old fishing rod, this would be very suitable, as it will be some tough and springy wood like greenheart, or lancewood. One little point which is easily overlooked in a job of this kind is that under the skylights and inside the ports should be painted with dull black. It is just one of those little things that are prone to spoil the appearance of an otherwise perfect model, on which amateur model makers so often come to grief. It is partly a matter of experience and partly a matter of foresight. STERN VIEW OF MODEL OF “* BLUE BIRD ” (To be continued.) 38 MARINE MODELS WOODEN MERCHANT-SHIP BUILDING By G. W. Munro (Continued from page 11.) OUNTER, a part of the stern of the C vessel between the wing-transom and the archboard. Large vessels have two counters, a first and a second; as in the ship of 500 tons, which was illustrated in the previous volume. Counter-mould of a timber, is the reverse of the same, Cramp, a machine for screwing two pieces of timber together. Cross chocks (see Chocks). Cross poles, temporary beams for keeping the frames at their proper breadth until the vessel is planked, and the proper beams put in. Cut-water, the foremost part of the vessel’s head, or main stem. Cutting-down-line, a curved line formed on the plan or draft for determining the height of the bed of the keelson. Dagger-piece, a name generally given to slanting or diagonal pieces of timber, as the dagger-knees. Daviot, a kind of cat-head for raising the anchor without injuring the ship as it ascends, Davits, a kind of cat-head for fixing in the boat to assist in weighing the anchor. Dead-eyes, a kind of block having only three holes, through which the lanyards are rove; the under ones are fixed to the chains, and the upper ones are attached to the shrouds of the rigging. Dead-flat, the term for the midship section or midship bend; it is always distinguished by the mark %€; all the other frames or sections are distinguished by figures, or letters of the alphabet. Dead-rising, the rising of the midship floor timber from the horizontal. Dead-weod, certain large pieces of timber fitted on the keel at the stem and the sternpost, for the purpose of raising the floor timbers and bolting to the heels of the cant timbers. Decks, the flats which are formed by covering the beams with plank; these run in a fore and aft direction, and constitute the decks of the vessel. Large vessels have three or four decks, as the lower deck, the main deck, the upper deck and the quarter deck, fo’c’sle deck, poop deck, etc. A flush deck is one which is continued from stem to stern of the ship. Depth in the hold, one of the principal dimensions of a vessel. For merchant vessels the depth of the hold is taken from the under side of the main deck plank, at %& frame, to the upper side of the ceiling plank next to the limbers. Diagonal line, a line which is inclined to two other lines is the diagonal in reference to these two. Diagonal ribband, a piece of wood made or bent to the shape of the vessel’s bottom, either in the run or entrance; and its plane lies in a diagonal position from the horizontal, and perpendicular thereto. The diagonal ribbands generally reach from the foremost square frame to the stem, or run completely round from the stem to the sternpost. Diagonal shore, any shore or support that is not perpendicular from the ground, but is inclined. Dovetail, a particular kind of mortise. Douells, Coggs, or Coaks, cylindrical pieces of hard wood, about 3in. in diameter, about the same in length; they are let half into two pieces of wood which are to be joined together. The bolts pass down through the axis of the douells. : Draught of water, the depth of water which a vessel displaces, either loaded or unloaded. The formeris called the load water draught, the latter the light water draught. Drift bolt, a bolt kept for driving or pushing out bolts. Drifts are breaks in the rails or upper works. Druxy-timber, timber in a state of decay, with white spongy veins through it. Elevation, a perpendicular and longitudinal view of a ship. Thisis also called the Sheer Draught. Entrance, a name frequently given to the foremost part of a vessel under the surface of the water. Face of a timber, the moulding side, ie., the side on which the mould is applied in shaping the edges of the timber. Fair, not suddenly crooked. A fair curve is one having no quirked or flat parts in it. MARINE False keel, False stem, False sternpost, or the like, is an additional keel, stem, or sternpost, fixed on the main keel, main stem, or main sternpost, to increase their strength, and make a ship hold a better wind. Fashion-timbers, two timbers used in the runs of a vessel, which are fixed to the transoms and deadwoods. Fay, is to fit close, or join two pieces of wood together. Filling-in timbers, are those between the frames. A Filling is a piece of wood fitted on a timber, to make up a want or defect. The timbers should not have fillings if it can be avoided, particularly on their outside. Flat-bottomed, signifies that the bottom of a vessel does not rise, and is little inclined from the horizon. Flight, a sudden rise up, as the flight of the transoms, Floor-plane, a part of the plan of a vessel. Floor, the bottom of a vessel near midships. In the midship body, the flattest part of the floor is at the flat frame marked %& Floor-ribband, a diagonal ribband which is run round a vessel, a little below the floorheads, Floor-guide, is also a ribband which runs round a vessel, between the floor-ribband and the keel. Floor-timbers, large and strong pieces of timber which extend across the keel; upon these floors the frames are erected. Flush, is when two pieces of wood are checked into each other, and their surfaces become even. This term signifies a continuation of even surface. Fly-up, a sudden rise upwards. Fore and Aft, are opposite terms. In speaking of any plank, or thing, which is lying towards the bow and stern end of a ship, and not in a cross-direction to her length, it is said to be lying fore and aft. Fore-body, every part of the hull before % 1.e., the dead-flat frame; and After-body is the hull abaft the same. Forecastle, a short deck at the bow of the ship. Fore-foot, the fore-end of the keel. Fore-peek, a division of the hold, close to the bow, and is opposite to after-peek, which is a part of the hold at the sternpost. Frame of Timbers, in shipbuilding, signifies a number of pieces of timber, bolted together, in order to form the bottom and MODELS 39 sides of a vessel. It consists of the floortimber, two first futtocks, two second futtocks, two third futtocks, two fourth futtocks, and one or two long and short toptimbers on a side. The frames are placed at right angles to the keel; some of our naval architects have proposed to put them at right angles to the load-water line, which is not parallel to the keel, when the vessel draws more water at the stern than at the bow. Gallery, a balcony or scaffold, erected for the purpose of standing or walkingon;or a kind of additional compartment, formed on the outside of the stern and quarters of large ships; it is called the quarter and stern galleries. Gammoning-hole, a hole or mortise, cut through the head or cut-water, for the pur- pose of lashing the bowsprit down to the stem-head. Garboard-strake, a course of the outside bottom plank, next the keel of the ship. Gudgins, a name applied to the hinges of the rudder. Grain-cut, is when a timber is formed from a straight piece of wood, so that the direction of the fibre does not follow the curve of the timber. Gripe, the under part of the stem and cutwater. Ground-wayes, large pieces of timber sunk into the ground, and on which the blocks are laid. . Gunwale, a plank or wail which runs round the vessel’s upper works, a little above the deck. In merchant ships it is called the covering-board as it lies on the ends of the top-timbers, and the stanchions which support the rail pass through it. The gunwale is also called the Plank Sheer. Half-breadth, is the distance measured from the centre line of the ship, to any of the sides. Handspike, a lever used for turning round the windlass and capstan. Hanging-knees, are those which have one of their arms vertical. Harpins, pieces of wood fitted to the curve of the bow; they are used to keep the bow to its proper curve, as laid down in the plan. Hatches, openings in the deck through which anything is lowered into the hold. The fore-hatch is near the bow, the main-hatch (Continued on page 41.) 40 MARINE MODELS Our Scottish Page S OMEHOW or other the racing season in Scotland seems very reluctant to get into its stride this year. Or perhaps it is only an impression imprinted on our mind by reason of our precccupation with other matters and consequent inability to make our usual visits to the varicus sailing waters recently. Be that as it may, no reports are reaching us, although there is no doubt the majority of the Scottish Clubs have now broken out their Burgees for the season. It is curious how few Secretaries take the trouble to assist publicity generally speaking and we are not entirely referring to our own (as it were) family journal, but to the outside press. (Perhaps we should write this PRESS!) We have to bear in mind that it is only by obtaining public interest in the sport that we can hope for the provision of facilities and if someone would send reports of all races to their local Press regu- larly and systematically a very valuable service will ultimately result. We know that it is galling after submitting the brilliant creations of our mind for publication to find that an unsympathetic Editor has *‘ cut it up’’ and quite destroyed our pride in it, or ignored it altogether, but constant endeavour should eventually meet with some reward and every little gained makes for increasing interest. Why not try? The Scottish A-class Club has cont:nued its series of Saturday races, and honours are being pretty well equally divided by the fleet. Apparently no model has established a position of superiority, each in turn gaining winning flags, which, of course, is as it should be, and makes for enjoyable and interesting sport. The race on March 18 was notable for the inclusion as a competitor of Mr. W. Benson, one of the founders of the Fleetwood Club, who has taken up an appointment with the Clyde Shipping Co., and is now resident in Glasgow, after a lifetime spent at sea. He signalised his appearance by putting up the best performance of the day by logging 12 points and securing the winning flag with ** Ravenscourt,’’ the latest example of his own design and construction, which left the launching ways last autumn. The second place was shared by two boats with 11 points each; an indication of the close nature of the racing. A light to moderate breeze prevailed and all competitors carried full suits. The following Saturday ** Rita “’ (Hugh Morris; skipper, T. Porter) tock the honours with 22 points of the possible 25, with ‘* Heather Belle ’’ (L. McLean) second, 16 points. ‘‘ Ravenscourt ’’ was not doing quite so well on this occasion and ‘* Coryphene ’’ beat her by about a_boat’s length in a board which decided third place. The North-East breeze provided moderate to fresh conditions and carried a ‘“‘ nip”’ in its teeth. On April 1, ** Ilex “‘ (A. Howe) scored 23 points for first place, losing one board to leeward cnly, and established the best score of the season so far, displacing the return of 22 points made by “ Rita” the previous week. ‘* Ravenscourt ’’ was second with 17, and ** Coryphene “’ (J. B. Brackenbury), 15, third. Latest reports suggest that the West of Scotland Club race for the Lewis Cup, open to Ac-class owners, is assured of a better entry than has materialised in previous contests. Several of this season’s new productions are expected to compete, and will add interest to this, the first open event of the year. Saltcoats provided a welcome to our fr-end of the Leek, Mr. Len Smart, during the Easter week-end, and ‘* Cymru ’’ was in action against several of the local fleet, augmented by visitors from Paisley and Glasgow, and Mr. P. Buchan, from Fraserburgh. We had taken advantage of the holiday to obtain a few days’ change of air and were unable to be present, and have only a fragmentary report of the proceedings. tors enjoyed We hope, however, that all the visigood sport and that his experience will induce our Welsh cenfrére to repeat his visit at no distant date. We appreciate the Robertson Cup reference in the Cork tit-bits appearing in our last issue. Sure it would be extremely gratifying if ‘* Ould Erin ’’ is represented. Will ye no try? In this connection we are sunk in deeps of disappointment. We had fully intended to go over for the race, but circumstances have recently arisen that we fear render it impossible. “Iwas ever thus when one has set one’s heart on something specially, and can only accept the position philosophically and hope that it is only a pleasure deferred until some more fortunate occasion. It is an object we have in view for future gratification. Meanwhile we understand that our American friends have fixed the race for July 13, 14 and 15, at Detroit. Arrangements will be made for transporting visiting competitors arriving at Boston in comfort by automobile, spending one night at a point approximately mid-way, and passing through a most interesting section of the couniry. After arrival at Detroit competitors will be generously cffered hospitality as guests of the Iccal men. Are we envious of it all? The West of Scotland Club had a race for the 6-m. class on April 1, and an enjoyable afternoon’s sport resulted in C. F. Arthur’s ** Charmée “’ leading the ’’ (A. Young) and line with 12 points. ** Nike ‘** Gloria’? (J. Bannatyne) made a good race of it by running up with 10 points each, and three other competitors returned 8 points. It is refreshing to see the veteran J. Bannatyne still coming into the leading list. He has been actively engaged in the sport for very many years, and we hope he is destuned to continue his participation for many more. For the next few months, of course, there will be a plethora of material and the smile will vanish from the face of the Tiger. And, dear reader, you may interpret the foregoing sentence as may appeal to you. SCOTICUS. MARINE MODEL YACHT MODELS RACING Al ASSOCIATION OF AMERICA IMPORTANT: U.S. CHAMPIONSHIP dates CHANGED to take place as follows :— A-class at Berkeley, Cal., July 2, 3, 4, 1939. a at Boston, Mass., September 2, 3, 4, ANNUAL MEETING M.Y.R.A.A., at Boston, September 2, 1939. Note: The U.S. Championships A-class and M-class are entirely separate from the various Divisional Championships, and entries in_ the Nationals are not required to sail or qualify in the Divisional Championships, unless skippers wish to obtain travel expenses to the National Championships, in which case they must, of course, first qualify in their own Divisional Championships. Robertson Trophy for 6-m. models. This race awarded Detroit, July 13-14-15, 1939. U.S. entries must have certificate from their club measurer. No entry fee or limit of entry per club. Chairman of Committee having charge of arrangements (appointed by President Cheney), Mr. John Black, 65, Pine Ridge Road, Medford, Mass. Committee Members: Messrs. Thomas Bryant, Archie Arrol, Walter Foote, A. J. Fisher and W. E. Topping. U.S. Challenger Committee. No report received from the U.S. Challenger Committee to date, so no action has been taken on the matter by the Executive Committee. Empire M.Y.C. admitted to membership, February 3, 1939. Henry Kelman, Commodore, 1236, Clay Avenue, Bronx, this summer. Deeper Hudson M.Y.C. has challenged Boston M.Y.C. to a race. Send in your list of X-boats being built or sailed, to the National Secretary. Also send same dope on 6-m. models. New York World’s Fair. A vigorous campaign to have model yachting hooked up with the N.Y. World’s Fair resulted in final word that there will be no exhibit or races of model yachts in connection with the project, because of lack of free space being available. Golden Gate International Expesition. At San Francisco, California, Pacific Coast clubs have obtained space for a fine display of models here. The San Francisco M.Y.C. has obtained a new club house, costing $55,000. The Berkeley (Cal.) M.Y.C. have a fine new building under construction. The new $70,000 model boat-house at Storrow Lagoon, Boston, Mass., is nearing completion and will be opened early in July. Eastern Representative. Mr. Frank Goodwin was re-elected Eastern Representative to the M.Y.R.A.A. Mr. Ken Lloyd was appointed Chairman of the Race Committee, Eastern Division. C. H. FARLEY, Sec., M.Y.R.A.A. 87, Quincy Street, Medford, Mass. WOODEN MERCHANT-SHIP BUILDING N.Y.; Theodore Jacob, Secretary, 2027, Webster Ave., Bronx, N.Y. They have 22 members, and sail M-class in Central Park. Laurelton M.Y.C., admitted to membership March 20, 1939. Edward F. Johnson, Secretary, 130-45, Commo228th Street, Laurelton, Queens, N.Y. dore, W. Bruce Farr; Vice-Commodore, Walter Krebs. Sail in Brookfield Park, Rosedale, Queens, 800 x 200 pond. These two new clubs are welcomed to the Association, and it is hoped that they will be well represented in forthcoming events. Officers recently elected for Pacific Division. 1939 are: President, Charles Simpson, 401, Kentucky Street, Bellingham, Washington; Vice-Presi- dent, Paul Collet, 21806, Princeton, Hayward, California; Secretary-Treasurer, Theo. W. Houk, 8053, Bothell Way, Seattle, Washington; Pacific Representative to the Executive Committee, M.Y.R.A.A., Harold Teel, 340, Nieto Avenue, Long Beach, California. X-class. At the Eastern Division meeting in New York, February 25, 1939, the question of adoption of the X-class was brought up, prematurely. The sponsors of this class believe that any new class should be first thoroughly tried out, and should not be adopted until a moderately large number are in commission. Accordingly the sponsors moved and seconded that the matter be tabled, and said motion was duly carried. Reports indicate that quite a fleet of X-class will be sailed the coming season. Plans are under way to have a race or series of races for the X-class (Continued from page 39.) is commonly in the middle of the ship, and the after-hatch is abaft the mainmast. Hawse-pieces, large pieces of wood fixed on the bow, and through which a circular hole is cut, called the hawse-hole, for passing the cable through. Head, an ornamental part at the bow of a ship. Head-rails, pieces of wood belonging to the head. Head-timbers, upright pieces of wood crossing the rails of the head, and binding them together. Heel is the lower end or bottom part of anything, as the heel of a timber, the heel of a mast, the heel of a ship, that is, the keel and sternpost at the lower end. It also signifies the canting or inclining of a vessel from the perpendicular position. Height of breadth, the height to which a ship’s side is carried before it begins to incline inwards. Helm, a name for the rudder. (To be continued.) 42 MARINE MODELS [As the space available for Club News and Racing Reports is limited, Club Secretaries are requested to make their reports brief and to the point.—EpDIToR, MARINE MODELs.] THE M-CLASS CHAMPIONSHIP RACE N April 8 the above Championship took place O on the Round Pond, Kensington Gardens, London, W. Four clubs, sending seven entries, took part as follows: M.Y.S.A.—*‘ Kittiwake *’ (W. Littlejohn), ** Ariel *’ (W. R. Chapple); Clapham M.Y.C.—”* Vectis ’’ (H. Pragnell); Douglas M.Y.C.—‘*‘ Ann “’ {J. Sayle), ** Stella ’’ (R. Kneale); Ryde M.Y.C.—*‘ Reverie ‘’ (F. King), ** Ann II”’ (H. Porter). The race started at 11.10 a.m., the wind being Westerly and light, giving a run and a beat, at times the skippers being puzzled as to which side to hoist their spinnakers. Up to lunch time there was only one unbeaten yacht, being *‘ Ann II,’’ but immediately afterwards she lost five valuable points, whereas her club mate, ** Reverie,”’ made a strong finish but a bad start. The two local boats both did well, *‘ Ariel’’ beating ** Kittiwake ’’ in the initial run, thanks to his spinnaker, which gave him extra speed, whereas ‘‘ Kittiwake’s ’’ was in its owner’s pocket. Afterwards ‘* Kittiwake ” slowly but surely went ahead, “* Ariel ‘’ seeming to have some difficulty of going to windward. As regards the Isle of Man boats, they did not seem to be able to get down to it, this being possibly due to having to sail on a strange water, and these gentlemen, being on their first away big match, are not disgraced, considering that ** Ann “’ was not able to steer well on account of some slight but obscure defect in the steering gear. ‘* Vectis ’’ did not get going until the latter part of the match, possibly due to the baffling conditions, and could not get the trim. There were no startling performances; this is surprising, as conditions were entirely against There were several surprising results, where boat leading lost the race through a change in not it. the the wind; but the results as shown by the score sheet fairly well represent the men and places of the boats. At 4 p.m. the wind sprang up, but not for long, and at 4.45 p.m. the O.0.D. stopped the race, as it would have been useless to start on the second round, as this would never have been finished, the conditions deteriorating very fast. The Blackheath M.Y.C. sent two boats to the pond, but the O.0.D. was not able to accept their entries; nevertheless, these gentlemen stayed until the end of the race. While we are on the race proper, it may interest everyone that the winner and runner-up were designed by A. Littlejohn, built by Mr. Luker, and ** Ariel,’” fitted out by W. H. Bauer. ** Vectis ”’ was designed by W. J. Daniels and built by Mr. King. ‘* Ann II,’ designed by Mr. Feltham, built by owner. ‘‘ Reverie,’’ designed and built by owner; so was “‘ Ann’ by its owner. was also built and designed by its owner. “* Stella ”’ The present-day type is long and narrow, hardly any overhangs, weighing 16 to 20 lb., the winner being nearer the lower figure. ‘‘ Vectis “’ is a nice- shaped boat, having more overhang, therefore sherter L.W.L., but is a trifle slower. It will be interesting to see what the future trend in that class will be. SCORE SHEET W. Littlejohn—** Kittiwake ”’ —~32323-—-3232-B8BB… 23—l W. Chapple—* Ariel “’ 2-2323BB2—23… 192 H. Pragnell—** Vectis “’ BB] ——-—2——-323-3… 13-5 J. Sayle—** Ann ”’ 23—– 3BB—-… 8—7 F. King—** Reverie “’ -—~BB232-—–2323… 17—3 H. Porter—‘* Ann II ”’ 2323–2—BB2-… 144 R. Kneale—** Stella ”’ ——-BB-323-3–… ll-—6 After the race, all competitors and officials adjourned to the *‘ Catherine Wheel,’’ where a high- tea was awaiting, and to which everyone did honour. Afterward, Mr. Ambrose, Chairman of M.Y.A. and Commodore of the M.Y.S.A., presented the cup and prizes. The usual speeches closing a very happy day. During the evening, model yachting was again to the fore, and many homes heard about it, as a member of the Isle of Man contingent, Mr. A. Connell, Commodore of the Isle of Man M.Y.A., Sailing Master and Measurer of the Douglas M.Y.C., broadcast on model yachting. Although the entries were poor, so was the wind. This gentleman, although coming over 250 miles for that race, said it was well worth coming down, and it is hoped that the other insular clubs will join the M.Y.A. I feel sure that the Douglas M.Y.C. visit will do good for the Isle of Man. The O.0.D,. tenders his thanks to the following gentlemen from the home Club: Messrs. D. Morigi, Langley-Taylor, Mathews, Hawkes, Hawkins, Morrison; and to Messrs. Giles and Waite, who came from the South-Western M.Y.C. to do the umpiring, starting and scoring. O. STEINBERGER. BRADFORD M.Y.C. The bi-annual ‘* Temple ’’ Cup Race was com- peted for by the 6-m. class on April 2, a whole-sail wind prevailing. The yachts finished in the following order: (1) ‘* Kathleen *’ (A. Arnold), 18 points; (2) ‘* Pennine’ (F. Brayshaw), 10; (3) ‘Greta ’’ (J. P. Clapham), 8; (4) ** Plover ’’ (F. C. Hirst) and ‘* Bluebird ’’ (L. G. Mitchell), 7 points each. MARINE MODELS OPEN EASTER RACES Good Friday.—The winning team in the Squadron Race consisted of A-class ‘* Ensign *’ (W. H. Porter), 10-r. ‘* Revenge *’ (H. Short), 6-m. *‘ Fredith ”’ (F. W. Le Flufy), 36-inch ** Frisker ‘’ (H. Atkinson). Twelve boats entered, divided into three teams. Easter Saturday .—”* Bradford’’ Cup, A-class, six entries. ‘** Suffolk ’’ (F. C. Hirst), cup; ‘* Waterwagtail ’’ (A. Arnold), Ist prize; *‘ Ensign “’ (W. H. Porter), 2nd prize. Easter Sunday.—‘* Claro”’ yachts competed in three Cup, turns 10-raters. 18 of six each. Results: ‘* Witch ’’ (H. W. Porter, B.M.Y.C., sailed by H. Atkinson), cup; ** Falcon ° * (W. Bolder, Scarborough M.Y.C.), Ist prize; ‘ Mercédes * (J. Helliwell, South Manchester), 2nd prize; ** Mer- cury ’’ (A. Farrar, Bury), 3rd prize. Easter Monday.—‘* Wade *’ Cup, 6-m. Eight entries. Results: ‘‘ Fredith’’ (F. W. Le Fluty, B.M.Y.C.) retained the cup, the Ist and 2nd prizes being secured by *‘ Elaine ’’ (G. Lapsley, Nottingham) and ** Plover “’ (F. C. Hirst, B.M.Y.C., sailed by W. Roberts), respectively. The races concluded with a tea at the ‘* Emmett Arms,’’ Rawdon, followed by a fine exhibition of ciné films, shown by our Commodore, Mr. F. C. Hirst. The Canteen was, as usual, ably run by Mrs. Harry Atkinson and Mrs. Wilfred Roberts, who supplied refreshments each day. J. P. CLAPHAM. SALFORD PARK M.Y.C. The Club’s programme for the coming season is full of interesting events. Four additional trophies are to be competed for, the membership has increased considerably, several new boats have been added to the fleet, built by the members, and some i by Mr. W. R. Dibbs, a member of the Club. At the Annual General Meeting all the officers and Committee were re-elected. The Club’s financial position is good, having a very substantial credit balance, so that the members are looking forward to the coming season being a record one. The first race for A-class boats was won by ‘*“ Wivey “’ (S. C. Langford); * ” Lady Winifred ° (L. S. Allen) was second, and ‘‘.Jamie ’’ (E. W. Hague) third. In the first round for the 10-rater Championship, ‘*Duga “’ (D. Spriggs) scored the most points. ** Reginga ’’ (R. G. Ingram) was second, *‘ Irene “’ (J. S. Harvey) third, ‘* Jaguar “’ (D. R. Pearson) fourth, *‘ Valiant ’’ (F. W. Riley) fifth, and ** Dila ”’ (S. C. Langford) and ‘* Mischief ’’ (N. Stansfield) equal points. In the first round for the 6-metre Championship, ** Freda ’’ (F. W. Riley) scored the most points, ** Tris ’’ (S. C. Langford) and ‘* Janet”? (E. W. Hague) equal points, ‘* Silvia ’’ (D. Spr:ggs) fourth, ** Thistle ’’ (W. R. Dibbs) fifth, ‘* Venture ”’ (R. G. Ingram) sixth. W. D. CREESE. BRISTOL M.Y.C. The opening race for the Bristol M.Y.C., 1939 season, was held at Bitterwell Lake on March 18, when the A-class event for the ‘* Diana ’’ Cup was held. Owing to several of our boats being out of commission, through being damaged by lightning in a heavy storm at the end of last season, only 43 a three boats were able to come to the start. Final scores were: (1) ** Wendy ” (E. K. Perdue, sailed by E. H. Longney), 8 points; (2) ‘* Jester *’ (J. T. Jenkins), 5; (3) ‘* Flora ’’ (J. Lloyd-Davies), 2. O.0.D. was E. K. Perdue. On March 25 the ‘*A’’ boats again had a turn-ou: for the ‘* Bishop ‘’ Cup, which was sailed in a fair N.E. wind. Six boats turned out on this occasion and some good boards were sailed. Results were: (ty) Jester’ (J. T. Jenkins), 15 points; (2) ** Painted Lady ‘’ (Capt. Watkins), 14; (3) ‘*Joy’’ (j. McGuffie), 12; (4) ‘* Wendy “’ (E. K. Perdue), 8 (5) ** Flora ’’ (J. Lloyd-Davies), 8; (6) ‘* Valeska ’’ (L.. A. Weston), 3. O.0.D. was E. H. Longney, assisted by H. C. Blandford. April 8 saw our first 10-rater race of the season, when seven boats came to the line for the ** Bristol *’ Cup event, which was sailed in a fairly strong S.E. wind, giving a beat and run. After several close finishes, the cup was eventually won by *‘ Minx “’ (E. K. Perdue), with a score of 24, the other scores being: ‘‘ Silver Cloud ’’ (H. C. Blandford), 17 points; Watkins), 14; los Ace ** Sirtus’’ (L. A. Weston), (J. T. Jenkins), 15;‘* Bertie II’’ (Capt. ‘* Fairy’ ‘Doreen*’ (J. McGuffie), 6. (J. Lloyd-Davies), 13; The duties of O.0.D. on this occasion were taken over by the competitor having the bye On Easter Teanday a Flag race was held for 10-raters, but, sad to relate, only four boats turned out for the event, which was sailed in a tricky S.S.W. wind. Results were: ‘* Phantom ’’ (E. H. Longney), 13 points; ‘‘ Fairy ‘’ (J. Lloyd-Davies), 7; * Bertie II’ (Capt. Watkins), 6; ‘* Silver Cloud “’ (H. C. Blandford), 4. O.0.D. was E. K. Perdue. }. LD. Since our CLAPHAM M.Y.C. last report was forwarded to our esteemed Editor, the Clapham Club has been particularly active in inter-club racing. On March 26 we sent an expedition to Bedford, taking with us six 10-raters and five 36-inch Restricted class, to race against similar teams from the combined fleets of Bedford and Kettering. In the morning a team race for 10-raters was sailed, and in the afternoon a similar event for the 36-inch class. The 10-rater skippers acted as mates for the small craft, and vice versa. In this way an excellent day’s sailing was enjoyed by everyone. The 10-rater event was won by the Clapham Club, and the 36-inch class event by the home team. Highest individual scores were: 10-raters—J. F. Thorner (Clapham), 30 points (possible); 36-inch class—R. Burton, Junr. (Clapham), 27 points (out of possible 30). The winning 10-rater, ‘‘ Killoran,’’ is an old A-class model, designed by Mr. J. G. Feltwell and built by Dr. Ferguson, and now rigged as a 10-rater, no alterations whatever having been made to the hull. With a high sailplan of nearly 1,250 sq. inches, she has proved a consistently good boat, and should do well in the coming season. On April 2 two Clapham members competed at Kettering for the Alan Timpson Trophy, and Mr. D. Macdonald, with “* Sieglinde,’’ succeeded in annexing this handsome trophy for Clapham. Mr. R. Evans, also of Clapham, ran into third place. On April 10 ** Sieglinde ’’ won the ‘* Silver Ship ”’ Trophy at Eastbourne, so bringing this London for the first time. prize to Against these successes, however, we must report ak? 44 MARINE that we were again unlucky in the Wimbledon round ’’ Cup. Remembering the light of the ‘‘ Stanton and fickle breezes prevailing there last year, when we sent down two heavy boats, we sent a couple of light-weather craft this time, the result being that they had to contend with fresh and, at times, gusty winds, for which they were quite unsuited. However, we feel sure this is only a temporary eclipse, and we hope to do more in the later rounds. May we take this opportunity of reminding readers in other clubs of our remaining **‘ Open ”’ MODELS All races start 2 p.m. on the Saturday, and, if required, finish on the Sunday. Entries limited to three boats per club. For each class there is the Mayor of Fleetwood’s Challenge Cup and three substantial prizes. Entries to Mr. October 1: Open Regatta (36-inch class). October i5: ‘‘ Wivenhoe ’’ Bowl (10-raters). We offer a warm welcome to members of other clubs who enter for these events, and will do all we can to provide a good day’s sport on each date. M. A. C. HUDDERSFIELD S.M.E. The Yachting Section of the Society has been exceptionally energetic since the last report was sent to ‘‘ M.M.’’ We now possess a splendid boathouse, 30ft. by 15ft., on the shores of our ‘* mountain water,’” which has already proved of great benefit, although not officially opened. On March 23, Mr. J. H. Catteral, Bury, gave a very instructive lecture and demonstration on ** How to trim and tune a Model Yacht ’’ to a large and appreciative audience. The Society’s Exhibition was held on March 29-30, when there was a most attractive display of models, including, of course, about fifty boats of all types. There were seven new yachts, however, including an A-class, 10-rater, ‘‘ M’’ and 36-inch classes, Dr. Fletcher, of Bradford, won the Society’s Gold Medal and Ist prize with a 10-rater 27 years old; everything made by the owner when a_ youth. Silver Medal and 2nd prize was won by Mr. W. Roberts, of Bradford, with a new, very fine, clear varnished 36-inch yacht. Mr. H. Senior took the Horney, Racing Secretary, Fleetwood, ten days before each race. A-class and stricted, 2s. 10-rater, : — events, namely July 2: ‘* Sir John Leigh ’’ Cup (10-raters). W. The Boat House, ULSTER 2s. 6d. each; 36in. Re- M.Y.C. The 56th season of the U.M.Y.C. opened on Easter Monday, at Belfast Waterworks, with a regatta for all classes. The club-house was gaily decorated by Messrs. Wallace and C. Winders, and racing started at 1l a.m. There was a full turn-out of members, and the boats ranged from a 50-yearold 5-tonner, now owned by Master Ivan Atkinson, to Mr. H. Thompson’s three-day-old 10-rater. A fresh Southerly breeze gave a beat to windward, followed by a run to the finish. Mr. J. Tregenna acted as Commodore, with Mr. Graham as Racing Secretary. : — Results 20 lb. class: 1, ** Redcap ’’ (H. Fears); 2, ‘*Grace’’ (J. Atkinson); 3, ‘* Agnes “’ (J. Campbell). ‘‘Doreen’’ (C. Winders), *‘ Meg’’ (H. Atkinson), ‘* Queen Mary ’’ (J. Fears) and ‘* Dove ’’ (H. Wallace) also sailed. 18ft. class: 1, ‘*‘ Mermaid ’’ (C. Vincent); 2, ‘* Erg ’’ (G. E. MclIlhagger); 3, ** Dorrie ’’ (W. Boyd). ‘** Patience ’’ (E. Withers) and *‘ Bluebird ’’ (P. Holbrook) also sailed. International A-class: 1, ‘* Joan ’’ (W. Carson); 2, ‘* Riada’’ (W. Adair); 3, ‘* Vixen II’’ (J. Tregenna). ‘‘ Thelma’’ (A. McBride), ‘* Olga ’’ (H. Atkinson), *‘ Elk ’’ (R. H. Tregenna), *‘ Flame ”’ (J. Smith), ** Ida ’’ (J. Nelson, Senr.), ‘* Wishbone ”’ (H. Thompson), and ‘* Redwing ’’ (H. Fears) also sailed. 3rd _ prize and Bronze Medal with a beautiful new ** Marblehead ’’ class yacht, to the design of ** Kittiwake.”’ Handicap class: 1, ‘* Gem’ (I. Atkinson), 5tonner; 2, ‘* Margaret ’’ (H. Holbrook), 30 Ib.; 3, ** Florrie ’’ (W. Carson), 5-tonner. ‘* Trixie’’’ (J. Fears), ‘‘ Ziona’’ (A. Cohen), ‘* Shamrock ’’ (H. Wallace), and ‘*‘ Redshank ’’ (H. Fears) also sailed. 10-rater class: 1, ‘* Ivanhoe ’’ (W. Stirling); 2, RAcING NEws There have been four Flag races in the 36-inch Ilhagger). Nearly 3,000 people visited the Exhibition in the two days, and all records were broken. class, and Mr. Bridge’s ‘* White Owl ’’ has won two, Mr. Sutcliffe’s ‘*‘ Delia’’ one and Mr. S. Errock’s ‘‘ Alcyone’’ one. On March 26 the Walshaw Silver Yacht Trophy, 36-inch class, was won by a good margin by Mr. L. J. Mitchell’s ** Bess II’’ with 21 points. Scores: ‘* Alcyone ”’ (Mr. S. Errock), 16 points; ‘* Mayflo’’ (Mr. Crowther), 15; ‘* Milenki’’ (Mr. Chadwick), 15; ** Thistle ’’ (F. C. Hirst), 12; ‘‘ Beta’? (J. H. Crabtree), 6; *‘ Piccaninny ’’ (R. Wade), 4; ‘’ White Nymph ”’ (J. Tolson), retired. FLEETWOOD M.Y. & P.B.C. OPEN EVENTS To suit competitors, the usual Whit-Week Regatta events have been spread over three weekends :— A-class: Saturday, May 27, 1939. 10-rater: Saturday, June 3, 1939. 36in. Restricted: Saturday, September 2, 1939. ** Rhanbuoy ”’ (W. Carson); 3, ** Irene ’’ (G. E. Mc- Tregenna) sailed, ‘* Carol ’’ (W. Adair), ‘* Moyola’’ (J. and “ Elsinore’? (H. Thompson) also After racing was completed the prizes were dis- tributed by our President, R. H. Tregenna, Senr. The U.M.Y.C. would be glad to welcome visiting model yachtsmen from Britain or Eire. Sailing takes place every Saturday afternoon during the season, and our sailing water (750ft. x 150ft.) is only 14 miles from the city centre. G. E. M. NOTTINGHAM M.Y.C. The club opened their season on March 19 with a race for 6-m. models for the Smith Cup. This Cup was the first to be presented to the club on its formation in 1933, and is held in high esteem by the members. In consequence there were some keenly contested boards. The result was as follows: 1, ‘* Elain’”’ (J. Lapsley, sailed by W. & R. (Continued on page 54.; MARINE MODELS 45 AMERICAN NEWS By C. O. BROOK A ND so I can add another friend to my evergrowing list from abroad. Thank you, dear Sean McSuibine; may the sun never set on a day when your happy messages are absent from these pages. And to my good friend ‘* Scoticus.’’ I can only newcomers step in and proceed to show us we are back numbers at least. With the increase in the number of clubs, members and yachts, and the numerous dates that have been asked for, and set, it does not seem possible that any event will be overcrowded—not for a few such good folk as yourself. It looks fine indeed to this reader so distant from the Isles, to see new localities bob up in these pages, and we enjoyed the Scandinavian page immensely, as well as Eire and the rest. Might I say, dear readers, that it is such articles as *‘ Y. Z.”’ so ably put forth that enliven our interest in the sport. Surely none but those whose liveris impoverished would cast bitter epithets upon of skippers will & say that I should ask ino finer adopters than a friend who merely raised a point constructively. In the years that | have followed this fine sport, I have seen several beautiful friendships broken because of the vituperous tongue of someone who, in each case, had contributed little to the sport beyond, possibly, a headache. I thank my Maker that I can say “ several ”’ cases instead of many, for the great majority are fine sportsmen, and gentlemen all. The v’ciously inclined, who snarls at every passerby, is like the bee (my apologies to that worker) who wrecks the picnic. He doesn’t stop to consider the result, merely following his own way recklessly. So come again, ** Y. Z.”’; many of us, and I am sure we are in the great majority, found the article a very instructive one, and it gives us happiness that others feel in agreement with us. And, dear H. B., while I am sure that our friend Mr. Munro will carry along the traditions of our delightful Magazine, I, for one, will miss your editorials and footnotes. I wish you a most suc- cessful and happy journey and Godspeed home again. The Deeper Hudson M.Y.C. took part in an Industrial Show at the Capitol of New York, and had the pleasure of being voted, unanimously, as having the finest display at this huge’ Armoury where the show was held. We were invited to take part 24 hours before the show opened. A few who were available worked like beavers to get the space shipshape. The officials gave us 100 sq. ft. at the start; as they saw our display, they increased it every half hour until we had 400 sq. ft., and insisted on our promise to take part again next year. As a result, we have, in the past month, gained four new members. We are beginning to find challenges and invitations in the mails these days. One in particular, from the Nassau M.Y.C., was nicely wrapped in a most heavenly nocturnal blue. Ave, aye, Sir; it made us wish we had sails like it for our little ships. Well, balmy weather is at hand at last, and it seems all the clubs awaken at one time. We have had the pleasure of seeing some fast performancesin sailing with newcomers in the sport. Yachts that are nicely built, ably handled and showing marked steadiness. Like most sports, the newcomer soon shows the older folk that they (the oldsters) were merely ‘* fiddling’? about and not really racing or making the sport grow. These years at least. By that time I think the number be sufficient to make almost any regatta a success. We are at that stage now where the world is yacht-conscious, and this is what it takes to make clubs grow rapidly. Unless all calculations go astray, we of the Deeper Hudson M.Y.C, will boast our own clubhouse when the boys arrive for our regatta on August 5-6. Actual building operations will start in June at the close of the public schools. We plan making it not only practical, but as attractive to the natural surroundings as we can, in an effort to make it the show-place of the sport, and thereby encourage other clubs to do likewise. Without a building of your own, you have not really been accepted as a part of your community, and therefore fail to get the support you would otherwise obtain. When we note the cost of some of these new clubhouses we hesitate to name ours that way. But we are a simple crew with simple ideas, and a still more simple income; so we build according to our means, and for a few hundred dollars have what the more successful clubs have, but on a smaller scale, because our own members will do the building, the beautifying, etc., while the Auxiliary will furnish the place and make it homelike. There should be at least 1,060 yachts registered this year. From the letters I receive, there are so many new yachts built, with old ones given to members who had none, that this figure should not be high. We owe it to the growth of the sport to register our yachts. We contemplate a “* science forum “’ of our own, and hope thereby to learn something, and start similar movements in other clubs. For that reason we invite suggestions, no matter what they might be, on any phase of model yachting—whether it is on designing methods, building methods, sailing or rigging, etc. We plan, on a suitable sized tank, various gadgets to test the models and gear, and any other phase of the sport that might be of interest to readers. As we learn, we hope to pass cur findings on to readers of this Magazine; as new ideas and theories come in to us, we hope to try and solve them, work on them if we cannot solve them, and then throw them into the laps of our We may be readers, and invite their comment. able to furnish drawings in some cases. This is the result of our Tuesday night ** quarrels,’’ when a few of us meet, and, as one makes a suggestion, or offers a solution to a problem, it is the work of the others to pull his ideas to pieces and make him prove he is right. I believe there is much good ‘‘ matter ‘’ scattered about the country if we could only find a central point at which it migh: be gathered. At least, we hope to learn much that will be of benefit to the men of the sport. Queries or suggestions should be addressed to me at 912, Broadway, Rensselaer, N.Y., U.S.A. 46 MARINE occasional sinking, all combine to send the officials into hysterics. Despite these deterrents to popu- NEWS FROM EIRE larity, the ranks of the ** hoodoos “’ swell, and now CLUB OF WONDERS AND WHY VINCING admiration, inciting envy and E infusing optimistic hopes of personal emula- tion, a tale which holdeth designers from the study and aspiring creatofs of world-beaters from the work-bench cometh from the mysterious wastes of the Cork Lough, ranks as a unique ocurrence in the annals of model yachting achievements. Pardon the mixed style, but it’s a privileged occasion, when grammatical construction, etc., can be thrown to winds—in a word, it’s SENSATIONAL! In an awe-inspiring début in competitive racing, five products of the one design vanquished the opposition in a memorable display. Dominating the entire issue, they entrenched themselves in the foremost positions in the points list. That’s the story in a nutshell. It occurred during the 36-inch yachts Championship tussle at the Cork M.Y.C.’s sailing pond, the Lough. The predominating quin- tuplets are graceful offspring of the** Silver Wings ”’ design by Mr. E. W. Hobbs, the British designer. That miniature catastrophe in their cheerful world upset the** quins ”’ rivals, but the K.O. was administered when a further ‘* Silver Winger ”’ swooped and netted victory after victory on the resumption. Results were: ‘Moth MODELS III’’ (M. O’Keefe), 28 pts.; *‘ Bertha ’’ (B. Wilkins), 27 pts.; number twelve. My office cat is being severely tried this week. But that feline conjectures that the delayed delivery of the ** M.M.”’ will solve his problem of defence. I’m completely lost without it—not the cat. The hospitality of the Lough exponents may soon be extended to an Irish exile. Mallow-born Mr. D. A. MacDonald, Hon. Secretary of the progressive Clapham Club, accompanied by some friends, with the pick of their fleet, will try conclusions with the Cork skippers this summer, it is hoped. Then, and not till then, shall our assumed prowess be truly tested, although sanguine skippers have already envisaged their red-and-white emblem dominating the colours of the Clapham contenders. Optimism on the starboard bow? Time will tell. SEAN McSuIBINE. 24 A LOCKING DEVICE (See letter on opposite page.) ee ee = ** White Wings’’ (D. O’ Sullivan), 26 pts.; *‘ Pat II’ ° Kelleher), 20 pts.; ** Viola’ (E. Fitzgibbon), ts.; ** Dauntless ’’ (W. Fitzgerald), 18 pts.; .Silver Wings “’ (F. Wilkins), 16 pts.; with five other contestants further down. But for the inclusion of** Viola,’’ the sextuplet would occupy the entire top half of the list, ranking them as an almost invincible combination. Curiously, the bearer of the designs title,*‘ Silver Wings,’’ is at the bottom. What’s in a name? Now I expect ardent readers to inundate the Editor with details of the colossal achievements of their models. Hon. secretaries may have a busy time facilitating the ferrets with data, but it’s all in the game of victory and model yachting. Two rounds of each Championship are necessary to decide the ownership of a splendid silver cup and replica. Sunday afternoons are the time, and as each class averages a dozen entrants, the completion takes many an hour of keen combat. Many C.M.Y.C. members are sweating this weather in desperate endeavours to culminate their operations at the bench. The magnetic appeal of sailing on a fascinating stretch of heavenly calm conquers the yachtsman, though it lacks the spectacular element. Is dancing through livid foam a more creditable performance than delicately skimming the surface? Other Championship leaders are: Local 42-inch class—‘**Mim’’ (W. O’Mahony), 17 pts.; ‘‘Swanee’’ (D. O’Sullivan), 16 pts. 30-inch Restricted class— ** Tweedie ’’ (W. J. O’Mahony), 23 pts.; ‘* Mino “’ (W. O’Mahony), 22 pts. M-class—‘‘ Rose Marie “’ (P. Ryan), 13 pts.; ‘* Barness*’ (J. O’Driscoll), 12 pts. Regarded as the ** hoodoo class,”’ the 30-inch class have proved to be an exasperating bunch. Everything in connection with them suffers a setback. Lack of a driving wind, inability to satisfactorily sail the allotted course, precious minutes wasted in fruitless gybing, intermittent water-logging and an [Care should be taken that all frictionin moving parts is entirely eliminated to ensure successful working with this gadget.—Ep., M.M.] MARINE 47 MODELS Letters intended for publication must be written on one side of paper only and bear the signatures of writers (not necessarily for publication). Letters should not exceed 300 words in length, if possible. The Editor does not undertake to publish all letters received, nor does he necessarily agree with opinions expressed by Correspondents. MODEL YACHTING AT MARGATE A Sir,—Please find enclosed P.O. for 10 copies of March Marine MODELS. Also enclosed is a photograph of all our models at the Exhibition. This is the second season and we sail 13 boats; three more, including the one in the foreground, are at present being built. The sailing water is the Walpole Bay Boating Pool, which is far from being ideal, as we have to sand round the sea wall, which is covered with seaweed, before we can sail, otherwise we should slip over the edge, and as the east and west walls run off at an angle, we have to square off the north wall with two buoys to make finishing lines at each end. However, we manage to get some good sport, and all are very keen. Of course, sailing can only be done while the tide is out, which cramps our style a bit, but this is better than nothing. We have two Cups up to now, and the Publicity Committee of the Margate Chamber of Commerce are giving an Open Challenge Cup and prizes to the value of £5 for a regatta on May 14. We are LOCKING DEVICE Sir,—Looking through my old copies of Model Yachtsman and MARINE MODELS I came across the diagram of a locking device for the quadrants of steering gears, submitted by W, C. Holden (June, 1932). Enclosed is a rough sketch of a similar device, which does away with the two binding nuts beneath the quadrant, which arrangement I find tends to loosen easily, besides being difficult to get at. The sketch shows a device which obviates all danger of this. The rudder-post consists of either a solid brass rod (A), tapped for 3in. at top, or a piece of solid tapped rod, sweated into a tube of similar size. The solid tapped piece has a hacksaw cut for Sin. of its length, which receives the small piece of brass (C) soldered at right angles to the tiller arm (D). The threaded part of rudder-post then passes through hole (E) drilled in tiller arm, through hole drilled in quadrant (F); at the same time small threaded rod (G) passes through slot (H) cut in quadrant: the whole being tightened with nuts (J) & (K). In the case of a raked rudder all that’s necessary is to shape the small piece of writing to several clubs for entries. I distributed 30 copies of MARINE MODELS, and | got three new members and the names of 10 more prospective members. Yours faithfully, brass (C), as below on diagram. I know there are quite a number of others who used to enjoy the diagrams and descriptions of the little gadgets published from time to time. Yours, etc., G. H. WILLIAMSON S. L. Hains. 59, Artesian Road, Bayswater, (Blackheath M.Y.C.). London, W.2. (See foot of previous page.) Yacht Club 5 wera St oe MARINE MODELS Model Yachting Association Editorial and Publishing Offices : EVENTS FORTHCOMING 52, FETTER LANE, LONDON, E.C.4. Telephone: MAY 13th and 14th— Central 9914. 36-in. Class Championship at Bradford. SUBSCRIPTION Commencing at 1 p.m. on May 13th. RATES Inland, 7s. 6d. per annum; U.S.A. and Canada, $2. MAY 27th, 28th and 29th— Eastbourné. at Commencing at 3 p.m. on May 27th. the 16th of month previous to publication. Printed copies of the Constitution are now Application available, price 1/-, post free. should be made to Mr. A. W. Littlejohn, 42, Beechmount Avenue, Hanwell, W.7. does not undertake 4 will endeavour to return same if postage is enclosed. TECHNICAL ENQUIRY BUREAU Long technical replies can- not be given unless a fee of 2s. 6d. is sent. Hon. Secretary. Sets Masts SALE and Bargain Sails £2. Enquiries necessitating an answer by post cannot receive attention unless accompanied by stamped addressed envelope for reply. ADVERTISEMENTS (waterproof), Dean, 46, Full Eltham Keel. Road, ** Caprice.’’ The well-known A-Class for sale at £8. This model has won prizes in Open and Club races too numerous to mention. Three suits of sails by Drown and complete in every detail. The owner and designer must of necessity give up racing this class of boat. Reg. W. Lance, 11, Haslemere Road, Southsea. FOR Prime American White Wood Thickness) – – rates for Club SMALL PREPAID ADVERTISEMENTS Private advertisements for our For Sale and Wanted Column charged Id. per word. Minimum 2s. Box numbers, c/o MARINE MODELS, can be used if desired at an extra fee of 6d. Advertisements must be received at our Offices not later than the 16th of month prior to publication. Also Heat and Acid Proof. No more sewing joints. A permanent and Solid Waterproof Craft. FOR BOATS Cut to required size Special Announcements of Regattas, etc. A Waterproof Glue SALE (Zin. Finished all care will be taken to ensure their safety, and we ments of this Magazine. 10-Rater, ‘* Isis ’’—Simonsen Design, Pine Planking, Winner 4 Cups. 4 Suits Sails, Spinnakers, Duralumin Mast. Perfect Condition. £12, or offer. Jones, 11, Haldane Avenue, Birkenhead. ‘Lance’? Design. London, S.E.12. publish photographs, plans, or articles submitted, but every Terms on application. 36in., fast. to Queries involving technical matters will be referred to the experts in charge of various depart- John H. Yorston, FOR Editor matter received. Where a nom-de-plume is used, correct name and address of sender must be enclosed. The Editor does not undertake responsibility for CONSTITUTION. East Ham, E.6. 6d.; Contributions, Correspondence and Club News for publication must reach our Offices not later than The 157, Burges Road, 8s. EDITORIAL Championship National 10-Rater Overseas, Breaking strain in wooden joints, moist Od. sq. ft. and normal, over 1,100 Ibs. per sq. inch. RECOMMENDED BY “MARINE MODELS.” Tin containing 2 oz. 8d., or 4 Ib. 2/I, post free, from A. W. GROSSE, 108, GT. GUILDFORD ST., LONDON, S.E.1. Tel.: Wat. 6540 Anglo-American Pharmaceutical Co., Ltd., GALEN WORKS, DINGWALL ROAD, CROYDON. Trade Enquiries Invited. Phone: Croydon 3118. Published by the Proprietors, MarINE MopeEts Pustications, Lrp., at 52, Fetter Lane, London, E.C.4 Printed by C. Arthur Sanders, 17, Portugal Street. London, W.C. BLUE PRINTS OF DESIGNS | MODEL YACHTS SHIP MODELS, ETC. A-CLASS. Mounts. Bay (Penzance) Lugger. Plans of typical boat, taken from authentic Builder’s Half-Model. ke Chloris,”* H. B. Tucker. Half-size with full-size Body Plan, 15/-. sJill,”* A. W. Littlejohn. | Half-size with full-size | Body Plan, 20/-. 6 East Indiaman, drawn by G. W. Munro. Hull lines and general details (}in. scale). and Half-size with “* Debutante,”* A. W. Lito, | full-size Reg. W. Lance ‘« Beroe,’’* H. B. Tucker. “ Daffodil,”* W. J. Daniels. ** Stella,’’* (Sharpie) plan (fin. ©The two Rigging sheets. Tucker. Hull lines, general details and Rigging Body Plan, 15/-. | scale). Cunard S.S. “Britannia’’ (1840), drawn by H. B. plan (fin. scale). 10-RATER. : ‘* Evadne,”* H, B. Tucker. Sail 17/6 ate tele METRES. 6*Lavinia,’’* H. B. Tucker. y Haves, *+ – Seale lin. =-1ft.» 6/6 post free. Half-size with full-size Body Plan 15/. : Two sheets 10/6 post free. Four Masted Barque “ Buteshire ” (1888), drawn by G. W. Munro. Profile, lines and deck plan, 7s. 6d. Rigging and Sail plan, 7/6. The two sheets, 12/6 post free. Full-size, 21/-. W. J. Daniels. Full-size, 15/-. MARBLEHEAD 50—800. “ Pocahontas,”* W. J. Daniels. | 5, feize. ‘Kittiwake,* A. W. Littlejohn. J? 36in. RESTRICTED H.B. Tucker. 20/: Volumes I—V were published under the title of “‘ The Model Yachtsman.” CLASS. ; | *‘ Eudora,”* “ Myosotis,”* WwW. J. Daniels. CC 10/6. 30in. RESTRICTED “Jenny Wren,”* CLASS. A. W. Littlejohn. 24in. Binding Cases. Vols. I, II or III complete with Title Page and Index. Binding Cases Vols. IV, V, VI, VU, VIII, IX, X and XI. Price 2/- post free. Full-size, 8/6. L.O.A. “ Tomtit,”t A. W. Littlejohn. _ * Fin-and-skeg. I, Il, Il, IV, V, VJ, VU, VIU, occasionally supply copies of earlier Volumes. Prices on application. + Full Keel. WORKING MODEL STEAMERS, Etc. “ Brunhilde,” Sea-going Diesel Yacht, 40 in. long, Full’ ~ sizé plans, 8/6. Steamer, Vols. Bound Volumes. Vols. IV and V, 37/6; Vols. VI, VI, VII, 1X, X and XI, 12/6, post free. We can Full-size, 5/6. “Maid of Rutland,” Cross-Channel metre long, Full-size plans, 6/6. Binding, . IX, X or XI (including case), 6/- post free. 1 “ Zingara,” Cargo Steamer, 48 in. long, Half-size plans, 6/6. * Coronet,” Paddle Excursion Steamer, 60 in. long, Half-size plans, 8/6. “ Boadicea,” Sea-going Tug, 60 in. long, Half-size plans, 8/6 «« Awatea,” N.Z. Shipping Co. Liner, working model, 68 in. long, Full-size Plans, 21/-. Back Numbers. Vol. 1], Nos. 1 and 2, 1/1; Nos. 4 and 5, 2/6; No. 6, 1/7; No. 8, 3/-; No. 9, 2/6; Nos. 11 and 12, 1/7. Vol. Il, No. 1, 2/6; Nos. 2—5, 1/1; No. 7, 1/1; Nos. 8 and 9, 1/7; Nos. 10—12, 1/1. Vol. Ill, No. 1, 2/6; No. 3, 2/6; No. 4, 5/-; Nos.. 5. and 6, 2/6; No. 7, 1/7; No. 8, 2/6; No.9, 3/-; No. 12, 7/6. Vol. IV, Nos. 1—4, 2/6; No. 5, 7/6; Nos. 1/7; 7/6; Nos. 6 and 7, 2/1; No. 8, 3/-: No; ‘9. Zi: 10 and 11, 1/7; No. 12, 2/6. Vol. V, Nos. 1—4, No. 5, 3/-; No. 6, 7/6: Nos. 7—9, 1/17; No. 10, JNo. 11, 1/7; No. 12, 1/1. Vol. VI, ‘No. Liviceas No. 2, 2/1; Nos. 3—5, 7d.; No. 6, 2/1; Nos. 7—12, 7d. Vol. VII, Nos. 1—5, 7d.; No. 6, 1/7; No. 7, 2/1; Nos. 8—12, 7d. Vol. VIII, No.1, 7d.; No. 2, 1/7; Nos. 3—5, 7d.; No. 6, 1/7; Nos. 7—12, 7d. Vol. IX, Nos. 1—5, 7d.; No. 6, 1/7; Nos. 7—12, 7d. Vol. X, Nos. 1—5, 7d.; No. 6, 1/7; Nos. 7—12, 7d. Vol. XI, Nos. 1—5, 7d.; No. 6, 1/7; Nos. 7—12, 7d. All post free. Other numbers out of print. ALL DESIGNS POST FREE. No returns can be taken more than seven weeks from date of issue. wh Ca) ec | H. BAUER, “w. FIT-OUT [MODEL YACHT AND REPAIR SERVICE SPARS, SAILS, FITTINGS and ACCESSORIES For all Classes. To order only. DECORATIVE, WATER LINE, SHIP MODELS AND HALF MODELS BUILT AND RESTORED. Workshops – – 512, KING’S ROAD, CHELSEA, LONDON, S.W.10 BUS SERVICES: 11, 22, 31. | NEAREST STATION: EARL’S courr || THE WORLD CHAMPIONSHIP WON WITH SAILS MADE OF ‘ENDEAVOUR’ X.IL. YACHTS SAITLCLOTRH ARE FAST WATERPROOF : UNSTRETCHABLE UNSHRINKABLE Definitely faster and points higher. Lasts out many ordinary sails. A Few ‘“‘ A” AND WILL SAIL Class X.L. Results : International Championship, 1935, 1st; 1936, 2nd ; Allen Forbes IN ANY 1937, ist Trophy (International), 1935, 1936, 1937, all 1st WEATHER Wing and Wing Cup (!nternational), 1937, 1st P Ps : These new Yachts are the latest thing for fast racing work. Scandinavian International, 1934, 1935, 1936, U.S.A owe Eastern . U.S.A. all 1st Championship 1936, ’ 1937, 2nd All of the hulls are hand made in best yellow pine. ’ The two largest Yachts are fitted with Braine type automatic steering. 1st; Painted Pale Blue. Cabin Skylight extra. Prices : ’ is : : Mid-West Championship, 1937, 1st 17 in. Yacht with automatic rudder 21 in. Yacht with automatic rudder~ ; … … 27 in. Yacht with Braine type steering And sie f less ppORtant events. 36 in. Yacht with Braine type steering Used all over British Isles, India, Australia, Carriage extra. New Zealand, Canada, S. Africa, U.S.A., Norway, Sweden, Belgium, Denmark, France. = a Ee sx Pe: Ree tea ne 12/18/6 39/6 75/- SEND 6d. FOR BOND’S GENERAL CATALOGUE, Its 208 pages are sure to interest you. Sails made ordinary at rates. BOND’S TREFRIW, 357, W. G. PERKS, CAERNARVONSHIRE O’EUSTON EUSTON ROAD, “Phone: EUSton 5441-2 ROAD LONDON, LTD. N.W.1 Est. 1887 -—_SAILS=— CHAS. DROWN & SON Model Yacht Sail Specialists A World-wide Turkey Red Sails Reputation a Speciality : Fittings for and nearly a Accessories Quarter to Order of a Century : Sail Cloth : Sail Plans Send stamp for Price List 8, ULLSWATER RD., WEST NORWOOD, LONDON, S.E.27 When replying to Advertisers please mention MARINE MODELS.