Marine Models: Volume 12, Number 6 – September 1939

» WW S OOM SS NS S SW _——. ULddtsbddddd N ey, Ly Y, 4 Y VA 4 Uiitiilitiiiiiiitiiittttiy SN Yi y/ Mh lte S N\ aS S . MOOS ASA S WOAH MOO» 2 MQQnny»q»n»_ _ns»x»DDDDI ES lst ttttttttt y/ YjVipZ . Wl NS th; y y y iy, SD Wb MUMMY “iy caiman ‘NR NS : ca Yj4 SSS Wa 7/4 UMilssttitdsdsdd We Yitbidiglldda Z LLY’4 . SSSI We CLP LL LLM Ny Mb S – yy” YY” . LLa Upprdarase WYITIAA PRACTICAL p= Vol. XII, No. 6 his | Published on the Seventh of each Month ECH __ September, 1939 EDITORIAL been the American International Regatta for 6-m. held at Detroit. This was visited by a better still, but in the final he only scored 15 out of a possible 35 points, which spoiled his record. This year’s winner, Mr. J. Alexander, must be congratulated as his success is the outcome of many years’ trying. British team of three boats—two Scottish and one Irish. It is true that a British boat did not gain premier honours, but this is a minor matter. The British yachts were always to the fore, and one of them was second, while the others were well placed. It is a great pity that English clubs interested in this class were not represented also at one of the most important regattas ever held. It should be added that the British yachts did not attend the Detroit Regatta as an official M.Y.A. team, but were sent by individual effort. Yet this reflects even more credit on the skippers and those who made the trip possible. Hearty congratulations to all concerned! This regatta was also attended by Canadian 6-m., so four nations—Scotland, Ireland, Canada and the U.S.A.—were all represented. We understand that Canadian and American 6-m. are likely to cross the Atlantic to compete in next year’s Robertson Cup race, The British A-class Championship, which has just taken place at Fleetwood, produced an extremely close struggle, as a mere matter of eight points covered the leading four boats. The possible score for the event was 180 points, of which the winner made 135, exactly 75 per cent. His percentage would have been Our own International A-class races at Fleetwood resulted in the British representative winning once more. Of the present series of matches, which started in 1923, Britain has won fifteen and Norway two, none of the other competing nations having been successful to date. Of the winning boats, eight have beer designed by Mr. W. J. Daniels, Mr. Reg Lance, and Mr. Sam O. Berge have each designed two, and Dr. A. Thompson, Mr. T. H. Willey, Mr. W. H. Davey, Admiral A. Turner, and Mr. J. Alexander one apiece. Model yachts and steamers provided the piece de résistance of the B.B.C. Television Programme from Kensington Gardens, on August 12, as reported elsewhere in this issue of MARINE MODELS. Once again the Editor was honoured by being asked to arrange this part of the programme, but this would have been impossible to carry out without the able and enthusiastic assistance of the M.Y.S.A. (Kensington) and W.L.M.P.B.C. Hearty thanks are due to these clubs for their cooperation in making this event a success. We have been taken to task by a member of the A-class Regatta Committee for not giving the event more advance publicity, and for publishing an appeal to model yachtsmen ITH the publication of our Special \X/ September Number the 1939 Model One of Yachting Season draws to its close. its most noteworthy events has 138 MARINE to contribute towards the cost of sending an English 6-m. to Detroit, while we ignored the claims of our own International Regatta Fund. We therefore take this opportunity of advertising the true facts. The A-class Regatta Fund had a very handsome balance of £74 odd in hand over-subscribed for previous years’ regattas. Its case was therefore less urgent than the 6-m. fund, which actually was insufficiently supported to permit an English 6-m. to accompany the Irish and two Scottish boats. Further, we devoted half a page to a very cleverly worded appeal for the A-class fund (see page 53 of June number). We were NOT asked to publish any other matter in connection with this event. Had any further matter been sent in, it would have duly appeared. We are NOT therefore to be blamed for the remissness of this Committee in sending us news for publication. The earlier regattas of this series were run mainly by the late Mr. C. N. Forge (then Secretary of the M.Y.A.) with the assistance of a few local gentlemen at Gosport, directly under the control of the M.Y.A. Council. For these regattas two or three half-page advertisements were inserted in MARINE MODELS in May, June and July. Everything of importance bearing on the regatta, such as the receipt of foreign challenges, names of challengers, etc., was notified to us at once and published, so that interest was maintained. Each month the fund was open, names of subscribers and amounts were sent us for insertion. This can be verified by anyone who cares to turn up back volumes of this Magazine, or even before, when the only real publicity the sport got was in a monthly article in the Model Engineer compiled by the present Editor of MaRINE MOopELs. Readers can see for them- selves how much this year’s regatta was advertised in advance, and how much news was sent in for publication, since all club and association news, including matter about these regattas, for many years has been published in extenso as received. It is also a fact that not a single daily report was sent to the Editor, either in his capacity of Editor, or as an Individual Member of the M.Y.A., and it was not until long after the regatta that we learned who the foreign entrants were. Whether this is good staff- work or not we leave readers to judge for themselves. The obvious fact, however, remains that we cannot publish matter we do not receive. MODELS NEWS FROM EIRE AILING is at a pinnacle of success in Cork; S competitions abound; skippers are incessantly busy; model sailing and making have reached a peak—this is what I would wish to write truthfully, but must confess an absolute lack of news as August has been a closed month as regards competitive racing here. All the contests are therefore at a standstill. Chief cause is the dreadful condition of the Lough itself. Unhappily, weeds are so plentiful that to find a spot without them causes a small sensation. I join hands with ‘* Scoticus*’ in deploring the attitude of civic authorities to model racing. Funds for almost any other object can be provided, but for ‘*such a child’s pastime’’ it is, apparently, ridiculous. Practice sailing, of a kind, has been in progress at the Lough, and, at times, successful, interesting and speedy mass races have resulted—giving contestants reliable ideas of their prowess. One venture on “ foreign ’’ waters to record. On the accepted invitation of the Kinsale (Co. Cork) Regatta Committee, over 20 boats contested a handicap race there. Though the seawater conditions were not very favourable to ‘‘ pond sailors,’’ we succeeded, after an interesting tussle, in securing first and second places against the homesters’ third and fourth. Placed Cork boats were: Ist, *“Torch”’ (E. Lake); 2nd, ‘* Doris ’* (H. O’Shea). Kinsale’s third and fourth were: ‘‘ Kaiser ’’ (J. Coleman) and ‘* Naine ’’ (General Dorman). ‘* Torch ”’ is a local. A further race at Cove Regatta (August 15) was abandoned due to lack of wind, but will be sailed later in August. Both Cove and Kinsale (especially the latter) seem keen enough for a club. May the thought blossom forth! As they say in serial stories—‘‘ To be continued.” SEAN McSuIBINE. BOND’S O’EUSTON ROAD T is now fifty-two years since this well-known | firm of modelmakers’ suppliers started business. These years have been a time of steady expan- sion, and to-day Messrs. Bond’s carry probably the most assorted stock of modelmakers’ sundries in the world, ranging from complete models down to small-size bolts and nuts. We have just received a copy of their 1939-1940 Catalogue of 208 closely printed and copiously illustrated pages. It is indeed a comprehensive list and should be in the possession of every modeller. Many novelties are listed, including a new, large-size gear pump, some new sizes of gear wheels, and quite a range of new tools. A new modelmaker’s plane shown should be admirable for wooden hull work, and metalworkers should see the lathes that have been added. Whether the marine modeller is a metal or wood worker, Messrs. Bond’s can supply suitable tools and materials. Moreover, it is very convenient to find all one’s needs under the same roof. Altogether this is a capital and most interesting list, and we advise every reader to send his sixpence to 357, Euston Road, London, N.W.1, for a copy. MARINE PETROL ENGINE MODELS & HYDROPLANE 139 TOPICS By KENNETH G. WILLIAMS (Continued from page 118.) “ A LL ship-shape and Bristol fashion.” This is a well-known West Country saying, and if you ask any Bristolian what it means he would tell you it is the equivalent of “100 Al at Lloyds and then some.” It goes back some centuries and was probably well known to and used by John and Sebastian Cabot, who sailed from the Port of Bristol to seek the then uncharted shores of America. This love of perfection in a good job of work and the urge to break new ground is still a trait of these hardy folk, and it extends even into the realms of our small racing craft, as evidence of which I am able to bring to your notice as fine a piece of engine design and construction as I have ever seen in connection with these hydroplanes, The engine which appears in the photographs is of the single sleeve valve type, and is the work of Mr. George Noble, whom you know as the mainstay of the Bristol Model Powerboat Club, and the design has been worked out by his colleague, Mr. Amor. The principle of this valve was originally developed under Burt and McAllom patents, and this construction has been very much in the public eye recently on account of the remarkable results being obtained by the Bristol Aeroplane Company from the range of radial engines of this type which they now produce. The single sleeve valve is by no means new, for the patents covering its method of operation were taken out 30 years ago, and the Argyll Company produced engines embodying it in 1913. But here the matter rested until about 1925, when the Continental Motors Corporation of Detroit took up the patents, and two years later produced a radial aero engine. Interest was also taken in the design by Barr & Stroud, of Glasgow, resulting in the production of a single-cylinder motor cycle engine of 350 c.c., which was a very sweet running unit, but it was never fully developed, partly because, in my estimation, of the limitations of materials then available. FRONT END OF THE SLEEVE VALVE ENGINE, showing inlet manifold and auxiliary drive casing At about the same time the Bristol Aeroplane Company entered the field, and it is interesting to record that their experimental department spent no less than four years in development work on single- and twin-cylinder test units before a complete engine design was put in hand. Reliability, coupled with high performance, has now been achieved, and the present range ranks with the best poppetvalve aero engines for both civil and military purposes, while the builders believe the sleeve valve to be capable of development far beyond the present recognised limits of the poppet type. Other engine builders are nown to be experimenting, but it follows that since production is limited at present to only one concern, information is somewhat difficult to obtain, so it will come as a pleasant surprise to most speedboat fans to learn that an engine has been developed in our sizes. It is a single-cylinder unit, having both bore 140 MARINE MODELS and stroke of lisin., so that it comes into the 30 c.c. class. A study of the sectional views reproduced in this month’s Supplement, based on drawings kindly loaned by Mr. Noble, will reveal the careful thought which has been given to the lay-out, and how every part has been blended into the design as a compact unit with all the auxiliary drives grouped at one end. The crankcase and cylinder block, with the cooling fins cast on, are formed as one unit in aluminium alloy, and embody the brackets for mounting the engine in the hull. The valve sleeve of close-grained cast-iron, has a running clearance between both the cylinder block and the cylinder head, which overlaps the top of the sleeve to seal the ports except during the inlet and exhaust periods. The massive crankshaft is machined from a solid billet of nickel chrome steel, and has counter-balance weights riveted on. At the driving end adjacent to the outside flywheel, a heavy duty ball bearing is provided, housed in a steel shell, screwed to the crankcase wall, while the timing end of the crankshaft runs in a white metal-lined bronze bush. We can observe here how the designer has kept in mind ease of assembly, for this bearing is carried on a bulkhead plate, closing the side of the crankcase, sandwiched in between the main casting and the timing gear housing, which latter encloses in its base the oil pump, driven from the crankshaft extenston. The gear housing also carries the fuel pump higher up, and the drive is taken from the half-time shaft. The forward end of the timing case is enclosed by a cast cover-plate, supporting the ignition make and break, and having also an oil pressure indicator and relief valve built in, connected by the drilled oil ways. Nickel chrome steel is used for the sleeve operating crank, formed in one with the halftime wheel, and it carries a bronze ball to allow universal movement in the cast-iron socket, which is integral with the sleeve. The connecting rod is machined from solid duralumin and has a split big end, enclosing a white metal-lined gunmetal bush, all secured by high tensile steel bolts and nuts. One of the most remarkable features of the engine is the complete oil pressure feed system provided. Oil is drawn from the sump by the oscillating pump via a short, flexible external pipe and fed through the drilled oil way in the timing cover, which will be ANOTHER VIEW OF THE ENGINE, showing exhaust ports, carburettor and fuel pump. noticed in the drawing adjacent to the pump block, to the timing end of the drilled crankshaft, through which the timing side main journal and the big end receive their supply. Another drilled oil way, which does not actually appear in the sectional view leads oil to the main bearing of the sleeve operating crank, and through this to the ball joint. Oil mist in the crankcase suffices for the drive side main ball bearing, while the small end of the connecting rod and the piston rely on splash as in most designs. Surplus oil drains down the crankcase walls and returns to the sump through a gauze filter provided at the joint between the two. A small spring-loaded piston facing the timing end of the crankshaft functions as an oil pressure indicator since the tail rod protrudes through the timing cover, and the piston also forms an unloading valve allowing a direct oil return to the sump through the drilled oil way and a short external pipe. The unloading pressure may be varied by using springs of different strengths and adjusting MARINE the small hexagon nut retaining the spring. I am sure readers will appreciate the clever way in which the designer has arranged the shaft extension for the oil pump drive, allowing easy assembly while maintaining a clear oil way through the shaft centre. The small taper pin which passes through the timing gear wheel boss, crankshaft and pump shaft, is smaller in diameter than the oil hole, and does not impede the flow. The same arrangement of taper pin fastening has been adopted to secure the oil pump driving eccentric to the half-time shaft. Space restrictions will not permit giving more drawings of the engine in this issue, but I shall include next month views of the cylinder and sleeve port development, as well as sections of the fuel pump, and a very ingenious oil pressure cylinder device, which is arranged to open the throttle and advance the ignition timing after the boat has been released. The limit to r.p.m. in engines with positively driven valves such as the single sleeve and rotary types is imposed by the stresses the moving parts can stand up to, so it is necessary to guard carefully againt over-revving on no load. Mr. Kerswell, another member of the Bristol Club, proved this point very conclusively with an engine having the “‘Cross” type rotary valve; the speed went up to something like 20,000 r.p.m., when expensive noises occurred. The con. rod had parted under tensile stresses, and an almost complete wreck was the result. It is worth remembering that when over-revving, it is always the tensile stresses that cause failure. Engines having poppet valves controlled by springs, have a safeguard in that valve float usually sets in well below the mechanical danger point, and prevents a blow-up from this cause. Mr. R. C. Cross, who is the designer of the valve bearing his name, takes a kindly interest in these small engines which we build, and recognises that they are very far from being mere toys. In conversation with him recently, I men- tioned that our leading engines now develo something like 75 h.p. per litre at about 8,000 r.p.m., and, making a few rapid calculations, he informed me that this represents about 145 lb per sq. in. B.M.E.P., which he considers very good indeed. This information is very encouraging and should spur us on to further efforts. MODELS 141 The holidays are but a memory now to most of us—my own were spent on the south coast, making the acquaintance of sailing. The first time you manage to leave your moorings and then get back again all under sail, without having to start the engine, it gives you a real kick and you begin to feel you know all about it; then, next time out, you run aground on a falling tide and don’t feel so clever after all. But it’s all grand fun, and makes a fine holiday—all too short, of course. While engaged in these pastimes, I saw details of Sir Malcolm Campbell’s new craft, “Bluebird II,” in which he hopes to raise the World’s speed record of 130.93 m.p.h., which he already holds. The hull is a joint product of Mr. Apel, the American chief designer of the Ventnor Boat Works, Inc., and Vosper, Ltd., of Portsmouth, the latter concern being the actual builders. In appearance, the new hull follows closely the design which was illustrated in these notes in March last, but is rather shallower, and has a streamlined fairing extending from the bows to the extreme stern, covering the cockpit and the power unit. A difference to be noticed concerns the under-surface, which is slightly concave, although the chamfered-off edges are retained. A photograph of the partly finished hull, before the deck was added, impressed me very much by the close resemblance between the general construction of this craft and that used in many of our model racing hydroplanes, which employ the same features of two main members running the full length of the hull, carrying the engine and tied up to a number of skeleton formers, thus making an enormously stiff structure so necessary to resist the terrific stresses imposed on a racing boat, which is intended to be run absolutely flat out. The motive power in “ Bluebird II” is provided by a supercharged V12 Rolls-Royce aero engine, formerly in use in Sir Malcolm’s record-breaking car “ Bluebird,” and originally developed for the Supermarine S6B racing seaplanes. It runs at about 3,000 r.p.m., and a gearbox steps up the speed at the propellor shaft to approximately 9,000 r.p.m., which is just a little higher than our small propellors run at. I have just heard that at the first try-out (Continued at foot of left-hand page 142.) column of 142 MARINE MODELS (Continued from page 114.) HIS month I am able, through the cour- T tesy of Mr. T. B. Hodgkiss, of the Guildford M.Y. & P.B.C., to give details and photographs of a very useful plant, which he has constructed. This is a powerful outfit capable of propelling a heavy 6ft. model —though the hull in which it will ultimately function has not yet been decided upon or built. The whole plant is mounted upon a steel girder frame, so that it can be lifted in or out of the boat in one unit. Both the engine bedplates and the boiler are mounted direct onto longitudinal girders, which are angle PETROL ENGINE & HYDROPLANE TOPICS (Continued from page 141.) on the water the speed reached, without extending the engine fully, was 118 m.p.h., and that Sir Malcolm is very pleased with the way the boat behaves in general, but that he wants a dead-calm on the water before making the actual attempt on the record. This desire for a smooth surface is very much in evidence in model hydroplane racing circles among the owners of fast boats, and one cannot but admire their sportsmanship in running their boats, whatever condition the pond may be in, to help make a good show at regattas, when a capsize may mean a burst engine, entailing much hard work in repairs, or even put them out of racing for the rest of the season. Now that the workshop season is approaching once more, I quite expect some hulls of the Ventnor pattern will be put in hand, and no doubt we shall see what results they will produce at next year’s competitions. (To be continued.) steel, Sin. x 3in., and a very rigid job results. The engine is a twin-cylinder job, doubleacting, with Zin. bore and in. stroke, and the boiler 12in. x 5in. Starting with the engine, the bedplate is tin. bright, mild steel plate. The main bearings are mounted direct onto the bedplate, and consequently wells have been cut for the cranks, flywheel and valve eccentrics. The cylinders were cast by Messrs, Stuart Turner, from a pattern made by Mr. Hughes, a fellow-member of the club. They are cast with the steamchests fore-and-aft turned outward so as to get the cranks as close together as possible and minimise the coupling effect. In fact, they are similar to some inside model locomotive cylinders, The cylinders are mounted on a cylinder plate on top of four steel tapered columns. This plate is also jin. bright, mild steel plate, and has holes for the stepped bottom cylinder covers. The bottom cyclinder covers are held on by four screws and two bolts apiece. The two bolts on each cylinder pass through the cylinder plate and hold the cylinders down in position. The top cylinder covers are held on by six studs each in the usual way. There is a largish screw in the centre of each cover to allow the cylinders to be doped with oil after running. The bottom cylinder covers have the usual internal packing glands. The pistons are of bronze, as are also the crossheads, while the slide is in the form of a flat steel plate. The bottom ends are bronze and split in the usual way. Holes are provided in the bottom ends for lubrication. The cranks are set at 90°. By the way, the starboard columns of the frame are vertical and the slide plate is secured to these. MARINE PLANT BUILT BY MR. T. B. HODGKISS, The eccentrics driving the valve gear are again perfectly normal and consist of split bronze straps with steel eccentrics. The valves are ordinary type slide valves made of phosphor-bronze. The flywheel is at the forward end of the engine and has two driving pins. A clutch effect is obtained by fitting a sliding sleeve carrying the T-piece on the lay shaft. This is moved in or out of engagement, as required, by means of a forked lever, like the gears of a car. The drive is taken through a cross-shaft driven by skew gears to the twin propeller shafts. A very large displacement lubricator is fitted on the starboard side of the engine. There is a pipe to each valve chest, and the STARBOARD SIDE OF ENGINE MODELS GUILDFORD 143 M.Y. & P.B.C. flow of oil is separately regulated for each cylinder by the screw-down needle valves, which can be seen in the view of the port side of the engine. The pump drive is taken from the after end of the engine, but the pumps were not in position when our photographs were taken. It should be added that apart from the casting for the cylinders, the whole engine has been built up. At the time he built this engine Mr. Hodgkiss had only an old woodturning lathe, and he did the whole job on this. It will be observed that the steam pipes were disconnected when the photographs were taken; also that the end of the smoke box has been removed to show the superheater. The latter consists of about 3ft. of tin. dia- 144 MARINE meter copper tube. A feed-water heater is also fitted in here. The boiler measures 12in. x 5in., but this includes 2in, at the forward end, which is given over to the smokebox. The boiler is of the usual marine centreflue type. It is soft soldered with flanged and riveted ends with two longi tudinal bronze stays. The shell is made from 16 gauge seamless copper tube with thicker ends. The centre flue is 23in. diameter with six rein. cross-tubes, hard soldered. These are lighter gauge copper tubes. The boiler is fitted with a steam dome, which was made from a reducing socket from an old refrigerator. The top is formed by a disc silver-soldered into this, and the 6-way head is a model loco fitting. The main steam pipe, steam gauge and safety valve all lead off this, and there are two extra heads for anything extra that may be required. The feed-water pipe leads into the lower part of the dome and is continued down inside to the bottom of the boiler. A 4in. red line water gauge is fitted. The boiler is lagged with Hallite sheet, as used on motor car pipe joints, held on by tin. bands of 26 gauge copper. The Editor passed me an interesting letter from a member of the Derby M.Y.C., Mr. Walter G. Hunt, 139, Clarence Road, Derby, anent my last month’s article, describing the Guildford models of ‘* Braemar” and “ Philante.”” Mr. Hunt encloses several illustrations MODELS from the Motor Boat and Yachting, showing the prototypes of these models, and mentions that he is a regular reader of this paper, which he says should be most helpful to prototype modellers. Unfortunately, these photographs cannot be reproduced here, for two reasons. The first is that they are, no doubt, copyright pictures, and the second, that generally speaking, original photographs are wanted for reproduction purposes. However, Mr. Hunt’s advice is very sound, and modellers should endeavour to take as many magazines as they can relating to their hobby, and in modelling a prototype vessel it is highly desirable to get hold of every possible picture of the original ship. I recently ran across an old acquaintance, Mr. A. E. Squire, now of the Malden and District S.M.E. I first met Mr. Squire some five years ago. He was then living up North and was a member of the Tynemouth M.Y.C., which had a strong powerboat section. The occasion was a regatta at Victoria Park, which he had come up specially to see. The outcome of a conversation I had with him at this regatta was that he went home and produced a freelance launch model, “* Comet II,” which had a number of most original features. She was a flash-steam turbine-driven model, with a blowlamp in which, instead of having the fuel in a tank under pressure, the fuel is carried in an ordinary tank not under pressure at all, and is pumped thence to the burners. When PORT SIDE OF ENGINE MARINE MODELS 145 ——> To AiR BotTre . & BURNERS. eas — ae a FUEL OF PUMP BLOWLAMP BUILT BY MR. A. E. SQUIRE Not to Scale Mr. Squire came South to take up a position at the National Physical Laboratory, he left this model with a clubmate, and though built over four years ago, I understand she is still running perfectly and giving great satisfaction. Mr. Squire has now another model under construction. This is another free-lance launch, and her plant has many interesting features. I am not giving a description of this now, though I hope to do so on a future occasion. What I am going to describe, however, is her blowlamp, which is similar to the one in the turbine model referred to above, since many people have had an idea of a blowlamp on this principle but this is the first successful one I have come across. Now I think it may be as well to start by mentioning the main advantages and principles on which this pump has been worked out. When a pressure container is used, it has to be a heavy, strong constructign for safety’s sake since it contains highly inflammable spirit under very considerable pressure. If a light tank can be substituted, considerable weight can be saved. In a pressure tank considerable fuel space has to be sacrificed to air space to maintain as steady a pressure as possible, but even then pressure is bound to fall off as the fuel falls lower. Again, if pressure is supplied by pumping fuel direct to the burners, and the pump is run off the engine, it is obvious that the pump will only run just so long as the engine is working. Hence, if there is an accidental stoppage, the fuel will cease to be pumped, so that risk of either burning out the boiler or smothering the boat with petrol or par- affin is eliminated. In the previous paragraph I have given the more obvious advantages of this type of lamp, and one might roughly consider how such a pump should be operated to give these ad- vantages. One of the difficulties is that if the pump leaks, it would saturate the inside of the boat with petrol or whatever is being used for fuel. In Mr. Squire’s lamp the fuel pump is situated inside the fuel tank, so that any slight leakage is of no importance whatever. Another difficulty is that of regulating the fuel supplies to a nicety, but with the pump inside the tank this can be done by means of a by-pass without any extra piping. As a matter of fact Mr. Squire lets the by-passed fuel discharge onto his pump, which it serves to cool. An air bottle is fitted between the pump and the burners to smooth out the impulses of the pump. Now for actual particulars of the construction. The fuel tank can be made from any suitable well-made can. Mr. Squire actually used a quart tin, which had once contained fluid for Lockheed brakes. An opening is cut on the top side to allow the pump unit to be inserted. The cover for this opening (which, by the way, must be held down by studs or in some similar fashion) also carries the pump unit mounted on its underside, so that the whole thing can be lifted out as required in one piece. A stiff backplate is fixed vertically under the cover, and this in turn carries the twinpump barrels. These are mounted with their open ends vis-a-vis so that a single doubleheaded ram serves to actuate the pair. The 146 MARINE centre of the ram has a flat-sided boss with an elongated hole for the driving pin. The pump drive motion consists of a rocker arm mounted on a spindle and having a fork at the lower end carrying the driving pin. The spindle itself is mounted in two bearings on the top side of the cover plate. The outer end of the spindle is bent down to form a driving arm, which passes down outside the tank parallel with the rocker arm inside. If the reader can follow the above explanation, it will be clear that if this driving arm is moved backward and forward with a reciprocal motion, the pump will operate. This is driven from the main engine, the drive being arranged so that it can be instantaneously connected or disconnected as required for starting up. As the pump is mechanically driven, obviously means must be provided to pump fuel to the burners until steam is raised. If the mechanical drive is disconnected, the driving arm can be operated by hand. For easy connection and disconnection what is known as a “ gab end” is used. This is similar to what was used to operate the valve gear in early steam engines. I fancy that “sab” may be a corruption of “ gap.” At any rate, it consists of a hinged connecting link with a fork end, so that it can be simply lifted out of engagement. rl ~©) o A GAB END Having described the pump motion, let us return to the pumps. These discharge into a common delivery pipe which is fitted with a spring loaded by-pass valve with screw- down adjustment. The inlet pipes are carried down nearly to the bottom of the tank and fitted with strums (gauze strainers). From the pumps the fuel is carried to the vaporising coils. In order to maintain a steady pressure, the impulses of the pumps are smoothed out by means of an air bottle connected to the delivery pipe. The air bottle consists of a hermetically sealed vessel filled with air. As pressure is built up by a pump stroke, the air is compressed, and between strokes the compressed air tends to expand again, thus damping out inequalities of pressure. How nearly an air bottle produces an equal pressure depends mainly on its size in MODELS relation to the pumps served. As an air bottle functions by building up air pressure, obviously it must be arranged so that the fuel does not find its way into it. In order to ensure this the branch pipe connecting the air bottle to the delivery pipe is carried down below the level of the bottle and then turned up into the bottom of it. In other words there is a down loop to trap the fuel and seal the air-lock, and as the only orifice in the bottle is at the bottom no fuel can find its way in unless the boat is heeled to such an extent that the loop comes level with the bottle. Now although the fuel in the tank is not under pressure and the tank can in consequence be of light material, there is very considerable pressure on the delivery side of the pumps, and the delivery pipe and air bottle must be stout enough to resist this. In the lamp Mr. Squire built the air bottle was carried on the outside of the fuel tank, but if desired it could be inside the tank, and its position must be governed by the builder’s convenience in regard to the boat for which it is intended. An additional refinement in Mr. Squire’s boat was the fact that lamp, boiler and engine were mounted on a pair of longitudinal girders, so that the entire plant could be lifted in and out as a unit. This, of course, saved disconnecting the pump drive, besides being very convenient in every way, but the feasibility of doing this depends entirely on the superstructure of the model. One further little point is that Mr. Squire’s lamp had twin burners, and each of these could be separately controlled by a screwdown valve. I have mentioned that the fuel container was made from a quart tin, and it may be of interest to give sizes of the various parts of the lamp. The twin pumps were each 5 /32in. bore by Hin. stroke. The pump drive spindle is a piece of 5/32in. steel rod. The twin burners are 14in. diameter. Whilst I was in his workshop Mr. Squire was kind enough to show me one or two little dodges which I have much pleasure in passing on to readers of this Magazine. When one wishes to join two pipes with a union, the usual method is to silver-solder a collar onto the pipe to form a flange for the union. Instead of doing this Mr. Squire has a method of belling the pipe end to form a shoulder. A jig is made from two pieces of tin, MARINE dpe MODELS 147 Tis We is 56 -0-O-OJIG FOR BELLING ENDS OF PIPES (See Text) square, mild steel with holes to take pipes of din., 5/32in., jin. and tin. diameter. The whole thing is about 3in. long and has locat- ing pins at the ends so that the two halves of the jig always register exactly. To picture what the thing is like think of the old stocks still to be seen in many country market places. The top ends of the holes are opened out with a countersink. Actually a 60° countersink was used, which is quite a convenient angle. The holes through the jig are just the right size to hold the pipe firmly without crushing it. The method of using the jig is to clamp the pipe firmly in it. The end is then belled out, using the back centre of the lathe. Another little gadget used by Mr. Squire is a filing steady. This consists of a single roller mounted on a pin, which is in turn set eccentrically on a disc. This disc has a sort of central shaft, by means of which it can be mounted in the tool post of the lathe. The roller is of grey fibre and is free to revolve on its pin. The whole outfit looks remarkably like a shaft with a disc web and overhung crankpin. As this arrangement has an eccentric effect the roller can be readily adjusted to any required height, and held firmly by means of the clamp in the tool post. Although this little appliance can be made any size to suit the worker’s convenience according to his lathe, the size used by Mr. Squire should cover most modelmakers’ needs. The shaft, which is held in the tool post, is 13in. long and 3in. diameter mild steel rod. The disc is lin. diameter by ;;in. thick. The pin is jin, diameter, and the roller 14in. long by 4in. diameter. One little point about the pin is that its head should be as thin as possible or else recessed into the fibre so as to permit the steady being set close to the chuck jaws. Of course, the diameter of the head must be less than that of the fibre so that the file does not touch it. There has been some suggestion of raising the weight limit of the small flash steamers from 7 lb. to 8lb. Certain builders of this class have found it difficult to get down to the lower weight and produce a boat that will put up a satisfactory performance. One argument that has been used in its favour is that whereas the large steamers which are classed with the 30 c.c. petrol boats have a 16 lb. limit, the small steamers which rate with the 15 c.c. boats have 7 lb., although 8 lb. would be proportionate. Whether, strictly speaking, the cubic capacity of one sort of engine can be compared with the total weight of a boat engined with a totally different type of plant is rather doubtful, but it is one of those things that have worked out well in practice so far. Against any change is the fact that there is at the moment very little in it between the performances of steamers and I.C. engined boats, and one at least of the small flash steamers has lapped at considerably higher speeds than have been touched by the petrol boats. Obviously, the M.P.B.A. cannot be continually changing the rules that govern classes, but if it is a fact that 7lb. is really too light the matter will have to be rectified. The Association is one of clubs and therefore governed by the wishes of the majority. It would therefore be of great interest to have the views of builders interested in this class and having actual experience of it, and I am sure the Editor of MARINE MODELS would open the Correspondence columns of the Magazine for a discussion of the pros and cons. (To be continued.) 148 MARINE A MODELS 120-GUN FRIGATE MODEL OF 1805 By G. W. MuNRO Y way of a change from my _ usual plans of prototype vessels, | thought our readers might be interested in a job of restoration on which I have been working during the past few months. In the first place a few notes on the model will doubtless be of some interest. One afternoon about fifteen months ago, | was having a chat with a friend who has a model shop, and he asked me if I had seen the model which a lady had broughtin, saying some young boy might like to repair and rig it. He produced a shapeless mass of dust about 18in. long with bits and pieces hanging all over. There was no sign of masts or yards; about half the guns were missing, and great gashes could be seen in the upper deck and the poop. A casual glance told me there might be something in it, although the name “ Victory,” very carefully written on the stern, put me off. However, I said | would take a risk, and we concluded the bargain at 12s. 6d. The first thing to do was to photograph the model from every angle with a large number of close-ups included. After that, a few small boxes were used to act as storerooms for the various fittings and pieces— each class of detail having its own box. The guns were all removed, the poop and upper deck prised off and carefully put away. The stern galleries and transom piece were carefully examined and then taken off. With so much removed the bare hull was now ready for a thorough clean up. In the meantime | carefully measured the length of keel, length of gun deck, extreme beam, draught, etc., and jotted these down on a sheet of paper. It was clear from the start that she was not the “Victory,” but most likely a French vessel. The nasty thought that she had been made from memory by French prisoners-of-war to represent their own ship and that as a compliment a famous English name had been carefully penned on the stern took some driving out. Although the vessel was emphatically not the “ Victory,” she was certainly of the same period and class, possibly a little later. I estimated that she would carry about 120 guns and a number of other lighter arms, such as carronades, etc. This led me to compare her figures with those given in Edye’s “Equipment of Ships of War,” 1832. By reducing the various measurements from feet to inches and dividing those of the model into the known ones of the prototype, I found that the scale was | / 12in. to the foot. A check on the beam and other factors soon confirmed that the model is to scale, and not very different in dimensions from our own vessels of this class. The cleaning and scraping was then started. The bottom of the model was beautifully coppered and, though pitted a little here and there, soon took on its original shine. The wales looked interesting, and after the decayed french polish had been removed it was easy to see what had been done. Whalebone had been used for the wales, and I can recommend this to other modellers for similar jobs where planks have to be bent round the hull. The finished surface is particularly good and takes on a smooth, dull finish. Boot stain has also helped to bring back the original black strakes to their proper colour. The gun strakes are of boxwood veneer and french polished very lightly to keep down excessive shine. The foundation of the hull seems to be of pearwood, but it is difficult to tell with the coating of age and paint. However, the method of construction is a good one, and can be recommended. The hull has been carved out of the solid, or built up bread-and-butter fashion, and the keel, sternpost and stem let into the hull. The interior of the hull has been hollowed out to the correct measurements of inside the timbers. A few deck beams were then let in at intervals to support the lower deck, which is a plain piece of pearwood with camber on the upper surface and two holes cut in to represent the hatches in the waist, similar to those on the main deck shown on the accompanying plate. This deck was coated all over with red paint. The lower deck gun ports were then cut out and to hold dummy that the a long strip of wood fastened inside down the lower deck and act as gun carriages. It should be noted top edge of this strip of wood must come to the correct height for a gun carriage. The main deck is treated similarly to the MARINE lower deck, but as the needs fuller details at model the original king on the main deck were waist can be seen it On the that part. planks and hard stuff in fairly good condi- tion, but the ordinary deck planks were damaged. Here, | lifted the planks and glued and pinned some holly veneer on either side, and lined it to represent a planked deck, as shown on the plan of the main deck. The king plank is of walnut and the hard stuff is some blackwood. Small ring bolts were made from very fine wire and fastened to the deck with wire staples of the same gauge. The gun carriages are mass produced from a long strip of boxwood grooved to represent the steps, etc., cut off in widths, a groove filed in the top to hold the gun, and four small discs glued and pinned at the base to represent the wheels. The gun carriages are glued to the deck. A slip of paper, lined to represent the interior detail, is glued along the inside, but it is doubtful if this will be seen on the finished model. The position of the opening in the upper deck is shown as a dotted line on the main deck. The guns on the lower deck and those away from the waist on the main deck, are turned from brass nails with the point left on. They are driven into the strips of wood which hold the decks down at the sides. The interior of the gun ports is all painted red. Small port lids are cut from boxwood and dowelled and glued to the yellow strakes above the portholes. On their upper surfaces they have small strips of paper glued to represent the iron hinges; they are painted black on top and red underneath. The upper deck was completely renewed and a template made from the old one. A strip of pearwood was taken and lined down the middle and then marked off at scale 4ft. 6in. to each side of the middle to give the position of the king planks. The deck was then planed to represent about Zin. to the Ift. camber. Veneer was then lined up to represent deck planking with the proper shift of butts and glued down to the pearwood deck. Of course, the holes were first cut in the pearwood to represent hatches and waist, and the veneer was cut to lengths between these distances before fastening down. The width of the upper deck, unlike that of the lower and the main, was taken to the outside of the hull ready for the bulwarks to be built up on top. MODELS 149 It will have been noticed in arranging for the masts, that they are supported by two decks, and rest on the third, i.e., the fore and the main pass through the upper and the main decks and rest on the lower. The mizzen passes through the poop deck, and the upper deck rests on the main. At about this juncture I decided to take off the lines and write up the details for readers of MaRINE MopeEts. First of all, I followed my own instructions given in last month’s article on Wooden Merchantship Building, and can safely say that the practice is just as easy as the theory (see plate facing page 141). The curve and rake of the stem was studied and tried with a pair of compasses, and soon proved that the rabbet line was mostly an arc of a circle. | However, after numerous measurements by triangulation, I felt satisfied that I had the ends of the vessel very accu- rate. I then felt that I could lay the model over the drawing and see how it filled the shadow, so to speak. The result was good, and, after one small adjustment at the foot of the stem, I started taking off the lines. A pair of proportional dividers was used for all widths by setting them at 1:2 and marking the plan for half breadth. By a stroke of luck I found that a Woolworth’s micro- meter placed under the keel, and pointed up- wards, exactly touched one of the water lines; this gave me a definite shape about half-way between the L.W.L. and the keel. As the lower edge of the wales was very close to the L.W.L. most of the way, and as it is thicker here, it formed a fairly easy line to take off. Measuring the breadths of the upper deck at each of the sections also helped, as the tumble home here is mostly parallel, and the body plan was soon got under weigh. While dealing with the drawing of the plan it should be noted that the keel has slight rake: it is tin, deep at the stern and ;3;in. at the stem. This is the first time I have noticed this feature on a ship of this class. The sternpost is made of solid copper for some unknown reason, and the false sternpost was missing from the model. The one I have incorporated in the drawing cannot be very different from the original as the dimensions are fixed at the heel and there is no play between the afterside of the tuck and the foreside of the rudder post hole. More than half of the decoration on the stern was still in place, and where one piece of 150 MARINE carving was missing on the one side it was still intact on the other. The view of the stern can therefore be taken as exact. It is painted black with natural boxwood coloured carving, the interior of the row of ports on the main deck is blue and the interior of the gun ports and rudder post hole on the lower deck is painted red. The original stern piece was carved out of a solid piece of wood and a recess cut in on the fore side, and a sheet of veneer, lined and pieced to represent windows and doors, fitted into the recess. The rails and turned stanchions or supports are made in very much the same way as they are drawn: a long strip of wood is beaded on each side with a piece of old soft steel filed to represent a jig the shape required. The strip of wood was then cut across its length with a sharp razor blade as a guillotine, and the stanchions were ready to slip into their grooves under the rails on the stern walks and galleries. After I had pierced the sheets of veneer for the windows and doors I glued small strips of old photographic film at the back of the windows and lined them with brown ink to represent the tiny frames. The doors were done in the same way, but veneer was used in place of film. On the original, tinfoil was used for the inside of all windows, but | think my method looks more realistic. All of the carving was done with a dental drill, if they had such things 140 years ago, and I have yet to attend to these replacements. The figurehead is missing, but one day | was turning the model up to shake the dust out and a rattle that had annoyed me turned out to be bits of the original figure of a man with a staff in his hand, with other supporting work. The one I have drawn is purely imaginary, but based on similar French ships. Rosewood seems to have been used for most of the carved rails, etc., and the idea was to bead some grooves to represent a panel with a thick bead in the middle. The thick bead was then filed diagonally to represent cable-laid rope similar to that shown at the tuck in the stern view on the Plate. My purchases so far have been a few small sheets of holly, rosewood and walnut veneer, and -/xin. boxwood. I have not yet replac ed the bulwarks, but they will be exactl y the same as on the original. They are carved with the flare as shown on the body plan, MODELS and where rails are required, these are let in for the full thickness and the top rail then glued on over the whole. Between the gun carriages are short lengths of veneer about ;in. wide with a number of pins driven in to represent a rack with shot in place. I shall most likely use lead shot glued into small holes for this purpose. The reader may see these racks on the drawing between the guns on the upper deck. Another detail that must not be forgotten is the deck pillars in the waist of the ship. These are shown as black dots on the main deck plan, making two at each end and one at each end of the beams in the waist. These pillars are turned from brass wire or nails with beading similar to that of a round chairleg. They can be seen close up to the dotted line on the main deck plan showing the opening in the upper deck. Small gun ports are cut in the bulkhead between what I have called the upper deck and main deck, on either side of the bowsprit. These can be seen as dotted lines in the thickness of the bulkhead, The mention of the above has just drawn my attention to the names I have given these decks on the Plate, and I find that I have missed out a deck in my references. On the old French plans these decks are called 1st batterie, 2nd batterie, 3rd batterie and gaillard (i.e., castle). The English equivalent of these decks is: gun, middle, upper and quarter deck. What I have referred to as the main deck should be the upper, but as these are only names, and to prevent confusion in the reading of the plan, I shall continue with the misnaming. In any case, on these ships the quarter deck and fo’c’’sle are continuous; the word “ gaillard”” has no English equivalent. There is no rule for the names of decks, and we still have this confusion in shipping to-day similar to the names given to the masts of a multi-masted sailing ship. The masts for the model have been prepared to some extent and | shall content myself with merely fitting the lower masts at first. These have been made from woode n knitting needles and shaped to take hollywood checks and paunches as shown in the profile plan. First, strips of paper to repre- sent the iron bands were glued on at regular intervals, then the hollywood was shaped to the mast and grooved to fit over the bands, and glued in position. The woolds were fine MARINE strands of dark-brown silk dipped in glue and wound round until sufficient width appeared. The masts of French ships were all white with dark wooldings. Edye gives the dimensions of the masts and yards for a 120-gun ship as follows: Lower foremast, 36yd. 28in., and 363in. dia.; lower mainmast, 39yd. 32in., and 40in. dia.; mizen mast, 27yd. 8in. and 244in. dia.; bowsprit, 25yd. lin. and 36Zin. dia. For the modeller this should read in actual figures: foremast (deck to trestletrees), 441n. and tin. in dia. at deck; length of head, Iein. and in. dia.; mainmast, 43in. (deck to trestietrees) and very nearly ;sin. dia.; length of head, 1+4in., ;in. dia.; mizen mast (deck to trestletrees), 4;%;in. and nearly tin. dia.; length of head lin. and gin. dia. The bowsprit is 3Zin. long on its top surface, as shown on the profile plan. I have been trying to make certain of the number of shrouds for each mast, and on the profile | have so far marked them on the deadeyes so that the chains will clear the gun ports below. My latest information is that the fore lower mast should have 10 shrouds on each side; the main, 10, and the mizen, 7. All of this has still to be certified, but I was fortunate in finding some fairly accurate French models of the same period in the Science Museum, and shall go into this later. MODELS 151 CLAPHAM M.Y.C. This month we have to report a further success in our 36in. class inter-club programme. On July 23 we had the pleasure to welcome to the Long Pond, for the first time, a team from Littlehampton. As, unfortunately, one of the visitors was unable to be present, the home club produced a boat to make up the number. A start was made at 2.0 p.m. in a moderate South-West wind, which brought about some very close racing. One round being completed by 4.0 p.m., a second was started, to be interrupted half-way, when the teams adjourned for tea. The second completed, Mrs. C. W. Chandler concluded a really good day’s sport by presenting to Mr. O. Cutler the prize for the highest score of the visiting team. Final scores: Clapham, 207; Littlehampton, 153. Individual scores—Clapham: D. Knight, 41; R. J. Burton, 38; R. J. Beale, 37; G. W. Fitzgerald, 35; J. R. Godolphin, 30; G. E. Manston, 26. Littlehampton: O. Cutler, 40; J. Johnston, 31; W. Warring, 28; F. Sellwood, 23; G. Cutler, 18; A. T. Sharpley, 13. The present positions of members for the prize for inter-club racing are as follows: R. J. Burton, 96.6 per cent.; D. Knight, 76.4 per cent.; R. J. Beale, 72 per cent.; G. W. Fitzgerald, 67.1 per cent.; J. R. Godolphin, 63.5 per cent.; F. W. Hawley, 61.6 per cent.; G. E. Manston, 39.7 per cent. On Sunday, October 1, we are staging an Open regatta for the 36in. class, starting at 11 am. We hope all clubs within reach of Clapham will send along some representatives, whom we shall be pleased to welcome, and who will, we are sure, have an enjoyable day’s sport. Three prizes are provided, and skippers and mates will be entertained to tea. Up to two boats may enter from any club, and the entry fee is 2s. 6d. per boat. We are aiming at 20 entries for this event. What about it, clubs? Finally, I must mention that the squares shown without detail, one on the poop and one forward of the waist, remain to be identified, but I anticipate that the latter is the roof of the cook’s galley; the former may be a skylight. ue FOR SALE 6-metre; design by Lance; bread and butter; chromed fittings; in perfect condition as new. Also 36” restricted; design by Daniels; rib and plank mahogany built; chromed fittings. Apply Secretary, Nelson Gardens M.Y. Club, 21, Middleton Road, Gorleston-on-Sea, Norfolk. Model liner; steam; 39”; perfect condition; fast; steams forty minutes. £9. Bromage, 28, St. Mary Axe, London, 10-rater yacht by Alexanders, Preston; 3 suits sails; as new. Yacht in excellent condition. Price £5. Apply Capt. Cant, 331, Ewell Road, Surbiton. 50/800; from American “Wampum” design; 20 Ibs. displacement; plank built; chromium fittings; turkey red sails by Drown; registered this year. Road, Wallasey, Cheshire. R. Bostock, 3, Sandheys KENSINGTON FROM TELEVISION B.B.C. GARDENS—The Editor explains to Mr. Halliday the steering gear on Mr. L. Fremont’s 6-m. ** Pip ”’ (See report elsewhere in this issue) 152 MARINE MODELS MORE ABOUT Oth time ago I described in a letter to the Editor some experiments with sails of the rigid type. Quite a few letters which I received soon after it had been published from readers of MARINE MODELS, both in England and the United States, with reference to these experiments, induced me to proceed with my investigations. By a lucky coincidence my old friend, Mr. Herbert Doebler, after winning the Gold Cup of the Dragon Class in Europe, landed at these shores at the end of November of last year. We had often discussed these matters previously, and though we sustained different points of view at first on the principles involved in the problem, we finally decided to have another try at it. Doebler had brought from Germany a small model glider wing, which we rigged on a model yacht. (My shop is full of these dear little things, but I very seldom dispose of them, as I have found out that there is always a use for them when experimenting.) Results were not very encouraging, mostly due to the WING SAILS difficulties encountered in steering these craft. But I will give more details regarding this matter later on, as this problem continued to be the main one throughout all subsequent experiments, The glider-wing, in spite of its poor steering performance, taught us one thing, which was worth the many week-ends we spent experimenting: normal airplane wings cannot be used on boats, as the camber of their sections 1s too small. We could have saved a lot of time had I previously read a very interesting article published by Mr. Butler Whiting in “ The Rudder” of 1923, on the same subject. The American yachtsman has experimented along the same lines 16 years ago on a real boat, though I am proud to say our new rig is a big improvement on the one he used. Our next step was to design a wing which could be used on either tack and which would have, in addition, a gadget permitting us to adjust the camber within reasonable limits. Finally, we solved this technical problem, and were lucky to meet some amateur model plane builders, who were willing to cooperate and build a wing according to our design. Readers in England and the United States must be reminded that there are no stores in this country which sell fittings either for model yachts or model airplanes. Everything that is required must be made, as it would take too long a time to order it abroad. The new wing is rectangular in shape: 614in. x 13in., which gives an aspect-ratio of 1:4.7. It is equipped with an articulation for changing the camber to suit both tacks; this articulation is located at 44in. from the leading edge of the wing. The afterpart of the wing can be moved approximately 22° to each side. The articulation between both parts is covered by flaps of fabric, which adhere properly in any position, and do not disturb the flow of air along its surface. The photographs show the wing quite well. THE WING SAIL CLOSE-HAULED The wing is placed on deck in a socket that may be moved fore and aft to balance the boat correctly. Incidentally, we experienced a tendency of the boat to luff violently when we placed the wing during the first trials in a position which made the centre of effort coincide with the one of the normal sail plan. The wing does not require any MARINE MODELS 153 gear, though I am not very fond of it on : inland waters. Results immediately improved the boat could be coaxed to steer a straight course and we scon saw that there is an immense superiority in this type of rig for windward work. The angle of the vane could be adjusted to from 15° to 20° off the centreline, and the boat practically sailed against the apparent wind. We later found out that the camber of the wing is the most important part of all. One single time, when we had adjusted the afterpart of the wing, which regulates the amount of camber to a position around 11° off the wing’s centreline, the boat, though not built for this kind of going, rose out of the water, and for a period of perhaps 20 seconds planed like a hydroplane. Though we tried time after time we could never repeat this performance when close-hauled. On several occasions, ste RUNNING WITH THE WING SAIL staying, so air-resistance of rigging has been entirely eliminated. And then came the moment when we first launched the new dream. Again, as during the first trials with the kite-sail, we were very discouraged by results: the boat would not steer properly when close-hauled without the aid of some kind of steering-gear. But the short stretches she sailed straightly, she sailed so close-winded, that we almost could not believe it. But if the wind veered or backed just a little, she was immediately on the other tack (due, naturally, to the close-windedness). After having tacked in this way the camber of the wing is on the wrong side, and the boat did not luff again, but ran down wind, with the wing close-hauled and executing the most though, we got her to plane After experimenting and weeks we thought we knew rig and decided to match it on an open reach. tuning for many all about the new against a boat of (Concluded at foot of next page) curious “rolling” I have ever observed in water-craft. Yet we never observed that she jibbed back. My scientific training is not of such kind that I could explain this extraordinary behaviour, but if some reader would be kind enough to offer an explanation, | would be glad to hear it. The model used is an American R-class (Universal Rule) of 42in. L.W.L. and 31 lb. displacement, and designed on the metacentric shelf system. She handles beautifully under her normal sails, and never gave cause to worry when racing. Obviously, we had to overcome these difficulties by using a steering gear when sailing close-hauled. The Braine gear could not be used, as there is no sheet available, so we resorted to the Vane WING SAIL VERSUS BERMUDA RIG 154 MARINE MODELS NORFOLK AND NORWICH M.Y.C. At Eaton Park, on Sunday, June 25, a very interesting event took place in the 36in. Restricted Eastern Area Championship. Entries were received from the Nelson Club (Gt. Yarmouth), Cambridge and Felixstowe, but, unfortunately, Felixstowe failed to put in an appearance. Making a rather late start, 12 competitors faced the starter, and with a good breeze providing a beat and a run, the boats soon got going, so that by lunch time at 1.30 p.m., five heats had been sailed. Starting again at 2.30 p.m. with the wind still good, there was some keen racing, but the Cambridge boat ‘** Hybrid,’’ after a poor showing, retired. The final scores were: Norwich, 86 points; Cambridge, 85; Gt. Yarmouth, 76. The first prize went to Mr. C. Adams (*‘ Spitfire ‘’) of the Gt. Yarmouth Club, for the highest individual score, 36 pts. At the presentation of prizes, Mr. E. Smith, Commodore of, the Norwich Club, in a few well-chosen words, remarked that the event had been a great success and much enjoyed by all, and it was proposed to hold another for the M-class in September. A vote of thanks was accorded to Mr. A. M. Blake, who acted as O.0.D., thus bringing a good day’s sport to a close. W. J. MEEK, SENR., Hon. Sec. WHY ? While Aeroplane Models are filling the noddles Of writers of newspaper stories, And articles solemn appear by the column, Descnbing their fugitive glories, Yet still Model Yachting’s a subject for jottings, Facetious and heavily witty, About little boys and their juvenile toys, And tinged with a tolerant pity. MORE ABOUT WING SAILS (Concluded from previous page) the same class with a normal rig. When the wing sail model sailed a straight course, she always beat the normal sail type by large margins, but the steering difficulties again increased when both boats sailed close together, probably due to the effect of backwind and blanketing on the wing sail. We then gave up our trial runs, as we saw that no more could be learned from the performance of the new rig when used on models. Mr. Doebler had to leave early in June, but has the intention to have a similar wing built in Germany, to be used on a real boat, prob- ably on a 22 sq. m. Skerry cruiser. It will be most interesting to hear of his experiments. Readers will probably wonder how such a The New Flagpole at Detroit Regatta In foreground 6-m. ** Loréne ”’ wing could be rigged on a real boat, but I believe it will be much easier than one might expect. A big wing sail could naturally not be “stowed” in the conventional way; it would probably be left “ hoisted” and moving freely in its socket. With camber set in ‘neutral’ position the wing acts like a vane —at least it did so on our model, which rode perfectly to its mooring when it was blowing hard, with the vane scarcely moving. I feel quite sure that there are yet many interesting facts to be discovered regarding this new rig, and should any reader of MARINE MODELS want information about it, I shall gladly furnish it, FRITZ A. RABE. P.O. Box 253, Montevideo, Uruguay, S. America. MARINE INTERNATIONAL MODELS RACE FOR 155 ROBERTSON CUP AT DETROIT MICH., JULY 13th, 14th, 15th By A. J. FISHER, O.O.D. “Tega first International Model Yacht race for the 6-m. class held in the U.S.A. took place at Detroit, Michigan, at the model yacht pool on beautiful Belle Isle. This pool is located right on the Detroit River with no obstructions on three sides. On the shore side a ball park is adjacent and except for a few scattered trees, this is an ideal pool for model yachtsmen. The length of the pool is approximately 1,000ft., and the width 220ft. With a South-West wind blowing we have a perfect beat and run. With the wind off the island the trees cause peculiar air currents on the pool, and in a light wind, dead-spots along the island side. At 9 a.m. Thursday, July 13, 17 contestants registered their models, the entries being as given below. There was difficulty the first day of the race to secure sufficient officials as the Sub-Chairman of the Committee for the arrangement of this race (Mr. Archie Arroll) insisted that all visiting skippers be provided with mates. Therefore on Thursday the only officials were the O.0.D., A. J. Fisher; Starter, Willard Hunter, both of the Tre-Pol-Pen M.Y.C., and Scorer, Flora Fisher, of Detroit Women’s M.Y.C.; the O.0.D. having to act as Finish Judge, Umpire, and as Regatta Committee, no Regatta Committee having been appointed. This proved to be a very unsatisfactory arrangement in a race of this importance. What few men being available were acting as mates for the visiting contestants, and it was sometimes necessary for the Scorer to judge the close finishes at the starting end of the pool. Preliminaries being over, such as registering boats, getting score cards and race numbers, Walter Foote conducted a short ceremony, dedicating the new flag pole, which was erected—through the efforts of Commodore Harry Miller, of the Detroit Yacht Club —by the Parks and Boulevard Department, in time for this race, at the conclusion of which the national flags of the countries represented were raised. Ist Heat—Started 10.25, wind S.W., 8 m.p.h. 2nd Heat—Started 10.50, wind S.W., 10 m.p.h. with gusts to 15 m.p.h. Heat—Started 11.20, wind S.W., 12 m.p.h. with gusts to 18 m.p.h. 4th Heat—Started 11.45, wind S.W., 12 m.p.h. with gusts to 18 m.p.h. Stopped for lunch, 12.20. 5th Heat—Started 1.25, wind S.W., 10 m.p.h. 6th Heat—Started 2.10, wind S.W., 11 m.p.h. with 3rd gusts to Heat—Started 2.40, wind S.W., 10 m.p.h., steadier. 8th Heat—Started 3.15, wind S.W., 8 m.p.h. with gusts to 12 m.p.h.; wind gradually hauled around to West. 9th Heat—Started 3.45, wind West (reversed starting tack as some contestants had trouble getting away from end of pool). 10th Heat—Started 4.10, wind West, 8 m.p.h. Stopped at 5.15, all being exhausted from the excessive heat and blistering sun. Official temperature, * Comet: ”’ ‘* Fredith ”’ ** Biddy *’ ‘* Lorene ”’ “* Paadi “’ ** Kiltie ’’ ‘* Heather ’’ ** Argo ”’ ** Anne ”’ ** Cygnet “’ ** Davona “’ ** Nifnaw *’ ** Zephyr ”’ ** Patsy ”’ ** Rainbow ”’ **Rene V” 96 degrees. Thursday’s points scoring : — ** Kiltie “”—John Black, 41 points. ** Violet ’-—Norman Rodrick, 36 points. ENTRIES FOR ROBERTSON ** Violet ”’ 15 m.p.h. 7th CUP RACE, 1939 Austin W. K. Rodrick, Glasgow, Scotland, sailed by Norman Rodrick, West of Scotland M.Y.C. John A. Stewart, Glasgow, Scotland, sailed by Thomas Aitkenhead, Scottish A-class M.Y.C. Frederick Le Flufy, of Cork, Ireland, representing the Bradford M.Y.C. of England. Archie Collins, Montreal, Canada; Westmount M.Y.C. Bill Choat, Toronto, Canada; Model Yacht Division of Toronto Society of Model Engineers. Sam King, Toronto, Canada; Model Yacht Division of Teronto Society of Model Engineers. John Black, West Medford, Mass.; Marblehead M.Y.C. Archie Arroll, Detroit, Mich.; Cadillac M.Y.C. Stanley Warwick, Detroit, Mich.; Cadillac M.Y.C. Weldon Doney, Detroit, Mich.; Cadillac M.Y.C. Sim Smith, Royal Oak, Mich.; Cadillac M.Y.C. Wm. Robertson, Detroit, Mich.; Cadillac M.Y.C. Herbert Chandler, Detroit, Mich.; Cadillac M.Y.C. Walter Foote, Detroit, Mich.; Cadillac M.Y.C. Harry Chandler, Detroit, Mich.; Cadillac M.Y.C. George Woznack, Detroit, Mich.; Cadillac M.Y.C. Warren Lee, Birmingham, Mich; Tre-Pol-Pen M.Y.C., sailed by Guy Jolly, T.-P.-P. M.Y.C. 156 MARINE MODELS woods RECREATION PUMP HOUSE AUTO PARKING DETROIT RIVEP DETROIT MODEL YACHT POOL | CANADA ** ** ** ** ** Patsy ’’—Harry Chandler, 36 points. Rene V ’’—Guy Jolly, 32 points. Rainbow ‘’—Geo. Woznack, 28 points. Cygnet ’’—Sim Smith, 27 points. Heather ’’—Archie Arroll, 27 points. ** ** ** ** ** ** ** ** ** ** Fredith ‘’—Fred. Le Flufy, 26 points. Argo ’’—Stanley Warwick, 26 points. Comet ’’”—Thos. Aitkenhead, 24 points, Davona ’’—Wm. Robertson, 16 points. Nifnaw ‘’—Herbert Chandler, 16 points, Zephyr *’—Walter Foote, 15 points. The first four heats of this round were sailed with same North wind and averaging 12 m.p.h. with gusts to 15 m.p.h. Stopped at 5.50. Saturday, July 15— starter, leave ing the O.0.D. free to act as umpire on two sides of a 1,000ft. pool. There was bright sunshine, but it was much cooler, and ideal, except for very light wind. llth Heat—Started 10.0, wind North, making it a reach both ways, 12 m.p.h. gusts to 18 m.p.h. 12th Heat—Started 10.30, wind North, same and puffy. 13th Heat—Started 11.11, wind North, same and puffy. 11.35, wind North, same and 15th Heat—Started 12.0, wind North, same and puffy. 16th Heat—Started 12.20, wind North, 15 m.p.h. gusts to 23 m.p.h. Stopped for lunch, 12.40. 17th Heat—Started 1.30, wind North, gusts to 15 m.p.h. 12 m.p.h. Resails started immediately—results as shown on the score sheet on next page. At the end of the first round, Rodrick led with 66 points, followed by Arroll with 55, and Black with 50. with 63, TOSCALE Second Round—Started at 3.45— Fnday, July 14— 14th Heat—Started puffy. NOT An interesting comparison on the score board showed Rodrick, Arroll arid Black each having won 14 windward boards. Anne ’’—Wm. Doney, 14 points. Paadi ‘’—Sam King, 12 points. Lorene ‘’—Bill Choat, 9 points. Biddy ’’—Archie Collins, 7 points. We had two finish line judges and a APROX Warwick Our starter did not show up, and the O.0.D. had to start the first two heats. C. Shaitberger, of the Columbia M.Y.C., offered to act as starter, and he held this office until the race was completed. Although there were more men available, some of the young men who were acting as mates on Thursday and Friday, apparently could not stand the pace, and did not show up on Saturday, and therefore men who would have been available to act as officers were pressed into service as mates for the visitors. 5th 6th 7th 8th 9th Heat—Started 9.30, wind N.E., shifting to N.W. and back again. Heat—Started 10.0, wind N.E., scoring reversed. Heat—Started 10.30, wind N.E., 8 to 10 m.p.h. Heat—Started 11.0, wind N.E., 8 to 10 m.p.h. Heat—Started 11.30, wind N.E., 7 m.p.h. with gusts to 15 m.p.h. 10th Heat—Started 12.0, wind with puffs to 10 m.p.h. Stopped for lunch, 12.30. N.E., 5 m.p.h. llth Heat—Started 1.15, wind steady from West, reversed scoring. 12th Heat—Started 1.45, wind steady from West, 8 to 12 m.p.h. 13th Heat—Started 2.10, wind steady from West, 8 to 12 m.p.h. 14th Heat—Started 2.40, wind steady from West, 8 to 12 m.p.h. 15th Heat—Started 3.15, wind steady from West, 8 to 12 m.p.h. 16th Heat—Started 3.50, wind steady from West, 8 to 12 m.p.h. MODELS 157 et aes MARINE At Leeward End of Detroit Pool. The Brick Building houses the pump that runs all the time racing is In progress to keep water level right up COMPETING SKIPPERS AT DETROIT Left to nght: Chandler, Jnr., Messrs. Le Flufy, Black, Robertson, Jolly, Roderick, Choat, Warwick, Chandler, Aitkenhead, Snr., Dorey, Foote, Collins, King, Fisher Woznack, (O.0.D.), Smith, Arroll 158 MARINE 17th Heat—Started 4.20, wind steady from West, 8 to 12 m.p.h. Resails were held over until Sunday, as a banquet was scheduled for 7 p.m. at the Whittier. Bill Choat and Sam King, of Toronto, ran off their resails to enable them to leave early Sunday morning. Sunday, July 16— All contestants were at the pool at 9.0, but the wind did not come up until 10.0 o’clock, and then very light. However, there was enough to start the resails, and these were run off and completed by 1.30, with a North-East wind, and from 5 to 8 m.p.h. Mr. John Black entered a protest against Mr. Harry Chandler’s sailing in the first round, and which Mr. Black had reported he would enter if it affected his score. Being tied for third place, Mr. Black entered the protest, claiming that Mr. Chandler did not fill his jib. Mr. Chandler claimed that he did fill his jib, but on account of the very light wind it immediately fluttered, and this was corroborated by one of the visiting contestants, who saw Mr. Chandler turn his boat. therefore disallowed. The protest was At the finish of the resails the scores of Messrs. Aitkenhead, Black and Warwick were equal—l04 points each. To settle third place position the O.0.D. asked Mr. Aitkenhead and Warwick to sail a windward board. Mr. Aitkenhead was eliminated. Mr. Black and Mr. Warwick then sailed a windward board; Mr. Black was eliminated, and Mr. Warwick was adjudged third place. The British contestants were of the opinion that a complete round should have been sailed to determine third place, as is their custom, but as the Rule Book calls for a windward board to settle a tie, and as Mr. Aitkenhead said he was quite satisFINAL SCORES OF MODELS fied with the results, the race was declared finished. Mr. John Black, President of the IL.M.Y.R.U., then read a letter from President Cheney, of the M.Y.R.A.A., officially welcoming the visiting contestants. Mr. Black then presented the handsome gold Robertson Trophy to Mr. Archie Arroll, of the Cadillac Club, of Detroit; and on behalf of the M.Y.R.A.A., trophy Cups of Athenian bronze, suitably engraved, to Messrs. Arroll, Rodrick and Warwick. Banquet. The Banquet was held in the Adams Room of the Whittier on Saturday at 7 p.m., Mr. Wm. Choat acting as M.C., calling first on Mr. John Black, President of the IL.M.Y.R.U. Mr. Black gave a résumé of model yachting and a brief account of the National A-class race in Berkeley, California, from which he had just returned. Mr. Choat then called on Mr. Rodrick to say a few words. Mr. Rodrick gave a short talk on his impressions of the race and the way it had been handled. He humorously remarked that when he stepped off the train he met so many Scotch people that he was doubtful if he were in America or back home. Mr. Choat then called on Messrs. Aitkenhead, Le Flufy, Collins and King, and they, in turn, spoke of their appreciation of the way they had been treated and entertained in the homes of the various Cadillac M.Y.C. members. Mr. Choat then introduced the Chairman of the Midwest Division (Mr. Thomas Bryant), and in turn the Commodores of the seven model yacht clubs in the Detroit area. At the conclusion of the speeches, through the courtesy of Mr. Mavis, who provided the projector, a number of Mr. Black’s movies of races held at Gosport and Fleetwood were shown; also one of the class of boys he has been training, and who have THE ROBERTSON CUP, INTERNATIONAL 6-METRE MODEL YACHT RACE AT DETROIT, MICH. July 13th, 14th, 15th, 1939. Name of Model. Skipper. Anne” … *”Paadi=> |“ c.. “*Nifnaw ” … ** Lorene” ““Davona” “* Biddy ” … … 2nd Round. Total. 63 66 55 59 52 49 122 118 104 Archie Arroll Norman Rodrick Stanley Warwick 1st ‘‘ Heather” … 2nd “ Violet ” 3rd “‘ Argo” “Comet” “ Kiltie ” “* Patsy ” “Rainbow ” “Predith” … “Cygnet” … “Rene V” … “ Zephye?” ss 1st Round. Re sare 60 44 49 39 35 35 26 104 104 95 89 79 73 68 Thomas Aitkenhead . John Black Harry Chandler… George Woznack Fredrick LeFlufy Sim Smith Guy Jolly Walter Foote 44 60 46 50 44 38 42 28 26 39 39 67 Sam King 21 42 63 vA 34 9 41 93 18 62 57 27 Weldon Doney… ti Herbert Chandler 33 Bill Choat Wm. Robertson Archie Collins .. Total points possible : 30 65 63 160. Warwick, Aitkenhead and Black were tied for third, and Warwick won the sail off. (Signed) A. J. FISHER—O.O.D. MARINE built and are sailing a fleet of Marblehead yachts. Mr. C. Schaitberger also provided a couple of reels of the race for the Aaron De Roy Memorial Trophy, held in Detroit in 1938. Mr. Resnick loaned a coloured film of the recent Midwest race for 36in. models. After the films of model yacht racing, Mr. Mavis showed several reels taken on a tour of the famous western parts of the United States—Yellowstone, Grand Canyon, Zion National and Yosemite. The party dispersed at 12.30. Notes— Everyone in Detroit was highly impressed and elated at the sportsmanlike attitude of the visiting contestants. Mr. Rodrick remarked at and scraps at the pondside. the lack of arguments Amateur and professional photographers had a great deal of trouble in finding Mr. Aitkenhead. when they wanted his picture. He was usually in the centre of a group of ladies. (Tom made a hit with the ladies!) Bill Choat’s hearty laugh was contagious. It does not matter to Bill if he wins or loses, he thoroughly enjoys himself. Bill got a great kick out of taking points from the high boats. Having openwater sailing in Toronto, it is very evident that Bill Choat often falls out of his skiff, judging from the fit of the white flannel pants he was wearing, and for which he was kidded on every opportunity. They fit and how! There was a movement on foot among the skippers to duck Bill in the pool at the end of the first day’s racing. Everything was in readiness, even to a movie camera, but Bill got wind of or wise to the trick in time to save another (if possible), shrinking of the famous white flannels. All the contestants got a *‘ terrible beating ’’ from the sun and heat on Thursday. The British contestants suffered the most. This was the hottest day in Detroit this year—96 degrees. At the end of the second round the score-board showed Mr. Thomas Aitkenhead with the highest score for this round. Tom did a good job of sailing in a reaching wind. Two of the contestants were over 60 years of age. The youngest (Mr. Harry Chandler) has just come of age—21. There was a close race between Mr. Le Flufy and Mr. Arroll on a run resulting in a dead-heat, each scoring | point. Due to moderate winds during the three-days’ racing, no damage was incurred by any of the skippers to their yachts. _ Guy Jolly sprained his ankle, He’s a regular GUY. but kept racing. Archie Collins had the misfortune to step in a hole in the cat-walk, dropping his boat on the first day of the race. His rudder was bent in such a way that he could not make repairs; however, he stayed in the race for the three days in spite of this handicap, coupled with one of the severest cases of sunburn we have seen. He let his mate finish the resails. His arms were so swollen he could scarcely dress. Our hats are off to a good sportsman, The members and junior members of the various Detroit clubs, who acted as mates, deserve great credit for their performances. There is no honour MODELS 159 or glory in the race for them, only four days of hard work, and more or less blame from their skippers for lost points. Three of the local contestants had women mates: Mrs. Ruth Lennie, Mrs. Hazel Moncreiff, of the Detroit Women’s Club, and Miss Catherine Hiltz, of Columbia M.Y.C. With the wind off the island there are a couple of places where trees cause baffling wind currents. These spots cause trouble for the Detroit skippers, who have had a lot of experience with them, but the visitors handled their boats remarkably well under these conditions, which were strange to them. Assisting in the race as Starters were: Willard Hunter on Thursday and Friday; Clarence Schaitberger on Saturday and Sunday. Line Judges: Aleck Peters, Friday and Saturday; J. Martel, Friday; Richard Beckerleg and Edward Maas, Saturday. Mates: Donald Tait, Bob La Bounty, Willard Hoffman, John Chilson, Moncreiff, Ed Geo. Smith, Steinbrecher, Jnr., Hazel Aleck Peters (Thursday). Mr. Rodrick’s ‘* Violet ’’ was designed by his father, and has been sailed for six seasons in Scotland and England. She is a full-keeled boat, and Mr. Rodrick informs me that most other 6-m. models are fin-and-skeg type. In her first year she won the Kemp Shield, Scottish Championship and club prizes. Her second year, Kemp Shield, Golfhill Shield, and club and regatta prizes. Her third year, Kemp Shield, Golfhill Shield, and Scottish Championship. Her fourth year, placed second in Golfhill Shield. Her fifth year, British Championship. She was also placed fourth in the British Championship at Fleetwood in a 35-mile gale; the race held completed on account of the gale. Mr. Aitkenhead’s model ‘‘ Comet “’ is owned by John A. Stewart, of Glasgow, Scotland. She was designed by Admiral Turner. This is a new boat, only sailed three weeks before coming to U.S. by John McKinnon. Built Mr. Le Flufy’s ‘* Fredith’’ was built on the metacentroid principle introduced by Admiral Turner. She won the British Championship twice; is a good, heavy-weather boat, designed, built and sailed by owner. Mr. Archie Collins’ ** Biddy ’’ was designed, built and sailed by owner. She was winner of the Collins Cup, second for the Norsworthy Cup. Tied in Skepton Cup race, and lost in the sail-off. Bill Choat’s *‘ Lorene ’’ was designed by T. Darling. Built and sails made by owner. Mr. Choat informs us there are only three 6-m. boats in Toronto at present, but they have hopes of having more of this class soon. Sam King’s **Paadi’’ was designed, built and sailed by the owner. Mr. King was a member of Victoria M.Y.C., of Glasgow, Scotland, from 1894 to 1902, and both Mr. King and Mr. Choat are members of the Toronto Society of Model Engineers. Mr. John Black’s *‘ Kiltie,”’ also Warren Lee’s **Rene V,’’ and Herbert Chandler’s ‘* Nifnaw,’’ were all built from Mr. John Black’s “ Kiltie ”’ design. All the other boats entered from the Cadillac Club, including Mr. Archie Arroll’s winner, were designed by the well-known Mr. Wm. M. Smith, of Largs, Scotland. 160 MARINE MODELS FLEETWOOD REGATTA, 1939 HEN this Magazine was appointed as the W Official Organ of the Model Yachting Asso- ciation, we arranged to give space to all matter sent us by the Association, and for reports of all races held under the auspices of the M.Y.A. to be sent to us, so that reports published in MARINE MODELS are in fact official reports. In accordance with this arrangement reports of all important events have been sent us for a number of years, and the sole exception was one of the Gosport Regattas where the report of the International Races (by arrangement with the then Secretary of the M.Y.A.) MopELs, was the written British being furnished himself. by by the A-class the Editor of MARINE Championship Secretary of the report M.Y.A. When this number of MARINE MODELS was in course of preparation, we wrote to Mr. Wm. M. Carpenter, Secretary of the A-class Regatta Committee (which is officially a part of the M.Y.A. organisation) and asked him about the usual report, and were astounded to receive a letter from which the following passages are quoted :— I am directed by my Committee to inform you that, in the opinion of the Regatta Committee, it is not their duty to prepare a report of the National and International A-class Regatta at Fleetwood, 1939, for publication in MARINE MODELS or other magazine. Therefore no report of the Fleetwood Regatta = been written for such a purpose, and none will e. The entire lack of any Press notice respecting the Regatta in the July number of MARINE MODELS gave the Committee little encouragement as advertisers in the said number of the Magazine, to give much con- sideration to the Magazine or any report of the Regatla for the September number. Now the members of the A-class Regatta Com- mittee are Messrs. W. H. Davey, Victor F. Wade, Wm. F. Carpenter, the Hon. Secretary of the M.Y.A., the Honorary’ Registrar of the M.Y.A., Messrs. W. J. E. Pike, J. Marsden, F. C. Hirst, D. McPherson, and W. G. Baker. So on receipt of Mr. Carpenter’s letter we communicated with the Hon. Secretary of the M.Y.A. The Hon. Secretary of the M.Y.A., after stating that he was amazed at Mr. Carpenter’s letter, which I had sent him for perusal, added : — I may add that I have not been consulted on any feature of the A-class events. We do not wish to comment on this and readers can draw their own conclusions. We merely call attention to the fact that the Secretary of the M.Y.A. is a member by virtue of his office, and should be its most important member. However, through the kind offices of friends we are able to give readers a report of the event, though we are sorry this is not the usual official account, so if this is not as full and detailed as readers have a right to expect they must blame the Regatta Committee (or such members of it as were consulted) for their decision not to furnish the usual report, and for not having advised us beforehand of this decision. Now the Editor of this Magazine was abroad during the Spring and early Summer, and numbers from April to July inclusive were edited by Mr. G. W. Munro, in spite of considerable pressure of work in his regular business. During that period no information whatsoever about the Fleetwood Regatta was sent to our offices. The sole matter in connection with this event which reached us came through a London model yachtsman and this cleverly worded appeal for the Regatta Fund duly appeared on page 53 of our June number. Had any matter about this regatta been sent us by the Secretary of the A-class Regatta Committee, it would have been included in our issue of the month following receipt of same. In conclusion, there is a malicious and untrue statement which has been circulated by certain persons in connection with this Magazine, and in this connection we quote from Mr. Munro’s Editorial in : — our July number Before finally packing up, there is one small pomt we should like to clear up. In a roundabout way we have been told that Club News is subject to not a little favouritism and that certam clubs get long reports always inserted, and others get the blue pencil, if printed at all. The truth is that, during our term of office, all reports have been set up verbatim and not a word deleted except an occa- sional line or paragraph, to fit the page. Of course, the blue pencil has been used when bad taste has reared its head. This Magazine has been in existence 11} years, and during this period all matter sent us by the M.Y.A. or clubs has been inserted with two or three exceptions. One of these was a club report which contained a personal attack on Officials, in one another contained a libellous statement, and case we made certain alterations in a report in view of information supplied to us from another source. All of these occurred several years ago, and since then every report has been printed as sent us. It will therefore be seen that any statement that we do not publish reports sent us is absolutely false, and in the event of any Club or Regatta not getting the publicity due to it, the blame must be attached to the officials responsible for sending us reports, and not to MARINE MobeLs, which remains the only Magazine catering adequately for model yachtsmen. W Epitor, MARINE MODELS. THE FLEETWOOD REGATTA he the present series of British Championships and International Races for the Aclass was commenced, the responsible offi- cials had no previous experience to guide them in the organisation of a regatta of this magnitude. However, in a very few years these regattas {as organised by the M.Y.A. Council under the able guidance of the late Mr. C. N. Forge, then Secretary of the Association) became models of what such regattas should be. It says very much for the Commodore and Officials of the Fleetwood M.Y.C. and the A-class Regatta Committee that they have been able to maintain the high standard MARINE BRITISH EMPIRE MODELS CHAMPIONSHIP: set them. In fact, the present regatta must be regarded as one of the most successful events of its kind. The number of. entrants for the British Championship was 30, a number that has only been exceeded on one or two occasions, and all started. Again, in the International event six countries entered, of which Sweden scratched, so there were five starters as in the 1929 Regatta, a number only one less than in the peak year of 1937, when six countries competed. BRITISH A-CLASS CHAMPIONSHIP The story of this race really starts on Sunday, July 23, when competitors were practising in a stiff breeze. In a board she was sailing, *‘ Lady Nell ’’ proved too much for her mate, Mr. J. Easton’s little son, to stop, and she crashed into the concrete side of the lake, damaging her bows badly. An A-class model in a stiff breeze can be quite a handful, and it is asking a lot of a little boy to stop one under these circumstances. ‘* Friar Tuck ”’ also came to grief, though her damage was not quite so severe. Both boats were patched up and managed to sail, but were considerably handicapped, especially ‘* Lady Nell,’’ which leaked badly throughout the race. Monday, July 24. When racing started there was a steady 15 m.p.h. wind, which gradually eased off as the day wore on. All 30 of the entrants started. Included amongst these was a Dominion competitor, the ‘* Springbok.’’ of the Rand M.Y.C. (Johannesburg, South Africa), sailed by her owner, Rev. R. E. Simons, with Mr. H. Clayton, also of Johannesburg, as his mate. Three heats were sailed before lunch, and in the prevailing weight of wind, ‘‘Janet,’’ a three or four years old Daniels boat, and ** Actinia,’” a two years old Turner designed yacht, both Racing on the First Day 161 Photo: R. Edge showed a good turn of speed, and each picked up In the afternoon the weather became 10 points. somewhat thundery, and the wind backed to WestNorth-West, with rather heavy squalls. All boats continued in first suits, though some appeared rather overcanvassed and wild in the heavier puffs. Some skippers appeared to have trouble with their spinnakers. A further three heats were sailed in the afternoon, making six during the day, with a possible of 30 points. The top scorer of the day was ‘** Heather Glen,’’ which only lost a single weather board and made 27, followed by ‘* Actinia,’’ 25; ‘** Embassy II,’’ 23, and ‘* Janet,”’ 21. Tuesday, July 25. Racing was scheduled to start at 9.30, but lack of wind caused its postponement for an hour, when a Westerly wind sprang up, and this continued to freshen throughout the day’s racing. For the first two heats of the day, the wind was quite light and sailing was rather slow, so that only two heats were completed when the O.0.D. called a halt for lunch, but conditions improved during the afternoon and a further five heats were In the prevailing conditions the got through. Alexander ‘’ boys ’’ handled ‘* Heather Glen ’’ admirably, and managed to score a possible for the day of 35 points, making their score up to this point 62 out of a possible 65 points. ‘‘ Heather Glen ”’ does not appear to be an easy boat to handle, but with their knowledge of the lake and of their boat (which is now in her second season) her crew never made a mistake. It was their skill as shown on the first two days of the Championship, that really gave them the Championship, as ‘‘ Heather Glen ” was not top scorer on other days, and did not do too well in the final. Other boats which did well during the day were ‘‘ Actinia ’’ and ** Rhap- 162 MARINE MODELS ENTRIES. Yacht. ** Rha “* Cynara ” “* Janet ” ““Ceredig” “Flo” “* Ragle ” = Tat Nell” nee | os .. zt Mee Bee se «1 … «. … – hoe … | P. J. Levy 203 a | ‘* Marcus Superbus ” | “© Jupiter II” | ** Embassy II” : * Actinia” Owner. … ia ** Betty IX” … oe ““ White Heather VII” H, Miller J. Easton J. Easton … | Major F. R. Inglis H. N. Amlot J. H. Catterall J. Rigby. … … … <3 aie a ... ... ... ... G. Howard Nash. W. H. Jones T. H. Robertson W. H. Porter | F, Shackleton | J. W. Metcalf | J. Alexander R. G. Pearson J. Pollitt | Norman Rodrick | R. G. Bailey | M. W. Hornby ... R. Stahel . Rev. R. E. Simons E. G. Wade Len Smart sody,’’ with 29 each, and ‘* Melody ”’ with 26. Of these, *‘ Rhapsody ’’ is a beautiful boat, designed and built by her owner, while ‘* Melody,”’ of Birkenhead,’’ was designed by her owner, Mr. W. H. Jones, and sailed by his sons. Wednesday, July 26. Another perfect day ensued, but again the start had to be delayed owing to lack of wind. About 10.15 a.m. a Westerly wind sprang up, blowing dead down the lake and giving a true beat and run. The wind freshened a little during the afternoon, and seven heats in all were The real deciding heat of the race was sailed during the afternoon, when the runner-up ‘‘ Actinia’’ met ‘* Heather Glen ’’ and dropped five points to her. Had she won only the weather board in this encounter she would have taken the Championship. This goes to show the closeness of the racing, and that the most successful skipper is the one making fewest mistakes. It was altogether an excellent day’s racing, and the top scorer for the day was the four years old ‘* Rha,”’ with 33 points out of a possible 35, which went capitally. Club. Stanley Park Stanley Park Clapham (London) Aberdeen ... ... P. J. Levy G.E. Hayes... E. J. Blackshaw... «a» || B. GaDawson ... Ge a, F sailed during the day. J. Pemberton S. Mountford O. H. Gosnell Peter Buchan ... | H. Miller |“ Bill Spriggs °4 “* Rhapsody ” “* Melody ” “ Semiramis ” “ Ensign ” “Ranger”... “* Friar Tuck ” ** Heather Glen ” ** Stella ” “* Tdaho ” ** Craw” nor ““Mercuty” ... “ Zanetta ” ** Bronwen ”’ ** Springbok *” “Vanity II” ... “Wisp ” | Dr.,C.A. M. Foster | S. Mountford ... | O. H. Gosnell ... | Peter Buchan Skipper. The second best score of the day was 30 by ‘‘ Heather Glen,’’ followed by “ Janet ”’ with 28. Thursday, July 27. The day was very warm and dull, and once more a start was not possible until an hour after the appointed time. At last, a very light South-East wind sprang up, giving a reach each way, and this continued until midday. Many Major F, R. Inglis J. Rigby .. | Saldford Park | South London G. E. Hayes ... E. J. Blackshaw... H. Worden : H. N. Amlot J. H. Catterall Saltcoats ... G. Howard Nash W. H. Jones T. H. Robertson W. H. Porter F. Shackleton J. W. Metcalf J. Alexander R. G. Pearson J. Pollitt ‘A. W. K. Rodrick R. G. Bailey M. W. Hornby R. Stahel . Rev. R. E. Simons E. G. Wade : Len Smartt ao Windermere Stanley Park Fleetwood Y.M.6m.0.A. (London) ... | Birkenhead ... | Bury ... | Bolton ... | Y.M.6m.0.A. (London) Birkenhead Y.M.6m.0.A. (London) Bradford Guildford & District Nottingham Fleetwood Huddersfield Birkenhead West of Scotland Windermere Glasson Dock Windermere Rand (South Africa) ... | Fleetwood ... | Cardiff * leading bgats dropped points during this session, and, owing to the tricky conditions, there were many fouls, which necessitated resails. After lunch, the wind was South-West, which is a better quarter for this lake, and spinnakers could be carried down wind. Towards the end of the afternoon rain commenced. In all, five heats were sailed during the day, and “Janet ’’ and ** Betty [X,’’ both excellently handled, were top scorers on the day with 20 points, followed by ‘“* Eagle,’’ with 18, and ** Heather Glen,’’ with 17. Friday, July 28. We are all of us familiar with the saying about the little girl who ‘* when she was good, was very very good, and when she was bad, she was horrid.’’ Fleetwood is Well, the model yachting lake at rather like the little girl, and with the wind from the South, it was a reach each way, and competitors had to use their utmost skill to avoid running up under the lee of the promenade. The wind was strong, but all competitors hung onto their first suits. Dead-heats are unusual in model yachting, but two pairs in succession dead- heatedin the final heat. These were * * Bill Spriggs ”’ and ‘* Rhapsody,”’ and ‘* Ranger ’’ and‘* Melody.’’ Only four heats were required to complete the full single-round tournament that constituted the Elimination trials, and these were got through in good time. ‘* Betty IX’’ was again top scorer for the day, with a possible of 20 points. ** Ensign,”’ ** Melody ’’ and ** Ranger *’ also did well, scoring MARINE 16 points apiece. The latter was probably the prettiest model in the event, and should have done much better. Unfortunately, her owner was unable to sail her, and she was skippered by a member of the local club. Even with a boat as docile as ** Ranger ’’ it is highly desirable for the skipper to be accustomed to her before entering a keenly contested event. ‘* Heather Glen "’ had a decidedly bad day, as her score was only 11 of a possible 20 points, but she had done so well early in the week that she came out well ahead of her nearest rival in the Elimination Trials. The actual Championship is, however, only decided after a further Final round between the first eight boats. These were ‘‘Heather Glen,’’ 120; ** Rha,’’ 110; ‘* Janet,’’ 109; ** Actinia,’’ 103; ‘* Rhapsody,’’ 101; *‘ White Heather VII,’’ 904; ** Melody,’’ 90, and ** Ranger,’’ 86. The system on which this race is decided is on aggregate scores over the Elimination Trails and Final. In the writer's opinion it is very questionable whether this is altogether the best method of determining the best boat. For instance, one boa‘ may score such an overwhelming proportion of points on certain days in the full tournament that she is bound to win the final however badly she does in the final when pitted against the other MODELS seven best boats. 163 Alternative methods Photo: ‘JANET " (350) and ‘*‘ HEATHER GLEN ” would be to eliminate from the score sheets all points made against eliminated boats, so that the aggregate scores would represent a double-round tournament among the eight best boats, or simply to declare results on the scores made in the final itself. In favour of the latter, visiting boats often do badly on the first one or two days of these events until the skipper settles down on the water after a little experience of it. If, however, scores are to be decided on aggregate over the Elimination Trials and Championship Final, it seems a farce to include boats which by reason of the number of points they are behind the top scorers cannot possibly hope to come anywhere near winning, such as the three bottom boats included in this year's final, and it would appear almost better to have sailed a double round of the leading five yachts. [Note: We do not necessarily concur with our contributor’s opinions.—EDITOR M.M.]} Of course, the methods used in this year’s regatta were those that have always been employed, and the O.0.D. and Regatta Committee had no authority to change things, but the suggestion is put forward as to whether the system cannot be amended for (480). Mr. Gosnell about to stop R. Edge, “ Janet ’’ Bolton MARINE 164 future years. Saturday, July 29. The day of the final was wet, and in the morning lack of wind again delayed racing. rather a set-back to the heavy brigade, since for her size she is on the light side as A-boats go, being just over 48 lb. displacement on a waterline of 52.8in. She is extremely fast off the wind, especially in heavy weather, and this was later demonstrated very strikingly in the International Races. ‘* Heather Glen,’’ who had entered the final with a lead which it seemed impossible to overtake, at once started to lose points, and her lead was rapidly cut down by the three next boats. ** Actinia,”’ in particular, sailed magnificently, and board by board reduced ‘* Heather Glen's "’ lead. In the afternoon the weather improved, and the Westerly breeze freshened somewhat. ‘* Heather Glen,’” however, picked up sufficient points to keep her ahead, and two heats from the end it was apparent that her position was secure. Nevertheless, it was a good race, and since the leading four boats finished with only a matter of eight points dividing first from fourth, with a little more luck in the earlier stages of the race any one of the four might have won. The scores made in the final (of a possible 35 points) were: ‘* Actinia,’’ 27; ** Melody,’’ 21; ‘* Janet,’’ 20; ‘‘ Rhapsody,’ 19; ** Rha,’’ 17; ** Heather Glen,’’ 15; ** Ranger,’’ 14; ** White Heather VII,’’ 7. Total scores over the Elimination Round and Final were: ‘*‘ Heather Glen,”’ 135; ‘* Actinia,’’ 130; ‘* Janet,’’ 129; ‘* Rha,’’ 127; *‘ Rhapsody,’’ 120; *‘ Melody,”’ 111; *‘ Ranger,’’ 100; ** White Heather VII,’’ 974. ** Heather Glen’s’’ victory was won largely by good handling, and the Alexanders must be congratulated very heartily. For many years they have entered this race, and by sheer perseverance worked their way to the top of the list. MODELS Her win is also For the benefit of those interested in the finand-skeg versus full-keel problem, it may be mentioned that the only full-keeler in the competition finished a good last with 26 points out of a possible 145 in the Elimination Trials. The possible for the whole event was and ‘‘ Heather Glen’s’’ score of 135 exactly 7) per cent. of possible, and boat’s score 704 per cent. This shows 180 points, represents the fourth how little there is to choose between the best boats of the class, and as these boats were of varying types and dimensions by several different designers, it goes to show that the method of rating boats under the A-class rule is very fair and does not unduly favour one type. THE INTERNATIONAL RACES The International Races were sailed on July 31, August 1 and 2. Usually nine rounds are sailed over the three days, but the International Committee decided to reduce this to eight rounds in order to give every competitor an equal number of choices of berths at starting. SCORE SHEET FOR BRITISH “A” CLASS CHAMPIONSHIP, 1939. | l No. Yacht. 340 “Rha”... Bee 21 350 “Janet” ... — 347 “Cynara”... a 364 368 “ Ceredig”’... “Flo” Ae 420 “Embassy Il”... 400 402 413 416 423 429 440 | 454 ane aes | 33 16 15 110 22 25 | 28 20 14 109 19 7 14 12 7 5 18 10 25 7 14 16 18 7 18 15 12 5 12 6 81 hi! 76 59 29 20 24 26 10 27 16 20 10 26 12 | 16 14 | 14 14 | 11 10 ‘“‘Hagle” ... sii ‘‘Lady Nell”... ‘* Marcus Superbus ” “ Jupiter Il” os ‘* Actinia”’ oo ‘Betty IX” Le ‘‘ White Heather VII” .... 20 9 29 26 so 20 480 ‘‘ Heather Glen”... 27 482 “Idaho” vee 18 20 514 ‘* Mercury ” oe 17 9 ... 481 “Stella” ... i. ASS wee Grow, ... “a TPA s2pdj3ariyeg ISI “a MARINE 07204 168 MARINE MODELS ARIANE ” (Belgium) Using a borrowed small suit Photo: ‘** Ariane is of moderate dimensions, being 75in. overall, with a displacement of 51 lb. on a waterline of 50in. ‘* Kim ”’ was designed, built and sailed by her owner, who has represented France on several occasions since Mons. R. Authenac ceased to come over. She is a handsome boat with coloured sails, and should have done better than she did. *‘ Berolina ’’ was built by her skipper, Herr Emil Zwal” ” gun, Commodore of the Berlin M.Y.C., and had as mate, Herr Paul Kriiger, President of the Sailing Section of the Deutsche Seglerbund. Both of these gentlemen have previously represented Germany in International events, and are experienced model yachtsmen, but their craft was not so good as her competitors. ‘* Viking ’’ is a new model, designed, built and sailed by her owner, and is a very long boat with easy lines. Her overall length is 87in. with L.W.L. 534in., and displacement 523 1b. As ** Prince Charming II,’’ she is fitted with the Vane steering, in the use of which Mr. Berge is so expert. His mate was Mr. Christiansen. Monday, July 31. On the first day of the International, two rounds were sailed, and from the start ** Viking ’’ and ‘** Heather Glen ’’ commenced to forge ahead. There was a strong wind, averaging 35.3 m.p.h. down the lake, and competitors sailed under reduced canvas. All of the boats, including R. Edge ‘* Heather Glen,’’ were at times overpowered. At the end of the first round ** Viking ’’ led with 16 points to the British boat’s 15. In the second round she maintained her lead with 17 points to *‘ Heather Glen’s ’’ 16. Scores at this point were: Norway, 33; Britain, 31; France, 22; Belgium, 10; Germany, 4. Tuesday, August 1. With the third round the British yacht got going better in the lighter wind and scored 20 points to Norway’s 15. This put her in the lead from which she was never again displaced, though in the fourth round Norway recovered her form, making 18 to *‘ Heather Glen’s “’ 17. In the fifth round, which concluded the day’s sailing, the British boat again improved her position, scoring 20 to ** Viking’s ’’ 15. Total scores at the end of the day were: Britain, 88; Norway, 81; France, 50; Belgium, 20; Germany, 11. Wednesday, August 2. On the last day of the Regatta the wind was again heavy and competitors again sailed under reduced canvas. The day’s sailing was remarkable for the fast times made down wind by the three leading boats. The French boat, ** Kim,’’ made the excellent time of 125 seconds, but this was beaten by ‘* Viking’s’’ time of 124 seconds. It will be remembered that in the International event the Wing-and-Wing Cup is awarded to the boat making the fastest time on a run. It MARINE 169 MODELS ** VIKING ** (Norway) RUNNER-UP INTERNATIONAL RACES ‘* HEATHER GLEN WINNER OF BRITISH ” EMPIRE A-CLASS CHAMPIONSHIP AND INTERNATIONAL RACES Photo: R. Edge 170 MARINE seemed probable that ‘* Viking ’’ would win this Cup, but in her last heat ** Heather Glen ’’ really got going and bettered the’ Norwegian’s time by 1.4 seconds, her time being 122.4 secs., which is a new record for timed runs on the Fleetwood lake. This final day’s sailing was marked by the British boat steadily increasing her lead, as in the strong nose-ender that prevailed Mr. Berge’s Vane gear seemed to hinder him, and he lost many points. Final scores were: Britain, 140; Norway, 118; France, 81; Belgium, 46; Germany, 15. Thus Britain won the International event for the fifteenth time. The present series of International races for the Aclass was started in 1923, and during this time the race has only twice been won by a foreign competitor. The winner of these two races was the redoubtable Sam Berge, of Norway. Racing was under the control of Mr. W. H. Davey (Birmingham) as O.0.D. with Mr. G. Hancock (Manchester) as Assistant O.0.D. The following gentlemen also acted as officials during the event: Messrs. A. J. Childs, Stewart Pople, J. Ingham, D. McPherson (Scottish M.Y.A.), Lloyd, Sharples, J. Thompson, W. M. Carpenter, Bowen, A. Wright, E. L. Dawson, E. Dawson, Wade, W. H. Jones, Pemberton, Ward, J. Marsden and Capt. Ingham. One innovation at Fleetwood was arrangements to serve refreshments at the lakeside. A refreshment tent was instituted at Gosport regattas some years ago, but this lapsed. Fleetwood are to be congratulated on reviving the idea of having refreshments handy to the lake for competitors and officials. During the regatta the usual Smoking Concert was held on July 26. On July 29 the International competitors were entertained to dinner by the Mayor of Fleetwood, Capt. Saer, and they were again entertained on August 2 by the Commodore of the Fleetwood Club. Fleetwood Regatta of 1939 will long be remembered by those who sailed in it as a very enjoyable and interesting event. SCORE Monday Round Country| Belgium SHEET. Tuesday Round Wednesday Round 1|2/;3/4/]51]16|74] | 5] 5| 2| 3] 5| 8] Tot. 8 8/10] 46 Gt.Britain| 15 | 16 | 20 | 17 | 20 | 20 | 14 | 18 | 140 France 12/10} Germany| Norway Sweden 2} 2| 8| 5] 10/10/10; 2] O| 2] 14] 7] 81 2{ O| 15 | 16 | 17 | 15 | 18 | 15 | 10 | 12 | 15 | 118 [Scratched Result: 1st, Britain; 2nd, Norway ; 3rd, France. MODELS ROBERTSON CUP RACE AT DETROIT Lee was completely dominated for us by gum-chewing, wise-cracking Archie Arroll. His spirits were not low even at 4 a.m. when we arrived. Evidences of his influence are evident to even the most superficial observer. Firstly is this seen in the models of the Cadillac M.Y.C.; of the 17 boats entered nine were Cadillac boats, all showing traces of Archie’s mind. He has taught them to build fine boats, and he has taught them to sail well. How thorough the job is can be judged from the results. The man himself fascinated us, as he has most of the model yachtsmen in the surrounding district. Of the pond, let us say outright that its like is not found in Scotland—no, not in all Britain. Fleetwood rivals it, but surpasses it only in one respect —the sidewalk. In all other respects—length, breadth, depth, situation—the honours go to Belle Isle Pond, Detroit. Thanks to the quiet efficiency of the O.O.D., Mr. A. J. Fisher, and to the indefatigable energy of Mrs. Fisher—who was judge, scorer and newspaper reporter—racing produced no “ incidents ”’ of any kind. Praise is due to competitors and officials alike, for the smooth running of the race—especially under the trying heat. The thermometer was constantly registering something around 90° in the shade, and one day reached 96°-—but we were not sailing in the shade. The dinner, held on the Saturday night when the race should have been finished, was a jolly affair under the chairmanship of Bill Choat, Secretary of the Toronto Society of Model Engineers , and was made the occasion for presenting the over- seas competitors with visit to the States. beautiful mementoes of their The meeting was closed with a film show of various model yacht races, followed by some coloured reels of Western American countryside. Our only complaint regarding this part of our entertainment was that it was impossible to see the shots of the race, which were taken by the hand responsible for these Western pictures. They will be well worth seeing. Here’s hoping! This note would not be complete without adding a word of thanks to John Black for the unseen work he performed in arranging things in advance. Not many people know about that. Thanks, John! More thanks are due all round to our American cousins for their kindness to us at every turn, and especially to our hosts, and to those others who performed a like office for the Canadian contingent. No complaints have been, or are likely to be heard. We look forward with hopes that we may be able to entertain many of our American and Canadian brother yachtsmen next year, and to enjoy their friendly rivalry for many years to come, now that the wee sixes have succeeded in establishing themselves as an important international class. NORMAN RODERICK (West of Scotland M.Y.C.) en MARINE MODELS 171 “OF SHIPS AND SHOES AND SEALING WAX” By THE EDITOR ERY often articles on yachting and model yachting that appear in the lay Press are not worth reading, but those of Major B. Heckstall-Smith in the Daily Telegraph are always of interest. One of his recent articles, published just before the start of Cowes Week, has its direct corollary in model yachtsmen’s experience of recent years. We therefore make no excuse for quoting this article here : — ‘* Although the races for the J-class, the biggest yachts, came to an end with the reign of King George V and the passing of the famous cutter, * Britannia,’ and those now competing in Cowes Week are all of much smaller tonnage, a greater number of racing larger number of races. there are yachts entered and a ‘* Many changes in the types and rig of the yachts and the character of the racing have taken place —some, I believe, for the better, but by no means all. ‘It is for the general benefit of the sport that, whereas in times gone by racing yachts were steered and, indeed, more often than not commanded, by professional skippers, nowadays almost without exception they are steered by their owners, who personally take charge of their own yachts. In the reigns of Queen Victoria and King Edward VII every yacht sailing at Cowes in the Queen’s or King’s Cups, which from time immemorial have been regarded as the Blue Riband of the sea, had a professional skipper at her tiller. In the present week every competitor for the King’s Cup will have an amateur at the wheel. ** In the old days schooners, yawls and gaff-sailed cutters with picturesque rig and jackyard topsails were the fashion. The wages of professional sailors were about one-third of what they are at the present time, and the racing yachts carried large crews of paid hands. “To-day the number of schooners, yawls and gaff-rigged cutters with topsails could be counted on the fingers of one hand. The triangular Bermudan rig has almost displaced all others, and as the result professional crews are reduced to less than one-third of their number. Sailing yachts, both for cruising and racing, carry much less area of canvas, but their sail is more scientifically and efficenily spread. There are those who think, and not with- out justification, that the science of rigging the new racing yachts has been carried so far as to be a detriment to the best and most sporting side of the pastime of sailing and seamanship. ‘* Metal masts, mechanical contrivances and a great number of powerful winches for working the sheets of the sails tend to make modern yacht racing too much a competition of engineering. On the other hand, aeronautical science has trained yachtsmen to make sails of small area drive the yacht faster than the old-fashioned rigs of tw:ce the size, and this is particularly noticeable in light summer breezes. In heavy weather and storms, owing to the strength of their old-fashioned rigging and to its trustworthiness and simplicity, the yachts of 40 years ago attained greater maximum speed than any yachts of the present day. ‘* The most notable racing vessel in Cowes is Mr. Harold Vanderbilt’s 12-m. cutter ‘ Vim,’ which has won the majority of her races in English It is generally waters in the last two months. recognised that she is superior to our yachts in design and rig, and | think history will record that Mr. Vanderbilt has taught our yachtsmen a lesson similar to that which Commodore Stevens, of the New York Y.C., did with his schooner ‘ America ’ when he brought her to Cowes in the month of August, 1851. ‘* After the * America’s’ visit, English yachtsmen revolutionised the shape of their craft. I hope modern English yachtsmen will not be too conservative to derive equal benefit from the Isssons earned from the evolution of the American cutter ‘Vim.’ ”’ The author’s remarks on the subject of modern rigs, with their increased efficiency, their complicated simplicity and their greater His fragility, are particularly interesting. comments on “ Vim” are also very much to the point, and practically endorse my article on the effect of tank tests. One point which Major Heckstall-Smith does not mention in his article is that apart from the question of crew’s wages, yachting to-day is far more costly than it used to be, even allowing for the depreciated purchasing power of the pound sterling. The actual sail area of a yacht of any given tonnage may be less than it used to be, but she has a far greater sail outfit. Modern masts and rigging cost far more. Moreover, primary designing and building costs are greater than they were. Every one of these points has its parallel in model yachting, and we must face the fact that the man who wishes to excel must be prepared to spend more than was necessary even a few years ago. Competition is keener and standards of designing, building, rigging and equipment are higher. Handling is better, and races are held in more places since the sport is more widespread. This means more travelling, which also needs both time and money. Still this adds to the interest for the keen man who is able to manage it, and it should make very little difference to the average week-end sailor. 172 MARINE MODELS WITH THE POWERBOAT WICKSTEED M.Y. & SOUTHAMPTON P.B.C. HE M.P.B.A. Regatta at Wicksteed on July 30 was favoured by a fine day sandwiched amongst weeks of wet ones. There was a strong breeze blowing down the pond, which raised quite a sea, particularly at the leeward end. The park at Wicksteed is in very beautiful surroundings and all sports are well catered for. The lake for model power-boating has been cemented at the sides and all over the bottom, and a concrete walk put round the lake, which has the effect of stopping children throwing grass into the water. In addition to this a permanent enclosure has been put up for competitors’ boats. All this has been done since last year’s regatta, and the Wicksteed Club are to be congratulated on the way the Wick- steed Park authorities look after their interests. In addition to the powerboat section there is a fine fleet of 10-rater and 36in. Restricted class model yachts, which are sailed on the adjoining lake. One particular finely finished 10-rater has just been completed by Mr. F. O. Robinson, late Secretary of the club. There was a goed crowd of spectators when the first event, the steering competition, was begun. This usually popular event was, on this occasion, poorly supported, as the only two competitors were ** Silver Jubilee ’’ (Mr. J. Vines, Victoria), and Mr. Buck’s petrol-engined runabout ‘‘ Cheerio ’’ (North Staffs). The course was down wind, but conditions seemed difficult, as scoring was not high. ‘** Silver Jubilee ’’ won the prize with 9 points, while ‘‘ Cheerio ‘’ made 7. This was followed by a 300-yards race for the 15 c.c. class and 7 lb steamers, which brought out seven entries. A very fine performance was put up by the leading two boats: Mr. Heath’s ‘* Derive ”’ (Victoria) and Mr. Wraith’s ‘* Mrs. Frequently “” (Altrincham). The first three boats were ‘‘ Derive ’’ (27.76 m.p.h.), ‘* Mrs. Frequently ’’ (27.27 m.p.h.), and ** Spec ’’ (Mr. Buck, N. Staffs) with 24.84 m.p.h. The winner took the Paton Cup. The Timson Trophy race for the 30 c.c. and 16 lb steamers over 500 yards, came next, for which there were four starters. The holder of the Cup, Mr. A. W. Cockman (Victoria) repeated his previous year’s success, though not quite as fast as last year. By this time the wind had taken off and the water was considerably smoother than CLUBS during earlier events. The winner “‘ Ifit VI ’’ put up an excellent run at 41.57 m.p.h., the second boat being *‘ V.22 ”’ (Mr. Fort, Victoria). That veteran speedboat man, Mr. Rankin, unfortunately spoiled ‘* Oigh Alba’s ’’ chances by a trifling misadjustment. The final race was 1,000 yards for the 30 c.c. and 161lb steamers for the Newman Loake Cup. In this event *‘ Oigh Alba ”’ really got going, and showed her mettle. The result was: Ist, ** Oigh Alba ’’ (Mr. Rankin, Glasgow), 40.1 m.p.h.; 2nd, ** Tfit VI,’’ 38.52 m.p.h. After the racing competitors adjourned to the Park Restaurant, from which there is a charming view over the Park. Here prizes were presented by Miss Wicksteed, who deputised very ably for Miss Timpson, who was unfortunately ill and unable to be present. M.E.S. The M.P.B.A. Regatta at Southampton took place on August 6. This is the first time that Southamp- ton have staged one of these regattas, and they also were favoured with a beautiful day. There was a smart breeze across the lake, which is on the Common, but it eased off considerably as the afternoon wore on. An tmmense crowd of spectators was present and keenly followed the progress of events. Proceedings opened with a steering competition, which drew 11 entries. It was won by “ Silver Jubilee ’’ (Mr. J. Vines, Victoria), with a possible score of 15 for three bulls. ‘* Leda III ’’ (Mr. E. Vanner, S. London) was second, and ** Truant ’’ (Mr. Hood, Swindon), third. At this regatta some very fine prototype models were afioat, and in this connection there was keen competition for the Peridon Trophy for the best scale model exhibited. It was finally awarded to Mr. E. J. Wheeler for his Diesel yacht model ** Llys Helig,’”’ a really beautiful job. Her hull is of Pondoza pine, which her builder claims to be the equal of yellow pine and easier and cheaper to get. She is driven by a powerful clockwork motor. Another outstanding boat was a model of a Jclass destroyer built by J. M. R. Hill, a junior of 154 years, belonging to the local club. excellent models of navy ships were Two other of H.M.S. ‘* Hood,’’ and the destroyer ‘* Fury,’’ built by Mr. Dale, Southampton. Another good yacht was by Mr. Butler, late of the Guildford Club. After lunch proceedings were resumed with a 500 yards race for the 15 c.c. class and small steamers, for which there were four entries. Result: Ist, ‘* Tornado IV ”’ (Mr. Martin, Southampton), 34.5 m.p.h.; 2nd, ‘* Ark’’ (Mr. Scamell, Salisbury); 3rd, ‘‘ Annie ’’ (Mr. Kent, Swindon). The 30 c.c. and large steamers then competed for the Hamtun Trophy, over a course of 600 yards. 1 was ‘* Tiny VII ’’ (E. Clark, Victoria), . The winner 40.75 m.p.h.; 2nd, ** Ifit VI’’ (Mr. A. W. Cockman, Victoria). There were three flash steamers in all in this race, but they were considerably hampered by muddy water, stirred up by competitors’ feet. The final event was a balloon-bursting competition. For this, a string of balloons was anchored across the steering course. These were of different colours with different scoring values like pool balls. As, however, there was only one balloon of the highest value, and this was burst by one of the first boats to run, the later starters had not the same chances. Pins are stuck on the noses of the boats to burst the balloons, but, fortunately, there were no casualties among the stoppers. This was won by Mr. Vanner with Mr. Hood second. The club are to be congratulated on a very successful first regatta. A good loud-speaker equipment was most useful in marshalling competitors, and letting the large audience know the progress of events and results. 4 oa MARINE E have just returned from a delightful W day, quiet and peaceful, revelling in holisun, and in no mood routine, an wind and wave, and truth to tell are and, expectant for settling were it Editor down to our ordinary not for fear of disappointing ‘* Page ‘’ would stand a the fair chance of lapsing this month. It is really no part of our duty to incorpor ate the British Eliminating trials and the International race at Fleetwood in this page, but we have received an excellent commentary from Mr. A. W. K. Rod- rick, which we hope will be interest ing to the readers of the Magazine generally, as representing the views of a competent Scottish observe r. We have altered the phraseology somewhat but without any fundamental change in the basis, and any criticism, _ ‘In etc., is that of our correspondent. commenting upon this event it is not intended to report on the racing as such, but simply to submit a chat concerning it from my own angle. Auld Scotland has never been really prepared for the competition at Fleetwoo d, het representatives merely come along in right good- will to make * one of the crowd,’ and enjoy the invariable good fellowship exhibited by all the competitors. Yes, it is true that ‘Flo’ has won many noted trophies in Scotland previousl y, and her owner had hoped to be at least a long way from the wooden spoon, but still with his mate played a losing game well, like the true sports- men they are. The veteran ‘ Ceredig’ with her genial owner, Peter Buchan, all the way from Fraserburg, and mate Ritchie, made a better showing than formerly, and had the best card of the Scottish contingent. ‘ Ceredig”’ sailed fairly well and her eclipse was due to the advancement made with the A-class in the South. Peter’s comment, “I’m na gaen back again unless with a new yin,’ is sma blame tae him, so keep your een on Peter next year. was some bird, And the white ‘Craw.’ and she could take it with She the best when off a wind, and when doing well with the wind fresh, wreaked vengeance on the oppo- nent who had beaten her to windward, showing speed of outstanding quality and gathering points where she had failed in the windward effort. But we do not blame the ‘ Craw’ for shortcomings. She is really a nestling rushed into flight before attaining sufficient maturity for her task, and will do better when her quills are strengthened by experience. The form of the finalists was remarkable. After sailing for five days in light to moderate weather, ‘ Heather Glen’ qualified with a lead of 17 points from ‘ Actinia,’ and on the final day, with a very light wind, managed to secure the honour with a margin of five points over her rival. The Alexander boat was remarkably fast in moderate to hard winds, and there were few competitors to equal her under these MODELS 173 conditions. Her falling away on the final day was due to failure to respond to windward under light weather conditions. On the other hand, ‘ Actinia,’ under the skilful command of Major Inglis, led the fleet in the final day’s racing, and wiped off 12 points of her deficit against ‘ Heather Glen,’ sailing into a creditable second position in the aggregate. The Alexander boys deserve much credit for their perseverance and the indomitable spirit, which they naturally inherit from their Scottish parentage. I was exceedingly proud of Major Inglis, owing to his early connection with the West of Scotland Club, where he first became associated with the sport. (Whaes like us? ‘ Scoticus.’) ** World’s Championship. With an entry of five European countries with their representative yachts, this season’s event equals the best of the previous contests, although the absence of an entry from the U.S.A. was sadly regretted. Viewing the competitors prior to the race, I thought that Mr. Sam Berge with his new boat * Viking ’ appeared to be the most impressive of the visitors. Her long, sweet lines gave an indication of potential great speed, and possibility of the display of unexpected qualities inherent in a well-bred design. The French ‘Kim’ is also a nice model with promise of capabilities in a fresh wind, per- haps a little narrow in beam, but otherwise quite a promising boat. ‘ Aricana,’ representing Bel- gium, is similar in design to the French model, but with her bilge slightly higher, making her somewhat less capable in hard winds. The German boat is of an entirely different type. Her buttock lines forward are rather lean, robbing her of weatherly qualities. Then, unlike other competitors, her mast was stepped on the deck, with a stiffening girder below, which added weight with no compensating advantage. The mast is of fair streamline form, pear shaped, with a groove on the after-edge fitted with a jack line housing the luff of the sail. ‘ Heather Glen,’ the British hope, certainly looked capable for fresh winds, but, owing to her flat floor, one could readily discern the trouble her skipper would experience if it fell light. With a good beam and plenty of reserve buoyancy, however, she has every attribute of a reliable boat if pressed hard in a good breeze, and her graceful sweeping lines imbue one with the assurance that in her the British Empire is worthily represented under the conditions specified, but, ‘O for a fresh wind In the result the foregoing and flying spume.’ It blew hard conjectures proved accurate. throughout the three days of the International race, and ‘Heather Glen’ endorsed my impressions up to the hilt, winning with 140 points against 138 returned by ‘ Viking ’ for Norway. A grand, close finish. The German model made a most 174 MARINE disappointing showing, and she was never in the same class as her rivals.’”” [Someone must be last, and we can sympathise with the German visitor. Also, if we know anything of the German character, the lesson will be well learned and applied, and we hope to see an entirely different result on some near future occasion, no frontiers.—** Scoticus.’’] our sport having The annual race for the Kemp Shield challenge trophy for 6-m. class, at Saltcoats, on August 12, was entirely conducted by the officials of the Saltcoats Club, and one of our correspondents expresses high appreciation of the efficient manner in which the event was handled. We are glad to associate ourselves with the congratulations due to the Saltcoats Club; to the O.0.D., Mr. John Blair; the Starter, Mr. Angus Kerr, and Judge, Mr. R. C. Gray, and all their assistants on their competent work. Twenty entries, representing fourteen clubs, were in competition. Divided into two fleets, ‘‘ White’’ and ‘‘Blue,’’ and each section sailed a full tournament, nine heats. Leading in the ** White *’ fleet were ‘** Elda,’’ Saltcoats, 39 points; ‘* Ulyssa,’’ Victoria, 34, and ** Helen,’’ Scottish A-class Club, 34. In the ‘‘Blue’’ fleet, ** Crest,’ Sandbank, 37 points; ‘* Margaret,’’ Miniatures, 35, qualified for the final. The two tieing models in the ** White ’’ fleet sailed a wind- ward board to decide entry into the final, between the two leading boats in each section, and this gave the right to ‘* Helen.’’ The final tournament of three heats between the respective leaders resulted : ** Margaret,’’ 9 points; ‘* Elda,’’ 8; ‘* Helen,’’ 8, and ‘* Crest,’ 5, and the final windward board between ‘*‘ Elda ’’ and *‘ Helen ’’ was won by the latter. The complete prize list reading, ** Mar- garet ’’ (L. McLean), ‘* Helen ’’ (C. (T. Robinson), and *‘ Crest ’’ (A. order. The Shield and prizes were Mrs. David Leggatt, wife of the Blair), ‘* Elda ”’ Brown), in that handed over by present Scottish Commodore with characteristic grace. May we extend our sincere congratulations to the Sandbank Club on its success in this, the first open event at which it has appeared, together with our best wishes for further progress. The *‘ Lady Friends ’’ of the Saltcoats Club served a most acceptable tea in the clubrooms. The club desires us to convey its thanks to all the competitors and the clubs represented by them, in its own words— ‘* Sincere thanks for making this year’s Kemp Shield race such a pleasant and successful one. Never has a finer body of nature’s gentlemen and real sportsmen met together, and to each one of you we say from our hearts—come again.”’ The return inter-club match between the West of Scotland and Saltcoats, at Whiteinch, on August 5, brought the Home Club revenge for the beating they received at Saltcoats, the card reading: West Teams of eight 6-m. 56, Saltcoats 40 points. class were in opposition and the leading craft for Saltcoats were ‘* Helen ’’ (Campbell Blair), 8 points; **Senga”’ (J. Blair), ‘* Elda’’ (T. Robinson), ** Cathie ’ (W. Wilson), and ‘‘ Anna ’’ (H. Miller), all 6 points. Leading West boats were: ** Raw- line’ (Allan Young), 10; ** Wendy ”’ (P. J. Mc- Gregor), 10; ‘‘ Edna ’’ (R. L. Rodrick) and ** Nike (A. Lee), each 8. . In course of conversation with some of the members of the International Committee it has been made MODELS clear than the 14rds 6-m. is now fully recognised as an International class, and we are asked to make this definitely known, as apparently it is not quite decisively known, either here at Home, or in the U.S.A. So much so, in fact, that at the A.G.M. of the American Association the statement was made that they did not think it prudent to adopt the class as a further National class, as it was not so adopted by the International Committee. On the authority of Mr. W. F. Carpenter, Secretary of the International Committee, this is incorrect. It ts adopted and the Committee will arrange an International race for the class 6-m. 1l%rds scale owners. if it is so desired by May we suggest that when and if this is definitely discussed some consideration should be given to the possibilities of arranging to make the Robertson Cup the official perpetual Trophy for the class, as it is already an International trophy. This is purely a personal suggestion, but it might be worth keeping in mind. Further, with reference to the *‘ wee six’ we are astonished to hear that some quite prominent U.S.A. officials seem to consider that the 6-m. will never become popular in the States ‘‘ because the rule is too complicated’’! This from such enthusiastic supporters of the A-class rule is really surprising. Surely it is not implied that our American friends are so inferior that they cannot work to rules which are commonplace here? Are they only able to work to ‘‘ easy ’’ lines? We wot not. Furthermore, one commentator passes the opinion that the Marble- head rule even now is considerably complicated owing to added restrictions, and so on. We are not competent to judge American opinion, of course, but if the 6-m. does NOT become popular there, it will be because there exists some subversive propaganda against it, and not because our American friends cre afraid to tackle anything unless it is absolutely simple. Perish the thought. ** There must be some rules, and if a man is able to design a boat he can certainly plough through any measurement rule “’; so says one of our Scots designers. Have we all the brains? Come off it. We understand that a report of the Robertson Cup race at Detroit (perchance of the whole trip) has been forwarded direct to our Editor by a participator, and we refrain from further remark except to say that the Chairman of the Regatta Committee made the following remarks regarding the Overseas visitors : — ‘*T would like to say right now that Britain could not have been represented by three finer sailors or goodwill ambassadors for model yachting. They captured everybody’s heart here with their quiet, unassuming manners. They came over here to do a certain job and believe me they fulfilled their task with great credit to themselves, made lots of friends, and on the whole did model yachting in this part of the country a lot of good.”’ We leave it at that. While we were away we witnessed an interesting model yacht race under the auspices of the Campbeltown M.Y.C. on the open waters of Campbeltown Loch, and were to have received full details, on our arrival home, for comment and inclusion in this month’s issue. Unfortunately, however, they have not yet arrived. ScoTIcus. MARINE MODELS 175 TELEVISION BROADCAST FROM KENSINGTON fe GARDENS B.B.C. recently staged a series of Television Broadcasts of places of interest in London. Miss Elizabeth Cowan and Mr. Edward Halliday were shown as taking a series of afternoon strolls in various well-known places. On August 12, Kensington Gardens was the venue. They were shown first by the statue of Queen Victoria, and Mr. Halliday gave Miss Cowan a brief sketch of its history. From there they turned and sauntered towards the Round Pond. Having seen a small boy with his kite, and paused to speak to him, their attention was directed to a group of members of a model aeronautical club, Smith, we who exhibited under the guidance of Mr. their Secretary, a number of models. THE M.Y.S.A. FLEET TOOK OF 10-RATERS THAT PART ‘ Renaissance,’’ these sailed off down wind across the Pond. Here again the boats made a beautiful picture in close-up with their white sails gleaming ’ THE W.L.M.P.B. C. FLEET READY FOR THE DEMONSTRATION in the brilliant sunlight. A question about the steering gear resulted in a short explanation of its working being given, in which Mr. L. Fromont’s 6-m. ‘* Pip “’ was used for demonstration purposes. At this point one of the aeroplane people started up a model seaplane, which took off excellently from the water. And then the yachts came again into the picture sailing back close-hauled. At this point the Editor was asked whether ‘‘ Renaissance,’ who came in first, had won the race, but having no time before the close of the programme to explain fully the system governing model racing, he had to content himself with the cryptic answer that she seemed to have won her heat. And on the picture of white sails, the broadcast was faded out. We afterwards heard from viewers that it was a very good programme and that the steamers and yachts were particularly appreciated. From there they proceeded to the Pond, where Miss Cowan’s interest was first taken by a group of small children paddling and fishing for tadpoles, and a small child with a toy boat. But just beside these a fine fleet of models, belonging to the West London M.P.B.C., was anchored ranging from Mr. Kidd’s new magnificent model of the *‘ Empress of Britain,”’ down to launches. At this point the strollers encountered the Editor of this Magazine who did his best to answer the numerous questions that were put to him. Led by Mr. Butler’s wellknown steam yacht ‘‘ Mary Dean,’’ whose charac- teristic whistle was loudly blown for the benefit of television audiences, the whole fleet steamed away through buoys laid down for a steering competition. Craft such as Mr. Easthaugh’s ‘* Titan’’; Mr. model destroyer, the ** Winchester Castle,”’ etc., made an impressive picture as the B.B.C.’s camera men held them in their telephoto lenses. Farther along a fleet of eight or ten smart 10- raters from the M.Y.S.A. (Kensington) and a couple of 6-m. from the London M.Y.C. were discovered Led by Mr. J. Vinin readiness to start a heat. cent Hill’s ‘‘ Alma’’ and Mr. O. Streinberger’s SOME OF THE STEAMERS TRANSMISSION—Note crowds DURING round the THE pond 176 MARINE MODELS BOOK THE REVIEWS MOopDeEL SHIPBUILDER’S MANUAL, by Captain A. P. Isard, A.M.I.Mech.E. Faber & Faber, Ltd., London, W.C.1. Price 12s. 6d. Capt. Isard is well known to readers of MARINE MOoDpDELS as the author of series of articles on Ship Fittings and Ships’ Armaments. Naturally very much of the matter contained in this book has already appeared in the pages of this Magazine, but a considerable amount of new matter has been added and the arrangement greatly improved, so that the book is handy for reference. The book contains interesting and useful general instructions on the making of model fittings, followed by a very comprehensive illustrated list of ship and steamer fittings arranged in alphabetical order. The second part of the book is devoted to the history of ships’ armaments with illustrations of many cannon from the earliest times, with many useful hints on their modelling. Naturally, it is impossible in a single book to give every pattern of ship fitting, but this book contains all the more usual ones, which should render it extremely useful to ship and steamer modellers, whether their work is showcase or working models. Again, the section on armaments of necessity does not contain every type of gun ever used at sea, but it certainly gives the principal types with a wealth of detail and illustration. Ship modellers are often in difficulty over armaments and here is a book which should solve most of their problems. To compile a book of this nature takes a great deal of time and patience, and to our knowledge Captain Isard has devoted some years to the collection and arrangement of the information contained. It is one that should find a place on the shelves of serious modelmakers. Almost the only fault to be found in the book is in the author’s choice of a title, and here, if memory serves us aright, he has accidentally plagiarised or gone very close to an American manual on model sailing ships. YACHTING WITH MODELS, by John Black. McGrawHill Publishing Co., Ltd., London, W.C.2. Price 15s. The reviewer of books on marine models is lucky when he has two books in a month that are almost beyond reproach to review. Too often books on marine modelling are attempted by people with literary ability but no real knowledge of their subject. So when we picked up the second book sent us for review this month, and found it was by John Black we were extremely happy, as it is most unpleasant to find fault with a book on which an author has obviously expended much time and pains. Of American model yachtsmen who have come to Europe to compete in the A-class International races, Mr. Black has probably been the most formidable competitor. Moreover, his position in the scholastic profession in the States ensures his being able to explain himself clearly and impart knowledge to others. This book is intended as an introduction to model yacht building, and as such does not contain any- thing about the processes of designing. It only deals with the building of M-class models, but, of course, applies with equal force to models of any other class. Three methods of building are described: bread-and-butter on the buttock lines; bread-and-butter on the waterlines, and rib-andplank building. Each of these is clearly and fully explained with all necessary diagrams. are included on sailmaking and fittings, on sailing the models when completed. Chapters and also In the book two M-class designs are included: ‘*Cheerio I’’ and ** Cheerio II “’—two successful boats designed by the author. And that brings us to this reviewer’s big grumble about this otherwise capital production. Both of these designs are reproduced on such a small scale that their enlargement is a matter of the greatest difficulty, if not impossible. The overall length of ‘* Cheerio I”’ is given as 50in. exactly, yet the reproduction of the design is 6.02in., and one may well ask what scale this represents? Turning to the design of ‘* Cheerio II ‘’ one finds exactly the same reduction. This is probably due to his publishers or their blockmaker, rather than to such a knowledgeable builder as the author. Yet it is a most serious defect in an otherwise most admirable book. It is true that a scale of inches is given on the drawings, but measurements to the nearest inch are not of much use in building a 50in. model. The reader is told to enlarge his plans to full size, but how is this to be done? If it was impossible to reproduce the designs on a larger (and exact as well as more convenient) scale, would it not have been better to include a table of offsets? Also we suggest that in a further edition the author should include more explanation of what the lines are, and in order to make the book’s application wider, how to use drawings of models other than those reproduced in the book, Once, however, the beginner has got over this initial difficulty as regards the designs of the models he is to build, this book should be of very great service to him. In this book the author gives the most able exposition of the pros and cons of the Vane steering gear that we have yet seen, and a short quotation will serve to show the scholarly care Mr. Black has brought to his subject. The model yachtsmen of Norway and Sweden have used the wind or Vane gear for several years. All their sailing is upon open waters where the wind is steady. Under these conditions, the models equipped with the Vane gear have been very successful. The British model yachtsmen have expenmented with this type of steering gear for many years, but have not found st very useful except when there is an exceptionally steady wind. The use of Vane steering on a pond that is surrounded by banks, shrubs, trees, and buildings is not very satisfactory because the breeze is invariably stronger a few feet above the water. In this case, the upper part of the sails has the full strength of the breeze, and the Vane, being set low on the deck, refuses to function because of the lack of strength in the wind. This is a well worth-while book and a valuable addition to the literature of the sport. MARINE CANADIAN FROM NEWS MONTREAL We recently heard from our friend, Mr. H. W. Hartnell, of Montreal, that a model yachting lake has been constructed on Mount Royal. It is called Beaver Lake, as traces of beavers’ work were found during excavation. This was built as a relief work, and is now practically finished, excepting some work on the path round the water. A band of enthusiasts sails 6-m. and other craft on it at week-ends, and there is a boathouse near for storage of craft and gear. There are rather too many trees round the lake, and, in consequence, the wind is apt to be fluky, but it is the only sailing water of decent size in the vicinity. We trust that the provision of this new water will increase the popularity of the sport and number of model yachtsmen. FROM PRINCE RUPERT B.C. N forwarding a report of the Prince George Cup ] race, Mr. A. J. Croxford says, ‘‘I claim we are the furthest West model yacht club in the British Empire, since after you pass us you start going East.”’ This was the first event of the season and was won by Harry Gawthorne with * Invader,’’ a new boat built from the lines of *‘ Lavinia ’’ (MARINE MODELS design), this being her maiden race. The racing was watched by crowds of spectators on wharves and steamers im port. The course was a beat of 4,600ft., followed by a free reach of 2,500ft., and a run home of 4,400ft. The tide was at half-flood, and, backed by the wind, put up a MODELS 177 choppy sea that made hard going for the models and stiff pulling for the skippers. At the third buoy, A. J. Croxford’s *‘ ‘Tyee ’’ was in the lead, but a nasty slam struck her just before she reached it and set her to windward of it. This lost her considerable time, but once round the mark she ran down wind like a scalded cat and pulled up considerably on the leaders. She is from MarRINE MOope.s’ ‘* Debutante ’’ design. The times for the three legs and totals were: ** Invader,’” Ist, 26 m.; 2nd, 12 m.; 3rd, 29 m. 30 s. =total,,1 hr. 7 m. 30s. ‘* Saucy Lass,’’ Ist, 29 m.; 2nd, 12 m.; 3rd, 33 m.=total, 1 hr. 14 m. ‘* Tyee,”’ Ist, 36 m.; 2nd, 7 m. 6 s.; 3rd, 30 m. 55 s.=total, 1 hr. 14 m. 1s. ‘* Mary Annie,’’ Ist, 27 m.; 2nd, 14 m. 4 s.; 3rd, 33 m. 26 s.=total, | hr. 14 m. 30 s. ‘* Annie J,”’ Ist, 28 m. 30 s.; 2nd, 19 m. 45 s.; 3rd, 27 m. 15 s.=total, 1 hr. 15 m. 30s. ** Saracen,”’ Ist, 28 m.; 2nd, 8 m. 45 s.; 3rd, 40 m. 40 s.=total, l hrs 17 m:; 15s. ** Saucy Lass,’’ which just managed to keep ahead of *‘ Tyee ’’ in the last leg, is from ‘* Wampum II,”’ design being M-class, and was sailed by M. MacKenzie. ‘* Mary Annie ’’ was sailed by S. Hingston, and ‘* Annie J,’’ by H. Stangbye. ‘* Saracen ”’ is A-class, and was the logical winner, but had trouble with her steering gear. Captain J. R. Elfert was in charge of the general arrangements, and the smooth running off was due to his forethought. Inspector Barber was judge, and C. P. O. Instructor Bird in charge of signals. At number three buoy, George Bryant with ‘‘Harla,”’ and with Jarvis McLeod and Trevor D. Johnston as referees, kept the official records, and at number four buoy Paul Armour was assisted by Bert Ward and Bill Fulton. Captain H. Nedden of the *‘ Prince Rupert *’ assisted in getting the boats off. The Starter was J. S. Wilson. >” , _? frente p, . : BEAVER LAKE, MONTREAL Photo: ye W. H. Hartnell 178 MARINE MODELS planning of public rooms, passenger accommodation and decoration. She will make her maiden voyage to South America from Southampton on September 26. Built by Messrs. Harland & Wolfe, she is driven by geared steam turbines and has a registered tonnage of about 27,000. She has two outdoor swimming pools aft, one for first class and one for second class passengers, and when there is one class—when cruising for example—both pools will be available to the passengers. MARINE MODELLING IN PERTH, W.A. The formation of a marine model society is announced from Perth, W.A. The new Society was inaugurated at a meeting held in the workroom of Mr. D. Munro, on June 12. This new organisation is sponsored by the Shiplovers’ Society, and the enthusiasm evident at the first meeting augurs well for the success of the movement in the State. In outlining the aims and objects of the Society, Mr. Leslie E. M. Shenton advised all to read an article on marine modelling which had recently appeared in the West Australian. After general discussion, it was agreed that the Society should meet every Friday night, that the lecture period should be from 7.30 to 8.0 p.m., and that practical work should follow until 10 p.m. Mr. Munro then placed his workshop at the disposal of the Society for meetings. Messrs. A. E. Levy, H. McKail, L. E. M. Shentin and D. Munro offered to assist in R.M.S. ‘* ANDES ”’ Messrs. Bassett-Lowke, Ltd., the well-known modelmakers of Northampton, have just constructed three 4in. to the foot models of the new R.M.S. ** Andes ’’ and are now busily engaged in completing a tin. full hull model of the same vessel for the Royal Mail Lines’ head office in Leadenhall Street. This magnificent ship incorporates all the latest features in model shipping design, both in the instruction classes. The Hon. Secretary is Mr. Leslie E. M. Shenton, 8, Lillian Street, Cottesloe, with Master Howard Kingston as Assistant Secretary. Headquarters are at 24, London Court, Perth, W.A. There are three branches of the Society—exhibition modelling, model yachting, and model powerboating. Ponds for racing will be constructed by the Perth City Council. The Society has adopted as its badge Mr. Munro’s drawing of a group of models which for years adorned the front cover of MARINE MopELs. We wish the M.M.S. of W.A. all success. WOU MWA Gy Yy d, o¥ I, ‘Ms 4 ys,’ V/ LU / MARINE MODELS For reasons that do not need any explanation, we have decided to suspend publication after this issue. We must all concentrate our efforts on winning the war and as soon as things return to normal we will resume publication. TO OUR READERS. Dear Readers, Some months ago I placed my resignation as Editor in the hands of the Directors, but I expressed my willingness to carry on until such time as my successor could be appointed. As the magazine is suspending publication for the present, the next number will be produced by whoever is appointed as a new Editor. I therefore take this opportunity of thanking you for the support accorded me during the 114 years I have occupied this position, and I beg to wish you all the best of luck and good-bye. Yours sincerely, H. B. TUCKER. 1 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. Scale lin. = 1ft., 6/6 post free. “ Chloris,”* H. B. Tucker. Half-size with full-size Jill,’* A. W. Littlejohn. Body Plan, 20/-. Half-size with full-size Body Plan, 15/-. * Jonquil,”* W. J. Daniels. Full-size, 30/-. 6-METRES. *‘Lavinia,’’* H. B. Tucker. full-size Reg. W. Lance. Body Plan, 15/-. Four Masted Barque “ Buteshire ” (1888), drawn by G. W. Munro. 10-RATER. **Selene,’’* H. B. Tucker. Body Plan, 15/-. Half-size with full-size “ Daffodil,”* W. J. Daniels. Full-size, 21/-. ** Stella,’’* (Sharpie) Indiaman, drawn by G. W. Munro. Hull lines and general details (tin. scale). Rigging and Sail plan (fin. scale). ©The two sheets. 17/6 post free. Cunard S.S. “ Britannia’? (1840), drawn by H. B. Tucker. Hull lines, general details and Rigging plan (din. scale). Two sheets 10/6 post free. Half-size with ** Debutante,”* A. W. Lito, | ** Joyce,”t East W. J. Daniels. Profile, lines and deck plan, 7s. 6d. Rigging and Sail plan, 7/6. sheets, 12/6 post free. The two Full-size, 15/-. MARBLEHEAD 50—800. ** Asphodel,”* W. J. Daniels. \ ae ” “Kittiwake,* A. W. Littlejohn. SPs 20/-. 36in. RESTRICTED Volumes I—V were published under the title of ““ The Model Yachtsman.” CLASS. ; “ Myosotis,”* W. J. Daniels. | Full-size, 10/6. “ Eudora,”* H. B. Tucker. 30in. RESTRICTED “Jenny Wren,”* Binding Cases. Vols. I, II or III complete with Title Page and Index. Binding Cases Vols. IV, V, VI, Vil, VII, IX, X and XI. Price 2/- post free. CLASS. A. W. Littlejohn. Full-size, 8/6. 24in. L.O.A. * Tomtit,”> A. W. Littlejohn. * Fin-and-skeg. Bound Volumes. Vols. IV and V, 37/6; Vols. VI, VII, VIII, TX, X and XI, 12/6, post free. We can occasionally supply copies of earlier Volumes. Prices on application, Full-size, 5/6. t Full Keel. WORKING MODEL STEAMERS, Etc. “ Brunhilde,” Sea-going Diesel Yacht, 40 in. long, Fullsize plans, 8/6. “Maid of Rutland,” Cross-Channel metre long, Full-size plans, 6/6. Steamer, “ Zingara,” Cargo Steamer, 48 in. long, plans, 6/6. Binding, Vols. I, I, Il, IV, V, VJ, VII, VII, IX, X or XI (including case), 6/- post free. 1 Half-size “ 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. I, 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. II, 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. 3/-; 7/6; Nos. 1/7; 5 and 6, 2/6; No. 7, 1/7; No. 8, 2/6; No. 9, No. 12, 7/6. Vol. IV, Nos. 1—4, 2/6; No. 5, Nos. 6 and 7, 2/1; No. 8, 3/-; No. 9, 2/1; 10 and 11, 1/7; No. 12, 2/6. Vol. V, Nos. 1—4, No. 5, 3/-; No. 6, 7/6; Nos. 7—9, 1/7; No. 10, 7/6; No. 11, 1/7; No. 12,1/1. Vol. VI, No. 1, 7d.; No. 2, 2/1; Nos. 3—5, 7d.; No. 6, 2/1; Nos. 7—12, 7d. Vol. VI, 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.; Vol. XII, Nos. 1—5, 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. Published by the Proprietors, MartnE Mopets Pustications, L1p., at 52, Fetter Lane, London, E.C.4 Printed by C. Arthur Sanders, v7, Portugal Street, London, W.C. W. H. BAUER, MODEL YACHT FIT-OUT AND REPAIR SERVICE SPARS, SAILS, FITTINGS and ACCESSORIES For all Classes. To order only. DECORATIVE, WATER LINE, SHIP MODELS AND HALF MODELS BUILT AND RESTORED. Workshops BUS – SERVICES: – 512, KING’S ROAD, 11, 22, 31. By W. J. DANIELS & H. B. TUCKER MODELS are in a position to handle at moderate prices all kinds of Printing. be Esti- gladly promptly forwarded. or (with full-size Construction Plans for 30-in. Class Model) Useful to Builders of any size model How To BUILD A MODEL STEAMER By J. VINES and First- class work is guaranteed. Inquiries MODELS How To BUILD A MODEL YACHT Printers of MARINE will EARL’S COURT HANDBOOKS Printing . mates LONDON, S.W.10 STATION: MARINE High-Class The CHELSEA, NEAREST orders should be sent to :— (with 4 large scale Designs) Full of information for Novice and Expert Price: 2s. 6d. each, postage 4d. extra. HOW TO SAIL YOUR MODEL YACHT (Hints to Price: The Publishers, Marine Models Publications, Ltd., Trade the Young 4d., postage Terms on Novice) 3d. Application 52, Fetter Lane, London, E.C.4. MARINE A Waterproof Glue MODEL SAILING CRAFT Also Heat and Acid Proof. No more sewing joints. A permanent and Solid Waterproof Craft. Breaking strain in wooden joints, moist and normal, over 1,100 Ibs. per sq. inch. By W.J. DANIELS and H. B. TUCKER. REVISED EDITION. Tin NOW containing 2 oz. 8d., or 4 Ib. 2/1, post free, from GALEN WORKS, DINGWALL ROAD, CROYDON. Phone: Croydon 3118. Trade Enquiries Invited. Price – 15s. With new Designs to Racing Classes. RECOMMENDED BY “MARINE MODELS.” Anglo-American Pharmaceutical Co., Ltd., MODELS PUBLICATIONS LTD. 52, FETTER LANE, LONDON, E.C.4. READY. Order your copy from : Marine Models Publications, 52, Fetter Lane, London, When replying to Advertisers please mention MARINE MODELS. Ltd., E.C.4 SPECIALITIES SPECIALITIES for the for the YACHT Sail Cloth, BOAT BUILDER BUILDER as used on Steam many Engines, Prices… Racing Yachts. Price, 42in. wide… 2/3 yd. all Petrol Engines, finished engines or castings. for Rigging. Boilers, all types. ove OC Ys 7-strand … Thd. yd. Copper Flat-headed Price, 2 in. long Rigging quality. Cord, ” Prick: Wooden Hulls, hand carved. fine These new Yachts are the latest thing for fast racing work. All of the hulls are hand made in best yellow pine. The two largest Yachts are fitted with Braine type automatic steering. Painted Pale Blue. Cabin Skylight extra. Ring Bowsies, White lvorine, Sin., 30 in. long … 39 in. long … mf =a 21/- 33/- The ‘ENDEAVOUR’ YACHTS are Fastand_ = Electric or Clockwork Motors, will Sail in Any Weather. Propellor Shafts, etc. … 9d. 20 yd. hank Price, 2in., … 5/—to £9 10s. Blowlamps, from 6/- each. Nails. Fine or Medium 6d. 20 yd. hank Stout… Prices… sauslenOZ. extra types. 3/9 to £10 as Stainless Steel Stranded Wire Price, 3-strand . Prices : 2 in. diam. 2/- doz. 17 in. Yacht with automatic rudder 12/- 27 in. Yacht with Braine type steering … 39/6 21 in. Yacht with automatic rudder 18/6 * in. Yacht with Braine type steering … And all other types of Fittings. 75/- a For Full Particulars and lilus- trations of our range of Yacht and Boat Equipment, send for Bond’s 1940 General Catalogue, price 6d. Its 208 pages contain ; ; ” everything required by the Modei Maker, including all Tools and Materials. Carriage extra. BOND’S O’EUSTON ROAD LTD., 357, Euston Road, London, N.W.1 “Phone: EUSton 5441-2 Est. 1887 DROWN & SON _ Model Yacht Sail Specialists = A World-wide Reputation for nearly a Quarter of a Century > — ty Latest Important Success : Robertson (INTERNATIONAL) CUP—1939 Won by America—using our Sails. Compliment paid us by owner of the winning boat, reads : “YOUR SAILS WERE PERFECT.” 31, GILMANS ROAD, ORPINGTON, KENT When replying to Advertisers please mention MARINE MODELS. ——— CHARLES { —SAILS—