Marine Models: Volume 10, Number 1 – April 1937

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Ala ea al it Nai aie et cntreame/ MARINE MODEL UT 3 NNT PUBLICATIONS (jal Vol. X, THE LTD., 52, FETTER LANE, LONDON, PCs — =— ti ‘neBrisk TTEWELLYN RYLAND LIMITED, BIRMINGHAM, ENGLAND “%2%¢°” = FINEST SOFT PINE Specially selected for Model Boat All Building. thicknesses from WHITE HEATHER Racing Model Yachts J. ALEXANDER & SONS 26, Victoria Parade, Ashton, Preston, Lancs. 4” to 3”, widths up to 24” Expert Model Yacht Builders ALSO FITTINGS SPECIALISTS Prime Honduras Mahogany (30 years’ experience) * Alexalight ’’ Metal Spars. Practical Sail Makers. Accessories. CHETHAM TIMBER Co. Ltd., 70, FINSBURY PAVEMENT, LONDON METROPOLITAN E.C.2 7418 Power Boat Hulls. Send Stamp for Lists Racing Model Yachts WHITE HEATHER TRADE SUPPLIED When replying to Advertisers please mention MARINE MODELS. PT hdCOLT INCORPORATING THE MODEL YACHTSMAN Vol. X, No. 1. Published on the Seventh of each Month 5 April, 1937 EDITORIAL ITH the present number we com- VG mence our Tenth Volume. Since the Magazine started it has developed very considerably, and we hope that the present volume may show equal advance on its predecessors. As a number of contributions for the March number arrived very late, we were not able to complete the yearly Index in time for it to be issued with that number, so readers will find it enclosed with the present number. We receive frequent letters from readers telling us that they get so much pleasure and information from their collection of bound volumes of MARINE MODELS, and it ts a fact that information on almost any subject connected with marine modelling can be found in our collected pages. A report of the Model Yachting Association Annual General Meeting appeared in our last number. Readers will have noticed that the discussion of the proposed new Constitution was deferred for 12 months. This was a very wise move in view of the issues involved. Although not specifically stated in the report, one of the most important points raised is that the work of the Association has grown to such an extent that its income is no longer equal to its expenses. This raised the point as to whether income should be increased or expenses lowered. Another important point was that certain special funds showed deficits, whilst others were over-subscribed, which led to the natural suggestion that the Council should have power to transfer all surplus funds if required. Now obviously the Association cannot go on over-expending its income, though fortunately balances in hand enabled matters to be adjusted on this occasion. The main expenses of the Association may be grouped under three headings—government of the sport (which includes printing rules, etc.), propaganda (which includes sending officials to various regattas and towns, taking part in overseas regattas, etc.), regatta organisation and provision of prizes. It was suggested that the amounts allocated for prizes might be very considerably reduced, and possibly medals substituted for expensive prizes. The income of the Association is in the main derived from Club and Individual Membership subscriptions, but regatta entries also provide something, and, in addition, there are special funds raised for various events. The latter must remain a purely voluntary matter, and if an increase is needed other sources of revenue must be augmented. Two suggestions to this end have been put forward, and without attempting to advocate either, we will briefly state what they are. The first is that a Registration Fee of ls. per boat be charged on registration or re-registration. As there are approximately 2,000 boats 2 MARINE in the number of boats sailed, whereas at present a club with 60 boats of a class can only enter the same number as one with three. The argument against it is that the better-off clubs are favoured. In either case the amount contributed by individuals is only increased by a few pence a year, and, though it might look a lot to double a club’s contribution, it actually amounts to very little per member. The alternative is, of course, to limit the activities of the Association. Possibly, however, other schemes will be evolved before next year when the matter will have to be settled. In publishing the Alterations to the I.Y.R.U. Sail Measurements last month, we think we made it clear that though the I.Y.R.U. has adopted these, their formal adoption by the M.Y.A. has to follow before they are enforced for models. It would be wise for those embarking on new constructions to bear them in mind, however. The greatest change is in the method of measuring a mainsail, and this only makes a difference of about 10 square inches. SESE. SOP Sec eee ee {saga on the Register, and each registration lasts two years, this would give the Association an additional income of £50 per annum, whilst only costing the individual 6d, per annum. The second was a rather more complicated scheme and, affected club affiliations. It was suggested that clubs be charged for membership on the number of members they have. Clubs with 6—10 members might, at the Council's discretion, be admitted for 10s. 6d., and have one vote at General Meetings. Clubs with 11—20 members to pay £1 Is., and have two votes at General Meetings. Clubs with 21—40 members to pay £2 2s., and have four votes at General Meetings. Clubs with above 40 members to have the option of paying £3 3s., and have six votes at General Meetings. It was suggested that, in addition to this, entries for all National Championships should be based on the amount paid as subscription to the M.Y.A. clubs paying £1 Is. or less, one boat, those paying £2 2s. two boats, and those £3 3s. three boats. The arguments for this are that it gives an all-round proportional representation in amount contributed to the M.Y.A., in voting power at meetings and MODELS SAILORS DON’T CARE! Photo; G, Members of the South-Western M.Y.C. raced on Wimbledon Common on March 7 snow. W. Cockram. in spite of the We hope that milder weather will be here when this appears in print. MARINE DRAFTING MODELS A 3 DESIGN By YARDSTICK N the last volume of MARINE Mope ts I | published a series of articles on simple naval architecture, so that the present short series must be considered in the light of a sequel, and I also refer readers to my articles on balancing a yacht design in MARINE MopeELs of January and February, 1936. In the main, the present series will be concerned with model yachts, but as I also hope to incorporate a few hints for designers of medel steamers and sailing ships, I hope the latter will read the articles through. In drafting a design the first step is to study the requirements of the vessel to be planned, and decide her L.O.A., L.W.L., Beam, etc., though some of these dimensions may have to be modified as we go along. In determining the dimensions, one naturally consults one’s memorandum book of data of similar boats, and, if it is a racing yacht that is the subject, gives careful consideration to the rating formula to ascertain what is likely to be the most advantageous type to strive for. In this preliminary work it is usually best to consider the canoe body and keel appendage separately, and even in a steamer or ship it is usually more convenient to think of the after deadwood separately. In the actual designing work also the beginner, at all events, will find it easier to design the canoe body first, and add the keel afterwards. It should be appreciated that the first lines of the design must be considered as subject to modification as the work progresses. Now for a few words on drawing instruments for the benefit of the beginner. Quite simple outfits are capable of producing the required results, and there is no need to expend a great deal of money for a start, though, if the student continues to design, he is sure to acquire more instruments by degrees. The first thing is the drawing board. Proper drawing boards are expensive, and an admirable substitute is one of those thick plywood table tops that are sold in timber shops specialising in cabinet makers’ requisites. The board should be of ample size for work the designer is likely to attempt, and have the edges properly squared up to act as a guide for the T-square. The latter should be long enough to go across the board. A _ long straightedge, the full length of the board, is also highly desirable. To test a straightedge, take a sheet of paper and rule a line the full length of the straightedge. Then turn the straightedge end for end, and go over the line again. If there is an error, you will then double it. Of the straightedges sold in shops, about one in ten is sufficiently near to be satisfactory, so test before buying. For drawing curves, splines (or battens) are necessary. These are made in both lancewood and celluloid. For the sheer and similar lines that are not too abruptly curved, a straight (i.e, same dimensions for the whole length) lancewood batten, sufficiently stiff, is ideal. For waterlines, a fairly stiff straight celluloid spline will be found convenient. These two should be the full length of the drawing board, so that you can put in the full length of a curve in one stroke. For ends of curves, sharp bends, etc., a somewhat shorter tapered celluloid spline is required, and for the sections, a few short lengths of celluloid batten of various degrees of flexibility. In order to hold the splines in position, weights are required, and special weights are sold. These, however, are very expensive, and most readers will contrive some for themselves. I have seen old scale weights used, lead weights cast into lids of tins, etc., but in any case the lead should not be allowed to touch the paper as it makes a mess on the drawing, so the weight should be shod with wood, brass, or some other suitable material. A few ship curves, or even a french curve, are useful for drawing small curves. For tracing, a proper drawing pen and Indian ink must be used. The best eraser on tracing paper or cloth is a really sharp knife. For sketching tentative lines, a moderately soft pencil, say an H or HH, can be used, but for the true lines a much harder pencil should be used, and expert draughtsmen use degrees of hardness up to HHHHHH. Pencils should always be kept finely pointed, and in order to save stopping to resharpen at an interesting point, it is not a bad scheme to have a battery ready for use, so that another can be picked up when required. For erasure, several rubbers of various degrees of softness are desir- 1 A eR a TE, =o Ore ene ees Oe 4 MARINE able. An eraser shield of stainless steel, similar to that used by typists, is very handy. A good pair of compasses, with pencil, ink and divider points is almost essential, and, if the student has a set of needle-pointed spring bows, so much the better. A protractor is also desirable and two celluloid squares. | When the designer becomes more advanced, he will gradually acquire such things as planimeter, proportional compasses, etc., but they can be dispensed with for a start, at all events. The beginner is advised to work on paper squared in inches and tenths, and even the old hand will find that this is a great saving of time. The only snag is that most of the paper sold squared in this way is of such poor quality that it will not stand much erasure, and it may take a little looking round to find some of satisfactory quality. This paper is seld by the sheet, yard, or in rolls. It 1s also made squared in inches and eighths, but on no account use this, or attempt to work in fin., as it will complicate all calculations most abominably. By working in tenths one uses decimals, which is far easier. It is desirable to have a short ruler, and one or two engineer’s scales for reading plans. I have several different ones, but the most useful is one calibrated one side in inches and fiftieths, as from it one can read to a hundredth of an inch. To protect the drawing board, put a couple of sheets of common cartridge paper under the paper on which one is working. This also has the effect of preventing any grain in the wood coming through when erasing, or influencing the direction of the pencil when putting in a line. It also protects the surface of the board. These under-sheets can be pasted to the edges of the board and changed when desirable. The scale on which the design is drawn depends on the size of the model and the drawing board available. The design must not be on too small a scale, as any error is multiplied accordingly, while too small drawings are a strain to the eyes. On the other hand, the drawing must not be so big that the eye cannot take the whole in at once. I[ would suggest that boats up to, say, 50in. overall, be drawn full-size, and up to, say, 8ft., half-size. After these preliminary remarks we may as well make a start by drawing a profile showing the line of Greatest Body Depth. Now MODELS where is the position of G.B.D. to be placed? The G.B.D. can be placed either amidships, or a shade ahead of the centre of the L.W.L. in order to get a long run with easy buttocks in the delivery. This applies particularly to yachts, but power-driven vessels, such as tugs, also have their G.B.D. well forward for a similar reason. In a vessel with a parallel middle body it is a question of arranging the ends ahead and astern of the middle body. The profile of the ends of the boat is very important both from the point of view of appearance and the technique of design. The ends of the boat should be nicely balanced in appearance, and the angle of incidence of the forward profile with the L.W.L. will be steeper than that of the after profile. The forward overhang of most yachts will be no longer than the after one, and probably shorter. The line of the sheer is from the point of view of appearance the most important line in the ship, and great care should be exercised in drawing this. As regarding the under-water profile of a yacht, the leading edge of the keel is the most important part in providing adequate lateral resistance, as this, like the luff of the sails, does the most work. Care should therefore be taken to get a long leading edge, and this should not be too vertical, as otherwise the movements of the actual C.L.R. will vary too violently with changes of speed. The actual area of lateral plane is less important than its proper placing under the hull, and here experience must be the best guide. The beginner need not despair, however, since published plans of many successful boats can be studied. In placing the rudder, the designer has to remember the distance abaft the centre of the L.W.L. (or Centre of Buoyancy, when that is calculated later on), as the power of the rudder will vary with its position. He has also to remember that the rudder must be sufficiently immersed so that it will remain well under water at any angle of heel, and in any ordinary seaway. Yet another consideration is the question of not impeding the flow of water from the Delivery of the after garboard. As regards models, and here I tread on very dangerous ground, I am inclined to think that with the Braine and similar types of steering gear, the fin-and-skeg type of keel gives the best result, and | ascribe this to the position of the rudder well aft, and the vertical rudderpost. The steeply raked rudderpost appears MARINE to impart a couple that interferes with the proper steering of a model. There is no rule to govern the size of rudders, so the beginner should study published designs, and, even if he does not hit matters off exactly right at first, it is no great matter to change the blade of a model’s rudder. As regards the shape of rudders I hope to have something to say on this subject towards the end of this series of articles, but I think it will be best for me to begin with the design of the hull proper. As this series is dealing with the subject of simple naval architecture and intended for all classes of marine modellers, I have to apologise to each of my several sections of readers for digressions on subjects that mainly interest other branches. Yet in the main the same principles apply throughout, and the mathematics involved are really elementary. The profile having been drawn tentatively and the line of G.B.D. put in, the next step is to draw a tentative Greatest Beam Line. | think it is advisable, for the beginner at all events, to ignore tumblehome and bow flare at the start of a design, and put them in later on. The Greatest Beam Line is therefore a deckline with tumblehome, and flare omitted. The Greatest Beam point in a. sailing yacht comes slightly abaft the beam. There is a divergency of opinion as to the best point to place this, but in the writer’s opinion this is somewhere between 55 and 60 per cent. of the L.W.L., from the fore end, and the point of G.B.D. between 45 and 474 per cent. of the L.W.L. from the fore end. In a bluff-bowed power craft, such as a tug, the Greatest Beam point is well forward, and in a vessel with a parallel middle body, its position is governed by the position where this starts. In drawing both the line of G.B.D. and the Greatest Beam, a fairly stiff batten should be used, and allowed to take its natural curve. Do not force the batten, but let it assume its graceful, natural curve. It is a fact that if the Greatest Beam Line and Bilge Diagonal are balanced about their centre points, the lines of the yacht are likely to balance. This is simply a geometrical wrinkle for the designer, and the fact that these lines are balanced does not prove the yacht is necessarily balanced, but if they are balanced, it makes it almost (but not quite) impossible to draw an unbalanced yacht. MODELS 5 The way to balance a Greatest Beam Line about its middle is to check that the centre part (say, for half its length) of the line is the same on each side of the middle spot. To do this, measure the distances out from the centreline; say, at 3in., 6in., 9in., etc. On the waterline planjoin the position of G.B.D. to the point of Greatest Beam bya straight line. The next step is to draw the Master Section. This section has no place in the final plans of the boat, but is a section taken through the points of G.B.D. and Greatest Beam. Now, various types of section have different characteristics. The flatbottomed, hard-bilged type is very stiff at low angles of heel, and is_ therefore suitable for power-driven craft. It is also suitable for model sailing ships, which are comparatively deep bodied, and, having sailplans with a low C.E., are not supposed to be driven at the excessive angles of heel assumed by the modern racing yacht. The shallow, hard-bilged scow section so often used for unballasted centre-board yachts is not one which I care for—for models, at all events. These craft are usually beamy and very stiff at low angles of heel, but soon reach their maximum effective sailing angle. After this, they begin to lift, and the stability rapidly decreases. Most model yachts are not overcanvased, and rely mainly on heavy, lead keels for stability. It appears better to use a fairly easy bilged section and thus get a fairly easy heel (with consequent lengthening of the sailing waterline) in moderate winds, andincreasing stiffness as she heels further in heavier winds. In my articles on “Balancing a Yacht Design ” in the January and February, 1936, numbers of MARINE MOpELs, | fully explained the principle of the Metacentre and how it shows the stability of various forms of section. Before deciding on the form of the Master Section for a design, the beginner might find it of advantage to draw a few experimental sections and find the Metacentric heights at various angles of heel. This will soon reveal their different characteristics, and should enable the designer to select a suitable form of section for the boat he is designing. As to what is the best section every designer has his own ideas, and often quite a small change will make a tremendous change in the appearance and performance of a vessel. (To be continued.) MARINE | N the December number of this Magazine I described a model of the tug ‘“ Danube II.” A reader wrote to the Editor of MarRINE MObELs that nobody could possibly build a tug model from my article! Well, they were not intended to, and it would take a mighty clever person to give complete instructions for building a model tug in a whole number of the Magazine—leave alone a single article of some three or four pages. I have given very comprehensive instructions on building a model steamer, but it took a whole book ! These descriptions I frequently give of various models are intended to convey the methods used by different builders rather than describe the ordinary routine of building. | therefore touch mainly on the unusual features, and readers should thereby pick up useful tips, which they can use in their own work, Well, there’s no boat like one’s own, so | am going to tell readers a bit more about my destroyer. Last month I described the exhaust drum gadget I fitted to the fore end of my boiler, and will take up the story at this point. One point which the very observant reader may remark is that the distance from boiler to engine in this lay-out is decidedly longer than is desirable. There are several possible ways of mitigating this evil. First and simplest, the steampipe can be well lagged with asbestos string. This might not be altogether satisfactory when the distance is as long as in the present case. The second method would be to lead the steampipe along the side of the boiler to the after-end inside the lagging, and thence to the engine. Apart from the slight extra difficulty of making a neat job of lagging the boiler, this would be quite sound, and | think it quite likely that I shall ultimately resort to this method myself. MODELS I am, however, making one or two experiments before finally deciding about this, In lagging a boiler with asbestos sheet jyin. thick, as supplied by firms catering for modellers, first make a brown paper pattern, fitting it to the boiler and marking out for the fittings. When this fits satisfactorily, mark out the asbestos, and cut. The holes for fittings can be cut with a hollow punch on a piece of hardwood. If the wood is used on the end grain, the punch cuts better. Next wrap the asbestos sheet round the boiler and fasten in position with three or four pieces of binding wire. Put the ends of these (where they are twisted up) at the bottom where they can conveniently be got at to undo, as explained later on. Having got the asbestos well down onto the boiler, make a second brown paper template for the blue steel lagging. Mark out the sheet, and cut out. The holes can be cut out, as described for the asbestos. Clean up the edges with a smooth file, so as to remove all burrs, etc. If the blue has suffered in any part, the sheet can be blued again by subjecting to the flame of the blowlamp until it turns blue and rubbing with a very oily rag. Too much heat should not be used for this job. Before offering the steel lagging to the boiler, it should be gently bent to a curve approximately that of the boiler, using any suitable piece of wood (such as a piece of old curtain rod) as a mandrel. If this is gently done with the hands, a nice, even curve without humps or bumps should result. Offer to the boiler and settle into place. Put several pieces of binding wire round to hold temporarily in place while you are making the clips. I should have mentioned that neither the asbestos nor the steel lagging goes right round MARINE MODELS the boiler, but there is a gap underneath. The object of this is to keep the lagging out of the oily bilge, as otherwise the asbestos would get oil soaked. The actual gap is a matter of I4in. or 2in. on the asbestos and about lin. more on the steel. The reason for leaving the asbestos projecting beyond the steel is that it moulds down and tapers off instead of leaving an abrupt edge. On my boiler with the drum on the fore-end I arranged for clips to fall at the ends of the sleeve, but otherwise they can be evenly spaced out at intervals of not more than 3in. This will prevent any tendency of the edges of the steel to buckle. The clips themselves are made of win. x 1 /32in. soft brass strip, but the exact size is unimportant. To get the length for the straps turn the boiler upside down and draw lines parallel to the edges of the steel, say, lin. back from them. Measure the distance between these lines to get the length of the straps. When the straps are made these lines will also serve as a guide for fixing so as to get them in line. Cut one length of strip and use as a pattern for the others, but do not change over onto the last done for a pattern or a progressive error will be introduced. Having cut all the lengths of brass, lay them close together and parallel, and check with a rule or straightedge that the ends are all level. The lengths of strip should be about fin. apart for convenience in separation later on. In order to pull the clips up tight they are split and fitted with a bolt and nut (though probably the modeller will use a small B.A. screw), so lugs for the screws have to be provided. If the ends of the brass strips are merely bent up to form these lugs, it will not make a strong job, and the brass will bend before sufficient pressure has been exerted to pull the steel casing down snugly into place. Take two pieces of angle brass long enough to go across the batch of strips. I used tin., but really $in, would be better with the upstanding leg reduced to din. These two pieces of brass are silver-soldered across the strips (face to face) about gin. apart. If the clips are wanted to come in a line along the bottom of the boiler, the lugs will have to be set in the middle of the strips, or they can be staggered, as required. The only points of note about this operation are that the strips must be laid on a flat surface, such as a piece of asbestos slate, and care must be taken that the angle AFTER END OF BOILER, SHOWING WATERGAUGE (See Description in March MariNE MOobDELSs) brass takes properly on every strip before you start to silver-solder. The strips have now to be separated and nicely cleaned up. The next step is to drill the holes for the tightening screws, which can be No. 7 B.A. or szin. brass. The lower in the lugs the holes are, the stronger will the job be, but room must be left for the heads. The holes should be a little oversize to allow for slight misalignment. The clips are still in one piece from side to side, and are left thus until after they are fixed to the casing. Take the casing off the boiler and rivet the straps in position, using at least two copper rivets to each end of the straps. The heads of the rivets should be inside. Now part the clips up the middle, cutting away the surplus metal so as to give the screws play to draw the casing up tight. If the ends of the strips are left slightly projecting beyond the ends of the lugs it makes a stronger job, Put the steel casing back on the boiler and tighten up reasonably. Check so that there is sufficient gap to pull up tight after the asbestos has been settled. Slack back the screws somewhat, and remove the wites that are holding the asbestos in place. Now, if asbestos sheet is wetted it can be moulded nicely, so plunge the whole thing in water and soak for about 10 minutes. If soaked too long, it becomes pulpy, so the worker has to judge when it is ready. The screws are now pulled up tight. If the lugs on the clips MARINE MODELS 9 PETROL ENGINE and HYDROPLANE TOPICS By J. B. INNOCENT MMEDIATELY after sending my last con- I tribution off to press, the news came to hand that “ Betty” had been awarded the “ Windermere” Trophy outright, having held the record at the end of three seasons. Naturally, I felt pretty bucked, for it is a beautiful trophy, and was given in memory of the late Sir Henry Segrave. This trophy was presented anonymously by, I believe, two generous persons who still wish their identity to remain unknown. There are, I think, seven shields on the plinth now, of which no fewer than five bear the name of the Victoria Club, and of these, my brother and | are intimately associated with four. Do not think, please, that I am trying to point out that the record is more or less our prerogative, for we have lost it many times since it first came our way four seasons back. Monsieur Suzor, Robinson and Rankine have lowered our colours, particularly the first named, but we have always managed to get back again. I must admit that it surprises me somewhat that we have been able to do this with the original hull and engine, and to know that both are still good for more. In fact “ Betty” has been timed to exceed 50 by quite a useful margin, but this was for two laps only. It is very interesting to read the engraving on the shields, for here is recorded the remarkable progress that has been made in our sport. The first shield shows 26 m.p.h. and the last 47 m.p.h., an increase which is scarcely credible and which makes one wonder where the limit can be. Since Rankine set the petrol engine record above the 40-mark, only “Betty” and ‘“* Nickie ” have shown the ability to accompany ‘“ Oigh Alba” by exceeding this speed consistently. There are quite a crowd of people between the 35- and 40-mark: Pinder, Clifford, Paris, Rowe, Noble, the screaming steamer “‘Ifit’’ (Cockman), Perkins, to mention some of them, and between 30 and 35 there is a goodly crowd. Now, if “ Betty ” appears at a regatta, the only hope the “35 to 40” people have of a “ First,” is that “ Betty ” will fail, and the second group has practically no hope of getting in the picture at all, yet they still turn up. Now, I honestly believe in the premier honours going to the fastest boat, but the per- severance and enthusiasm of the slower men is a worthy matter for recognition. Most people who enter our game have, I suppose, dreams of building a record breaker, but ir is only given to a few of us to accomplish this—yet the majority stay with us. Why they siay I do not really know, but it must be the cussed fascination that the sport undoubtedly holds for us all; certainly it is not because of the prizes they win. How to reward these excellent fellows is no easy problem to solve, but the time has come for it to be tackled. Many people would say, “You only need a handicap and it’s done,” but I do not agree. Before I turned to model powerboats I went in for other sports and had quite a good experience of handicapping, both from the scratch and long marker’s view-points, and, believe me, it is a difficult problem. You need a Committee to work it all out from entry forms, and if you can get the forms filled in, which I doubt, the Committee is sure to differ in its views from some of the runners. The nomination race wherein the entrant names a time and is penalised if it is out either way, on a percentage basis, is far less trouble, and an entrant can only get annoyed with himself if he fails to get in the picture. Unfortunately, this is not without a flaw, in that it might well tend to make people try to keep their boats consistent and run them below their best speeds—thus we have stagnation. The only other method I know of is that wherein a speed well below that of the fastest is chosen, and the prize awarded to the boat which is nearest. This method has the flaw of very much favouring the boat whose particular speed is picked on. The handicap and nomination race may well be run in conjunction with a scratch race, and, in my opinion, should be, but the chosen speed event calls for a separate contest. I can see no easy solu- tion to the problem, but I think it very advisable that an event of any one of the foregoing types should be included in every important regatta of the coming season. In a way it is no compliment to myself as a writer that there are not more boats on “ Betty’s” heels, but it is practically impossible to pass on the art of engine tuning in cold print, and the publication of drawingsis little better. Many points incorporated in 10 MARINE “Betty have been copied both accurately and inaccurately, usually the latter, but they have rarely worked like the original. For all this there is nothing wrong with their design, the trouble being that they are either out of sympathy with the rest of the engine or with the man running it. This last point is allimportant, for unless you can get the right outlook towards a motor you will never understand it or get the best out of it. To what extent minor items matter is well instanced by * Betty,” for this motor did 32 in its first race, and has since added 20 miles an hour. During this time certain alterations have been made, but only one of a really major character has been carried out, and this was an alteration to the cams and valve gear. Apart from this three pistons have been used and much fiddling with the parts and carburettor has been indulged in. The cam gear gave a definite increase of 4 miles an hour, and the possibility of getting more from attention, to the ports. Each piston was a trifle better than its predecessor, but the gain was small. Most of the increase came from very minor variations to the engine, tail shaft and propellers, and I do not mind admitting that my brother and I have spent hours examining bits and pieces and the movements of various parts before making apparently insignificant alterations. Certainly I have found no easy road to success, and to try to hurry the process of increasing speed does not seem to help. Our pro- gress has been fairly steady and, strangely enough, seems more related to time than to the amount of work done. Another lesson | have learned it that if an idea does not work when first tried it may do so later, after some other change has been made. One instance of this sort of thing happened when we put up the present record, Until then we had been using smaller and smaller propellers to gain an increase in speed, but it was a larger one that gave the last improvement. Our next effort in tuning this engine will be directed towards improving the reliability of the motor at speeds approaching the 50mark. Of course, I should very much like to get the other two and a bit miles an hour, but the London lakes are not suitable for such high speeds. Actually, it would be better if record-breaking could be done on a lake that was free from spectators, or constructed so that the boat could not possibly jump out amongst them. Of course, an accident to a boat at 50 miles an hour is almost certain to MODELS wreck either the hull or engine, and probably both. For this reason, amongst others, we did not run quite so frequently last year as had been our habit, and did practically no running apart from regattas. In the coming season we shall probably run even less, for other matters are interfering with our powerboat activities. I had hoped to get a 15 c.c. engine on the water during the coming year, but the work has been very much interrupted and has, in fact, been stationary for two months, whilst the doctors tuned me up a bit. Work should start again this week, but the hours will be limited, so that it will be the end of the season at the earliest before the motor is working, This has disappointed me somewhat, for I very much want to get in amongst the babies, where I think our future lies. Friend French has already shown that a 15 c.c. can really go, and, of course, the danger element and the difficulty of handling the craft is very greatly reduced. My own 15 c.c. job is complicated in the extreme, and I doubt if many people could find the time to build a motor of this type, but there is good fun to be had from the simpler designs available. The most straightforward job on offer, the ‘“ Ken,” has shown itself to be amazingly reliable and easy to handle, though, perhaps, not quite so fast as it might be. This lack of speed is really due to lack of tune more than to design, and | am quite certain that a really snappy motor could be built from these castings, though the blue print might have to be ignored in one or two matters. The two-strokes have not so far been very pleasing, but I hope this is only temporary, for I do not want to see them die out of our game. (To be continued.) MARINE CHEATING THE 36-INCH CLASS 11 MODELS RESTRICTED RULE By ANON. T is the ambition of every yacht designer | to get to windward of rating rules, and not infrequently these have to be amplified by authorities at a later date because some ingenious individual has discovered a loophole in the formula. In the case of the 36in. Restricted class, models are governed by dimensions which they must not exceed, as follows: L.O.A. 36in., Beam 9in., Depth Ilin., Weight 12lb. L.O.A. does not include rudders or bowsprits. Weight includes largest suit of sails and spinnaker. Centreboards are prohibited and so are punts or prams(boats having forward transoms), At the suggestion of the late Mr. C. Stansfeld Hicks, it was decided to permit measurement by putting the boats in a box having internal dimensions 36in. x Yin. x Ilin. The idea of this was to make matters easier for regatta officials. Now it is the intention of the rule that the term “extreme depth” shall be understood in its normal sense of maximum freeboard plus maximum draught, and all the earlier boats were designed fairly to this requirement. However, some ingenious builder dis- covered that by slewing the boat in the box it was possible to get an extra inch of draught, and by cutting down the freeboard aft this could be increased to I4in. or more. This, of course, introduced a boat which was entirely outside the intended scope of the rule, and much more powerful, though of a very undesirable type. Some of these boats have done very well during the past two seasons— far better than they deserved—at the expense of boats designed properly to the rule, so the M.Y.A. have now abolished the box system of measurement, and given an exact definition of the term “ Depth.” This is: — “The Depth is the distance between the highest point of the deck line (excluding fittings and bowsprit) and a line passing through the point of maximum draught parallel to the L.W.L.” It will not be a difficult matter for the owners of rule-cheaters to bring their boats into rating, as it merely means reducing the draught to that allowed by rule, which will bring the boats into fair competition with others of the class. It will be interesting to see whether these boats continue their previous successes against those they vanquished last season. The diagrams given will make clear how the loophole in the wording of the rule was taken advantage of. It should be observed that the successful MARINE MOpDELS designs “Babette I,” ‘Babette II,” and “ Eudora” are correct to the rule. BRADFORD M.Y.C. The resail of the race for the ** Brayshaw ’’ Cup, 36in. Restricted, took place on the Larkfield Tarn, Rawdon, on March 14. On arrival, it looked as if a further postponement would be necessary. However, after scraping a foot of snow from the landing stage and breaking the ice on the lower half of the tarn, a course giving a reach both ways was cleared across the widest part. Two yachts were dismasted but were able to fit spares, and carried on. The Cup Defender did not put in an appearance, and the results of the race were as follows: ‘‘ White Owl ’’ (G. C. Kitchen), an *‘ Eudora "’ design by H. B. Tucker, secured full marks (12), followed by ‘‘Red Rose’’ (H. Short) and ** Frisker '’ (Mrs. Harry Atkinson), 6 points each. ** Chelwcod '’ (H. Atkinson) failed to score, due probably to the fact that she has only just been launched and has not as yet ** found herself.”’ The O.0.D. and Scorer was W. H. Porter, assisted by J. P. Clapham, as Starter. J. P. CLAPHAM, Se HOW THE NORMAL BOAT WENT IN THE BOX HOW THE RULE CHEATER WAS FITTED IN 12 MARINE GENERAL IN HINTS MODEL MODELS FOR BEGINNERS YACHTING By CHARLES DROWN D URING the long winter months many enthusiasts—some of them novices and others with long experience— have been busy building what they hope will be potential champions for the coming season, from the comparatively large A-class down to the 36in. Many are nearing completion, and are ready for fitting out. No doubt there are beginners who have not decided what they want, through lack of experience, and opportunity of getting expert advice. I can visualise them living in some remote spot, with no one to turn to for guidance. Textbooks are most admirable in their way, but better understood with practical demonstrations. So,in very simple language, I will do my best to illustrate, clearly and concisely, how to tackle the jobin hand. Beginners livingin or near London and the large provincial towns will have an advantage over those in isolated localities. For instance, in London some of the finest models can be seen at the Round Pond, and Home Park, Surbiton. Fleetwood, Bradford, Bristol, Brighton, a Ar Southsea and Gosport are just a few other places occurring to me where racing is followed under the Rules of the Yachting Model Association. The first thing the beginner should do before deciding to build is to ascertain where he is likely to do the major portion of his sailing, and the classes adopted if a club is handy. On sheltered waters the design should be one supreme under light weather conditions, but for less sheltered ponds a more powerful and sturdy type should be considered. Generally, on most lakes suitable to this admirable pastime, a club will be found to exist, and much can be gained by getting an introduction to the Secretary, whose advice will be most helpful. However, for the benefit of those unable to get such valuable help, these articles should be instructive and interesting. By now, those who have ventured on building have probably finished planking, or, in the case of a bread-and-butter hull (planks cut and glued together), the fairingis nearly finished. However, the correct handling of toolsis not generally known by the beginner, unless he happens to be a professional woodworker, in which case advice will be unnecessary. Few novices properly appreciate the value of really sharp tools, or even know the correct method of sharpening, so that we will deal briefly with the principal cutting tools, such as planes, chisels, gouges and scrapers. If one has a saw set, the setting is not difficult, but as a saw keeps sharp a very long time, most amateurs take them to a reliable carpenter or tool shop before commencing any serious work. The Plane Iron.—Your plane for general purposes should be of the Stanley type, with a back iron. One Qin. long and 2in. wide will be found a good all-round size. Several small convex type, in wood, will be necessary for the inside of a bread-and-butter hull. Remove the back iron, and if you have a water grindstone, this is best, but a carborundum wheel, geared about 13 to 1, on the bench, will be found most valuable in an emergency, and can be bought for a few shil-. lings. The small wheel which it has gives a hollow-ground blade, but the grinding should not be hurried, otherwise overheating of the blade will result. For finishing, a good Turkey stone (a fine-grain, slow-cutting stone) should be used. There are other softer and fastercutting stones, such as the Charley Forest or Carborundum, which are useful for taking out small notches, or when a good edge is required quickly. For finishing, place the bevel evenly on your oilstone, making a horizontal movement, being held in the right hand and _ pressure applied with the first and second fingers of the left hand. Now turn your blade over, and (let me stress this) keep your blade perfectly flat on the stone just to take off the wire edge. If you look into a carpenter’s tool bag when he is out on a job away from the bench, you will notice particularly on chisels a double bevel. This is caused by continued use on the oilstone, more for convenience and quickness, the blade being raised and pressure applied to the edge, which produces a double bevel. When the bevel becomes short and thick the iron has to be ground back on a water or carborundum wheel. MARINE Chisels —These are sharpened in the same way as the plane iron. Gouges.—The back of the gouge is placed on the grindstone and turned side to side slowly, to accommodate the curve. On the oilstone the usual method of finishing is by making a figure 8, turning the wrist from side to side slowly, and finishing off with a stone slip in the hollow. Scrapers.—This is one of the wocdworker’s most valuable tools, but beginners rarely know how to keep them sharp. First lay the scraper flat on the bench, then, with the back of a small gouge or similar tool, take off the burred edge; turn over and repeat this operation. After this, place in your vice vertically, and with a fine, nearly worn-out file, file diagonally several times. Next, take the back of a gouge and with pressure stroke one way. Finish off now by holding the scraper firmly in your hand vertically, and a few strokes on the oilstone will produce the correct edge or edges—there will be, of course, one each side. The finest shaving can be taken off with a good scraper. | When glass-papering, be sure and rub carefully across the waterlines and not parallel, and wrap the pieces of glass-paper round a piece of sheet cork or thick lino. Now you have reached the stage for painting, and four to six coats of good flatting must be given and each one carefully rubbed down, and the waterline kept in view with pencil markings. If you decide to put on a boot top, you will need an engineer's scribing block to get the correct line. First turn your hull upside down on your bench, or a true table, jack up until the pointer touches the waterline endings and amidships both sides. Supposing you determine your boot top is to be 4in. amidships, lower your scribing block4in., and every 2in. put a pencil mark, say, din. long. You will notice this line thickens out toward the bow and stern. If you are a professional signwriter you will be able to strike this line in freehand, but the method generally adopted is to cut strips of gummed paper tin, thick, using {in. on acute curves round the stern. Use only the best enamels for finishing, and commence at a convenient point, say, the bow, and your finishing strokes with the brush should be away from you, not in any circumstances toward you, or brush marks will be noticed when dry. My next article will deal with fitting out, position of deck fittings, etc. (To be continued.) MODELS 13 VIKING SHIPS AND SAGAS T ECHNICAL details of the construction of the ships and boats preserved in grave mounds at Gokstad, Oseberg, and elsewhere, are scattered through the journals of nautical societies. To MaRINE MODELS, June, 1932, Mr. Wm. M. Smith, of Largs, contributed the lines of the Gokstad ship from** Ancient and Modern Ships,’’ by Sir George Holmes, taken from the paper by Colin Archer in Vol. 22 of the Transactions of the I.N.A. We are prone to have an exaggerated opinion of the seaworthiness of the typical Viking ship. The Gokstad ship is probably representative of the smaller long ships, which might be used to raid the British coasts, while the Oseberg ship is a yacht for the fiords. We know from the sagas that the Knerrer, round ships, or merchant vessels, could stand heavy seas better than the long ships; and the merchant ships were considered fit for a voyage to the Faroes, while the long ships were not. There are many referencesin the sagas to the loss of long ships and their crews, and Fridthjof’s ** Ellida'’ nearly foundered. The long ships were just large, open whale boats, and in the breaking seas of the Pentland Firth the crew would have strenuous work with the baling scoops. It is recorded in Heimskringla that ’’ were ‘the bulwarks of the famous “* Long Serpent as high as those of an ocean-going ship. Anyone interested in the Norsemen should not fail to read** The Viking Age,’’ by Paul du Chaillu. This is a two-volume work, published by John Murray in 1889; it is well illustrated, and it is a mine of information on Norse ships, sagas and customs. And‘* A History of the Vikings,”’ by Kendrick (Methuen, 1930), is a standard work. Translations of the sagas are well worth reading. Perhaps the best to begin with is ‘* Heimskringla, or the Lives of the Norse Kings ’’ (Heffer & Sons, 1932). When the reader has become acquainted with saga literature, he will appreciate the humour of a modern saga by a present-day Viking—‘* Men of Ness,’’ by Eric Linklater. J. A. STEWART. [Printed copies of the lines of a Viking ship are obtainable, price 7d., post free, from the Science Museum, South Kensington, London. These contain all the details shown in the Museum’s own mode!.—EpiTor, M.M.] OBITUARY THE LATE MR. PERCY A. WATNEY T is with the greatest regret that we have to | report the death of Mr. Percy A. Watney, Com- modore and Treasurer of the Surbiton Model Yacht Club, at Weymouth, on February 28. Mr. Watney’s death will be much regretted by his many model yachting friends. He loved boats of all sizes and sailing, and was a large-hearted sportsman. By his passing the sport loses a well- known and popular character, Club a generous supporter. and the Surbiton 14 MARINE SHIPS’ MODELS ARMAMENTS By A. P. Isarp, A.M.I.Mech.E. (Continued from Volume IX.) HE art of rifling was known as far back lf as’ 1498, in straight grooves, as is shown by a British patent taken out by one Rotsipan in 1635. Spiral grooves were made by screwing, in 1620, by Koster, of Birmingham, and a rifled cannon with 13 grooves was in Berlin’s possession in 1664. It was not until Louis Napoleon's campaign in 1859 that such weapons were actually used in warfare, and after this they slowly came into general use, and the manufacture became more and more accurate with improvements in machine tools and workshop practice. Breech-loading dates back to the eighteenth century, when a British patent was granted in 1741. Magazine guns, or repeating weapons, also date back to early times, and there is a British patent in 1718 for a sort of revolver mounted on a tripod. It is on record that the inventor gravely explains that round chambers are provided for round bullets to shoot Christians with, and square chambers for square bullets to shoot Turks with. This weapon was about the size of a modern machine gun. The evolution of rifled ordnance followed that of small arms about the middle of the nineteenth century. The writer has been asked not to deal with small arms or military weapons, but it must be remembered that naval requirements followed land development and heavy weapons followed small-arm development. In other words, the field rifled cannon was a later development based upon experience with small rifled arms, and the naval rifled cannon an adapted weapon from the rifled field (or land) gun, The earliest rifling had no twist in it, the object being only to give space for fouling of the barrel, allowing for the maximum of reloads with good fitting bullets without the necessity for constantly cleaning out the bore. This improvement was accidentally found to possess startling advantages, and ultimately led to the highly efficient weapons now in use. It is as well to remark that the principle of rotating a missile for increased accuracy was known in the early days of javelins and arrows. The rifled musket for sporting purposes was used for many years before its military value became recognised. The complete elimination of windage was considered to be of greater importance than the loss of efficiency by friction between the ball and the barrel. Wiaindage, it must be remembered, was the blow-past of gases between a badly fitting bullet and the bore of the gun, and of necessity this was great owing to the crudeness of casting of bullets, and inaccuracies of boring the gun barrels. The advent of rifling with tight-fitting bullets resulted in higher gas pressures and frequent bursting of barrels. This led to somewhat of a paradox, as, owing to the increased accuracy of fire at the same range as a smooth bore, it was universally believed that the renge was greater, when in fact it was not, because smaller charges of powder were used with rifled weapons to counteract the possibility of burst barrels. Actually, the smoothbore guns carried further, but with considerable inaccuracy, and, if tested against a similar rifled gun up to a given range, the accuracy of the latter was very marked. Heavier metalled chambers and barrels, designed to take similar powder charges with their smooth-bore counterparts, did not alto- gether correct this, and increased the weight of the weapon, thus decreasing its mobility and consequent general efficiency. Many other factors had to be eliminated as the process of evolution continued, such as the number of grooves and amount .of twist; the relation of the bore diameter to the length of barrel; the size and shape of the bullet; the correct powder charge so that the whole of the powder was burnt completely and the full expansive driving force of the generated gases efficiently used; the proper design for gun barrels and chambers to withstand a maximum number of discharges; and, finally, improved machines and methods of engineering production for accuracy, not to mention the question of cost. A great deal could be said about the number of grooves and the amount of twist. About 1800 a Whitechapel gunmaker produced a weapon with a barrel 30in. in length, MARINE taking 20 balls to the pound with two twisted grooves of a quarter of a turn, and he found that a greater twist caused stripping of the balls, and that the accuracy of this twist was better than a greater twist. The 3in. smooth-bore musket ‘Brown Bess” —carried by our armies at Waterloo—may be taken as the zenith of the smooth-bore small arm, and so long as the rifle used a spherical ball it could not rival this well-known weapon with its high muzzle velocity, large powder charge, strength and freedom from damage from any amount of hard usage, although its weight was prodigious, and surely a severe handicap to the long-suffering infantryman of the day. Attention was directed now to the shape of the bullet, and Benjamin Robins proved conclusively that the elongated bullet was vastly superior to the spherical type, but real development came from a French staff officer, Delvigne, and the shape he proposed was that of the modern rifle bullet of to-day. The honour of this invention should have been ours as, 15 years earlier, in 1836, Mr. Greener submitted a somewhat similar bullet to the authorities, who, however, turned it down. In 1849 the Minie compound, self-expanding bullet, similar in shape to Delvigne’s, but utilising the principle of Greener’s expansion, resulted at last in the full value of the rifle. The Government factory established at Enfield came into being, producing the famous Enfield rifle, used in the Crimean War, with its three-grooved barrel with a half-turn twist in the length of the barrel of 39in., and with a bore of .577in., firing a boxwood filled-in, recessed bullet. England now took the lead and quickly made further advances with the advice of the greatest mechanical genius in Europe, Mr. Whitworth. The name of Mr. Whitworth is associated with great progress in mechanical science: he introduced scientific precision machinery and the micrometer, with which he taught engineers to measure in ten-thousandths of an inch whereas they had previously talked about working to the thickness of a pencil line as the limit of accuracy. Mr. Whitworth knew little or nothing about guns himself, but at the Government’s request he carried out research work in con- nection with the many scientific problems of gun and projectile design. MODELS 15 Shortly after 1864 breech-loading rifles were introduced, and the successful Enfield muzzle-loading rifle withdrawn. So much for small-arm development, from which field ordnance and heavy naval guns benefited. Mr. William Armstrong was instrumental in imparting to heavy pieces the accuracy of rifles, and with the use of forged in place of cast iron, effected considerable weight-saving; elongated projectiles of lead and lead-covered took the place of spherical cast iron, marking the beginning of a rapid advance in big gun efficiency. The development of heavy guns does not appear to have been so clearly progressive as the rifle; there were numerous accidents, and it was some time before a method of manufacture was evolved, which forms the basis of construction of modern weapons. A great struggle between breech-loading and muzzle-loading heavy guns took place, and eventually breech-loading was given up to retrogressive muzzle-loading again, this being brought about by the faulty design of breech mechanisms, which resulted in many bursts owing to breeches often being not closed properly, and to many other reasons. As the protective ship’s armour became more and more resistant, the power of guns increased, and since high striking and penetrating projectile power became an absolute necessity, breech-loaders were withdrawn and the old rifled muzzle-loaders reinstated, as these guns with their solid construction and great strength were able to withstand heavy charges. (To be continued.) 16 MARINE A LEITH—LONDON MODELS SMACK (174 Tons) By G. W. Munro The first in this series will be a LeithLondon Smack of 173 47/94 tons. This little vessel was illustrated in the last volume of MARINE MOpDELS under the heading of Sail Types. It is said to have been a very fast vessel and a successful one. There is rather an interesting point about this design as it is uncommonly like another smack, the “ Ely Packet,” by Steel, of Ely. The latter smack was much smaller, but I fancy the former was based on this design. As there is rather a long specification for this vessel, I am going to confine the present article to this, and so be able to keep the letterpress concurrent with the illustrations. Dimensions of the Hull Length of keel, from the after-side of the sternpost to the fore part, 65ft. 2in.; fore rake of the stem, 8ft.; length for tonnage, 73ft. 2in.; length on the main deck, from the rabbet of the hoods at the hawse holes to the after-side of the sternpost at the deck, 77ft. 5in.; length over all, from the after-side of the taffrail to the fore part of the main stem, 82ft. 6in.; breadth of frame, 23ft.; breadth for tonnage, 23ft. 6in.; depth of hold, from the under-side of the main deck to the ceiling plank next the limber _ boards, 12ft. 6in.; height of wing transom, from the upper edge of the keel, 11 ft. 6in. Dimensions of the Materials, etc. Main Keel: Scotch beech, sided, 104in.; to be moulded throughout the whole length, 13in., and to be in not more than two pieces. The lengths of the scarph to be 4ft.; each ‘scarph to be tabled and bolted with six bolts, 3in. diameter. False Keel: English elm, to be 4in. deep, and to be bolted to the main keel with a copper bolt every two feet; the bolts to be Zin. in diameter. Main Stem: British oak, to be sided 10in., and moulded, 12in.; to be in two pieces; and the scarphs to be 2ft. 10in. in length, secured with five copper bolts,gin. in diameter; the foot of the main stem to be boxed into the keel, three inches below the rabbet (as shown in the plan), and to be bolted with four copper bolts, gin. in diameter. Apron and Stomach Piece: British oak, to be sided the same as the stem, and moulded to come fair with the inside planking, fastened to the stem at every 20in. with jin. diameter bolts. Sternpost: British oak, to bein one piece from the keel to the top; to be moulded at the top, 10in.; moulded at the keel, 17in.; and to be sided, 94in, Dead Wood: All the dead woods to be of oak, of sufficient length to cover the scarph of the after-keel, and height for stepping the cant timbers; berth and space of the floors, 1lin. Floor Timbers to be of oak, sided, 10in.; moulded at the keel, 10in.; moulded at the sir-mark, 8in. First Futtocks to be of English oak, sided, 84in.; moulded to answer the size of the floor at the sir- mark, and be regularly tapered from that upwards, to the proper size at the main gunwale, 41in.; the timbers to be tapered the siding way, from the bilge upwards, from the breadth of the first futtock to the size given at the main gunwale, 84in.; and no shifting of the timber to be less than 4ft. 4in.; the top timbers for 40ft. in the middle of the vessel, to reach from the heads of the first futtock to the gunwale. The floors to be bolted with copper bolts, 14in. diameter. Every other floor to be framed, and the said frame timbers to be bolted together with two bolts of copper on each side of the joint with Zin. diameter bolts; knight-head timbers to be 84in. square at the head; hawsepieces to be two on each side, [4in. in breadth, and moulded the same thickness as the knight-head. Particulars of the Frame Timbers. All the floor heads, and heels of the second futtocks, properly fixed with cross-chocks, 2ft. 8in. in length; and the points of the said chocks let into the floor-heads and second futtocks, I4in.; all the joints of the different timbers which compose the frame of the vessel, to be done in the same manner. No floor or first futtock head to be moulded oe N the course of this volume I am proposing to vary the type of design given as much as possible, and work up from the smaller types to the larger ones, thus making it possible for the reader to select a representative design of his own particular fancy. Among these designs will be a number of small craft with simple fittings, but capable of a high degree of finish and workmanship. MARINE thinner than one-third of their proper thickness; and all the short top-timbers to be scarphed to the heads of the second futtock— the said scarphs to be Ift. 3in. in length; points of the scarphs to be I4in. thick, and fastened with two bolts 3in. in diameter. No chock must be required higher than the heads of the first futtocks. The whole of the timber above the first futcock-head, fore and aft, generally of British oak, with the exception of the second futtocks, which may be white Hamburg oak amidships. The timber should be all properly squared, and free from sap, having no less than twothirds of the proper breadth of the timber clear of every defect at any place. EEE Transoms: British oak; wing transom to be 104in., sided and moulded as strong as the midship floors. The berth and space of the transoms the same as the floors. All the transoms, with the exception of the wing transom, to be sided, 9in., and moulded as strong as the midship floors. All to be bolted with copper bolts, to pass through all, and be clenched on the after-side of the main sternpost; the wing transom to have two bolts lin. in diameter. Heel Knee: British oak, to be of a proper size; to have four bolts through the sternpost; bolts to be lin. in diameter. Wing transom to be secured at the ends to the side of the vessel by fore and aft knees, either of wood or iron, as may be found most convenient for the accommodation of the cabin. Quarter Timbers to be in one piece, moulded and sided, 10in. square at the foot, Yin. square at the arch-board, 7in. square at the height of the main gunwale, and 63in. square at the taffrail. The quarter timbers to be secured to the ends of the wing transom, with upright knees at each end, and to be bolted down to the transom with three bolts, din. in diameter, and bolts through the upright arm of the same size, To have a piece of good timber fitted down to the top of the wing transom between the ends of the upright knees, and against the heels of the timbers in the counter, and said piece to be well bolted down to the transom, through the sternpost and heels of the stera or counter timbers; also a false transom or beam fitted along the inside of the counter timbers as high as can be got for the sternpost, with notching a small portion out of each, and said beam to be secured at the ends to the sides of the vessel by diagonal knees, MODELS 17 either of wood or iron, as found most convenient, and said knees well bolted through the side and stern timbers; also all the ends of the bottom plank, which come into the counter, bolted through the said transom; likewise a strong bolt through the sternpost, which with all the others must be clenched. Cant Timbers: Every other timber abaft the aftermost floor to be stepped into the dead wood, |4in.; and secured with two bolts in each, lin. in diameter; and the said bolts to pass through both timbers and dead wood. Every other cant timber, abaft and aftermost, and before the foremost square frame, to be formed into regular cant frames. Fashion Timber to be one piece, 7in., sided, and moulded as large as required. Stern Timbers to be sided, 7in. at the counter, 64in. at the top; moulded 8in. at the counter and 64in. at the top. The design for this Smack will be given in the next article, when we shall also continue with the outside planking. She is a very interesting little vessel and most typical of her period, and therefore a very worthy sub- ject for the modeller. (To be continued.) MARINE MODELS HANDBOOKS BuitD Your Boy A MODEL YACHT By W. J. DANIELS & H. B. TUCKER (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 (with 4 large scale Designs) Full of information for Novice and Expert Price: 2s. 6d. each, postage 3d. HOW TO SAIL YOUR MODEL YACHT (Hints to Price: Trade MARINE the Young Novice) 4d., postage, jd. Terms on MODELS Application PUBLICATIONS LTD. 52, FETTER LANE, LONDON, E.C.4. 18 MARINE HOW TO MODELS CAST A LEAD KEEL By ANON. and makes the wood up with a slip of }in. wood is that otherwise one would lose the width of the saw-cut. In order to avoid having to drill the boltholes, one casts the lead with holes in it. This is done by using pieces of the same sized spoke as “cores.” The cores are shown in the drawing below. Put pieces of spoke through the keel pattern accordingly. You have now to make the box used to form the plaster mould. Make a box of any rough wood, but be sure it is thoroughly dry. The lower half box has a bottom and four E VEN if a model yacht builder does not cast his own keels, he has to make the wood patterns for them, so let us start with that, as a good pattern is essential. The fin of a yacht, whether planked or built bread-and-butter, is best built up bread-andbutter fashion. Having carved the whole keel (including what is to be lead and the wooden deadwood) in wood, mark in the leadline from the design carefully on both sides of the keel. Draw a second line din. lower than the leadline, and parallel to it. Cut off the keel pattern, sawing carefully between the lines. Shoot the keel pattern flush to the lower marked line, and the deadwood flush to the leadline. On top of the keel pattern glue a slip of 4in. wood. Leave this full, and bolt the keel pattern back in place. Trim up and finish off the pattern. Now, in order to get a good, clean casting, the pattern must be as smooth as possible, so glass-paper to a fine finish, and, having removed the pattern from the hull, give two or three coats of varnish, rubbing down after each. Before proceeding, just a word about keel bolts. For these use stout gauge motor cycle spokes, and, as they will be wanted to hold the keel together during shaping, the holes had better be bored before the layers are glued together. Mark the position carefully on both faces of each layer. Drill half-way from one face; then turn the layer over and complete the hole from the other face. The reason that one cuts below the leadline VA 1 | pieces of wood nailed on the sides to prevent the top half slipping about. The upper half has no top. For the mould, use plaster of Paris, Keen’s cement, or, best of all, Ash’s dental plaster. The latter has the smoothest surface. Take an old bowl and an iron spoon, and mix enough plaster to fill the bottom half of the mould box. The mixture should be the consistency of thick cream. Fill to about tin. below the top. Take the wooden pattern and vaseline thoroughly. Press the wood pattern firmly into the plaster so that when the plaster is level with the top of the box the pattern will be half embedded. Fill up with plaster and smooth off level with the top. Into two corners put a round peg of wood to act as a key to ensure the two halves of the mould registering properly. Set aside until thoroughly dry. Next vaseline the upper part of the pattern . and the half mould. Set the upper half box in position, Mix up some more plaster mould to the top. and fill up the When thoroughly. to dry aside Set and knife table old an take dry, separate the two halves of the mould. (To be concluded.) EO EO BOX FOR MAKING PLASTER MOULDS = F HOW KEEL PATTERN FITS IN MOULD MARINE MODELS 19 ballasted down to her loadline she weighs nearly 90 lb. The main truck is 54in. above waterline. The model is planked and built exactly as the prototype, and has every fitting of the original. The rigging also is complete down to the smallest detail. Whilst the model has naturally not covered the same mileage as the prototype ‘* Dorcas,’’ she has been sailed a great deal, and has used the same waters, since she has sailedin the Thames, Medway, Channel and North Sea. Her owner informs us that the model sails extremely well, and that her action through the water is exactly like that of the prototype vessel. The *‘ Dorcas’? is a wooden barge, but later barges were built of steel. Her owners keep her in excellent order and she is sound as a bell. It is good to hear this, and we hope she may be in commission for many years yet. London River and the Medway still have large fleets of these picturesque craft, but they are by no means as numerous as they used to be. Every winter takes its toll of the barges and no new ones READERS’ MODELS are being built to replace them. In this age of hurry unbeautiful motor barges are replacing the brown-sailed craft, and in time these with our other coastal and estuary sailers will disappear—just another milestone on the road of progress| This is work for the modeller to ensure that accurate models of these and our coastal craft are handed down to coming generations as a memento of the great days of sail. Model Yachting Association Photo: THE MODEL HE barge SAILING BARGE model illustrated R. L. Silas ‘*‘ DORCAS ”’ has an_ in- + teresting history. She is believed to have Forthcoming Events. April 24th, 3 p.m. Scrutton Consolation Cup. Forest Gate. been built by Sir Travers Humphreys, the eminent judge, and is a perfect scale model of the barge ‘* Dorcas,’’ of Sandwich, registeredin the Port of Dover. The prototype herself has had a long and not uneventful career, and at one time, when loaded with petrol, blew up and sank, but was raised and repaired, and is still in commission. The present owner of the model (Mr. R. L. Silas) discovered her in a second-hand shop during 1920 in a sad state of disrepair, and being a great lover of barges, purchased her and rerigged her himself. Mr. Silasis an artist, and at that time had a studio at Petersham. When the owner was away, burglars entered the studio, and finding nothing portable of value, they vented their spleen on the furniture and contents, including the model, which they completely wrecked. After this act of wanton vandalism, Mr. Silas had the model refitted and rerigged, the work being executed by the coxswain of the Margate lifeboat. The model is fitted with a removable ballast keel so that she can be sailed if desired, and during one of her trips at sea, she got away and was partially wrecked again at Hove. She is now being rerigged for the third time. The approximate dimensions of the model are A2in. length overall, and 103in. beam. When fully 3 boats per Club. 2s. 6d. per boat. May 8th. London 10-R. Regatta. Rick Pond, Surbiton. 3 boats per Club. 2s. 6d. per boat. May 15th, 16th and 17th, at 10.30 a.m. National 10-R. Championship. Witton Lake, Birmingham. 1 boat per Club. Entry fee, 10s. 14 days prior to Regatta. May 15th and 17th, at 2.30 p.m. and II a.m. Eastbourne Cup (“A’’ Class). Eastbourne. Entry fee, 2s. 6d. per boat. Entries for these events should be sent to :— The Hon. Racing Secretary, Mr. O. Steinberger, 142, Queen’s Road, Peckham, S.E.15. MODELS \ \ MARINE \\ NES EO 20 4 a“ ‘7 “ Sa NOOO aT ROP CS ——e — OR A - ) - i. a a: al\ - me ENV ae: a [In order to enable us to make the best use of the space at our disposal, Club Secretaries are requested to make their reports brief and to the point.—Epitor, MARINE MODELS.] BLACKPOOL S.M.E. The Society’s second Annual General Meeting was held at the Clubroom, 277, Dickson Road, Blackpool, on March 15. Three exhibitions have been held, and the last at the Blackpool Technical Institute attracted 5,000 visitors. The membership is now about 75, and there are three sections: Aeronautical (Solid Scale and Flying), Marine (all types from the A-class to model Galleons), General Model Engineering (locos., 1.C. engines, etc.). The Society has its own workshop with lathe, drilling machine, etc. Those interested are invited to communicate with the Hon. Secretary, John C. Priest, 1, Chapel Street, Blackpool. Hon. Auditor, G. H. Jacobs; Hon. Treasurer, F. E. Box; Hon. General Secretary, G. E. Jones, 2, St. Mary’s Terrace, Mill Lane, Guildford; Sailing Secretary, A. N. Prior; Powerboat Secretary, E. E. Hughes; Model Engineering Secretary, E. Wales. Negotiations with the Town Council about a sailing lake are in progress, and the position appears to be very encouraging. The first Annual Dinner was held at the Prince of Wales Hotel, on January 11, and was attended by about 45 members and guests. The President, Alderman W. G. L. Sheppard, took the chair. Amongst those present were: Messrs. Fairlie, T. Pallot, Ald. Wm. Harvey, Dr. Cecil Lancaster, Messrs. J. H. Gafford, G. H. Jacobs, G. Howard The Mayor attended Nash and Geo. E. Jones. later in the evening. An enjoyable entertainment was provided, and all BRISTOL M.Y.C, The annual general meeting and dinner of the club was held at Hort’s Restaurant on February 17. In the chair was Dr. S. V. Stock, who has been acting for the Commodore, N. Avery Jones, Esq., during the latter’s long and continued illness. Owing to his professional duties, Dr. S. V. Stock was compelled to retire from the office of Acting Commodore, and in his place Major D. J. Handford was elected. He graciously accepted the office, adding that he would do all in his power to further the interests of the club and model yachting in general. Mr. T. J. Jenkins was elected Vice-Commodore and Mr. H. Elliott was elected Rear-Commodore. Mr. A. A. Whyatt was again elected Hon. Treasurer. This gentleman has held office for a large number of years, and the chairman voiced the appreciation of members for the good work Mr. Whyatt has done for the club. Other officers were elected, and, during the even- ing, the fixtures were presented by the Racing Secretary, Mr. T. J. Jenkins, and accepted. Major Handford gave a short and interesting talk on his experiences in the National 10-rater championship races at Birmingham last year. In all, a very pleasant evening was spent. As this was the fortieth annual meeting of the club, the Bristol M.Y.C. must be one of the oldest in the country. FeFisks GUILDFORD & DISTRICT M.Y. & P.B.C. The club held its Annual General Meeting at the Institute, Ward Street, Guildford, on January 7. After election the officers are: President, The Deputy Mayor, Alderman W. G. L. Sheppard, J.P.; Vice-presidents, W. B. Wakefield, Esq., F. J. Bailey, Esq., and W, Fairlie, Esq.; Commodore, T. Pallot; passed a very pleasant evening. GRY. HASTINGS AND ST. LEONARDS M.Y.C. On March 7 a race was held to test the possibilities of a triangular course at the Ecclesbourne Reservoir. Seven boats of the 36in. class took part, although the race was in the nature of an experiment. The entry would probably have been larger, but the continued rain and sleet during the morning were not encouraging to members from distant parts A late start was made after the of the town. weather cleared, and in spite of mud, some good sport was enjoyed by all. This was the first time some of us had sailed the triangular course, but it certainly seems suitable for our particular water. On the following Sunday a number of Marbleheads, with a good sprinkling of 36in., were tuning up in anticipation of the opening of the racing season on the first Sunday in April. We journey to Eastbourne on May 9 to meet our hereditary rivals in the initial race for the new ‘‘Hague’’ Cup for 36in. Restricted. At our last meeting on March 11 our Commodore proposed that a fund be opened for the provision of an ‘* International Marblehead Trophy,’’ and several generous donations have already been promised. This trophy to be raced for annually at Hastings. Further details will be published at a future date. Our powerboat section has also been holding its weekly events, and some extremely good laps have been recorded. Our official measurer has had a busy time lately, as it seems most members require his services for either a 36in. model or a Marblehead, some producing a model of both classes. BH. P. V. MARINE MODELS 21 HOVE AND BRIGHTON M.Y.C. 1936 was a good racing season for us, and the club looks forward to 1937 as our Fixture Card is a full one. Visitors should note that the Lagoon is reserved for model yachting on Sundays all day and Tuesday evenings from 6 p.m. Unfortunately, the Hove authorities have given rowing boat proprietors full use on other days—they even have the Tuesday evenings after Bank Holidays. However, The Model Yachting Association as most South of England and London clubs know, The M.Y.A. Council has much pleasure in attention to the following Memorandum. the amenities at the Lagoon are good. The club sails 10-raters and 36in. Restricted. The latter are not regarded by us as a juvenile class only, as they are a splendid occasional relief from the swift 10’s —numbers of them have been built this winter. Inter-club matches during 1936 included: Team matches with Eastbourne and Guildford (home and away). Hove Corporation Trophy (open face at Lagoon), 14 entries. Trophy won by “ Divine Lady,’’ Lt.-Col. Keyworth. Eastbourne Chamber of Commerce Trophy (open race), won by Mr. J. H. Arlotte, Hove, with ‘* Zephyr.’’ Mr. Arlotte was also runner-up for the National 10-rater Championship, at Birmingham. The contests with M.Y.S.A. (Kensington) have now been going on for many years. Annually, Hove goes to the Round Pond once, and M.Y.S.A. to the Lagoon once. Return journeys are thoughtful, as the teams seem invariably to win on their own home waters! The aggregated scores over six years now stand: 1,516 points for Hove, and 1,469 for Kensington. What memories of hundreds of individual struggles! The nearest station to the Lagoon is West Hove and Portslade, on the Worthing line. 10-raters can be carried thence by hand or on Id. bus. The bus ride from Brighton Station is rather long, and Hove Station is not near the Lagoon. Club Secretary: Mr. E. Tizard, 34, Worcester Villas, Hove, 3, will welcome enquiries. The club publishes a typed journal now commencing its seventh year. F. C. TANSLEY. CORONATION YEAR NATIONAL 10-RATER CHAMPIONSHIP, 1937 drawing The 10-Rater Championship has again been fixed, and will be sailed off at Witton Lakes, Erdington, Birmingham, May 15th, May 16th, May 17th (SUNDAY SAILING after 2 o’clock). This year, 1937, being Coronation Year, and to com” memorate this eventful year, the M.Y.A. Council, also your Secretary, request all Afhliated Clubs to make every effort and endeavour to send their one best Yacht to this event, thus making The National Championship of 1937 an event which, when read by future Model Yachtsmen, they will look back with envy and pride to think the men of this year did all in their power to help the sport. The Birmingham Model Yacht Club, with their Special Committee, headed by Mr. C. E. Lemon, who has always given his whole-hearted support, will assist Mr. W. H. Davey, the appointed O.0.D. These interested gentlemen will use every effort to make the National Championship even a greater success than in the past years. THE CONDITIONS. For 10 or more entries Four money prizes guaranteed, viz., lst, £7; 2nd, £4; 3rd, €2 10s.; 4th, £1; these money prizes to go to Club Secretaries. Prizes will be given to winning Skippers. The Racing will be sailed in Tournament under M.Y.A Rulings. All Affiliated Clubs are entitled to enter their ONE BEST 10-RATER. Such yacht, its owner and skipper to be a member of an Affiliated Club. The Yacht must be duly Registered one month, also Certified, prior to the opening date. The Officer of the Day, Mr. W. H. Davey, will be assisted by Members of the City of Birmingham Model Yacht Club. The Championship Trophy shall be held by the winning Club. The Club shall be responsible to the M.Y.A. for its return. Notice of Entry.—Notice of entrance must be made fourteen days prior to date of sailing and in writing by the Club’s Secretary, not by the Member of Entry. Non-starter’s Fee will be forfeited. TO CLUB SECRETARIES S we anticipate a very heavy batch of Regatta A reports of the Easter Holiday racing, may we request that these may be sent us in good time, and be kept brief and to the point as only a limited number of pages each month can be devoted to this feature. Minimum entries for race, 10; Minimum starters, Six. Entry Fee 10s. (ten shillings). The money shall be paid by the Club Secretary making the entry and sent to O. Steinberger, 142, Queen’s Road, Peckham, London, S.aE 15. Racing Secretary, M.Y.7 A SPECIAL FUND. Your Secretary is anxious to ensure the success of the Championship and it is naturally obvious that contingencies must be provided for; therefore, Donations to the special 10-Rater Fund by every ie Rar Owner in each Club will be welcomed to relieve the M General Fund of any expenses (Postage, Printing, Prizes, etc.), which may be incurred in currying through The National Championship for the most numerous class of to-day, and remove any obstacle which may prevent the best boats and men taking their place in the event. The Fund to be administered by a Committee of the M.Y.A. The Accounts shall be kept separate from any other, and passed through Hon. Secretary, 10-Rater Championship, audited for M to M.Y.A. Treasurer and shall be On behalf of the Council, JERMYN VINCENT-HILL, Hon. Sec.; 10-Rater National Championship Committee, M.Y.A18, PALLISER COURT, KENSINGTON, LONDON, W.14. Fulham 7214. 22 MARINE Outward bound our sails go lifting, Merrily running before the breeze; While with joy our hearts are lilting, What wot we of stornry seas? Threshing Homeward through the billows With the rocks upon our lee, Sorrows hard le on our pillows, Only sure of peace with Thee. E learn with deep regret that an old asso- W ciate, in the person of Engr.-Capt. J. N. after an Crowle, R.N., passed away on January 20, illness continuing over three months. Capt. Crowle was one of the type of sportsmen we respect and admire. Always urbane and courteous no matter what happened, taking good fortune and bad with the same equable smile. Keen? Why, he scarcely took his eyes off his models when sailing, and we have seen him walk into the pond twice in one afternoon owing to concentration on the boats preventing him noticing where he was going, and we believe he was known to do it thrice in the course of a single race. He was Commodore of the West of Scotland Club and also of the Scottish Association for a period. On his transference from Scotland to the South of England the West members honoured themselves by electing him one of their Honorary Members. He _ was the type of man we can ill afford to lose, and our whole-hearted sympathy goes out to his sorrowing relatives who may derive some consolation in the knowledge that he is also mourned by his old friends in Scotland. * * Well! Well! How the mighty do fall. Fixing one’s eyes on the stars (heavenly variety, of course) is not a wise proposition, apparently; it is more necessary to keep looking downward to watch for traps set to trip unwary feet. Get out all your hankies and prepare to weep, which is about as far as you are likely to get, hard-hearted that yez are. Having so far prepared you for disaster, here is the bad/ good news; in your own option. At the Annual General Meeting of the Scottish Association we were deprived of our office as Commodore, in favour of Mr. Ritchie, of Queen’s Park Club, by 10 votes to 11. On principle, we did not utilise our own vote. It is perhaps better not to comment upon the manner in which this happened. We can only say that we have enjoyed every moment of our 12 years’ service in the chair, and we sincerely thank all the Scottish Clubs and their members for their long-continued confidence and support—a ee Sa record in the history of the Association. We wish Inevitably he faces a Mr. Ritchie every success. difficult task, but we trust the whole body of the Sport will give him as free and unselfish support as we have enjoyed in the past. Men come and go, but fundamentals remain constant. Before leaving this, for us, frankly, somewhat sad matter, we would MODELS venture a warning. For some time past detrimental influences have been at work among the Glasgow and district clubs. It is the antithesis of sportsmanship and rapidly brings disruption and disrepute in its train. Our deep belief in the inherent good sense of the bulk of our Scottish Model Yachtsmen makes ‘us confident that in the end this will bring the reward it merits. We would appeal to all to work together in brotherhood for the improvement of the Sport in all its aspects. ‘* Sailors don’t care." This applies equally to the full-sized and the miniature. Anyone doubting it only required a magic carpet (electrically heated) to convey them to Alexandra Park, Glasgow, on March 6, when, at the invitation of the Scottish A-class Club, and in pursuance of the policy of visiting various clubs, a mixed race was held. A bitter East wind, enough to freeze the ‘* innards ’’ of a brass monkey, was no deterrent, and a fleet of five A-class boats was opposed by three 6-m., and a famous old 12-m. Despite the biting cold, five heats were run, and while the fresh breeze favoured the larger and heavier craft, they by no means had it all their own way, and the smaller models put up a more than creditable performance. Particularly meritorious was the showing of a very old model, ‘* Bee,’’ which was designed and built at Kilmun some 30 years ago, to what rating we do not know, and has been taken off the shelf and modified to rate as a 6m. She gave her first two A-class opponents her wake to follow, although she looked like a toy beside them. Eventually two A-class, ‘* Annie ’’ (D. Leggatt) and ‘“* Mabuhia "’ (T. Glen) with ‘‘ Osprey’ (J. McKenzie), 12-m., returned equal cards of 20 points of the possible 25, and being sent away together in a final finished in the order given. The A-class Club had arranged a similar race at the same venue for March 13, but if any competitors attended they had more courage than we had. The weather was very severe all the week, and even in our garden there were drifts of about 2ft. of snow, and conditions generally were very wintry and uninviting. At the Annual General Meeting of the Scottish Association, 21 clubs were represented by delegates and proxies, and something like 50 persons were present. The financial statement gave satisfaction as the credit balance was within a few shillings of the amount brought in. The minutes and corre- spondence brought out some considerable discussion. A long and interesting letter from the President, who expressed his regret at being unable to be present in person, was read. In the course thereof intimation was made that a special Coronation trophy was under consideration in conjunction with the M.Y.A. A good deal of general business was disposed of, and the meeting concluded after a session of some three hours’ duration. The effort to obtain adequate racing facilities for model yachts in connection with the Scottish Empire MARINE Exhibition, 1938, has apparently failed. We understand that an ornamental lake ‘‘ a few inches deep " and about 460ft. x 60ft. is all that is contemplated, and it will be surrounded by Exhibition buildings. So we must content ourselves until the Exhibition closes, when perhaps it may be possible to raise the question of enlarging and deepening this pond and retaining it as a permanent feature for model racing. Notwithstanding that no facilities will be provided within the Exhibition itself we are advocating the organisation of Empire contests to be held in the West of Scotland during the currency of the Exhibition, and if energetic steps are taken we have no doubt this can be successfully accomplished. When quantities of Empire exhibits will be coming here there should be no great difficulty in getting some representative craft forward at the same time. It seems a long way ahead but now is the time to make the preliminary preparations. We have been looking through the draft of the new proposed Constitution for the M.Y.A., which was shelved at the Annual General Meeting until next general meeting, to allow the clubs time for full consideration. Generally speaking we see very little to cavil at in the suggested revision. The most important departure is, of course, the proposal regarding District Committees, which has brought out an amendment advocating the formation of four areas for Great Britain—South, Midlands, North and Scotland. By the way, what happens to Erin? Another injustice to ‘*‘ Ould Oireland,’’ by Japus. This proposal to our mind seems an eminently sane one, and worthy of frank and free discussion. May we suggest a series of articles—pro and con—Mr. Editor? The chief merit of the idea in our view is that the real feeling of the clubs will be ascertained in the districts for transmission to headquarters. The West of Scotland Club opened the season proper here with an open race for A-class on March 27, from which date there is a full programme until it closes. Kirkwall is, unfortunately, unable to house the Scottish Championships for 1937, and it has, therefore, been decided to sail the 6-m. at Saltcoats and the 12-m. at Greenock. It transpires that the Fraserburgh Club has 18 A-class models in its fleet, which rather lends point to our recent comment on the selfish policy of confining the A-class Championship to specified waters in the Southern Scotland district for the next five years. We believe there are also a considerable number of the class in Aberdeen and at Lerwick, and we congratulate our friends in these districts on the progress they are making. It is refreshing to see our old Greenock friends once more taking an interest in the affairs of the Scottish Association and we welcome their reappearance within the ranks conscious that they can only add strength to the organisation. In view of the changed situation, although we have made the signature ‘‘ The Scottish Commodore ’’ known, as applying to matter from our pen, we propose, with the consent of our Editor, to alter this and in future sign as under. The name will at least give opportunity to some of our associates for transposition. SCOTICUS (Ex ‘* The Scottish Commodore ’’). MODELS 23 CORRESPONDENCE _KING GEORGE'S FIELDS FOUNDATION AND MODEL YACHTING Sir,—As | have been in touch with Sir Campbell Stuart, K.B.E., Treasurer of the Foundation, I sent MarINE MODELS to him. From the Secretary's reply it may be gathered that model yacht ponds would not be deemed inappropriate. J. A. STEWaRT. (Secretary's reply.) MODEL YACHTING Dear Sir,—Sir Campbell Stuart desires me to thank you for your letter of the 11th inst., and ac- companying copy of MARINE were kind enough to send. It seems that MopeLs, the appropriate course which to you follow would be for a circular-letter to be sent round to local authorities by the Model Yachting Association, as suggested page 358. in the Rev. G. E. Mitchell’s letter on Yours faithfully, (Signed) WARREN ZAMBRA, Secretary. March 18, 1937, PHYSICAL TRAINING AND RECREATION Sir,—I read recently in one of the leading London daily papers that ‘‘ Leaders of all sections of the nation’s sport are on the National Advisory Council appointed by the Government to prepare the £2,000,000 three-year plan for physical training and recreation."’ (The italics are mine.) I should like to enquire, through the courtesy of your columns, whether any representative of the Model Yachting Association is a member of this Council> Yours faithfully, P. M. MacCoLi_, Commodore, Nottingham Model Yacht Club. Tower House, Park Row, Nottingham. THE MODEL YACHTING ASSOCIATION’S ANNUAL GENERAL MEETING Sir,—There were about 50 persons at the above Meeting last January, but owing to proxies two gentlemen—one with 36 and the other 20 votes— had between them power to outvote the rest of those present. Many paid their fares to London, and all gave their time, but I ask whether this is worth while when the power of the Meeting is thus vested in two individuals? Without any reflection on the two gentlemen in question, I suggest to those who gave these proxies that in future they make sure that the individual who carries their proxy is not representing others also. This would be far fairer and ensure the Meeting representing the majority of opinion in the Association. PROVINCIAL. 24 MARINE MODEL YACHTING MODELS ASSOCIATION NOTES WITH oS POWER BOAT By W. J. E. Pike, Hon. Secretary HE principal work of the Council at the meet- T ing held on March 11 was the election of the 10-rater and A-class Regatta Committees for 1937, The 10-rater Committee are: Messrs. J. VincentHill (Secretary), T. H. Robinson, C. E. Lemon, and J. Yorston. The A-class Regatta Committee are: Messrs. W. M. Carpenter, V. F. Wade, C. H. Adams, G. Howard Marsh, J. Marsden, and W. J. E. Pike. The Emergency Committee are: Messrs. H. B. Tucker, C. N. Forge, W. J. E. Pike, J. E. Cooper, and F, Ambrose. The date for the 12-m. Championship was altered to September 12, at Saltcoats, and that for the 6-m. Championship to August 21, at Alexandra Park, Glasgow. The 36in. Restricted Championship will be held on Sunday, August 4, on the Long Pond, Clapham, at 11 a.m. The Council decided that the conditions of entry for the National 10-rater Championship should be altered to one month’s registration. Entries to be in hands of M.Y.A. Racing Secretary 14 ante prior to event. The Association has received an invitation from the M.Y.R.A. of America to send two A-class models and two Marblehead class models to an International Regatta, to be held at Boston, U.S.A., on October 9, 10, ll and 12. Ifthe Association is to accept this invitation it will mean that the cost of sending at least two men to America will have to be borne by the M.Y.A. The Hon. Treasurer will be glad to receive all contributions to this fund, which should be sent to him at 26, Warren Road, Wanstead, Essex, earmarked ** Boston Fund.” Annual Subscriptions, 1937. There are still one or two subscriptions outstanding. Will those clubs who have not yet paid please note that the Hon. Treasurer’s (Mr. J. E. Cooper) address is given above. In view of the fact that a recent article appeared in this paper calling attention to alteration in the I.Y.R.U. method of sail measurement, etc., the Council desires to inform all clubs that there will be no alteration made to the M.Y.A. I.Y.R.U. classes at present. With regard to the A-class, it must be pointed out that the new spinnaker restrictions for the A-class now form part of the A-class Rules, and will be applied to all A-class models. Owing to the illness of Mr. C. N. Forge, Chair- man, no correspondence relating to M.Y.A. matters should be addressed to him but to the Hon. Secretary. MODEL POWER BOAT ASSOCIATION sat ing on March 20 at the Coronet Hotel, Soho HE Association held its Annual General Meet- Street, London, W. In the absence of the Chairman, Mr. Jack Skingley, the meeting was presided over by the Vice-Chairman, Mr. Lutz. The Secretary read the Minutes of the previous meeting and presented the financial report, which showed a balance in hand from 1936, that is, an increase over 1935 figures. The Association has an arrangement by which members of affiliated clubs are insured against third party claims up to £500 for the small sum of 9d. per head. There are so many accidents—major and minor—which may befall a power boatman, from a spot of oil splashed on a lady’s dress to a serious accident, that it should be well worth the while of every club member to invest this trifling sum. The insurances run from June 24 in one year to June 23 in the following one. Many men do not seem to have heard of this scheme, so we have pleasure in giving it the publicity it deserves. Applications must be made through Club Secretaries, with names and fees. The Officers and Committee were re-elected without change. The Association has been offered a Cup by Mr. Victor B. Harrison for the steam-driven boat that can make the longest run without any attention of any sort other than turning. It was decided to accept this generous offer if any satisfactory way can be found to run this event. The following fixtures were definitely arranged : — May 2—M.P.B.A. Regatta, at Swindon. May 17—M.P.B.A. Regatta, at Bournville. May 30—M.P.B.A. Regatta, at Victoria Park. June 26—M.P.B.A. Regatta, at Altrincham. July 4—M.P.B.A. Regatta, (Round Pond, Kensington). July 25—M.P.B.A. Regatta, (Brockwell Park). at West London at South London The following dates were also suggested: — June 13—International Races, at Victoria Park. July 11—M.P.B.A. Regatta, at Wicksteed. August 8—M.P.B.A. Regatta, at Fleetwood. August 22—M.P.B.A. Regatta, at Farnborough. September 26—M.P.B.A. Grand Regatta, at Vic- toria Park. The above dates will be confirmed in due course, and other fixtures announced later. Three clubs were elected to membership—Hastings and St. Leonards M.Y. & P.B.C., Bridlington M.Y. & P.B.C., and North Stafford M.P.B.C. It was decided to run this season with a single plaited flax line of 120 lb. breaking strain, instead of two lines, each of 60 lb. breaking strain. MARINE 25 MODELS AMERICAN NEWS By C. O. BROOK (Hon. Secretary, Eastern Division of M.Y.R.A.A.) HE news in the February issue on measuring devices, as contributed by the Canadian Club, was indeed timely. Certainly, in conjunction with the various articles in Model Saihng Craft there is little left to the imagination. It looks as though President Roosevelt’s activities at the Warm Springs Foundation for victims of infantile paralysis are due to make a big step in the southern part of America for model yachting. Due to a suggestion President Roosevelt made to this scribe in 1935, the adoption of the sport at that Institute was in turn suggested to the Administrator at Warm Springs. After a lapse of nearly two years the Craft Instructress has become definitely interested, and we need not be surprised if these unfortunate young ‘‘ mariners’’ have a club of their own—their spirit is indomitable, to say the least— and it should prove to the most sceptically minded that model yachtingis not cornered by a few with finances and a knowledge of sailing bigger boats. In spite of all desires on my part not to mix in ‘arguments’’ pro or con, I am minded of two eal chaps who both insist that their boat is the best ever made; or that their sweet mother is the best mother who ever lived. With sharpies as ** freaks ‘’ and sharpies as wholesome ** yachts ’’— oh, hum; whatis beauty? What one sees as divine in one fair Miss another sees as something bordering on ** home-made soap.’’ One of our skippers came into my shop a few days ago—yes, sir, with a sharpie, and what a sharpie it is. This chap is a former boatbuilder, the type who builds ruggedwork cruisers, etc., and he carries out the same principle of ruggednessin his models, planked with tin. pine, oak frames, mahogany transom, planked deck, and fittings that would stand all the strain as applied by 37 oxen. Yet there is a certain undeniable beauty in it, It is a 10-rater, 77.5 L.O.A., displacing 33 lb.—a ‘‘whale’’ of a boat—but what a racy set of lines she has. So, if one admires the lines of a sharpie, then a sharpie becomes a beautiful yacht; if one sees beauty in the near prototype, then that is the real yacht. After all, it is that slight difference of opinion that keeps us interested in our hobbies, plus a love of creating things with our own hands. And now for the long-promised 1937 Calendar for I believe the the M.Y.R.A.A. and its Divisions. reader will admit that it is a busy calendar, to say the least. April 17-18-19. International Challenger Trials, A-class, Eastern Division, at Philadelphia, Pa.— auspices Phila. M.Y.C. Mr. G. Pollard, Warinanco M.Y.C., Officer of the Day. May 6-7-8. Rirnadends Challenger Finals, A- class, at Boston, Mass.—auspices Boston M.Y.C. Officer of the Day not selected as yet. May 29-30. Marblehead Perpetual Challenge Cup Races, 50-800 class, at Jersey City, N.J.—auspices of the Jersey City M.Y.C. K. Lloyd, Jersey City M.Y.C., Officer of the Day. June 25-26-27. Mid-West Championship, A-class, Six high boats to represent the at Chicago, Ill. Mid-West at the National Finals—auspices and Officer of the Day not given. June 30 & July 1-2. National Championship Trials, Chicago, Ill.—auspices and Officer of the Day not selected. A-class, Eastern Division, at Port Washington, L.I.N.Y.—auspices Mill Pond M.Y.C. C. W. Sweet, Marblehead M.Y.C., Officer of the Day. July 3-4-5. National Championship Finals, Aclass—same as above. July 17-18-19. 50-800 class, Eastern Division. Trials for National Championship, at Boston, Mass. —auspices Boston M.Y.C. club) Officer of the Day. W. A. Wadsworth (that July 23-24-25. 50-800 class, Mid-West Trials for National Championship, at Detroit, Mich.—auspices and Officer of the Day not given. July 30-31. National Championship, Finals, at Chicago, Ill.—auspices and Officer of the Day not selected. August 7-8. Deeper Hudson M.Y.C., 50-800 class Regatta, skiff sailing—open to all clubs, no limit to number of entries. Popular Mechanics Magazine Trophy. F. C. Goodwin, Marblehead M.Y.C., Officer of the Day. August 28. Prince Trophy Race, A-class, at New York City—auspices not given. J. Peronni, Prospect Park M.Y.C., Officer of the Day. August 29. A-class Eagle Cue Races at New York City—auspices not given. J. Peronni, Prospect Park M.Y.C., Officer of the Day. September 3-4. 50-800 class Heisler Cup Races, at Red Bank, N.J.—auspices of the Red Bank M.Y.C. K. Baumgarten, Washington M.Y.C., Officer of the Day. September 3-4. A-class, Gillette Cup Races, at Boston, Mass.—auspices Boston M.Y.C. C. W. Sweet, Marblehead M.Y.C., Officer of the Day. October 9-10. 50-800 class, Campbell Cup Races, at Boston, Mass.—auspices Boston M.Y.C. F. C. Goodwin, Marblehead M.Y.C., Officer of the Day. October 11-12. International Races, 50-800 class, at Boston, Mass.—auspices of Boston M.Y.C. Officer of the Day not selected. By the time this goes to press, several changes will have been offered for the benefit of the sport. One will be the setting of dates, as selected for 1937, for ali future events, and if this system is adopted there will be no difficulty experienced in clubs planning their yearly activities. Also a new Constitution and By-laws will have been offered for adoption, which will conform to that of the M.Y.R.A.A. Readers of MARINE MODELS are glad to note that the illness attending our little Mag. was not fatal. Like any youngster, she’s a diminutive little Miss that needs food and care, and if we, the ‘* parents,’’ fail to provide for her, we are sure to lose her. All she requires is sufficient to carry her through, and the more of us who assist the development, the bigger she will grow, until in time she will easily hold her own. With several thousand model yachtsmenin the sport, this should not be such an Herculean task, and $2 per annum is not much to contribute to the maintenance of such an interesting and educational ** child.’’ (Continued on next page.) | 26 MARINE MODELS A VETERAN MODEL YACHTSMAN’S AMERICAN NEWS MEMORIES (Continued from previous page.) And this reader notes, especially in America, that there is a number of clubs whose burgee I have been unable to secure, and many others from abroad. It does seem as though Secretaries either do not receive their mail, or are lax in correspondence. Several clubs have adopted panels similar to the one I have made. They are attractive and useful, well as ornamental. A word to the wise should suffice, and that’s that until next issue. A Yawl of 1894, Round Pond, Kensington Dear Sir,—I was thinking the other day of what happened to all the old yachts of the 1890’s, and how interesting it would be to see their lines as compared with present-day ones. As a boy, I used to sail models in the Round Pond, Kensington, and always remember the club which sailed Yawls, and enclose a sketch, as I can remember them. They seemed to me, then, very fast and beautiful yachts. I still remember one very aristocratic old gentleman who had one painted burnt sienna above the waterline, and olive green below. I think his valet, or maybe his coachman, was his mate. We boys also admired a series of yachts made by a man near Kensington Church—they were always painted black, but were quite fast. I remember one day the builder was sailing a schooner and the hatch came off in the middle of the pond, and down she went ‘‘ with all hands.’ The owner walked into the pond and saved his boat, much to my surprise and admiration. In those days lead rudders were the only thing to sail with. My father was always very interestedin yachting, and I had several, which . ) he made. I lost one, when it stuck in the weeds, and was very disconsolate in consequence. I have just completed an A-class model, taken from the lines of the ‘* Crusader ’’ in Model Sailing Craft. She has been greatly admired, and I hope to have a chance of sailing her some time this year. R. H. VAUGHAN. ) Editorial and Publishing Offices : 52, FETTER LANE, LONDON, E.C.4. Telephone: Central 9914. SUBSCRIPTION RATES Inland, 7s. 6d. per annum; U.S.A. and Canada, $2. Overseas, 8s. 6d.; EDITORIAL Contributions, Correspondence and Club Newsintended for publication must reach our Offices not later than the 16th of month previous to publication. The Editor does not undertake to publish all matter received. Where a nom-de-plume is used, correct name and address of sender must be enclosed. The Editor does not undertake responsibility for photographs, plans, or articles submitted, but every care will be taken to ensure their safety, and we will endeavour to return same if postage is enclosed. TECHNICAL ENQUIRY BUREAU 6000, McDonald Street, Kenisdale, Queries involving technical matters will be referred to the experts in charge of various departments of this Magazine. Long technical replies cannot be given unless a fee of 2s. 6d. is sent. Vancouver, B.C. Enquiries necessitating an answer by post cannot receive attention unless accompanied by stamped addressed envelope for reply. ADVERTISEMENTS Down she went! Terms on application. Special rates for Club Announcements of Regattas, etc. FOR SALE **A’’ CLASS YACHT, ‘*‘ WHITE FOAM.’’ Complete with 4 suits of sails and spinakers; condition as new. Also ‘‘A’’ Class *“White Crest.’” Mahogany planked. built by J. Alexander & Sons. Burlington Avenue, Morec>mbe. Both boats designed and Apply: H. Dugdale, 20, SMALL PREPAID ADVERTISEMENTS Private advertisements for our For Sale and Wanted Column are charged Id. per word. Minimum 2s. Finalist 1935 British Box numbers, c/o MARINE MODELS, can be used if desired at an extra fee of 6d. Concord,’’ and ‘‘Conquest,”’ al! finalists. Duralumin mast: 4 suits; spienakers; well equipyed; excellent condition: detachable keel. £15, or offers. Jones, 11, Haldane Avenue, All advertisements must be received at our Offices not later than the 16th of month prior to publica- **A’’? CLASS, ‘*‘ COMET.”’ Cup winner, Championship. Similar design as ‘‘Quest,”’ “ Iris,’’ “‘ Mersey Birkenhead. tion. MARINE SEA THE m MODELS i BREEZES BLUE WATER MAGAZINE . The pe ania Publication and world which renowned preserves the Sailing Ship history of Magazine the rapidly in an declining illustrated windjammer ae of the last century Clipper Ship “Crusader,” 1865—1910 Annual Subscription – – – – – 4s. 6d. Specimen Copy 5d., Post Free Apply: THE PACIFIC STEAM NAVIGATION CO., LIVERPOOL, 3 W. J. DANIELS Founder of The International “.4”’ Class. |. Promoter of The International (Y.M. Cup) Race. Scale Model Racing Yacht Specialist DESIGNER AND BUILDER OF COMPLETE MODELS. NINE INTERNATIONAL DESIGNS. WINNERS. SAILS A SPECIALITY. 49, EVELYN CLOSE – WHITTON – MIDDLESEX ‘Phone: Popesgrove 1647. A Waterproof Glue MODEL SAILING CRAFT Also Heat and Acid Proof. By W.J. DANIELS and H. B. TUCKER. No more sewing joints. A permanent and Solid Waterproof Craft. Profusely Illustrated with 7 Complete Designs, 163 Diagrams and numerous Photographs. Breaking strain in wooden joints, moist . and normal, over 1,100 Ibs. per sq. inch. ggg ge ace Tin “MARINE sith Dadar MOD ge The Best Textbook for Model Yachtsmen. containing 2 oz. 8d., or 4 lb. 2/I, post free, from Anglo-American Pharmaceutical Co., Ltd., GALEN WORKS, DINGWALL ROAD, CROYDON. Phone: Croydon 3118. ‘ Price 25/-, postage 9d. Trade Enquiries Invited. ORDER YOUR COPY FROM: aa Marine Models Publications, Ltd., 52, Fetter Lane, London, When replying to Advertisers please mention MARINE MODELS. E.C.4 MARINE ii BLUE PRINTS FOR SHIP MODELLERS BLUE PRINTS OF DESIGNS MODEL YACHTS A-CLASS. “Chloris ”* (New M.M. Design). Half-size with full- size Body Plan, 15/-. ** Courtesy,”* A. W. Henelobn\ Halt-size 12/6 , ‘** Elusive,”+ Herbert Almond. 6-METRES. _ “‘ Debutante,”* A. W. Litjo, | “ Joyce,”t Reg. W. Lance. full-size Body Plan, 15/-. a a ‘“‘ Beroe ’’* H. B. Tucker. Body Plan, 15/ . “ Leonora,’”* W. J. Daniels. Full-size, 21/-. ** Stella °’* (Sharpie) W. J. Daniels. Full-size, 15/-. 36in. RESTRICTED ** Eudora”* East Indiaman, drawn by G. W. Munro. Hull lines and general details (din. scale). Rigging and Sail plan (fin. scale). |The two sheets, 17/6 post free. Four Masted Barque “ Buteshire ” (1888), drawn by G. W. Munro. Profile, lines and deck plan, 7s. 6d. Rigging and Sail plan, 7/6. The two sheets, 12/6 post free. 10-RATER. ‘« Evadne ”* H. B. Tucker. Mounts Bay (Penzance) Lugger. Plans of typica) boat, taken from authentic Builder’s Half-Model. Scale lin. = 1ft., 6/6 post free. Cunard S.S. “Britannia’’ (1840), drawn by H. B. Tucker. Hull lines, general details and Rigging plan (fin. scale). Two sheets 10/6 post free. Half-size with * Lavinia,’’* (New M.M. Design). MODELS ALL DESIGNS POST FREE. CLASS. H. B. Tucker. “ Babette I,”} W. J. Daniels. Full-size, 10/6. “ Babette II,”* W. J. Daniels. ) CLASS. 30in. RESTRICTED “Jenny Wren,”*