Marine Models: Volume 10, Number 4 – July 1937

e Y y y ZY % sttiiiitlttTtlt da Vi Y YZYZyZZZz “iy INCORPORATING MODELS PUBLICATIONS LTD., J 2 FETTER f=} MARINE No. 4. > Vol. X, y GY , ZYgg y ZY Z YA << >V,i Us YY WZ E bg) GYUL ; Zig 4 CPA —A vo Aa ZYyi, Li S Y UYZ yti,WYVilaZZ 4 Z Z QQ Qq N LANE, LONDON, E-Cie One of Twenty-nine EMPIRE FLYING BOATS Under construction by Short Bros. (Rochester), Ltd., for Imperial Airways Protected with “ RYLARD ” Products Sole Manufacturers : LLEWELLYN RYLAND, Ea crs See LTD. ee ONL Una : BIRMINGHAM REN Gntay Mee dey Ace eee FINEST SOFT PINE} | Racine Model Yachts Specially selected for J. Model Boat Building. All thickneseee trent 26, Victoria Parade, Ashton, Preston, Lancs. 4” to 3”, widths up to 24” Expert Model Yacht Builders ALSO FITTINGS SPECIALISTS Prime Honduras Mahogany ALEXANDER & SONS (30 years’ experience) « Alexalight ’? Metal Spars. Practical Sail Makers. Accessories. CHETHAM TIMBER Co. Ltd., Power Boat Hulls. Send Stamp for Lists 70, FINSBURY PAVEMENT, Racing Model Yachts METROPOLITAN 7418 TRADE SUPPLIED LONDON E.c.2 WHITE HEATHER When replying to Advertisers please mention MARINE MODELS. Vol. X, No. 4. Published on the Seventh of each Month July, 1937 EDITORIAL A S far as model yachtsmen and model powerboatmen are concerned, the most important event of the season is undoubtedly the prominence which they have attained in the B.B.C. Television Programmes. It may be considered that Television is in its infancy and present audiences are small, Yet the time may come sooner than many people think when almost every house has its set as they have wireless to-day, and the B.B.C. has recognised that our sport is highly suitable as a television spectacle. Moreover, it is not such a long step from television programmes to news bulletins. The M.P.B.A. has now officially recognised a new speed record for model hydroplanes. This was made on Saturday, March 27th, at Ashfield, near Sydney, N.S.W., by Mr. F. H. Angwin, with a flash steamer running on a circuit of 202.4 ft., when 10 laps were covered in 28 secs. dead, approximately 49.286 m.p.h. In our sports very often insufficient credit is given to those who organise regattas, etc. An immense amount of preliminary work is entailed, but those who do it seldom figure in the limelight. An instance of this is the. recent National 10-rater Championship. The account we published was exactly as sent us, but, unfortunately, no mention was made of Mr. Jermyn Vincent-Hill, the indefatigable Secretary of the M.Y.A. 10-rater Regatta Committee, or of his colleagues on the Committee. Possibly, as two of these gentlemen were responsible for our report, their natural modesty prevented them from mentioning those responsible for the preliminary organisation. In recent Editorials we have referred to the Balance Sheets submitted to the Annual General Meeting of the M.Y.A., and the deficit shown on the A-class Regatta Fund. It has now been discovered that an erroneous Balance Sheet was passed by the Auditors, and submitted to the Association. One of the amounts for prizes was accidentally charged up twice, and, instead of a deficit the fund actually had a very small balance in hand. In one respect this is satisfactory, but in another way it is most disturbing that audited accounts can thus be incorrect. The Auditors are not to be blamed for this. The cause of the mistake is that several people receive and pay out money instead of everything being done by the Treasurer of the Association. It seems very unsatisfactory that funds raised in the Association’s name should be handled in this fashion, and it would be only businesslike if receipts and payments were only made by the authorised officer, and all funds were kept in the Association’s own banking account. This is not intended as a reflection upon anyone, but as a protest against unbustnesslike methods that would not be tolerated in any public company or corporation. 80 MARINE MODELS MEASURING THE 36-in. RESTRICTED CLASS By W., J. E. Pike, Hon. Secretary, M.Y.A. fore end of the boat, which consists of a frame supporting the bow of the boat. This frame is adjustable for height by means of the knurled screw shown immediately underneath the frame, and the whole bow support can be moved along the baseboard, being fitted into position by means of pins which fit into holes in the baseboard. Just to the rear of the bow support can be seen the depth gauge, and the photograph No. 2 shows the model in position on the baseboard with the bow resting in the bow support, while the depth gauge is being applied at the bow. The boat shownin the photographs is Mr. F. G. Sparrow’s 36in. Restricted class “* Peshto.”” The photographs are by Mr. D. E. H. Box, and his excellent photographs should make it easy for anyone to understand the method of measuring these models. See Notice to 361n. Class Owners appearing elsewhere in this issue of MARINE MODELS. N the May issue I called attention to a | method of measuring the 36in. class, and now, through the courtesy of the Guildford and District M.Y.C., I am enabled to show two photographs of the apparatus used. In photograph No. | the boat is shown floating in a tank, while on deck can be seen a spirit level fitted with the adjusting screws by means of which the level is set parallel to the water surface (1.e., horizontal). Note that in measuring these boats the spinnaker (or other running sail) is included when the boat is floated in the tank. Photograph No. | also shows the measuring apparatus used for measuring the depth. This consists of a board a little over 36in. in length. At one end of the board is fitted a vertical stop, against which the stern of the model is placed when being measured. The board can be set level by means of the three screws, two at the rear end and one at the front. There is also an adjustable support for the MARINE MODELS 81 GENERAL HINTS FOR BEGINNERS IN MODEL YACHTING By CHARLES DROWN (Continued from page 64.) } OUR model should now be ready for serious racing, with sails fully stretched, your mast position correct, and all gear working smoothly. You can now test your new creation, and find out what she really will do. Inform your club secretary that you wish to enter for the club event on such and such a date, or add your name to the list exhibited in the clubhouse. Now you come to the fascinating part of the sport, particularly if the model is your own production. Later on you may want to try your hand at designing your own boats, a very interesting winter pastime, but as | have stated previously, if you want to be successful in the sport to-day, your designing and craftsmanship will have to reach fairly high standards, and with a few firsts and seconds, you will feel proud to say, “I de- signed this boat,” or “She is my own building.” Always endeavour to get a few boards in before the race starts. The term “ board” means one length of the lake either way. A ‘*heat” is a board up and down, and a ‘round ” is one complete race when you have met every competitor. You will naturally have to set everything up when taking your model from her berth in the clubhouse. Thisis generally best done in the open. Take stock of the weather and decide what suit of sails will be best. Come down to second or third suit rather than press your boat. It is better to under-canvas than over-canvas if the wind is fairly strong. All boats have a definite sailing angle, beyond which they slow up and sag away to leeward when beating, and flounder when running before the wind. First set your mast up with the foresail set, gradually tightening up main shrouds and forestay in turn, checking your mast for straightness by looking down from the top, and also seeing that it is not pulled to port or starboard. Then haul out your mainsail gently till all the creases have disappeared. Check your rudder and see that it is dead amidships, and moves freely with the slightest pressure on the quadrant. Your boat being new, you will not have to look for chafed sheets, or perished rubber, but as they show wear, enact them immediately. It may happen that you will have to race in the rain, in which case you will be well advised to leave your boat for some minutes in the open with everything well eased away before setting up your rig. You will be surprised to find when your sails are hauled out wet how much they have shrunk. When thoroughly saturated, set up in the same way as you would on a fine day, but remembering that should the rain cease during the race, any sun and wind will cause stretching which means that after every board you must not forget to look to this, and haul out your sails and gear as required; the reverse, of course, applies if it rains again before the race is finished. The O.0.D. (Officer of the Day) or umpire will hand you a card giving the number of heats and names of your opponents. It is customary to spin a coin for choice of berth, and, in the event of the race being over two rounds, just note on your card the position in the first round, “* L.” or “ W.,” taking the opposite in the second round. To illustrate matters to the beginner we will take two imaginary boards to weather— one when the wind is true, and coming down the middle of the lake, and another when the wind is freeing and heading, changing all the time. Now let us consider a board sailed under the first of these conditions. If it is your choice, you naturally select the weather position, against the wind, leaving your opponent to take his choice at the other end of the lake, running before the wind. Take up your position when your number is called as quickly as possible opposite the weather mark. At the word “Go,” make quite sure that you start full-and-bye, i.e., with your sails full. Thisis a condition of sailing when a guy can be dispensed with, but have it on ready, out of action, of course, as you may need to use it on the last short leg, in a close race. If you are fortunate enough to have a mate, take the side you may have to guy on yourself, unless he is more experienced than you. 82 MARINE The moment your boat is on her course, “watch her behaviour, to see whether she is pointing as high as her opponent. Yes! she is, and footing slightly faster. In this position you should win. If your boat, on the other hand, is off the wind, although footing very fast, it will be necessary to trim her when she comes ashore by slightly closer-hauling your mainsail or easing your foresail. Be watchful with this sail and do not free it too much, rather close-haul your mainsail slightly. On sheltered ponds a well-sheeted foresail is necessary when the wind is constantly changing. On open water it is a different proposition and you could with advantage sheet this sail to the lee rail. Well! you are sailing up the lake very nicely—but keep these three things in mind when racing: the wind (always know from which point of the compass it is blowing), your boat, and your opponent. Watch not only your own boat but your opponent’s also, as his tactics are some guide to you, not that you will copy him, as he may be wrong. As you near the finishing line and are turning on MODELS (ie., with a tricky, shifting wind) we shall have to act differently. The wind is heading and freeing, and winning the toss it may pay to take the leeward berth. Under such con- ditions, boats often edge up to the weather shore, but here again you must use judgment. With a shifting wind you must take your chances. Watch your opponent and, if you spot him easing his mainsail slightly, do likewise. Should you get headed to the shore, so will he. This condition of sailing is very trying for the novice, and experience makes all the difference. Now, suppose that the boats are on their course, and you will have your guy set this time, and remember always on the lee side as you start. put your you a win. – on the weather mark (To be concluded.) Model Yachting Association Now one word as to turning with your pole. When your model is about two feet from the side, have your pole ready to place under the lee bow—note this carefully. Just guide the boat round as she sails towards you, without checking her speed, and fill the headsail by putting your pole against the lee side of the counter; an experienced skipper will gain yards over a novice in this way, the latter generally jerking the boat round and thereby checking her speed. When you are over the line, take your boat from the water and trim for the run back, after which carefully watch the other boats coming up. By their performance you will have some guide for the run back. For instance, while you have been setting your spinnaker the wind may have freed considerably, and boats are screwing up to the weather shore. This should tell you that unless the wind goes back, you may have to dowse your spinnaker, and trim for a broad reach, which means less helm and a closer-hauled mainsail. If the windward board is sailed under the second of the conditions referred to above mainsail quickly, and ease your guy out of action. The wind is holding and you sail the pond. the last leg, should you have a good lead and the wind is still the same, there is no need to pull up your guy. Should the race be a close one, you must use your judgment, and, if the wind is still the same, your boat should lay close enough to fetch the line to give The boats, after sailing a short way, are both suddenly headed to shore, as the wind has gone round again. Watch it as your boat comes ashore. If it 1s still blowing from the same quarter, take the risk and Forthcoming Events. July 4th—National 36” Class Championship Cup. Long Pond, Clapham. Il a.m. Three boats per Club. July 26th to 31st—British A Class Championship. Fleetwood. Three boats per Club. See special circular. August 4th to 6th { Yachting Monthly International Cup. Wing and Wing Cup. Allan Forbes Cup. Fleetwood. Aug. 21 st—National 6 metres Championship Cup Alexandra Park, Glasgow. 10.30 a.m. Two boats per Club. All entries for these events are be sent to :— Mr. O. Steinberger, Jr., 142, Queen’s Road, Peckham, S.E.15. W. J. E. PIKE, Hon. Sec., M.Y.A. MARINE MODELS 83 SHIPS’ ARMAMENTS By A. P. Isarp, A.M.I.Mech.E. (Continued from page 57.) I is quite impossible to give dimensioned, accurate and authentic drawings of all the old-time guns for the use of the modeller, since very few real drawings are in actual existence, but the drawing of the carronade given on page 263 of this Magazine for December, 1936, can be taken as accurate. These weapons were made in a number of different sizes, but the design externally was the same. The drawing on page 339 of the March issue, 1937, is a very good design indeed, and can be followed for such guns as “ Bow Chasers,” ‘‘ Stern Chasers,’ “* Long Toms,” etc., in fact for almost every type of gun, by merely shortening or lengthening the barrel in accordance with the type of guns being modelled, but the general design should be faithfully followed. As to mountings, be careful to avoid the various faults pointed out in the text accompanying the drawing, which should be read through again. The modeller must, of course, also very carefully refer to the known particulars of any given ship he is modelling as to the number of guns, number of gun decks, number of guns on each deck and their sizes, the space they take up, and the positions occupied. Fig. 3 is an attractive alternative design to the drawing produced on page 339, just referred to, and suitable for model long guns. It will be noticed that the diameters of the fore-and-aft trucks differ, and that the carriage is set up a little forward, giving it a slight tilt inboard. The truck axles are of hardwood, capped with iron bands, but since these will be of small diameter when scaled down, it will be found good model practice to use a small metal rod, which may be pushed through a longitudinal hole bored right through the rectangular hardwood cross-beams. The ends of the metal axles could be coloured to match the timber used for the axles, but if correct models are to be made, then, they should be models in every way, and wooden metal-capped axles used. These little points lend themselves to the skill and ingenuity of the model maker. The sketch does not show carriage details and fittings for clearness, but by referring to the previous drawing on page 339, they can be easily followed. Fig. 4 is an outline sketch of the original Armstrong Qin. rifled muzzle-loader, a power- ful weapon, the date of this gun being about 1865. The construction is somewhat interesting : it is of the built-up kind, that is, there is an inner steel tube forming the barrel proper, and, around this, heavy wrought-iron bands are shrunk on into place. The idea of this was that the steel barrel would be in a state of compression while the outer bands would be in tension, a general condition best calculated to withstand the very much improved strength of the slower burning powders brought into use about this time. It is believed that this gun fired a 250-shot with a muzzle velocity of about 1,440ft., a decided advance in efficiency. The model maker, of course, would not construct his small weapon in the manner of the prototype, but would proceed to turn same from the solid, making the external appearance coincide with the prototype. ~ 84 i MARINE MODELS FIGURE The turning of this gun would be a quick and easy matter; the rear knob could either be made separately and screwed home into the casable or, if preferred, turned up from the one piece, all solid. In the next, and concluding article to this series it is hoped to give other examples of guns suitable for the model ship maker. Some readers may think that this series of articles has dealt with the historical side of the subject to the detriment of the practical, but it must be remembered that it is absolutely necessary to outline, if only briefly, this interesting history, to indicate why guns differred so much (or so little) over so long period, and also some excuse must be made _ for the lack of authentic data. The writer has endeavoured to please all classes of our readers by touching upon the various aspects of the whole subject, historical, practical and theoretical, albeit in a somewhat sketchy manner. Of the three aspects probably the practical is the least interesting or informative, while the last-named lends itself to almost endless study of a most fascinating kind. The study of gunnery may be sub-divided into, say, explosives, ballistics, recoil problems, elastic strength of materials, pressures and shrinkages, gun construction, breech mechanisms, mountings, sights, firing devices, armour, projectiles, ammunition stowage, the proving ground and individual gun details. All of these are distinct subjects within themselves but would not come in the compass of this Magazine. (To be concluded.) FOR SALE 10-RATER, ‘‘ BETTY.”’ Daniels built; in good condition ; must be disposed of; bargain. What offers? Box G777, “*Marine Models,” 52, Fetter Lane, London, E.C.4. BASSETT-LOWKE 30in. YACHT. Bermuda rig; automatic steering; hardly used; includes strong box. Any offer considered. H. E. Vickers, Cumberland .Lodge, Fairfield Road, Uxbridge. 4 TELEVISING MODEL YACHTING N June 17, at 3 p.m., a television programme O of model yachting was broadcast and, from _ friends who saw it, we are glad to report that it was a great success. The display was given on the lake in the grounds of Alexandra Palace. The fleet employed consisted of two A-class: ‘* Tombamijoy *’ (T. Hearn), and ‘‘ Herald ”’ (O. H. Gosnell), both of the Y.M.6-m.0.A.; the 10-rater ** Alma,’’ a 6-m., and a 36in, Restricted class model. The three latter were brought by Mr. Jermyn Vincent Hill (M.Y.S.A., Kensington), the 6-m. being kindly lent by her owner, Mr. Gaskell, for the occasion. She has an interesting history, having been built by her owner from a MARINE MODELS design, by A. W. Littlejohn, while he was stationed in British Honduras. She had never been sailed before the day of the demonstration, but when put into the water, handled excellently, without any tuning The show started with a parade of boats before the camera, when the salient points of each were pointed out. The two A-class boats were then started, and gave a splendid exhibition of short tacking. They were followed by the 10-rater and the 6m. The boats then ran back, the 10-rater making a particularly nice run. The lake at Alexandra Palace is far from ideal for model yachting, but there was a nice wind, and the skippers all handled their craft with great skill. Then, by way of contrast, a cruising model, Mr. H. E. Mason’s staysail schooner ‘* Pilgrim,’’ was exhibited. This model is a scale model of her owner’s idea of a suitable yacht for ocean cruising with a small crew, and is a lin. scale model of a 30-tonner, L.O.A. 54ft., beam 13ft. 6in., and 9ft. draught. She was designed and built by Mr. W. J. Daniels. The picture showed “ Pilgrim “’ sailing away as her prototype may do some day, and on this note the display came to a conclusion. The programme was devised and arranged by H. B. Tucker, Editor of this Magazine, who acted as commentator throughout. This display should prove a very valuable advertisement for our sport, and the best thanks of all model yachtsmen are due to the gentlemen who brought up their models and handled them so well for the benefit of the television public. Some notes on the programme and pictures of the boats appeared in The Listener of June 23. A programme devoted to “ prototype ’’ model steamers on June 5 will have been shown by the time these lines appear in print, and a further programme devoted to model speedboats will be broadcast on June 17. These programmes are to be regarded as most valuable propaganda for marine modelling in all its forms. MARINE ty % ; EN hr MODELS Fe a 85 . f. = wee a cOP> neko CL t * . (Continued from page 60.) I my last article I was describing the gearbox which I made for my destroyer model, so I will finish this before proceeding to other matters. At the stage I had reached there was only the primary shaft to be fitted. The primary shaft was fitted quite simply. The ends of the gearbox were then made and soldered on with the iron. The top was then made, and drilled and tapped for holding-down screws. One little point which might have been mentioned is that there are no grub screws used to hold the gearwheels in position on their respective shafts. For this job I prefer ins. 3 I might also have mentioned when I was describing the ball bearings used for the crossshaft, that, in order to get the balls in, they should be stuck into grease. Otherwise the builder will have a cheerful job crawling round the floor trying to find them. The recess for the gearbox was well luted with paint, and this was now installed’ finally in position. The stern-tube assembly was then put in position, the wood under the Abracket plate being also well luted. The after-bearings for the propeller shafts were then soldered into the gearbox. The holes round the stern tubes were then stopped with a stopping made of red and white lead bound with gold-size. This dries out as hard as stone. When the stopping had set, in order to make sure that the alignment had not been altered when screwing the Abracketin position, | gave things a chance to ‘¥esettle themselves by heating up the solder on the A-bracket with theiron. This about completed the installation of the main machinery, but there were several pumps to be installed. The reader who complained that he could not build a complete tug from one of my recent articles, may again complain that he could not build a complete destroyer from these articles. | am well aware of this, but I feel that the modeller should have his own ideas and exercise his brains. If he does this, he will, I believe, find the hints contained in these articles of use to him. My object is to convey the principles, and leave the builder to adapt these to the needs of his particular job. Each boat must of necessity be a little different. If I gave a set of measurements or detail drawings of this gear- GENERAL LAY-OUT OF PLANT INSTALLED IN BUILT BY MR. J. VINES DESTROYER 86 MARINE MODELS CLOSE-UP THE OF AFTER-END OF INSTALLATION This photograph shows water intake filter located between the stern tubes, also the gearbox for driving should twin screws. compare this Readers view with the photograph on previous page. box, it is 100 to 1 it would not fit a different boat, whereas a gearbox of suitable dimensions made up on this principle would suit almost any twin-screw job using a single engine. By the way, this gearbox is an oilbath and is half-filled with Essolube. The cover is made oil-tight with a brown paper gasket. The oil from the gearbox finds its way down the shafts into the bearings, which should need no other lubrication. No packing glands are used on the propeller shafts. The bearings, however, are a good fit. In models I have often observed that tail shafts are a poor fit and rely on the packing not merely for watertightness, but to act as a bearing. This results in the packing wearing rapidly so that the shaft is soon a sloppy fit, and leaks. This does not apply to every boat where the tail shaft is fitted with packing glands, of course, but is so in far too many cases. In order to avoid the necessity of removing the gearbox cover each time I wanted to inspect the oil level or fill up, I made a round inspection port fitted with a screw-down lid. As the hull is finished inside and has had several coats of paint outside, and the main machinery in place, I decided to finish matters to a point when I could have a machinery trial under actual running conditions, but before this could be done I had a number of minor matters to attend to. In a previous article | mentioned the fact that it was a long way from the superheater at the forward’ end of the boiler to the engine, and thus necessitated a long main steam-pipe. I also men- tioned that I had a scheme for overcoming this difficulty but waited until I had the chance to test this thoroughly before mentioning it in these notes. Well, it worked admirably, and this is what I did. The steam-pipe was brought back from the forward end of the boiler through the centre flue to the after end of the boiler, leaving merely a short distance to the engine. From the flue opening to the engine the steampipe is well lagged and carried just high enough to be clear of bilge water, thus obviating any risk of burning the hands. The hand pump for filling the boiler was then installed. This is quite an ordinary ram pattern and does all that is required of it. In addition to this a mechanically operated pump will be fitted, as also an oil pump and a bilge pump. Having installed the hand pump, the next step was to arrange for the water intake. A water scoop with a filter on top was installed on the centreline immediately aft of the gearbox. Although simple in design, this is very efficient, so may be worth description. The shape of the thing is like a deep pillbox, with the pipe forming the scoop at its lowest point. The lid has a glass top and screws on to the body. The filter proper consists of a domed wire gauze fitted into a skirted ring to raise it about 4in. above the bottom of the body. A wire loop forms the handle and is made of such a height that it touches the lid when screwed down, thus keeping the gauze down in its proper place. The two delivery pipes (one to the hand pump MARINE and the other to the mechanical pump) are let into the body slightly above the gauze filter. At the highest point of the body there is a small pipe leading through the side well above the waterline to act as an air release and overflow pipe. The body itself was made from a piece of brass tube, 13in. in diameter, with the various unions, pipes, etc., softsoldered into it. The overall depth of the body is about 14in, The next step was to put the deck temporarily in place. For this I used 24 mm. waterproof aeroplane three-ply. I cut the deck openings for access to the machinery and temporarily screwed it in place. The funnels were then partly made. That is to say, I cut them to proper length and fitted the bottom flanges, leaving the tops, etc., to be finished later on. For the funnels I am trying aluminium tube in order to save top-weight. I was then ready for steam trials, so I took the boat to the lake. As I had been won- dering whether it was worth while making an after watertight compartment in addition to the forward one, I commenced operations by a buoyancy test. I was pleased to find that when completely waterlogged, the boat’s nose still kept well above water. I am not anticipating trouble, but it is good practice to provide at least one watertight compartment in a model, as the unexpected does sometimes happen, and moreover, this type of model is intended to be used on large open waters as well as more sheltered pools. In my case it was possible to make a sufficiently large compartment forward to support the boat, but even when it is not possible ta get as large a compartment as I have done, a smaller one certainly lessens the risk, and even if it will not support the boat completely, and she founders, it will cause her to settle more gently instead of going down to the bottom like a stone. If the compartment is forward she wil! also rest on the bottom nose up, and thus simplify salvage. Again, the fact of MODELS 87 there being compartments full of air lessens the weight to be raised to the surface. The actual steam test was a great success. I at first had the boat running at 100 Ibs. steam pressure, but soon found that, to get a reasonable scale speed, 60 Ibs. was ample, and that this could be maintained indefinitely, the only limit being the capacity of the blowlamp container. Further, I found that, taking the precaution of raising steam afloat, the paint inside the hull was absolutely unaffected by heat. It is perfectly true that I was running with hatches off, but, after all, the boat is incomplete and all my arrangements to secure adequate ventilation are likewise incomplete. Altogether, the destroyer did about four hours” running, and she has now been returned to the workshop for further work. I may say that I was not completely satisfied with her steering, but she was by the stern, and matters should be improved when I get her on her correct fore-and-aft trim. In addition, twin scrgws ate always less reliable in this respect than a single-screw craft, and, moreover, being used to “ Silver Streak’ and her successor, my present boat, ‘* Silver Jubilee,” both of which were designed especially for Steering Competition work and run extraordinarily true, I possibly demand an almost unreasonably high performance in this. respect, and I think most people would have been pretty well satisfied with the destroyer’s steering, especially as both props. and rudder are to scale from the prototype ship. (To be continued.) MESSRS. E. GRAY & SON, LTD. W E have just received copies of the new lists of designs available from Messrs. E. Gray & Son, Ltd. The list is in two parts— one of designs for Sailing Ships, and the other designs for Steam and Motor Ships, Liners, Warships, Racing Yachts and Motor Boats. The lists contain the best items of a number of publishers” lists as well as names of a number of useful books, etc. “TFIT V”’ Mr. A. W. Cock- man’s flash steamer running in the M.P.B.A. International Regatta Photo: L. J. French. 38 MARINE MODELS PETROL ENGINE and HYDROPLANE TOPICS By J. B. INNOCENT (Continued from page 62.) | AST month I had to start my article with an apology for an error in the previous one, and was staggered when I saw it in print to find that I had included a veritable ** Schoolboy Howler.” Just how I came to perpetrate and then pass such a bloomer | cannot imagine, but I certainly did it somehow. I expect most of you noticed what I mean. It was contained in the paragraph reading: “The worst sin that can be committed with cams is to use any but the ‘tangential’ type of cam with a flat follower.” I should have written ‘ harmonic” in place of “* tangential.” To use a tangential cam under these circumstances is nearly as bad as using the constant acceleration type, as shown in the “ Don’t do it” illustration. However, if my lapse serves to drive home the right point fully, it will have done more _ good than harm. It has occurred to me that my remarks on the machining of harmonic cams would be more useful if I extended them to include cams formed integral with the shaft. The type of camshaft I have in mind is the rather long one used in “side camshaft” engines wherein the driving gear is to one end and is some way away from the cams themselves. The first thing to do is to prepare a plate having a centre boss with a set-screw to fit on one end of the shaft. On this plate the centres for the four arcs to form the cam flanks are marked out and lines are scribed through these centres to the boss centre, then the actual centre marks are drilled out to leave a hole. You now need a carrier to take the shaft and hold it correctly out of centre in the lathe. This takes the form of a U, having clamps for the shaft at the top ends and centres for the arcs at the sides near the bottom. When making the shaft, it is completely turned, leaving full discs where the cams are to be, and a section adjacent to the cam blanks the same diameter as the base circles. It is then mounted in the stirrup with the plate firmly attached, and with one hole in the plate registering with the centres at the base of the stirrup, and the appropriate blank can be turned down to the base circle. The other holes are set up in turn, care being taken that the shaft is only rotated in the stirrup and not in the plate, and the four flanks are easily and accurately formed. To finish the base circles the shaft is removed from the stirrup with the plate undisturbed, and put between centres for the base circles to be planed down and slightly undercut for valve clearance. The plate is left on so that the extent of the planing can be accurately checked with a scribing block without fear of removing some of the lift section. I am appending a sketch of the plate aad stirrup so that the matter may be clear. Lest some of you think that I am devoting too much time to the harmonic type of cam, | would point out that it is the only form most of us can generate accurately, that it is really useful for racing motors and the only type I would recommend for prototype engines. Furthermore, it is the easiest type to form integral with the shaft for single or multicylindered engines, when an extension of the method advocated above can easily be used with a reasonable certainty of getting things right. To close the subject of cams, anyway for the time being, I would point out the need for compromise, light valve gear, and the easing off of each motion into the next. Now for some of the troubles I have recently come across. As most of you know, ‘Betty ” has been decidedly below form so far this year, and whilst we found the speed in time for the International Regatta, she was so unreliable that my impressions of the day are decidedly hazy. The first time she took the water this year the motor was obviously rich, and the reason was found in a punctured float. A new one was made to an improved pattern, but the motor still showed all the signs of richness. The ignition system was suspected, and the condenser found to be faulty, but its replacement did not effect a cure. New plugs were fitted and gave some improvement. I then found that the new float had greater flotation than the old one, so that the petrol level was low and the motor should have been weak. At this point we were just exceeding MARINE MODELS Hole No. |=Inlet lifting flank. », No. 2=Inlet closing Plate flank. »» No. 3=Exhaust lifting flank. »» No. 4=Exhaust closing flank. 20° before T.D.C. LG. 50° after for a four-cylinder camshaft, and exhaust in firing order. NotTE.—Holes to be large enough to permit sighting of centre line on jig with arc centre lines. ‘B.D,G, E.O. 65° before B.D.C. E:G; 25° after out marked alternately for inlet Timing as drawn :— I.0. marked 89 Actual point of opening or closing is diametrically 7 .D:G. opposite arc centre hole. forty, and a little fiddling put it up to fortyfour or five, but as soon as this was done we found more trouble, for the motor cut out at about three laps through starvation. In part this was due to the needle holding up, but I believe that what was actually happening was that centrifugal action was preventing feed at over the forty mark, as the petrol has to feed inwards a little. The effect of this would be that we could run out the float chamber, cut out and slow down, cut in if the feed recovered in time, and cut out again as soon as that drop was used. Of course, my ideas may be wrong, but next Sunday the tank will have been moved, any surging nullified, and a new float fitted that will not need added weight. The International results are given elsewhere in this issue, but I would like to draw attention to the consistent and fast running of Messrs. Pinder and Williams amongst a very unreliable field. The new flash plant from Southampton, based on a “ Chatterbox,” was fast and clean, but like so many, was dogged by abnormal bad luck. Rankine’s new hull, an almost untried effort, achieved some incredible evolutions, despite submerged planes carrying negative angle to hold it down. ‘Monsieur Suzor” was unfortunately off * ‘ distance=rad. lift less 4 base diameter. iis win Centre CAM JIG arc of circle 90 MARINE form, although his engine sounded good, but he provided us with a thrill by catching “Nickie” at 25 m.p.h. without getting swamped or stopping the motor. The 15 c.c. people nearly all seemed off colour, and the winning time was comparatively slow, though better than we expected from our Secretary, in view of the small amount of time the M.P.B.A. affairs leave him to look after “ Golly.” Mr. Stalham took second place with a boat running on a front plane and a rear submerged fin; an interesting boat, this. The most meritorious performance, I think, came from Mr. Heath, who finished third with his 54 c.c. outfit, which runs on two outrigger planes at the front and apparently nothing at the back, although a plane is provided. This minute engine was the only two-stroke to get a place in the day’s racing. Altogether it was not a very successful day, due in part to an unusual crop of trouble, the foul weather during the morning and probably the rather early date. (To be continued.) THE WICKSTEED MODEL SPEEDBOAT YACHT AND CLUB The fifth annual powerboat regatta of the above club will be held on Sunday, July 11, 1937, racing to commence at 12.30 p.m. The following interesting events will take place: (a) 500 Yards Circular Course Race for 30 c.c. 1.C.E. or Steam Boats, for the *‘ Alan Timpson ”’ Powerboat Trophy, open to all members and clubs affiliated to the M.P.B.A. Winner to hold same for one year. (b) 1,000 Yards Circular Course Race for 30 c.c. I.C.E. or Steam Boats, for the ‘*‘ Newman Loake ” Cup, open to all members and clubs affiliated to the M.P.B.A. Winner to hold same for one year. An extra interesting race will be for 15 c.c. I.C.E. Boats for a ‘*‘ Committee ’’ Cup, which has been given for the winner, who will hold same for one year. The usual very cordial invitation is extended to all members of all affiliated clubs to take part in this regatta. The lake is situated in Wicksteed Park, one of the finest parks in the country. There is an exceedingly good and cheap railway service from most cities of the Midlands to Ketter- ing, and arrangements will be made for competitors to get to the park on arrival. Any further information will be gladly given by the Joint Hon. Secretaries: Mr. L. S. Axe, ** Hill- crest,” 25, Queensberry Road, Kettering, and Mr. F. O. Robinson, 47, Hawthorne Road, Kettering. A card to either of the above to say that you intend to be present will be sufficient. They will do the rest, and appreciate your assistance in facilitating their arrangements for a grand day. MODELS THE WEST LONDON MODEL POWERBOAT CLUB Apart running from the War period the club has been consistently since 1910, and has now 33 members. All the fleet has been built by members themselves and are prototype of Naval and Mercanule 1eeee The models are valued at £50 to £100 each. The annual regatta took place on Sunday, June 13, on the same waters of the Round Pond, Kensington Gardens, S.W.5. The attendance was, no doubt, considerably affected by the continual rain throughout the morning, which only abated midday, but in spite of this the regatta, as a feature, was well enjoyed by those who took part, as well as the hundreds of spectators who lined the pond side. The start was delayed owing to the rain, but the first event, the Steering event, was got away at 12.45, and resulted in a win for Mr. R. Beard, with the excellent total of 8 points out of a possible 10, and for the second place a tie (which has yet to be run off), H. W. Smith and W. F. McClelland. It is some long time since the club has experienced such high scoring in a Steering event as. in this particular one, most boats putting up excellent scores. Lunch followed this event, and at 2.30 p.m. the competitors prepared for the *‘ Valkyria “’ Cup (presented by the club’s Commodore, Mr. W. T. Parry, as a perpetual trophy). This competition is also a Steering competition, and was run over the same course as the preceding one, and resulted in a win for Mr. G. Hillman with a total of 4 points. For some unknown reason (probably due to lunch) the scoring was nowhere near so perfect as the morning’s event. Following this, the Nomination event was run off and resulted in a win for Mr. R. Woodford, whose percentage of difference over the nominated and actual time was 1.25 per cent. The second place was taken by Mr. A. D. Aslett, one of the club’s younger members, whose percentage of difference was only 4.4 per cent. The next competition, Round-the-Pond-Race, considered by the members the most interesting and exacting event in the club’s programme, was then run off, and the final placings were Mr. G. Hillman, who was first in handicap and fastest in time, with the actual time of seven minutes; second place was taken by Mr. R. Beard, whose handicap time was 7 min. 12 secs. (actual time 8 mins.). The greater part of the competitors lost much time in failing to round the buoy from the right side, consequently having to retrace a part of their course so as to enter the buoy from the inside. The ‘* Jenkins * Trophy (presented by the club’s Vice-President, Councillor R. C. D. Jenkins, as a perpetual trophy) and won by the competitor scor- ing the highest number of points during the annual regatta, was this year won by Mr. R. Beard with a total number of six points. He had, however, several runners-up with five points, thus proving that each event was competed for very keenly by all competitors, although Mr. Beard had the pleasure of ** pipping *’ them with one point. The fineness of the afternoon fully made up for the inclemency of the weather in the morning. F. HL. MARINE A LEITH—LONDON MODELS 91 SMACK (174 Tons) By G. W. Munro ie Bll (Concluded from page 65.) N concluding these notes. on our LeithLondon Smack of the first quarter of the nineteenth century, I do not think that I can do better than quote the words of the original author and designer of this little vessel. ‘““The just proportioning of the masts and sails is an object of the very utmost importance, insomuch that, however beautiful may be the shape of the hull for fast sailing, yet if the masts and sails are not duly proportioned the sailing and other movements of the vessel will fall short of what might otherwise be expected. Lest any doubt on this point should arise from the knowledge of the great diversity in the dimensions of the masts, rigging, and shape of the sails of vessels of different nations, let it be remembered that each is adapted to the construction of the vessel to which they are applied. ‘If a ship were always exposed to the action of-some unvarying force, or the action of uniform winds and waves, and always loaded to the best advantage, we might be able to deduce, by mathematical investigation, the best form and dimensions of the sails of every description of vessel; but as these requisite conditions do not exist, it is only by actual trial, experience, and observations on the behaviour of ships at sea, that we can supply the desideratum. However, from a mathematical method of digesting these observations we are enabled to draw the most reasonable conclusions for finding the different proportions of masts and sails for the different classes of shipping.” There is a great deal to be remembered in the above extract from a designer’s remarks. It is very often mentioned among model ship men, that such-and-such a model is quite valueless because the owner guessed at the proportions of the rigging, or that so-and-so would have liked to have built a model from some particular plans, but that he was not able to get an authentic sail plan. I have taken several sets of lines—analysed them— taken the period into account, and put a skeleton sail plan over the hull. The actual sail plan has then been placed over my version, and compared. The result is always very close, and at worst far nearer than the average man is able to copy with his sticks and string. And for that matter, I do not suppose for one minute that | am more able to plot out a probable sail plan than a great number of other designers. However, the reader need have no fear about the present rigging plan, as it was very carefully plotted from the original. There are one or two lines that I was not able to determine in the original, and so I have not put them in. We will first of all take the rule for finding the position of the mast in our Smack. Draw the length of the L.W.L.; mark its centre between the fore part of the rabbet of the stem and the sternpost; then 1 /7th of the length before the middle is the centre of the mast. It should have a rake aft of 4in. to the foot. The station of the bowsprit is determined by the height of the stem, and the rake is determined or effected by the housing, but commonly runs thus: For a Smack, the stave is from | to I4in. to the foot. To find the length of the mast, work from the following rule: To half the length of the L.W.L. add three times the breadth per register, also the depth of the hold from the deck to the underside of the floors, or upper side of the keel; and 5/8ths of this sum will be the length of the mast. We will take the length of the L.W.L. as being 74ft., the breadth 23ft. 6in., and the depth 13ft. 6in. Then 74+2 =37, and 23ft.6in. x 3=70ft. 6in. Then 37 + 70.5 + 13.5 = 121ft.+ §=753— 75£t. 74in. This is length of the main mast, from top of keel, or step, to the cap. The diameter of the mast must be lin. for every 34ft. of its full length. The length of the mast-head is marked off from the above at 1/6th or 2/13ths from the cap. The length of the top-mast is equal to the length of the mainmast, from the deck to the cross-trees. The diameter of the top-mast at the cap is lin. for every 5ft. in length. The length of the bowsprit is 2/3rds of the Smack’s length per register, length of the L.W.L., or, as allowed by Act of Parliament, 2/3rds of the length on deck. The diameter of the bowsprit at the stem is 4/5ths of the diameter of the mainmast at the partners. 92 MARINE The length of the main-boom is commonly made equal to the length of the Smack’s keel, but it will be found more correctly by multiplying the length of the L.W.L. by .92. The diameter of the main-boom at the sheet is 2/9ths of the length, taking inches for feet, or lin. for every 44ft. in length. At the tail of the cheeks, or mast, 2/3rds of the sheet diameter. The length of the gaff is 2/3rds of the main-boom. The diameter of the gaff at the tail of the cheeks is lin. for every 34ft. of its full length. The diameter at the outer end or peak is 6/10ths of that at the cheeks. The length of the cross-jack yard is about 9/12ths of the length of the L.W.L., or if this should be thought rather long, multiply the L.W.L. by .72. Finally, a few notes on the sizes of the rigging: There are four 9in. shrouds, and the tackle-pendant being the same size, makes five 9in. ropes for supporting the mast. This is found by a very simple method: double the number of the register tonnage, add }, divide by the number of shrouds on one side, including the tackle-pendant, and the square root of the quotient is the girth of the rope. ’ Actually, the quotient comes to 78, but Yin. is the nearest round figure tq the square root of 78. For the size of the main-stay: find the square root of the register tons for its girth; or make it 24 times the strength of the shrouds. For the spring-stay, the rope should be equal to one of the shrouds. From this it will be seen that the main- and the spring-stay on a Smack is equal to 34 shrouds. For the top-mast back-stays, take 1 /5th of the register tons, find the square root for a single stay, or, if the vessel have more than one, take the square root of its half or third, as the case may be, for the girth of each topmast stay. Many of our readers have Kipping’s valuable little books on ‘“ Masting and Rigging” and * Sails and Sail Making,” and these will be found of the greatest help in rigging this little vessel to the Rigging and Sail Plan accompanying this article. Kipping’s time was somewhat later than that of this Smack, but it will be seen that his methods were in every way similar, including the use of chain for the bob-stay and the jib halliard. It should also be noted that the cap is of iron. This is made by forging a ring and a square to fit the top-mast and main mast-head respectively, MODELS and welding them together. This Smack was evidently fitted to carry top-mast stunsails, triangular in shape, but I am not able to follow the exact shape on the original. The scale of the plan is 1/16th in.=1ft., or just half that of the previous plans, which were din. = lft. THE END MARINE MODELS 93 — SAIL PLAN FOR LEITH-LONDON Drawn by G. W. Munro Scale: a=p=== —— I N\ : t= mip == 3-7 | VV | N \ \ jyin. = lft. Oin. SMACK 94 MARINE HOW TO MAKE MODELS A HOLLOW MAST By ANON. (Continued from page 68.) ee HERE is one more something should point on be said which before proceeding -to the methods of building a hollow mast. Some _ skippers with that small knowledge, which is dangerous, use pear-shaped, and so-called streamlined masts. If the mainsail was a rigid aerofoil, and always kept in one position, there would be something in this idea. Since, however, the sail is never rigid amidships, the socalled streamline mast is never at the correct angle to the sail to present its streamlined edge to the wind, and actually presents its wide sides which offer far more windage than the ordinary round mast, which offers the same windage at all angles to the wind. If all this preamble has decided the reader to build a round, hollow mast, we can proceed to the several methods of making these. The first system is what is commonly known as the “ McGruer,” after its inventor. This is a laminated construction, built by winding several layers round a collapsible core, the whole being glued together. The advantage of this construction is that it gives a radial grain in the wood. This is, of course, an immense advantage from the point of view of strength, and is akin to how nature grows SECTION OF A THE TWO-PIECE McGRUER MAST DUG-OUT SYSTEM the fibres in a tree trunk. As this method of construction is beyond the amateur, who will not be able to compass the collapsible core essential for shaping the spar, this method can be left out of consideration, but in passing, it might be mentioned that these spars have the disadvantage from the modeller’s point of view of being difficult to fix fittings on, since there are no solid parts under the fittings, either to screw into, or to resist the crushing strain of mastbands. One well-known builder used to supply these masts for A-class models complete with fittings and they proved very satisfactory. I rather fancy, however, they are no longer marketed. Most masts for models are made 6n the twopiece dug-out system. The spar is made in two halves, being first hollowed out, then glued together, and finally shaped outside. The mast is not hollowed out from end to end, but left solid for about 5in. at the top and from the heel, to about 4in. above the gooseneck. In addition, a solid piece is left under the jib halliards, and any other fitting, also thin, solid webs are left at suitable intervals down the mast, rather like the webs at the knots in a bamboo. The joint between the two halves of the mast should be set fore-and-aft, and if it can be arranged so that the grain falls as in the diagram, it will make a far stronger spar. A hollow mast for an A-class should be jin. at the thickest part, tapering to 3in. at the heel and 4in. at the truck. For the average 10-rater or 6-m., about 3in. will suffice. The walls of the mast in an A-class should be left din. thick and 1/10in. for a 10-rater or 6-m. The best material to use for a model’s spars is selected white pine with a long, even grain, free from knots or waves in the grain. Choose a piece of nice light wood, as heavy will add appreciably to the weight of the finished spar. Let us suppose an A-class mast is being made. As the thickness of the finished spar is to be Zin., two pieces of wood of the required length are needed. They should each be planed up to #in. full by 7/ 16in. full, so that when put together they make a square Zin, full. (To be continued.) NATIONAL 36-in. RESTRICTED CLASS CHAMPIONSHIP W E have to apologise for repeating in our May issue, the original mistake in the date of the National 36in. Restricted Class Championship. The original mistake was not ours, but we must accept the blame for perpetuating it. The date should have been given as Sunday, July 4, so the event will have been sailed by the time these lines appear in print. We hear, moreover, that there are no less than 24 entries. MARINE MODELS 95 THE MP.B.A. INTERNATIONAL REGATTA os important annual event took place at Victoria Park on June 13. Racing was scheduled to start at 11.30 a.m., but, as it was then pouring with rain, * proceedings were deferred until 12.30, when the weathér had considerably improved, and, ultimately, it fined out into a very pleasant afternoon. The first race was the 500 yards (5-laps) International event, and the first three or four competitors came smartly to the line and started up without delay. At this point commendatory remarks were to be heard on the smart way,the regatta was being run. But, alas! this high standard was not to be continued, as the next competitor delayed considerably before coming out, and did not start up * readily. Things then started to slow up, and the 15 c.c. race was so drawn out that spectators became thoroughly bored. Many competitors found great difficulty in starting up, and, in most cases, this was ascribable to insufficient tuning-up and preparation, which seems surprising before one of the season’s most important regattas. We venture to suggest that the application of a time limit of, say, three minutes, for starting up, is most desirable. It is also noticeable that boats which unduly delay proceedings seldom give a satisfactory performance. The first boat away was ** Faro ’’ (Mr. Williams, Bournville), which ran steadily and fast to complete the course in 26.3 6 secs., a speed of approximately 384. m.p.h. She was followed by ‘‘ Rednip ’’ (Mr. Pinder, S. London), which made what proved to be the best run of the race in 25.86 secs., approximately 394 m.p.h. Mr. Clifford’s ‘* Crackers ’’ is fitted with a spark advance gadget, but this was operating too slowly. with the result that she was slow in picking up speed. Otherwise her time would have been better than 29.34 secs. Mr. Parriss (S. London) was un- a aa able to get ‘* Wasp II ’’ to start, and was followed by ‘* Oigh Alba IL ’* The Glasgow crack was not at her best, and the boat performed most eccentric- ‘* Wasp II*’ (S. London) then completed the ally. ‘course in 28.20 secs. The other‘*‘ Crackers’’ (Mr. Porter, Farnborough) started pretty well, but slowed Mr. Noble down, her time being 42.54 secs. (Bristol) then put ‘* Bulrush V “’ on the line, but she capsized in her fourth lap. ** NICKIE V ”’ (M. SUZOR, PARIS), RUNNING IN THE INTERNATIONAL RACE Photo: L, J. French. One expects great things of ‘* Nickie V’’ (M. Suzor, Paris), but the French boat showed nothing like her true form and seemed to be cavitating badly. In this run she was also missing, and put up the slow time of 38.34 secs. Messrs. Innocent Bros.’ famous “‘ Betty *’ started at a tremendous bat, but cut out and stopped in the fourth lap. Mr. Wilson’s boat (S. London), which had refused on the first attempt, now took her second run, but bumped badly and stopped on the fourth lap. Mr. Pinder then made two unsuccessful attempts, and Mr. Clifford’s ‘* Crackers ’’ cut out when going well. Mr. Parriss then put *‘ Wasp’ round in 27.62 secs. He was followed by ‘* Oigh Alba,’’ which stopped in a most extraordinary way. She dipped a chine, bounced, and did a complete about-turn. Then she shot off at a tangent, bringing up with a jerk as she took the line again, and stopped dead. Mr. Porter made a steady run in 33.60 secs, being followed by M. Suzor, who took 29.06 secs. ** Betty’s ‘’ second run was productive of a very curious incident. She went off at a great speed but kept cutting out and slowing up. Unfortunately, the electrical timing appliance had been accidentally cut off, but she was timed unofficially to have taken 25.2 secs. (over 40 m.p.h). As, however, the timing gear had been stopped, she was given another run, but did not do so well, taking 26.10 secs. The placings were: Ist, Mr. Pinder; 2nd, Messrs. Innocent Bros.; 3rd, Mr. Williams. After the lunch interval proceedings continued with the 300 yards race for the 15 c.c. class. Mr. Ripper (S. London) covered the course in 28.98 secs., being followed by his clubmate, Mr. French, with ** Little Star,’’ but the latter was by no means at her best, and took 26.57 secs. After one or two failures, Mr. Heath was the next com- petitor to get round with his marvellous little 54 c.c. two-stroke. Not only is the engine of this boat an extraordinary piece of work, but the hull is of a novel and original design. She has two side-planes (or wings) extending about 4in. below the hull, and, in running, has a three-point suspension, being supported by the wings and tail plane. She runs very steadily, and if anything disturbs the equilibrium she seems to pick herself up in a remarkable fashion. She made the time of 28.30 secs., which was very creditable for such a tiny craft, and her little 96 MARINE MODELS ‘* GOLLY ’” MR. E. WEST- BURY’S 156… AT Photo: engine buzzed like a bumble bee. ** Tornado,’’ Mr. Martin’s little steamer, stopped on her second lap owing to lamp trouble. Mr. Stalham, of King’s Lynn, then made a nice run in 23.72 secs. Mr. Edgar Westbury, Hon. Secretary, M.P.B.A., for once laying aside his official duties to run his boat, then put ** Golly ’’ through her paces, clocking 21.72 secs., about 28 m.p.h., the fastest run made in the small class. Both Mr. Buss (Victoria), and Mr. Wraith (Altrincham) got round, but their times were slow. Mr. Taylor (Victoria) bumped badly, but got round in 32.5 secs. _ On the second runs most competitors failed to improve on their times, but Mr. Heath’s little boat lowered her time to 26.56 secs. The final placings were: Ist, Mr. Edgar Westbury; 2nd, Mr. Stalham; – 3rd, Mr. Heath. The last event on the card was the 300 Yards Open Speed Championship. This started inauspiciously, as Mr. Noble made two abortive starts, and Mr. Clifford’s ‘* Crackers ’’ failed. After this, Mr. Pinder made a good run in 16.88 secs., followed by Mr. Parriss, with 17.99 secs. Mr. Rankine followed with 17.83 secs., but his boat seemed very unstable. There were more flash steamers in this event than have been seen for some years, but they did not particularly distinguish themselves. Mr. Sheen (N. London) broke down on his first lap, and Mr. Cockman’s ‘Ifit’’ was unable to do better than 19.36 secs. M. Suzor followed, but seemed to be still suffering Mr. from cavitation, his time being 27.97 secs. Porter then failed, being followed by Mr. Evans’s flash steamer. She is fitted with a three-cylinder engine and is reputed to be fast though tempera- She would not start, being apparently mental. Another flash troubled with her water pump. steamer—that of Mr. Marsh, of Southampton— started well, but could not hold her steam pressure, and stopped. Mr. Williams, of Bournville, followed. His boat ran fast, but seemed decidedly unstable. His time of 16.54 secs. was, however, good enough to bring him into the prize list. Mr. Evans now got his steamer going, but she capsized in taking the line. Mr. Campbell (Altrincham) brought his ‘‘ Mayfly ’’ to the line but she broke her universal joint as she got away. “‘ Betty ”’ started well, but cut out at 25 laps. _ On the second runs, Mr. Pinder again put up a nice performance in 16.15 secs. ‘‘ Oigh Alba ’’ got round in 18.08 secs., but put up another spectacular spin as she stopped. Mr. Sheen failed at the end SPEED L, J. French. of his first lap, and Mr. Cockman exactly duplicated . his previous performance. M. Suzor took 23.16 secs. for his final attempt. Mr. Evans apparently let go by mistake before he was ready, and Mr. arsh’s steamer again slowed down badly, taking 23.48 secs. for the course. Mr. Porter then made a steady run in 25.24 secs., but at the end of it his knock-off switch failed to function and the boat ran on steadily lap after lap in spite of all attempts to stop her by splashing water on the plug. After each shower she shook herself like a dog, and preceded merrily on her way. At last the accumulated water had its effect, and she sank. Messrs. Innocent Bros. then put up the best run of the day, covering the course in 14.06 secs (43.6 m.p.h.). The last run was by Mr. Clifford, who covered the course in 21.8 secs. The placings were: Ist, Messrs. Innocent Bros.; 2nd, Mr. Pinder; 3rd, Mr. Williams. After the racing Mr. A. Skingsley asked M. Suzor to present the prizes. M. Suzor said that he was most gratified by the welcome he received, and added that his greatest pleasure was to renew his friendship with British model powerboatmen. NEW WORLD SPEED RECORD A N Australian model hydroplane driven by a flash steam plant has succeeded in shattering all world speed records. On Saturday, March 27, at Ashfield, near Sydney, N.S.W., a flash steamer, belonging to Mr. F. H. Angwin, run- ning on a circuit of 202.4 ft. circumference, covered 10 laps in 28 secs., giving the astonishing speed of 49.286 m.p.h. The record has been officially recognised by the M.P.B.A. We shall not be surprised if the 50 mark is exceeded before the end of the present season. FOR SALE SMART 36in. RESTRICTED RACING MODEL YACHTr ‘“Dawn”’ (Designer A. W. Littlejohn), for sale, reason only shortly acquiring 10-rater. Full Specification, including chromed fittings, 2 sets Sails by Expert, streamlined hollow mast. Sailed only 4 times on Round Pond. Price £3 10s. great bargain. Special travelling case, 10s. Priory Avenue, High Wycombe. William Bent, ‘‘ Felixtowe,’” **A’? CLASS. ‘‘ Marine Models’? Design. ‘‘Thisbe.’’ Planked mahogany, detachable keel, two suits, hollow masts, excellent condition, 1 year old. Sheffield, 11. Offers, Bailey, 42, Westwood Road, rr = MARINE as Go a) ”;) eS Pt eR TAS ELSam MODELS 97 INV Eg —= = = PhS FSRS ——. IH : [As the space available for Club News and Racing Reports 1s limited, Club Secretaries are requested to make their reports brief and to the poimt.—EpDITOR, BARROW MODELS.} DERBY M.yY.C. The unsettled weather experienced during recent weeks has rather hindered the progress of the season’s first tournament, but, in spite of this, it is now MARINE nearing completion. The 10-raters have had one or two good breezes, but of late the lighter craft have had the advantage. ‘* Flossie ’’ still maintains the lead, but is hard-pressed by ‘‘ Fram,’’ and should the light weather continue it will not be surprising to see the leader overtaken. ‘* Cissie ’’ and ‘* Nan ”’ have boards in hand and can still make a strong challenge. ’’ (J. Rome), 41; ‘‘ Fram” (F. Results: ‘‘ Flossie Watts), 40; ‘‘ Nan ”’ (J. Walker), 34; ‘‘ Cissie ’’ (A. Walker), 26; ‘‘ Gypsy ’’ (G. Harper), 19; ** Pegasus’ (B. Parnham), 17; ‘* Elsie ’’ (E. Eales), 8; ** Petrel ’’ (W. Rome), 7. The A-class have been rather unfortunate in their weather, lightish and variable winds having been the usual conditions. ‘‘ Annette ’’ still maintains her lead, but ‘‘ Lady Anne ’’ has dropped to ‘* Trilby,’”’ however, has reached second fourth. place. Results: ‘‘ Annette ’’ (F. W. Douglas), 33; ‘* Trilby ’’ (R. Johnson), 20; ‘* Doreen” (A. Walker), 18; ‘‘ Lady Anne ’’ (W. Douglas), 17; ** Doris ”’ (R. Rome), 16; ‘* Pastime ’’ (J. J. Rome), 16; ‘* Seven Sisters ’’ (W. Whitelock), 10. F. W. D. citement all through; the lead was continually changing, and in the last quarter lap seven boats were possible winners. ‘* Arden ’’ (R. Fearn), last The first year’s winner, again pulled off the race. five boats came over the line within a few yards of each other. June 5 saw the ‘* Club ’’ Cup won by ‘* ZZolus ’’ (R. Lembert), who crossed the winning line almost a whole circuit in front of the second—a fine performance. June 12, the first round of the *‘ C.R.S.’’ Cup for 36in. class. The course for this race was a beat and run, twice up and down the lake. The youthful skippers again handled their craft very well, and another fine race was witnessed. This time ‘‘ Celia’? (E. Thompson) was first, Juliana” (%. Evans), second, ‘* Arden”’ (R. Fearn), third. ‘‘ Juliana ’’ was built from MARINE Mopets ‘‘ Eudora’’ design, and is a very good boat. From the way in which these first four races have been sailed, we look like having some very keen racing this season. BRADFORD °M.Y.C. We beg to apologise to the members of the Newcastle and Manchester clubs who turned up at Larkfield for the M.Y.A. Northern Championship Race, advertised for June 5, which was cancelled at the last moment by the M.Y.A. due to insufficient support. We ourselves were very disappointed, as we had hoped to ‘‘ place on the map ”’ a sailing, water which is undoubtedly the finest in the country. The 6-m. ‘‘ Vernon Dawson ’’ Cup was competed for on June 12, and was won by “ Blue Bird,”’ in a light and variable reaching wind. The scores were as follows: (1) ‘* Blue Bird ’’ (Geoffrey Kitchen), 21 points; (2) ‘‘ Plover ’’ (F. C. Hirst), and ** Greta © (B. E. Garbutt, sailed by J. P. Clapham), 18; (4) ‘* Kathleen ’’ (A. Arnold), 16; (5) ‘* Challenge ”’ (E. North), and ‘‘ Red Admiral ’’ (Mrs. Geo. Snow), 13; (7) ‘‘ Maid of Lorne ’’ (S. Haigh, sailed by W. Roberts), 11, and (8) ‘‘ Progress ’’ (S. Brayshaw, sailed by J. Mitchell), 4. LONDON J. P. CLAPHAM. 10-RATER REGATTA We regret that our compositor misread the name of the winner which appeared in our recent report as P. Master instead of J. P. Morter. The report sent us was not typewritten. M.Y.C. The above club held their opening race for 10raters on May 22. The usual course of twice round the island was taken. ‘* Veresse,’’ a new boat, designed and built by R. Harrison, showed her paces well and took the lead from the start and won comfortably. On May 29, the 36in. Restricted class had their opening race, which provided much ex- T. SPENDLOVE, Hon. Sec. FOREST GATE M.Y.C. The competition for the ‘‘ Caius Bliss ’’ Cup, presented by Mr. W. Bliss, to be sailed for by members of the London M.Y. League at Forest Gate, , was held on May 29 under very favourable conditions. Brilliant sunshine and a fine first-suit breeze provided a happy combination of circumstances which is met with at such unfortunately long intervals in this country. Entries were received from Clapham and Highgate Clubs, and from the M.Y.S.A., Kensington. The winner was Mr. O. Steinberger, sailing his ** Renaissance,’’ which does not belie her name. This is the first trophy that ‘‘ Jim ’’ has won with this yacht. A remarkable fact concerning this Cup is that it has been sailed for on four occasions. First year it was won by Forest Gate (J. H. Yorston), second year by Clapham (T. Robertson), third year by Highgate (W. Appleton), and now by M.Y.S.A. Scores were: ‘* Renaissance ’’ (O. Steinberger, 16; ‘*Kismet’’ (J. HH. — Yorston, M.Y.S.A.), F.G.M.Y.C.), 14; ‘* Seiglinde ’’ (D. Macdonald, C.M.Y.C.), 12; ‘* Onaway ’’ (C. Chandler, C.M.Y.C.), 10; ‘‘ Endymion ’’ (—. Beck, H.M.Y.C.), 10; ** Peggy ” (W. Appleton, H.M.Y.C.), 10; ** Lena is 98 MARINE (T. Williamson, F.G.M.Y.C.), 10; ‘* Fly ’’ (H. G. Howard, F.G.M.Y.C.), 8; ‘* Vanity ’’ (G. E. Johnson, F.G.M.Y.C.), 8; *‘ Kingfisher ’’ (J. E. Cooper, F.G.M.Y.C.), 6; ‘* Mover’’ (H. W. Apling, F.G.M.Y.C.), 4. The O.0.D. was Mr. W. Bliss, ably supported by a strong team of officials. The ‘* Coronation ’’ Cup (that of George V) has always attracted the best sailers in London, and the race sailed on June 12 this year was no excep- tion. For the fourth year in succession it was won by the M.Y.S.A. (Kensington). Each club enters two yachts, and the trophy goes to the one with the highest score. Scores were: M.Y.S.A.—** Trigonia ‘’ (H. Wake) 25, and ‘* Renaissance ’’’ (O. Steinberger) 23=48; Clapham M.Y.C.—‘* Cordon Bleu ’’ (T. Robertson) 22, and “** Seiglinde’’ (D. Macdonald) 21=43; F.G.M.Y.C.—** Hazel ’’ (W. Bliss) 12, and * Kismet ’’ (J. H. Yorston) 9=21; Highgate M.Y.C.— ‘* Merlin ’’ 5, and ‘* Peggy ’’ (W. Appleton) 3=8. This might be considered as the partial eclipse of Forest Gate and the total eclipse of Highgate. The race was officered vy Mr. J. E. Cooper, Hon. Treasurer of the M.Y.A., assisted by several members as Umpires, Scorers and Starters. FLEETWOOD M.Y.C. was a difference of only 10 points between the first six yachts. Scores: ‘*‘ Vanity ’’ (G. Wade) 31, ‘* White Heather VIII ’’ (J. C. Catterall) 28, *‘ Beatrice ’’ (G. Heyes) 27, ** Capri ’’ (R. G. Pearson) 23, ‘* Anne Marie ’’ (R. G. Bailey) 22, ‘* Valient’’ (J. Darbley) 21, ‘‘ Ebony ’’ (W. Hornby) 15, ** Jancilla’’ (J. Ingham) 11, ‘‘ Marion’ (J. Anyon) 2. The winner was designed by Admiral Turner. M.Y.C. On Whit-Sunday 36in. Restricted boats raced, and ‘* Violet ’’ was top scorer with 5 points towards the championship, ‘‘ Evelyn ’’ 4, and ** Leda’’ 4. On the Monday we had the ‘** Brignall ’’ Holiday Cup, ** Violet ’’ again being successful. 13, ‘‘ Endeavour ’’ (B. Thompson) 13, ‘* L.B.G.’’ (Mrs. Pilbeam) 8, ‘*——” (J. S. Adams) 6, ‘* Cygnet ’’ (H. P. Veness) 6, ** “* (Miss Adie) 6, ‘* Pigeon ’’ (Miss Stillwell) 4, *‘ Tamarisk *’ (H. P. Veness) 3, ** Why Not? ’’ (K. E. Ward) 3. Marbleheads—** Curlew “‘ (W. J. Balcombe) 18, ‘*May ’’ (W. G. Greenhalf) 17, ‘* Thistle ’’ (G. Adams) 12, ** Doris “’ (D. Cheal) 12, ‘*——”’ (B. Thompson) 10, **‘ Pam *’ (S. G. Adie) 7, ‘* Nobby *” (A. E. Haste) 7, ** Dove ’’ (—. Hayman) 6, ‘* —— ’”’ (A. E. Ward) 5, *‘ May B.’’ (H. P. Veness) 3. FIP… Vi. HUDDERSFIELD S.M.E. The annual open race for the Henshaw Cup for the 36in. class was sailed on May 23. An entry of fourteen boats from five clubs was attracted, and sailing was very close. Unfortunately the wind varied in strength, persistently causing great delay in changing sails and upsetting rudder tension trim. When there were still two boards to sail the race had to be stopped, and unsatisfactory result had to be decided upon. Owing to the closeness of the scoring, any of the first seven or eight boats may have won. J. H.Y. The ‘‘ George Leech ’’ Trophy was won by G. Wade, aged 18, with a boat built by himself. The race was contested over two Saturdays, and there HASTINGS MODELS The following Sunday was 50-800 day, ** Dove ’ taking the ‘‘ Marblehead ’’ Monthly Cup during the morning, the chief scorers in the afternoon being: “May’’ 4, ‘‘Thistle’? 4, ‘*Curlew’’ 3, ‘‘Doris’’ 3. May 30 was also Marbleheads, this time ‘“Thistle”’ , made 5, ‘* May “’ 4, ‘* Curlew ’’ 3, and ‘** Doris ’’ 3. By June 6 we had got back to our proper pro- — gramme once again, and the 36in. Restricted boats were out for championship points, our Secretary taking 5 with ‘* Seamew,”’ followed by “ Golden Spray ”’ 4, ‘* Eveyin’’ and ** Leda” 3. June 13 saw the worst entry we have had so far this season, only four Marblehead boats turning up. The weather was absolutely foul up to the time of the start, but cleared shortly afterwards, with a light South-West wind. Scoring was: ** Curlew ’ 5, ‘Doris’? 3, ‘‘ May B.”’ 2, ‘* May”’ I. The Championship tables to date stand as follows: 36in. Restricted—‘ Leda “’ (W. G. Greenhalf) 18, ‘* Seamew “’ (W. J. Balcombe) 17, “ Violet ’’ (G. Cheal) 15, Adams) 17, ‘‘ Golden Spray ”’ (D. (H. Veness) ** Psyche ”’ (A. E. Haste) 14, ‘‘Evelyn’’ Mr. H. Atkinson, with *‘ Frisker,’’ of the Bradford Club, was, however, leading with 37 points, and was awarded the Cup. Scores were: Ist, ‘* Frisker *’ (H. Atkinson, Bradford), 37; 2nd, ‘* Alcyone ‘”’ (S. Enoch, Huddersfield), 35; 3rd, ‘‘ Bess II ’’ (J. H. Catterall, Fleetwood), 334; 4th, ‘‘ Thistle’? (W. Alexander, Fleetwood), 324; ** Marion ’’ (—. Shepherd, Bury), ‘ 28; ** Red Rose ’’ (H. Shortt, Bradford), 28; ** Margaret ’’ (S. Hopper, Bury), 274; ‘* Neptune ”’ (E. A. Farrar, Bury), 26; *‘ White Owl ’’ (S. Kitchen, Brad- ford), 25; ‘* Elma’’ (E. Hunnybell, Huddersfield), 23; ‘* Firefay ’’ (J. Tolson, Huddersfield), 19; ‘* Piccaninny ’’ (Mr. F. C. Hirst, sailed by Mr. Mitchel, Huddersfield), 10; ** Joan ’’ (—. Rumble, Huddersfield), 54; ‘* Spica’? (R. G. Pearson, Huddersfield), . scratched. Mr. F. C. Hirst acted as O.0.D., assisted by Mr. W. Dewhirst; Starter, Mr. Marsden; Judge, Mr. H. Tolson. The winner was a sharpie and a previous prize-winner in this race. ‘‘ Alcyone ’’ is from the board of Mr. Nash; unusual in design, but a very fast craft. Both ‘* Bess ’’ and ‘* Thistle ’’ were new Alexander boats and were purchased after the race by home club members. Most of the other boats are well known, and have some good records. A race was held on May 30 for the 36in. Restricted class, for the ‘‘ Coronation’’ Trophy, kindly presented by Mr. C. Lloyd Walshaw. The Trophy is a handsome silver model of a yacht and is for annual competition by home club members only. The race had been postponed from Coronation Day, owing to bad visibility, due to low clouds, and was won by Mr. F. C. Hirst with ‘‘ Thistle,”” 27 points. Other scores were: ‘‘ White Nymph ” (Mr. H. Tolson), 214; ** Alcyone *’ (S. Errock), 183; ** Firefay ’’ (J. Tolson), 18; ‘Bess If” (L. J. Mitchel), 10; ‘* Tangie ’’ (F. Rumble), 7; ‘‘ Elma ’’ (E. Hunnybell), 3. Mr. Marsden acted as Officer of the Day. The wind was fresh S.W. Resails caused through fouls were not sailed and the points were divided. F. C,H. M.Y.C. RYDE M.Y.C. (ISLE OF WIGHT) On May 20, the evening of the Naval Review, the club held a steering competition, open to all classes of models, for a Silver Cup presented by Mrs. A. Bayliss. A very light wind blew fitfully, and finally died away. This was ideal for the spectacle on the Solent, but made yacht sailing very uncertain. The large number of onlookers took keen interest in the event. Two courses were set— a beat and a reach—to the target. The highest score was made by the Secretary, A. Kerridge, and the second prize went to Mr. J. Burden. The racing for the powerboat section had to be postponed, as the condition of the lake was unsuitable. The first Marblehead National Championship will be held at Ryde on August 26 for the **Coronation’’ Town Cup (see Advertisement Columns). The club are anxious to get as many “ outside “’ entries as possible, and clubs and individuals interested in the class are heartily invited to compete. If this event proves a success, and attracts a good entry, there is little doubt that the class will very shortly be recognised as a National class. A. K. SCARBOROUGH M.Y.C. The Club that is always glad to welcome visiting model yachtsmen to their water. The club sails the 10-rater as the usual club class, and for these there are four races a month, on Saturdays, at 2.30. One is contested over a triangular course, for the ** Coronation ’’ Cup, giving a beat, a reach and a run, and quick handling is often the deciding factor. The yacht to cover the course and return first to the starting post scores five points. Once a month there is the ‘* Jubilee ’’ Cup, for straight shooting. If both boats get in they score five and three. This is mainly a test of accuracy, and the rules provide that any class or type may compete, and the course must be such that a square-rigger can make the beat. ing. Finally, twice a month there is 10-rater sailTacking and guying are allowed, and the scores are five for a win; the same for the run as for the beat. There is an ample variety of types in the club, and the fleet includes three square-riggers, a foreand-aft schooner, five or six 36in., and one or two small sum to club funds it 1s accepted with thanks. In any case all are welcome, either ag spectators or. sailers, and the pond, with a view of the moors on one side, and the sea on the other, is perhaps the loveliest in England. It is available at any time to those who care to pay ls. for a key. PL. WINDERMERE M.Y.C. A team of five A-boats from Fleetwood visited the Windermere Club. The home club’s fleet now includes 15 A-class, and put a good team of five boats into the water to oppose the visitors. Sailing was on the lake from skiffs over a five-mile triangular course, giving a beat, run and reach. The wind was light at the start, but freshened considerably, and the Fleetwood men unaccustomed to skiff sailing found conditions very difficult, and Windermere won easily. Times were :— h: ** Vanity *’ (H. Croft, Windermere) … ‘* Mist ’’ (S. Croft, Windermere) as ‘* Jubilee ’’ (R. Bousfield, Windermere) ** Bijou ‘’ (H. Watson, Windermere) … ‘* Vanity ’’ (G. Wade, Fleetwood) ‘* Valient ’’ (J. Darnell, Fleetwood) … mm. s. — NOTTINGHAM We are informed by the Hon. Secretary that this club do not use or recognise the Marblehead 50-800 Class. It is, however, used by Ryde, Hastings and Huddersfield, and, we believe, one or two other British clubs. 24in., so that there are plenty of victims from which visitors may select. Those on holiday are not asked to join the club, but if they care to subscribe some Ww P. G. N. BirD, Hon. Sec. 99 ay TMNMI NELSON GARDENS M.Y.C. (GT. YARMOUTH) The above club is now affiliated to the M.Y.A. A race took place on the home water on June 12 for a Challenge Trophy for the 36in. Restricted class by Mr. E. P. Bird, and was sailed under M.Y.A. Rules. The results were: Ist, ‘* Marjorie’ (C. Adams), 32; 2nd, ‘* Fi-Fi’’ (C. Fuller), 23; 3rd, ‘* Ripple ’’ (W. Mobbs), and ‘‘ Nippy ’’ (P. Bird), each 20 points. Eight boats competed, the winner being designed by Mr. A. W. Littlejohn, and built of balsa wood. A match is arranged against the Norfolk and Norwich M.Y.C., for 10-raters and 36in. boats, on June 21. MODELS tt MARINE 53 134 ** Barbara ’’ (L. Borwick, Windermere) ‘* Ebony ‘’ (W. Hornby, Fleetwood), ‘* Capri ”’ ”’ (R. G. Pearson, Fleetwood), and ‘* Lincoln Imp (J. Priest, Fleetwood) did not complete the course. Ryde Model Yacht Club British Headquarters Marblehead Class First Open National Marblehead Championship FOR The Coronation Town Cup AUGUST 26th, at 2 p.m., RYDE, ISLE OF WIGHT PRIZES : 1st—Silver Challenge Cup and Replica, presented by the Town of Ryde. 2nd—Value £2. 3rd—Value £1 10s. Entries (2/6 per Model) close on Aug. 10th. Refreshments Provided for Competitors. For particulars please apply : A. KERRIDGE, Hon. Gen. Sec., 56, PARK ROAD, RYDE, I.W. 100 MARINE MODELS ———— NATIONAL 10-RATER CHAMPIONSHIP was suggested that a division upon a “‘class”’ basis may commend itself, but this, upon reflection, Reference was made in the report of this event to the meeting held on Saturday evening, May 15, at the Imperial Hotel, Temple Street, Birmingham, and an account was promised of what those present discussed. At the invitation of the Chairman, Mr. W. H. Davey, the discussion was opened by Mr. C. E. Lemon, who said that, although the decentralise would relieve the present unhappy position of an overworked honorary staff at headquarters. An inquiry concerning the Proxy Vote directed the attention of the meeting to more recent events. It became apparent that the use of the vote at the will of the proxy holder was condemned. It transpired that a club represented at the meeting had signed a proxy without the knowledge of certain items of the Agenda of the recent A.G.M. A strong body of opinion favoured the proxy being sent to the Chairman of the A.G.M. in future, but it was most emphatic upon the desirability of a change of procedure, insisting that well in advance of the A.G.M. copies of resolutions to be considered, statements of accounts and_ balance ; gathering had been advertised as a concert, it was not his intention to provide anything of a musical character, but rather to make snes to what had gone before and which had some bearing upon the present circumstances of the Model Yachting Association, in the expectation that those present would express their views upon the subject. It was his intention to refer to his visit to Gosport for the 1936 A-class Championship, not as concerned the sailing, but as a listener at the Conference held under the authority of our late Chairman, Mr. C. N. Forge. The decision to make no contribution to the Gosport discussions, apart from certain corrections which became necessary, was explained in his wish to refrain from so doing to prevent becoming involved in controversy, when his duties at Gosport required an impartial attitude to be maintained to all concerned. He noticed at the Gosport Conference that three personalities stood out in the discussions, and it became apparent to the “listener ’’ that arguments were being used that he had heard before by those desirous of improving the organisation of the M.Y.A. Much advocated could be summed up in the word “ decentralisation.’” When the Con” ference ended, two gentlemen were asked whether they knew what had been considered at what was known as the Manchester Conference; in both cases the answer was *‘ No.’’ They had been travelling along the trail which had been blazed before them, but they did not know it. would not apply the remedy so much needed. To sheets to be presented, and the names of the candidates for the various offices should be circulated among clubs. The fact of last year’s statement of accounts and balance sheet rot having been received by the clubs up to date, was much commented upon, and it’ was pointed out that this state of affairs could only adversely affect the raising of money so much needed to finance the activities of the Association. The clubs were in the same position regarding the M.Y.A. fixture-list for 1937. The great loss which Model Yachting has sustained in the death of Mr. C. N. Forge was very real, and the respect of those present was made manifest when they stood in silence to his memory. [We are indebted to Mr. C. E. Lemon for the above report.—EDITOR, MARINE MODELS.} The third personality referred to was a gentleman from Scotland, who was pressing the claims of Saltcoats to be recognised as a venue for the sailing of the Empire and the International A-class | Championships. Briefly explaining that the Manchester Conference sup- ported the idea of reorganisation of the Association upon a Divisional Area basis, the clubs to elect their Divisional Committees, whoin their turnelected their representatives to form the Council, and also the holding of the A.G.M. of the M.Y.A. at the most suitable centres in turn, Mr. Lemon, continuing, drew attention to the scheme which appeared in MariNnE MOopELs some time after the Manchester meeting, of sailing eliminating races of the various classes of models upon a divisional basis. Enlarging upon this, he advocated the sailing of the finals at one meeting annually, at the seaside, either North or South, not forgetting Scotland. He pointed out the possibility of a great annual gathering of Model Yachtsmen without distinction of class. The social side could then be catered for as never before, and all would sharein it. It would find the solution to the problem of Sunday sailing of National Championships. The present difficulty of finding officials at the Championships would cease, as these could be found from among the skippers and mates not sailing upon any given days. The presentation of this vision of the future, based upon what had gone It was thought before, called for little criticism. inadvisable to increase the number of Committees, which, to decentralise, would become necessary. It Photo: O. Steinberger. ** ATALANTA ” (F. C. HIRST, HUDDERSFIELD M.Y.C.) finished 4th in National 10-rater Championship MARINE NCE again we have to record regretfully the O passing of an old colleague in the person of Mr. J. Paul, of the West of Scotland Club, who died with tragic suddenness on Maw 25. Mr. Paul, apparently in his usual good health, had come in from his garden, sat down and expired almost immediately. His demise at the comparatively early age of 62 removes a well-known and_ respected figure from the West, for whom he acted as Treasurer for many years until business preoccupations rendered it necessary for him to relinquish the position some few years ago. The deep sympathy of his clubmates goes out to his sorrowing widow and family. With dawn of day we haul our sheets, Fair winds promising, hearts aglow, Scudding along our destined beats With merry chorus, Yo, heave ho! High noon sounds, still our barque speeds on, Steady and strong. Steady and strong. Comes evening tide and we long for shore, So furl the canvas and sail no more. * * * Racing during the past month has been continuous and generally enjoyable, but, unfortunately, a certain amount of ‘“‘ clashing ’’ has taken place—we are sorry to say, in several instances, quite ap- parently deliberate and with malice aforethought. We would suggest that this is in absolute negation of the first-stated object in the code of most clubs: ‘* For furthering the interest of model yacht designing, building and sailing.’’ Selfish action of this nature, if persisted in, will inevitably cause fatal damage to the sport, so we sincerely trust better counsels may soon prevail. April 29 found Saltcoats paying a visit to Paisley with a team of 13 of the 6-m. class for an interclub match, enjoying a hospitable welcome and good sailing. As they also outpointed their hosts by 179 to 145 points the trip gave great satisfaction, to Paisley as well as Saltcoats, in cordial appreciation of the good sport experienced. Paisley also held a successful open 6-m. regatta on May 22. Six heats were completed under beating conditions with a breeze strong enough to provide fast passages, and many of the boards produced very exciting finishes. One of the younger Paisley members triumphantly walked off with the principal prize, handling his model with the skill expected from seasoned veterans. This young man, Master Wm. Lauder, with *‘ Alice,’’ only dropped two leeward boards, and returned a card of 26 points. ‘‘ Violet ”’ (A. W. K. Rodrick, of the West of Scotland Club, skippered by T. Aitkenhead), secured second prize with 24 points, and another West model, ‘* Invicta ”’ (G. W. Munro), third with 23 points. The A-class fleet at Paisley has recently been augmented by the addition of a new model owned by the Hon. J. P. Maclay, M.P., and with Mr. A. H. Muir as skipper, MODELS 101 she celebrated her advent by running second to D. Leggat’s ‘* Annie,’’ in her initial race, only a single point separating them. Meantime, we do not know the lady’s name, but the opening success suggests we may soon become familiar with it. The Coronation race, staged by Port Bannatyne Club, over an open-water course of three miles from the home port to Rothesay, brought out eight starters to face a fresh East wind and rough water. The start opened out a dead beat to Ardbeg Point with a broad reach, thence to the finishing line in Rothesay Bay, and, undoubtedly, provided a severe test of the capabilities of the *‘ wee sixes,’’ which comprised the competing fleet, and also gave the human element hard rowing for an hour to keep in ‘touch. ‘‘ Jean’’ (W. Loch) was the first to weather Ardbeg Point with ‘* Marjory ’’ (J. Alexander) and ** Britannia ’’ (W. MacAusland) second and third, respectively, and this order was maintained crossing the finishing line. This club has also conducted the first points race of a series to decide the destination of the ‘* Sir William Burton ’’ Cup. The entry consists of eight competitors, and the opening race set a triangular course of about 4 miles with the starting leg a reach, a run to the second mark, and a beat to windward to the line. The first home was ‘‘ Gladys *’ (H. Gow), with ‘* Nanta ”’ (R. Malcolm) second, and ‘* May “’ (G. Meldrum) third. The Scottish A-class Club has continued its weekly series of races at Coatbridge, under. varying conditions of wind and weather. The most important event of the month, however, was a regatta for 6-m., with an entry of 28. Wind conditions were light at the start, but freshened towards the close. Result: ‘* Isa’’ (G. McKenzie, A-class club), ** Anna’? (A. Arthur, unattached), ‘* Corona ’’ (D. McPherson, Scotstoun), and ‘* Shena’’ (M. McMillan, Queen’s Park), in that order, after a final to decide precedence for the last three positions. At the West of Scotland Club waters the *‘Lewis’’ Cup race was carried through on May 29. On this occasion the A-class model was engaged. Unfortunately, the entry was not as full as the race merited, but the six competitors had a great afternoon’s sport with a tricky wind veering from South to SouthA full double tournament was completed West. and the new Saltcoats production ‘‘ Flo ’’ (H. Miller) set the seal on her success in the ‘‘ Lilna’’ Cup, previously, and returned 26 points of the possible 40. ‘‘Irex’’ (A. W. K. Rodrick, West of Scotland), 24, took second prize; **Gem’”’ (G. W. Munro, West), 20; ‘‘ Edithe’’ (P. J. McGregor, West, and ‘‘ Rueltag ’’ (R. M. Russell, Paisley), both 18, and ‘‘ Annie *’ (D. Leggat, Paisley), 14, completing the card. The unusually large divergence between the possible points and those actually taken by the various competitors, illustrates the difficult conditions, and the enhanced sporting interest resulting therefrom. 102 MARINE We had the pleasure of conducting the ** Walker ”’ Cup competition, open to Ayrshire, at Kilmarnock, on June 5. Saltcoats, which, with Kilmarnock, are the only Ayrshire clubs now functioning, sent representatives, and a happy and clean tournament resulted in the handsome trophy going to Kilmarnock through ‘** Hazy Morn’ (W. Lorimer), 27 points, returning the leading card. ** Ace”’ (G. Roxburgh, Kilmarnock), second with 26, and ** Neupon “’ (H. Miller, Saltcoats), third, 22 points. We were pleased to see that Kilmarnock Club has recovered from the loss of their boathouse during the great storm early last fall, when a large number of the fleet were irretrievably ruined. They have now a larger and better new house, and, since the island has been removed, the Kay Park waters are much improved and equal in every way to any of the inland ponds in use in Scotland. The ‘* Inter-Shire ’’ Cup competition was held on the waters of the Kilmarnock Club on June 12, when a strong Easterly breeze provided ideal beating conditions. Open to teams comprising the leading 6-m. and 12-m. models of each club competing and to the Shires of Ayr, Dumbarton and Renfrew, this event is generally keenly contested. The present occa- sion was no exception to this rule, as the result shows: Saltcoats secured the trophy with a score of 23 points, and in close succession came Greenock 22, Paisley 19, Clydebank 18, and Kilmarnock 17. Individual prizes for the highest cards in each class went to ‘‘ Neupon”’ (H. Miller, Saltcoats) 15, and ‘* Skelpie ’’ (J. Watt, Greenock) 14, for the 12-m., and ** Bee ’’ (H. McMillan, Paisley) 14, with **Tern”’ (R. Neill, Kilmarnock) 10, for the 6-m. class. The 6-m. open regatta, scheduled by the Elder Park Club for June 12, had to be postponed owing to unforeseen circumstances arising, and the 12-m. race for the ‘* Fairfield Foremen’s ’’ Cup was brought An unusual situation forward in substitution. developed, no less than five competitors tieing for the three prizes with 15 points of a possible 25. The miniature tournament thereby necessitated resulted in favour of ** Mary Mac’ (P. McKeown), ‘* Nestor “’ (J. Welsh), and ‘* Fly ’’ (D. Livingstone), in that order. The other finalists were ‘* Jane ”’ (Wm. Livingstone) and ‘* Spanker ’’ (W. Livingstone, Jnr.), so father and son can condole with one another on being ‘‘ so near and yet so far.”’ The annual inter-club match between West of , 6-m. models, took with Scotland and Port Bannatyne place ort June 12, the West being the hosts on this occasion, and teams of six participated. Revenging the heavy defeat sustained last year at Port Bannatyne, the West of Scotland representatives returned 68 points as against 28 by their visitors. Prizes for the leading boat in each team went to ‘‘Dubitas’’ (J. McKinnon, West), 14 points, and * Electra ”’ (G. Campbell, Port Bannatyne), 10 points. Invitations for the ‘‘ Robertson ’’ Cup race, to be held at Fleetwood on July 24 this year, by courtesy of the Fleetwood Club, with Victor F. Wade, Esq., in command, have now been issued. This Cup is, perhaps, the handsomest model yachting trophy in the kingdom, and as the race will act as an attrac- tive ‘curtain raiser ’’ to the Fleetwood fortnight, we hope to see a good turn-out of the increasingly popular 6-m. class models. We will endeavour to be present during the festival, or, for at least part of it, and hope to renew our old and pleasant Fleetwood associations. SCOTICUS. MODELS SALTCOATS CORONATION REGATTA INE-clubs took part in the Coronation Regatta N at Saltcoats, on May 15, and races were held for the A-class, 12-m., and 6-m. classes. Weather conditions were perfect, and a _ nice Westerly wind gave excellent sailing conditions. Racing was good, particularly in the 6-m. class, where a semi-final and final were needed to determine the ultimate winner. The results were: —Aclass: Ist, ‘* Scotian ’’ (lan McPherson, Scottish Aclass Club); 2nd, *‘ Lady Jean ’* (W. Thomson, Paisley). 12-m.: Ist, ‘*‘Wilma”’ (J. Irvine, Elder Park); 2nd, ‘* Jane’’ (P. McEowne, Elder Park). 6-m.: Ist, ‘* Glance ’’ (Gilbert Song, Saltcoats); 2nd, ‘* Trebor ’’ (R. Ralston, Scotstoun); 3rd, *‘Gleniffer’” (Alex. Smith, Saltcoats); 4th, ** Adapta ’’ (T. Porter, Scottish A-class Club). NOTICE TO OWNERS OF 36-IN. RESTRICTED CLASS MODELS E are asked by Mr. W. J. E. Pike, Hon. W Secretary of the M.Y.A., to remind all owners of 36-in. Restricted class models, that the new method of measuring the depth of these boats entails remeasurement and re-registration, and that every 36in. model now requires a new Registration Certificate, even if her old one has not yet expired. CANADIAN NEWS HE first Pacific North-West International Re- T gatta of the season was held at Lost Lagoon on May 30. Two classes were sailed: A-class and 50-800 Marblehead class. Yachts were entered from the Seattle and Bellingham Model Yacht Clubs, from U.S.A., and the Maple Leaf and Vancouver Model Yacht Clubs of Canada. There was a fresh but tricky wind, which made sailing rather uncertain, and left the final results in doubt until the very last. ‘‘ Answer ’’ (A. J. Watson, V.M.Y.C.) came in first, with a very close win over *‘ Minnehaha ’’ (E. W. E. Blackmore, M.L.M.Y.C.); ‘* Con- quest *’ (sailed by C. J. Pratt, V.M.Y.C.) was third, with the American boats trailing. The 50-800 event was won by ** Dart On’’ (C. Clark, M.L.M.Y.C.), ‘* Miss Victoria’’ (E. W. E. Blackmore, M.L.M.Y.C.) second, ‘*‘ Teddy ’’ (Dr. Honck, S.M.Y.C.) third. One of the surprises of the day was the fast time made in one of the preliminary heats by ** Teresa,’’ H. Sciarini’s new 50-800 model, which was only 37 seconds slower than the fastest time of the A-class on the half-mile course. The day wound up with a dinner and prize-giving in the evening, when, plans were laid for three more regattas to be held this year: at Harrison, Hot Springs, on June 27; Bellingham, August 1, and M. B. McK. Seattle, September 5 and 6. THE ISARD SIGNALLING CANNON In spite of the great advance in the price of all metal goods, Mr. Isard informs us that he still has a few sets of castings for his signalling and starting gun, which he is prepared to sell at the old prices. His address is A. P. Isard, 20, Goldsmid Road, Tonbridge. © MARINE MODELS 103 AMERICAN NEWS By C. O. BROOK (Hon. Secretary, Eastern Division of M.Y.R.A.A.) HE Metropolitan Model Yacht League have adopted a schedule that will keep the member clubs as busy as bees. This League, formed two years ago, takes in the New York City to Philadelphia area. In a note in the Bulletin issued by the South Jersey M.Y.C., under the head of **Rules’’ for the first 1937 race on June 27, it states, quite emphatically, that there will be ‘* No Pushing.” They also state that there will be no *‘ Fouls,’’ so, perhaps, they compel each model to sail down a water-alley separated from its competitor by a line of fence or a sea-wall. The Long Island M.Y.C. have selected their skipper and boat for the *‘ Marblehead *’ Cup event at Jersey City, also their representatives for the ** Campbell ’’ Cup event at Boston, Mass. Their Secretary stresses the point that their club beat the Red Bank M.Y.C. on May 2 by a score of 182 points for Red Bank and 259 for Long Island. G. Lee, of the Long Island Club, goes to Jersey City, moe Tex Foster and C. Heisetkamp go to Boston, ass. Their club has grown to such proportions that it has become necessary to form it into three separate Divisions. Each Division takes one Sunday to race, and the winners of those three events meet on the fourth Sunday for a prize. Each entry to the weekly races is charged an entrance fee, and as their Secretary explains, 25 per cent. goes to the Club Treasury, while the 75 per cent. is held to defray the expenses of their representatives to the important events in the Eastern Division and the M.Y.R.A.A. I have just received six neatly coloured sketches from Commodore Frank C. Hirst, of the Bradford (England) M.Y.C., of the flags of six British Clubs, for which I am extremely grateful. My three wall panels are the envy of all who see them, and several clubs have made copies to use in their own club. I have one panel for Great Britain (England, Ireland and Scotland, to date), one of the Scan- dinavias, and one of the United States. According to the new Constitution and By-Laws of the M.Y.R.A.A., the O.0.D. has quite a chore set for him. He is instructed to render a complete report of the event at which he officiates, including name of skipper, mate, yacht, etc., names of starters, judges, and scorers, wind directions and velocities, individual scores and totals, and a summary of the entire event. This report is to be sent to the Secre- taries of the M.Y.R.A.A. and the Divisions, as well as to the President of same, and to the Racing Committee Chairman. Mr. G. Pollard, of the Warinanco M.Y.C., O.O.D. at the Eastern Trials, U.S. Challenger Races, A-class, certainly rendered the finest report this writer has seen, complete and to the point. The Deeper Hudson M.Y.C. held its annual Election of Officers on April 19. Results were: Commodore, Selby Summers, Hampton Manor, Rensselaer, N.Y.; Vice-Commodore, Geo. Geiss, 11, Catherine Street, Albany, N.Y.; Rear-Commodore, Harry Brook, 912, Broadway, Rensselaer, N.Y.; Recording Secretary, Wm. Gustafson, Hampton Manor, Rensselaer, N.Y.; Corresponding Secretary, C. O. Brook, 912, Broadway, Rensselaer, N.Y.; Treasurer, Chas. Heisler, Snr., Hampton Manor, Rensselaer, N.Y. (also Chairman of the 1937 Racing Committee). There has been talk of the old American B-class model coming to life again. I have always been much impressed by the mammoth size of the masts “on these tremendous yachts—some of those raced at Boston in 1930 weighing as much as 80 lb., with a triangular mast 3in. in diameter, and well over 3,000 square inches of sail. They are a ** toy ” for the giants—and only a real man can sail them and really enjoy it, especially as they did in Boston, just inside the steamship lanes. During one of the races, the ‘* Mauretania ’’ was ‘* jockeyed ’’ to her pier, and I was compelled to remark that there was not much difference between handling that giant liner and the B-boats—the tugs compared to the liner as the men in their dinky little skiffs compared to their models. From the editorial of April issue, | am compelled to note that the annual dues for membership in the M.Y.R.A.A. is $10 (£2), instead of $20, as the Editor believed. At the last Treasury report, this sum netted $360 (approx.). In addition, there is a registration fee of 50 cents for the 50-800 class and $1 for the A-class models, which brings the funds up to some $500 to $600. Then there is the entrance fee to a few events, and clubs and individuals contribute as generously as their monetary mood dictates. With the greater number of clubs in England, and its possessions, this writer feels sure Great Britain will not let herself be placed in the background in an International Race staged by It takes, most of all, sufficient the M.Y.R.A.A. loyalty and love of the sport to be willing to spend gracefully—to build a fund on pennies is slow and tedious, usually reaching nowhere before interest has waned. Personally, I figure the sport on an annual basis, such as, ** If I go to shows or entertain guests, it will cost me so much.’’ I take a percentage of that and give it to the sport in various ways. I contend I am saving money, and at the same time having a fine time. Let every British sportsman (and Yankee, too) who is really deserving the name, loosen up for the sport. Great Britain cannot afford to be absent from the International Races at Boston, Mass., in October, and that’s that, until next issue. INTERNATIONAL RACES AT FLEETWOOD a HE international entries for this year’s regatta, which we referred to in our June Editorial, should have included France. We took the list which we published from the official M.Y.A. Notice, so must disclaim responsibility for the error. The races are being held at Fleetwood, on August 4 to 6, and the full list of entries is Belgium, France, Germany, Norway, Sweden, America and Britain— seven countries in all. The O.0.D. is appointed by the International M.Y.R.U. on the spot, but it is likely that Mr. C. E. Lemon, who officiated last year, will again be invited to undertake these duties. 104 MARINE CORRESPONDENCE MODEL YACHTS AT THE CRYSTAL PALACE Sir,—I upon apologise your valuable for once time, so more soon trespassing after my last effusion, but I think the enclosed letter will be found interesting, especially to those model enthusiasts who, like myself, live in a district where thereis no reasonable sailing-water. Knowing there was water aplenty in the Palace grounds, I wrote MODELS **Clutha’s ’’ letter was submitted to ‘* Yardstick,’’ who replies? ‘* Theoretically and scientifically ‘Clutha’ is correct, but in practice a wind of X miles per hour at sea has more * weight ” in it than a similar wind inland, taken from the sailing man’s point of view. This is probably due to the moisture condensing on sails, thus rendering them more impervious to the passage of the wind. In Nelsonian days, sails were sometimes wetted in light wénds to increase their drawing power.” to the General Manager, Sir Henry Buckland, upon the subject. In my letter I gave him a brief summary of modern model racing and what it stands for to-day. I also told him that most other London districts had at least some facilities for carrying on, whereasin Dulwich, Norwood and Sydenham, there were none worth speaking of. As you will see, his reply is sympathetic, and when the scheme starts to operate, I do not see why a new club could not be formed. By getting a strong membership, and _ being Editorial and Publishing Offices : 52, FETTER LANE, LONDON, E.C.4. Telephone: affiliated ta the M.Y.A., no doubt concessions could be obtained as to hours of sailing, and possibly a * season ticket’’ for members at a reduced rate. The club could be called the Crystal Palace M.Y.C. and would no doubt in time add to the laurels of the sport. Now, Sir, here is a chance for those in these districts who are model yachtsmen to roll up and SUBSCRIPTION A. PAUL BROWN. 49, Belvoir Road, East Dulwich, S.E.22. FROM SIR HENRY BUCKLAND, GENERAL MANAGER OF THE CRYSTAL PALACE, S.E.19 Sir.—I am in reecipt of your letter of the 21st instant, and have to inform you that it is hoped from about June | to give admission at the Low Level at a nominal charge of 6d. for people wishing to go in the grounds. When this is in operation I Yours faithfully, H. J. BUCKLAND. THE WEIGHT OF WIND Sir,—Contrary to ** Yardstick’s “’ statement, saturated air per se is not heavier than dry air. In fact, air with a large moisture content is very slightly lighter than dry air, other conditions being equal. Heavy or dense air is associated with a high barometer and low temperature, and light air with a low barometer and high temperature. This was explained by correspondents in The Yachting Monthly, January—March, 1936. On the other hand, a saturated skipper or Commodoreis heavier by the amount of moisture he has absorbed, and in his case weight is associated with hot air. Yours, etc., Glasgow. CLUTHA. (See Note at top of Right-hand Column.) 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-plumeis 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. see no reason why you or others interestedin Model Yachts should not bring them in and sail them on the Boating Lake, provided there is no interference with the ordinary boating which takes place there. RATES Inland, 7s. 6d. per annum; U.S.A. and Canada, $2. support the scheme. I remain, Yours faithfully, Central 9914. TECHNICAL ENQUIRY BUREAU 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. Enquiries necessitating an answer by post cannot receive attention unless accompanied by stamped addressed envelope for reply. ADVERTISEMENTS Terms on application. Special rates for Club Announcements of Regattas, etc. SMALL PREPAID ADVERTISEMENTS Private advertisements for our For Sale and Wanted Column are charged ld. per word. Minimum 28: Box numbers, c/o MARINE MODELS, can be used if desired at an extra fee of 6d. All advertisements must be received at our Offices not later than the 16th of month prior to publication. MARINE MODELS SMART MODEL CRAFT and a Wonderful Catalogue to do them t LIST justice OF DESIGNS ‘Blue Prints, etc.), with a SELECTION OF BOOKS, available for the use of MODEL **STREAMLINIA “’—fast metre motor boat—one of the fine models tested on open water this spring. Parts and Drawings, 8 gns. OUR NEW Send at New and Enlarged Edition Now Ready Complete model, 9 gns. SHIPS once ask for New S.5. In Two Parts: LIST is just out, for your Part I. Designs for Sailing Ships, including Men of War. Part II. Designs for Steam and Motor Ships, Liners, Warships, Rac- copy— Price 6d., post free. New designs in Yachts and Motor Boats ; new Power Plants and High Speed Engines ; new Merchantmen and Men o’ War, Deck Fittings and Parts of every type. BASSETTLOWKE quality is very much in evidence in the new arrivals from the Northampton ship-model yard. ing Yachts, and Motor Boats. Part I. gives particulars of over 140 Prints and 25 Books. Part II. of over Books. NOT a dry-as-dust list but an interesting book packed with pictures and information to the ship-model enthusiast. and 20 E. GRAY & SON, Ltd. 112, High Holborn, W.C.1 J. Prints 16 Pages each Northampton Manchester : 28, Corporation Street Ww. 160 Price 6d. each Part, post free from the Publishers BASSETT-LOWKE, LTD. London: SHIPBUILDERS 18-20, Clerkenwell Rd., London, E.C.1 DANIELS Founder of The International “ A’’ Class. Promoter of The International (Y.M. Cup) Race. ae Scale Model Racing Yacht Specialist DESIGNER AND BUILDER OF COMPLETE MODELS. INTERNATIONAL DESIGNS. 49, EVELYN CLOSE – “Phone : A Waterproof Giue Also Heat and Acid Proof. No more sewing joints. NINE A permanent and Solid Waterproof Craft. SAILS A SPECIALITY. WHITTON Tin GALEN WORKS, DINGWALL ROAD, CROYDON. Phone: Croydon 3118. Trade Enquiries Invited. MIDDLESEX MODEL SAILING CRAFT By W.J. DANIELS and H. B. TUCKER. Profusely Illustrated with 7 Complete Designs, 163 Diagrams and numerous Photographs. Price 25/-, postage 9d. The Best Textbook for Model Yachtsmen. containing 2 oz. 8d., or 3 lb. 2/1, post free, from Anglo-American Pharmaceutical Co., Ltd., – Popesgrove 1647. Breaking strain in wooden joints, moist and normal, over 1,100 Ibs. per sq. inch. RECOMMENDED BY “MARINE MODELS.” WINNERS. ORDER YOUR COPY FROM: Marine Models Publications, 52, Fetter Lane, London, When replying to Advertisers please mention MARINE MODELS. Ltd., E.C.4 MARINE ii MODELS BLUE PRINTS OF BLUE PRINTS. FOR DESIGNS SHIP MODELLERS MODEL YACHTS Mounts Bay (Penzance) Lugger. Plans of typica} boat, taken from authentic Builder’s Half-Model. Scale lin. = 1ft., 6/6 post free. A-CLASS. “ Chloris ”* (New M.M. Design). Half-size with full- size Body Plan, 15/-. “* Courtesy,”* A. W. Maio | Half-size 12/6 **« Elusive,”’+ Herbert Almond. i 6-METRES. “ Lavinia,’’* (New M.M. Design). full-size Reg. W. Lance. Body Plan, 15/-. 10-RATER. “ Beroe ’’* H. B. Tucker. “ Evadne ”* H. B. Tucker. * Leonora,”* W. J. Daniels. ** Stella ’?’* (Sharpie) ore Body Plan “1 5]. Full-size, 21/-. W. J. Daniels. 36in. RESTRICTED ‘¢ Eudora ”* Full-size, 15/-. “ Babette II,”* W. J. Danie 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. ALL DESIGNS POST FREE. CLASS. H. B. Tucker. “ Babette I,”}+ W. J. Daniels. Indiaman, drawn by G. W. Munro. Hull lines and general details (fin. scale). Rigging and Sail plan (fin. scale). |The two sheets, 17/6 post free. Cunard S.S. “Britannia’’ (1840), drawn by H. B. Tucker. Hull lines, general details and Rigging plan (din. scale). Two sheets 10/6 post free. Half-size with * Debutante,”* A. W. Lilja, | “ Joyce,”t East ‘Marine MOVELS ‘Full-size, 10/6. 30in. RESTRICTED CLASS. “Jenny Wren,”* A. W. Littlejohn. Full-size, 8/6. L.O.A. 24in. Full-size, 5/6. “ Tomtit,”+ A. W. Littlejohn. MARBLEHEAD 50—800. “ Pocahontas,”* W. J. Daniels. “Tris,’’* H. B. Tucker. Binding Cases. Vols. I, II or III complete with Title Page and Index. Binding Cases Vols. IV, V, VI, VII, VIII and TX. Price 2/- post free. Full-size, 20/-. Full-size, 12/6. Binding, Vols. I, I, III, IV, V, V1, VII, VIII or IX (including case), 6/- post free. “ Vega,”* (Sharpie), W. J. Daniels. Full-size, 15/-. + Full Keel. * Fin-and-skeg. Volumes I—V were published under the title of “* The Model Yachtsman.” Bound Volumes. Vols. IV and V, 37/6; Vols. V1, VII, VIII and IX, 12/6, post free. WORKING MODEL STEAMERS, Etc. “ Brunhilde,” Sea-going Diesel Yacht, 40 in. long, Fullsize plans, 8/6. “Maid of Rutland,” Cross-Channel mette long, Full-size plans, 6/6. Steamer, 1 “ Zingara,” Cargo Steamer, 48 in. long, Half-size plans, 6/6. “ Coronet,” Paddle Excursion Steamer, 60 in. long, Half-size plans, 8/6. “ Boadicea,” Sea-going Tug, 60 in. long, Half-size plans, 8/6 1-METRE RACING HYDROPLANE. “Flying Fish,” Hull design by Reg. W. Lance, Half-size with full-size Body Plan, 4/6. ALL DESIGNS POST FREE. We can occasionally supply copies of earlier Volumes. Prices on application. Back Numbers. Vol. I. Nos. 1 and 2, 1/1; Nos. 4 and 5, 2/6; No. 6, 1/7; No. 8, 3/-; No. 9, 2/6; No. 10, one only, 7/6; Nos. 11 and 12, 1/7; Vol. II, No. 1, 2/6; Nos. 2—5, 1/1; No 6, 7/6; No. 7, 1/1; Nos. 8 and 9, 1/7; Nos. 10—12, 1/1. Vol. III, No. 1. 2/6; No. 2, 7/6; No. 3, 2/6; No. 4, 5/-; Nos. 5—7, 1/7; No. 8, 2/6; No. 9, 3/-; No. 12, 7/6; Vol. IV., Nos. 1—4, 2/6; No. 5, 7/6; Nos. 6 and 7, 2/1; No. 8, 3/-; No. 9, 2/1; Nos. 10 and 11, 1/7; No. 12, 2/6. Vol. V, Nos. 1—4, 1/7; No. 5,3/-; No 6, 7/6; Nos. 7—9, 1/7; No. 10. 7/6; No. 11, 1/7; No 12, 1/1. Vol. VI, No. 1, 7d.; No. 2—2/1; Nos. 3—5, 7d; No. 6, 1/2; Nos. 7—12, 7d. Vol. VII, Nos. 1—5, 7d.; No. 6, 1/7; No. 7—12, 7d.; Vol. VIII, Nos. 1—5,7d.; No. 6,1/7; No. 7—12, 7d. ; Vol. [X, Nos. 1—5, 7d.; No. 6, 1/7; Nos. 8—12, 7d. All post free, Other numbers out of print. No returns can be taken more than seven weeks from date of issue. Published by the Proprietors, MARINE MopeEts Pustications, Lrp., at 52, Fetter Lane, London, E.C.4 Printed by C. Arthur Sanders, 27, Portugal Street, London, W.C. = R.M.S. “QUEEN MARY” provides an attractive Model for your sideboard Probably no other ship has ever attracted such ° attention or produced such keen interest as “Queen Mary.’’ She therefore makes a splendid subject for a model. The hull shapely, and the detail work in the sides extremely interesting. The difficulty of paint- ing in this fine detail is overcome by the provision of specially printed paper sides. Included with the outfit are parts for making a glass showcase. Kit of parts for making similar to the **Queen Mary,’” packed in an attractive box. kis Complete outfit MAURETANIA. A hardwood hull with decks ready- shaped, 8 in. long, and all pieces for bridge, deck houses, funnel bases, etc., a set of 46 lifeboats and two steel masts. Price 5/-, post. 6d. 4a “7/ o post 6d. (Ready-shaped hull can be supplied separately, price 1/6, post. 3d.) Obtainable from any Handicrafts Stockists, or : direct from (Dept. M.M.4) BRITANNIC. Ready-shaped hull and fittings, similar to the *‘Queen box. pieces Mary,’’ in an attractive Including shaped hull 7} in. long, 16 already shaped for bridge, deck houses, funnel bases, etc., a set of 28 life- boats and two steel masts. Price 4/6, post. 6d. HANDICRAFTS LTD. ANNE RD. – HANDSWORTH – B’HAM. When replying to Advertisers please mention MARINE MODELS. Ww. H. BAUER, MODEL YACHT FIT-OUT AND REPAIR SERVICE SPARS, SAILS, FITTINGS and ACC For all Clasase. To order only. DECORATIVE, WATER LINE, SHIP MODELS AND HALF MODELS BUILT AND RESTORED. Workshops: 10, CELBRIDGE MEWS, PORCHESTER RD., LONDON, W.2 IMPORTANT a ican NORWAY Will NOTICE. BOND’S Shortly be Moving to Larger Showrooms in Euston Road WINS WITH These will be the Largest in London devoted Sails Three Years Old, made of to the Xe ie “ Model Maker, and will mark our FIFTIETH ANNIVERSARY. SAILCLOMH : WATERPROOF : UNSHRINKABLE UNSTRETCHABLE Definitely faster and points higher. Lasts out many ordinary sails. A Few “A Class’’ X.L. Results : British International, 1935, 1st; 1936, CENTRE FLUE BOILERS 2nd Made of copper throughout and brazed at all Allen Forbes Trophy (International), 1935, 1st; joints. 1936, 1st Scandinavian International, 1st, 1934, 1935, 1936 U.S.A. Eastern Championship, flue… —— 254, LONDON, N.W.1. ‘Estd. 1887. SA LL § ee > SUCCESSES INTERNATIONAL EUSTON ROAD, “Blione : Euston 3780 : CHARLES DROWN & SON’ DURING “A” CLASS | Ago oh ee ee a -.. Price 30/-, postage 9d. BOND’S O’EUSTON ROAD LIMITED, W. G. PERKS, CAERNARVONSHIRE Bicknarat cn eee will interest you. Sp Fi Sepang OR and 5%” long drum, Send for Bond’s 1937 General Catalogue, price 6d., it contains 200 pages of items that New Zealand, Canada, U.S.A., Scandinavia. bebe x Size 3” diam. x 7” long drum, fitted 12” centre 1936, 1st; 1937, 2nd Used from London, Cork, Shetlands, India, Australia, BRITISH Size 24” diam. fitted 13” centre flue … Price 17/6, postage 6d. -_ Sail Makers 1936: U.S.A. Sheldon Clark Trophy “A’’ (3rd year in succession). Class coreisnhom.Snampionsnip. | mid. West Championship ‘*A’’ Class. London League 10-R. Championship 1st & 2nd. 36 in. Championship 1st, 2nd & 3rd. Our Sails were used on each of the above winning yachts. A world-wide reputation. Send Stamp for Price List 8, ULLSWATER RD., WEST NORWOOD, LONDON, S.E.27 When replying to Advertisers please mention MARINE MODELS.