Marine Models: Volume 11, Number 1 – April 1938

ww > QW, MMOH HAAG SESRAAAAMAMMVHAY SAMALEMKONQ MMWMOMA WAS YXViLbbde OAS nS N SSSI : So YSIS AY Y Cbsihhdddddld sds tt tt dt hdd lb GY COV thh ltd ttt ty Y“xZChMbdisiiidiiéés Os Vio Se le G %, y,: CY &zzdk.zdd. ff Wy, Vit iy Wdlldititissditdiiddiliddtitits jie” x S N \y MMONWN AV AAAAAASAUSSEIETV|S Yili SSALLELILLEL AAG as saad Yili Itty, a “YY [MilitiaUyVor» S Vij Z Yar SS ~ RQ ~~ INCORPORATING Vol. XI, MARINE THE No. 1. MODELS MODEL YACHTSMAN APRIL, 1938. PUBLICATIONS LTD., 52, Sevenpence FETTER LANE, LONDON, E.C.4 | EVERY JOB NEEDS A FINEST SOFT PINE SKARSTEN » SCRAPER With Specially selected for Hook-shaped Renewable ~ Model Boat Scraping Building. Edges. All Hooks +” to 3”, widths up to 24” extended for thicknesses Corner Scraping. from ALSO SAVE TIME— SIMPLIFY WORK Prime Honduras Mahogany Nothing better for superior smoothness and refinishing. FOR RE-SHARPENING CHETHAM TIMBER Co. Ltd., SKARSTEN Sold at Ironmongers, SCRAPER FILE Paint Shops, 70, FINSBURY Merchants, and Ships’ Chandlers, or write to : LONDON SKARSTEN MFG. CO. WELWYN GARDEN CITY – PAVEMENT, Builders’ E.C.2 METROPOLITAN HERTS. ‘“*COATINGS FOR ‘“RYLARD”’ THE WORLD’S BEST MARINE VARNISH LLEWELLYN RYLAND, BIRMINGHAM, AND ENAMEL LIMITED ENGLAND When replying to Advertisers please mention MARINE MODELS. 7418 CRAFT”? Vol. XI, No. 1. Published on the Seventh of each Month April, 1938 EDITORIAL UR Tenth Birthday Anniversary was O heralded by a charming birthday card from our friend, Commodore H. Ormsby Phillips, of the Los Angeles M.Y.C., as well as a number of letters of good wishes from readers in various parts of the world. Many thanks for these kindnesses. It is just these little tokens that make it worth while to run a Magazine of this kind. We recently received a letter which commenced: ‘I have been a constant reader for i8 months. Iam home on leave from Shanghai and first discovered your Magazine in a Chinese newsagent’s there.” © Bravo, John Chinaman! We wish all our British newsagents stocked and displayed our Magazine, but, after all, there is much truth in the proverb about the prophet having little honour in his own country, and, certainly, a very large proportion of our circulation is overseas. Although we have no official information from the Secretary of the A-class Committee, we hear from Mr. Sam O. Berge that it will be impossible to complete the projected lake in Oslo in time for this summer’s International Races. Mr. Berge also tells us that his new yacht is 53in. L.W.L. and 90in. L.O.A., with a displacement of 53lb. M. Boussy’s new model, ‘“ Kim,” is 52.5in. L.W.L., and is shaping well in her early trials. She will probably represent France in the International event. The two photographs reproduced elsewhere in this issue are published by the courtesy of Mr. E. Henry Hill, Paris M.Y.C. The model yacht lake in Berlin is progressing nicely, and the Deutsche Seglerbund (Model Sailing Section) are making strenuous efforts to interest youngsters in our sport. Very full construction plans have been published at a most moderate cost for a class of small, cheaply built models for the juniors. We hear rumours that a new model yacht lake is to be constructed at New Brighton, which, if anticipations are realised, should be the finest pond in the country by a long way. As New Brighton is connected with Liverpool by a good and frequent ferry service, this will be a fine spot to hold important regattas, being easily accessible from all over the country. We much regret that we have not yet been able to arrange for a successor to Mr. J. B. Innocent, but we hope to make an announcement about this matter next month. Our pages on “Petrol Engine and Hydroplane Topics ” have been so ably conducted by Mr. Innocent that it is not so easy to find a worthy successor, so we trust. readers will pardon the absence of this feature in the present number. With the present number we include Title Page and Index for our TENTH VOLUME. It is well worth while to have back numbers of MARINE MopELs bound. It ensures their not getting lost, and in “future years these bound volumes will constitute a valuable history of all branches of marine modelling. 2 MARINE SHIPS’ MODELS ANCHORS A. P. IsaARD, A.M.I.Mech.E. (Continued from Volume X.) Ny xt anchors, properly made, and to scale, are used for testing experiments in considerable numbers. These ex- periments are often of a highly scientific nature, and the really efficient anchor has yet to be discovered. Here is a serious field of research for the model-maker. The Board of Trade tests are generally for tensile strength, and the strain is applied to the arm or palm at a spot which, if measured from the extremity of the pea, or bill, would be one-third of the distance between it and the centre of the crown. There must be no more permanent deflection than three-quarters of an inch—that is, measured between the fluke and the shackle pin. For the testing of model anchors a glasssided tank should be provided,. fitted with a system of pulleys either controlled by weights, or accurate spring balances, or a combination .of both. Tests should be made not only for actual bending of the anchor parts, but also for its nipping propensities, the length of drag before the flukes nip, the manner in which they actually nip, timing each definite movement of the anchor. All these points should be carefully tabulated for each design and carried out not only with different kinds of sea-bottoms, but with different weights and types of cable, both in still water and turbulent, and current sets, provision being made to obtain these different conditions by careful tank arrangements. The holding-force weight ratio of any anchor depends not only upon the shape of the anchor but also upon the length. and weight of the cable, together with the depth of water and the nature of the sea-bottom. Tests should also be extended for “ break- ing-out,” and careful observations made in the same way as for nipping as to the actual action of the anchor under every conceivable condition, and tabulated for each anchor under test. By such a process of elimination by practical experiment, knowledge will be gained and scientific advance be made towards more efficient ground tackle—about which much has yet to be discovered and learned. Experiments have been carried out with aluminium anchors and it is generally agreed that if anchors are forcibly buried completely for testing purposes, aluminium anchors of equal blade area equal the holding-power of iron anchors, but their light weight will not bury them of themselves. Thus the heavy iron anchor is superior in its present form at all events, since an anchor cannot be forcibly buried in actual use. If experiment could produce a light anchor of equal holding-power to the heavy, a great advance would be made, since anchors and their cables are heavy fittings, requiring machinery to handle them, and all of this could be modified if someone came forward with proved innovations. In this connection the advent of the stockless anchor, which houses in the hawse pipes, instead of having to be hoisted and stowed on deck, is responsible for an approximate reduction of total weight by 25 per cent. Hence one reason (inter alia) for its now general use. Reverting again to testing tank problems, it should be remembered that the length and weight of the cable in proportion to the depth of water determines the angle which the cable will make to the ground or the horizontal, taken together with current factors. Really good anchors should nip quickly, and neither drag nor capsize too far before they take action. Generally, it may be said that the holdingpowers of similar anchors in the same seabottom are in proportion to the cubes of the characteristic linear dimensions of such anchors, and experiments have definitely gone to support this theory. The latest design for an anchor is known as the “ C.Q.R.,” by Professor G.I. Taylor. This type has given remarkable test results, and it will be referred to later. Since cables are inseparable from anchors, and the two together are generally referred to as ground tackle, it will be as well to make a few observations in this direction. Before 1811 hempen cables were generally in use in the British Navy, but in that year chain cables superseded hempen cables, since they were thought to be less liable to, injury by enemy fire, and also to be handier and far cleaner to handle. They are also less prone to foul, and more free from damage by rocks, MARINE ” Actually, the first patent was granted in 1634 to one Philip White, followed by twisted link in 1813 by Capt. Brown, studded cable making its appearance in 1816. It is the custom for cables for the British Navy to be made in 124-fathom lengths, and for the Mercantile Marine in 15-fathom lengths. These lengths are fastened together by ‘““D” shackles, and each length is marked by pieces of iron wire, which are twisted round the studs of the links; thus the first stud of each side of the first shackle, two on the second stud on each side of the second shackle, and so on; by this means the number of lengths of cable payed out can be easily calculated or checked. The round end of the “D” shackle is always so fixed that it faces towards the anchor end of the cable. The “D” shackle ae is oval and arranged with no projections or catching and jamming the cable on capstan heads, pipes or other fittings. Fig. 16 illustrates a cable shackle and pin. Le) Figure 16 It is common also for swivels to be fitted to the first and last lengths of a cable to prevent getting turns in the cable, which would propaPly happen when the ship swung round er anchor at the turn of the tide. The best cable is made from wrought iron, and is considered to be generally more reliable than steel, being more ductile and readily weldable. It is also more rust-resisting. It is commonly thought that what is known as “studded link” is stronger than plain, but the stud does not increase the tensile strength in the least, though it does add weight to the link and prevents the links from deforming, and the chain fouling itself. MODELS 3 Modern chain is now usually electrically welded, and there are three different kinds of joints: (1) butt, (2) half-butt, and (3) flash. (See Fig. 17.) Figure 17 The proportions of the links are generally as follows: the length is equal to six diameters of the iron rod used, and the width of the link is three and a half diameters of the iron used. No anchor or chain cable weighing more than 168 lb. is allowed by law to be sold unless it has been properly tested. The manufacture of chain is interesting, welding of the links being almost entirely done by hand. Only skilled workmen can produce reliable chains, and inferior chains are made up by junior workers, but these are invariably of a light nature. Modern electric welding has been successfully adapted to chain making, and is now extensively used. By this method manufacturing speeds have vastly increased. For weights of chains in lb. per fathom and proof loads, reference should be made to the various text-books on the subject: taking lin. diameter as an example, the proof load for stud link would be 18 tons, and for close link 12 tons. The weight of the same size cable would be: stud link, 54 lb. per fathom, and for close link, 56 lb. per fathom. Close link is also called ‘‘ short link,” and open link “long link,” there being five descriptions of chain: stud, close, open, middle and end. Close link for rigging and cranes, end links for the attachment of shackles. A chain cable is usually made up of eight lengths of 124 fathoms shackled together; a nautical measure of 200 yards, that is, 100 fathoms, or one-tenth of a nautical mile. (To be continued.) MARINE A T this season many new constructions are nearing completion, and winter overhauls drawing to a close. Most of us are optimistic when we start a job as to the time it will occupy, with the result that, as Easter approaches, there are many lastminute jobs still to be done. The result is that frequently these final tasks get scamped. Parts that we had intended to replace get put back into the boat, and improvements are deferred. Now I know just how tempting it is to rush the boat out. The sun calls and the open air. Others are already running, and so off we go. But is it worth it? You have been working away all the winter and have possibly done a fine job of work up to a point. Then, suddenly, you wake up to the fact that winter has gone, so you finish off in a hurry and get the boat out somehow. I do suggest that it is worth while to finish off properly, even if it means losing a week-end or two. If you finish off properly, you will always have the pleasure of knowing you have a good job well done, but if you have a lash-up affair you will always feel conscious of it. Here are just a few simple little things which may get scamped or overlooked. Suppose you have had your engine down and overhauled it, you want to get it back into the boat and running. Do not forget to clean each part thoroughly before reassembly. | personally wash everything with petrol, and then a second time with clean petrol to ensure that all grit, small fragments of metal, grinding paste, and similar abrasive substances are completely removed. Also I am careful to use clean rag for this final posh-up. This may sound elementary and very simple, yet I have seen good engines ruined through lack of this precaution. This, of course, applies with equal force to the transmission. Another point too often neglected in the MODELS hurry to get the boat out, is proper liningup. The engine is put into the boat, screwed down anyhow, and run. Then undue wear sets up, and running is poor. Line-up carefully, instal proper engine bearers, and holding-down bolts; it is really worth while. Again, how many times have we seen good engines ruined for lack of a proper oiling system? Frequently this arises because the builder wants to see the boat on the water, and so she goes out before she is really ready. Possibly the builder makes two or three oilholes, and promises himself to do something about it the following winter, but in the meantime a few drops from the oilcan are all the engine gets. Then, when the season ends, he finds his engine, instead of being in first-class order, is sloppy everywhere, wants re-bushing and all sorts of things doing. Well, would it not have been better to have taken an extra week-end or two in the first place? Another point on which new boats are often weak is their controls. Possibly you do not mind lifting off chunks of super-structure unnecessarily and burning your fingers, but think of the other fellow who kindly catches your boat for you. Well-arranged controls make all the difference. Just another few hours’ work would do the trick. Inexperienced recruits to model powerboating should take into consideration this question of stopping models. A heavy model at even a moderate speed takes considerable stopping. If the stem is knife-sharp injury to hands may result unless some sort of buffer (or fender) is provided. I do not wish to be an alarmist or suggest our pastime is a dangerous one, but it is necessary to consider these points, and it is better to provide for catching a boat when she is first built than to wait until after a cut hand has been experienced. It is, of course, a great advantage to have MARINE a regular stopper, and the more he understands about your boat the better. Nevertheless, make matters as easy as possible for him, and also remember that.sooner or later you will have to rely on someone strange to the boat. When trying a new boat, or working with a stranger, it is a good plan to start by both going on the same side of the lake in the water and making short tentative runs from one to the other, gradually increasing the distance and speed until a little familiarity is gained. Once confidence is established in this way, you can run the boat across the lake with an easy mind. An inexpert stopper may easily damage rails and deck fittings, so care should be taken to handle the boat by sturdy parts of the structure. It is far easier to handle boats from the water, but in most lakes it is highly inadvisable to wade in with bare feet, and, even if you are not wearing water boots or waders, a pair of plimsolls is advisable to avoid the chance of cutting the feet on broken bottles, tins, and the like. On waters where the boat has to be handled from the bank, a knee-pad is practically essential to protect not only the trousers but the knee inside them. One weakness which is too often found is lack of rigidity in rudders, or backlash in steering gears. When the rudder is set, it should stay put until you want to alter it. This is a point that should be looked to while the boat is still in the workshop for her annual overhaul, Deck-work and fittings can be postponed, if necessary, until after the season, but the essen‘tials of running should never be scamped in order to get a new boat out and running. I have been unable to get on with my own destroyer model this winter, owing to having to build two models for Sir Malcolm Campbell of his new motor yacht “ Bluebird.” Throughout this has been a very interesting job. The hulls have been built bread-andbutter glued up with casein glue. The vessel was designed by Messrs. G. L. Watson & Co., of Glasgow, the celebrated naval architects, and she is a really beautiful and seaworthy craft. I had one of the models well protected with paint, and one day was tempted to see what she looked like afloat. The hull is partly hollowed-out and she floated almost on her designed waterline. She sat the water as gracefully as a swan, and I was surprised to find how stiff she was, though the model, being intended for a show-case, is entirely unballasted. This is due to the section employed MODELS > and shows the benefit of good hull lines. One point of interest about these models is the method used to build the bulwarks. The prototype ship ts a steel vessel with bulwarks of steel plate. Obviously, if I had built them of wood, they would have been impossible to get to scale, or, at any rate, very fragile indeed. I, therefore, used sheet brass, and, to secure the bulwarks to the hull, let them into the topsides with an overlap of about 3in. The models, by the way, are 26in. overall length. The bulwarks are fastened to the hull with small brass screws. To get the bow flare and shape at the stern, the brass was beaten and stretched to shape. The screws were countersunk, and the heads soldered over. I left the brass standing a trifle proud, if anything, above the wood, and finished by filing down absolutely flush. The top edge was taken a trifle high at first to allow for the stretching and beating to shape, and was filed to the correct sheer afterwards. In the yacht the bulwarks have a teak rail on the top. I made the rail from thin brass tube. I first flattened this to an oval to form the shape of the rail, using two pieces of flat steel bar I happened to have. These were put in the vyce with the tube between them. The next step was to slot the tube, which I did in the lathe, using a small circular cutter. This left a slot the size of the bulwarks, and the tube was then soldered in position. One little point which might be mentioned was that, in order to facilitate filing the brass bulwarks to the correct sheer, I carved an extra layer of wood, which lay on top of the hull inside the bulwarks. The top of this was cut down to the correct sheer. This took a little time, but was worth while, as not only did it act as a guide for the correct height, but also steadied the bulwarks during filing. I recently had the pleasure of meeting Mr. W. J. Stevens, of Southall, who usually runs on the Southall Park Lake, but on occasion brings his boat to the Round Pond, Kensington Gardens. Mr. Stevens’s model tug has a very unusual history. A few months ago a builder’s wood model, made by a Belgian firm of shipbuilders, came into his possession. The model hull in question was, unlike most builder’s models, a full hull model, not a half-model. It was built up solid in layers, screwed, but not glued, together. As the hull was that of a shapely tug, 4ft. overall by 1lin. beam, Mr. Stevens decided to turn the boat into a working model. The screws holding the layers to- 6 MARINE gether were removed, the centres of the layers sawn out, and the whole thing put together again with glue, thus transforming her into a proper bread-and-butter hull. The inside was then cleaned up, andin due course a Stuart “10” engine installed. This engine had been in the builder’s possession for about three years, running in a previous boat. Steam is provided by a hefty centre-flue boiler, 9in. by 44in. The engine is run at the moderate pressure of 40 1b., but as the boiler is fitted with a large dome 24in. diameter by I4in. high, the steam is sufficiently dry to give the owner satisfactory running. The boiler is fired by a paraffin blowlamp made up with Stuart parts. The whole plant is workmanlike, well installed and extremely simple, without any complications of any kind. We must, however, judge by results, and “ Peggy,” as she is called, certainly does her stuff. It is only a few months since the hull came into Mr. Stevens’s hands, and so he has not had time to add full deck details, but sufficient has been embodied to give quite a realistic effect. I understand that further details will be added by degrees. The deck has two lift-off sections, and the plant is very easily accessible. Readers will notice in the photographs the Sorbo ball nose fender. The Southall Lake has vertical concrete sides, which render this protection necessary. There is also a half-round stainless steel rubbing strake round the entire boat, and, in addition, an endless rubber fender is used. This was made from a piece of rubber edging as used for car windscreens. The two ends were cut off at an angle to form an overlap, and vulcanised together. This rubber fender is made a shade tight, so that it has to be stretched into position. In describing the hull, | might have mentioned that the bulwarks are made of metal rather similarly to those I described on the two MODELS STERN VIEW OF MODEL TUG “* PEGGY ”’ models of “ Bluebird.”’ There is no clubhouse at Southall Park, and in order to carry his boat about Mr. Stevens has contrived a most ingenious gadget. This consists of a strong plywood box, into which the boat fits after her mast and funnel have been unshipped. The boat sits in shaped chocks lined with thick felt. The inside of the box is fitted with clips and rubber loops, into which everything necessary to run her can be fitted securely without risk of rattling about. The equipment carried in this way, besides mast and ee] includes pump, con- tainers for water, oil and fuel, oilcan, tools and spares. An axle made of 3in. square mild steelis fitted underneath the box, and takes two pram wheels, which are held on with split pins. For getting up pavement kerbs, etc., the front end of the box has a small roller fitted to the under-side. There are two wooden handles fitted to the after-end of the box for wheeling. As perambulators and similar vehicles come (Continued at foot of page 7.) THE MODEL TUG ** PEGGY “’ Built by Mr. Her hull model W. J. Stevens was originally a for a full-sized block tug MARINE THE TWO BRIGS : MODELS 7 “HOPE” AND “ MARY” By G. W. Munro ROM the above title it might be supposed that we are dealing with two brigs to be built from one design, and, therefore, sister ships. This is very far from the truth, and the reader will see from the set of lines, to be. given next month, that the merely painted—the plan does not suggest that these were different from the others. In. the bottom left-hand corner of the plan is a diagram of how to set out the head in the form of a helix, volute or spiral scroll. It should also be pointed out that the windows in the stern are glazed, and not dummies as two brigs have nothing in common apart from size. However, with the size the same, the one list of scantlings will fit both vessels. The plan accompanying this article is that of the fast brig ‘* Hope,” 223 64-94 tons. The principal dimensions are: Length of keel, 76ft. 6in.; length for tonnage, 83ft. 6in.; was common in the later ships. breadth of frame, 24ft. 3in.; breadth for tonnage, 24ft. 9in.; depth of hold, 14ft. 6in.; length on deck, 89ft.; length over all, 105ft. 9in. This plan will, I think, give the reader all the details required for building a It will be very high-class show model. noticed that the deck is raised just abaft frame I do not know just how this was 16. arranged with the open gun-ports at the sides, unless these after-ports were dummy, and tonnages as worked out by the old 94 rule. If anything, the latter vessel is the smaller, but with her greater depth of hold and blunt ends, she is able to carry a fair amount more than the former. The figurehead of the THE ENGINEROOM One point about this boat, which I have not referred to, is her excellent action through the water. She is remarkably dry and seaworthy, and has a bow wave exactly like a full-sized tug. As, however, her hull was made (Continued from page 6.) home again each time they want to run. from prototype lines this is not to be wondered at. And, after all, it points the moral which I am always trying to drive home—that It pays to get a good design and build accu- rately to it. I hear the West London M.P.B.C. members have been busy during the winter and a number of new boats are expected to be launched . onto a higher tariff for railway carriage, Mr. Stevens has arranged matters so that when he reaches the railway station, wheels are unshipped and stowed away in their appointed niches inside the box, and the handles reversed to lie alongside the box, which then becomes a box pure and simple. As such, it travels in the ordinary way as a box, part of the passenger’s personal luggage. For handling as a box, leather lifting handles are fitted to the ends of the box. The handles are extremely simple, being straight pieces of wood about lin. square, held onto the box by two bolts apiece. To turn the handles back alongside the. box, one bolt is removed, the handle turned over, and a screw is then inserted, which holds it in position. Very simple, but perfectly efficient! I have detailed this method of stowing a boat for transit at some length, since there may be others among my readers who have to take their boats down to the water and All the win- dows are below the level of the raised deck. The plan to follow, that of the “ Mary,” shows a more bulky vessel of 203 81-94 tons. The principal dimensions are: Length of keel, 75ft.; fore rake, 8ft. 6in.; length for tonnage, 83ft. 6in.; breadth of frame, 23ft.; breadth for tonnage, 23ft. 6in.; depth of hold from deck, 15ft. 3in.; length on deck, 89ft. It should be of some interest to compare the two sets of dimensions and the respective soon. I hope to have something to tell readers about these in the near future. Down at Victoria Park, the lake is beginning to look more shipshape, and good progress has been made. In due course the rebuilt lake is to have an official opening, and no doubt model powerboat men will be well to the fore. Further details are not yet available, but it is to be hoped that clubmen and others will come along with their boats to make the day a memorable one in the annals. of the sport. (To be continued.) 8 MARINE second vessel is a carved bust of a young woman, and we know that the owners were Scots—-the vessel being built by L. Rose & Son, of Leith—we may presume the figurehead to represent Mary, Queen of Scots. The scantlings or dimensions of the materials to be used for both brigs are as follows: The main keelis to be 114in. sided and 14in. moulded (the whole length), Scottish beech or English elm, and to be in not more than three pieces, with scarphs 4ft. O4in. long, each tabled and bolted with eight in. diameter bolts. The false keel is to be 4in. deep, English elm, and bolted to the main keel with 3in. bolt every two feet. The main stem is to be Ilin. sided, and 14in. moulded British oak in two pieces, with 3ft. 6in. scarphs, secured with six #in. copper bolts. The foot of the main stem is to be boxed into the keel three inches below the rabbet (as shown in the plan), and to be bolted with five in. bolts. The apron and stomach-piece is to be sided the same as the stem, and moulded to come fair with the inside planking fastened to the stem at every 20 inches with {in. bolts. The sternpost is to be in one piece from the keel to the top, 103in. moulded at the top, 19in. at the keel, and 104in. sided. The inner post is to be of British oak, reaching from the keel to the wing transom. All the deadwoods are to be of oak, of sufficient length to cover the scarph of the after-keel, and high enough for stepping the cant timbers. The berth and space of the floors is to be 124in. The floor timbers are to be Ilin. sided, and 12in. moulded at the keel, and 10in. moulded at the sir mark. The first futtocks are to be 104in. sided, and moulded to answer the size of the floor at the sir mark, and be regularly tapered from that upwards to 43in. at the main gunwale. The timbers are to be tapered the siding way, from the bilge upwards, from the breadth of the first futtock to 84in. at the main gunwale, and no shifting of ‘the timber to be less than 4ft. 3in. The floors are to be bolted with I4in. bolts, and every other floor is to be framed, and the frame timbers to be bolted together with two {in. bolts on each side of the joint. The knight head timbers are to be Yin. square, British oak, at the head. There are to be two hawse pieces on each side, 14in.in breadth, and moulded the same as the knight head. MODELS All the floor heads, and the heels of the second futtocks are to be properly fixed with 2ft. 8in. cross chocks, and the points of the chocks are to be let into the floor heads, and second futtocks I4in. All the joints of the different timbers which compose the frame of the vessel are to be done in the same manner. No floor or first futtock is to be moulded thinner than one-third of their proper thickness; and all the short top timbers are to be scarphed to the heads of the second. futtock; these scdrphs are to be lft. 3in. long, with 14in. points, and fastened with 3in. bolts. No chocks are to be re- quired higher than the heads of the first futtocks. The whole of the timber above the first futtock head, fore and aft, to be generally of British oak, with the exception of the second futtocks, which may be white Hamburg oak amidships. The timber should be all properly squared, and free from sap, having no less at any place than two-thirds of the proper breadth of the timber clear of every defect. (To be continued.) NEW A-CLASS DESIGN BY SAM O. BERGE B Y the great courtesy of Mr. Sam O. Berge we are able to publish the lines of his new A-class model. construction, and, if as The boat is anticipated, now she under proves faster than ** Prinz Charming II,’’ will be the Norwegian defender of the Yachting Monthly Cup. As Defender of the Cup, Mr. Berge has the right of choice of water, and since the projected lake in Scandinavia is not ready, Mr. Berge has decided the race is to be sailed on a British water. We understand the M.Y.A. proposed Gosport to Mr. Berge, but we ourselves received a letter from Mr. Berge himself saying that he prefers Fleetwood. We have no official information yet as to the final decision. The lines of Mr. Berge’s boat are characteristic of this talented designer. Sheis 53in. on the waterline and 90in. overall, with a displacement of 53 lb. Although the S.A. is comparatively small, the lines are very sweet, and she should be easily driven. ** Prinz Charming II ’’ was remarkably close-winded, but the new boat should be even more so, particularly in light winds. Vane steering has its advantages and disadvantages, and it will be most interesting to see how this model runs in heavy winds. This is a very clever design and worthy of study. The body plan shows how the character is maintained for the full length of the yacht without any attempt at forcing the sections. Mr. Berge is to be congratulated on a very pretty design. Y4OALAUZVINSO–T1Any ‘® ! = ee | J | ge t -nelft re AGOd NVWTId woeWOTt LS|oh07″gq 34VvcbSsftI“9 «SAT.HQVON»IW ‘TIVS NV’ld MARINE MODELS Wy 7 1 NEW “A” CLASS MODEL | / Designed by SAM O. BERGE es Sat a P =~ Poo ab | . – ie i bs a . = en ne PoC aes — ars Pe = bien Na oe ae To face page 9 ee pe ed es ie te ee as i ee iin iz in TM Ci ae = ‘ee ee SUPPLEMENT TO VoL. XI, No. | INT. A CLASS MODELYACHT & > “i t. Bean. tc r OwP prere co Tew. NK 4 20 os A34e¢ 403 ‘S7a” 31 Le ‘, ‘ 43.46 » 40.5 35 36 RATA a7 L. ALLOWwAD Ae 46° ALYY PLACEHEN? RATAG: 37 26″ Goons bad \ a 4933 33.15 LBs lerd ee oe Z Z 10 MARINE MODELS MAKING A POWERBOAT INTERESTING TO THE REGATTA SPECTATOR By THE EDITOR ASTER will soon be here and the Regatta E- Season in full swing once more. Asso- ciations and clubs organising regattas sometimes fail to realise how important it is to make these events interesting to the casual lay spectator. From the casual spectators come the recruits to our sport. Further, if our regattas provide the public with an interesting spectacle, we are more likely to be taken seriously by the various local authorities on whom we depend for the facilities for model powerboating. There is all the difference between a wellorganised regatta, where things go with a swing from beginning to end, and one where the proceedings drag with long pauses and gaps during which nothing happens. The first essential is a good O.O.D. and smart assistants, and these gentlemen should not attempt to run boats at the regatta themselves, but devoted themselves exclusively to – the job in hand, which is to run events smoothly and quickly. To run the 15 c.c. class after the 30 c.c. class is in the nature of an anti-climax, and the smaller boats should be taken first. We venture to suggest that for the most important regattas, such as the International and Grand, entries should be accepted only from boats that have already clocked reasonably high If it is expected that the winner speeds. will touch between 45 and 50 m.p.h., it is a mistake to waste the time of officials and spec- tators by running boats that have not a hope of making more than about 25 m.p.h. The draw for order of running should be ceded, so as to produce a gradual crescendo of increasing speed. The known previous speeds of the boat provide data to arrange this. Now one of the most important points to guard against is undue delay by competitors in getting their boats away, and we venture to suggest that a Starting Marshal be appointed whose sole duty it is to look after this point. His duties would be to marshal competitors: “* Mr. White on the line, please; Mr. Black, please get ready to follow Mr. White.” As a limit of time for starting up is now in force, the Starting Marshal should have a stop-watch, and should warn the competitor: “Mr. White, your time starts now,” and ‘One minute to go,” “30 seconds to go,” etc. And if the competitor fails to get away, “ Sorry, Mr. White, time’s up, off the line, please; now, Mr. Black, on the line, please; Mr. Brown, please get ready to follow Mr. Black,’ and so on throughout the competition. If a competitor is not ready to take his turn on the line, he would lose it. In cases where hard luck entered, of course, the Starting Marshal would be empowered to put a competitor back until later in the order of starting. Some may think that this is rather regimentation of what, after all, is a sport which we engage in for pleasure, but, after all, every participant in a sport has to obey its rules and regulations, and at a big public regatta things cannot be run in the free-and-easy style one expects at a club’s little week-end fixture. The object is the good of the majority, and for our sport to put up a good show for the spectators as well as having a good time ourselves, and, usually, if a boat is difficult to start, it is because the owner has neglected his preliminary work the evening before. When the organisers of the regatta can run to a loud-speaker installation round the lake, this can be used with great advantage to let spectators know what is happening. Here, again, a special Official Announcer should be appointed, whose sole job it is to let people know what is happening. His announcements should not be confined to the bare names of the events, but he should explain what is being done, give the names of each competitor as he comes to the line, with particulars as to speeds likely to be realised. In fact, he should be responsible for a sort of running commentary, and one point to be observed is that the Announcer should never attempt to speak while the boats are running, owing to the noise of the engines being prone to be picked up by the microphone and drown his voice. Times and speeds of each run should be given out smartly afterwards. The choice of an Announcer 1s not easy, as he should have a good microphone voice and manner, speak clearly, and be ready with the mot juste. Moreover, he must be able to say enough and not too much. MARINE 11 MODELS See ee EDUCATING UNCLE! From Uncle: an Original Drawing Been reading all about it in MARINE MODELS, have you? by H. Hood. And I suppose you think you c’d tell me why I find this boat difficult to sail? Nephew: Well, Uncle Charlie, I’ve been thinking it over, and, as far as I can see, the trouble is that your Metacentric shelf is too bulgy about the middle. 12 MARINE MODELS [As the space available for Club News and Racing Reports is limited, Club Secretaries are requested to make their reports brief and to the point.—EpiToR, MARINE MODELS.]} ‘ BOURNVILLE M.Y. & P.B.C. The season opened at Valley Pool on March 5 with a match between teams of 6-m., captained by the Commodore and Vice-Commodore, respectively. Ultimately, the Commodore’s team won by seven points. Scores.—Commodore’s Team: ‘* Cachalot’’ (C. Butson), 9; ** Una’’ (H. Ray), 14; *‘ Athol ’’ (H. Cole), 10; ‘* Lady Jane ’’ (W. Rastall), 34=Total, ‘Elvira’ (A. Vice-Commodore’s Team: 363. Harlow), 7; ‘* Helen ’’ (E. Mason), 10; ‘* Ethel ”’ (Dr. J. Ratcliffe), 134; ‘*‘ Dainty ’’ (W. H. Davey), 13 =Total, 434. The O.0.D. was F. J. Broscombe. Fi R. BRADFORD M.Y.C. The 1938 racing season opened on March 13 with an excellent wind, plenty of water and a good entry of yachts for the first of the flag races. The heroes who undertake the yacht measuring tried-out and found successful a new metre yachtmeasuring machine, designed and built by Harry Atkinson, with his usual skill and accuracy. Mrs. B. E. Garbutt, widow of our late esteemed Treasurer, has very kindly presented her late husband’s 6-m. *‘ Greta’’ to the writer, and his Aclass ‘* Emperia ’’ to the club for sale. The latter has been bought by Harry Mower, and the proceeds, at Mrs. Garbutt’s request, are to be invested in a Silver Yacht Trophy for annual club competition in the 6-m. class. Owing to the ‘*‘ Stone Trough Inn’”’ being required for a more-or-less ‘* Road House ”’ trade, the room in which we held our meetings will not now be available. We have, however, made a tentative arrangement with the *‘ Emmett Arms,’’ Rawdon, and the next meeting will be held there on April 6. J. P. CLAPHAM. CLAPHAM M.Y.C. After a winter characterised by its profusion of strong winds and fair week-ends, the club commenced its season on March 6, under conditions that could at once be described as *‘back to normal.’’ The usual morning mist lay thick over an oily expanse of motionless water: a consumptive-looking ray of light lit up the lifeless scene and 10 boats lay idle at the start, waiting for wind. The mild weather had brought forth the resident popujation of Clapham in their thousands, and all resumed their wonted positions in the throng which lined the banks up to four deep round the starting buoys. Similar conditions prevailed on March 13, when a start was made on the first round of the club championship. Eighteen competitors had entered for this event, and all were present. Although there was practically no wind, a start was made, but at the end of a full day’s sailing only seven of the 17 heats had been concluded, and even then a large number of accrued resails were left undone. Last year’s championship races were characterised by light and variable winds in every round, and it had been hoped that this year’s event would be sailed under better conditions. Let us hope that our next attempt will meet with better luck. Other clubs are invited to compete in our open — events as follows: May 1. Fortreviver Cup. June 12. Wyvenhoe Bowl. Oct. 2. Sir John Leigh Cup. Details of these events are given elsewhere in this issue. We will try to make these races really worth while for visitors from other clubs; the weather conditions described above do not always exist at Clapham, and if there is any truth in the law of averages, we are due for some good stormy breezes for our open events this year. Alas! we can give no definite forecast; even our contemporary, ‘* Old Moore,’’ has no comments to make about impending wrecks on the Long Pond. Interest at Clapham centres at present on the forthcoming team race with our good friends, the Hove club. We are taking a coach load of boats, skippers, mates, and supporters down on April 24, and hope that our day’s sport will be as much enjoyed by all as was our match last year. The home club won that year by the narrow margin of two points; can we turn the tables in 1938? Just watch us. D. M. CLAPHAM M.Y.C. (361IN. RESTRICTED CLASS SECTION) This branch of the C.M.Y.C. was formed last year, and on February 24 held its first Annual General Meeting, which was very well attended. Mr. G. Harris, the founder of the section, was in the chair. Prizes for last year’s racing were awarded, as follows: Ist, D. Knight; 2nd, G. Manston; 3rd, F. Sharpley. It was noted with satisfaction that the balance sheet showed a slight surplus on the year, which, for a first year, was most encouraging. A racing secretary,in the person of Mr. D. Knight, was appointed, and Mr. G. Harris, who has had charge of the section since its inception, was given the title of Commodore of the section, and con- sented to act as Treasurer. A Racing Committee was also appointed, and the year’s work has been well started by arranging inter-club racing with Guildford, Forest Gate, and Blackheath clubs. A silver trophy has been provided for the club championship, and a compre- MARINE hensive programme of club racing has been drawn up. The section will benefit from the fact that the club has allotted Sunday afternoons to 36in. Restricted racing, the 10-rater section having agreed to forego their informal sailing on those occasions for the purpose. The Clapham club would like to hear of open events of other clubs for the 36in. Restricted class, for which entries from Clapham would be welcomed. The present membership of the section is 16, all of whom are active sailing members, and it is hoped that the number will exceed 20 before the end of this season. Naturally, the club fleet is somewhat heterogeneous at present, but the 36in. Restricted is primarily a beginner’s class, and the fact that nearly all the boats are owner-built, is in itself an indication of strength; we therefore hope that with the assistance and encouragement of the more successful members the beginners will in time achieve boats of which the club may well be proud. For the benefit of other 36in. Restricted clubs, we give herewith the address of the Secretary of this section, namely, Mr. D. Knight, 31, Half Moon Lane, Herne Hill, S.E.24. K. M. D. D. NORFOLK & NORWICH M.Y.C. The Annual General Meeting was held at the Y.M.C.A. Rooms, Norwich, on February 19. The President, Sir Henry N. Holmes, took the chair, and after the formal business had been concluded, he asked Mrs. H. K. Finch to present the prizes, as follows: — .10-raters—Gamage Cup.—lst, ‘‘Orion’’ (E. Smith); 2nd, ** Diana ’’ (H. K. Finch). Under 52in. O.A.—Wheeler Cup.—lst, ‘St. Tudwal ’’ (E. Smith); 2nd, tie between ‘‘ Thelma ”’ (J. Hicks) and ‘* Vale ’’ (A. M. Blake). Unrestricted 36in.—Commodore’s Cup.—lst, **St. Tudno ”’ (H. K. Finch); 2nd, ‘* St. Tudwal’’ (E. Smith). Handicap class—Hinnam Cup.—lIst, ‘‘ St. Anne ”’ (E. Smith); 2nd, ‘* Thelma ”’ (J. Hicks). Junior Skippers match—Vale Trophy.—J. Hicks. ** Diana,’’ “* St. Tudwal,’’ *‘ St. Anne,’’ ** St. Tudno ’’ were designed by H. K. Finch; ** Orion,” ** Thelma,’” by W. J. Daniels; and ‘* Vale’ by Admiral O. F. Gillett. The following officers° were elected for 1938: President, Sir Henry N. Holmes; Commodore, Mr. E. Smith; Vice-Commodore, Mr. H. K. Finch; RearCommodore, and Hon. Secretary, Mr. W. J. Meek, Sen.; Hon. Measurer, Mr. A. Smith; Hon. Treasurer, Mr. A. M. Blake. It was unanimously decided to discontinue the Under 52in. O.A. class as such, and that the Wheeler Cup should be awarded for B-class racing this season. There will be four boats in this class, and, until the class is built up, arrangements will be made for the 52in. class boats to be included for the present. It is hoped to arrange matches against the Forest Gate and Highgate clubs this season, as well as inter-club matches among the East Anglian group. Any member of a club who happens to be in the neighbourhood (with or without a boat), who comes to Eaton Park on a Saturday afternoon, will be considered as an honorary member, and is assured of a hearty welcome. Mr. H. K. Finch announced that he would present a 36in. Restricted boat to be competed for by junior MODELS 13 members, and won outright on April 23, when the season’s racing will commence. He thought this the best method of disposing of surplus boats, and hoped that others would bear it in mind. The club has, built or building, for 1938: two 10-raters, three B-class, and three 36in. Restricted. A. M. BLAKE. EASTBOURNE & DISTRICT M.Y.C. The club held its Annual Dinner at the Hotel Metropole on Wednesday, February 23. Our President, Coun. H. D. Swan, presided at the Dinner over a gathering of about 30 members and guests; also at the principal table were the Mayor (Ald. J. Wheeler), Colonel W..A. Sparrow (Commodore of the Club), Mr. F. C. Tansley (Commodore Hove and Brighton M.Y.C.), Coun. H. L. D. Skinner, Mr. Graham Robinson, Mr. W. H. Smith (Vice-President), Mr. Smith and Mr. R. J. Hubbard (Hon. Secretary of E. & D. M.Y.C.). A pleasing little ceremony preceded the speeches, Mr. F. Borket, the former Hon. Secretary and Treasurer, being presented with a silver model of a yacht. Air Commodore Colonel W. A. Sparrow presented the same on behalf of the members, referred to the very unselfish service given Borket during his term of office over the years, which has, undoubtedly, helped in certain manner to bring the club to its and he by Mr. past 10 no unpresent success. The Cups, Trophies and prizes won during the past season were graciously presented by Mrs. W. H. Smith to the winners. Will all clubs please note that Mr. R. J. Hubbard now takes up the reins so admirably handled by Mr. Borket, as Hon. Secretary and Treasurer, his address being 45, Beltring Road, Eastbourne. Below is given a brief list of the more important fixtures for the ensuing season:— April 9-10. Gwynne Cup (10-raters). April 16-18. Chamber of Commerce Silver Ship Regatta (10-raters). April 30-May 1. Swan Cup (10-raters). May 8. Hague Cup (36in. Restricted). May 14-15. Arno Cup Match (A-class). June 4-6. Eastbourne Cup Regatta (A-class). June 25-26. Gwynne Cup Match (10-raters). July 16-17. Arno Cup Match (A-class). Sept. 17-18. Gwynne Cup Match (10-raters). Oct. 8-9. Arno Cup Match (A-class). R. J. H. BOLTON M.Y. & P.B.C. As the result of an exhibition of models held in Bolton, a meeting was held on March 5 attended by about 60 persons, and it was decided to form a club under the above title. The Secretary of the new club is T. V. Livesey, Wood View, Shady Lane, Bromley Cross, near Bolton. Those interested who live in the vicinity are invited to get in touch with him. WICKSTEED M.Y. & P.B.C. We hear that Mr. F. O. Robinson has retired from the joint secretaryship of the above club. The new Secretary of the Model Yachting Section is Mr. J. Skews, 3, Lynden Place, Kettering, and Mr. H. C. Ward, 20, College Street,. Irthlingborough, is Secretary of the Powerboat Section. The Financial Secretary and Treasurer is Mr. L. S. Axe, 25, Queensberry Road, Kettering. MARINE 14 Model Yachting Association’ MODELS SURBITON CUP FORTHCOMING EVENTS (10 RATERS) Saturday, April 23rd— 1938 Scrutton Consolation Cup. Forest Gate at 3 p.m. Unlimited Entry. Surbiton Cup Race will be May 21st, on the Rick on held Pond, Surbiton, at 2 p.m. This open to Model Yacht is race The May 8th— Southern District 10-Rater Regatta. The Lagoon, Hove, at 11 a.m. Three Boats per Club. June 4th & 6th— National 10-Rater Championship. Fleetwood, at 10.30 a.m. One Boat per Club. See Special Notice. All entries for these events are to be sent to the Hon. Racing Sec., Mr. O. Steinberger, Junr., 142, Queen’s Road, Peckham, London, S.E.15. 14 days prior to date of event. Clubs affliated to the M.Y.A., two Boats per Club may be entered, the entrance fee being 2s. per Boat. Closing date for receipt of entries, Entries, Tea Provided. May 9th. together with fees, to be sent to the Hon. Sec., G. Cant, 331, Ewell Road, Tolworth, Surbiton, Surrey. ’Phone, Elmbridge 3072. W. J. E. PIKE, Hon. Sec. Clapham Model Yacht Club Ryde Model Yacht Club OPEN EVENTS FOR 10-RATER CLASS, 1938 May 1st—Fortreviver Cup. June 12th—Wyvenhoe Oct. 2nd—Sir John Leigh Cup. Cup. These Races commence at 11 a.m., and are OPEN NATIONAL FOR The Coronation Town Cup (Cup presented by the Borough of Ryde) open to entry from all affiliated clubs. Up to two boats per club may be entered, entry fee 2/6 per boat. The Home Club will enter two boats, or three if needed to avoid a bye. Entries close 14 days before the event. Competitors from more distant clubs who travel up on the Saturday can be provided with accomodation overnight by arrangement with the Secretary. ‘ In addition to the Cups, prizes for first, second and third in each race are provided. ON Saturday, June 25th, 1938 AT RYDE, ISLE OF WIGHT Commencing at 10 a.m. ENTRIES CLOSE ON JUNE 1ith. All information, please apply: All Entries to the Hon. Sec., D. A. MACDONALD, 54, Chestnut Grove, Balham, S.W.12. When replying CHAMPIONSHIP MARBLEHEAD to Advertisers Lt.-Comd. T. H. S. JACKSON, Ingledene, Millward Rd., Ryde, I.0.W. please mention MARINE MODELS. MARINE HUDDERSFIELD S.M.E. The first race of the year was sailed on March 13, with a flag race for the 36in. Restricted class. Mr. R. G. Pearson’s ‘‘ Spica’’ was the winner with 10 points; 2nd, ** Alcyone *’ (Mr. E. Errock), 8; 3rd, ** Mayflo’’ (Mr. H. Crowther), 7; 4th, ** Alpha ’’ (Mr. Crabtree), 5. Although the entry was so small about 20 members were present, and crowds of spectators were attracted. F, SALFORD PARK (BIRMINGHAM) M.Y.C. The season opened in a very satisfactory way. The members turned up all eager to make a start, and a very enjoyable afternoon was spent in tuning up the boats. New boats have been added to the fleet, some designed and built by members. There are still a few more to come, and we have had several applications for membership. With a particularly full and interesting programme the outlook for the season is very promising. The first race of the season for A-class boats was won by ‘Lady Winifred ’’ (L. T. Allen); ** Will-De-Ceive ’’ (W. D. Creese) was second, and ** Flying Foam ’’ (F. Eades), third. We would be pleased to welcome any yachtsman visiting Birmingham at any time. Salford Park is only a few minutes from the centre of the city, and tram and omnibus transport run every few minutes past the park. OLE BILL CREESE, Hon. Sec. WINDERMERE M.Y.C. It may be of interest to owners of A-class models that the racing season of the club commences on May 8, and continues until the end of September. Any owner who can spend his holiday here or in this district and bring his boat along will enjoy the thrills of miniature yacht racing. Races are held over a 34 miles course, from skiffs, and governed by most of the rules drawn up by the -A., of which this club is a member. The gemembershipis 5s., which includes storage and race card. Prizes are given for every club race (of which there are 20), including seven silver cups. Any further details will be gladly given by the Secretary, who will be pleased to hear from any club willing to sail a friendly match home and home. S. CroFT, Hon. Secretary. 10, South Terrace, Windermere. Y.M.6-m.0.A. The exceptionally fine (SURBITON) weather of early March gave an auspicious start to the 1938 racing season, and an added interest was provided at the Rick Pond by the launch of two new A-class models. The first, on March 6, is a boat of typical Daniels design, built by Mr. T. H. Robertson, a new member of the Association. On a waterline of 52in. the overhangs are drawn out rather more than usual,* giving an overall length of 82in. with extreme beam 15in. and displacement of 49 Ib. After two trial boards she engagedin the Club Race for that day, and though, obviously, not tuned up for windward work, gave a sufficiently satisfactory “Is 82in. long? See design of new A-class model, 90in. overall, by Mr. Sam O. Berge, published in the present ‘number of MARINE MODELS. MODELS 15 performance to justify high hopes for her future. The second launch was timed for the next weekend, but owner and builder (Major Handford and Mr. Corby) modestly decided to postpone it until the following Monday, as they wished to give the boat a quiet ‘* work-out ’’ before she made her debut in public. When tackled on the subject, Mr. Corby was quite firm. ‘* Well,’’ said he, ** you don’t want a lot of people around when you’re trying a boat out! *’ However, the best laid Major Heckstall Smith. Moreover,*‘ Naiad,’’ *‘Fan- schemes o’ mice and men, etc. When the conspirators arrived at the pond side they found a large and distinguished gathering present, including Admiral Turner (the designer of the new boat), and tasy,”’ and** Actinia ’’ were lined up on the bank with their owners standing by in case the new boat should want @ “trial horse.’’ The yacht was then only partially rigged, and the completion of the work in these circumstances must have been quite an ordeal for the crew who were keen to have no ** gallery.”’ They, came through with flying colours, however, as ‘* Barika,’’ as the latest addition to the fleet was named, won both her first two boards. Later, the proceedings developed into quite a social function. Tea was provided by the ladies present, and designer, builder and owner were duly congratulated upon a very fine job of work, The first race of importance was held on Sunday, March 20, for a special prize presented by Mrs. J. G. Feltwell. The race was on the handicap system. Only eight boats faced the starter, although the weather conditions were ideal, with bright sunshine and a moderate South-Westerly breeze which occasionally freshened rather disconcertingly. This gave a long leg on the port tack to windward, the yachts at times being able to fetch the line without going about when the wind freed a little. On the run back the wind was on the starboard quarter, backing at times just enough to make the use of a spinnaker something of a gamble. At first it appeared to be a three-cornered fight between ** Fantasy,’’ ** Naiad,’’ and “‘ Barika,’’ but after lunch the new boat began to drop points, and when ** Fantasy ’’ beat *‘ Naiad ’’ both ways the race was virtually over, with Mr. G. Howard Nash an easy winner. Mr. Adams’ “* Astrape ’’ picked up a fair number of points after the aictyel and with the aid of his handicap allowance, ran into second place by a narrow margin from ‘* Barika,’’ which finished third. After tea, Mrs. Feltwell presented the prize, and also a consolation prize for the second boat, and received from all present a hearty vote of thanks for a very pleasant day’s sport. CALEDON. 16 MARINE Port Bannatyne will be popular this Season HE Scottish Association deserve congratulations a on obtaining a Stand at the Glasgow Empire Exhibition, and the officials hope it will serve as a centre for visitors from all parts of the world interested in our sport, and the inspiration of many new and enduring friendships, not necessarily confined to fellows of the Empire, but covering all nationalities and classes. The excellent position secured is a personal triumph for the Scottish Secretary and a tribute to his tenacious energy and enterprise. The grateful thanks of the whole body of the sport are due to the generous donor whose action has made the enterprise possible. Reverting to our paragraph regarding a ‘* superboating lake ‘’ contemplated at Girvan, in our last issue, we since learn with regret that the provision for model yachting is negligible, the area assigned being altogether inadequate for serious organised racing. If the Stranraer project proceeds, we trust the responsible authorities will be blessed with greater vision. ‘ Port Bannatyne will be popular this Season We are requested to convey the sincere thanks of the West of Scotland Club to all the associated clubs for the constructive assistance received in connection with fixing the venue and date for the 6-m. Robertson Cup race. This is now definitely arranged for Saturday, August 6, at Barshaw Park, Paisley, by courtesy of the Paisley Club. The lake is, within 10 minutes of the principal entrance of the Empire Exhibition by a constant succession of trams and buses from door to door. Further details in due course. WILL Port.Bannatyne be popular this Season? We are informed that a precedent has been created at Port Bannatyne by the election of a lady, in the person of Miss Mary Miller, as Commodore. May we respectfully tender our felicitations to both Commodore and club, with hearty good wishes for the success of the innovation, Port Bannatyne should be popular this Season There is a strenuous struggle in prospect for the Provost Black Cup at Tayport this year, the local club registering a grim determination to secure the honour on this occasion. The Tayport fleet has been enlarged by the addition of several new models and the sailing waters improved, so Perth and Dundee will have to gird up their loins if they hope to stall off the eager challenge of the local enthusiasts. Atta Boy! Our idea of the meaning of this exclamation is somewhat nebulous, but Atta Boy! And it will be popular this, Season The Bi-annual General Meeting of the Scottish Association on February 28 brought out an attend- ance representative of 20 clubs. Naturally, much satisfaction was expressed at the successful outcome of the efforts to secure participation in the MODELS great Empire Exhibition. A call was made for volunteers to act as attendants and for donations to meet the necessary expense which will be incurred in the erection and maintenance of the stand during the six months of its existence. The position secured is a very prominent one, immediately on entering the Palace of Engineering, and, as a total of 15 million visitors, or more, is ex- ected, it will give model yachting a wider pubicity than has ever been obtained before. A letter was received from ViceCommodore Wylie, of Perth, intimating his desire to relinquish the office. This was reluctantly accepted, and a vote of thanks accorded for his past services. The Scottish Registrar also desired to be relieved of his post, and the delegates expressed deep regret for the loss of his assistance, with appreciation of his exceedingly competent conduct of the duties during his period of office. Dr. Wilson, of the East Fife Club, was unanimously elected Vice-Commodore, and Mr. T. Porter eventually accepted the responsibilities of Registrar. A ‘good deal of discussion arose concerning various notices of motion, and it was agreed to create a commission to revise and codify the Constitution and Rules of the Association for submission to the members, but in view of the preoccupation caused by the Exhibition, the date for the report and recommendations was deferred until the October, 1939, meeting. Everyone should make a note that the Exhibition Stand is No. E.187A in the Palace of Engineering and that Port Bannatyne will be popular this Season. The Annual General Meeting of the West of Scotland Club on February 24 revealed a satisfactory financial position with an increased credit balance and favourable prospects for the ensuing season. With the retirement of the Commodore, the remaining Flag Officers were all promoted in sequence, and Mr. C. F. Arthur elected RearCommodore. The other officials remain as last, with some minor adjustments. The Lewis’s Cup race was allocated to the A-class and the first date to be April 30, at Whiteinch. It is to be hoped that the A-class owners will accept the opportunity to show their genuine interest in the progress of the class. Other outstanding dates for the A-class are: Lilian Cup, April 23; Scottish Championship, July 2; Morris Cup, August 20; all at Lochend, Coatbridge. The principal 6-m. events comprise open regattas by the Fairfield Club, at Elder Park, May 14; Paisley, at Barshaw Park, May 21; Greenock, at Cowdenknowes, August 13; Victoria, at Whiteinch, September 17; Golfhill Shield (confined), at Alexandra Park, June 18; Kemp Shield (open), at Saltcoats, July 9; British National Championship, at Barshaw Park, Paisley, August 20; and the Scottish Championship, at Saltcoats, September 10. The 12-m. events are: Open regattas by the Victoria Club, at Whiteinch, May 7; Shire Association, MARINE at Barshaw Park, Paisley, September 3 (confined); the British National Championship, at Whiteinch, September 24, with the Sir Alex. Walker Cup, confined to Ayrshire, at Kilmarnock, June 4; and the Rita Trophy, Shire Association teams of 6-m. and 12-m. (confined), at Paisley, June 11. Quite a little list, and with more to follow. We just discover that we have omitted the Scottish Championship, at Saltcoats, August 27. Scottish Empire Exhibition, Glasgow, May to October, 1938, Stand E.187a, Palace of Engineering. The Scottish Season proper will open generally on April 2, when a number of the clubs will break out their burgees, and there will be continuous racing thereafter every Saturday until the end of September, with week-night events also from early May onward, so that visitors to Glasgow, for the Exhibition, who are interested, will be sure of finding racing in_ progress almost constantly throughout the period, and particulars will, no doubt, be available at the Association stand, together with any other information and assistance required. We hope to be in attendance at all the more important races, and shall be delighted to meet any visitors who may also be present. Have you heard that Port Bannatyne will be popular this Season? SCOTICUS. SCOTTISH M.Y.A. Hon. SECRETARY’S REPORT By the courtesy of Mr. D. McPherson, Hon. . Secretary, S.M.Y.A., we are able to publish copy of his report to the General Meeting on February 24, ‘ T has been possible in years gone past to com- | pliment the Association on its satisfactory finan- _ cial position, even although there were slightly depleted credit balances at the end of 1935 and 1936 seasons. This year, however, attention must be drawn to the fact that at the present ratio of expenditure to revenue it is only a matter of time until a state of bankruptcy will be reached. The balance sheet issued reveals the cause. Financial help has been given to clubs sending delegates to International races, and a certain nominal amount has been expended on entertaining visitors. So far as can be seen none of the items of expenditure can be eschewed, so that the only method of correcting the position is to either drop one of the classes or increase the annual subscription and/or the entry fees. It is hoped that delegates will bear this in mind and that suitable notice of motion will be submitted at the close of this meeting. Generally speaking, 1937 season was very successful. The Coronation Regatta, held at Saltcoats on May 16, was, of course, the outstanding event of the year. By the kindness of our Honorary President, Col. Dennistoun, Provost Kennedy and Baillie Knox, of Saltcoats, the Scottish Secretary was able to give 12 individuals assisted passages to this event, in which 48 competitors took part. Facilities were provided whereby the minimum of inconvenience was caused to competitors travelling to Saltcoats, there being free lorries from boathouses to railway stations and back, while there was a luggage van at St. Enoch Station the night before the race in which boats were conveyed to Saltcoats. There was no entry money, and three prizes for MODELS 17 each class were provided. The Coronation Regatta synchronised ‘with Saltcoats Town Council Corona- tion celebrations, and an enjoyable day’s sailing took place. The Scottish Secretary was able to hand over 14s. 6d. to the Association after paying all the expenses of the Coronation Regatta. Souvenirs were handed to all competitors. The 12-m. Scottish Championship again failed to attract even a fair entry, there being only six competitors. The 6-m. Scottish Championship proved that this class is the most popular numerically, the A-class being a good second with seven entries in the Championship. The Scottish Association officials took control of the Golfhill Shield race for Dennistoun Club, and the Harry Kemp Shied race for Saltcoats Club, and both races were well attended by representative boats of the 6-m. class, although it is remarkable to note that no new boat took first place in any of the Championships or special events sailed under the auspices of the Scottish Association, which rather proves that new boats require time to tune-up and pass often into a second and even a third season before reaching their zenith. Only one English boat took a prize in the British Empire 6-m. Championship run by the M.Y.A. at Alexandra Park, Glasgow, on August 21, 1937, although this race was well attended by first-class boats of Scottish and English design and ownership. The Scottish Secretary, with the assistance of a few friends, entertained the English visitors during the tea interval. Those members of Scottish Clubs who carry Scot- tish colours to Fleetwood and Gosport, in search of International honours, will be glad to learn that the Scottish Secretary was consulted by the Honorary Secretary of the International Model Yacht Racing Union for an opinion as to the most suitable type of pond which should be constructed at New Brighton, near Liverpool. A pond on the sea front clear of hoyses, trees and other obstructions to the wind is alrbest certain to be part of a £43,000 scheme there, and will measure 1,000ft. long by 250- 300ft. broad, with 2ft. 6in. in depth. It would be unfitting to close the Annual Report for 1937 season without referring to the success which has attended the efforts of the Scottish Secretary by obtaining a stand to show model sailing yachts at the Empire Exhibition, 1938. At the request of Scottish Clubs affiliated to the M.Y.A. the latter body has courteously allowed the British Empire 6-m. Championship for 1938 to be sailed this year at Barshaw Park, Paisley, which is within 10 minutes by bus or tram from the Empire . Exhibition, Scotland, 1938. This may be taken as an indication of the friendly relations which exist between the M.Y.A. and the S.M.Y.A., the two National Authorities. From information recently received, clubs will be glad to know that a gentleman’s agreement has been reached at Victoria Park, Whiteinch, and that the three clubs now using the pond are conducting their races to a programme satisfactory to all parties. D. McPHERSON, Hon. Secretary, Scottish M.Y.A. SS = = 18 MARINE MODELS EMPIRE EXHIBITION, SCOTLAND, A NEW FRENCH A-CLASS MODEL 1938 By the courtesy of Mr. S.M.Y.A. STAND, E.187a. The Scottish Secretary appeals for names and addresses of club members and friends willing to assist himin constructing the Stand at Empire Exhi- bition, Scotland, 1938; also, to clubs and individuals to. send donations, no matter how small. Within the next four weeks, Club Secretaries might let the Scottish Secretary have names and addresses of members or friends (ladies or gentlemen) willing to act as attendants at the Exhibition, Stand No. E.1874, for a week or a longer or shorter period. D. Mc PHERSON, Hon. Secretary. 31, Windsor Terrace, St. George’s Cross, Glasgow, N.W. Henry Hill, new A-class model represent France in ** Kim,’’ which will probably the International Races this summer. ‘* Kim ’’ is 52.5in. on the L.W.L. and a very useful-looking craft. She is shaping very well in her early trials. M. Boussy’s 1937 boat ‘* Sagitta ’’ showed no herself sluggard, and if *‘Kim”’ better, she will be very formidable indeed. will watch her performance with great VIEW Hon. able to publish two photographs of M. Boussy’s M. BOUSSY WITH HIS NEW A-CLASS MODEL ANOTHER E. Secretary of the Paris Model Yacht Club, we are OF * KIM,”’ PARIS M.Y.C. “KIM.” is We interest. MARINE MODELS AMERICAN 19 NEWS By C. O. BROOK (Hon. Secretary, Eastern Division of M.Y.R.A.A.) HE Sportsman’s Show, held in New York dur- pi it ing the week of February 19 to 28, was a decided success for model yachting enthusiasts, both here and abroad. More than 50 models were displayed of both the A-class and 50-800 class. Alec Sellers, of the Staten Island M.Y.C., had one that drew considerable comment. Designed by John Duncan, N.A., a member of that club, it was a raised deck, clipper bow 50-800. I have the design beside me, and it shows a fine curve of areas; the design is quite unusual in a model, resembling the sailing cruiser familiar to American waters. Alec has great hopes for its success, and is anxiously waiting for a try-out. One of the Irvington M.Y.C. members had a finely half-planked model. This model was completed on one side only, and the other side left open, so that spectators might see what a model looks like on the inside from stem to transom. That veteran skipper, Mr. Curry, of Mill Pond M.Y.C., had the old ‘* Polka Dot,’’ built by E. A. Bull, dolled up so that our good friend Bull would regret having parted with it. Someone had a fine 60in. powerboat model on display, also, that was as complete as one could ask for. And our friend Fred Pigeon, who was responsible for the space obtained at the Palace for the model yachtsmen, received a massive and beautiful silver bowl about 16in. in diameter, from the National Sportsman’s Association, to be raced for in the 50-800 class, which will be indicative of the Eastern Division Championship. It is mounted on a base 6in. high, and, with the fine engraving on the bowl, makes a trophy well worth striving for. From the Sportsman’s show we plodded through a downpour of rain to the hotel where the Eastern Division Meeting was held, and what a turn-out they had—20 clubs with some 50 old skippers on the job, all eager and full of business. C. W. Sweet, of the Marblehead M.Y.C., President of the Eastern Division, had a right to feel pleased at such a turn- out. | And I have an idea the British modelmen, and especially the Scotchmen who felt the 6-m. boat better than the 50-800, will be pleased to hear that the entire Eastern Division went on record as approving the adoption of the 6-m. as a third International Class, and will, doubtless, request the M.Y.R.A.A. to adopt it. John Black, President of the I.M.Y.R.U., gave a very enthusiastic talk on the merits of this class, as did our old friend Mr. F. Herresroff. No wonder it was adopted. Well, it makes just the needed addition to the sport in this scribe’s humble opinion. The A-class is much too large for the majority of skippers, who do not object to a boat built to a Rating Rule, and the 50-800 is too simple to build to for some. Hence, the 6-m. should not lack a following. My own reaction is to build several of each class, including the old American B-class and the British 10-rater. More than a dozen important Division events were scheduled, dates and venues set, and a calendar on the way from the M.Y.R.A.A. to make the biggest of big yacht Associations scratch their pates. And, hereafter, when a skipper enters the International Challenger event, he will be compelled to carry through to the ** bitter end ’’ even if it takes all the summer. There go my hopes for a trip to Gosport (unless I inherit a fortune). And I see where the California M.Y.R.A. has a weekly broadcast on model yachting every Sunday at 7 p.m. Pacific time, over Station KLS. This broadcast lasts for 15 minutes, and is the only one in existence that we know of. It should do much for the sport throughout the country, and the Powers of that land of sunshine (and fleas) are building a fine model sailing pond right on the bay, with another in Golden Gate Park. O for a few more officials like that up our way! The Eastern Division now has a flag of its own. It is a replica of the National Burgee, with the three stars supplanted by an ‘*E”’; we hope the other Divisions will adopt the same Burgee, but using their Divisional letter in the blue field. From Chas. Farley’s description of the 1938 Year Book for the M.Y.R.A.A., which is now in the press, those of our readers abroad who are fortunate enough to obtain a copy, will have a book to be held for all time. I am more than eager to secure my copy, and hope when Charles reads this, which he undoubtedly will, he will be generous with me and send half a dozen copies. We _ here in Rensselaer certainly compliment you—both on the book and your work as a Secretary. The Baltimore M.Y.C. is a rather ingenious group of skippers. Their lake, the ‘* Washwater,’’ dubbed by one of my good friends as ‘* Lake Dishwater,”’ is so situated that it is necessary to run a rope from Instead of attempting to cast the shore to shore. line several hundred feet, and, evidently lacking skiffs, they attach a light line to the stern of an A-class model, which is sailed across the lake. The mate draws the model ashore, unfastens the line, and the heavier rope is then made fast to the light line, and hauled across. I have not made up my mind whether this is ingenuity or absence of ambition. I’li have to ask that smiling skipper Horace Smith, when I *‘ beat ’’ him in Washington next fall. I had a chat with our good friend Joe Weaver —pipe and all—and poor Joe was trussed up like a mummy; he was unfortunate enough to suffer a bad fall in January, and was detained at home for more than a month, but has anyone ever been able to keep Joe down? All Joe needs is word of a race, and, in his ever-leisurely fashion, he fills his pipe, takes his model and goes out to stampede the fleet with his usual fine skill. Model yacht racing seems to be the real ‘* fountain of youth.” ‘* M.A.C.’s ’’ verse on the A-class in the February issue was worth the wreath of the ‘‘ Laureate,’” and I am often set wondering why men find ways to take an advantage of a Rule that has been worked out to give them a fine yacht that will permit them to sail or an equal basis with everyone having one in the same class, It is so much more sporty to build a fine, healthy model to the design and the rule without delving for ‘** flaws ’’ that will give us diminutive J-class boats. Personally, I’ll take my chances with a model of moderate overall length, draft, displacement, etc. I am imaginative enough to believe I could take my beloved ** Sea Fawn 4”’ 20 MARINE and pit her against the biggest ship the good Dr. Houk could derive from the Rule, and take board after board—and I’m a ninth rate skipper! We are glad to see the table for the 6m. Rule in the February issue—it will help those on the American side to grasp more easily the Rule for the class. And, somehow, I have to make mention of the fact that few issues appear that do not carry the news of a model yachtsman passing on, and I am set to wondering if the average skipper truly appreciates the friendship of the men he sails with; or, do we wait until they are no longer with us and then appreciate their many thought, wouldn’t you say? fine points; it bears We notice that model yachts appear in more newspapers and magazines in America than has ever been known before. Scarcely a comic strip appears without a model yacht in it. Many of the finest advertisements show a model yacht in some way, and it seems as though the entire advertising world has suddenly become model yacht conscious. Well, isn’t it about time the world awakened to what a wonderful sport it is? Certainly it is old enough to be recognised; and, speaking of the age of the sport, I have been looking at some old photos of members of the early American M.Y.C., organised in 1865. There were some odd designs of yachts, but much more of an oddity to me were the whiskers displayed by these old-timers: sideboards, ‘* handlebar “’ moustachios, ** billy-goat ’’ beards and ** chinchoppers,’’ to say nothing of a mixture of straw hats and derbys. They were real skippers, I’ll bet. “It is good to turn back the hands of time and realise what these older hands have done to keep the sport alive. And my dear “** Scoticus,’’ please will you tempt me—will you lay a feast just out of reach of a terribly starved *‘orphan’’? ‘| would I were a bird ’’ (or a millionaire) that I might gather John Black and Archie Arrol together with our 6’s and journey to dear old Scotland and take away that beautiful Robertson Trophy, and to avail myself of the very tempting ** nectar *’ of which you again lay temptation before me; and, since I am in honour bound to “pinch the lion’s ear’’ by abundant) hairs from this spouse takes the thinly-clad scalp. I few will skippers. Also, Mr. O. Valvik, 490, Goodland, Tennessee, U.S.A., says he has just organised a model yacht club, and wants to know where he can buy books, fittings, etc. Get busy, managers and advertisers—there’s the addresses. And our very dear friend Tex Foster tells me that in one event | reported I failed to mention his name, and that he won first place (or thereabouts), and that a ‘* guy *’ who didn’t even sail was put on top. Oh dear me, Tex, how you do talk—surely you don’t mind giving the honours to a peor chap on the side-lines who longs to sail. Just think, he may get into the sport—and, between you and I, old pal, we don’t mind an error of a few weeks or so in dates, do we, skipper? Look at the fun we have, finding out how many read this delightful Magazine, by receiving letters saying, *‘ 1 saw your stuff in MARINE MODELS ‘’—that’s good advertising, Tex; and, after all, advertising feeds food to the publishers and news to the skippers—and the news comes from your club members—and just think, skipper, about 10,000 readers see your name—that’s good advertising (for you). At long last, Club Racing Committees will not have to worry over arranging their schedules; John Anderson, of the Red Bank M.Y.C., and Tex Foster, of the Long Island M.Y.C., were appointed as a Committee to draw up Universal Schedules; they ‘ called on Commodore Selby Summers, of the Deeper Hudson M.Y.C., for co-operation, and, gentlemen, they have Schedules—Tex and John worked them up in fours and fives for entries from 30 to 120. Selby came out in one of the worst blizzards in ‘many a year, rounded up this unfortunate skipper, and through the freezing gale we drove to his domicile and worked into the wee hours of the morning to get out a set of Schedules with six in a race, covering 60, 66, 72, 84 and 96 entries. One wonders sometimes why we plod so long and labour so diligently, but it is a good job, well done. When they come from the Press the clubs should be extremely grateful for this great saving of labour and mental effort—and that’s that until next issue. starting another model, so be it, if the very dear (and much more MODELS remaining * PUTTING AN EYE-SPLICE INTO RIGGING TWINE have to travel to Bonny Scotland to escape further damage (and taste the nectar), and if I should, dear **Scoticus,’” all your good skippers will forever blame you for causing their cup to pass into the hands of this skipper; and, may I say that I quite agree with your reaction to ‘* Captains Courageous ‘’—I became quite ‘* seasick ’’ watching it, but I’ll wager you or I would have shown them a better race with a wee 6-m., would we not?—and may I return your very tasty compliment by saying that I have read every word of the Scottish news since I first took MARINE MODELS, some four years ago, and find the news interesting and written by a much finer scribe than I can ever hope to be. Anyway, i am fond of sweetmeats, and I do thank you—and may the land rise in the oceans so that I can drive over to visit you. Mr. Forrest Bumstead, Bellport, L.I., N.Y., U.S.A., writes that he has built three of the 50-800 class and an A-class model, and wants to know where there is a club nearby—there are several UST a few of tha more particular model yachts- J men take the trouble to splice their rigging, but model ship builders certainly have to do so. Yet even on a model yacht a nicely turned eyesplice makes a much nicer finish than knotting. Most of us know how to put an eye-splice into a rope, but it is not so easy to tuck the strands properly on a fine piece of twine. Here is a little tip which will enable the model rigger to splice an eye into twine as easily as into a full-sized rope. Unlay sufficient of the end of the twine into which it is desired to put the splice. Take three needles, having eyes large enough to take the strands, and thread one strand into each. The needles will take the place of the marline-spike for opening the lay of the twine and can be used to pass the strand through. Do not unthread the needles until the necessary three or four tucks have been made and the splice pulled up tight. Cut off the odd ends of the strands, and roll the splice between the fingers to settle it. MARINE CANADIAN MODELS MODEL 21 YACHT RACING ASSOCIATION P to the time of writing, February 18, the writer, as Chairman of the Committee on Classes, has not had any inquiries as a result of the circular-letter sent M.Y.R.A. membership, to the entire Canadian indicating that he is pre- pared to supply any data or information for those building to classes recognised by the Association. We hope that all those building this winter will see that their models definitely come in one of the recognised classes, and thus make competition more interesting at regattas during the coming summer. The Oshawa M.Y.C. are planning to hold a regatta in Oshawa on Saturday, June 11, for all recognised class models, providing they have certificates. All entries should be in the hatids of Mr. Vern. Osborne, 93, Elgin Street’ East, Oshawa, by June 1. Also they are trying to arrange a race in Oshawa some time during May between some juniors from Detroit and juniors in Oshawa. The race will most likely be held in the Oshawa harbour, which, of course, will be open water sailing. : The dates for the Canadian National Exhibition races this year will be Juniors on Monday, August 29, and Seniors, Saturday, September 3. I have been asked by our President, Mr. Cayley, to emphasise particularly that all models must have measurement certificate and proper registration marks, and be complete in every detail according to all regulations laid down in our constitution. The Vancouver M.Y.C. held their annual meeting and election of officers for 1938 on January 13, with following results: Commodore, C. J. Pratt, 6395, Chester Street; Vice-Commodore, M. B. McKinnon, 2315, 6th Avenue W.; Rear-Commodore, Geo. Saundry, 2055 46th Avenue W.; Measurer, Aylmer Pratt, 2732, Sussex Street, New Westminster; Hon. Secretary and Treasurer, H. Sciarini, 742, 6th Avenue E. The club has got nicely under way with its 1938 schedule, having two or three new 50-800 Marblehead, and five or six new 6m. models well. on the way to completion, and we look forward to start sailing some time in March. Some members may even be putting their new boats through their trials as early as the middle of February, as we are having a very mild winter, and there have already been days when one could have been out sailing. As for new models under construction in the Oshawa area, Mr. Cayley advises that there are about half a dozen Marblehead classes being built in Oshawa this year, and should be under sail by their first regatta, which will be round about May 24. Mr. Cayley himself is building a new planked model to a partly completed design by Mr. Tom Honey, of Toronto. Bill Cayley hopes to have his A-class boat in shape before the summer vacation. In the Toronto district, John Austin, of the Toronto S.M.E., is building a Marblehead and also is building an A-class. The old veteran, Sam King, a planked 6-m. model of his own design, which as to the writer’s will be watched with great interest, knowledge it is the only 6-m. model in Toronto. Commodore Bill Jones, of the Toronto S.M.E., is completing the A-class model which he started last year, but was delayed owing to a lengthy illness, so we wish Bill good success this year with his new ship. Alex. Taylor and Mr. H. Lowman are each building Marblehead models this year, and both will probably be in the competition for the Dominion Championship Cup at the Canadian National Exhibition on the Saturday before Labour Day, September 3. The Westmount M.Y.C. in Montreal are apparently going to be favoured with a model yacht pond in a very excellent location either this summer, or certainly next, and Mr. Archie Collins, VicePresident of the C.M.Y.R.A., should consider himself lucky in having such fine facilities. I understand they are building several more 6-m. models in Montreal this year, and plan a larger delegation than ever to the annual regatta at the Canadian National Exhibition. As Chairman of the Publicity Committee for the Canadian Model Yacht Racing Association, I would greatly appreciate any news items or matters of interest concerning model yacht racing in Canada if you would be good enough to send them to me at 38, Grenview Boulevard, Toronto. Wm. F. CHoaT, Chairman, – Publicity Committee. MODEL POWER BOAT ASSOCIATION 19 ing on March 26 at the Coronet Hotel, HE Association held its Annual General Meet- Soho, with Mr. J. B. Skingsley (Victoria M.S.C.) in the chair. There was an excellent attendance of club representatives, including many provincial clubs. The usual routine business was transacted, and it is gratifying to record that the Balance Sheet disclosed an excellent financial position. The retiring Officers were re-elected en bloc. The Fixture List was arranged as follows :— May 8 (or 15)—Swindon. ;, 22—Victoria (subject to lake being ready). », 29—Maldon. June 6—Bournville. », +» +, July ++ »» +» 18—Altrincham. 19—Wicksteed. 26.—International at Victoria Park. 3—West London. | 9—North Stafford (Stoke). 10—Guildford. 17—South London. +, 24—Harrow. Aug. 7—Fleetwood. », 21—Farnborough. Sept. 4—West Midland (Stourbridge). ++ 25—Grand at Victoria. _ There will list. probably be some additions to this J. V. 22 MARINE MODELS Letters intended for publication must be written on one side of paper only and bear the signatures of writers (not necessarily for publication). Letters should not exceed 300 words in length, if possible. The Editor does not undertake to publish all letters received, nor does he necessarily agree with opimions expressed by Correspondents. THE CHANGE IN THE 361n. RULE Sir,—The change in this rule seems to have caused a lot of indignant objections. I cannot agree with your contributor, ‘* Anon.,’’ for the type of boat he pictures is just as possible with one method of measurement as the other. The only real difference in the boats will be a full half-inch extra depth. This, I admit, is a legitimate grievance. To test the rule, I drew out a number of sheer plans, with 24in. mean freeboard, 0.9in. higher at the bow than at the stern, and greatest draught 2ft. from the bow. The first had 4in. sheer, taking the sheer along the centre of the deck. With this, I found I could get 8in. draught by the flotation method, and 8.6in. by the box method of measurement. The second drawing had no sheer but the same average freeboard, and difference at the ends; this gave 8.3in. and 8.9in. of draught respectively; again a difference of 0.6in.; so the argument about the box method producing a straight sheer line applies equally to the flotation method. The third drawing had tin. hog in the deckline; this gave draughts of 8.4in. and 8.85in. Compare these figures with those in the second case and you will see that the flotation method is kinder to this type of freak than by the box method. Now for a suggestion: Reduce the depth of the ** box ’? to 104in. Practically all the old boats will fit in without alteration. The purists who want the box method for its own sake cannot object, while those hogs who wanted an extra half-inch or so of depth will be disappointed, and the old boats will not be outclassed. Yours faithfully, 52, Holland Street, Liverpool, 7. NorMAN SMITH. Sir,—The ultra-freak, described by your anonymous contributor as likely under the amended 36in. Restricted class rule, would, except for lower freeboard aft, have been equally possible under the old rule. Boats with bottle noses have been successfully designed for L.O.A. classes before. A good example is the Marblehead “* Boots,”’ illustrated in MarINE MOopELs, Volume IX, page 84, which is reported very fast and successful. It is no beginner’s job to design a boat of this nature, but ‘* Boots ’’ was designed by the celebrated Mr. C. O. Liljegren. The photograph you published gives a good idea how cleverly reserve buoyancy is obtained in spite of absence of overhangs and low freeboard. The latter is not, of course, cut down as much as is now suggested, and, as nothing is to be gained by suppression, ‘* Boots ”’ has a nice sheerline and cambered decks. From which it occurs to me that deck camber is really a concession to appearance, as when a boat heels the water runs off a straight deck as readily as a cambered one. Before closing, may I refer to the suggestion that obstruction could be caused by the fact that the M.Y.A. omitted to rescind the previous rule, thus leaving both rules in force. Obviously, it is quite right to call attention to this omission, which should be rectified, but I suspect your contributor wrote this part of his article with his tongue in his cheek, or does his experience gf model yachtsmen lead him to think we are all sea-lawyers? H. EVANS. Sir,—As ‘‘Anon.’s’’ article on the 36in. Restricted class rule is misleading, may I, as mover of the resolution at the recent M.Y.A. Annual General Meeting, put certain facts to your readers? First, it should be pointed out that I acted at the Annual General Meeting in a representative capacity for 25 model yacht clubs, and my seconder, from Fleetwood, spoke for a number of others. If I had not acted, another very strong club would have moved. Had the vote been a proxy vote, the majority in favour of the ‘* Box ’’ would have been overwhelming, as in response to a general circular only four clubs expressed preference for the present rule. The vote was actually taken by show of hands of people present at the Annual General Meeting, and only about six were against the resolution and over 30 were in favour. The Guildford representative had ample opportunity of stating his case, being allowed to speak four or five times by the very considerate chairman. On the one side, therefore, we have now ‘* Anon.’’— whoever he may be—and on the other nearly 30 clubs who have in writing and by voting given their instruction in favour of the ‘* Box.’’ They voted for the old box llin. x Ilin. both ends, with tipping, and rejected the suggestion of a box deep llin. forward and 10in. aft. There was such a decided majority in favour of the old box that there could be no doubt as to the course to be adopted by the M.Y.A., and any action to defer voting and a decision would have been not only detrimental to the popular sport, but also to the prestige of the M.Y.A., as leaders and representatives. No suggestion to defer voting was made at the Annual General Meeting. As regards the article in MARINE MODELS—produced without any reference to the M.Y.A. or to myself—it is evident to all of us that from the beginning there have been two opposing assumptions. Some assumed, as Mr. May, of Guildford, MARINE does, that when the boats were measured in a box they should be ‘‘ as near as possible to an even keel ’ ; these words, however, do not appear in the original rule now before me, and the assump- tion therefore had no legal justification. Others assumed that the full possibilities of the box could be utilised and tipped their boats, so gaining a little more draught aft if they wished. (I see no question of artful rule ‘‘ cheating ’’ here, and no one could then have supposed that our usually shrewd legislators would have overlooked the full possibility of the box.) The amended rule involved measurement on the line of flotation, and necessitated the spirit level method of measurement; this complication practically all clubs found troublesome, and it has now been rejected by their instructions. The resolution at the Annual General Meeting, agreed to, after prior consultation over many weeks, by practically all clubs and representatives, was that .. . ** The Dimension limits will be held to be complied with if the hull of the’ boat completely fits inside a box having the following dimensions: 36in. long, 9in. wide, llin. deep both ends. The waterline of the boat need not be parallel to the top or bottom of the box—in other words, a boat may be tipped when being. measured in the box.”’ This resolution automatically rescinded the ** depth definition ’’ associated with the then rejected L.W.L. and vertical depth line method, which has caused difficulties among the simple folk who prefer or have to sail the 36in. Restricted class boats. Yours faithfully, F, C. TANSLEY, Commodore, Hove & Brighton M.Y.C. ** Breydon,”’ Rigden Road, Hove, 4. March 15, 1938. [In order to correct misapprehension, the following facts are set on record. The late Mr. A. Littlejohn, Mr. A. W. Littlejohn and the Editor of this Magazine, were three members of the small Sub-Committee which drafted the original Restrictions for the 36in. Class. It was our intention that Depth as measured should be maximum Freeboard plus maximum Draught. The original Draught contained no provision for Box Measurement, which was a subsequent addition strongly advocated by the late Mr. C. Stansfeld Hicks. It was adopted without due consideration and it was assumed that the boat would be placed in the box in approximately correct fore-and-aft trim without tipping, the possibilities of which were entirely overlooked (Vide article in MARINE MopELs, Vol. X, No. 1, page 11). We regret that Mr. Tansley considers we should have consulted him before publication of letter from Mr. W. F. May and article by ‘** Anon,” but beg to point out that this is an independently owned Magazine, in which model yachtsmen are at liberty to express their opinions within reasonable limits. The above letters are a representative selection from a number received, space precluding the inclusion of more. Certain writers showed an acrimony most undesirable in our sport and we have, therefore, decided to close this discussion forthwith.— Epiror, M.M.] MODELS 23 THE A-CLASS RULE TO REMOVE CERTAIN MISCONCEPTIONS Sir,—When the Yachting Monthly Cup Conditions were just published in that magazine an illustration was given of the method of measuring the Quarter Beam Length under the Universal Rule of America, together with a ‘* Diagram. showing the relative length, weight and sail area of a 6-m. yacht.” This diagram depicted the lengths, both in feet for the yacht and inches for the model; sail areas in both square feet and square inches, and weights in thousands of pounds and pounds. It also contained the formule for finding the upper and lower limits of displacements, which involved no penalty. These formule were ambiguous, however, as the were correct for the yachts when feet were use as was evidently intended for yachts, but they gave incorrect results if inches and square inches were used in models. Now, in 1923, entries from abroad were considered to be quite possible, and it was absolutely imperative at that early stage to produce a measurement form which would guard against any ambiguity arising in the future which might distress a French or German visitor, who usually works in metres. Being unfamiliar with feet and inches, they would be very liable to be tripped up in much the same way as even Mr. Pike has been confused. The form was prepared to allow of models being measured in the usual way in inches, square inches and pounds, whilst, of course, fulfilling all the Cup conditions. A foreigner, following the instructions on the long measurement form, could not possibly make a mistake. Personally, I was sorry to see it replaced a few years later by the modern abbreviated form, which is not so good for use by foreign visitors. Now, as the scale for models had been laid down, viz., 2in.=1ft., all constants in the formule for feet had to be doubled when expressed in inches. For example, the .2ft. and .5ft. in the displacement limit formule became .4in. and lin., respectively. Similarly, the 1.75ft. for draught became 3,5in., and the .5ft. for freeboard became lin. Otherwise the proportions of the yacht and the model would have differed. These modifications, being for the convenience of model yachtsmen without altering the Cup Conditions in the slightest, were considered by the Committee and adopted after receiving the approval of the donor’s representative. They have remained unaltered ever since. Mr. Pike, I consider, therefore, is not only hopelessly incorrect in saying that *‘ errors have been allowed to creep in,’’ but alsoin suggesting that the displacement factors require to be recast. I will not amplify your remarks, Sir, which showed him to be in error yet again over the Quarter Beam Length measurements, beyond saying that a similar slip was made by an English model yachtsman who threw up_ the competition in chagrin in its first year, after building a goodlooking model with an unnecessarily short quarter beam length—he had not read the instructions until too late. The A-class models of to-day are, I believe, as a result as shapely as those of any other class— but this is only a matter of opinion. The earlier portion of the letter is on a matter of fact. ** KAPPA.”’ 24 MARINE RUNNING A SQUARE-RIGGED MODEL BEFORE A QUARTERING WIND Sir,—May I say that I do not wish to make any comment on Mr. Boyle’s letter of self-justification in your last issue. I have nothing to add to what I have already said, but I recognise that there may be cases where the pen is mightier than the sail. It is pleasant to add that, apart from the question whether M.Y.A. rules or the existing Scarborough ones are most suitable for racing between square-riggers, Mr. Boyle and I share many views in common, and we were both equally astonished to read the letter in which Mr. Colver says that he agrees with you, Sir (*‘ Fie,’’ said he sotto voce), that a model square-rigger cannot sail a straight course in a quartering wind. We are waiting with breathless interest the publication of his reasons for a statement which we regard as literally fantastic. For years the ships of the White Rose and Larcom Lines have sailed straight and true before the wind, and we should be only too delighted, should Mr. Colver have the good taste to spend his next holiday in Scarborough, to demonstrate to him that a decently balanced ship, whatever her house flag, would be ashamed to get down the wind by adopting a dog’s-leg course. MODELS out these three-boat schemes has not been discovered, but we believe schemes for 15 and 21 boats are in existence. is one for nine boats: — 9-BOAT SCHEME 1st Heat 2nd 3rd 4th ,, ,, ,, … gt … 1/2/3 os 1/4/7 eo wn tad, 4/5/6 7/8/9 2/6/7 2/4/9 3/4/8 3/5/7 2/5/8 1/5/9 1/6/8 3/6/9 If any reader has schemes for 15 or 21 boats, we shall be glad if he will let us have same. The work of club officials is greatly lightened by the possession of properly made out Sailing Schemes. In fact, it may be said that these are the basis of regatta organisation. It is also annoying for com- petitors to be kept hanging about waiting to make a start, while the officials wrestle with cards. PHILIP LARCOM, Larcom Lines, Inc. Here Editorial and Publishing Offices : 52, FETTER LANE, LONDON, E.C.4. Telephone: Central 9914. MAKING OUT STARTERS’ CARDS a HE method of making out Starters’ Cards for any number of yachts racing im pairs on the Tournament System is now well known. It was given in this Magazine (Vol. IV, No. 8) and also in Model Sailing Craft by W. J. Daniels and H. B. Tucker. The only possible objection to this scheme is that the skipper who draws No. | is in the first pair in every heat. If this objection is raised, it is a perfectly simple matter to write out the scheme in the usual way, and after Heat 1, reverse the order of starting of the first two pairs in every Heat. Skipper No. 1 will then be in the first pair in Heat 1, and in the second pair in every subsequent heat, while the composition of the first pair away will vary each time. If the scheme is written out with No. 1 first in Heat 1, in the second pair in Heat 2, the third in Heat 3, etc., a practical objection is manifest in that one of the last pair in each Heat will be required for the first pair in the next Heat. On very large waters, clubs may at times wish to sail competitors in threes instead of in pairs. Under these circumstances, points are scored for each boat beaten. Thus, in a board to windward, the first boat scores 6 and the second 3 points. As each boat has to meet each of her opponents in turn, two at a time, it is only possible to make up a scheme for an odd number which is a multiple of three. Thus, schemes can be drawn for 9, 15, 21, etc., boats, but byes can be introduced into the schemes as required. As far as we know, the correct method of making SUBSCRIPTION RATES Inland, 7s. 6d. per annum; U.S.A. and Canada, $2. Overseas, 8s. 6d.; EDITORIAL Contributions, Correspondence and Club News for publication must reach our Offices not later than the 16th of month previous to publication. The Editor does not undertake to publish all matter received. Where a nom-de-plume is used, correct name and address of sender must be enclosed. The Editor does not undertake responsibility for photographs, plans, or articles submitted, but every care will be taken to ensure their safety, and we will endeavour to return same if postage is enclosed. TECHNICAL ENQUIRY BUREAU Queries involving technical matters will be re- ferred to the experts in charge of various departments of this Magazine. Long technical replies cannot be given unless a fee of 2s. 6d. is sent. Enquiries necessitating an answer by post cannot receive attention unless accompanied by stamped addressed envelope for reply. ADVERTISEMENTS Terms on application. Special Announcements of Regattas, etc. rates for Club SMALL PREPAID ADVERTISEMENTS Private advertisements for our For Sale and Wanted Column charged Id. per word. Minimum 2s. Box numbers, c/o MARINE MODELS, can be used if desired at an extra fee of 6d. Advertisements must be received at our Offices not later than the 16th of month prior to publication. Published by the Proprietors, MARINE MopELs PUBLICATIONS, Lrp., at 52, Fetter Lane, London, E.C.4 Printed by C. Arthur Sanders, 27, Portugal Street, London, W.C. “SEEING IS BELIEVING” WHITE HEATHER Racing Model Yachts J. ALEXANDER & SONS 26, Victoria Parade, Ashton, Preston, Lancs. i Untouched photograph of Standard Waterline Models from Bassett-Lowke’’s ‘* Tinycraft ‘’ Series. Expert Model Yacht Builders (30 years’ experience) ‘* Seeing is Believing ’’ they say so why not see some of these wonderful models at London, Northampton of Manchester, or look at them in the BassettLowke booklet, ‘‘Scale Models for Publicity and Exhibition,’’ price 2d. FITTINGS SPECIALISTS This year BASSETT-LOWKE have brought out a new WATERLINE BOOKLET WB.5., Price Id., which gives you details of their fascinating sets of parts for constructing Waterline Models exactly to scale. Practical Sail Makers. Among those modelled are E.S. ‘‘ Normandie,’’ R.M.S. ** Queen Mary,’’ the ‘‘ Cutty Sark,’’ ‘‘ Great Britain,”’ ‘* Britannia,’’ etc. These cost only 12/6 each the set. Wonderful value. Send Sixpence now and book your copy of the which NEW SHIPS is CATALOGUE, S.5. in the printer’s hands, and will be end of April. ready at the * Alexalight ’’ Metal Accessories. Racing Model Yachts WHITE HEATHER TRADE SUPPLIED NORTHAMPTON stesciesier: 25,corporation street Also Heat and Acid Proof. No more sewing joints. A permanent and Solid Waterproof Craft. Breaking strain in wooden joints, moist and normal, over 1,100 Ibs. per sq. inch. RECOMMENDED BY “MARINE MODELS.” Power Boat Hulls. Send Stamp for Lists BASSETT – LOWKE, LTD. A Waterproof Glue Spars. FOR SALE 10-rater RACING YACHT. Designer Steinberger. Fin and skeg ; pine planked (screwed) ; deck chromium fittings ; Lane, E.C.4. mast 5 ft. aluminium; 2 ft. 4 in. topmast (pine); sails complete. Splendid order. £4/12/6, including crate. Ill-health reason for disposal. Box No. G.2438, ** Marine Models,”’ 52, Fetter FIRST-CLASS MODERN 10-rater ‘‘SILVER SPRAY,” Littlejohn design. Perfect condition: with 2 suits of sails and 1 spinnaker. A Bargain. £5. or nearest offer. Apply F. J. Crawford, 57, Ivedon Road, Welling, Kent. Anglo-American Pharmaceutical Co., Ltd., A-CLASS ‘**‘ COURTESY.”’ Designed by Littlejohn, complete suit sails by Cains, Gosport. First-class condition, recently repainted; too large for owner. £15 or nearest offer. J. H. Sheldon, 23, Broomfield, Smethwick, Staffs. Phone: Croydon 3118. ** SHARPIE JUNIOR.” 3 ft. 35/- or near offer. 13, Heath Road, Clapham, London, S.W.s. Tin containing 2 oz. 8d., or 4 lb. 2/1, post free, from GALEN WORKS, DINGWALL ROAD, CROYDON. Trade Enquiries Invited. MODEL SAILING CRAFT By W.J. DANIELS and H. B. TUCKER. Profusely Illustrated with 7 Complete Designs, 163 Diagrams and numerous Photographs. Price 25/-, postage 9d. YOUR COPY FROM: Marine Models Publications, 52, Fetter Lane, London, 36-in. RESTRICTED CLASS YACHT NEW. Bermuda rig; full keel. Good design: sound construction. Sails and fittings first-class. 46 complete. Apply J. Grosse, 108, Great Guildford Street, London, S.E.1. *Phone WAT. 6540. TO CLUB OFFICIALS LL your important Open Regattas should be advertised in MARINE MopeEts. The Best Textbook for Model Yachtsmen. ORDER Mr. Luker, If an event is announced beforehand in this way, readers will realise that time and trouble are being expended to make the racing successful. Ltd., E.C.4 An advertised regatta is worth entering and watching. When replying to Advertisers please mention MARINE MODELS. J 4 \ Le Vif svo MODEL Ww. H. BAUER, 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. 31. CHELSEA, NEAREST WITH SAILS MADE OF Noll. SAITLCLOTEH RUDDERS Best quality, polished rass finish, complete with tiller kar. Prices 5 Class X.L. Results : 1936, Allen 1935, Forbes Trophy (International), 1936, 1937, all 1st International, 1934, all 1st U.S.A. Eastern U.S.A. Mid-West Length Prices “pipe. /9 set \” pipe… 5/~set 4 STRANDED WIRE Ideal 1936, Prices 3-strand “026” diam. 6d. yd. 7-strand: 042” diam, Tid. yd. Championship, 1937, 2nd Championship, 1937, Best 1st ; the yachstman and oret purposes. rigging quality avons ion 1935, 1936, for VENTI- LATORS a” pipe «.-. 4/6set 4 STAINLESS STEEL all mite 4 f : Prices Ser aye Height I” 1)” 1}” 2 Each 2/~3/~3/64/- All prices plus postage. 1st Send for Bond’s 1938 Catalogue, price 6d., it contains a full range of Ships’ Fittings and Boat Plants, also all Tools and Materials. And many less important events. Used all over British Isles, India, Australia, New q HAWSE PIPES Prices 13” 2” 3/6 4/8 each Complete with shield, gun blue finish. Made in two parts, silyered ae Wing and Wing Cup (International), 1937, 1st Scandinavian NAVAL GUNS 30” Hosts… Bfeeach 30” Roasts … 4/» cach Lasts out many ordinary sails. International Championship, 1935, 1st; : 2nd ; 1937, 1st. | Suitable for WATERPROOF : UNSTRETCHABLE UNSHRINKABLE Definitely faster and points higher. A Few “A” EARL’S COURT BOND’S WORLD CHAMPIONSHIP AGAIN WON LONDON, S.W.10 STATION: Zealand, Canada, U.S.A., Norway, Sweden, Denmark, France. BOND’S 0O’Euston Road, Ltd. Sails made at ordinary rates. 357, EUSTON ROAD, LONDON, N.W.1 W. G. PERKS, CAERNARVONSHIRE Telephones: EUSton 5441-2. Established 1887 —— SAILS —— CHAS. DROWN & SON Model Yacht Sail Makers A World-wide Reputation for nearly a Quarter of a Century 8, ULLSWATER RD., WEST NORWOOD, LONDON, S.E.27 When replying to Advertisers please mention MARINE MODELS. ee ee 512, KING’S ROAD, 22, —— —— 11, Naa > – SERVICES: wey Workshops BUS SUPPLEMENT TO VoL. XI, No. 1. “‘HOPE’’ To face page 8 225% Tons A FAST SAILING BRIG By PETER HEDDERWICK DIMENSIONS bear Length of Breadth of Keel Frame Depth of Hold Length on Deck 76ft. 83ft. 24ft. 24ft. 14ft. 19ft. 105ft 61n. 6in. 3in. Yin. 6in. Oin. Qin.