Marine Models: Volume 10, Number 6 – September 1937

S ESS N N x N SX S SSN 3 AQ N Sout NAHM? SAA Syn.) are WQoaaagannnre . sMMMHDhha_g|!} Miiittitsistttstth a Udddddddddddddddddddddddié); WSS ay” Yh ZY, MOQ Sse Y De S YZZ.mite 0 Us, eas WA WY an Uj a emiitaest emacs NW NS YvY4 SMRVWWOHHSS eaeSN . Seppe 4, Witt SS WUdittirdissiitidititititeea kde Yi LLL “iy“Ip“iz, Yi ildd D>Y, TI; 4 yy, Va Uf“a! YL LULU, Uitte oo = NY NN NY NY N N CLLLLLLLLLLELE, oe N NY N N x NS NY N > N > ANNE EE INCORPORATING Vol. X, No. 6. THE MODEL YACHTSMAN SEPTEMBER, 1937. SPECIAL NUMBER (WITH SUPPLEMENT) Is. Model 6d. Model Yachts, Powerboats, ORDINARY SUBSCRIPTION Model NUMBERS Steamers, PRICE SEVENPENCE RATES: (INCLUDING SPECIAL SEPTEMBER 7s. 6d. 8s. 6d. PRACTICAL MARINE 52, NUMBER AND Overseas TECHNICAL PUBLICATIONS FETTER LONDON – LANE E.C.4 Ships. MONTHLY. Inland and MODELS Model LTD., POSTAGE) : ii MARINE MARINE MODELS MODELS Model Yachting Association HANDBOOKS Forthcoming Events. Build YouR Boy A MODEL YACHT Northern Districts 10-Rater Regatta (with full-size Construction Plans for 30-in. Class Model) This Event has been postponed until October 24th, owing to weed in the lake. By W. J. DANIELS & H. B. TUCKER Useful to Builders of any size model September 25th How To BUILD A MODEL STEAMER National 12-Metre Championship By J. VINES At SALTCOATS (with 4 large scale Designs) The time of starting will be notified to all entrants. Full of information for Novice and Expert Two boats per Club. Price: 2s. 6d. each, postage 3d. All entries for these Events to be sent to : HOW TO SAIL YOUR MODEL YACHT (Hints to the Price: Trade | Young Mr. O. Steinberger, Jr., Novice) 4d., postage 142, Queen’s Road, Peckham, London, S.E.15, $d. 14 days previous to date of Event. Terms on Application W. J. E. PIKE, MARINE MODELS PUBLICATIONS LTD. 52, FETTER LANE, LONDON, E.C.4. Ww. J. Hon. Sec., M.Y.A. DANIELS Founder of The International ‘“ A’*’ Class. Promoter of The International (Y.M. Cup) Race. Scale Model Racing Yacht Specialist DESIGNER AND BUILDER OF COMPLETE MODELS. NINE INTERNATIONAL SAILS A SPECIALITY. DESIGNS. 49, EVELYN CLOSE – Phone : WINNERS. WHITTON – MIDDLESEX Popesgrove 1647. A Waterproof Glue MODEL SAILING CRAFT Also Heat and Acid Proof. By W.J. DANIELS and H. B. TUCKER. Solid Waterproof Craft. Profusely Illustrated with 7 Complete Designs, 163 Diagrams and numerous Photographs. Breaking strain in wooden joints, moist and normal, over 1,100 Ibs. per sq. inch. Price 25/-, postage 9d. No more sewing joints. A permanent and RECOMMENDED BY “MARINE MODELS.” Tin The Best Textbook for Model Yachtsmen. containing 2 oz. 8d., or 3 lb. 2/l, post free, from Anglo-American Pharmaceutical Co., Ltd., GALEN WORKS, DINGWALL ROAD, CROYDON. Phone: Croydon 3118. Trade Enquiries Invited. ORDER YOUR COPY FROM: »Marine Models Publications, 52, Fetter Lane, London, When replying to Advertisers please mention MARINE MODELS. Ltd., E.C.4 aad a yRAC ee a — ee rs = NCORPORATING Vol. IX, No. 6. THE MODEL Published on the Seventh of each Month YACHTSMAN September, 1937 EDITORIAL Mi recent events are of outstanding importance to model yachtsmen and powerboat men. It is, moreover, practically the end of the season, and anything done now must of necessity be anticipatory work for 1938. For the first time in the history of the sport the results of the International Model Yacht races were announced by the B.B.C. We do not know whether all model yachtsmen wrote to the News Editor of the B.B.C. to congratulate him on this, but if not they should send him a line, as this will assist in getting an extension of this privilege in future. By the time these lines appear in print a further Television Programme of marine models will have been broadcast on August 31. This is a joint affair in which model yachts and model steamers both figure. From these programmes to broadcasts from the lakeside during important events—as is now done for tennis from Wimbledon, cricket from various grounds, etc.—is not such a long step as might be imagined. Marine modellers should, however, signify their appreciation to the B.B.C. Television Division at Alexandra Palace by letter, as the more appreciation is received, the more likely are the B.B.C. to extend their programmes of this kind. The fact that Television is as yet in its infancy is unimportant, as in the next year or so immense progress will be made both in the transmission of programmes and in instruments for their reception, and within a very short time television receivers will be nearly as common and reasonable in price as ordinary wireless sets are to-day. Years ago the Metropolis took the lead in the active side of model yachting as well as in the organisation of the sport. The Round Pond gained world-wide fame as a model yachting centre. Unfortunately, London has not kept pace with seaside resorts in the provision of model yachting lakes, and in spite of trees the Round Pond remained one of the two best lakes in the actual London area, and the only place for sailing in the centre of the city. And after enjoying these amenities for so many years, the Office of Works has seen fit to ruin the lake by railing off part of the water for a paddling pool for children. We do not grudge the children their paddling pool—far from it, but why do the Office of Works select a portion of the Round Pond when the Long Water and Serpentine are both available? Or, better still, why do they not build an entirely separate pool attached to the playground in Kensington Gardens? The water of the Round Pond is stagnant and dirty, and totally unfit for paddling. Moreover, the mud at the bottom is full of broken glass and all sorts of sharp articles likely to cut the feet of youngsters. A separate pool, situated as we suggest, could have a concrete bottom covered with clean sand and the water 132 MARINE could be kept clean, and the children would be more or less out of the way and under control instead of annoying passers-by. There are three clubs that have the Round Pond as sailing water—the M.Y.S.A., the London M.Y.C. and the West London M.P.B.C. All of these are known and recognised by the Office of Works as they rent boathouses from the Department. We suggest a united and simultaneous protest by these bodies. Moreover, their agitation should be backed up by the London M.Y. League, the M.Y.A. and the M.P.B.A. Letters should mention the value of the club fleets, as the O.W. will consider what they have expended on railings, etc. There should be no waiting for Committee and Council Meetings, as any action taken by Secretaries 1s sure to be endorsed by members. The private model yachtsman and powerboat man should, however, not be content to leave matters entirely to club and association secretaries, and here the unattached marine modeller can also help. Let every model yachtsman and marine modeller who has ever sailed on the Round Pond at once ’ write a letter of protest to the Office of Works -against this paddling enclosure, which entirely ruins the pond. Further, let everyone write to their local M.P., and remember that a marine modeller’s vote is as valuable as the next man’s. It will also be of assistance if letters are sent to the Daily Press, the local Kensington and Bayswater papers, also the Mayor and Councillors of the Borough of Kensington. Please do not leave it to the other fellow to do, but do your share and do it now. Whilst on this subject we call attention to the article by Mr. A. C. Davison that appears on the opposite page. As will be seen from the report of the Model Yachting Association’s . Fleetwood Regatta, Mr. Sam. O. Berge, on behalf of Norway, has again annexed the International M.Y. Cup. This was a well-deserved success, and we hope that Mr. Berge’s second win will stimulate the Norwegian authorities to provide a suitable lake for next year’s contest. We were very sorry to see that the American representative did not attend the regatta. This was in part due to the new ruling of the M.Y.R.A. of America that skippers who have competed unsuccessfully in two previous MODELS years shall not be eligible to represent the States the following year. We also hear that, in spite of two attempts to hold trials, such paltry winds prevailed that it was considered the results were not sufficiently reliable to warrant sending a boat abroad. We also have a suspicion that it may have influenced matters also that the M.Y.A., whilst holding the International Cup, have been content to run this race only, and not sent boats to the States to return our Ameri- can cousins’ visits. This again brings us back to the all-important question of the finances of our sport. Is it too much to hope that before next season these may be brought on to a really sound basis, and all special funds abolished (except for special efforts such as sending representatives to the States), and all normal Association functions taken care of out of ordinary general funds? In presenting our Special Number to readers we have this year tried to give some very special features for all sections of our readers, and we trust it will meet with their approval. A NEW LAKE WANTED The sailing water of this club, a privately-owned timber pond, although not perfect, has served us since the inception of the club in May, 1935. A young club, we now have approximately 40 enthusiastic members, and after considerable hard work and no little sacrifice on the part of the members, some 70 yachts have been built or acquired, the majority being worthy representatives of the 36in. we Unfortunately, Restricted and 6-m. classes. now have notice from the owners of our sailing pond that the land lease has been surrendered, and the pond is to be filled immediately, for building land. You will appreciate that to be deprived of its sailing water is probably the worst blow a model yacht club could experience, but our members have gallantly decided to carry on the club, and do everything possible to find another sailing water. Our main plan is to endeavour to persuade the Cardiff Corporation that it would not only be a good thing for the club, but it would be a valued asset to the city generally, if they built a pond specially for sailing model yachts, etc. There is no proper model yacht pond in the South Wales district, and we claim it an opportunity for our City Council to provide an attraction that would not only be a tremendous impetus to the sport locally, but would repay them by attracting visitors from the district to the city. The assistance of other clubs and of the Model Yachting Association will be much appreciated. Jas. P. Hatt, Hon. Secretary. 107, Penarth Road, Grangetown, Cardiff. MARINE THE SPOILING of the ROUND POND By A. C. DAVISON F the M.Y.A. wants something really use- | ful to do, and a fight with a foe worthy of its steel, it might tackle the Office of Works on the subject of the cutting off of access to the corner of the Round Pond to make a paddling pool for children. For a century, generations of model yachtsmen have found healthy recreation in sailing on this pond, and thousands of the public have had free entertainment in watching them. This, from the decision of the Office of Works to make a paddling pool, and their disinclination or inability to do the thing properly, has been pretty well spoiled. From the sporting aspect it has robbed us of about onethird of the course, as the finishing line has to be put back to the end of the part where it is possible to retrim, and, even for cruising, it is very awkward. It is impossible to prevent the boat from charging the wire fence, and, if the day be dull, and no paddlers about, here it sticks 30ft. out of reach. If the day be fine, the case may be even worse, as it will be pounced upon by a horde of children, and probably torn partly to pieces. I had the whole upper works torn off a new boat a fortnight ago, and, after spending three days on repairs, had the forestay and corner of mainsail torn off on my next at-’ tempt. Our own people and visitors from other clubs to our races have had their sails torn on the spikes erected, and, generally, sailing is a misery. This is the more aggravating as the pool provided is not even a decent one from the children’s point of view. The water of the Round Pond is stagnant and filthy. Last week the pool was filled with soot, paper, orange peel, oil, bread and bacon-rind fed to the birds, and the contributions of the latter themselves. It absolutely smelt, and in this children were wallowing and trying to swim. The bottom being shingle, all the rubbish cannot be raked out; one little girl has already got a fish-hook into her leg, and it is highly probable that cut feet and claims such as recently cost the Fulham Council £69 for compensation, will ensue. There is plenty of room round about, and we, with other rate-payers, have to find the money, so let the Office of Works make a proper and hygienic thing if they consider it necessary, and leave the pond for the health and recreation of the older ones who have to pay the piper. MODELS NELSON 133 GARDENS M.Y.C. (GREAT YARMOUTH) The racing on Saturday, July 24, for the monthly cups at the above club, was sailed in a very fluky wind and squally rain. The race for the Yawls started in a shower and a deluge came down, soaking the competitors through, but they carried on, much to the wonderment of spectators on holiday, who thought that model yachtsmen must be very enthusiastic. The results of the races were as follows: — 36in. Restricted class—I\st, ‘‘Nippy”’ (P. Bird), 15; 2nd, ‘* Alenki’’ (C. Adams), 13. Also sailed: “* Pilot,’’ ** Pamela,’’ ‘* June,’’ ‘* Hop-a-long.”’ 10-raters—Ist, *’ Flying Spray ’ (C. Adams), 16; 2nd, * Firefly ‘’ (W. Hart), 11. Also sailed: ‘* Puffin,”” and ‘**I Wonder.”’ A-class—I|st, ‘* Queen Bee ’’ (P. Bird), 14; 2nd, ‘* Vixen ’’ (C, Adams), 12; 3rd, ‘* Endeavour ”’ (S. Cook), 10. Yawls, 50 L.O.A.—lIst, ** Sunbeam ’’ (W. Hart), 16; 2nd, ** Amazon “’ (C. Adams), 8. Also sailed: “* Young Prince “’ and ‘* Aerial.’’ P. G. N. Birp, Hon. Sec. ~ Photo: O. Steinberger. THE 10-RATER ‘‘ BLACKBIRD ”’ (H. Cole, Bourneville), SECOND IN NATIONAL 10-RATER CHAMPIONSHIP 134 MARINE METAL MASTS MODELS AND SAIL ATTACHMENT By A. C. DAVISON N the June issue both Mr. Drown and ** Anon.” touch on the subject of wooden versus metal masts. It is largely a matter for personal choice, and depends a good deal on how much of the model yachtsman’s makeup is modeller, and how much yachtsman. If his chief pleasure is in making things, and he has plenty of spare time, he will enjoy hollowing-out a thin hollow mast of wood, but if his time be limited, and his chief desire is to get his boat on the water, he may prefer to hasten the launching by purchasing a piece of tube, which is all true and nicely finished. Personally, I find all the work that I require in making the hull, and prefer a metal mast largely because I can easily cut it off a length of tube, and also from the comforting reflection that it cannot snap and let one down completely at an awkward time. So far as the sailing of the boat is concerned it will not make the slightest difference, the weight will be much the same, and if a painted finish instead of chromium-plated be adopted, and cost of time in making be reckoned in, the cost will not be alarmingly different. | For material, however, I prefer “duralumin”’ to steel. For equal weight it is three times as thick; small fittings can’ be screwed to it; it is easy to drill, and it does not rust. I have used 4in. diameter by 20 S.W. gauge thick, for masts up to 68in. long. Others, who have tried the 4in. tube, have reported that it was not stiff enough, but as I have used half a dozen, most of them only standing on the deck at the foot, without any mishap, I think that it must have been the methods of staying it that were at fault. A common failing is the fancy for pulling up shrouds like harp strings. This is quite unnecessary, and any pull beyond the very moderate one required to keep the mast steady, goes to increasing the crippling strain upon it. However, 3in. by 22 gauge tube would weigh just the same, which is about 15 oz. per foot, and should be amply strong. With a metal mast a new problem in attaching the sail crops up. It can, of course, be faced with a spiral cord round the mast, and this is, as believed by Mr. Dunn, probably the most efficient way if the lacing be passed through eyelets in the sail; but for competition work this makes the changing of sails too slow. An alternative is to leave the spiral lacing round the mast and attach the sail to it by hooks, but with this the spirals have an unpleasant way of twisting round out of the way, and it requires both hands to get the hooks on quickly. With a 20 gauge duralumin mast, small studs can be screwed in with an 8 or 10 B.A. thread, and a jack-stay threaded through them, as on a wooden mast. I adopted this way at first, but there is a lot of work in fitting the little studs, and I finally adopted the plan of drilling holes about 1/10th of an inch diameter spaced lin. and 4in. alternately, and threading a jack-line of cord or wire through these, as shown on sketch. This makes the neatest possible job, leaves a clean mast, and holds the luff well in. Some patience is required to get the line through, but it only requires doing once. With cord I either feed it in through one hole, and fish it out through the next with a small hook, or close a tab of tin, about 2in. long andjin. wide, cut from an empty cocoa tin, round the end, bending the tab into a semi-circular needle to suit the space between the holes. For wire, the end can be bent and threaded through in the same way. A mast like this costs, including polishing, about ls. 3d. a foot. A steel mast, if painted only, about 2s. a foot, or if chromium-plated, about 3s. For comparison a wooden mast, if time making be reckoned in as six hours at Is. 6d. an hour, comes out at about Is. 6d. a foot, so that apart from chromium-plating, which is always expensive, there is not much in it as regards cost. RIGGING A JACK STAY ON A METAL MAST. MARINE MODELS 135 THE (Continued from page ITH the autumn the active outdoor VG season draws to a close, and the model builder’s thoughts turn to prospects of winter work at home. Those who already have boats will be planning improvements and seasonal overhauls. Others, including many new-comers to our pastime, will be thinking of new constructions. Just a few will simply lay their boats up until next season. To the latter class my advice is the proverbial “Don’t”? before you have prepared the craft properly for laying-up. I will therefore start this month’s article with a few notes on this subject. My first point is that it is asking for trouble to leave a boat in an unheated boathouse or shed throughout the winter. Damp atmosphere and condensation work havoc with metal parts, so take the boat home. At the end of your last run of the season, you should have blown down the boiler under steam. If the blowdown cock is not absolutely at the lowest point of the boiler, the boat should have been heeled so as to get all water out of the boiler. Also care should have been taken that the vacuum created does not partly refill it. However, having got the boat home, you should check that the boiler is absolutely empty. Then empty all fuel and oil tanks out. If the engine has iron cylinders, it is not easy to obviate rusting. The experienced powerboat man, when his engine is going to stand for some time, will let his engine rev. up well with a full head of steam, and then shut off as sharply as possible so that as much steam as possible is scavenged out of the engine, pipes, etc. The engine is then flooded with oil. At the same time this is far from perfect as a preparation for winter storage, since a small quantity of steam is 112.) bound to remain and condense into tiny beads of water, which will soon start rusting and corrode the polished surfaces of the cylinder walls, besides eating into connecting rods and any other steel or iron components. The only really satisfactory course is to take the engine down, and dry it out thoroughly, oil and reassemble. This will also enable the owner to examine the condition, and do any necessary overhaul work. All other parts of the plant should now be gone over, cleaned up thoroughly (including the inside whenever possible), and lightly greased over to obviate rust and corrosion. Tinplate smoke-boxes and similar parts are particularly subject to the attacks of the demon rust. The inside of the hull should be thoroughly cleaned out. Oily bilge water is very deleterious to a wooden hull and will not improve a metal one. If the owner is merely laying his boat up and not refitting, he will then clean up deckwork and fittings, grease lightly all metal parts, and stow her away. The boat should be stored in a dry, reasonably warm place. Wooden hulls must not, however, be placed on a top shelf in a hot kitchen, or they will warp and crack. Nor should they be exposed to strong draughts or sunlight, particularly on one side only. In any case, the hull should be evenly supported throughout its length. In cleaning up metal work, especially in awkward corners, it will be found that a small brush is most handy dippedin a drop of petrol or paraffin. For greasing over, a mixture of oil and petrol is suitable, as it penetrates, and the petrol evaporates, leaving a thin protective film of oil. It is practically impossible to say much about running repairs and overhauls, as the work to be done will depend entirely on the 136 MARINE condition of hull and plant. However, if there is much to be done, it is advisable to make a list, as otherwise little jobs may get overlooked, or the owner may suddenly remember that he has forgotten some little thing, and have to take the whole engine down again when he thought he was just about finished! Certain defects may have manifested themselves during the past season’s running, and these should be noted down while still fresh in the mind. Other defects will, no doubt, be observed as the plant is taken down, and these should be noted in turn as they are discovered. Finally, when the list is complete, it should be carefully scrutinised and the list rewritten in the order in which the various repairs are to be executed. By tackling things systematically, much labour will be saved, and the possibility of overlooking anything is obviated. After oiling the plant, it will be found that a certain amount of surplus oil has dropped onto the inside of the hull. This will be no detriment in a metal hull, but in a wooden hull this surplus oil should be cleaned off. A wooden hull can be wiped over (inside and out) with a clean rag, on which a few drops of linseed oil—either raw or boiled—have been sprinkled. If the owner is contemplating additions, alterations or improvements in the engineroom or on deck, it will not absolve him from the necessity of paying porper attention to hull and plant, so the above notes will apply to him also. If making new parts, this should also be proceeded with systematically after attending to the boat generally. In the case of new deck fittings, there are a number of points to watch. The first thing is to ascertain for certain that the fitting which it is proposed to add is appropriate to the type of ship which the model represents. A fitting suitable for a liner would be out of place on a trawler, and vice versa. Next, be sure that the pattern of the fitting is correct for the type of ship represented. If the model is of any actual ship, details should be obtained of the actual prototype, including the position on deck. Having got so far, remember to check that the scale on which you are making the fitting tallies with the scale of the model. Some fittings vary in size with the size of the ship, whilst others (such as steering wheels) depend on human size. MODELS Having got so far and, if possible, obtained or made a drawing of the fitting, there are one or two further points to consider. If the boat is run much, and not an exhibition job only, fittings must be strong enough to stand handling. On the other hand, they must not be spoiled by being made absurdly lumpy. Also it must be remembered that every additional fitting is added tophamper, and as such detracts from the vessel’s stability. If the model is really stiff, the modeller will have a margin of stability to play with, but if the boat is already rather tender, it may be advisable to reduce weight rather than increase it by adding extra fittings. It should also be remembered that if the vessel is already on her correct fore-and-aft trim, the Centre of Gravity must not be altered by the addition of a mass of metal forward or aft. My remarks about altering fore-and-aft trim apply with equal force to additions to the engineroom, but here possibly there may be more latitude in the selection of the actual position where any additional gadgets are installed. On the other hand, additions to the plant are likely to be more weighty than deck fittings. As these are at the bottom of the ship, this will not impair her stability, but there is the additional possibility to consider that any great weight may put the vessel below her marks (i.e., too much down in the water), and possibly spoil the appearance, and impair the buoyancy and seaworthiness. One final point may be mentioned in connection with deck fittings. It is unlikely that a deckbeam will have been provided just at the spot where the extra fitting is to go, and if a nice light wood deck has been used, it will be found advisable to glue (or if the deck has been varnished underneath, varnish can be used) a reinforcement piece to the underside to give secure holding for the wood screws that secure it. Just occasionally it may happen that it is impossible to reach the underside of the deck with the hand to place the reinforcement piece in position. In such case, drill holes through the deck suitable for two of the holding-down screws of the fitting. Take two lengths of fine copper wire and thread into the holes. With a hook, bent from a piece of stout wire, fish the ends of the copper wire and bring to the nearest hatch. Drill two small holes in the reinforcement piece, and pass the copper wire through, and secure MARINE by twisting the ends together. Lute the reinforcement piece with glue or varnish, and pull into position under the deck. Hold onto the wires until the screws are started into the wood properly. Then bend the wires to and fro until they break off at the screwhole. The most suitable material to use for reinforcement pieces is }in. mahogany. Having given these few hints to those who already have boats, it might not be out of place to add something for the benefit of those who are embarking on new constructions, whether these are a first boat or not. In the case of the absolute beginner, in addition to the general remarks which follow, I suggest the purchase of a text-book on steamer building. It is obviously impossible for me to give complete instructions for building a model steamer in a single article, or even several articles, and with all deference | may mention that Marine Models Publications, Ltd., have published a book of mine on this subject. The first thing for anyone building a new boat to consider, is what type of vessel is to be modelled. This will depend largely on the builder’s skill and experience. No doubt the builder will have some idea of the size of model he wants, and in this connection it must be remembered that though materials do affect the cost to a certain extent, the main ingredient in boatbuilding is labour, and the actual difference in the cost of materials between a 3ft. model and a 4-footer, is very slight. Too small a model is a mistake really, unless the water available is very small. Moreover, fittings for a small model are more difficult to make owing to size. Any boat looks bigger on land than she does in the water, and even a large model looks unimportant in the middle of a good-sized lake. On the other hand, transport facilities must be considered, and anything much bigger than about 4ft. or 5ft. overall becomes a terrible – incubus in a_ public conveyance. Moreover, when the boat has to be carried far, weight is very important. Having decided the approximate size of model wanted, the next thing is to determine the type of vessel to be modelled. Now enters the question of scale. Suppose you decide on a 4ft. model and select a trawler of about 100ft. overall as a prototype. Your model will be on a scale of 1/25th, and all fittings on the model will be of generous size and strength. Moreover, a trawler has simple MODELS 137 deck fittings, and a limited number of them. On the other hand, if the prototype is a liner 600ft. long, your scale will be 1/150th, and you will have innumerable small fittings to make. A further point is that trawlers have a generous beam and draught, and a good displacement in relation to their length, but a liner, if reduced bodily without being adapted for modelling by a naval architect, will have insufficient beam, draught and displacement. For a first attempt at modelling it is, therefore, recommended that a smallish vessel should be chosen as prototype. Destroyers, which are frequently attempted by beginners, are very difficult subject to model as the prototype vessels are long, narrow, light draught ships, and models are very prone to lack stability. Whatever prototype is selected, it is recommended that plans specially prepared for modelmaking should be used, unless the builder has sufficient experience and knowledge of naval architecture to know if any adaptation is required, and to make same for himself. Many beginners (and old hands also, as a matter of fact) produce inferior models because they do not work to proper plans, or just build without any plans at all. Let us assume, therefore, that the modeller has decided on the size and type of model ‘required, and has purchased a set of plans. Do not be in too much of a hurry to start, but think things out beforehand. The first thing to do is to see what total weight is available, and then make out a rough table of weights to ascertain what weight is available for hull, fittings and plant. In doing this, try to leave a margin for contingencies and extras. If not used, it can always be made up with ballast in the bottom, which will stiffen and improve the craft. Models require to be far stiffer proportionately than prototype vessels, and, in fact, a model cannot be too stiff. Now consider what speed is required, and remember that it is a great mistake to overdrive any vessel. A prototype model hardly ever requires a speed of more than 5 or 6 m.p.h. even when she is a speedy type of vessel. The power required depends on the hull lines, but far more models are spoiled by over-driving than under. In order to hold steam and give reasonably long runs, sufficient boiler power is essential. A big engine supplied with insufficient steam is starved, and will give less useful output than a smaller — 138 MARINE engine with reserve boiler power. The object is, of course, to maintain a steady speed suitable to the boat, together with the ability to continue running for a long spell without the necessity of stopping to replenish fuel and water. The vessel must be thought out as a whole. It is a mistake either to build a hull without considering how it is to be driven, or to make or purchase an engine before considering what sort of model it is to be used for. Think the model out as a whole before starting. Make notes of weights, etc., and, above all, if you have a good design, follow it closely, keeping to the designer’s weights and Centre of Gravity. Prototype models are really of two kinds— those that are a model of an actual vessel and those that are type models. For instance, you might decide to build a model of the liner ** Awatea,” from the plans of which the first instalment appears in this month’s MARINE Mopets. Alternatively, you might decide to build a typical liner without following any specific ship exactly. Plans of modern Navy ships are practically unobtainable, and those advertised have usually been prepared from photographs and published data, and without access to actual plans cannot pretend to more A few than a very superficial accuracy. privileged persons may have access to the real designs and produce accurate models, but the usual attempts at Navy ships one sees are inaccurate and frequently ludicrous. If the beginner lives near a model club, he can often gain useful advice and knowledge by visiting the clubhouse. Club members are usually most ready to give help in this respect. Whether the builder constructs a wood or metal hull will entirely depend on whether his taste runs to wood or metal working. Either is equally satisfactory, though, unless the worker is skilled in sheet-metal work, he will find the wooden hull easier to get shapely and to the designet’s lines. Some of my readers may consider that my article this month generalises too much, but the fact remains that very many builders disregard the simple principles that I have set down, and, if they will work along these lines, I am sure their work will go more smoothly and have better results than by tackling the job haphazard. (To be continued.) MODELS THE INTERNATIONAL MARBLEHEAD 50-800 CLASS With the above class receiving ‘* International ’’ recognition at the Annual General Meeting of the International M.Y.R. Union it is naturally antici- pated that increasing interest will be taken in it, At present it stands in a peculiar position, as it is not ‘* recognised ’’ as a National Class by the M.Y.A., although, according to MARINE MODELS, the British representative was instructed to vote for its International status. Doubtless, this will be set right at the next Annual General Meeting of the M.Y.A. The simplicity of the rules of the Marblehead Class is one of its chief recommendations—50in. O.A. and sail area not to exceed 800 sq. in. The ‘* garboard ’’ measurement of | in. radius, as stated in last month’s issue, may cause some comment, but it is only defining an original rule, viz., *‘ finkeels, centreboards, etc.,’’ are prohibited. Unfortunately this cuts out the true ‘‘ sharpie,’’ but a modified sharpie could be built by filling in the ‘** garboard ’’ to the specified measurement. The class should particularly appeal to those who are out for really speedy racing and find the modern 10-rater too large. Models need not exceed some 17 lb. displacement to carry the 800 sq. in. in a stiff wind, and its length is convenient for bus and train travelling, so should make the class ideal for inter-club contests. For the beginner in yacht building there are some first-class blue prints available, should he be unwilling to try out his own ideas, whilst for the more expert plenty of scope is allowed by the simple rules. The writer feels confident that there are many more Marbleheads about than is generally supposed, especially amongst unaffiliated and small clubs and individual owners, and he would be most pleased to hear from them all, and any inquiries about the class would be equally welcome. It would certainly strengthen the M.Y.A.’s hands if these clubs could be induced to ‘*‘ join up”’ by offering facilities for using the Marblehead Class in “* Area ’’ races. In view of the almost certain ‘ recognition ’’ of the class by the M.Y.A. many clubs are building trial models and it would appear they wish to be in the running for National Championship honours. Ten such owners have “‘ seized time by the forelock ’’ and are competing against three local models in the First National Marblehead Championship on August 26 at Ryde, I.W., the present British headquarters of the Marblehead Class. ARTHUR KERRIDGE, General Secretary, Ryde M.Y.C. 56, Park Road, Ryde, I.W. MARINE THE WRECK OF 139 MODELS THE BARGE “DORCAS” ASHORE THE HIGH AND DRY (Below) HE excellent photographs reproduced do not represent a tragedy of the sea, but were actually stage-managed and taken by Mr. Adrian L. Silas, using his barge model “* Dorcas,’’ and are the result of clever posing and photography. Mr. Silas recently had his barge model refitted, the work being entrusted to Mr. W. H. Bauer, who made a most excellent job of her. She was completely overhauled and rerigged and made to represent the well-known barge ‘ Genesta.” This barge is a Blue Circle vessel and, for the benefit of those unfamiliar with the firms whose craft ply on the London River and Medway, it may be explained that this means that she belongs to the Associated Portland Cement Manufacturers, Ltd., and carries their mark of a blue circle painted on her mainsail. Her colours are grey, with pink bottom and black bulwarks picked out with green and white. She featured as a loan exhibit in the recent Merchant Navy Week at Southampton, IN SURF 140 MARINE MODELS A WORKING MODEL of the T.S.S. “AWATEA” By H. B. TUCKER r | YHE “ Awatea” is the [atest addition to the fleet of the Union Steamship Company of New Zealand, Ltd., and is the finest vessel plying to the Antipodes. In fact, except for the Western Ocean giants, she is as fine a ship as exists anywhere. As will be seen from the photograph accompanying this article, she is a really handsome modern ship and a splendid subject for a working model. ——¥ errr st The leading dimensions are: L.O.A. 545ft., L.W.L. (over cruiser stern) 538ft., Length B.P. 520ft., Breadth, moulded, 74ft., Mean Load Draught, moulded, 25ft. 5in., Displacement 16,000 tons, Gross Tonnage 14,000, Total Machinery Power 22,500 s.h.p., Service Speed 22-23 knots, Number of Complement —Captain, Officers and Crew 204, Passengers —Ist Class 377, Tourist 151, Steerage 38. Her Port of Registry is Wellington, N.Z. The Company’s house-flag is a Union Jack on a red field, which bears the letters “ U.S.S. Co.” The “U” is above the Jack, the two “S’s’”’ one on either side, and the “Co.” below. The vessel has geared turbine propelling machinery, driving twin-screws. Her afterfunnel is a dummy, and houses, amongst other things, the crown of one of the passenger lifts, with which she is fitted. As the vessel has seven decks, lifts are decidedly necessary. The seven decks are designated the Sports, Boat, Promenade, A, B, C and D Decks, respectively. There are also small Sun Decks on either side of the Bridge Deck and Navigating Bridge. The Compass Platform is highest of all. Most of the deck arrangements will be clear from the Arrangement Plans, but a few points are worthy of note. Forward is a powerful electrically-driven anchor-windlass. This is fitted with warping ends, and two vertical capstan-heads are also incorporated. The warping machinery aft consists of two vertical spindle electric capstans located on A Deck. These, as well as the anchor windbes are by Messrs. Clarke-Chapman & Co., + ———_—_—_——_ — td. There are four cargo hatches and 10 cargo derricks, the latter being distributed six forward and four aft. The associated winches are of the Clarke-Chapman electrically-driven type. The life-saving equipment consists of 10 Birmabright 30ft. Motor Lifeboats and two emergency Motor Lifeboats, 22ft. long. These are carried in Welin-MacLachlan Gravity davits. In addition, liferafts are carried at various points on deck, as shown in the plans. The vessel’s colour scheme is very handsome. Compass Platform and Navigating Bridge are varnished teak, and upper works white painted. The topsides are a beautiful olive green, very similar to the famous Aberdeen Line green, with a narrow stripe of yellow umber. There is a salmon-pink boottop, and the bottom is the usual deep red anti-fouling paint. The funnels are the same colouring as the Cunard Company, being red with black top and rings. Masts, spars and hatches are a deep yellow colour. The plans we publish are exactly those of the prototype down to the L.W.L. and would serve to make a showcase waterline model. For a working model it was necessary to increase the draught of water in order to get sufficient displacement and also adequate immersion for the propellers. As shown, she would make a very handsome and efficient model. For those who wish to make a showcase model of the whole ship, we may mention that the working model shown has had her draught increased by onehalf, and they can get a good idea of the original lines by condensing the waterlines in that proportion for the underwater body. We have to acknowledge with many thanks the permission of her owners to publish the plans of this fine vessel. We have also to thank very heartily her builders, Messrs. Armstrong-Vickers, Ltd., of Barrowin-Furness, who very kindly supplied us with blue prints, from which our drawings were made. The hull lines of the “ Awatea” will be published tn the October issue of MARINE MOobDELSs, when it is hoped to give some further particulars useful to those who contemplate building a working model of this beautiful vessel. Blue prints will be available shortly. (To be continued.) ws S 6E WER “«V»SA’L°M eS =. = —e MODELS ——— uodiysreajgAMnpz 4) M 1 MARINE 141 1°02Ud ‘ 142 MARINE MODELS EXHIBITION MODELS By AN EXHIBITOR T those desiring to show their models at actual existence, complete with — scale machinery, and the term is usually applied to the ship’s external appearance rather than to her mechanical arrangements, and in this connection it must be remembered that water and steam cannot be scaled. There are, of course, exhibitions held for many different purposes, such as: historical, competitive, commercial, etc., with objects in accordance with their titles, and there are also exhibitions for charitable purposes and I will al§o assume that the exhibition is of the competitive kind, where very expert, sharp-eyed practical judges scrutinise the exhibits with most minute care. HESE notes are mainly intended for public exhibitions, and it is hoped that they will be found useful by not only the embryo, but also to the expert who may have shown before and gained some experience. so on. It is not within the scope of this article to discuss trade or commercial exhibitions, and, therefore, such models as inventors’ ideas, working tools and various contrivances are at a discount. I propose to deal with models of ship’s accessories, machinery, and models of ships themselves. Generally, it may be said that an exhibit should be prepared in much the same way for any exhibition, perhaps having due regard to the special object of the exhibition itself. —_— > —_—_—_ __—_—— It must be remembered that most exhibitors are themselves very keen and critical observers of others’ work and that their own work is subjected to just the same minute attention, and amongst the public are experts who know what and where to look for likely inaccuracies or careless workmanship. An exhibitor should never exhibit a model until he is quite satisfied with his own work in every possible detail. He must act as his own inspector, and. sternly refuse to pass anything that is not up to the mark. There are many types of models: nonworking, working, scale, working-scale, etc., but possibly the true scale working model forms the highest type of exhibit, especially if some sort of historical value is attached to it. For the purpose of this article I will take a scale working steamship, complete with machinery, comprising as she does examples of many kinds of work in her construction, any of which might condemn her in the expert’s eyes regardless of her general excellence. I do not suppose that there are many real scale working models of steamships in After the model has been completely constructed and fully tested under steam, and every small detail carefully examined and found to give complete satisfaction, it must be absolutely dismantled for cleaning, adjusting and final finishing. It is in this finishing that many excellent models fail. Paint has a considerable scalable thickness, and parts that are represented by painting, unless done extremely well, usually present somewhat of a blobby stage-scenery show, and are very easily detected even by an inexpert judge. It is a great pity to see a beautiful model that has obviously taken a very long time indeed to construct spoilt by bad painting, although this is often the case. The writer once saw an excellent model with a painted companionway and it would have been better if it had been left out entirely. Possibly it might be permissible to paint in the framework of a skylight, but when this is done it usually denotes slackness on the part of the maker, as with a little more trouble a real skylight could have been made and fitted. It is just these little details important and count so much. that are so Paints, varnishes and lacquers are all necessary, but they require great skill and patience in application if the real appearance of the prototype is to be reproduced in miniature. Again, often too high a finish is not only detrimental but positively incorrect, though it must be remembered that a beautifully smooth paint finish on a model may easily be a scale representation of the very rough painting of the prototype. Examine a fine piece of smooth painting under quite an ordinary magnifying glass and it will present a rougher appearance than the roughest tarred old barge. MARINE This leads one to ask the very pertinent question: Is paint a modelmaker’s material? This is an old question never yet properly answered. However, paint forms one of the biggest stumbling blocks to the unwary and too much care cannot be expended upon its use. Handle it as you would a dangerous acid or a barrel of gunpowder if you value the beautiful work you have put into your model. Varnish should be handled with the same caution and use french polish wherever possible. The nicely-fitting cabin doors and opening skylights of your model can easily be stuck solid with one single coat of varnish applied with a knife and fork. Heavy varnishing also hides the colour and graining of the wood. Such fittings should be french polished, and the little brass hinges and locks should be highly polished and_ preserved with a touch of very light lacquer. Never forget that paint and varnish cover a multitude of sins. The lynx-eyed judges know this as well as you do, if not better. You cannot fool them, so do not try to fool yourself, Small deck fittings call for special attention. Judges like to be able to see what material they are made of and if these are smothered with paint (incidentally, this may be actually altering their shape and certainly taking off the sharp corners) are likely to be somewhat severe in their criticism. Down in the engine-room the same meticulous care must be taken, correct material must be used for the different engine parts and each finished off properly. An overpolished engine is an eyesore, but the finish should be very good and clean. It makes a judge squirm to see brass or gunmetal used for a connecting-rod and any form of plating would make him faint away entirely. Paintin the engine-room should be avoided if possible and chemical colouring of metals used, as even the lightest of lacquers is much too heavy and out of scale and will tighten up any engine that previously had no shake in its moving parts. Be specially careful to use proper fixings as it does not take much longer to make and fit proper studs, bolts and nuts. While | am speaking of bolts and nuts, note carefully that they are to scale. By far the larger number of models are fitted with monster bolts and nuts, quite out of scale, which completely spoil the whole effect. MODELS 143 See that your engine-room pipes are cleanly bent and properly fitted with flanged joints. Unions are absolutely out of order in a properly-regulated engine-room. Have you ever seen a union screwed joint of, say, a 6in. steam pipe? The writer once saw a good model of a triple-expansion engine fitted with duralumin piston rods’ A trivial detail, but horrible. Always bear in mind that a judge may easily be of the inquisitive kind and may as likely as not remove this or that and LOOK UNDERNEATH. So be sure your work is as good out of sight as it is on top. Remember that sometimes your model will be closely examined at eye-level. Try this yourself, and you will probably be astonished to find some little fitting is hopelessly out of proportion and does not look like the real thing. This is a useful tip. When finishing off small engine and other parts use wash-leather gloves, as the fingers will leave a deposit and maybe also a fingerprint, which will be more clearly visible as time goes along. It is a good plan to place all the parts on white paper in a drawer where no dust can get at them until the time comes for assembly. Try not to breathe on your model or its various parts and pieces at any time. Keep everything in a dry and, preferably, dark place before the time of the exhibition. It is better to finish off a model well before the appointed time of exhibiting and not look at it for some weeks. Then get it out and give it a good examination, as you may be able to see some obvious defect that had previously been overlooked. Always study your method of mounting an exhibit. This is more important than one might think, as there is a decided psychological aspect to this. For the protection of a model against temperature and foul-air condition a glass case is an absolute necessity. But be careful to get plate (or, anyway, perfectly clear) glass, as otherwise the beauty of your model will be obscured. The design and finish of the glass case must be in accord with the model. If the model is slender, then the case frame should also be slender. Case and model should look as if they belong to each other, and the same care is required with the finish of the case as with the model. Finally, remember that the highest aim of an exhibitor should be to reproduce a model (Concluded at foot of page 144.) 144 MARINE MODELS PETROL ENGINE and HYDROPLANE TOPICS By J. B. INNOCENT (Continued from page 114.) he ae my last article | have spent much in this condition since I partially seized it prior to the International. The flywheels were out in every possible direction, and whilst the alignment of the shafts could be corrected to some extent at the big end pin it was not sufficient and I was forced to use heavy treatment to get them right. Actually, they were set in towards each other ninety degrees from the pin. To correct, the close side was packed and the opposite side squashed in the vyce, so that the closeness came opposite the big end, vyce pressure was then applied outside the pin and the wheels came true. Fortunately, the error was in both wheels, otherwise the correction would have been extremely difficult. The connecting-rod had suffered slightly and it was necessary to set it at the small end: a mandrel was used pushed through the eye. The piston, which was out of round, was pushed back to shape and will do for the moment. Most serious of all, the head has given under the terrific pressure and is, I am afraid, nearing the end of its days. This is no reflection on light alloy heads in general, for “‘ Betty’s ” is made of practically pure aluminium, whichis both extremely weak and soft. We overlooked one necessary precaution after the submersion, in that we did not immediately wash out the carburettor with petrol as we did the crankcase. As a result of this oversight a white corrosion formed in the float chamber and passages and I can only hope that I have cleared it all up, as otherwise jet trouble is likely. Most lake water is capable of attacking aluminium and particularly so if any copper alloy is present to increase the electrolytic action. Altogether I think we got off pretty lightly, but the repairs have taken up what little time I can now give to model work during the past month. In fact, “ Betty ’ has demanded much more attention this year than we have given her for a very long time. During the repairs to the motor I found it necessary to call on Kennion for some nuts and took the opportunity to look at the 15 c.c. engine he markets once more. I have mentioned this motor on a number of occasions, but as I find friend Westbury has been improving things quite a bit I should like to draw attention to it again. In the photograph reproduced here it is shown in its last form but one, andis complete with inclined valve head and mechanical oil pump submerged in a bolted-on sump. More recent improvements are a one-piece casting for the half case and sump, with the pump drive completely enclosed, and a new and cleaner pattern for the other half, carrying more ribs round the main bearing housing. I have no hesitation in saying that these new castings are by far the best I have seen offered commercially, both in design and finish, which latter is almost suggestive of die-casting. Apart from Westbury’s own success this engine has not done so well as it might have EXHIBITION MODELS MESSRS. BASSETT LOWKE’S NEW time on repairs to “ Betty’s” motor and have now got it back into the boat in a fit condition to run. During the rebuilding I have had to keep a very careful eye open for strains and distortion. Firstly, the big end was tight, but had probably been (Concluded from page 143.) CATALOGUE as nearly true to scale as possible, and, where this is not possible with a working model, then proportion must be very carefully adhered to, and this must all be combined The issue of a new catalogue of Model Ships by the well-known Northampton firm is always of interest to all sections of marine modellers. We have just received a copy of the latestissue, which contains particulars of many new lines marketed. It also contains excellent photographs of many splendid models executed by Messrs. Bassett —<——=3--____—__— with the best possible workmanship. Generally, thereis no excuse for anything but first-class workmanship even if scale cannot be attained, butin a non-working model there is no excuse for incorrectness in scale. Lowke for the steamship companies. Copies of this list can be had from Messrs. Bassett Lowke, Ltd., Northampton, for 6d. post free, and we advise all modellers to write for a copy. 145 With the vertical valve head it has achieved some useful success, both as a pole boat and prototype engine, and when made in this way is about as simple as a sound four-stroke could be. THE 15 c.c. KENNION ENGINE done in regattas, but I am completely certain that the fault lies not in the general design, which is undeniably sound, but in machining and tuning errors. I know the designer well and have a considerable respect for his ability to design to sound engineering principles, but I think he will agree with me when | say that his super tuning is definitely not so good. Since he started designing motors he has produced many useful-looking engines, but none of these has so far proved a real record-breaker, yet each has been sufficiently sound mechanically to enter the first flight if only it could be persuaded to really perform. .Where he missed the boat in the past is a matter of opinion, and mine are my own, but he has certainly got there now and provided the sport with its best standard power plant to date. One thing I am very keen on about this engine is that you can make it in either a simple or really complicated form, for even if you do use the latest crankcase castings you can finish the motor first with a simple oiling system if you wish. In fact, it could be built as an inside-flywheel job with, perhaps, a small outside wheel added, after the style of the Blackburn engines, if complication is desired. For prototype work I am a great believer in water-ceoling, for I have little time for the really fast straightrunner, which is the only type that makes sufficient natural draught for an air-cooled engine. With the motor now under review there would be no difficulty in fitting a jacket to the barrel, and as the head has a considerable contact area it would also benefit. If I was making the engine up for water cooling I should extend it to the head by building this up from steel brazed together, so that extensive ventilation would not be necessary. In full-sized practice, water cooling is also applied to the exhaust pipe and this might well be copied to avoid heat damage to a wooden hull. In one prototype boat I engined, the cooling water is admitted into the silencer, and this certainly checks burning of the paint and wood but is not completely satisfactory. There are two faults in the system, which are that the water pipe must be disconnected until the pump is going, because the exhaust pressure prevents priming, and the ability of water to find its way back to the exhaust valve and set up rusting. The first fault could be avoided by using a plunger pump with valves instead of the centrifugal, but I prefer the rotary pump for other reasons. For the other trouble I can see no cure. I have examined the blue prints for the head illustrated and for the oil pump gear and find them to my liking. The head is of light alloy with bronze seatings and, though I have looked for features to which I might object, I have found none. I could suggest a modification of the valve shape which would both reduce weight and the possibility of fracture, but this is more in the nature of tuning. The oil pump is of a sound type, being of the oscillating-plunger pattern. If any other type of pump is preferred it could easily be fitted, but a rotary pump would probably require an alteration in the gear ratio. One final word on the motor: you are not unduly tied to the original design in any major point by the castings, so any pet ideas could be included. (Continued at foot of page 146.) ee MODELS or MARINE 146 MARINE PRACTICAL MODELS WOODEN FOR MODEL SHIPBUILDING MAKERS By G. W. MuNRO iG is the writer’s intention that this article shall be of some little help to those model-makers who want to make their old-time model ships as much like the prototype as possible, but have not the available information about the more intricate bits and pieces which are put into the construction of these old wooden ships. If a person takes up an artistic career, such as painting or drawing, a very large part of the time at the art school is taken up in studying anatomy; all the bones and muscles —and their functions—have to be thoroughly explained and drawn many times, or how could the embryo artist ever hope to master his or her job later on? After all, one can only draw what one knows and understands and not just whatever one sees. In the same way, a modeller must have some idea of the construction of a ship if he is to model it at all faithfully, even from the solid block. The truth of this will be seen at any of the exhibitions having ship models on the stands. a The accompanying drawings are based entirely on the lines of the schooner which appeared last month, and all the details are built up entirely from these lines and common practice. (See Supplement facing page 141.) The keel should be sided one-half inch for every foot of the ship’s extreme breadth. And the hanging under the’ rabbet equal to the siding; it should be in depth equal to its siding dimension plus the breadth of the garboard strake. The scarphs of the keel should be in length twice the breadth and twice the depth of the keel and be fastened with eight bolts. The scarph in the present PETROL ENGINE & HYDROPLANE TOPICS (Continued from page 145.) In addition to the engine castings, Kennion also has a useful carburettor which, like the motor, comes from Westbury’s drawing- board. I have seen this carburettor in action and have been much impressed by the easy starting and controllability, — +» ——— ceptional. both being exSo far I have not seen it assist in case will come about at mid-length. The false keel’ should be put on after the floors are worked, so that it may act as a cover for the heads of the bolts in the main keel. The floor timbers at the keel, for coasting vessels, should be moulded one-half inch for every foot of the extreme beam and sided about 10 or 11/12ths of the moulded dimension. Large vessels have rather less proportion. The shape of the floors is taken from the body plan in this way. The second diagonal is used and known as the rising line and this, when projected in plan view, gives the curves seen in our illustration, just under the profiles of the stem and stern. It will be noticed that towards the ends the lower surfaces of the floors do not rest on the keel, but are raised by means of the lower deadwood. This is arrived at by projecting the point where the after or fore section cuts outer edge of the stem or stern on the body plan. Again, it will be noted that these floors are sided much deeper at the centre line than those in the middle body. This depth is caused by the section of the floor cutting the centre line more obliquely and will be quite easily understood if the reader will go to the trouble to draw one of the bow or stern frames as is seen in the midship section. I have mentioned this point particularly because it is a detail which determines the depth of hold at the ends of the vessel. The stem should be sided at the lower end 11/12ths of the siding of the keel amidships, and the same as the keel amidships at the top. It should be moulded to 14 or 14 of its siding dimension. The scarph of the stem any really consider it big things throttle is fast runs, but, like the engine, I the best on offer and capable of if correctly tuned. A rotary barrel used and this provides the easy starting as well as mechanical compensation whilst maintaining a good venturi when fully open. The amount of automatic compensation depends on submersion of the jet, so it is not complete, but, together with the throttle, is amply sufficient. (To be continued.) i 2 MARINE should be in length about three times its moulded dimension and fastened with six bolts. It will be noticed that I have placed the scarph very carefully where it will not weaken the stem and be quite clear of the other scarphs in the fore part of the vessel. It will also be noticed that the stem and other parts which have a curve, and are very difficult to get in the natural tree, are all cut and fitted so that they are very flat and have no violent bends. The stern-post should be sided at the lower end 11 /12ths of the keel amidships, and at the upper end the same as the keel amidships. It should be moulded at the lower end double of its siding, and at the upper end equal to its siding at that part. Inside the stern-post is the inner-post; it is fixed to the keel by one or two tenons and fastened to the stern-post with a few dowels or coags and afterwards by the bolts which secure to transoms and deadwoods. False stern-posts are not fitted to small vessels and should not be fitted to others if timber large enough for the whole sternpost is procurable. The SPircods are arranged according to the wood available and shaped to give the greatest strength to this part of the ship. They should be sided the same as the keel, at their lower edges, but the upper part of the apron on the stem and the fore edge of the innerpost about 1/5th or 1/6th larger. The heel piece is a large wooden knee, shaped and fitted to stiffen up the after end of the vessel where the deadwood joins the stern-post to the keel. The keelson should be sided as the keel, and should be in depth one inch for every foot of the ship’s breadth, and the scarphs should not be shorter than five times the es th. They should be secured by eight olts. The transoms should be sided, first, the wing-transom the same as the midship floors; all the others about Zths of the wing-transom. They should be moulded the same as the midship floors. The height of the wingtransom on the stern-post is 4/5ths the height of the midship frame. The shape of the various transoms and their number can be obtained from the lines where they are shown in the water-line plan as very short water lines, only reaching out to the cant frame, which they actually do. They are bolted at their middle to the stern-post and their outer MODELS 147 ends are fastened to the cant frame by a tenon into the frame. They are seen at the top left of our illustration, which is a full view of the stern, showing the shape of the cant frames with the transoms as horizontal bars crossing the stern-post.- Running up to meet the lowest transom is a filling timber. As the vessel we are doing is rather full in the after body there are not many of these needed—one on each side in this case, as shown in the top left of the drawing. In large ships the upper transoms extend forward to large cant frames and the lower transoms only extend to the half frames or filling timbers, as I have called them above. In this way they look rather like the herringbone pattern. The first futtocks should be put in next; they are shaped from the sections on the body plan and extend from the side of the keel up to the third diagonal. They are fastened to the floors and are fair with them. Those in the fore body are placed on the after side of the floors and those in the after body are placed on the fore side of the floors. From this it will be seen that the sections on the body plan represent the middle of the complete frame or timber. The midship frame has first futtocks on both sides of the floors to agree with what has just been said about the fore and the after body. The second futtocks extend from the second diagonal to the fourth; they are butt ended against the floors and form a continuation of them beside the overlapping half of the first futtock. In this way the timbers are built up to the deck level. Chocks are fitted into the floors and futtocks where they butt. This will be seen in our midship section drawing on the left side of the plate. Chocks are only fitted to the lower futtocks, the upper ones having plain butts and relying on the bolts through the adjoining timber for rigidity. The stern frames do not need very much explaining as they are shown quite clearly in the two views of the stern. With the height of the deck marked along the timbers, the beams may next be set up. The camber or round of deck should be 2in. for every foot of length. This is 50 per cent. more than we put in to-day on merchant vessels. Three or four of the deck beams in the middle body should be sided 4in. for every foot of length and moulded the same at the middle. The ends may be reduced to 148 MARINE 2rds the depth. The beams are kept in their fore-and-aft position by large wooden clamps reinforced by iron knees in vessels of this period. Hanging iron knees are shown on the midship section and under each beam in the profile views. I should point out that these iron knees are fitted after the ceiling has been placed in position. The fore end of the deck is supported by a breast hook. The breast hooks should be about five in number and extend over 3ths of the extreme beam. The four lower breast hooks are evenly spaced out down the curve of the stem. It will also be noticed that they fit over and strengthen the scarphs in the apron pieces. They should be the same size, moulded and sided as the midship floors. Not shown, except a small portion at the top of the apron piece, are the knight-heads; these are clamped on either side of the apron piece. If the reader will look at the midship section he will notice that I have put in the ceiling and deck planking, as well as the outside planking, as one continuous line without showing the seams. I have done this -because I believe it will be easier to follow the idea better and not get the various portions mixed up. The wales are easily seen as rather stout planking from the water-line up. The thinning planks are just above these. Down below there are several stout planks in way of the rising line of the floors. A stringer is also placed along the inside over the butts of the second and fourth futtocks. In all other places the planking is the same thickness—generally about 24in., but this must not be taken as a rule. In model work it is almost impossible to put in the ceiling, so we shall not go into that here, but just keep to the usual amount of detail seen in finest old models. It is not uncommon for the modeller to plank one side of the vessel and leave the other side more or less open—just putting in a few strakes to act as ribands. In our next issue I shall continue with the deck plan of the schooner, and, though this will be a continuation of article started last month, it will be complementary to the present one. However, if any of our readers have not been able to get an exact idea from the above, or would like any particular points enlarged on, I shall be very willing to treat these in separate articles on request in an early issue. MODELS A MODEL OF A CELEBRATED SINGLE-HANDER LL our readers will be familiar with the A exploits of Captain Slocum, who sailed round the world in his cutter, Spray,” single-handed, with a cheap alarm clock as ship’s chronometer. Eng.-Captain M. C. Johnson, R.N. (Rtd.), now residing at Felixstowe, set himself, some time ago, the task of making scale models of various celebrated single-handers. This has proved most interesting and instructive, as the models are all built as actual sailing models. It has, therefore, given Captain Johnson the opportunity of observing their performance and suitability for single-handed sailing over long distances, Captain Slocum’s “ Spray,” in particular, has proved most successful as a model, and the prototype must have been a very able and easily-handled little vessel. The plans were taken from Captain Slocum’s book, and the model is on a scale of 1 in.=1 ft., giving a hull length of 44.5in. With 264 lb. of lead in her keel, the model floats at her correct designed L.W.L. Her builder writes about her: “She sails like a witch and runs like a racing yacht, and I am pleased with her all-round qualities. She does not need any helm when beating, the wheel being set amidships, and for running about half a spoke will keep her straight with the wind on either quarter. Her jibs, as will be seen from the photograph, haul her along as if she had a tug under her bows and she never fidgets. From her outer jib tack on bowsprit to end of mizzen boom she measures exactly 7ft. The sailplan is also scaled down from book drawings and proves that Slocum so balanced it that she would always keep her course with the Trades, whether on the bow or on either quarter. The model proves as handy, too.” It will be remembered that when Captain Johnson projected building this model he appealed to readers for details through our columns. He now says: ‘ Thank you again for your kind help in the matter of obtaining data, which enabled me to do the model properly.” The photograph reproduced on the opposite page was taken when the model “ Spray ” was beating up the Felixstowe Model Yacht Pond. The object on the end of the bowsprit is a rubber bumper. MARINE MODELS 149 WEATHER LORE By ARTHUR JOHNSTON HEN model yachtsmen congregate at VG any important regatta almost the first topic is the state of the weather. It is not surprising that a matter of such importance is the usual starting point for conversation as each skipper hopes to get the weight of wind that suits his own beloved yacht. From the beginning of the world the weather has been a subject of vital interest. Sailors, fishermen, shepherds and farmers, from necessity, have studied the signs in nature which foretell coming changes. Unfortunately, the town-dweller has lost this power of observation and is far from being a good weather prophet. He may have little need for this faculty in his daily life, but when circumstances demand his being weather-wise, as, for instance, when he is sailing a model yacht, the “ townie” finds himself at a disadvantagein comparison with those whose life is lived in open-air conditions. Having passed most of my life in Shetland, far away from big towns, I can recall many model yacht races when instinctive observation of the weather has enabled me to alter my trim or steering at a vital moment. This has won me many a board against less observant opponents, and possibly enabled me to secure those few extra points that make all the difference between winning a race and being among the “ also-rans.”’ Here is another typical instance of the townsman’s ignorance of weather signals. On one occasion, at an International Regatta, | mentioned to a model yachtsman, who has been sailing for years, that the South Cone was hoisted. Imagine my surprise when he blankly asked ‘‘ What's that?” Probably he had never seen or heard of this common gale warning, or if he had seen it, he had not troubled to ascertain the meaning. Modern meteorology is, naturally, very much ahead of the simple deductions based on observation by which our ancestors foretold the weather. Yet their observations and deductions were usually correct, and by MODEL OF CAPTAIN J. SLOCUM'’S *‘ SPRAY ” BUILT BY ENG.-CAPT. M. C. JOHNSON, R.N. (RTD.), ON A SCALE OF | See article on opposite page. in.=1 ft. 150 MARINE applying them a yachtsman or model yachtsman will benefit. These observations were often epitomised in the form of saws, adages and often doggerel rhymes, and in the course of the present article some of the best known of these will be quoted. Let us, however, start with a few general observations on the meteorological forecasts issued by the Air Ministry and Meteorological Office as given out to us by the wireless or published in our newspapers. The method by which these forecasts are obtained is generally known. All over the world observatories are established, and from these reports are issued at frequent intervals. These reports are carefully collated and charted, and from them it is possible to plot the course of disturbances and forecast accurately the weather at various points. For some of my readers it might be desirable to explain a few of the most common terms in use in these forecasts. A Depression is an area of low barometric pressure. A Cyclone is a system of winds that have a circulation round an area of low pressure _ with a spiral movement inwards towards the centre. An Anti-cyclone is a system of winds that have a circulation about an area of high pressure with a spiral movement outwards from the centre. In this connection it should be noted that air tends to flow from high pressure to low. An Isobar is a line drawn on a chart connecting places at which the barometric pressures are equal. A Millibar is a unit of pressure used as an alternative method of reading a barometer in place of reading the height of the mercury in inches. The length of the column of mercury depends on the pressure, and a reading in actual pressure is better for record and comparison. The ordinary atmospheric pressure at sea level is approximately 14.7 lb., which is the equivalent of 1,000 millibars. One Centibar is equal to ten millibars. The normal barometric pressure for the British Isles is 1,013.2 millibars (29.92 mercury inches). The highest recorded pressure is 1,053.5 millibars (31.11 in.) and the lowest 925.5 millibars (27.33in.). To get an accurate reading, the barometer requires correction if the latitude is not 45°. A correction has also to be applied for temperature, but high-class barometers have the MODELS temperature engraved at which they register accurately in latitude 45°. This temperature ts called the standard temperature of the instrument. Under these circumstances the only corrections required should be for index error (if any) and altitude. The above remarks as to corrections required by barometers apply to mercury barometers only. Aneroids require correction for index error and altitude only. The atmosphere consists of dry air and aqueous vapour mixed and generally exists as invisible gases. Its density is greatest nearest the earth, but becomes more rarefied at greater heights. The amount of moisture the air can absorb and hold in suspension increases with the temperature. As the temperature is higher in summer than winter the atmosphere can hold more water vapour in suspension in the summer than in the winter. The air is said to be at the Point of Saturation when it contains the greatest amount of moisture it can hold in suspension. Dew is caused by condensation of the moisture in the air due to the grass or whatever it falls on having fallen to a temperature below that of the air. When the object on which dew falls is below 32° F. what would have been dew becomes Hoar Frost. Cloud is aqueous vapour that has lost its gaseous state by being cooled below the point of saturation and, therefore, becomes visible. It is composed of minute spherical drops of water, except when formed at some point below freezing point, when it consists of tiny particles of ice. Rain is caused by a drop in the temperature of the ait below the point of saturation. The minute drops of water of which cloud is composed then become larger and heavier by condensation and, uniting into larger drops, they fall as rain. Snow is formed by the condensation at low temperatures of aqueous vapour on the tiny dust particles which are in the air. Mist and fog are really clouds on the earth’s surface. One other point which might be mentioned is the Law of Storms. Revolving storms are so called because. they revolve round an area of low pressure. In the Northern Hemisphere they revolve anti-clockwise and clockwise in the Southern Hemisphere. Such storms usually have a progressive movement and their track is known as the Path of the Storm and is the route taken by its centre. These storms are most frequent in the Northern Hemisphere from July to November and in the Southern between December and May. MARINE MODELS 151 The difference between cyclonic winds and anti-cyclonic winds has been explained, and these follow the Law of Storms in the direction of their rotation. In other words, cyclonic winds revolve anti-clockwise in the Northern Hemisphere and clockwise in the Southern Hemisphere. Anti-cyclonic winds, on the other hand, revolve clockwise in the Northern Hemisphere and anti-clockwise in the Southern Hemisphere. It should be added that cyclonic winds generally travel quickly and are accompanied by strong winds. On the other hand, anti-cyclonic winds travel slowly and are generally accompanied by fine and settled weather. Wind is said to veer when it shifts in a clockwise direction and to back when it shifts in an anti-clockwise one. Hot air rises and, in consequence, when a district is warmer than the surrounding ones the air will rise and the district becomes an area of low pressure. On account of the rotation of the earth, hot air is deflected to the westward and falling air to the eastward. Similarly, air moving from the Equator to a Pole is deflected to the eastward, and air moving towards the Equator from a Pole is defiected to the westward. As previously mentioned, air moves from an area of high pressure and into an area of low pressure, and this causes the wind. Its velocity is governed by the difference in pressure. Thus it will be seen that violent movements of the barometer indicate a violent disturbance. Gale Warnings. About seventy years have elapsed since a system of gale warnings was inaugurated in this country. This system provides for the issue by the Meteorological Office of notices of the probability of gales \ SOUTH ij \\ CONE NORTH CONE i een! HOW STORM CONES ARE HOISTED or high winds. These notices are sent by telegram to ports and fishing stations all round the coast. The receipt of one of these notices is made known by day by hoisting a black canvas cone on a flagstaff in a prominent position. These cones are 3ft. high and 3ft. wide at the base. By night, in some few ports, a signal is hoisted consisting of three lanterns hung on a triangular frame. When the cone is hoisted point upwards it indicates gales commencing from a northerly point and is known as the North Cone. If, however, the cone is hoisted point downwards it indicates that gales are expected commencing from a southerly point and is called the South Cone. In olden days sailors were without proper standards of comparison and made use of phrases such as “light airs,” etc., and in the days of sailing ships the wind force was often designated by the amount of sail a full-rigged ship would carry. Thus we have a “ wholesail breeze’ and similar expressions. However, about 1806 Admiral Sir Francis Beaufort laid down his famous scale, and a little later 152 MARINE MODELS introduced figures to represent the strength of winds by numbers. Here is the Beaufort : — Scale Miles per Hour registered by Anemometer. 0 to 3 8 to 13 18 23 28 34 40 48 56 65 75 90 Force. Calm Light Airs 1 to 2 3 4 5 6 7 8 9 10 11 12 The average yachtsman or model yachtsman has not the resources of the Air Ministry or Meteorological Office, nor has he the time to keep elaborate weather charts. Nevertheless, he will wish to be able to draw reasonably accurate conclusions from the materials he has. Primarily, he can make use of the official weather forecasts. He should also study his barometer, watch the clouds, sea and sky and other indications. The summer climate of nearly all coasts is characterised by what are known as Land and Sea Breezes. The land in the daytime becomes hotter than the sea and the air rises, producing an area of low pressure, and a breeze draws in from seaward and continues until evening. During the night the land loses its heat more rapidly than the sea and a land breeze springs up which lasts until morning. Apart from the effects of land and sea, changes of temperature during the 24 hours cause a periodic variation of pressure in the atmosphere, and this is more marked as one approaches the Equator. This Diurnal Vaniation is, however, not of much consequence to inhabitants of the U.K., as we are too far from the tropics. A falling barometer indicates the approach of a revolving storm or cyclonic wind. The tracks of cyclones which pass over Britain are erratic. Prolonged calms are of rare occurrence, even in summer, and are often the forerunners of bad weather, of which there are no more certain signs than swell in the offing and surf on the coast during a calm. Here are some little rhymes on barometer readings : — First rise after low Foretells a stronger blow. Long warning, long last; Short warning, soon past. When the wind backs And the weather glass falls, Then be on your guard Against gales and squalls. Any great change in the barometric readings presages a change of weather of some kind. The more violent the change in the barometer, the more violent the change in the weather. When a vessel is approaching the centre of a depression the barometric gradient appears to be much steeper than it really is. If the rate of fall increases the gale will become worse. If the rate decreases the gale will probably moderate. If one is using a barograph to follow events and the track is concave one can infer the wind is likely to decrease in strength. If the track is convex the reverse is likely. Turning from man-made instruments as weather indicators to Nature’s signs, we can be guided by the old weather saws handed down from older generations of | sailors, fishermen and the like. These deal with the sun and sky in the main. So let me try to set out a few of them. Sky red in the morning Is the sailor's sure warning, Sky red at mght Is the sailor's delight. Another version is the countryman’s : — Evening red and morning grey Help the traveller on his way; Evening grey and morning red Bring down rain upon his head. The same thing in other words will be found in the New Testament (Matthew, chapter xvi, verses 2 and 3). The following prediction is well known : — When the sun sets in a bank A Westerly wind we will not lack; But when the sun sets bright and clear An Easterly wind you need not fear. Here are some country verses about rain : — If the sun goes pale to bed, ‘Twill rain to-morrow, so ’tis said. If red the sun begins his race, Be sure the rain will fall apace. MARINE Rain from the East, Twenty-four hours, at least. When the rain’s before the wind Your tops’! halliards bear in mind, But when the wind’s before the rain You'll quickly hoist them up again, Rain before seven, Dry before eleven. There are many useful verses current amongst fishermen and longshoremen, patticularly in less sophisticated parts of our coasts, and I quote a few of the best of these : — When the wind 1s in the North Hail comes forth; When the wind 1s in the Wast Look for a we’et blast; When the wind 1s in the Sooth The weather will be gude; When the wind 1s in the East Cald and snaw come neist. Winds that change against the sun Are always sure to backward run. THE SCOTTISH 153 MODELS Winds in the night Are always bright, But winds in the morning Sailor take warning. Winds of the daytime wrestle and fight Longer and stronger than those of the night. Here is one about clouds : — When clouds appear like rocks and towers The earth’s refreshed with frequent showers. If clouds look as tf scratched by a hen Get ready to reef your topsails then. The first couplet of the above verse refers to the Nimbus (or Rain cloud) and the second to the Cirrus (or Mare’s Tail sky), which presages heavy winds. (To be concluded.) 6-METRES CHAMPIONS HIP CUP Photo. : John A. Stewart URING recent years the 6-metre Class has become extremely popular, especially in Scotland, and, in cons®quence, the Scottish 6-metre Championship Cup is very keenly competed for annually. SCOTTISH 6-METRE CHAMPIONSHIP CUP This handsome silver Quaich (from the Gaelic cuach, a drinking-cup) of traditional design has a bowl 8in. in diameter. The handles are adorned with the thistle floral badge of the Scots, and the Scottish National flag, of bright blue enamel with St. Andrew’s Cross in white, appears on the front. The inscription reads :— SCOTTISH MODEL YACHTING CHAMPIONSHIP CUP Six Metres Models, I.Y.R.U., Scale 13in.=Ift. Presented by WILLIAM HUTCHISON Paisley. — And on the shields on the plinth: ‘* Adapta,’’ T. Porter, Dennistoun Club, 26/9/31. ““ Corona,’’ H. Wright, West of Scotland Club, 1/10/32. “* Marion,”’ J. Cameron, Clydebank Club, 9/9/33. “ Violet,’”” A. W. K. Rodrick, West of Scotland Club, 15/9/34. Club, 14/9/35. “ Violet,’”” A. W. K. Rodrick, West of Scotland “* Clutha,”’ J. A. Stewart, West of Scotland Club, 12/9/36. The donor is a well-known model yachtsman and patron of model yachting who, after a serious illness, is now in good health and able to take an interest in the models and to indulge in real yachting again. Hearty congratulations to Mr. and Mrs. Lang may Hutchison on their recent marriage. their lum reek! 154 MARINE THE MODEL MODELS YACHTING FLEETWOOD ASSOCIATION’S REGATTA By W. J. E. PIkE, HON. SECRETARY, M.Y.A. THE BRITISH A-CLASS CHAMPIONSHIP, 1937 T is interesting to look back at the various rating | rules that have been used for classifying racing yachts and to see how they all contained some loophole through which designers were able to take advantage of the rule and to produce craft of a greater size and of superior speed form. The earlier rules, such as the Thames and the 1730 tonnage tule, lent themselves to length production with increased displacement and sail area, while the L. & S.A. rule lent itself to length cheating by the use of long, overhanging ends. Even more modern productions, such as the present I.Y.R.U. rules, are not without their bad points. So, too, the A-class rule has been’ exploited, and some designers have taken advantage of the displacement factor and have produced a type of model of decidedly ‘‘ freakish ’’ description. A model yacht of 53in. L.W.L. with a displacement of over 53 lb. is, to my mind, as undesirable a type as to other minds the light displacement skimming dish would be. Both are built to take advantage of the unrestricted factors of their respective rating rules and both may, with equal justice, be termed ** freaks.’’ While these members of the ‘* heavy brigade ’’ are excellent craft in a gale of wind, they are not at their best in lighter weather, as even their designers and owners must admit. What is wanted is not a one-weather boat, but an allweather one, and it should be possible to produce such a craft without going to the extreme limits of the rule. We have ‘‘ explored every avenue ”’ in the matter of heavy craft, so let us devote a little more attention to the production of a model of moderate dimensions and sail area that can sail fast in light weather and be of lighter weight, and consequently easier to handle on the bank or in the water, and yet can give good results under shortened sail in heavier weather. But more of this later; meanwhile, let me say in beginning that the work of organising the regatta was most ‘admirably carried out by the M.Y.A. Regatta Committee and the O.0.D., Mr. C. E. Lemon. The Fleetwood M.Y.C. had also done their utmost to ‘make the regatta a success. The new pumping gear ‘installed by the Fleetwood authorities also did its ‘bit by maintaining the high level of water required for an event of this magnitude. Monday, July 26. There were twenty-eight entries for this year’s event and the whole number faced the Starter when the first pair was started by His Worship the Mayor of Fleetwood, Alderman W. E. Simpson, J.P., at 10 a.m., the wind being about N.W. and with a velocity of about 20 m.p.h. The weather favoured the heavier craft and a glance at the Score Sheet reproduced will show that ‘‘ Fiend,’’ of Blackburn, had done well, while ‘* Aktis,’’ ** Harmony,’’ ‘* Heather Belle '’ and ‘* Rha’’ had also put up very good performances. The sailing was very good, but the skippers were not quite up to the mark as yet. Seven heats were sailed. Tuesday, July 27. At the time of starting the wind was N.W., velocity 16 m.p.h., but gradually dropping, boats being able to carry full sail. Through the day the sailing was good and the finishes very close, for instance, one between ‘‘ Annie ’’ and ‘ Volga.”’ The handling was better than during the previous day and everybody had settled down to the routine. ‘““ Harmony,”” of Birkenhead, was leading at the end of the racing with a score of 63 points, but was closely followed by ‘* Aktis,’’ 60 points, ‘* Heather Belle '’ 60, ‘‘ Janet ’’ 57, ‘* Primrose ”’ Wednesday, July 28. The day broke calm and fair with an E.N.E. breeze, velocity about 1.15 m.p.h. As can be well imagined, the sailing on this day was much slower. The weather favoured the lighter displacement boats, but some of the *““ heavies '’ were equal. At lunchtime ‘ Aktis ’’ had got 70 points, ‘‘ Harmony ’’ 69, ‘* Heather Belle "’ 65, ‘‘Janet’’ 62, ‘‘ Primrose’’ 61, ** Vanity "’ 60, ‘* Capri ’’ 59. After lunch the wind veered round to N.W. and hardened, and this gave a better opportunity for the heavier boats, although some of the lighter craft were not far behind. ** Fantasy '’ and “* Janet ’’ found the conditions more to their liking. ‘* Janet ’’ has been improved and given a new keel and a suit of sails of some oiled material, *‘ Fantasy,’’ although doing well, did not seem to be up to her 1936 standard, notably in the runs. ‘ Ebor,’’ of Bradford, had so far failed to score a point, although sailed pluckily throughout by her owner, Captain Porter. Now, at last, she managed to get two points and was loudly cheered as she crossed the finishing line. The wind had increased slightly and its velocity ce reached 10.8 m.p.h. and all boats carried full sail. Thursday, July 29 This was a disappointing day and the start was delayed until 10.35 am. At 9 a.m. the wind velocity was .8 m.p.h., but it increased slightly and sailing of a sort was possible, but was, of course, much slower. By mid-day ‘‘ Aktis’’ had scored 91 points, ‘‘ Harmony *’ 88, ‘* Primrose ”’ 80, ‘* Heather Belle ’’ 77, ‘* Janet ’’ 75, ‘* Capri ’’ 72, ** Suffolk ’’ and ‘* Vanity '’ 69. Fortunately, the wind freshened considerably during the afternoon, but ‘* Aktis’’ had still maintained her lead, although she had dropped 10 points: 5 to ** Suffolk ’’ and 5 to ‘* Harmony.”’ The eight leading boats were: ‘* Aktis’’ (Gosport M.Y.C.), 106 points; ‘‘ Harmony ”’ (Birkenhead), 103; ‘* Heather Belle ’’ (Fleetwood), 100; **Janet’’ (Y.M. 6-m. O.A.), 92; ‘* Fantasy ”’ (Y.M. 6m. O.A.), 91; ‘* Primrose ’’ (Glasson Dock), 91; ‘* Vanity ’’ (Fleetwood), 88; ‘* Suffolk ’’ (Gosport), 87. Thus, there were two Gosport boats and two Fleetwood boats in the finals, while the Y.M. 6-m. O.A. had also two representatives. MARINE 155 MODELS Photo.: R. Edge, Bolton ONE END OF FLEETWOOD LAKE DURING BRITISH A-CLASS CHAMPIONSHIP Photo.: THE FLEETWOOD REGATTA OFFICIALS R. Edge, Bolton 156 MARINE MODELS ‘** Aktis ’’ is owned and built who, jt will be remembered, Selection Trials and the ** Y.M."’ ** Gertrude.’’ ‘* Aktis ’’ sailed in Gosport but failed to do much. by Mr. R. Jurd, won the British Cup in [927 with the 1936 races at Her owner’s ex- cellent handling did much towards her win. ‘** Aktis ’’ was designed by Admiral Turner and is of the type originated by him and designed on his own Metacentric Shelf System. She was the heaviest boat present at the regatta, having a displacement of over 58 lb. She can be best described as typically Turner, having his form of mid-section, full fin-keel, canoe stern and small rudder hung on a small skeg, while, of course, she has a good beam and hull draught. Her approxi- mate dimensions are: L.O.A. 77in., LW... 53in:; Beam 16in., Sail Area 1,701 sq. in., Rating 39.26. * Janet,’’ the second boat, is owned by Mr. O. H. Gosnell, of the Y.M. 6-m. O.A., and was designed and built some years ago by Mr. W. J. Daniels. Recently she has been slightly altered and fitted with a fin-keel. She is a boat of more moderate dimensions and of a lighter displacement and is, to my mind, a much better example of what could be produced under the rule. I have already referred to ‘* Janet’s '’ oiled-fabric sails. ‘* Heather Belle,’’ the third boat, belongs to Mr. Photo.: R. Edge, Bolton ** AKTIS ” A reference to the Score Sheet will show that ‘* Ebor ’’ had managed to score at last, having picked up 12 points. Friday, July 30. A day of light winds—so light that starting was not possible until 10.30 a.m. After lunch the wind had dropped until it was too light for sailing. Although the weather conditions were supposedly bad for the heavier craft, *‘ Aktis ’’ had managed to get 121 points when sailing was stopped on Friday | evening. ' Heather Belle’ 117, ** Har- a oe mony 110, ** Fantasy ’’ 101, ‘*Janet’’ 99, ‘* Primrose '’ 96, ‘* Suffolk ’’ 95 and ‘* Vanity ’’ 94. Saturday, July 31. Again the wind was light, but by 11 a.m. a start was possible. By the afternoon the wind had risen and had got round to N.W. and there was some excellent sailing and some very exciting finishes. To attempt to describe the sailing heat by heat would take up more space than the Editor could spare, so suffice it to say that this day was a good conclusion to the Selection Trials and British A-class Championship. The heavier wind suited the heavier boats and ** Aktis ’’ maintained her lead, so that the final score was: ** Aktis ’’ (Gosport), 150 points; ‘* Janet’? (Y.M. 6-m. O.A.), 139; ‘‘ Heather Belle ’’ (Fleetwood), 136; ‘‘ Primrose ’’ (Glasson Dock), 134; ‘* Fantasy’’ (Y.M. 6m. O.A.), 130; ‘* Harmony ’ (Birkenhead), 122; ‘* Suffolk ’’ (Gosport) 114; ** Vanity ’’ (Fleetwood), 113. Photo.: ‘** FANTASY ”’ R. Edge, Bolton MARINE MODELS 157 THE INTERNATIONAL RACES J. Alexander, Jnr., and was designed and built by J. Alexander & Sons. She performed well all through the races. Monday, August 2. With the exception of the German boat, all the foreign competitors had arrived. The German boat, however, could not be found although great efforts were made to ascertain what had become of her. Herr Emil Zwalgun, the skipper, did not speak English, but managed, through the assistance of an interpreter, to explain that the boat had certainly left Germany. On Monday it was decided to hold a scratch race between the foreign competitors, or, rather, between a team of foreign boats and one British boat, representing Britain, in order to give the foreign skippers some idea of how we sailed and to give them some grounding in our sailing rules. As the German boat was still somewhere down ‘Fantasy '’ must be mentioned as she is an entirely amateur production, having been designed and built by her owner, Mr. G. Howard-Nash, of the Y.M. 6-m. O.A. ‘* Fantasy ’’ is another of the moderate type and looks more “** yachty ’’ with her varnished mahogany planking than do some of the other craft. She performs beautifully to windward, but did not appear to do quite so well on the tun. ‘* Fantasy ’’ has several novelties in fittings. Can it be that Mr. Nash has not yet got over the novelty of some of these gadgets? es As this is an official account of the regatta | must here just mention that the usual social events were held. On Wednesday there was a smoking concert at the North Euston Hotel and on Saturday, July 31, the challengers for the ** Y.M.’’ Cup and the regatta officials were the guests of the Mayor of Fleetwood, Alderman W. E. Simpson, J.P., at a dinner held at the North Euston Hotel. the line the German skipper was loaned an English boat for this occasion, and the writer was told off to show the German skipper the “* ropes,’’ or, rather, the rules, a matter of some little difficulty, as the German's English consisted of about three SCORE SHEET FOR BRITISH “A” CLASS CHAMPIONSHIP. Owner & Club. “* Patience ” ** Marion ” Major G. B. Lee, Ulster J. Anyon, Fleetwood ... 2 14 2 9 10 9 10 13 _— — — 24 45 = _— R. G. Bailey, Windermere... 11 20 9 17 — _ 57 -- Dr. C. A. Foster, Stanley Park, || 29 23 — — Vis od W. H. Porter, Bradford “ Capri”. R. G. Pearson, Huddersfield ... || 21 0 0 2 12 18 17 i 40 || 139 10 17 17 23 _— = 67 — 13 31 21 26 10 29 || 130 5th 21 14 7 19 — — 61 _ 14 13 — _— 44 — 8 17 26 — — 59 — 32 16 17 19 sia 30 “Water Wagtail * | A. Arnold, Bradford ... Z1 TIS? wie ... | J. Pemberton, Stanley Park, Liverpool. G. Howard Nash, Y.M. 6-m. O.A., Surbiton. Lt.-Col. W. C. Holden, Y.M. | 6-m. O.A., Surbiton. “* Fantasy ” ““ Naiad ” ** Annie” W. Leggatt, Paisley “Volga” Lachlan McLean, Scottish “A”? ** Fiend ”’ “© Scotian ”’ L. R. Corrooin, Blackburn ... Ian McPherson, Scottish “‘A”’ ** Aktis ’’... R. Jurd, Gosport “ Ceredig ” Peter Buchan, Aberdeen Class. Class. “* Beatrice ”’ “* Jupiter II” “* Vanity ” “* Suffolk ”” ; G. E. Hayes, Windermere... E. J. Blackshaw, Stanley Park, Liverpool. ... | E. G. Wade, Fleetwood .. | A. Jones, Gosport 7 7 17 12 — 5 8 14 13 -— 30 23 23 19 15 20 10 25 21 28 29 | J. Alexander, Jnr., Fleetwood 28 32 ** Bill Spriggs”... | J. Rigby, Bury.. “Primrose”... | A. & R. Wright, ‘Glasson Dock “* Gitano ”’ H. N. Amlot, Birkenhead 21 28 23 17 28 20 ““ White Heather VIL” ** Heather Belle’? “Harmony” “Flo:”* J. H. Catterall, Bury ... ... | W. H. Jones, Birkenhead H. Miller, Saltcoats 9 29 7 13 16 14 14 34 20 18 18 2 8 150 1st ae _ 10 30 15 20 13 20 15 16 11 29 17 19 23 22 — — — — — 8 8 2nd 68 56 — — 24 25 53 — -—_ 12 10 11 12 17 15 — 82 — 40 ... | O.H. Gosnell, Y.M. 6-m.O.A., || Surbiton. — 14 17 ** Janet ”’... Liverpool. 13 _ — 16 8 15 — 30 “Rha”... sé | Mon. Tues. | Wed. | Th. | Fri. | Sat. |) Total.|| tion. *“Ebor “* Anne Maree ” = Posi- Yacht. 51 43 72 — — _ 17 19 113 114 8th 7th ie 19 136 3rd a 5 — _ 38 — 73 134 72 — 4th _— vi ae _12 — 58 122 60 NOTE.—* Capri’ was skippered by Ben Fenn, “‘ Rha’’ by T. Pemberton, “‘ Primrose’? by R. Wright, and ‘* Gitano”’ by J. Edwards. Other boats skippered by their owners. —- 6th — 158 MARINE MODELS good board, France leading at the start and holding a good wind, but eventually losing to Sweden by about 6in. This gave Norway 3 points, Sweden 3, Britain 0, France 0. On the run home Norway was some distance behind at the start but gradually picked up. The British boat coming to shore, returned, and the Norwegian boat finally lost by about two lengths. The second heat pairs were Belgium v. Sweden and Norway v. France. Belgium beat Sweden, and Norway showed a fine turn of speed. Throughout the afternoon the sailing was very close and, fortunately, there was now a N.-Westerly breeze increasing in force. At 6.30 Norway had 30 points, France 24, Britain 23, Belgium 12, Sweden 11. For the first time in three years the French boat had beaten the defender to windward. The German boat had arrived at last and was hastily rigged and given a trial sail. The German skipper had, fortunately, secured the services of Mr. J. Howard-Nash as mate. Mr. Berge, who was also alone, had Mr. W. R. Emery for his assistant. Thursday, August 5. This was another disappointing day, as sailing was not possible until 2.15, the wind being N.W. and very light. Although the Fleetwood pond is excellent in many respects, it has the disadvantage of being in a hollow, and with the wind in this quarter the bank on the seaward side stops the wind and there is a calm patch all along the weather shore, making it very difficult for any boat start was made in a light wind. The first pair away were France and Sweden, but this board was a resail owing to a foul. The second pair to start, Britain and Norway, sailed a very exciting board to windward. Britain had the weather berth and led until nearly up to the winning line, when Norway found an extra puff of wind and just won. The French and Swedish boats also sailed a oo words, while the writer’s German vocabulary was nearly as limited. However, ‘* Ja’’ and ** Nein,” with a few ‘* Ach so’s,”’ etc., assisted by signs, were sufficient. This race was very interesting, as it gave some indication of the qualities of the foreign boats. As was to be expected from her previous performances, the Norwegian challenger was very good in the light wind that prevailed, while the French boat also looked as though she would be a very serious competitor. The Belgian skipper seemed, so far, not to have got the hang of his boat, while the Swedish skipper had trouble with his Vane gear. The final scores were: Britain 63 points, Norway 60, France 49, Sweden 37, Belgium 29, Germany 12. Tuesday, August 3. There was no racing on this day so the writer also took a day off. In the evening the Joint International Committee met and decided on the number of rounds to be sailed, etc. As the German boat had not yet arrived it was arranged that if she turned up she should be allowed to start. Wednesday, August 4. The start was postponed until 10 a.m. in case the German boat arrived, but when the time of starting arrived there was no wind so the start was again delayed until after lunch. At 2.25 p.m. a - ‘*‘ MUEGGEL,”’ “4 HERR EMIL ZWALGUN WITH GERMANY MON. H. BOUSSY WITH * SAGITTA,”’ FRANCE MARINE MODELS 159 the second round of the day the final scores were : — Norway 76 points, Britain 73, France 61, Sweden 41, Belgium 31, Germany 26. Thus the *‘ Y.M.’’ Cup goes to Norway again. In these races Britain was represented by Mr. R. Jurd’s ** Aktis,’"” Gosport M.Y.C.; Norway by ** Prinz Charming II,’’ Mr. S. O. Berge; Sweden by ‘* Gothia,’’ sailed by Messrs. Hede and Abrahamsen; France by ‘* Sagitta,’’ Mons. Boussy and Hill; Belgium by ‘* Lady Ra,’’ M. G. Heydt and Baron de Witt; Germany by ‘* Miiggel,’’ Herr E. Zwalgun. ‘* Aktis’’ has already been described, so just a few words on the foreign boats and their gear. ‘* Prinz Charming II’ has already been described in these pages and her lines have also appeared in Marine Mopets. Her dimensions are as follows: L.O.A. 79in., L.W.L. 50in., Beam 13.9in., Displacement 49.75 Ib., Sail Area 1,799.5 sq. in. She was designed and built by her owner, Mr. S. O. Berge, of the Norsk Modelseilforening. _ It will be remembered that Mr. Berge won the Cup in 1935 with the same boat and under practically the same weather conditions. The Swedish challenger was *‘ Gothia,’’ of the Sevensk Modelseil Club. She was owned by Mr. Axel Abrahamsen and designed by J. M. Inversen IN S\ Photo.: R. ** LADY RA,’’ Edge, Bolton BELGIUM to get away from this shore. Several of the competitors suffered from this cause. The German challenger sailed to-day and signalled her start by taking points from the defender, Britain, both ways in the first board. Britain, however, did better when meeting France. One of the best races of the afternoon was that between Britain and Belgium to weather. The Belgian won by good guying and crossed the line about half a length ahead of her opponent. The German craft had meanwhile beaten the French to windward, but lost on the run. At 5.45 the wind hardened into a good whole-sail breeze and the second round started. The German boat managed to lose her mast owing to the forestay parting and the mast being only stepped on the deck fell aft and then overboard, but, fortunately, no damage was done. At the end of the day the scores were: Britain 63, Norway 60, France 49, Sweden 37, Belgium 29, Germany 12. Friday, August 6. Sailing was resumed at | p.m., the wind being light. Britain lost two points and so did Norway in the first heat, while Germany did well. By now it was evident that the race lay between Britain and Norway. The weather suited the Norwegian boat, but Mr. Jurd sailed well and managed to defeat France and Sweden, and the German boat had also got a point or two more. At the end of Photo.: R. ‘* GOTHIA,’’ SWEDEN Edge, Bolton , | 160 MARINE MODELS SCORE SHEET FOR INTERNATIONAL RACES. -—— ee op ee a et Country Yacht Skipper Norway “Prinz Charming Il” | S. O. Berge Britain <<" Aktis ” France “* Sugitta ”’ Sweden ** Gothia ” 5 9 10 21 + 14 24 73 37 110 G 17 24 M.Y.R.A. OF AMERICA 24 W E are asked to give publicity to the following 9 24 14 15 Germany 11 3 14 61 49 110 iG, | Norway 6 Belgium if Germany 9 5 24 18 21 15 24 24 8 6 14 if 110 Belgium | Norway 4 20 24 Sweden 7 17 24 Germany Germany | Norway Britain France 10 19 19 4 110 + 10 14 3 11 14 5 PUTTING AN EYE IN A WIRE SHROUD ANY model builders do not use wire standing M rigging, but content themselves with water- 14 Sweden 6 8 14 Belgium a 10 14 26 Ad 70 | The very interesting table given above was furnished by the O.0.D., Mr. C. E. Lemon. It shows that Norway beat every country except Britain, Britain only lost to Germany, France lost to Norway and Britain only, Sweden lost to all countries except Belgium and Germany, Belgium only beat Germany, and Germany only beat Britain. The Cup conditions are not remarkably well drawn, as they speak of the Defender and Challengers, but do not provide for races being sailed on the tournament system, whereby total scores count regardless of whom they are obtained against. AT 10. Valuable prizes will be given and it is intended to interpolate the final races of the International contestants with those of the open events, so that a large gallery will be assured and opportunity given the foreign visitors to enjoy a large American regatta. A banquet will be served on Friday evening, October 8. 14 79 RACES M- (Marblehead) and A-classes on October 9 and 24 24 31 9 INTERNATIONAL BOSTON, OCTOBER 9—12. In addition to the International events, the Boston M.Y.C. will hold an open regatta, with unlimited entries for both 24 67 5 5 notice : — 24 3 9 43 Britain France | 24 15 Britain France | International event in which the holding country has the privilege of choice of water. The present methods of sailing are established by precedent, but the ‘* Y.M. ’’ Cup Committee (an independent body, whose main function is to regulate the Cup conditions) should put tha matter on a proper basis as soon as possible, since it is quite open to any Challenger under the present conditions to object to points scored against him by another Challenger being counted against him in his contest against the Defender. If such protest was lodged there is no doubt it could be legally upheld. If, therefore, the races had been sailed strictly in accordance with the ‘‘ Y.M.’’ Cup conditions, Germany would have been the winner as the only Challenger to beat the Defender, Britain. On the other hand, the position was the same last year, when France alone beat Britain and should therefore have been the Defender instead of Britain. Had this been so, she was beaten by both Norway and Britain, and as Norway beat Britain she would have won the Cup in any case. 3 Sweden Belgium Sweden Won | MODELS Actually, the races are an ordinary Open cord, Wire is actually no more difficult to handle than cord and gives far better results. For model yacht shrouds the best material is stainlesssteel stranded wire, which, as mentioned in the Advertisement Columns of this magazine, is obtainable from Messrs. Bond’s, Ltd. This material is also suitable for prototype model steamers, but builders of model sailing ships must be guided by period as to whether they use hemp or wire, and in the latter case phosphor bronze wire is better than stainless steel. For thimbles white metal paper eyelets can be used if opened out. Cut the wire to length, allowing from lin. to 14 in. for the splice. Turn the end of the wire neatly round the eyelet and then serve very neatly with thin copper binding wire. Put the serving on against the lay of the wire, and serve to a point slightly above the end of the wire from just above the eyelet. Solder everything neatly together, using Fluxite or some similar flux. If the worker is not a neat hand with the soldering iron, the splice can be put into the flame of a gas jet until the solder runs right through the splice and then wiped off with a piece of cloth. MARINE MODELS 163 coe ms pale a eS [As the space available for Club News and Racing Reports is limited, Club Secretaries are requested to make their reports brief and to the point.—EDITOR, BRADFORD M.Y.C. The annual race for the‘* Sydney Carter’’ Cup was held on June 20 under trying conditions, the wind varying in intensity all day. This cup was originally offered for the‘* fastest boat in the club each year,’’ and the necessary handicapping to suit the various classes has proved more difficult each year. It has, therefore, been decided to award this cup to the fastest boat of one class yearly. The cup was won by “‘ Maid of Lorne ”’ (S. S. Crossley) after a resail with ** Waveney ’’ (J. P. Clapham). Through the courtesy of members owning cars eight of our members with 6 10-raters were transported to the Scarborough sailing water on June 5 to meet their club in a friendly match. We received a cordial welcome and thoroughly enjoyed the trip, in spite of the fact that we were hopelessly outclassed (104-74), though ‘‘ Raven”? (a M.M. Stella Sharpie, G. Kitchen) and “ Atalanta’’ (a Daniels model, F. C. Hirst) secured Ist and 3rd prizes respectively. With regard to the proposed Northern 10-Rater Regatta, we have asked the M.Y.A. to postpone the date mentioned in the August number (September 25) to a day later in October in order that the weeds will have disappeared. J. P. CLAPHAM. MARINE MODELS.| the double event—both the 36in. Restricted and 50-800 Championships, W. E. Greenhalf being only one point behind him in both classes. On the Monday we had the “ Brignall Bank Holiday ’’ Cup: race, the winner this time being D. E. Cheal with ** Golden Gleam.”’ The water is getting very low at Ecclesbourne Reservoir, so that serious racing seems to be off for the time being, although the usual band of enthusiasts will doubtless be seen while there is any water at all. Quite a few of the members will now be busy smartening up their craft for inclusion in the Exhibition of Model Craft and Engineering. which we are running in connection with Carnival Week, August 28 to September 4. One of **“ Queen Mary.’’ We can rely on our speedboat members for a good show in the mechanical department. Also on view will be the silver trophy, which we are intending to offer for international — sa Serer ee cman niarmenanits ” = Ea HASTINGS AND ST. LEONARDS M.Y.C. Racing was very much spoiled on Sunday, July 17, by a very light and fluky wind. In the morning we sailed for the 36in. Restricted‘* Monthly *’ Cup. This resulted in an easy win for ‘* Redwing,”’ a sharpie, owned and sailed by D. Cheal, who is to be congratulated on being the youngest sailing member to win this Cup. In the afternoon the wind dropped right away, so the last round of the 36in. Restricted Championship had to be postponed for a fortnight. On July 24 we had the Marblehead ‘* Monthly ”’ Cup in the morning. With a nice fresh South- Westerly wind, this resulted in a win for another sharpie,** May B.’’ (H. P. Veness). In the after- noon the final Fania of the Club Championship 50- 800 was sailed off, ‘‘ Thistle’? (G. Adams) making top score with five points, and Messrs. Cheal (father and son) coming next with four each. The Championship therefore goes to our Hon. Sec., W. J. Balcombe, with a total of 29 points to ‘‘ Curlew ’’; second with 28 points ‘* Mag ’’ (W. E. Greenhalf), and third ‘‘ Doris ’’ (D. E. Cheal). On Sunday, August 1, we had a race for lady members in the morning, Miss Stillwell being first over the line with ‘‘ Pigeon,’’ and the final round of 36in, Restricted boats in the afternoon. Our Secretary again took the points to secure him the Championship of this class, thus pulling off the items to be shown is the 27ft. official model of the MRS. PILBEAM (HASTINGS AND ST. LEONARDS M.Y.C.) holding ‘‘ Pamela,’’ a Daniels 50-800 Class Model. She is wearing the smart uniform dress devised for Lady Members of the Club — 164 — MARINE competition for the Marblehead class, if we can get it delivered in time. Our powerboats still draw good crowds at the Alexandra Park pond on Thursday evenings, and have become one of the events of the week to which certain residents and visitors look forward. Being a free account for this, but all the advertisement for the club. show same, may it partly is a good H. P. V. CLAPHAM M.Y.C. The club’s newly-formed 36in. Restricted class section has made excellent progress during the pre- sent (its first) season. The small class has proved very attractive to junior members, and the section, which strong. is completely self-governing, is now 15 Matches are arranged with the Blackheath and Forest Gate Clubs, and it is hoped to take a full part in inter-club racing next season. The club is very proud of the achievement of Denis Knight, one of the junior members, who has followed up his fine performance in the 36in. Restricted national championship, by winning, very handsomely, the Littlehampton Club’s ‘* Leader ”’ Cup, raced for on the Littlehampton water, on August 8. Mr. Knight, who is new to model yachting, joined the club only this season, and his boat *‘ Wasp ”’ is entirely his own work, and the first he winners great has built. His achievement against the of the national championship deserves praise, and was highly commended by the officials of the home club when presenting him with the Cup. D. M. MODELS SALFORD PARK (BIRMINGHAM) M.Y.C. Racing for the Evans Trophy for 36in. Restricted boats produced good sport, especially between ‘Cub ’’ and ** Tahita,”” who were level on points at the last board. The first three boats are all of the same design. ‘*Cub’’ is doing remarkably well this season, and has a very good chance of winning the Club’s Championship Trophy, being many points ahead of the runner-up after two out of the three rounds have been sailed. Results: “Cub” (W. E. Edwards), ‘‘ Tahita’’ (B. E. Gough), ‘* Morning Star ’’ (F. Riley). Easton Trophy (6.-m.), for club members only, started in a very poor wind, but freshening later, sailing improved, and a close finish resulted, only five points dividing the first three boats. Results: ** Babs “’ (N. Stansfield), ‘‘ Iris ’’ (S, Langford), ‘* Thistle ’’ (W. R. Dibbs). The Trophy and prizes were presented by Mrs. Butler. Mr. L. T. Allen was O.O.D., assisted by Mr. F. Eades and Mr. R. G. Ingram. The outlook for model yachting in Birmingham is very promising, and we are able to offer several more attractions to members, having had five trophies and many prizes given us this year. The club has many opportunities for making model yachting popular. Its splendid pool is situated in a public park only 14 miles from the centre of Bir- mingham. There are also other attractions for sport in the park, such as tennis, bowls, cricket, rowing boats and a running track where champions are often seen. Many of these are amongst interested visitors received in the boathouse. W. D. CREESE, Hon. Secretary. FOREST GATE M.Y.C. The annual race, on June 19, 1937, for the three medals presented by J. Herbert Scrutton, Esq., attracted an entry of fifteen yachts. Once again the home club was well and_ truly beaten by visitors, the result only showing Forest Gate obtaining the third medal with Mr. R. H. Elwood’s ** Flier.”’ The first prize went to Mr. C. Chandler, of Clapham M.Y.C., sailing ‘* Onaway.’’ Last year he won the second medal with *‘ Albatross,’’ and so has only to win a third to have a complete series. The second medal was won by Mr. H. Hawkins, of M.Y.S.A. (Kensington), sailing ‘‘ Diophrite,’’ one of the redoubtable ** Jim’s ’’ designs. _ Sailing conditions were not highly satisfactory, for the wind varied between S.E. and N.E., and, while the open situation of the Forest Gate Lake gives a true breeze from either of these quarters, the quickness with which the breeze changed direction caused much inconvenience to skippers, particularly the writer. All the more praise goes to those who gained the points. FOR SALE Photo.: D. Macdonald. DENIS KNIGHT (JUNIOR SECTION, CLAPHAM M.Y.C.) with his model ‘* WASP,’’ 36in. Restricted Class A’? GLASS YACHT, “ VANITY.” Turner design. 3 suits sails, 3 balloon spinnakers and 2 flat by Alexander. 1st Fleetwood Open Regatta, 1936. Winner Brierly Cup and Luck Trophy, 1937. Finalist National Championship, 1937. £20 or nearest offer. Apply: E.G. Wade, 74, Harrowside, Blackpool. MARINE E much regret to record the death of Mr. John Hunter, of Saltcoats, which took place on August 11, at Kilmarnock Infirmary, subsequent to an operation. Our deep sympathy goes out to his widow and family. Mr. Hunter was well known in the district owing to his long connection with the Ardrossan Burgh Pipe Band, for which he acted as Pipe Major and eventually as Drum Major before resigning. He was one of the original members of the Saltcoats Club and always keenly interested in models, rarely missing a race. One of his fellow-members remarked to us: *‘ He was one of the keenest and the squarest men in the club.’’ What better epitaph could any of us desire? Horizons we reach for, melt and loom again, Ever beckon onwards while we strive in vain, Ere at last the vision fades and we at Home remain. * * * Oh dear! Oh dear! ‘** Scottish Model Yacht Championship won by an Englishman.’’ ‘** Scots fail in Model Yacht Championships.’’ Such were the headlines in the Scottish Press referring to the ** Robertson ‘’ Cup race at Fleetwood, the only correct report published being our own contribution in the Glasgow Herald. ** It is all in the ” Of course, Scottish Championships are confined to representatives from clubs affiliated to the Scottish M.Y. Association. On the other hand, the ‘‘Robertson ’’ Cup has an even greater significance, as it is open to recognised clubs the wide world over, but it is not a Scottish Championship. As regards the race itself, we are sorry that, contrary to our original intention, we did not get down to Fleetant wood and, consequently, have no comment to make beyond expressing our congratulations to Messrs. Wright on the extraordinary performance put up by ‘* Red Rose.’’ In a race of this description the loss of only one leeward board throughout the entire tournament must be a unique experience, and reflects great credit on the model and her crew. We hope to see the combination here in Scotland next season, and that the race will constitute an ‘* Empire ’’ event in connection with the great ‘* Empire ‘’ Exhibition to be held in Glasgow during 1938. The showing of the Scottish models was rather disappointing; apparently they found the weight of wind too heavy, but it is all in the game, and from what we hear our colleagues found more than compensation in the warm welcome and hospitable treatment they received during their visit. The West of Scotland Club desires to thank V. F. Wade, Esq., and all the other gentlemen who so kindly assisted him in the con- duct of the race. May we just complete this para- graph with congratulations to Mr. Sam. O. Berge on his second success in the A-class event, and also MODELS to Mr. R. Jurd on his second successful essay for the British Championship. [No comment?—ED. M.M.} At the Fife resort of Tayport a certain amount of interest is being worked up in our sport, and at the Annual Holiday Gala promoted by the Town Council, one of the attractions consisted of a tripartite race between Perth, Dundee, and the new Tayport Club, for a challenge trophy presented by ex-Provost C. B. Black, open to the three counties. Details of the actual race are somewhat meagre, but apparently it created a good deal of interest for a large crowd of holiday spectators and proved extremely successful. Perth carried away the trophy with a score of 78 points, Dundee and Tayport both registering 51. Which is not at all a bad initial effort for a newly-established organisation. We hope to see the new club making progress and trust its advent will enhance the appeal of the sport in the three districts, as we believe it will. The Port Bannatyne ladies have at long last been able to carry through their twice postponed race, and six models were skippered by them on July 20. The course, on the open waters of Port Bannatyne Bay, was twice over a triangular round of about four miles. Handled from skiffs, each crew consisted of a lady skipper and a mere male to do the necessary rowing. A good deal of excitement was manifest as the position of the competitors changed constantly. In some cases the boat’s crew were man and wife (or should we say, Captain and mate?) and both being equally anxious to win, this provoked a clash of opinion, shall we say, with amusing side-lights. In one instance an exchange heard was: *‘ Sit in the middle of the boat and let me row ’’; another, ‘‘ If you say another word out of place to me I| will leave the boat and go ashore.’’ In other cases the ‘* man ”’ had to grin and bear a good deal of criticism, while he saw his model being left far behind. An ungallant remark was passed that ‘they durna utter a cheep ’’! We hasten to disclaim responsibility for the foregoing: it has been communicated to us, and wild horses ‘* wouldna ’’ drag out the name of our informant. In any case, perfect harmony was re- gained after all the excitement had subsided, and the result was declared, ** Marjory “’ (Mrs. J. McMillan), *‘ Gladys ’’ (Miss G. Gow) and “* Jean ”’ (Miss H. Loch) being first, second and third, respectively. Bravo, the marriet yin! Sincere felicitations to all the fair sailors on their capable effort. Other Port Bannatyne results: Mr. J. Currie’s prize ** Jean ’’ (W. Loch), ‘* Gladys ’’ (H. Gow), and ‘* Nanta ’’ (H. Malcolm). First round for the ** Sir Charles McAndrew ’’ Cup—* Jean,”’ ‘* Gladys ”’ and ** May ’’ (G. Meldrum). Final of the ** Robert Malcolm ’’ Memorial Cup competition—*‘ Gladys,’’ with *‘ May ”’ and “ Britannia’? (W. Macauslane) equal for second. A deciding race is to be sailed between these two, and as they are keen rivals 166 MARINE a great tussle is anticipated. We understand that a good entry is expected for the 6-m. open regatta, promoted by the club for September 25. The Scottish A-class Championship was conducted at Saltcoats on August 7 with a good South-West breeze, causing most of the competitors to reef down to second suits. Nominally six clubs participated. ‘‘ Scotian ’’ secured the honour with 23 points for the Scottish A-class club, with Mr. Jas. Catteral, of Bury, acting as skipper, and the Scotstoun Club claimed second place with 14 points returned by ‘‘ Heather Belle,’’ skippered by Mr. Jas. Alexander, Jr., the boat herself being a product of the Preston firm. We appreciate the happy AngloScottish combination hereby revealed, but, oh! waes us, how has Scotland fallen! Seriously, we hope our A-class friends will gather valuable experience from the contact and eventually provide the familiar reversal of the position of Master and Pupil. We are exceedingly sorry we missed the opportunity of renewing acquaintance with our English friends at the race. We were about to leave for Saltcoats when we were yanked away by our commanding officer, with no notice and no back-chat, on a week-end tour to the Highlands. Is this a good excuse? We hope it is only a pleasure deferred for a short period. Queen’s Park have run two races for 12-m. On August 7, for prizes presented’ by R. R. Finlay, Esq., the result gave: Ist, ‘‘ Glenmore” (R. Thomson) 16 points; 2nd, ‘‘ May Queen”’ (J. Smith) 11; 3rd, ‘* Sezu’’ (O. Dawson) 10. The race on August 14 concerned prizes provided by C. Breare, Esq., and this gentleman, together with Mr. J. Breare, also a patron of the club, was present on a visit from the South and personally handed them over to the winners as follows: Ist, ‘‘Alwyn”’ (J. Miller) 18; 2nd, ** May Queen “’ (J. Smith) 15; 3rd, ‘* Vashti’’ (J. McDowall) 15, after a final between the latter pair. The Victoria Club Open 6-m. Regatta, on August 14, brought our 24 starters. A much larger entry was received, but evidently the vile weather prevailing in the morning deterred a number from keeping the engagement. Starting half an hour late, however, the race turned out most enjoyable, as conditions gradually improved and a freshening wind made for fast sailing. Three heats were completed, and ‘* Fairway ‘’ (C. H. Chambers, Victoria), with ‘* Mary Mac’’ (P. McKeown, Elder Park), returned full cards of 15 points. The ensuing final went in favour of ‘‘ Fairway.’’ Third prize was taken by “‘ Jean ’’ (A. McKenzie, Dennistoun), 13, and the fourth went to ‘* Saskia’’ (A. Young, Victoria). In striking contrast to the climatic conditions at Whiteinch on the same date, the first challenge race for the ‘‘Lewis’s’’ Cup, at the instance of the West of Scotland Club to the holders, at Saltcoats, was favoured by bright sunshine and a fresh breeze. Teams of three A-class were pitted against each other, and the result confirmed Saltcoats’ claim to the trophy with a score of 43 points against 32 returned by the West. Individual honours were also secured by Saltcoats with ‘* Flo’’ (H. Miller), winner of the Cup earlier in the season, leading the fleet with 22 points, and her clubmate ‘* Wee Scottie ’’ (J. Taylor) following in her wake with 18 points and taking the second of two prizes kindly provided by Messrs. Lewis’s Royal Polytechnic Stores, Ltd., to accompany their Cup. It is notable MODELS that all the models participating are new this season, and the winning craft, designed and built by her owner, has already a goodly list of successes in open Scottish events to her credit. She also made the best showing of the Scottish contingent at the British Championship race at Fleetwood. The race was run at a fast rate, and while all the competitors carried full suits some of them would, probably, have benefited if less canvas had been bent with the breeze prevailing. The Saltcoats club entertained the visitors to tea after the race, and a genial, friendly spirit was evident among the company. We had the honour of assisting Mrs. H. Miller to present the Cup to her husband. We have a whole lot of matter yet in our mind, but as it is more or less extraneous to the sport, out of sympathy with our Editor we refrain. Say thank you, Mr. Editor! We know that is mild to what you will exclaim inwardly when you get this budget. SCOTICUS. BLACKBURN AND DISTRICT M.Y. AND P.B.C. The club held its first power boat regatta on Sunday, August 22, on its own water at Whitebirk, Blackburn. The weather was ideal, the water being without a ripple. It was originally intended that the event should be very informal, but the eagerness shown by members of Northern clubs to attend at short notice made the event a full-sized regatta. Twenty boats were entered and many familiar faces were seen at the starting point. A pleasing feature was the absence of time lag between each run, very few competitors experiencing starting troubles. First place in the 30 c.c. class .was secured by Mr. A. Wilson, of Fleetwood, with ‘* Pongo,”’ showing a speed of 24.6 m.p.h. for five laps. Mr. Innes, of Altrincham, came second at 23.5 m.p.h. The thrill of the afternoon was provided by Mr. Ellison, of Birkenhead, whose flash steamer, ‘* Meteor,”’ burst into flames on the first lap and had to be forcibly submerged. ‘‘ WE4,’’ owned by Mr. W. Eaves, of Fleetwood, slipped the tethering cord and adopted a ‘* Back-to-the-Land ’’ movement, fortunately without serious consequences, and was soon running again after minor adjustments. Mr. Booth’s ‘‘ Spook,’’ of which much was expected, proved reluctant to start, but later in the afternoon began to show promise. Unfortunately Mr. Booth had to leave, but not before much admiration had been shown for the beautiful workmanship displayed in his boat. In the 15 c.c. class only three boats were successful in completing three laps. Mr. H. Hayhurst, of Blackburn, returned the best time of 25.3 m.p.h. with his boat ‘‘ P’raps.’’ This speed eclipsed the best time shown in the 30 c.c. class. A close second was Mr. Innes, whilst third place was secured by Mr. Wilson’s ‘*‘ Wasp.’’ Mr. Litherland, of Birkenhead, seemed still out of luck, whilst Mr. Wraith’s ‘‘ Mrs. Frequently “’ again lived up to her name. An interval was called for tea, after which the steering competition was held. In this event Mr. Wraith regained his laurels by competitor to score with his boat being the ** Adel.”’ only JOHN LISTER, Hon. Secretary. MARINE FARNBOROUGH The holder, Mr. Rowe, opened proceedings with a good run in 27.4 secs. Mr. Marsh (Southampton) did two fast laps and then slowed up. Mr. Porter followed with a good steady run. Mr. Cockman’s ‘Tfit V”‘ was not up to her best form. Mr. Parris made a fast run and was followed by ** Betty,”’ which put up the best run of the day. Mr. Miles (S. London) also put up a good run. Mr. Noble did not finish, and ‘* Faro,’’ whilst completing the course, only got going properly after several laps had been covered. REGATTA The above regatta, held on August 22, was one of the high spots of the 1937 season as far as powerboat men were concerned. The racing on the Cove Reservoir, Farnborough, was not only attended by an excellent muster of competitors, but by a very large and interested crowd of spectators. The weather was very kind, as there was brilliant sunlight tempered by a pleasant breeze. With the present crusade against the litter nuisance it is unfortunate to relate, however, that the crowd left a great deal of litter behind, which left the members of the small Farnborough Club to put in some hours of hard work in clearing up. The event. first Each event boat was was a special laid on Quick the bank Starting and 167 run at 28 m.p.h. or over at previous M.P.B.A. regattas. One run (or two starts) is given, with a second run by request if the first run is made at a speed over 38 m.p.h. WITH HE POWER B OAT M.P.B.A. MODELS on the word *‘Go’’ her owner had to pick her up, hook on and start up, and then run three laps. The first away was Mr. Rowe, with ‘* Rumba,” who put up a very good show. He was followed by Mr. Noble, of Bristol, with ‘* Bulrush,’’ who did not finish. Mr. Westbury came next with his little 15 c.c. ** Golly.’’ ‘‘ Faro’? (Mr. Williams, Bournville) got going smartly and put up a fine run. Mr. Parris came next, followed by ** Suzy ”’ (Mr. Buss, Victoria), 15 c.c. Mr. Miles (S. London) then started, but failed to finish. Mr. Walker (S. London) had some trouble in starting and “** Little Audrey *’ (Mr. Taylor, Victoria), 15 c.c., also lost time. ‘* Happy Days “’ (Mr. Ripper, S. London) failed to finish. ** Betty ’’ (Messrs. Innocent Bros.) had not been tested since the repairs occasioned by the accident detailed in our last issue and proved refractory. ** Crackers “’ (Mr. Porter, Farnborough) started up well and made a nice run. Results: Ist, Mr. Williams, Bournville, ‘* Faro,’ 41.1 secs; 2nd, Mr. Porter, Farnborough, “* Crackers,’’ 43.7 secs.; 3rd, Mr. Rowe, Victoria, ‘* Rumba,’’ 51 secs. , On resuming, after lunch, a Speed Race of 300 yards was held for the 15 c.c. Class. The competitors were: ‘*Golly,’’ ‘‘ Little Audrey,” ** Zena ’’ (Mr. Eames, Victoria), the flash steamer, ‘Tornado II’ (Mr. Martin, Southampton), ** Suzy ’’ and ‘* Happy Days.’’ The result was: ** Golly,’’ 23.16 secs. (approximately 264 m.p.h.), 2nd, ‘* Happy Days,’’ 27.2 secs. The Farnborough Speed Cup for 30 c.c. and flash steamers up to 16 lb., over 500 yards, was the next event. There are special conditions governing this event which are worth setting on record, as they had the effect of eliminating slow boats and making the competition much more interesting. In the first place, entry is limited to boats that have The results were: ‘* Betty,’’ Mr. Parris, 38.2 m.p.h.; 3rd, m.p.h. 43.5 m.p.h.; 2nd, ‘* Rumba,’’ 37.33 The Steering Competition for the prototype and free-running boats followed. The top scorer was Mr. J. Vines, who made three bulls (i.e., 15 points of a possible 15) with ‘* Silver Jubilee.’”’ There was a tie for second place between Messrs. Vanner and Curtis with 13 points, which required several re-runs to settle, but the ultimate result was that Mr. Vanner took second place with ‘* Leda III” and Mr. Curtis third with his new tug *‘ Wortha.”’ The final event was the Towing Competition for the famous Farnborough Marrow. This was again won by Mr. Vines in 26.2 secs., with Mr. Porter, Jnr., second, using his father’s racer ‘* Crackers.’’ Mr. Cockman gave the spectators a thrill in this event. In conclusion, we should like to congratulate the Farnborough Club for the prompt and businesslike way this regatta was run off. Everything went like clockwork, and ‘there were no hitches or undu delays at any point. . MESSRS. BOND’S REMOVAL N our notice of Messrs. Bond’s removal last month, we somehow omitted to fill in the number in Euston Road where their new premises are situated. We must apologise to all concerned for this error. Their new address is: 357, Euston Road, London, N.W.1. As we have had enquiries for stainless-steel stranded rigging wire suitable for A-class models, we would again draw attention to the fact that Messrs. Bond stock this, as mentioned in their announcement on our cover. 168 MARINE MODELS AMERICAN NEWS By C. O. BROOK (Hon. Secretary, Eastern Division of M.Y.R.A.A.) | HERE seems to be but one kind of news from clubs all over America. All clubs report what they universally term ‘* Church Winds,”’ that is, they blow fine all the week—Monday to Saturday—and rest on Sunday. South Jersey M.Y.C. reports more than 40 models entered in a recent League Match, only drifting matches were the order of the day. The M.Y.R.A.A. annual meeting came near being an “ all-night session,’ and many of us had to put match-sticks under our eye-lids to hold them open before the meeting adjourned at 3 o’clock of the morning. That young skipper, Bill Bithell, certainly runs a close second to ** Mike ’’ Vanderbilt: after winning the Trials and Finals in 1935 and 1936, he again repeated in 1937. Not being satisfied with that, he won the 1937 Trials a second time—first the Internationals, then the U.S. Championship Trials. That’s what one would call constant repetition. Up to the minute, I have not heard who won the Final. There are 44 clubs in the M.Y.R.A.A. at present —-more than have ever been affiliated before. The Treasurer’s report, as well as all other reports, was most gratifying. There is also a new division, the Pacific Coast Division, with five clubs affiliated, and racing from now on will be scattered all over the States. Divisions have found it necessary to have Divisional Championship races for both classes. National Championship and Challenger races will, in the future, run concurrently from the East to the West to the Pacific coast. Each Division gets it but once in three years. The same officers handle the ‘*‘ wheel ’’ of the M.Y.R.A.A., so with their past experience and present understanding of conditions in the sport, we have every reason to look forward to a progressive ar. I recall that in a recent issue of MARINE MODELS several suggestions were made to raise funds for British events. At the M.Y.R.A.A. meeting it was voted that each club would make a charge for entrance to any inter-club event, 10 cents (5d.) for each entry. These receipts will be turned over to the M.Y.R.A.A. Treasurer for use in the International 50-800 race at Boston in October. It was felt that no one would mind paying so small a sum for a day of racing, and yet, in the time between now and October, quite a fund can be built up if all clubs co-operate. The psychology is simple to understand. One objects to paying (as happened in this club one time) $3.00 per year, but is happy to pay 10 cents each week. Quite a popular habit among skippers in America is the use of brightly coloured oiled silk for sails on the 50-800 class; it is seen also on a few of the A-class models—one A-class boat actually sporting black silk sails. On the 50’s, it makes a very colourful showing, and is generally used to match the hull and spars; thus a red hull carries red spars and sails to match, and sometimes even to the cordage being a matched colour. This idea seems to attract wide attention among the spectators. For the A-class, I think I shall still attempt to make my yacht look as *‘ boaty *’ as possible. Since the launching = the ‘* Ranger *’ with its peculiar *‘snub-nose’’ bow, we can look to see many of the 1938 A-class boats out with the stem-head removed and nicely rounded, A few ounces of weight can be saved, but there will be the danger of *‘ filling ‘’ the forward sections and taking a lot of Q.B. penalty. We may claim originality in our model designs, but we can’t escape the ‘‘copy-bug”’ when we hear much of a bigger boat’s lines—quadrilateral jibs, immensely high jibs, great bulging spinnakers—each intrigues us until we have tried it (and usually discarded it). After all, a fine, wholesome, conventional type hull is hard to improve on; ditto for the rig and rigging. Well, I see that John Black is champion in the 50-800 Class—winning both the Eastern Trials and the National Championship event. John drove many miles out of his way to chat with me on his way to and from Chicago, Ill., where the National Races were held. 37 points above the runner-up! Here it is: ‘‘ Cheerio’’ (John Black, Marblehead M.Y.C.) 187, ‘*Ly-Lo”’ (Irv. Richards, South California) 150, ** Lucky Breeze ‘’ (Herman Meyer, Grand Rapids) 146, ‘*‘ Chalama ’’ (Geo. Emberton, Long Island) 143, ‘* Tepo III ’’ (Tex Foster, Long Island) 143, ** Zip II ’’ (Geo. Barron, Ogden Park) 133, ‘‘ Cupid *’ (Tom Malloy, Chicago) 122, ** School Boy III ’’ (Wm. Rowe, Detroit) 102, ** Valiant II ”’ (Percy Phillips, Trelawney) 86, ‘‘ Alpha” (H. Avery, Long Island) 81, ** Typhoon ’’ (Gil Lee, Detroit) 80. It seems quite hard to put the “ old-timer’ down, and that means that John is the American choice to meet the European Skippers at Boston in October. , I expected the boys would put up a job on our friends from across the ‘‘ pond.”’ Doc. Stout’s wife certainly is a whirlwind for working at these regattas—comes as a guest and pitches in to help the hosts do their work—several others, both men and women, came to play and stayed to work, that’s real friendship. One of the old-timers, *‘ Art ’’ Brassington, of the Clove Lake M.Y.C., proves that he is 76 years younger than many of the “‘ kids ’’: he hops atop a 10in.-wide fountain and poses like a “‘ flying god “’ of mythical lore. Simply refuses to grow up, and what a hard competitor to sail against— cool, smiling, uncomplaining at all times, he is usually at the top of the list. When it comes to getting a real ** kick ’’ out of the sport, watch the women when they sail—and especially when they win—better than youngsters at a circus, making the air ring with their high-pitched enthusiasm; some of us men skippers should try it. K. Lloyd, of the South Jersey M.Y.C., made a fast trip with his family to reach the Deeper Hudson Regatta just in time to rush to the banquet table— we knew Ken would not miss it. Our view of the future of the sport looks brighter every event we attend—new faces, and all the old ones, the same hearty smile and greeting, the reports of the M.Y.R.A.A. Secretary and of the MARINE Treasurer look better than ever, the number of boats registered far exceeds anything of the past and, as I recently predicted, we have several plans of boats with the stemhead rounded off—copying ** Mike ’’ Vanderbilt’s *‘ Ranger,’’ that half-million dollar toy that our esteemed friend ‘‘ Tom’”’ Sopwith would like to ‘* take for a ride ’’—but since it is ‘‘ any part of the boat’’ over the line to finish, I think I would rather add a 4ft. bowsprit than cut several inches off the bow! The visitors from the other side who are fortunate enough to come to Americain October will certainly be in for a wonderful time: friends from all over the country will welcome them. Little **‘ arguments ’’ among good friends are good to listen to, and good to take part in. I am sufficiently interested in the discussion of ‘* Yardstick ”’ versus ** Clutha “to hope that it continues, with substantiating‘* facts’’ from both sides. There is often much friendly comment on this side on the subject of wetted winds (damp, cloudly days) and dry winds. A common enough sight is to see a skipper take his model and put it below its beam ends to wet the sails before a race, and several times during a race. Being rather susceptible to suggestion, I have used both dry and wet sails, and still cannot win a race, oh-hum! I wonder just what the ‘‘ trick ’’ is in reaching the top of the score-sheet. _, From the attitude of some skippers toward the ‘‘ top-notchers,”’ I think I am much happier being among the also-ran model men—and that’s that until next issue. MODELS 169 DEEPER HUDSON M.Y.C. 5th REGATTA W* are, as a club and individually, grateful to our many friends who made this event _ such an outstanding one. The labour of preparing a regatta is assuredly worth while when so many fine people come to race or to watch. Conditions were not too bad on Saturday, August 7, the breezes were light, yet the Racing Committee, headed by Mr. Frank Goodwin, of the Marblehead M.Y.C., as Officer of the Day, were able to complete two rounds and start the third round before calling a halt at 5 p.m. For the two days a steady South wind prevailed. On Sunday it had freshened to about five knots and increased to ten knots by noontime. Competition was so keen that no time was called for lunch period: skippers eating as they found time to go to the refreshment stand. There were 45 entries and 200 guests, in addition to many local spectators, and I doubt if so much interest has been displayed in any previous event by those not directly associated with the sport. Our Racing Committee, of which Charles Heisler, Sr., is Chairman, deserve much praise for their splendid work, especially as only four entries had been received up to three days before the event was scheduled. There was not a hitch, not a protest, and only one resail for the complete five rounds sailed and the additional race by the three top boats. Who was top? Well, our old friend Joe Weaver, of the Central Park (N.Y.) M.Y.C., was one, with Charles Farley, of the Boston (Mass.) M.Y.C., and Sven Pedersen, of the Lynn (Mass.) M.Y.CExcitement ran high as Joe took four firsts, and it only remained for J. Patey, of the Lynn M.Y.C., to knock down the top scores of the nine ties that seemed imminent by defeating the top boats just when they needed the points, and with cne or two others who “ pulled ’’ a similar feat, by the end of the fifth round only the three named were left. It was a keen race, that final, for the Popular Mechanics Trophy. Weaver had the bad luck to place at the wrong end of the starting line to get under way because of the crowd on the bank blocking the breeze, so he had to fight to get a start. Pedersen got the break by having a position that needed but two tacks to lay the first mark. Farley was in centre position, whichis rarely good for any race. Pedersen’s position in no way detracts from his victory, since he not only placed first to win the second leg of the trophy, but won in the fast time of 6 mins. 18 secs. over a course actually measured from start to finish as 1,400 feet —which means at best no less than 1,600 feet to sail. In all there were eleven prizes—one of which was for a ladies’ free-for-all race and was won by Mrs. Albert Link, of the South Jersey M.Y.C. The clubs entered were: Washington, Philadephia, Red Bank, South Jersey, Warinanco, Jersey City, Staten Island, Clove Lake, Long Island, Central Park, Model Club of New York, Marblehead, Boston, Lynn, and Worcester, as well as visitors from Buffalo and Binghampton, N.Y., distances of A 76-year-old competitor at an American M.Y. Regatta poses as Cupid (see text). Query, how did he hold all the water he is squirting from his mouth? 400 and 150 miles respectively, as Dr. Alvin Carpenter, of Binghampton, and Burton Dezendorf, of Buffalo, came to see how this much-talked-of event was handled. Dr. Carpenter was so impressed that he has returned home to build boats and 170 MARINE organise a club and started by buying both Daniels & Tucker’s book and Moore’s book on model yachts. No less than twelve new-comers have entered the sport after witnessing the event. Much of the credit for the success of our regatta belongs to our Auxiliary—how these women, of ages ranging from 14 years to ages best left unmentioned, ever stood up under the rigours of the two weeks of preparation, and the several days and nights clearing the ‘* debris’? is a mystery. Their arrangement of the banquet hall, with its tables set out as a huge 100ft. burgee seating 200 model yachtsmen and their families, the stage arranged to show five of the 50-800 Class models in a race, with waves leaping high, and a real house built at the rear to represent our muchhoped-for club-house, lighted and with flags flying— all in miniature—somewhat far-fetched perhaps, but conveying a fine impression of a yacht race. One hundred and twelve club flags of Great Britain, Scandinavia and the United States adorned a part of the hall, while pennants draped across the stage and the entrance—green and white crépe paper festoons forming a canopy under which the diners and dancers made merry. To the ladies of the local church fell the lot of cooking and serving a bountiful turkey dinner to these 200 hungry and smiling mouths. At such times when the orchestra ended a dance impromptu “ quartets,’’ with from two to 50 in the *‘ quartet,’ struck up in song over the broadcasting system installed for the purpose— speakers at the ‘*‘ head ’’ table made use of the performed an extremely pretty dance act. CANADIAN MODEL YACHT RACING ASSOCIATION A T the regular executive meeting of the above association last month the writer was elected to the office of publicity agent. The first model yacht regatta under the auspices of the association was held in Hamilton, Ontario, in connection with the annual Hamilton Sports Week Association, and the races were held in Hamilton Bay, the models being sailed from skiffs. There were nine International A-class models in the first race, the result being: Ist, G. F. Trout; 2nd, Wm. F. Choat; 3rd, Geo. W. Barrett—all members of the Toronto S.M.E. (M.Y. Section). In the second race there were nine Marblehead 50-800 class models, and the results were: Ist, G. Armstrong (T.S.M.E.); 2nd, A. Taylor (T.S.M.E.); 3rd, J. Austin (T.M.Y.R.A.A.). Mr. W. E. Cayley, President of the C.M.Y.R. A.A. took six boys, together with their Marblehead models, the 80-odd miles from Oshawa to Hamilton. The C.M.Y.R.A.A. is running two regattas at the Canadian National Exhibition this year. The first is to be held on August 30, and is for Juniors up to the age of 18 years. Three classes will be raced: (1) 36in. Unrestricted class, (2) Marblehead 50-800 class, (3) Open class (time allowances). The senior regatta will be held on September 4. There will probably be four classes raced on that day, as follows: (1) International A-class, (2) 6-m. class, (3) Marblehead 50-800 class, (4) Open class (time allowances). The C.N.E. are providing trophies for first, second and third in each event. In addition, there is the *‘ Cayley ’’ Trophy for the Marblehead class. Entry forms are to be obtained from the Canadian National Exhibition Offices, Toronto. WM. F. CHoaT. 38, Grenview Boulevard, Toronto. “ow a~ * va a pa HS enone * speaker ‘’ with well-timed speeches, brief and to the point, and from 6.30 p.m. until one a.m. Sunday not a moment elapsed that there was not something going on: two local youngsters entertained with harmonica duets, Tex Foster, of the Long Island M.Y.C., put on a fine exhibition of rope swinging and two of our Auxiliary members MODELS > Photo: THE FLEET OF MODELS AT HAMILTON (ONTARIO) REGATTA Wm. F. Choat. MARINE MODELS iii Editorial and Publishing Offices : 52, FETTER LANE, LONDON, E.C.4. Telephone: Central 9914. SUBSCRIPTION RATES Inland, 7s. 6d. per annum; U.S.A. and Canada, $2. Overseas, 8s. 6d.; EDITORIAL Contributions, Correspondence and Club News in- tended for publication must reach our Offices not later than the 16th of month previous to publication. The Editor does not undertake to publish all matter received. Where a nom-de-plume is used, correct name and address of sender must be enclosed. The Editor does not undertake responsibility for photographs, plans, or articles submitted, but every care will be taken to ensure their safety, and we will endeavour to return same if postage is enclosed. TECHNICAL ENQUIRY BUREAU 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 Id. per word. Minimum 2s. 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. High-Class Printing The Printers of MARINE MODELS are in a position to handle at moderate prices all kinds of Printing. Estimates willbe gladlyand promptly forwarded. First-class work is guaranteed. Inquiries or orders should be sent to: The Publishers, Marine Models Publications, Ltd., 52, Fetter Lane, London, E.C.4. This new model of ours represents a popular type of craft extensively used for fishing purposes off our coasts and most European shores. The double lug sail rig is one of the simplest to handle, and for practical sailing purposes the model has many features of interest. The lines are double ended as graceful as a racing curve and notably fast. To ensure sufficient stiffness and ability to stand up to a stiff breeze the model has a deep raking keel and long deep rudder, redolent of Yorkshire practice and conducive to a steady and reliable performance. Leading dimensions are as follows :—Length 24 inches ; Beam 84 inches; Depth 7 inches; Weight 6 lbs. Price – £2 17s. 6d. Get a copy of our NEW SHIPS CATALOGUE, S.5. Price 6d. post free. A mine of Model Ship information ! See our Exhibits at the ‘‘MODEL ENGINEER” Exhibition, Sept. 16—25, Horticultural Hall, S.W.1, and Engineering and Marine Exhibition, Sept. 16—Oct. 2, at Olympia. BASSETT-LOWKE LTD. 112, High Holborn, W.C.1 NORTHAMPTO London: Manchester: 28, Corporation St. iv MARINE MODELS BLUE PRINTS OF BLUE PRINTS FOR DESIGNS SHIP MODELLERS MODEL YACHTS Mounts Bay (Penzance) Lugger. Scale lin. = 1ft., 6/6 post free. * Chloris ”’* (New M.M. Design). Half-size with full- size Body Plan, 15/-. « Courtesy,”* A. W. quseel: Half-size. “ Elusive,”+ Herbert Almond. 12/6 size, 82 full-size Reg. W. Lance. Body Plan, 15/-. 10-RATER. “ Beroe ’’* H. B. Tucker. “ Evadne ”* H. B. Tucker. “ Leonora,”* W. J. Daniels. ** Stella ?’* (Sharpie) ir 0 ae Body Plan 15). ; Full-size, 21/-. W. J. Daniels. 36in. RESTRICTED ‘Eudora ”’* Indiaman, drawn by G. W. Munro. Hull lines and general details (fin. scale). 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IV, V, VI, VU, VIII and IX. Price 2/- post free. Full-size, 20/-. Full-size, 12/6. Binding, Vols. I, II, UI, IV, V, V1, VI, VIII or IX (including case), 6/- post free. + Full Keel. * Fin-and-skeg. WORKING MODEL STEAMERS, Etc. 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; 1 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. size plans, 8/6. een Bound Volumes. Vols. IV and V, 37/6; Vols. VI, VII, VIII and IX, 12/6, post free. We can occasionally supply copies of earlier Volumes. Prices on application. “ Brunhilde,” Sea-going Diesel Yacht, 40 in. long, Full- “Maid sac Volumes I—V were published under the title of “ The Model Yachtsman.” of Rutland,” Cross-Channel Steamer, metre long, Full-size plans, 6/6. “ 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. 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, “Flying Fish,” Hull design by Reg. W. Lance, Half-size with full-size Body Plan, 4/6. 7d.; No. 6, 1/7; No. 7—12, 7d.; Vol. VIII, Nos. 1—5,7d.; No. 6,1/7; No. 7—12, 7d. ; Vol. IX, Nos. 1—5, 7d.; No. 6, 1/7; Nos. 8—12, 7d. All post free. ALL DESIGNS POST FREE. No returns can be taken more than seven weeks from date of issue. Other numbers out of print. Published by the Proprietors, MARINE MopeEts Pus ications, Ltp., 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 the ‘‘ Queen Mary.’’ She therefore makes a splendid subject for a model. shapely, and the detail extremely interesting. work The hull is in the sides The difficulty of paint- ing in this fine detail is overcome by the provision printed of specially paper sides. Included with the outfit are parts for making a gla:s showcase. Complete outfit 4’6 post 6d. MAURETANIA. Kit of parts for making similar to the “* Queen Mary,’ packed in an attractive box. 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. costs (Ready-shaped hull can be supplied separately, price 1/6, post. 3d.) Obtainable from any Handicrafts S‘ockists, or direct from (Dept. M.M.4) : BRITANNIC. a Ready-shaped hull and fittings, similar to the ‘“‘Queen box. Mary,”” in an attractive’ « Including shaped hull 7} in. long, 16 pieces already shaped for bridge, deck houses, funnel bases, etc., a set of 28 life- boats and two steel masts. Price 46, 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 ACCESSORIES For all Classes. To order only. DECORATIVE, WATER LINE, SHIP MODELS AND HALF MODELS BUILT AND RESTORED. Workshops: 10, CELBRIDGE MEWS, PORCHESTER RD., LONDON, W.2 IMPORTANT NOTICE. 1 | BOND’S STANCHIONS. NEW ADDRESS is Best quality, silver plated. 2ball Stanchions. &” #” high. Price 1/6 Pree 1/3 1/6 dee 4 1/6 57, EU igh. doz. Wood Rail Stanchions. Pri 1/3 ve — – ope Yachtsman which will get over all your rigging troubles. de : ss EAR TELEGRAPH ELECTRIC APSTA ROPE Rack / eS = SH PLA ea ——— 2 ee — one = ———— ar ars re , gs ‘ = RO MASTER DECK CONT Scale: One-sixth of full size of model a Sawa as \ ty! TepecKA 4) arse ain /G = a5 * i ui! ee ; L rsz] —_— a SUPPLEMENT TO VoL. X, No. 6 RAKE 1E PER FOOT gee fi COLOUR SCHEME Compass Platform, Bridge &e_ Varnished Teoh Upper Works— White. Holl Topsices_ Olive green with yellow ochre Stripe Borrom-Antifouling red with salmon pink Boct-fop Funnels- Red with black Top & rings Masts, Derricks, ee Hatches, ete } Deep ystiow. RAKE Hy PER FOOT ashe —_ | an re|| Pa ) | = HGHH 66 fafa ujajuajaye oo 00 oo oe) oo > ©o0o 8 oo f° eo co 6 jain eo Oo (=) >) A jit = {i oh 1 ,OwD = us oo ‘fs o co ec Oo ° ; oO [OO OS © 6 6 oo le 6 ad & (8 Me to eo io To RUBBING —— = oo . 2) Deck Lf co Piece _ is PAINT LIME DDecx To Boat Deck None | ae I 7 a_i To Boat DECK MASTER DECK CONTROL To face page 140 SUPPLEMENT TO VoL. X, No. 6 CONSTRUCTIONAL FOR To face page 141 DETAILS WOODEN SHIPMODELLING oie DRAWN BY G. W. Munro (See article on pages 146-148) = => = = ee ELLE = ee eee eee nar A An An SAN