Marine Models: Volume 10, Number 7 – October 1937

4Wnts MMOH Y vy SS SEEN Z 4 4%7, “i di diittdsy))Y 4%Zy4A4%ZZ%Y%ZZY hbMA LI LE Z S >>My SSSY ZMMW Mle ~ ULd éy WN Xan SSSox SSO SS SN ~Y SN \y SS SINS ZY NS SAY Uit iblas SVQQAQAQY OOM KN8WMH YQ hdUsWp yy YA: X 4A WosssssPOs “YjilWt neyps <>, %, Ss S HOO SS QQAsse SARA INCORPORATING Vol. X, MARINE No. 7. MODELS THE AS ESSN MODEL \N N Kaas Ss YACHTSMAN Sevenpence OCTOBER, 1937. PUBLICATIONS LTD., Ses FETTER LANE, LONDON, E.C.4 WORLD CHAMPIONSHIP FINEST SOFT PINE AGAIN WON WITH SAILS MADE OF NX.lL. Specially selected for SATLCLOTRH WATERPROOF Model Boat Building. UNSTRETCHABLE UNSHRINKABLE Definitely faster and points higher. Lasts out many ordinary sails. 4” to 3”, widths up to 24” A Few “* A’”’ Class X.L. Results : International Championship, 1935, 1st; 1936, Allen 1935, 2nd ; Forbes 1937, 1st. Trophy (International), 1936, 1937, all 1st ALSO U.S.A. U.S.A. Honduras Prime Wing and Wing Cup (International), 1937, 1st Scandinavian from All thicknesses Mahogany International, 1934, 1935, 1936, all 1st Eastern Championship, 1937, 2nd Mid-West 1936, Championship, 1st ; 1937, CHETHAM TIMBER Co. Lid., 1st And many less important events. 70, FINSBURY PAVEMENT, Used all over British Isles, India, Australia, New Zealand, Canada, U.S.A., Scandinavia. LONDON Sails made at ordinary rates. W. G. PERKS, CAERNARVONSHIRE | W. J. E.C.2 METROPOLITAN 7418 DANIELS Founder of The International “ 4″ Class. Promoter of The International (Y.M. Cup) Race. Scale Model Racing Yacht Specialist DESIGNER AND COMPLETE | BUILDER OF INTERNATIONAL DESIGNS. MODELS. 49, EVELYN CLOSE – ‘Phone : A Waterproof Glue Also Heat and Acid Proof. No more sewing joints. NINE A permanent and WINNERS. SAILS A SPECIALITY. WHITTON – MIDDLESEX Popesgrove 1647. MODEL SAILING CRAFT By W.J. DANIELS and H. B. TUCKER. Profusely Illustrated with 7 Complete Designs, Solid Waterproof Craft. 163 Diagrams and numerous Photographs. Breaking strain in wooden joints, moist and normal, over 1,100 Ibs. per sq. inch. Price 25/-, postage 9d. RECOMMENDED BY “MARINE MODELS.” The Best Textbook for Model Yachtsmen. Tin containing 2 oz. 8d., or 4 Ib. 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, Ltd., London, E.C.4 When replying to Advertisers please mention MARINE MODELS. INCORPORATING THE MODEL YACHTSMAN Vol. IX, No. 7. Published on the Seventh of each Month October, 1937 EDITORIAL HERE is one piece of good news with ie which to commence our Editorial this month. The Board of Works have now seen ‘fit to remove the railing of the children’s paddling pool at the Round Pond, Kensington, but not before the season had been ruined for the clubs that have their headquarters there. The model yachtsmen and powerboat men have certainly a prior claim to consideration. We are all in favour of a paddling pool for the children, but let it be an annexe to the children’s playground, not a slice of the marine modeller’s sailing water. The L.C.C, are remaking the Victoria Lake, and it is gratifying to learn that when they heard that the work would interfere with the M.P.B.A. Grand Regatta on September 26, they unhesitatingly postponed its commencement until after the regatta. In replanning the pool, the L.C.C. have given great consideration to the requirements of the local club (Victoria M.S.C.). When a body of such magnitude gives consideration to model powerboat men’s needs, it is surely a sign that our sport is making headway. So let us hope for Baeches favours in the shape of new waters for model yachting and powerboating. The very admirable article on Weather Lore by our friend Arthur Johnson, should be most useful to model yachtsmen as undoubtedly many points can be gained by anticipation of wind changes. The secret of yacht sailing and model yacht sailing is to keep one move ahead. To cite a simple instance, we recall on one occasion when mating a wellknown skipper in an important match, we spotted the smoke from a distant chimney blowing in a different direction from what we were experiencing at the pond. A word to the skipper caused him to change his spinnaker from one side to the other, and put two perfectly good points on the card. Weather lore is, however, not only useful to model yachtsmen, but to every one of us in our daily life, and the beautiful photographs which we publish by kind permission of Mr. A. G. Clarke, of the Observatory, King’s College, Aberdeen, should be of great help in the study of forecasting the weather. We have to apologise to those of our readers who have been expecting this number to contain the lines of the T.S.S. ‘* Awatea.”’ Unfortunately, the writer has been suffering from synovitis, resulting from a strain on the right knee, which has prohibited standing. Hence our drawing board has remained unused, but we hope to complete the drawings © for our November or December issue. This gammy knee has, unfortunately, prevented us from attending all sorts of pleasant things, including the Model Engineering Exhibition and the M.P.B.A. Grand Regatta. However, we hope that all will soon be well again. 172 MARINE MODELS WEATHER LORE By ARTHUR JOHNSTON (Concluded from page 153.) A NOTHER excellent verse applying to clouds refers to the Cirro-Cumulus (or Mackerel Sky) and Cirrus (Mare’s Tail). It runs as follows : — With a mackerel sky Let your light duck fly, But with mare’s tails Close reef your sails. The next adage, which is not in verse, comes from the New Testament (Luke, chapter xu, verse 54): When ye see a cloud rise out of the West, straghtway ye say, There cometh a shower, and so it 1s. The next also deals with signs of rain. The moon with a circle brings water in her beak. CIRRUS: Very typical tufts (called Mare’s tails) CIRRO-CUMULUS: Small wavelets of cloud veloping from a sheet of heavy cirro-stratus Photos by G. A. Clarke, de- F.R.P.S., The The following is culled from the works of Bacon : Sudden gusts never come in a clear sky, but only when, it 1s cloudy and will rain. The next ones are used by seamen. There’s fine weather coming when there is enough blue sky to make a sailor’s breeches. A veering wind, fair weather; A backing wind, foul weather. E The wind comes up as the tide comes in. Scientists tell us that the moon has no influence on the weather. Yet the moon governs the tides, and the above saying that the wind comes up on the flood is infallible. CIRRO-STRATUS: with cumulus ALTO-CUMULUS: tufted Separate cloudlets roughly in waves Observatory, King’s edges. Small below College, Aberdeen. arranged MARINE MODELS 173 who can add to the list. There are, of course, a number of sayings which are based mainly on superstitions and have no real relation to fact, such as : — , Wet Friday, wet Sunday. A “wind-dog” is a bright-coloured light, almost like the butt-end of a rainbow, seen low over the horizon. It is very threatening in appearance and its a bad portent. Of a wind-dog to wind’ard beware, For bad weather you must prepare. Wednesday’s wind is true Whether the moon be old or new. Here is a couplet about fine weather clouds : When the clouds spread ltke a feather, The mariner looks for fair good weather. A Saturday’s moon, come when it will, Two good verses on the barometer might have been included with those given earlier in this article: When the glass drops low Prepare for a blow; When it rises high Let all your kites fly. Barometer Barometer Barometer Barometer It comes too soon. The boony moon is on her back, Mend your shoon and sort your thack. At this point I might append a few personal observations which have been confirmed by others. Strong winds are more regular than light breezes. high—heave short and away; low—let your mud-hook stay; shifty—treef tackles prepare; steady—carry on without fear. The smaller and lighter winds generally rise in the morning and fall at sunset. Undoubtedly, the above does not exhaust the vast store of weather-saws, and the writer would be glad to hear from any reader ALTO-STRATUS: CUMULUS: Fracto-Nimbus Normal Photos by G. small A. The weather generally clears at when a Southerly wind 1s blowing. STRATO-CUMULUS: below type Clarke, F..RP.S., Closed sheet, dark in colour CUMULO-NIMBUS: Tie Observatory, King’s noon College; Thunder Aberdeen. clouds 174 MARINE Wind storms usually subside about sunset, but if they do not will go on for another day. Showers occur more frequently at the turn of the tide. Before closing this article it might be as well to give a few particulars of the different kinds of cloud. These are :— Cirrus (height 27,000 to 50,000ft.). This is commonly known as “ Mare’s Tail”? and implies wind. Cirro-Stratus (height, average, 29,500ft.). These clouds are long streaks of banked cloud at a great height and are another type of windy sky, but have not the viciousness of the mare’s tail, often representing a fine, with a nice whole-sail breeze. Cirro-Cumulus (height 10,000 to 23,000ft.). Another name for this is a ‘“* Mackerel Sky,” and it implies fine weather. Alto-Cumulus (height 10,000 to 23,000ft.). Rather similar to a mackerel sky, but more like dabs of cotton-wool. Another fineweather sky. Alto-Stratus (height 10,000 to 23,000ft.). Rather heavy high clouds. Strato-Cumulus (height about 6,500ft.). Heavy masses of cotton-wool type of clouds. Cumulus (height 4,500 to 6,000ft.). Similar to the last. Cumulo-Nimbus (height 4,500 to 24,000ft.). Heavy threatening masses of cloud. This is the true storm cloud. Nimbus (height 3,000 to 6,400ft.). This is the true rain cloud. Stratus (0 to 3,500ft.). The ordinary lowlying cloud, sometimes called the *‘‘ Night Cloud.” NIMBUS: Ragged masses of rain cloud Photos by G. A. Clarke, F.R.P.S., MODELS Delicate, fleecy clouds are a sign of fine weather with light to moderate breezes, whilst hard-edged, oily-looking clouds foretell hard winds. A light, bright blue sky indicates fine weather, but a dark gloomy sky is windy. Whether clear or cloudy at sunset, a rosy sky foretells fine weather; a sickly green sky, rain and wind; a tawny sky with coppery clouds, wind; a dark red sky, rain. In the early morning a red sky implies dirty weather with much wind and possibly rain also; a grey sky, fine weather. A high dawn means wind, and a low dawn fair weather. The weather in Britain may be foretold with considerable accuracy by watching the sky and clouds in conjunction with observa- tion of the barometer. Many birds and animals have an almost uncanny weather-sense. For instance, the domestic cat invariably knows when it is going to rain; the lark foretells fine weather, and so on. Even if we human beings can never hope to acquire the finely-tuned instinct of these creatures, we can by observation avail ourselves of it. When sailing it is essential to notice everything likely to affect our own boat. The smoke on a distant chimney, foliage, a distant flag, the ripples on the water, other boats, and a thousand and one other things may— any or all of them—carry a message or warn- ing, if we are smart enough to intercept and interpret it correctly. The skipper who glues his eyes on his own boat, oblivious of all else, will miss these messages. By way of conclusion to this long article, | would quote one more old saying :— Those that are weatherwise Are rarely otherwise. STRATUS: Uniform grey cloud sheet at low elevation, seen here against the hillsides The Observatory, King’s College, Aberdeen. MARINE SHIPS’ MODELS 175 ANCHORS By A. P. Isarp, A.M.I.Mech.E. HINGS always happen on a Friday, and are bound to be used continually during our study of the subject. the telephone, said something about “What about the Old Anchor? ”, visions of old oak beams, frothing tankards, aromatic smoke and hearty, jolly chaps with keen blue eyes, whiskers and storm-beaten faces, swam Referring to Fig. 1, which is merely a sketch of no particular anchor, but is quite suitable for describing the various parts common to all types and forms. T when our Editor’s cheery voice, over up most invitingly. Which * Old Anchor,” and where? ‘** Oh, some articles on old anchors ”; and there was silence for a long, long time. Then he said, “Mr. Vines gave me the idea, a jolly good one, what! ” Now here is a curious thing, this very anchor suggestion was made to the writer some weeks previously by an individual quite unknown to the two persons concerned. What have your mystics, thought-transference experts, and the like, to say to that? The writer must confess to a feeling of a schoolboy facing a long examination, and having already “sat” for Ships’ Fittings, Armaments, now has to “sit ”’ for “ Ancora,”’ that is a Latin root meaning bent. The subject is not so commonplace as it would at first seem to be, and the design of ships’ anchors shows little advance over long periods of years. We will pass over such contrivances as large stones or bags of stones with tripping lines, as beneath our august notice, and start with anchors proper. Before commencing, however, it will be as well to make certain that we are all quite familiar with the names given to the various parts of an anchor. since these nomenclatures The Shank is indicated by the numeral (1), and is the whole main member, extending from top to bottom in a straight line. In section it is sometimes round, rectangular or octagonal, or sometimes square, with the four edges merely chamfered. The Square (2) is that part of the shank extending from the top end to the point at which the chamfering of the shank commences. Its section is rectangular, and it is that part of the shank to which the Stock and Shackle are attached, The Arm (3) is that part of the anchor which extends from the Throat or Crutch to the extreme end, including the Palm, the Point and the Blade. The Palm (4) is that part of the arm which constitutes the holding surface of the anchor, it has various shapes: heart, spear-head, shield, etc. The Point, Pee or Bill (5) is that part of the Arm starting at the termination of the Palm to the extreme end or tip. The Blade (6) is that part of the Arm at the back of the Palm lengthways, which in old anchors was always of square section, or, any- way, rectangular, and in Admiralty anchors takes the same section as the Arm. The Crown (7) is that part of the external arch upon which the anchor falls when “let go” in a vertical position, and, roughly, extends to that portion as shown in the sketch. The Ring or Shackle (8) is the bent ring and pin to which the cable 1s attached to the anchor, usually by means == of a shackle on the end of the cable, which is called the Anchor Shackle. The Stock (9) is the important trans- verse beam for the purpose of canting the anchor when the arms fall in a horizontal position instead of properly in a vertical position. FiG.i. It is either of wood, wood-banded, or iron. 176 MARINE MODELS It is important that these parts and their names should be remembered as these names will be used frequently, without reference to their meaning, when discussing various anchors. Generally it may be said that anchors are divided into two classes: (1) Solid, the ordinary kind, which have the shank and arms wrought, or welded, into one piece with an invisible joint at the crown; (2) Portable, capable of being taken to pieces, there being several different designs of these. There are many different names for anchors, such as Wood-stocked, Iron-stocked, and, again, Bower, Stream and Kedge. In about the middle of last century ships of the Royal Navy were issued with 4 Bower, 1 Stream, 2 Kedge, 3 Chain Cables and 1 Hempen Cable. Sometimes this issue was altered or increased for special purposes; line-of-battle ships often had an extra chain cable to that laid down by the regulations. Bower Anchors are used for the ordinary purposes of anchoring and mooring, and are stowed one on each bow. The Sheet Anchor is a spare bower, used in case of emergency. In modern ships it is carried on the starboard side with hawse, pipe just abaft the starboard bower. Merchant ships do not usually carry a sheet anchor. The Stream Anchor is about one-third the weight of the bowers, and is stowed aft. In very modern ships its place is taken by the Stern Anchor, carried in a stern hawse pipe. The stream anchor used to be used in conjunction with the stream cable, but later a steel wire was used. Kedge Anchors are smaller anchors used for light work, such as kedging. They are stowed in any convenient position according to the ship. A Length (or Shackle) of Chain Cable is 124 fathoms (75ft.) long, and has an odd number of links, so that the joining shackles always come onto the cable holders in the same direction (i.e., vertical). This is important, as otherwise the joining shackles would be prone to foul the hawse pipes or fittings at a critical moment. The Navel pipes are the pipes in the decks through which the cable passes down to the chain locker. A Cable is eight shackles (i.e., 100 fathoms, or 600ft.) in length. Thus, if one speaks of a distance of one cable, 200 yards is meant. The shackles between the lengths of cable form a very convenient method of gauging how much cable has been veered (payed out). The anchors and gear are the particular care of the First Mate, First Officer, or First Lieutenant, as the case may be, according to the type of ship concerned. During anchor work the First Officer has his station on the fo’c’sle-head with the Carpenter and a number of hands. In anchoring under most circumstances it is customary to give a ship a length of cable equivalent to about three times the depth of water. For a minute let us imagine ourselves on a vessel drawing 25ft., about to anchor in eight fathoms of water. On the bridge is the “Old Man” (Captain); on the fo’c’sle the First Mate with the Carpenter and several hands. The engines are stopped, and, after a short pause, put astern. The way is taken off, and, just before the ship gathers sternway, the Old Man orders “ Let go.” The anchor is dropped and the cable payed out gradually. ‘Give her two shackles, Mister,” says the Old Man to the Mate. “Aye, aye, Sir,” he replies, then a moment later reports, ‘Second shackle in the pipe (hawse-pipe), Sir.” “* Veer a bit more till it’s in the water,”’ says the Old Man. Presently he asks, “* Which way is it growing (1.e., which way is the cable lying), Mister?” “* Slightly off the port bow, Sir.” There is a pause, during which the ship gradually swings until she is lying head to wind or tide with the cable growing dead ahead and the cable stretched out to its full length. ‘* She’s got her cable, Sir,” reports the Mate. ‘All right,” replies the Old Man, and the hands fall out. The ship is now well and truly anchored. It may be of interest to mention one or two more terms used in anchor work. To shorten in is to heave in a certain portion of the cable. The cable is said to be at short stay when hove close in, but not quite up and down. The cable is up and down just previous to the anchor being aweigh. Anchor aweigh is when the anchor is just broken out of the ground. The anchor is heaving in sight as soon as it can be seen when weighing. It is reported as “Clear anchor,” when it is hanging fairly by the ring, and as “ Foul anchor” when the cable is round it. An anchor is said to be A’cock Bill when eased out of the hawsepipe and hanging by the ring. An Anchor Bed is a sloping ledge on which anchors with stocks are stowed and secured. Although these terms are in use to-day, their origins date back to the earliest days of seamanship. (To be continued.) MARINE MODELS 177 THE (Continued from page 138.) N the course of my rambles round the | clubs I see many models. Some of them are not so good, and bear very little resemblance to the supposed prototype; others again are excellent likenesses of the ships portrayed, but indifferent performers; while a minority are goodin every respect. The little model illustrated this month is of a harbour tender, or workboat. Her owner, Mr. A. Kidd, of the West London M.P.B.C., built her as long ago as 1930, and, after several years’ running, decided to lengthen her somewhat, and make other alterations. The boat as she is to-day is very successful, and in many ways quite a noteworthy little ship. Her present length is 4ft. 6in. and, as the hull is 6in. deep inside, there is comfortable space for a very efficient and workmanlike plant. As will be seen from the photographs, the hull is plated up from XXXX tinplate, and the plates are laid in the proper fashion. The hull was built upon a wood former, the plates being temporarily riveted together. The ** LAGOON,”’ MODEL OF HARBOUR TENDER, Built by A. KIDD, W. LONDON M.P.B.C., KENSINGTON hull was then removed and the plates soldered up. The heavy gauge of the material gives a fine sturdy hull, andin many respects is easier to handlein working than lighter sheet. In shaping the plates, brown paper templates were first cut. These were pasted onto the tin, which was then cut to shape. To beat the plates to their correct curvature, a piece of quartering was taken and set on end so as to get the end grain of the wood. The wood was slightly hollowed out, and the plates were beaten up, using a light ball-pane hammer. To hold the plates temporarily on the former, they were lightly tacked in position with small pins. The stem is a V-piece of metal soldered to the hull. The rubbing band is a piece of half-round strip. The deck is three-ply birch, scribed with planking lines and varnished on the underside as well as on top. The deck fittings are simple but effective. The rail stanchions are made from gin. split pins and very neatly finished, the bases being soldered to a brass strip jyin. x tin. The actual rails are piano wire, well protected 178 MARINE MODELS DECK OF MR. MODEL VIEW A. KIDD’S HARBOUR TENDER ** LAGOON.” with paint. The netting, which will be seen along the lower part of the rails, is made from wire gauze, and looks very well. The anchors actually work but are held in position by a screw through the upper fluke. The anchor windlass is of the type which has the engine below deck, and is correctly modelled. The cables pass down chain pipes in the usual way. The masthead lamp is made from round brass rod jin. diameter. The top screws off and a piece of water-gauge glass is inserted. The sidelamps are made in similar fashion with the glasses coloured. ‘ Although the prototype tender does not usually carry a searchlight, the model has one that is remarkably neatly made. The body of the light is turned up from round brass, and it is glazed with mica with the usual lines scribed. The ventilators really function. The skylights are glazed with nonflam celluloid. ~The deckhouse windows are glazed with non-flam celluloid. There is the usual steering wheel, engineroom telegraph and binnacle. As will be seen, the deckhouse lifts off bodily in order to give access to the deck opening over the engine. The after-deck opening gives access to the blowlamp, and all controls are brought back to this point. Before passing to the plant, it might be mentioned that the funnel is made of tinplate with half-round bead. There is an excellently modelled (dummy) whistle, and a waste steampipe up the back of the funnel. The clips for the waste steampipe are made from small split pins and look extremely well. |The whole conception is neat, strong and workmanlike. The portions of the deck that lift to give access to the plant are hinged and fitted with stays to hold them open as required. The stays are somewhat similar to those used for gramophone lids. This is quite a practical scheme. Ventilation below is provided by the ventilators as already mentioned, also through the companion abaft the after skylight. There are also slots in the sides of the skylight itself. The companion just forward of the skylight is just over the safety valve and serves to dissipate steam when she blows off. Although the external appearance of this model is pleasing and gives an excellent effect when running, it is when we come to examine the engineroom that her real merit is obvious. The general lay-out below decks is well thought out and executed, with the result that a superlative performance is obtained. She is quite the quietest running boat I have yet seen. Her speed is 34 to 4 m.p.h., and at this speed the action through the water was most realistic. The boiler is a standard Stuart Turner No. 491, 8in. x 34in., fitted with dome and safety valve. This is one of the most efficient commercially made boilers, and has proved Amongst the alterations very satisfactory. that have been made to this is a larger wattergauge with a 7/32in. glass. Throughout this plant no pains have been spared to get economy of steam so as to get efficient running with a minimum of heat. In furtherance of this object the boiler is well lagged with asbestos sheet, damped and moulded to shape. As those who have examined the Stuart No. 491 boiler may recall, the end of the flue tube is closed with a detachable cover. The builder took advantage of this, and fitted both a superheater and a feed water heater. Each of these consists of two or three turns of copper tube. This, of course, makes for greater efficiency. The exhaust is turned up the funnel in the usual way. MARINE The engine is Stuart B.B., but has been considerably improved. In the first place, the bearing surfaces of the crankshaft, crankpin, eccentric and crosshead pin have been casehardened. The aluminium crankcase has been fitted with a steel liner to act as crosshead guide. This is made from a piece of steel tube, and, of course, gives much better service. In its original state the B.B. engine is fitted with an inspection door, which forms one side of the crankcase. The upper twothirds of this have been cut away, thus converting it into an open crankcase with a sort of sump at the bottom. By opening up the crankcase in this fashion any steam is given the chance to escape instead of condensing and leaving water lying in the bottom of the crankcase to rust the steel parts of the engine. The sump is kept filled with thick oil. One point about this particular engine is that in this boat it is never run at unduly high speeds. Lubrication for the engine is provided by means of a small ram pump jin. bore x siin. stroke. The oil is fed through a check valve into the side of the steam chest. This pump draws its feed from an oil-box situated by the side of the steam chest, and, as a matter of fact, the oil-pipe into the steam chest actually passes through the oilbox and serves to support it in position. The object of placing the oilbox next to the steam chest in this fashion is, of course, to warm the oil so that it flows easily. The oilbox itself is of ample dimensions and carries sufficient oil for several hours’ running. It is very neatly made with a properly hinged lid. The square top of the oilbox can be seen clearlyin one photograph. ‘* LAGOON,”’ HOW THE LIFTS ACCESS TO TO DECK GIVE THE PLANT Note how all controls are brought under the after hatchway. MODELS 179 In all, there are four mechanically-driven pumps. These consist of two feed pumps, a powerful bilge pump, and the above–mentioned oilpump. All of these are drivert from the engine by means of a worm-driven crossshaft geared 125 to 1. The drive to the oilpump is taken through an eccentric, which operates a pawl which moves a ratchet wheel one tooth for each revolution’ of the crossshaft. As the ratchet wheel has 12 teeth, this gives a further reduction of 12 to 1, which, with the reduction already obtained on the cross-shaft, makes the gearing of the pump 150 to 1. Ball valves are used throughout. The two feed pumps are really twins, one at each end of the cross-shaft. The drive is conveyed by crank discs through banjo rods to the pumps, which are ordinary ram type, din. bore x win. stroke. The cranks are set at 180 degrees, thus giving a continuous flow of water. These two pumps are capable of delivering more water than is normally used, but by means of a by-pass a very fine adjustment can be obtained. The bilge pump is decidedly ingenious. The forward end of the ram of one of the feed pumps is extended away from the pump to the operating rod for the bilge pump. The bilge pump itself consists of a body made from a piece of steel tube with a plunger made from the casting for a Stuart “ Sun” piston. It might be expected that rust would attack a pump made of these materials, but no trouble has been experienced on this score. I am inclined to think that this immunity ts due to the fact that in this particular boat rather more oil than usual is present in the bilges, and as a rule I should advise that a bilge pump be made throughout of non-rusting metals. 180 MARINE The most interesting and unusual feature of this boat, and the one on which her excellence of performance is largely based is the blowlamp. This is almost silent and gives a most extraordinary semi-automatic control. The flame tube and coil are perfectly normal in design, and the nipple is a Primus. The heat from the flame tube is insulated from the upper works of the boat by means of a ST blued steel shield lined with asbestos. This clips over the flame tube and has proved very efficient, keeping not only the upper works but also the controls cool. The flame is regu- lated by a needle valve of a novel type. This consists of a round parallel shank with the needle proper as a slender extension at the fore end. The needle proper is not tapered, but has parallel sides, and its gauge is slightly smaller than the hole through the nipple. Thus the burner is self-clearing, but when the needle is right forward there is still space for a small quantity of gas to flow round it, giving a sort of by-pass effect. Whether it is due to this parallel needle or not, I cannot say, but this blowlamp behaves in a semiautomatic way. If the engine is started up when the blowlamp is running in this fashion, ‘the draught of the exhaust steam draws more fuel through the burner, and produces the effect of turning the blowlamp up automatically. The only other point of note about the regulating valve is that the screwed part is aft of the milled operating disc, and has a coarse thread, giving a very quick action. There is, of course, a shut-off cock on the main fuel pipe as well, and the needle serves merely for a regulator. Three tanks are used to carry the fuel. Two of these are small cylindrical containers from which the fuel is fed to the burner under pressure. The third tank contains the main supply of petrol. The two cylindrical tanks, one on each side of the boat, are arranged on the principle of saddle tanks with intercommunicating pipes, and one is fitted with a filler cap. The modus operand: is as follows: The two small tanks are filled not quite halffull, and the filler cap replaced. The fuel in the main tank is not under pressure and can be transferred to the small tanks by means of an ordinary plunger pump. It should be stressed that this pump does not pump air into the main container, but ale pumps petrol from this tank into the small ones. Now, if the small tanks are partly filled, as described, and then more fuel is pumped into MODELS them, pressure is naturally generated. This does away with the necessity of having the bulk of the fuel under pressure, and permits the owner to fill up at any time without letting the pressure down. The pump is fitted vertically, and has an overflow pipe at the top, returning any petrol that finds its way past the plunger to the main tank. From the above it will be clear that the main tank is vented to the air, but this is carefully arranged so that no water can find its way into the tank. One little tip which might be mentioned is the way Mr. Kidd gauges the amount of petrol he has put into the side tanks. A piece of ordinary gauge glass, open at both ends, is used. This is put into the tank and a finger closes the top end, thus preventing the petrol inside the tube from running out. This gives a much easier reading than any form of ordinary dip rod. (To be continued.) MALDEN M.E. & P.B.C. The first M.P.B.A. regatta held on the club’s water, Rushmere Lake, Wimbledon Common, took place on September 12, and proved a very successful event. In spite of a very cold wind the various races were keenly followed by a large crowd of spectators. The only adverse comment one can make is that the regatta was much delayed by slowness on the part of competitors. The first event was a Steering Competition, which attracted 12 entries. This was won by Mr. J. Vines, with ‘* Silver Jubilee ’”’; Mr. Hillman, Jnr., with ‘* Minx,’’ secured second place, and this Junior member of the West London, whose age we believe is only 12, is to be congratulated on his success in competition with older members. Third place was 15 entries, taken by Mr. E. A. Walker, of South London. This was followed by a 300-yard race for the c.c. class. There were four and the results were: Ist, ‘‘Golly’’ (E. Westbury, S. London), 24.4 secs.; 2nd, ‘* Little Audrey ’’ (Vic- toria), prize 25 given secs. in There connection was with this was won by “ Little Audrey,’’ exactly her nominated speed. The trants were ‘‘ Titch,’’ a flash steamer Turpin (Victoria) and *‘ Happy Days South London). a _ nomination this race, and which ran at other two enowned by Mr. ’’ (Mr. Ripper, The main event of the day came next, a 600 yards race for the 30 c.c. boats. The results were: Ist, ** Rednip ’’ (Mr. Pinder, South London), 33.8 secs.; 2nd, ‘*‘ Wasp ’’ (Mr. Parris, South London), 34.2 secs.; 3rd, *‘ Ifit ’’ (Mr. Cockman, Victoria), 40 secs. ** Faro’? (Mr. Williams, Bournville) and (Mr. Hastings, South London), also ran. ‘* SI ”’ \ The final event was a Relay Race across the pond for free-running boats. This was won by a composite team, consisting of two Victoria boats, ** Sil- ver Jubilee ’’ and the tug ‘‘ Joan ’’ (Mr. Godfrey), and ** Minx,’’ of the West London. MARINE MODELS 181 PETROL ENGINE and HYDROPLANE TOPICS By J. B. INNOCENT (Continued from page 146.) Y the time this article is published the regatta’ season will be over, so it is interesting to look back at the progress made during the year. Record breaking has been noticeable by its absence so far, but for all that, things have not slid back. I think the most satisfactory thing of the year has been the greatly improved general performance in the 15 c.c. class. ‘‘ Little Star’’ has, unfortunately, been seen on only a few occasions, and was then below the form she showed last year, and the nearest anybody got to “Little Star’s” record was 28 m.p.h. by Mr. Westbury. Despite this, the babies have put up a good show, and no longer hold up proceedings by failing to hold the line. To a considerable extent this improvement is due to the engine I reviewed last month, but I think that Mr. Heath, with his 5 c.c. outfit, gave the small class such a dig that they just had to get down to it. In the larger class speeds have now reached the point that demands sound engines aind really reliable hulls. The lack of reliability in some quarters has certainly been due to MR. K. G. WILLIAMS (BOURNVILLE M.Y. & P.B.C.) WITH HIS 30 C.C. CLASS HYDROPLANE Photo: This boat won event, and has 40 m.p.h. F. W. the “* FARO.”’ Sharp standing start repeatedly done over tuning engines beyond their inherent capabilities; nothing but sound design and really good workmanship can be expected to stand the strain of speeds around the forty mark. ‘Betty has certainly had a poor season, producing one queer trouble after another, and she cannot now be relied upon to complete the course with the regularity that used to be expected of her. In part, this has been due to petrol-feed arrangements being upset by centrifugal force, and, I believe, to plugs. We are now going to try her with one of the 12 mm. E.R. plugs, which is certainly hard enough for any motor. One of these was used in the engine at Wicksteed, on the run before the crash occurred, and I had the pleasure of cutting the switch at 12 laps instead of seeing the boat stop of her own accord. Both “ Rednip” and “ Faro” have had attacks of engine trouble at different times, but their record for the year is excellent. Another boat has joined the select band of 40-mile-an-hour craft, Mr. Rowe’s “ Rumba,” but it cannot yet be relied upon to produce this speed every time out, mainly through the very exacting ignition re- 182 MARINE quirements of the two-stroke engine. The’ situation in the hull department is definitely improved, with “ Betty” running the roughest of the really fast bunch. Mr. Rankine, who has had enough hull trouble for a whole club, now seems to have solved . the stability problem, but has lost speed for However, I think we can the time being. look forward to some more real fast stuff from this direction. “‘ Rumba” is probably the best running, really fast boat we have yet seen, and this, despite the fact that she was rushed together in little more than a week after a bad crash, which ruined her predecessor just prior to the “‘ International.” An inspection of all the fast, stable hulls shows a considerable similarity of planing angles. They are, I think, all finer than one Our own hull has distorted somein 40. what in its five years of life, but since the transom has been severely damaged twice, this of shape is hardly surprising. The change. has increased the angle of the front plane from one in 60 to one in 50, and reduced the rear angle from one in 50 to about one in 80. The loss of angle on the back plane has resulted in an increase in area, which is giving excessive lift owing to a considerable reduction in loading. The light-running of the back plane is at the root of our troubles with tail shaft universal joints, as we increased the degree of underdrive in order to keep the front up. At the moment the change of angle in the driveline is fully 12 degrees, and to ask an unlubricated joint to transmit so much power through this angle is really a bit thick. The trouble has been accentuated by the indifferent hardening that is usually obtained from alloy steels. The strength of the flash steam contingent has been increased by the new Southampton boat, and this, together with a more stable, and therefore more tunable, “ fit,” should give the i.c. craft something to worry about. Propeller design has changed a little with a reduction in aspect ratio, which now seems to average around four to one. Mr. Rowe has done some useful work in this direction with his fully-generated screws, which he can now make dead-true to any pitch, and vary the pitch accurately from root to tip if he so desires. I have tried to follow his explanation of the methods used, so that I might pass it on, but I shall have to see the machine working before I have the confidence to try MODELS to explain it. In general, I think we can congratulate ourselves on improved hull performance and engine output in the larger class, but certainly not on any improvement in reliability. Really it is the general standard of performance that helps the sport rather than the superachievements of any one boat, so | think we can say that definite progress has been made. Next season should see an improvement in reliability and give some very close racing. At the beginning of the year I mentioned that a proposition had been made that a miniature class should be established. The idea being that many engines of around 5 c.c. were on sale for use in aircraft, and it would be possible for people to buy all that was required to power a miniature hull. The proposal was objected to by a number of experienced people on the ground that the aero engines’ standard power output would be too low and the designs rather precluded the possibility of tuning with any hope of the engine standing it. Since then, Mr. Heath has shown us that a really good engine in this class can be quite useful, and, in so doing, has made things rather worse for the aero engines. Fortunately, this has been countered by the designing of two new miniatures by Mr. Westbury. These engines are certainly not so highly tuned as Mr. Heath’s in their standard form, but they are sufficiently robust and well-cooled to be tunable’ I have only seen the outside of the one being handled by Goodman’s but that gives sufficient indication. The other, which is in Kennion’s hands, is certainly sound, and from the drawings looks as simple to construct as a’ decent engine could be. I shall never get over one point in Mr. Heath’s engine, and that is the soft soldering of the transfer passage to the cast-iron barrel. This shows no inclination to come adrift, even when the motor is smoky hot. In fact, Mr. Heath ran his first engine with the transfer passage soldered to a barrel quite devoid of fins for half an hour, so he has some reason I think myself for expecting it to work. that it would fail if the cylinder was much thicker owing to conduction from the exhaust port and head, but it seems as usable as our Other points of soft-soldered drive lines. interest about this engine are a very high crankcase and cylinder compression ratio, and the use of a flat-topped piston with chamfered edges, with normal transfer and exhaust ports. MARINE MR. MODELS 183 RIPPER (S. LONDON M.E. & P.B.C.) STARTS HIS 15 C.C,. HYDROPLANE ** HAPPY DAYS ”’ Photo: F.W. Sharp. boat has lately This well in the small class. running in been the Her hull is un- usual, having two steps. The inlet port is a disc valve arrangement with unusually long timing; the port opens before the transfer closes, and remains open until well after top dead-centre in order to get as much gas in as possible. The Model Engineer Exhibition contained one or two points of interest for us. Chaddoch’s blower was on view, as also the tools that were used to make it. I am now waiting to see the engine that will really stand up to this little compressor, which is a wonderful job. Kerswell, of Bristol, exhibited a beautifully-made four-stroke, with a rotary valve in the head, which will be very interesting to see in action. The better work was really concentrated in the prototype section, and is therefore outside my province, but for all that I admired those multi-cylinder steam engines, and some of the boats. Unfortunately, boats were amongst the poorest as well as the best efforts, and I hate to think what our prototype specialist could say of some of them. (To be continued.) ANOTHER TELEVISION BROADCAST N August 31, we again had the pleasure of O producing a Television Demonstration of Marine Models. This was in connection with Radiolympia, and in order to give firms demonstrating television sets a good chance to exhibit their instruments, the hour from 4-5 p.m. was divided into three 15-minute sessions with a 5-minute break between each. Marine models provided 5minute exhibitions in two of the three programmes on this afternoon. The marine model on display was a combined yacht and prototype steamer affair. The yachts engaged were ‘‘ Renaissance ’’ (10-rater) (O. Steinberger), ‘* Alva ’’ (10-rater) (Jermyn Vincent-Hill), ‘* Janet ’’ (A-class) (O. H. Gosnell, sailed by W. H. Daniels), and Mr. Gaskell’s 6-m. The prototype models were ‘‘ Valkyria” (liner) (J. Thornton-Parry), ‘*‘ Titan ’’ (Diesel yacht) (H. W. Eastaugh), and a destroyer model (J. Wilby). The display consisted of an exhibition of sailing and running by the boats with a commentary by Mr. H. B. Tucker, Editor of MARINE MopELs. Unfortunately for the sailors the breeze was very light, but nevertheless the yachts made a pretty picture. The steamers ran excellently. The yachts were from the M.Y.S.A. (Kensington) except ‘‘ Janet,’’ which belongs to the Y.M. 6-m. O.A. fleet. The steamers all came from the West London Club, which also has its headquarters at the Round Pond. All concerned are to be congratulated on putting up an excellent show. We hope next season to see some relays of actual model yacht racing, and possibly some of the speedboat events. With the perfection of the new aerial link (as used for the relays of tennis from Wimbledon) this be- comes a possibility. 184 MARINE A SCHOONER MODELS OF 104 TONS By G. W. MUNRO é — O|O (Continued from page 148.) se eel DECK T will be remembered that the lines of this ] little Schooner were given in our July number, and that last month we used these lines to illustrate the construction of a wooden vessel of the early 19th century. This month we are continuing with the deck plan. This deck plan is very typical of the average merchant vessel of this period, and needs very little explanation to make every point clear, even to the beginner in ship model making. The first point which will be noticed is the rational way in which the builder has strengthened up the beams with carlings just where the stresses will come the most. In the first place it should be pointed out that the length of the beams is only shown between the bulwark rails, and not their actual lengths. This is owing to the amount of tumble-home in the topsides. PLAN The deck breasthook can be seen fayed to the foremost deck beam. This breasthook is so placed to take the ends of the deck planks at the fore end. The shape of the breasthook —and the rake of the stem—is maintained by the small carling at the centreline, and this in turn is backed up by a pair of bitts on either side of the bowsprit. The windlass is of normal pattern. Its width between the bitts is commonly onehalf the vessel’s midship deck. The diameter of the windlass is found by taking the breadth of the vessel in feet and making the diameter that number of inches. The chocks for fixing the windlass bitts should be as strong as the beams at the place to which they are fixed. The windlass spindles are commonly din. for every foot of the vessel’s extreme breadth. The windlass bitts are proportioned MODELS 185 Ly r MARINE Le ScALE: 1 /10in.= 1 ft. Oin. by the breadth of the vessel, taking 3in. for every three feet of the vessel’s extreme breadth. Again, if we make the thickness of the windlass bitts one-third of the diameter of the windlass, they will be in good proportion. The cat-heads on either side of the bows should be sided one-third of the vessel’s extreme breadth, taking inches for feet. The depth should be 1/7th or 1/6th more than the sided dimension. No indication of the position of the capstan is given on the original plan. This also applies to several of the other deck details. We can only presume that these little points were settled by the captain after the vessel was launched and being fitted out. Naval architects used to—and still have—a nasty knack of showing fittings in most awkward positions, and many owners allow the captain to arrange these matters during the building of the vessel. In the deck plan it will be seen that the Schooner has one large main hatch and three smaller ones aft. These latter are arranged as skylights and companionways. I should imagine that the one just aft of the mainmast is the companionway to the saloon. The one aft of that is a skylight, and the aftermost one a small hatchway to the sail locker. It should also be noticed that the pumps are shown just abaft the mainmast. The mast carlings are arranged to make a tight fit on either side of the mast and abaft it, and then cut away to allow the necessary play everywhere. Next month we shall give the sail plan. (To be continued.) 186 MARINE RATING RULES MODELS FOR MODEL YACHTS By YARDSTICK TS subject of Rating Rules for Model Yachts has often been discussed in these pages, but, since these always prove stumbling-blocks to the novice, one makes no apology for reverting to the subject. Let us consider, first, why rating rules are necessary. Suppose you have a class of boats without any classification. Mr. X builds a boat, say, 48in. long, but his rival, Mr. Y, takes the same design and builds a boat 60in. long. Both boats are equally good, but Mr. Y always wins owing to bigger size. As this kind of competition does not produce good racing, some sort of classification is necessary. As length is the most important factor of speed it must be limited. For the sake of simplicity, Length Over All is taken in the Marblehead, 36in. and 30in. Restricted Classes. The natural result of taking L.O.A. is that overhangs become very short or non-existent, since the length that counts for speed is sailing length, and overhangs only come into play as the yacht’s speed increases. In the 10-rater Class Load Water Line length is measured, and the result of this is to force designers to get as much unmeasured length as possible by means of long overhangs, so that L.W.L. becomes very little check on L.O.A. Now, up to a point, overhangs are of great benefit to a yacht, since they provide reserve buoyancy, tend to check pitching, and provide additional sailing length. When the overhangs get too long they slam in a seaway, making a wet, unseaworthy type of craft. Moreover, it must be remembered that overhangs are useful just up to the point they become immersed when the yacht is on her maximum sailing length. Beyond this they might as well be cut off short, except for the fact that it enables the designer to carry out his lines to their logical conclusion. The idea, therefore, is to measure something between L.O.A. and L.W.L. to get the sailing length. In the “A” Class rule length is measured in the same way as the American Universal Rule by taking Quarter Beam Length. In the I.Y.R.U. rule the girth of the overhangs is taken into account. Both of these systems have their supporters. Each has its advantages and disadvantages, but there is not much to choose between them. Both produce a fine type of hull, and to date no better method of length measurement has been evolved. Displacement means bulk as well as weight. Weight, in itself, provided as high a proportion as possible is in the form of ballast well below the waterline, gives the power to carry sail. Weight also enables a yacht to hold her way through calm patches, and, once the inertia is overcome, gives momentum. It is, therefore, a factor giving speed, always provided the weight is not too great for the sailplan to set in motion and bring to its proper speed. The terms, displacement and weight, are rather loosely used by many, but displacement actually means the number of cubic inches of water displaced by the underwater body. The weight of the boat is the same as that of the water displaced. Displacement, therefore, also means bulk, and the bulkier a yacht is on any given length, the tubbier must she be. Bulk, however, means wetted surface as well, and particularly at low speeds wetted surface is an important factor to consider. Wetted surface, however, is not a factor that gives speed, but one that detracts from it. Many very big hulled boats are slow in light winds through excess of wetted surface in comparison with sail. As speeds rise the drag of wetted surface becomes less in proportion to total resistances. On the other hand, as speeds rise the difference between the wetted surface resistance of a smooth and a rough surface becomes accentuated, and a rough surface can very considerably reduce a vessel’s Hence the importance of a really speed. smooth outer skin. Sail is driving power, and it is, therefore, important for the designer to give a sailplan that gives the maximum efficiency on any given area. It is also important for the sail power to be proportionate to the hull. Too much sail can be as bad as too little. A rating rule to be effective must measure sailing length, displacement and sail area. The designer’s job is to get the most effective combination of these factors under any given rating formula. MARINE MODELS 187 THE MODEL POWER BOAT ASSOCIATION’S GRAND REGATTA HE Grand Regatta is the climax of the powerboat season, and this year it had the added distinction of being the last regatta to be held on the Victoria Park Lake before the authorities start on very extensive alterations and improve- ciation has made a feature of a Nomination event over 100 yards course. In this competitors have to ments to this well-known water. Actually the alterations were due to start before the Grand Regatta date, September 26, and there was some uncertainty up to almost the last as to whether the Regatta would not have to be transferred to Brockwell Park. However, on representations being made by the Secretary of the Victoria M.S.C., the London County Council very kindly consented to postpone work until after the Regatta. On behalf of marine modellers we have to record to great appreciation of this courtesy. It is also grati- fying that in planning the alterations to the lake, the L.C.C. have consulted the Victoria M.S.C., and studied their wishes and requirements in every possible way, and the new lake should be most suitable to the requirements of the sport. In both 1935 and 1936 the day of the Grand Regatta has been notable for abominable weather, but this year one of the finest days possible was kindly provided by the Clerk of the Weather. The Grand Regatta is by tradition particularly a day for the prototype boats, and the speedboats are not infrequently by no means at their best owing to the autumn leaves which fall into the water in such quantities as to defy the efforts of the boat stewards to keep a clear course for the pole events. On this occasion leaves were even more of a nuisance than ever. For the benefit of the uninitiated, it may be mentioned that owing to the very high speeds attained by model hydroplanes a single leaf wrapping itself round the propeller shaft or skeg will entirely upset the equilibrium of a speedboat and cause her to run erratically or capsize even. Even with prototype boats a leafis liable to cause erratic steering. To a novice this may seem extraordinary, but if one scales up the obstruction and considers what it would mean to a full-size vessel to hit such an obstruction, the difficulties caused by floating leaves and twigs will be quite obvious. Apart not at time in officials from leaves the speedboats as a whole were their best. Many took an unconscionable starting up, and leniency on the part of in this respect caused events to be very long-winded. This was a great pity as the crowd of spectators gathered about the lake was of unprecedented size, and prepared to be entertained, applauding events generously, and taking a keen interest in the proceedings. It is hoped that much more stringent regulations in this respect will be put into force before next season to prevent regattas dragging out interminably. The M.P.B.A. are to be congratulated on having dropped the 100 yards Straight Course Race for prototype craft. Nothing looks more ridiculous and undignified than one of these craft, vastly overdriven, trying to emulate a speedboat. When run at moderate speeds, more or less scale to those of the originals, these little vessels present a lively and realistic spectacle. In place of this event the Asso- state beforehand how long it will take their boats to cover the distance. Not only does this permit owners to select the speed at which their craft show best advantage, but it is an excellent test of both boats and men in reliability and handling. First place in this event was secured by Mr. Hillman (West London) with his petrol launch ** Minx,” who gave his time as 36 secs., and completed the course in this time dead, thus showing a percentage of error of nil. Second place was taken by Mr. A. Kidd (West London) with his ‘* Lagoon ” (illustrated and described elsewhere in this issue ofe MariNE MODELS), who gave his time as 80 secs., and made 79.9 secs.» showing an error of 0.1 sec. only. Third place was taken by Mr. Woodhouse (West London) with his tug *‘ Ruman,’’ who gave 70 secs., and made 69.8 secs., an error of 0.2 sec. These three capital performances, it will be noted, were all made by members of the W. London M.P.B.C. (Kensington), The Steering Competition followed, and once more the West London M.P.B.C. was to the fore, first place going to Mr. J. Wilby’s model destroyer with 13 points out of a possible 15. This boat has also been illustrated in previous numbers of this Magazine. There was a good struggle for second place, since three boats tied for it. The run-off was won by *‘Silver Jubilee’? (J. Vines, Victoria), which made a bull to her rivals’ inners. This left ‘* Minx ’’ (Mr. Hillman) and Mr. Hood’s (Swindon) steam launch to fight it out for the third place. Time after time these two equalised on re-runs, but, ultimately, ** Minx ’’ was successful, leaving fourth place to Mr. Hood. During the lunch interval the Prototype Compe- tition was held. Mr. H. B. Tucker, Editor of MARINE MOoDELS, was to have been one of the judges, but was unable to act, being laid up with synovitis. The competition was, however, most ably judged by Messrs. Thornton Parry (West London) and Blaney (Victoria). In this competition marks are given for hull design, fittings and workmanship, seaworthiness and running, plant design, lay-out, workman- ship and performance. First place was taken by ‘** Titan’ (Mr. H. W. Easthaugh, West London). This beautiful model of a Diesel yacht figured in the recent Television Broadcast, and her plans appeared in Marine Mope-s, Vol. 9, No. 9. At the recent Model Engineering Exhibition she was awarded a silver medal in the Competition Section. Second place was taken by ‘*‘Lagoon’’ (Mr. A. Kidd, West London) (see page 17), and third place by the river launch** Fairycraft ’’ (Mr. A. Davis, Vic- toria), which has had a new hull this season. The latter figured in our Television Broadcast of July 2. The first speed event of the day was a 1,000 yards race for the 30 c.c. class (including flash steamers up to 16 1b. weight). One run or two starts were allowed. In connection with the above, the ‘‘Crebbin’’ Trophy was offered for flash steamers over the first 500 yards of the course, and also the ‘* Wembley “’ Trophy for new boats built since the end of last hitherto not won any award. season, which have None of the boats in this race managed to attain its usual form, and the results were: Ist, (Mr. Parris, S. London), 56.2 secs. (approx. 36.53 m.p.h.); 2nd, ** Faro’? (Mr. Williams, Bournville) (see page 181), 59.88 secs.; 3rd, ‘* Rednip ’’ (Mr. Pinder, S. London), 64.00 secs. The ‘* Crebbin ’’ Trophy went to Mr. Marsh, Southampton, with 47.2 secs., for 500 yards at the slow speed of 21.76 m.p.h. The ** Wembley ”’ Trophy was not awarded, as none of the eligible boats completed the course. Like their larger sisters, the 15 c.c. class were considerably troubled with leaves in the next event, which was the ‘* Mears’’’ Trophy Race. Flash steamers not exceeding 7 lb. weight are eligible to .compete in this event also. It is a condition of the race that either hull or engine, or both, must be the work of the competitor. The distance, like that of the big race, was 1,000 yards. First place was taken by ‘Golly’ (Mr. E. Westbury, London), 76.98 secs. (approx. 265 m.p.h.). The Hon. Secretary of the M.P.B.A. is to be congratulated on finishing up the season with another win. Second place was taken by‘* Happy Days “’ (Mr. Ripper, S. London)—see page 183—with 98.4 secs., and third by Mr. Kent (Swindon) with 133.1 secs. During the progress of the circular-course events, the prototype men beguiled the time by staging an impromptu Relay Race at the far end of the lake. Four teams competed, and it was won by the South London team with Victoria second. Thus ended the Grand Regatta and the 1937 season, but it is always interesting to think over events afterwards. The past season has in some ways been disappointing since speed records have not been shattered, as had been hoped, and the 50 mark has yet to be reached. On the other hand, many more have attained speeds in excess of 40 m.p.h., instead of comparatively few as in 1936. The 15 c.c class also show general improvement in speed, though none of them has equalled ** Little Star’s’’ record. Reliability and quick starting show no improvement, but rather the reverse. If regattas are to be popular with the public, considerable attention to these points is indicated. We venture to suggest that legislation to deal with this matter might profitably be passed before next year’s racing starts. Prototype boats, as a whole, show considerable improvement in hull design, finish and attention to details. Many excellent new models have been launched and old boats improved almost out of recognition. This is a good thing for the credit of marine modelling, and we trust the good work will continue during the winter. WHtull design has often been deplorably bad, humps, lumps and bumps being very noticeable on many craft. Again, many wooden hulls have been too heavy. Deck fittings also show considerable improvement. All of these points, and others also, were dealt with in The Engineroom last month, so there is no need to go into them again, and all that remains is to wish our readers many hours of enjoyment preparing for next year. MODELS CORRESPONDENCE CARDIFF THANKS MODEL YACHTSMEN Sir,—Through the medium of Marine MOopELs, I should like to tender the thanks and appreciation of the Cardiff West End Model Yacht Club to yourself, and all clubs affiliated to the M.Y.A., who responded to the SOS sent them, requesting par- ticulars, cost, size and ownership of their sailing waters. From the numerous replies received much valuable information has been gathered, and co-operation offered to the C.W.E.M.Y.C. to help them persuade the Cardiff City Council that Cardiff should have a model yacht pond, and from the lettersin general —_ > MARINE such a spirit of feeling pervades that model yacht sailing forms a brotherhood indeed, and, though many of us have never met we seem like personal friends, In conclusion, further Suggestions and particulars are welcomed; like the‘* Widow’s Mite,’’ nothing is too small to help. So, as Gourock has wished us: ‘‘ Lang may your lum reek! ” Yours fraternally, James P. HALL, Hon. Secretary, Cardiff West End M.Y.C. [We are sure that all model yachtsmen and power- boat men will join us in wishing the Cardiff West End Club the best of luck in their efforts to obtain a sailing water.—EpD., M.M.] MARINE MODELS HANDBOOKS BuitD Your Boy A MODEL YACHT By W. J. DANIELS & H. B. TUCKER (with full-size Construction Plans for 30-in. Class Model) Useful to Builders of any size model How To BuiLd A MoDEL STEAMER By J. VINES (with 4 large scale Designs) Full of information for Novice and Expert Price: 2s. 6d. each, postage 3d. HOW TO SAIL YOUR MODEL YACHT (Hints to Price: Trade MARINE the Young 4d., postage Novice) 3d. Terms on Application MODELS PUBLICATIONS LTD. 52, FETTER LANE, LONDON, E.C.4. — 188 MARINE 189 ; MODELS THE MODEL ENGINEERING EXHIBITION, 1937 <= By A VISITOR Cy: again this wonderful Exhibition is over, but it is to be hoped that all ship modellers made a point of seeing it as the execution was even better this year than last, and showed increasing attention to detail. One must endeavour not to gravitate to the Cup and Medal winning exhibits, as these are likely to mitigate one’s appreciation of many other interesting exhibits, often indicating a wealth of knowledge and pretty workmanship. We therefore tear ourselves away from these specimens before the time at our disposal has all evaporated. The marine section of the show this year, both for sailing and power-driven craft, was sub-divided into (1) models proper, and (2) ditto, but miniature. Of course, there were the usual groups of Senior and Junior. There was so much of interest that it was difficult to know where to start, but real ship lovers must have appreciated a very beautiful waterline model of the *‘ Mayflower,’’ by Mr. J. J. Davis, with a waterline length of about 6in. Of the half-dozen ‘* Golden Hinds,’’ Mr. F. B. Rayner’s working model of 1577 (scale 1 /27th) would be a pretty sight under way. Then we must not forget the Juniors. What did some of the *‘ old boys ’’ think of the model of an old Egyptian Galley by Master P. H. Brookes, aged 13? Almost alongside this was a very respectable electrically-driven model fishing-boat by Master C. Cannell, of 16 years. For those interested in little waterline models, there were numbers to look at, and, in particular, Lt.-Cmdr. Metaxa, R.N., showed a very interesting group of silhouette block warships. Amongst the powerboat men many will remember Mr. E. F. Truscott’s beautiful little destroyer ‘*Antelope,’’ now in the Science Museum at South Kensington. His work was instantly recognisable in a wonderful working model of H.M.S. *‘ Kempenfelt,’’ which steamed off with a silver medal. She is engined with a single stage turbine, which, running at some 1,500 r.p.m., produces a speed of 1} knots. The boiler, which is of the flash type, is fired by methylated spirit, the proper combustion of which is encouraged by a small force-draught fan, driven by an electric motor. All the miniature 4.7 guns are fitted with working recoils and are capable of being fired electrically. It is contemplated that in the future a motor-timing arrangement will be fitted, by means of which the guns will be operated automatically while the little vessel is under way. In addition, her armament is complete with deck torpedo tubes, one of which is a working model, discharging a tiny torpedo by means of compressed air. In the Loan Section special note must be made of a remarkable partly-finished model of the Tea Clipper ‘‘ Norman Court,’’ by Mr. John F. Alderson. This model has her deck properly planked, while her bottom is copper sheathed with 2,000 At the stand of the Ship separate little plates. Model Society, a machine for making rope of any scale was shown by Mr. L. Jennings, who says that the originator is Mr. F. Lloyd, of the Lewisham Club. This apparatus is a very much improved affair to the process described in MARINE MODELS of March, 1936, by Mr. Isard, using a lathe. Apologies must be made for not mentioning numbers of exhibits that certainly merit it, but space does not permit of more than a brief survey. Enough has been said to indicate the wide scope and informative aspects of the Exhibition. If there be any criticisms to make, perhaps more attention might be given to acquiring the correct shade of colour of the prototype, together with a little more care in painting. HUDDERSFIELD S.M.E. The club had an open day on September 4, when a triangular course was laid out, the yachts having to be trimmed to sail round the buoys. The best time of two rounds was taken for the results. The winner was “*‘ Alcyone’’ (S. Errock, Oldham), 23 min. 6 sec.; 2nd, ‘* Mayflo’’ (H. Crowther, Elland); 3rd, ** Firefly ’’ (J. Tolson, Huddersfield). Also sailed, ‘* Thistle ’’ (F. C. Hirst); *‘ June ’’ (H. Proctor): ‘* Cygnet ’’ (H. Trueman); ‘* Joan ’’ (F. Rumble). ‘‘ Piccaninny ’’ (W. Tearle) gave up. After tea an ordinary race was sailed for the 36in. Restricted class, but was abandoned owing to the wind falling. At that time ‘‘Alcyone’’ and “‘June’’ were leading with 10 points each. A Challenge Race was sailed between two A-class boats,** Water Wagtail *’ (A. Arnold), 6 points (two windward boards), and ‘* Suffolk ’’ (F. C. Hirst), 6 points (three leeward being unsailed. boards); one board to windward The points of the leading yachts in the fort- nightly flag races are as follows: * Firefly, wt 22; ‘* White Nymph ”’ (H. Tolson), 21; ‘* Alcyone,’’ 21; ‘‘ Elma ’’ (H. Hunnybell), 17; ‘* Thistle,’’ 13; ‘* Mayflo,”’ 8; ‘* Falcon ’’ (L. T. Mitchel), 7; ** Bess II’? (L. J. Mitchel), 6. There are now over 20 36in. Restricted class models in the club and membership is increasing rapidly. F.C. Hi. 190 MARINE INTERNATIONAL MODEL YACHT RACING UNION See First Annual General Meeting of the Union was held at the North Euston Hotel, Fleetwood, England, on the evening of Tuesday, August 3, 1937, Representatives from the following countries were present: Norway—Mr. Sam. O. Berge (Norsk Modelseilforening); Sweden—Messrs. A. Hede and A. W. Abrahamsson (Sveriges Modell Seglar Forbund); Germany—Herr Emil Zwalgun (Deutscher Seglerverband); Belgium—Messrs. A. Heydt (Fédération des Model Yacht Clubs de Belgique), and Baron Eric de Witte (Broechem, Antwerp); France—Mons. M. H. Boussy (Fédération Frangaise de Yachts- Modeles), and Mr. E. Henry Hill (Modéle Yacht Club de Paris); Great Britain—Messrs. J. G. Feltwell (Model Yachting Association), and R. A. Jurd (Gosport M.Y.C.). In the absence of the President, Mr. John Black, U.S.A., Mr. Hill proposed that Mr. Feltwell act as chairman of the meeting. This was seconded by Mr. Jurd and agreed unanimously. The Secretary read a report submitted by the President, Mr. John Black. Mr. Black, on behalf of the Model Yacht Racing Association of America, placed the following recommendations MODELS before the meeting : — That the prospect of having Model Yachting accepted as an Olympic event is one that will require close follow-up. It is the earnest desire of your President that this matter be continued until approved. That the question of the use of the Vane gear should be discussed. That the suggestion of allowing Colonies of any nation recognised by the I.M.Y.R.U. to enter International competition as proposed by the United States is worthy of the consideration of the Union. In conclusion, Mr. Black said: ** It is the earnest desire of your President that each nation continue its support of the I.M.Y.R.U., and that the sport of Model Yachting will be recognised by more Governments and Municipalities as a worth-while recreation. Holding regattas, with plenty of newspaper publicity, together with good sportsmanship, will do much to advance the splendid work. My sincere best wishes for the continued success of our Union, and may we al! have the pleasure of meeting again.”’ The report of the President was unanimously accepted, and ordered to be placed on record. The Chairman called for nominations for the office of President and Secretary-Treasurer. Mr. Hill (France) proposed and Mr. Berge (Norway) seconded, that Mr. John Black be re-elected as President, and Mr. Wm. M. Carpenter as Secretary-Treasurer. Carried unanimously. The Chairman placed the proposed Constitution before the meeting and suggested that the objects of the Union should form part of the Constitution. (This clause was omitted from the draft copy, as circulated in error.) The Secretary submitted the clause taken from the Constitution of the I.M.Y.R.A. stating the objects of the Association. After further discussion, Mr. Hill (France) proposed, and Mr. Berge (Norway) seconded, a motion that the Consti- tution, as amended, should be adopted. Carried. On motion of Mr. Heyde (Belgium), seconded by Mr. Berge (Norway), the Secretary was directed to have the Constitution, as adopted, printed and circulated to all National Authorities. Carried. The Chairman then placed the proposal of the Model Yacht Racing Association of America before the meeting respecting the adoption of the Marblehead 50-800 class Model Yacht as a second class of ~ International Model Yacht for International competition. Mr. Feltwell (Great Britain) supported the proposal. After discussion Mr. Hill (France) proposed, and Herr Zwalgun (Germany) seconded, a motion that the Marblehead 50-800 class be adopted as a second International class for Model Yachts, and same was carried. The Chairman then placed the suggestion of the Model Yacht Racing Association of America before the meeting, respecting the trophy presented to the M.Y.R.A. by the Model Craftsman Magazine of the U.S.A. for International competition for the Marblehead 50-800 class, should the class be adopted by the Union. The first contest to be held at Boston, Mass., U.S.A., October 9-10, 1937. Mr. Carpenter (Great Britain) proposed, and Mr. Feltwell (Great Britain) seconded, that this trophy be accepted as an International Challenge Cup for the Marblehead 50-800 class, and it was carried. The Secretary read a letter from Mr. C. H. Farley, Secretary of the M.Y.R.A. of America, with reference to the limitation of size in spinnaker rule, as adopted by the Yachting Monthly Cup Com- mittee, requesting a more simplified reading of the formula. Mr. Edwards (Great Britain) pointed out an error in the equation, as published by the Committee, governing the size of spinnakers. The omission of a comma made it possible to put more area into the spinnaker than was allowed in all the remainder of the sails. In his opinion this error had something to do with the difficulty experienced. Mr. Berge (Norway) moved, and Mr. Hede (Sweden) seconded, a motion that the subject of limitation in the size of spinnakers rule be referred back to the Y.M. Cup Committee for reconsideration. Carried unanimously. Mr. Carpenter (Great Britain) proposed that the Union adopt a flag for the purpose of die-stamping letter headings for future use. The specimen flag (as exhibited) to be composed of: A red field, with a band of white from staff to fly, with the letters I.M.Y.R.U. in blue on same. Carried unanimously. Mr. Hill (France) proposed, and Mr. Berge (Norway) seconded, a motion that the 6-m. class be placed before the National Authorities for consideration as an additional International Third Class. Carried. The Chairman declared the meeting closed at 11.40 p.m. (Signed) ; ]. G. FELTWELL, Chairman. Wm. M. CARPENTER, Secretary. W. H. Davey, Asst. Secretary. (For Constitution, see page 194.) MARINE MODELS 191 [As the space available for Club News and Racing Reports is limited, Club Secretaries are requested to make their reports brief and to the pomt.—EbITOR, MARINE MobELs. ] BOURNVILLE M.Y. & P.B.C. RYDE M.Y.C. (ISLE OF WIGHT) NATIONAL MARBLEHEAD CLASS Mr. and Mrs. E. Cadbury’s Trophy for 10-raters CHAMPIONSHIP As the Marblehead class, athough now officially adopted for International racing, has not yet been recognised as one of the British National classes, the club organised a National Championship, for which the Borough of Ryde Challenge Cup formed the trophy. The event took place on the canoe lake, Ryde, on August 26. As will be seen from the scores, the entrants included members of a number of British clubs. There were two non-starters, Lt.Col. I. Dennistoun and Mr. M. Job. The Mayor of Ryde, Alderman A. Dennis, attended the start, and was welcomed by the Commodore, Lt.-Col. J. E. Rhodes. The Mayor then started the first pair on a board to windward. The wind was a light tricky Northerly, but later hardened somewhat. The fleet of competitors was divided inte three divisions—two of four boats each, and one of three boats, and the top two boats in each division were set to sail a final of six boats. Racing started in the early afternoon, but, owing to the light wind, the race took longer than was expected. Divisional racing being finished, a halt was made for tea, which was served at the Clubhouse, and proved a most successful function, thanks splendid work done by ladies of the club. to the The finals were sailed after tea, and the last heats were sailed in almost complete darkness. Scores were: Eliminating Heats: Division 1— ** Bett Ann ’’ (Lt.-Cmdr. Jackson, Ryde), 13; *‘ Flying Fish ’’ (F. Shackleton, Felixstowe), 9; ** Gleam ”’ (A. E. Ward, Hastings), 6; *‘ Q.E.P.’ (C. Waite, South-Western), 2. Division 2—‘*Sagitta’’ (E. Taylor, Shrewsbury), 15; ‘‘Michael P.’’ (G. C. Matthews, Ryde), 10; ‘ Nemesis ” (J. Southerland, SouthWestern), 5; ** Doris ’’ (D. E. Cheal, Hastings), 0. Division 3—‘‘ Vectis’’ (H. Pragnell, Chelsea), 7 ** Gladys ’" (E. Scovell, Ryde), 5; ‘‘ Thistle ’’ (G. Adams, Hastings), 3. Finals (Possible 25)—l1st (Town Challenge Cup and Replica) ‘** Gladys "’ (E. Scovell, Ryde), 20; 2nd (Barometer) ‘* Bett Ann ”’ (Lt.-Cmdr. Jackson, Ryde), 14; 3rd (Chiming Clock) ** Sagitta ’’ (E. Taylor, Shrewsbury), 13; ‘* Michael P.’’ (G. L. Matthews, Ryde), 10; ‘* Vectis’’ (H. Pragnell, Chelsea), and *‘ Flying Fish *’ (F. Shackleton, Felixstowe), 9. (See photograph on page 196.) The presentations were made by the Mayor, and at the conclusion he was given three hearty cheers on the call of Col. J. E. Rhodes. The Regatta Officers were: O.0.D., the Commodore, Col. J. E. Rhodes; Starters, W. Arnold and F. Lawrence; Umpires, J. Burder, R. Stower, F. Searle, and the Hon. Secretary, A. Kerridge; Judges, H. Ash and A. Hills. was the attraction on June 19, the event being open to Midland clubs. After a delayed start, caused by lack of wind, eight started. The breeze was fitful, but racing progressed until six heats had been decided, when a dead-calm prevailed, and scores were cast. Winners: Ist, ‘* Blackbird ’’ (H. Cole), Bournville) 24 points; 2nd, ‘‘Reginga’’ (R. Ingram, Salford Park), 23; 3rd, *‘ Valerie ’’ (Dr. Ratcliffe, Bournville), 18; *‘ Lady Mary ”’ (F. J. Broscombe, Bournville), 15; ** Mischief ’’ (N. Stansfield, Salford Park), 13; ‘‘ Neressee *’ (R. Harrison, Derby), 12; *‘Duga’”’ (D. Spriggs, Salford Park), 6; ‘* AZolus ’’ (R. Lim- bert, Derby), 5. The 0.0.D. was W. H. Davey; Starter, H. Ray; Judges, A. Harlow, B. Cottrell, and W. Rastall. The open competition for the Bournville 6-m. Cup was sailed at Valley Pool, Bournville, on September 4, in a beautiful setting. Wind and weather conditions were splendid, the breeze coming from the South-West. Before lunch six heats were sailed. Resuming at 2 p.m., the skippers still had a good breeze, though it slackened a little at times, and by 3.15 p.m. the final heat was sailed. The scores revealed the keenness and skill displayed by the competitors. Speaking on behalf of the Bournville Club, Mr. W. H. Davey stressed the pleasure it gave to have model yachtsmen visiting and competing at Bournville, and appropriate speeches were forthcoming from the winner of the Cup, Mr. A. Harlow, and last year’s winner, Mr. J. H. Catterall. Results: Ist,‘‘ Elvira ’’ (A. H. Harlow, entered by Fleetwood), 29 points; 2nd, ‘* Mist ’’ (F. J. Broscombe, Bournville), 27; 3rd, ‘* Athol '’ (H. Cole, Llandudno), 26; ** Helen ’’ (E. Nason, Bournville), 22; ** Glenesk *’ (J. H. Catterall, Bury), 20; ‘* Lady Maud’? (T. Miller, City of Birmingham), 20; ** Stella ’’ (I. Sheldon, Bournville), 14; ** Forward ”’ (K. Law, City of Birmingham), 12; (H. E. Williams, City of Birmingham), * Soran " The 0.0.D. was W. H. Davey; goer H. Ray; Judges, I. Cole and E. F. Savage; Scorer, F. Kettle. BRADFORD M.Y.C. The 6-m. yacht‘* Yvonne,’’ from the board of Mr. Harry Atkinson, was launched with due cere- mony during the month. The model is diagonal- built, and is offered for the use of any of the mem- bers or their friends. Although‘‘ September in the rain "’ has been whistled, hummed and sung time after time by our younger members, there has, till this week, been 192 MARINE no response from the gods, and the dam is Qin. down. We have, however, made several visits to more fortunate waters, notably Huddersfield, and our old sailing water, Yeadon Dam. At the latter place we held a Demonstration A-class race as part of the regatta, promoted for local charities. Results as follows: Ist, ‘* Water-Wagtail’’ (A. Arnold), 20 points; 2nd, *‘ Suffolk ’’ (F. C. Hirst), 18; 3rd, ** Emperia ’’ (B. E. Garbutt, sailed by J. P. Clapham), 17; ‘* Flying Cloud *’ (S. Crossley, sailed by E. Roberts), 10; *‘Mary’’ (Geoffrey Kitchen), and ** Kinnear ’’ (10-rater) (S. Northrop, a visitor from Nottingham), 9, and ‘* Silver Cloud ’’ (W. Roberts), 3. Starter and Scorer, S. Roo and H. Atkinson. J. P. CLAPHAM. LONDON M.Y. LEAGUE The fourth round for the ** Stanton ’’ Cup should have taken place at the Forest Gate Pond on September 4. At the commencement there was a fair wind from the North-West, but after the first board this petered out, and, after vainly attempting to carry on for some time, it was unanimously decided to postpone the race. Subsequently, it was agreed that, as there were so many engagements to carry out, the postponed race be deferred until October 9. A. J. F. WICKSTEED M.Y. & P.B.C. (KETTERING) Twelve yachts of the 36in. Restricted class took part in the race for the ‘* Whitworth ’’ Cup at Wicksteed Park, on August 22. Very light wind made the match rather drawn out, four hours being required to decide the winner, Mr. Burling, of Cambridge. This gentleman tied with Mr. Buck, also of Cambridge, but rather than have any further dealings with the weather, coin spinning was resorted to. Highest scores were as follows: Ist, ‘‘ Spray ”’ (Mr. Burling), 27 points; 2nd, ‘‘ Betty II ’’ (Mr. Buck), 27; 3rd, *‘ White Wings ’’ (Mr. Smith), 24 —all Cambridge boats. Mr. R. L. Whitworth, the donor of the Cup, was O.O.D. The ‘* Timpson '’’ Trophy, which was raced for on Sunday, September 12, was-won by Mr. Haddon, of the home club, with ‘* Cynthia,’’ from the designs of ‘* Phenix ’’ (Steinberger) (published in Vol. V, No. 6, of this Magazine). Conditions were most unfavourable, the wind, which was very light and variable at the start, was afterwards utterly destroyed by rain. The match was abandoned when half completed, awards being granted according to percentages. Mr. Haddon made 92°, of his possible. Mr. Alexander, with ‘‘ Sonia ’’ (‘‘ Leonora,’’ MarINE MOopDELs’ design), was second with 55°., FOR SALE 36in. RESTRICTED, LANCE DESIGN. Full keel, full weight, planked yellow pine, chromed fittings, first-class order, £5/5/0. Shield, 71, Park Terrace, Swalwell, Newcastle-on-Tyne. 10-RATER, PHC@NIX DESIGN. Smart boat, chromium fittings, has had very little use, seen and tried London. Box No. G.1040. ‘‘ Marine Models,’’ 52, Fetter Lane, London, E.C.4. 36in. RESTRICTED, EUDORA DESIGN. Mahogany planked, chrome fittings, 2 suits sails, first-class boat, only sailed few times. £3/10/0. Box No. G.1037, ‘* Marine Models,” 52, Fetter Lane, London, E.C.4. MODELS and Mr. Carr with ‘* Maydwell’’ (‘* Leonora,’” MARINE Mobe Ls’ design) third with 50°. Mr. Whitworth, of Bedford, once again sacrificed sailing to act as O.0.D. Scorers, Mr. D. Dorr (Chairman), and Mr. J. Skews. . The prizes were presented by Mrs. Wilkins. The Wicksteed Club are especially grateful to Mr. S. J. Marston and Mr. W. Snowden, who motored from Birmingham and Sheffield, respectively, to give their support. Mr. Whitworth presented Mr. L. Garrett with a Silver Cup for having secured the highest aggregate score throughout the season. His boat, ** Laguna,”’ or ‘‘ L. A. Garrett’s First,’’ was both designed and built by himself, and is a particularly fine piece of work. SALFORD PARK (BIRMINGHAM) M.Y.C. The ‘*‘ Knowles ’’ Trophy was won by “‘ Tedra ’’ (E. Hague); *‘ Irene ’’ (J. S. Harvey) was second; ** Reginga ’’ (R. G. Ingram) third. ‘* Lady Gay ”’ (L. E. Alien) and ** Mischief ’’ (N. Stansfield) tied for fourth place. Sailing conditions were not highly satisfactory, the wind being light and fluky, and it was with difficulty the race was finished. The Trophy was presented to the club this season by H. Knowles, Esq., Birmingham, the design being that of a model yacht. The Trophy and prizes were presented by Mrs. W. D. Creese. 0.0.D., Mr. F. Eades, assisted by Mr. W. R. Dibbs, and Mr. S. Langford. The Club Championship for 6-m. class boats has been won by ** Silvia '’ (D. Spriggs), being 11 points ahead of ‘** Thistle ’’ (W. R. Dibbs), which was second, followed by ‘* Babs ’’ (N. Stansfield), ‘‘Iris’’ (S. Langford), ‘* Hilda ’’ (A. Butler), ‘* Freda ’’ (F. Riley), *‘ Kas ’’ (J. S. Harvey), and ‘** Queen Bee ’’ (G. H. Tongue). ‘* Silvia’? has been top scorer throughout the three rounds of the racing, with ‘* Thistle ’’ lying a close second. In the final round —the wind being more suitable for ‘* Silvia ’’—she drew ahead of *‘ Thistle.’’ ‘‘ Babs ’’ did not sail in the first round, but did remarkably well to finish third. In the Club Championship for A-class boats, the second round race was won by ‘“* Lady Winifred ’” (L. E. Allen), ‘* Flying Foam ”’ (F. Eades) second, ‘*Trene ’’ (W. D. Creese) third. W. D. CREESE, Hon. Sec. NELSON GARDENS M.Y.C. (GT. YARMOUTH) Races took place on September 11 for silver spoons. The 36in. Restricted class carried fourth suits, owing to the heavy wind, and results were as follows :— 36in. Restricted—Ist, ‘‘ Nippy’’ (P. Bird), 21 points; 2nd, ** Pamela *’ (W. Powley), 18; 3rd, ** FiFi’’ (C. Fuller), 14. Six boats took part. 10-raters——lst, ‘‘Winsome’’ (C. Fuller), 25 points; 2nd, ‘‘ Flying Spray ’’ (C. Adams), 14; 3rd, ‘* Girl Mary,’’ 13. Six boats took part. Yawls—lst, ‘* Lois ’’ (C. Fuller), 13 points; 2nd, ‘* Young Prince,’’ 10; 3rd, ‘* Amazon ’’ (C. Adams), 7. Five boats took part. P. G. R. BirD, Hon. Secretary. &ES MARINE MODELS 193 . Our Deottish Page H ONOUR where honour is due. We are in- formed that the Saltcoats A-class model _TM ** Flo,’* which has been so busy collecting winning flags this season, is from the board of Mr. Wm. M. Smith, of Largs, and was not designed by her builder and owner, Mr. H. Miller, as inadvertently stated by us in the September issue. We have been called over the coals for failure to incorporate race, at a record Fleetwood, in of the the ** Robertson '’ ‘* Scottish Page ’’ Cup for last month. Boy, get a pail of ashes and yards of sackcloth. Seriously, as we were not present, we had relied upon a race of this importance bringing a report from some of our local friends better able to comment on it. During the past month racing has consisted of a series of Championships and important trophy events, and the climax of the season has been fortunate, inasmuch as weather conditions have been consistently favourable. The most important event. perhaps, was the 6-m. class Scottish Championship at Saltcoats on September 11, when nine clubs entered. This is an inadequate entry, considering there are about 30 clubs contained in the Scottish Association, and certainly does not represent the importance of the class. For some reason or other, difficult to define, these Championship races do not attract the enjoyed. interest and competition they formerly If the numbers were disappointing on the present occasion, the racing itself was exceptionally good. Conducted under ideal weather conditions, with a steady breeze of good full suit force, and brilliant sunshine tempering a real autumn “** nip ”’ in the air, seldom indeed has a more enjoyable race been witnessed. A full double tournament was carried to conclusion and the ultimate winner, ** Bee ’’ (W. Boyd, skipper H. McMillan, Paisley), was undoubtedly worthy of the honour. She was perfectly handled throughout and some of her runs down-wind under spinnaker were a delight to watch, the craft leaving a wake from line to line that might have been drawn by a ruler. A most creditable exhibition of accurate trimming on the part of her young skipper, to whom we extend our hearty congratulations. Her return was 31 points in each round, 62 points of a possible 80. Second place was taken by “* Violet ’’ (A. W. K. Rodrick, West of Scotland). This model was sailing fast, but apparently not in her usual good trim, particularly in the first round, as she was not keeping a good course. She only returned 22 in the first round but improved her showing in the second with a score of 30 to total 52. Three competitors with cards of 46 tied for third prize, ‘* Mary "’ (P. Gunn, skipper W. Brown, Dennistoun), ‘‘ Margaret *’ (L. McLean, Scotstoun), and ‘** Gleniffer’’ (D. McCallum, Saltcoats), and the final gave the prize to ** Mary.’’ The prizes were very appropriately presented by Mrs. Wm. Hutchison, wife of the donor of the Hutchison Quaich, which goes with the Scottish 6-m. Championship, in a most gracious and charming manner. Saltcoats was also the venue for the ** Harry Kemp "’ Shield competition a week earlier, September 4, when the wind conditions were a complete contrast to those experienced on the following Saturday. A strong breeze prevailed, and second and third suits were bent. Even then some of the models had rather more sail than they were capable of carrying, and would have given better returns with less cloth. Under these conditions the ** Salt Water *’ clubs came into the picture to some tune, and all four leading positions were divided between Saltcoats and Port Bannatyne. Nine clubs were entered and 17 models came to the line, in two sections. The absence of ‘* Violet,’’ hitherto sole holder of the trophy, was unfortunate as it meant a certain mitigation of interest, although not interfering with the keen spirit of the race. When the returns came in, highest cards were shown by ** Glance "’ (Saltcoats), 32 and a resail, and *‘Gladys”’ (Port Bannatyne), 30, in the first section, and ‘* Marjory '’ (Port Bannatyne), 31, with ‘* Gleniffer ’’ (Saltcoats), 30, as companion in the second section. A deciding tournament between these four competitors resulted: *‘ Glance ’’ (D. McCallum), *‘Gladys’’ (H. Gow), ‘* Gleniffer *’ (D. McCallum), and ** Marjory "’ (R. H. Malcolm), in that order. The result is a satisfactory one, and we are equally pleased that the Shield has at last found a home at its birthplace, and to see Port Bannatyne sharing the honours. It is a good thing for these trophies to circulate. Perhaps we should mention that the two Saltcoats models were sailed by G. Scott and A. Smith as skippers. The M.Y.A. 6-m. British Championship at Alexandra Park, Glasgow, on August 21, with Mr. Copland, of Gourock, in charge, was a pleasant event, the more so by reason of the presence of a number of English entries, and still more so because their challenge was stalled off—which is decidedly mean, but natural and truthful. Of course, we have a reputation for truth to uphold and retain unblemished. [*' Ye gods and little fishes.’’ Editor’s comment, although inaudible; we know.] To come to the race, the 17 competitors included entries from Bury, Bradford, Huddersfield and Nottingham, in addition to the Scottish clubs. Two sections were constituted, and a final tournament sailed between the two leading craft in each section. Result :— Section 1—Possible 40 points: ‘‘Mary’’ (P. Gunn, skipper W. Brown, Dennistoun), 30; ‘* Adapta ’’ (T. Porter, Scottish A-class club), 30. Section 2—Possible 35 points: ‘* Violet’? (A. W. K. Rodrick, West of Scotland), 33; ‘* Glenesk "’ (J. H. Catterall, Bury), 23. Final result: ‘* Violet ’’ and *‘ Mary,”’ each 10 points, with a board to windward giving ** Mary *’ the Championship. ‘‘ Glenesk,’’ 8 points, third prize; ‘* Adapta,’’ 2 points, fourth. Scores returned by the other English visitors: ‘* Plover "’ 194 MARINE (Huddersfield), 27; ** Kathleen ’’ (Huddersfield), 16; ** Elaine ’’ (Nottingham), 19. On the Sunday, Messrs. Hirst, Atkinson, Roberts and Mitchell, of the Bradford Club, paid a visit to Mr. and Mrs. J. A. Stewart at the only lake in Scotland, the Lake of Menteith, Perthshire, and we are informed that *‘ they indulged in an ecclesiological investiga- tion of the thirteenth century Priory on the beautifully wooded island of Inchmahome.’’ Well, well! Who would have thought that's the sort of fellows they are? Delving into the storied history of old in lieu of attending a service. Never mind, at least they fitted the day and deed to some extent and, whisper, the beauties of the district (scenic, we mean, make no mistake) are compensation, with interest, for some services we have known. We hope all our Southern friends enjoyed their visit as much as we did, and trust to see them come again, and frequently. By the way, a good deal of interest was manifest in the ingenious cradle fitted on the roof of Mr. Hirst’s car, in which two or three model yachts can be safely transported. The Scottish 12-m. Championship at Greenock, on August 28, only attracted six entries, evidence of the decadence of this, at one time, the most popular rating in Scotland. ‘‘ Osprey’’ (J. McKenzie, Dennistoun) had a clean sheet up to the last windward board, but lost it and returned 22 points, taking the Championship and the ‘*Lipton”’ Cup and first prize. A tie between ‘* Rose ’’ (P. Naughton, Victoria) and ‘* Neupon’’ (H. Miller, Saltcoats) with 15 points, finaly resulted in “** Neupon "’ taking second prize and ‘* Rose ’’ the third. Three prizes for six boats! Rather absurd. It is notable that ‘* Rose ’’ won this Championship as long ago as 1926 and is 19 years old—evidence of what little progress has been made in the class during the past two decades. ‘* Osprey’’ now holds the 12-m. class Scottish Championship for the fourth time, ’29, '31, °36 and '37—which is a record. The Victoria Club entertained Richmond on August 28, and 16 |2-m. were in competition. A very close race resulted in favour of Richmond by a margin of two points—64 against 62—which is satisfactory to both clubs. A special prize provided for a race between the highest boat in each club, was taken by “‘ Jeanette ’’ (J. Cunningham, Victoria), after a tussle with ‘‘ Olive ’’ (W. Buchan, Richmond). The West of Scotland club race for the 12-m. ** Calcutta ’’ Cup, decided on September 4, met with a strong and squally South-South-West wind. ** Hinba *’ (J. McKinnon), 16 points, won a close race, with ‘‘Ellora’’ (A. E. Campbell) and ‘‘Melody’’ (A. W. K. Rodrick) running up, each with 14 points. A final to decide second and third prizes went in favour of ‘* Ellora.”’ Port Bannatyne have completed the ‘‘McAndrew”’ Cup competition, and** Jean ’’ (W. Loch) with the best score over three races, proved successful. Another ladies’ race has taken place on August 14, and the lady skippers seemed to enjoy the event, notwithstanding strenuous conditions with a stiff breeze. ‘** Marjory”’ (Mrs. McMillan) again took the first prize, and second went to ** Nanta ’’ (Miss Miller), after a very interesting struggle with ** Gladys *’ (Miss G. Gow), by an extremely narrow margin. The completion of the * Sir William MODELS Burton ’’ Cup race gave the trophy to *‘ Gladys ’’ (H. Gow), with ** Nanta ’’ (R. H. Malcolm) second. The final to decide second prize in the ** Robt. Malcolm Memorial *' Cup competition proved somewhat tame, owing to lack of wind, and the two boats held close together throughout a drifting race. ** Britannia ’’ (Wm. McCausland) eventually crossed the line to win from ‘* May *’ (G. Meldrum). ScoTicus. THE INTERNATIONAL MODEL YACHT RACING UNION CONSTITUTION 1. TITLeE.—The name of this International body shall be known as the International Model Yacht Racing Union. pes OsjEcts.—The objects of the Union shall e:— (a) To secure unification of Rating Formula and Classes throughout the world, and the promulgation of a Universal Code of Racing Rules. (b) To act as a Court of Reference and Authority on all International matters concerning the sport. 3. OFFICERS.—The Officers of the Union shall consist of a President and a Secretary-Treasurer. These Officers shall be elected annually at the Annual General Meeting of the Union. 4. ANNUAL GENERAL MEETING.—The Annual General Meeting of the Union shall be heldin association with the meeting of the Joint International Committee on the evening preceding the first day of the International Regatta (A-class), at the place designated for the International Regatta. Notice of the Annual General Meeting shall be sent to all National Authorities of the countries forming the Union by the Secretary-Treasurer, together with the Agenda for the meeting. Such notice and the Agenda shall reach the National Authorities 30 days before the date of the Annual General Meeting. 5. ANNUAL SUBSCRIPTIONS.—The annual subscription of each National Authority shall be Two Pounds sterling (£2), payable January | of each year. All expenses incurred by the Union for printing, postages and incidentals shall be reimbursed out of the annual subscriptions. The Secretary-Treasurer shall submit an annual Balance Sheet to the National Authorities of all countries forming the Union. 6. VoTING.—Each representative present at the Annual General Meeting of the Union shall have one vote for each National Authority represented. The President shall have a casting vote in addition to the vote of the National Authority he may represent at the meeting. 7. WACANCIES.—Vacancies occurring in the office of the President and the Secretary-Treasurer from any cause during any year shall be filled by the National Authorities belonging to the Union by a post-vote of the National Authorities. 8. RESOLUTIONS.—A resolutionin writing, signed by all the National Authorities of the countries forming the Union, shall be as effective as if passed at the Annual General Meeting of the Union. Adopted at the Annual General Meeting of the Union held at the North Euston Hotel, Fleetwood, England, August 3, 1937. ( J. G. FELTWELL, Chairman. (Signed) < Wm. M. CARPENTER, L Secretary-Treasurer. MARINE MODELS 195 AMERICAN NEWS By C. O. BROOK (Hon. Secretary, Eastern Division of M.Y.R.A.A.) | ESSIR, Frank Anderson, of the Red Bank M.Y.C., again ‘“‘lifted’’ the ‘‘Heisler’’ Cup, and still against the best of them—there were 35 entries—every one of them determined that Frank would not carry the Cup back this year; and, for a time, it looked as though we were certain of seeing him finally give it up, since, at the close of the first round of five heats, he was a long way from the top of the score-sheet. At this time his score was 19 as against 24 for C. Wanker, of Prospect Park M.Y.C., and he was 11th on the list of 25 placing for the quarter finals. On the opening day, September 4, racing started at 10.45 a.m., with a three-mile South-West wind, which veered round to North-West at 6 to 10 miles per hour, gradually dropping to a faint breeze about 4.30 p.m., when racing was called off for the day. Even at that, there were four rounds completed, with two heats from the fifth round on the way. Another point favouring Frank losing the Cup was a disqualification in the second round; he had failed to make an adjustment when altering his course without coming about; but since there was no rule covering this matter, his protest (made at the instigation of other skippers) was allowed, and he retained his score. About 7 p.m., while the banquet was in progress, it started raining, with enough thunder and lightning to make it advisable to remain indoors. Sunday, the 5th, was a cold, cloudy and altogether miserable day, with heavy rain as certain as the tise and set of the sun (now hidden). The first race started at 8.45; and this race starting so unexpectedly early, caused me to lose a race, although I did place in four rounds. The wind was North-East at 12-15 miles, rapidly shifting to South-East at 15-20 miles by 9 a.m. Rain started down in torrents at 10.30 a.m., with the wind back to North-East at 20 miles. Total scores for the first five rounds were: C. Wanker, Prospect Park M.Y.C., 24; L. Patey, Lynn M.Y.C., 23; Tommy Morrison, Red Bank M.Y.C., 22; S. Pederson, Lynn M.Y.C., 21; F. Dunnebacher, Prospect Park M.Y.C., 21; A. Anderson, Red Bank M.Y.C., 21; N. Cram, Warinanco M.Y.C., 20; R. Hill, Red Bank M.Y.C., 20; B. Anderson, Red Bank M.Y.C., 20; H. Peterson, Jnr., Red Bank M.Y.C., 20; F. S. Anderson, Red Bank M.Y.C., 19; J. Beaton, Red Bank M.Y.C., 18; L. Beaton, Red Bank M.Y.C., 18; J. G. Anderson, Red Bank M.Y.C., 17; Arvid Anderson, Staten Island Logan, Clove Lake M.Y.C., 16; M.Y.C., 16; C. A. Kolb, Staten J. Kennedy, Clove Lake M.Y.C., 3; A. Millward, Clove Lake M.Y.C., 2. The fastest time made on this 2,000ft. course was by C. Wanker, who made the trip in 6 min. 45 sec., which meant that he was making remarkably fast time every inch. of the way. Brush had the misfortune to have his model get away from him after rounding the second buoy, when his boat gybed, and away it went to the open sea. For more than a mile of terrific strain at a pair of oars in a punt that was never made for heavy weather, Mr. Brush took after his boat until he was able to overtake it, and, setting his sails for home, he turned his model-loose, and had to depend on one of the other skippers to head his model off, since he was completely exhausted and unable to keep up with it. It was a gruelling contest for everyone, and racing was finally called off at 11 a.m., in hope that the rain would let up. Racing was resumed at 2.35 p.m., with cold wind, increasing in volume, and the first and second heats of quarter finals were sailed. Then rain set in again, and a wet and bedraggled crowd of skippers and guests huddled in cars or under a tent-fly to get what shelter they could. At 3 p.m. it was decided to call off the racing for the day since the storm increased in intensity and the wind howled to a near-gale force. On September 6 racing was resumed at 8.45 a.m. with the wind East-North-East at 25 miles; by 9.45 a.m. the quarter-finals were completed. Several of the skippers withdrew because the wind was of such force as to make it impossible for them to handle their models. The water had risen over the banks, and for a quarter-mile up the road cars were in water up to the footboards, and everyone went about with bare feet, trousers rolled to their knees, or slopping in the water. No one could ask for more difficult circumstances to sail in, but those who were left to sail stuck to it. F. Anderson’s skiff overturned in the final race, just as he made an adjustment to send his model over the line; he swam to a piling and rested on that until taken ashore by one of the other skippers. The finals were completed at 11 a.m., with Frank Anderson taking first place, H. Peterson, Jnr., second, S. Pederson (Lynn) third, and Tommy Morrison fourth. In all, it was a hard-fought contest, and, while Anderson was an easy winner in the final heat, it was more a matter of physical ability to take punishment than it was a matter of skill in handling a model—and now, again, as in past years, everyone 15; H. Peterson, Snr., Red Bank is vowing that next year Frank Anderson simply 14; H. Kameric, Lynn M.Y.C., 14; R. P. Dezendorf, Mr. K. Baumgarten was O.O.D., with the following judges—G. Bedford, G. Brassington, H. Greeley, Chas. Heisler, L. Hill, H. Micher, G. Pollard, and Island M.Y.C., M.Y.C., 15; C. O. Brook, Deeper Hudson M.Y.C., Warinanco M.Y.C., 13; Tex Foster, Long Island M.Y.C., 12; J. Brush, Warinanco M.Y.C., 12; V. Peterson, Red Bank M.Y.C., 12; G. Lee, Long Island M.Y.C., 12. Did not Qualify for Quarter Finals: H. Graffunder, Deeper Hudson M.Y.C., 10; H. McEvoy, Prospect Park M.Y.C., 10; A. Sellers, Staten Island M.Y.C., 9; L. Hill, Red Bank M.Y.C., 8; G. Danstrup, Clove Lake M.Y.C., 6; H. Kolb, Snr., Staten Island M.Y.C., 6; F. Malacrea, South Jersey M.Y.C., 6; H. Brook, Deeper Hudson M.Y.C., 3; will not win the ‘‘ Heisler ’’ Cup. F. Snow. And from Detroit I get the result of the race between the best of the men and the members of the Detroit Women’s M.Y.C. These intrepid women skippers issued a challenge to each of the men’s clubs situated nearby: two boats from each of the four clubs to race against seven women skippers. 196 MARINE Archie Arrol tied with Doris Topping, but from there onwards the women take the men to a sweet tune—the final wind-up being seven women (Detroit Women’s M.Y.C.), 144 points; eight men (four Detroit clubs), 130 points. Perhaps some of the men can swallow that without their Adam’s apple sticking, especially when the three lowest scores were men with 3, 10 and 11, respectively. And, as Mrs. F. Fisher, who holds the Chair of Commodore, states, the wind was a steady nor’wester, giving a nice beat and run, and she signs herself ** Sindibad,’’ and wonders what our many friends in Europe will think of the women taking up the sport. I’m sure she will not have to worry about their good wishes. This is the third time they have beaten the men—once in 1936 and twice this year—and they still have two more to go. Good luck, ladies! Theirs are Marblehead-class boats, and, in the mid-West Trials, we learn that M. C. Meyers, Grand Rapids M.Y.C., heads the list with ‘** Lucky Breeze,’’ taking 75 points; ** Stel 2 "’ (Max Graboski, Detroit M.Y.C.), 71: ** Typhoon 2"’ (Gil Lee, Detroit M.Y.C.), 68; *‘ Schoolboy 2 "’ (Russle Rowe, Trelawny M.Y.C.), 63; ‘*Zip’’ (George Baron), 59; *‘Pelican’’ (L. Troeger, Chicago M.Y.C.), 59. In the A-class, at Detroit, the ** Arron De Roy ”’ Trophy was won by Warren Lee, of the Tre-Pol- ~tye Pen M.Y.C., with 45 points; and as “* Sindibad "’ points out—winds were light to freshening, a run and_a beat until 3 p.m., when the wind hauled slightly, and skippers changed from spinnakers to reaching jibs. The Eastern Division of the M.Y.R.A.A. held its election of Officers on Sunday, when racing was called off during the ‘* Heisler ’’ Cup event. It was one of the best meetings we have had from my point of view, and was held in a barn back from the starting line a half-mile. There was a good attendance with all but three of the member MODELS clubs present. Carrol Sweet, of the Marblehead M.Y.C., is our new President; Frank Anderson, Red Bank M.Y.C., Vice-President; Fred Howard, Lynn M.Y.C., Secretary; A. S. Anderson, Red Bank M.Y.C., Treasurer; C. O. Brook, Deeper Hudson M.Y.C., and Roy Clough, Marblehead Correspondents). M.Y.C., Press Agents (or The South Jersey M.Y.C. presented a beautiful National Burgee to Vice-President H. Kolb, to be flown for the first time at the International Races at Boston, in October. Two sketches were submitted for the selection of an Eastern Division Burgee—one was made by Frank Snow, of the South Jersey M.Y.C., who de- signed the M.Y.R.A.A. Burgee; the other by this writer—both designs were tabled until the Spring Meet, to give more club members a chance to submit designs. One highlight that crept into the meeting was a challenge issued by Tex Foster, of the Long Island M.Y.C., on behalf of the Metropolitan League, to the Boston and Vicinity League, with the 10 top boats of each League to meet next year. Sweet, on behalf of the Boston League, accepted. This challenge was like an explosion—one almost thought it was a challenge to meet on the battlefield, so quickly was it issued and accepted. More power to you; it should be a real race. This has been a busy season; 1938 promises to be even busier. Clubs will have to expect fewer entries because of the vast number of_ events scheduled. We couldn't take all of them in, unless we had the wealth of the Nation at our command. More boats are being built, and all clubs striving for important events. Well, the sport is growing, and time alone can tell how these events can be worked out to satisfy the greatest majority. And that’s that until next issue. OF WINNERS BRITISH NATIONAL MARBLEHEAD CLASS CHAMPIONSHIP Organised by Ryde M.Y.C. Right to Left Ist, *‘ Gladys ”’ Ryde) Scovell, (E. 2nd, ‘* Bett-Ann ”’ (Lt.-Cmdr. T. Jackson, Ryde) 3rd, ‘* Sagitta ”’ (Skipper, R. Harris, Shrewsbury) All these models were from the design of ** Wampum II” (See MARINE MODELS, Vol. VII, No. 10.) MODELS me MARINE WHITE HEATHER Racing Model Yachts Editorial and Publishing Offices : J. ALEXANDER & SONS 52, FETTER LANE, LONDON, E.C.4. Telephone: Central 9914. 26, Victoria Parade, SUBSCRIPTION Ashton, Preston, Lancs. RATES Inland, 7s. 6d. per annum; U.S.A. and Canada, $2. Overseas, 8s. 6d.; Expert Model Yacht Builders EDITORIAL (30 years’ experience) Contributions, Correspondence and Club News intended for publication must reach our Offices not later than the 16th of month previous to publica- FITTINGS SPECIALISTS tion. 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. | * Alexalight ’’ Metal Spars. Practical Sail Makers. Accessories. 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. 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High-Class Printing The Entry Fee - - 2/6 per boat. Printers of MARINE MODELS are in a position to handle at moderate prices all kinds of Printing. Estimates will be gladlyand promptly forwarded. First-class work is guaranteed. All entries to Hon. Racing Secretary : Mr. O. Steinberger, Jr., 142, Queen’s Road, Peckham, London, S.E.15. Inquiries or orders should be sent to: The Publishers, Marine Models Publications, Ltd., 52, Fetter Lane, London, E.C.4. | W. J. E. PIKE, When replying to Advertisers please mention MARINE MODELS. Hon. Sec., M.Y.A. a —e —e MARINE BLUE PRINTS OF BLUE PRINTS FOR DESIGNS SHIP MODELLERS MODEL YACHTS A-CLASS. * Chloris ”* (New M.M. Design). Half-size with full- size Body Plan, 15/-. *- Courtesy,”* A. W. Littlejohn. ‘* Elusive,”} Herbert Almond. \Hale-size, 12/6 ’ Reg. W. Lance. full-size Body Plan, 15/-. 10-RATER. “ Beroe ’* H. B. Tucker. “ Evadne ”* H. B. Tucker. “ Leonora,”* W. J. Daniels. ** Stella ’’* (Sharpie) Serie with Body Plan, 15 i Full-size, 21/-. W. J. Daniels. 36in. RESTRICTED ‘* Eudora ”* East Indiaman, drawn by G. Wes Munro. Hull lines and general details (fin. scale). Rigging and Sail plan (fin. scale). The two sheets, free. Cunard S.S. “ Britannia’? (1840), drawn by H. B. Tucker. Hull lines, general details and Rigging plan (tin. scale). Two sheets 10/6 post free. Half-size with ** Debutante,”* A. W. Littlejohn. * Joyce,”t+ Mounts Bay (Penzance) Lugger. Plans of typical boat, taken from authentic Builder’s Half-Model. Scale lin. = 1ft., 6/6 post free. 17/6 post 6-METRES. *‘ Lavinia,’’* (New M.M. ceo, | Full-size, 15/-. Four Masted Barque “ Buteshire ” (1888), drawn by G. W. Munro. Profile, lines and deck plan, 7s. 6d. Rigging and Sail plan, 7/6. The two sheets, 12/6 post free. ALL DESIGNS POST FREE. CLASS. H. B. Tucker. “ Babette I,”; W. J. Daniels. aie MODELS ‘Full-size, 10/6. ‘* Babette IT,”* W. J. Daniels.) 30in. RESTRICTED CLASS. “Jenny Wren,”* A. W. Littlejohn. 24in. Full-size, 8/6. L.O.A. * Tomtit,”+ A. W. 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No returns can be taken more than seven week. from date of issue. Published by the Proprietors, MAR1Inz MopeLs Pusuicartions, 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 fora 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 of specially printed paper sides. Included with the outfit are parts for making a glass showcase. Complete outfit 4a'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 costs (Ready-shaped hull can be supplied separately, price 1/6, post. 3d.) for bridge, deck houses, funnel bases, etc., a set of 46 lifeboats and two steel masts. Obtainable from any Handicrafts Stockists, or direct from (Dept. M.M.4) : Price 5 =, post. 6d. BRITANNIC. Ready-shaped hull and fittings, similar to the ‘‘Queen box. pieces Mary,’’ in an attractive Including shaped hull 7] in. long, 16 already shaped for bridge, deck houses, funnel bases, etc., a set of 28 lifeboats and two steel masts. Price 4/6, post. 6d. HANDICRAFTS ANNE RD. - HANDSWORTH - B’HAM. * cae 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. BOND’S STANCHIONS. NEW ADDRESS is Best quality, silver plated. Rail Stanchions. high. #” Z2ball &” Price 1/3 1/6 doz. 3ball Price 4” 1/6 4” high. 1/6 . . doz. b : Wood Rail Stanchions. ee ae ; ocks SOMETHING NEW. Stainless Steel Stranded Wire for the 2 or 3 ball, Nic DAVITS. ee a Pag Yachtsman which will get over all ) Prices - 3-strand “026 diam. - 6d. oe 3 7-strand “042 diam. - 73d. es PROPELLER SHAFTS. - _ Prices #", 8", 2°, Plain Single... «+. per doz. 1/2 Plain Double, Double... Stroppe Single ee. a pee or