Marine Models: Volume 11, Number 7 – October 1938

SSS SSMMAAAAUVUON d d di dé dehd Y YW), ae Ww),LZ“My 7/eLy, GYa Gb “lp (MLE, (Li Ly Z “Wtyi) ‘4 V, i %G %G G SSS WH A IMO EIS MMOOOHH \ Ss= SH Zr N XN WS Y SIZ LE Yj” S “yy YY” Me WWHis SMVQSV@oyg MMUIQHQOOH ll VAL LIE Y N SQ WSS N S a MOA Ys, INCORPORATING Vol. XI, MARINE No. 7. MODELS THE MODEL YACHTSMAN Sevenpence OCTOBER, 1938. PUBLICATIONS LTD., az, SX FETTER LANE, LONDON, E.¢ 4 =|. The FASCINATING HOBBY of MODELS. Whether it be MODEL RAILWAYS, MODEL ENGINES or MODEL SHIPS, we can give you the help you want. Our picture shows the ‘QUEEN MARY.”’ Build a model of her from a set of our 12/6 parts. There’s something to while away your winter evenings. Send for our Waterline Booklet No. 153 which contains pictures and details of all our 100 ft. and 50 ft. to the inch waterline model parts —including the ‘QUEEN MARY,” ‘“*NORMANDIE,’’ **GREAT BRITAIN,” * BRITANNIA,”’ “CUTTY SARK,”’ : a ” Working Steam Model of R.M.S. “ Queen Mary,” 3ft. long al For Model etc., all 13/- post free. Railways get A.5. Complete Catalogue 6d. S.5 Model Ships 6d. For ‘‘00’’ gauge Table Railways get TT.5. 2d. post free. BASSETT-LOWKE LTD. Northampton tenten:,!!2: HihHolborn, w.c1 bn – | Racing Model Yachts J. ALEXANDER & SONS Model Yachting Association IMPORTANT NOTICE Hull Sail and Spar Marks. The attention of all Club Secretaries and 26, Victoria Parade, Ashton, Preston, Lancs. Expert Model Yacht Builders (30 years’ experience) FITTINGS SPECIALISTS Measurers is directed to the fact that the various Hull, Sail and Spar Marks as required by the Rating Rules must be carried by all models holding a_ valid Certificate of Rating. Club Measurers are requested in future to see that these marks are in place before signing a Certificate of Rating. “ Alexalight ’? Metal Spars. Practical Sail Makers. Accessories. Power Boat Hulls. Bend-Standn for: Liste WHITE HEATHER ha TRADE SUPPLIED is advised to ascertain from the Hon. other model registered under the desired. By order of the Council, name Registrar, Mr. W. H. Bauer, if there is any W. J. E. PIKE, Hon. Sec. MODEL SAILING CRAFT By W.J. DANIELS and H. B. TUCKER. a A Waterproof Glue Also Heat and Acid Proof. No more sewing joints. REVISED EDITION. Now in course of preparation. _Order your copy in advance from : 0 Marine Models Publications, Ltd., Fetter Lane, London, E.C.4 A permanent and Solid Waterproof Craft. With new Designs to Racing Classes. 52, Duplication of Names. In future only one model yacht will be registered under any one name. _ Any owner desiring to register his model Racing Model Yachts j Registration. Breaking strain in wooden joints, moist and normal, over 1,100 Ibs. per sq. inch. RECOMMENDED BY “MARINE MODELS.” Tin containing 2 oz. 8d., or 4 Ib. 2/1, post free, from Anglo-American Pharmaceutical Co., Ltd., GALEN WORKS, DINGWALL ROAD, CROYDON. Phone: Croydon 3118. Trade Enquiries Invited. When replying to Advertisers please mention MARINE MODELS. (EXSY ) 208s AAA TTT SS SsTTiTSVNUGTIDUVDDDDND NIN UDI DDD) 09 1010 UD) TDDDS Vol. XI, No. October, 1938 Published on the Seventh of each Month 7. BREAD-AND-BUTTER THE BUTTOCK BUILDING ON PLANS By ANON. W:th Photographic Illustrations by G. L. MATHEWS, RYDE M.Y.C. (Concluded from page 164.) HEN. the outside has been carved to VG shape, the sheer must be marked from the datum line measuring down on each section, and running a line with a batten through the spots found. Although this particular boat was built of Western cedar, the writer in a general way prefers first quality white pine. It should also be mentioned that one difficulty the beginner will experience, if he makes his keel in one piece (instead of bread-and-butter on the waterlines), is in drilling holes for keel bolts to hold the lead. The best way to do this, when the keel is built bread-and-butter in the ordinary way, is to drill each layer separately before putting together. | Mark on each face of the layer positions for the bolts and drill half-way through the wood. Then turn over and drill the rest of the hole through. If done this way, the bolt holes should register exactly through all the layers. If the keel is in one piece a different method must be used. It is best to leave it until the pattern for the lead keel is made. Short ends of spoke can be put into the top and bottom of the pattern and serve for guides for the ‘ cores” when the keel is cast. If the lead is cast with boltholes in, these holes will guide the drill when the holes through the dead wood are bored. For a long drill, flatten the end of a spoke and file to the shape of one of the drill points supplied with an ordinary Archimedean drill. Get someone to hold the lead in position while you drill, and, with care, the holes should go just right. The best tools to use in shaping the out- © side of a hull are paring chisel and plane. Spokeshaves are often recommended, but the worker tends to get hollows with a spokeshave. In glass-papering, use a piece of thin pliable wood to wrap the paper round. For the inside of a hull, use spoon gouges and those small round-bottomed planes known as violin planes. In hollowing out the skin, the thickness should be reduced to in. all over with the following exceptions. Down the stem up to 2in. thickness must be left according to the size of the boat and the sharpness of the bows. A little extra may be left round the rudderhole, and about Zin. to 3in. should be left on the bottom in the way of the lead keel. The mast-step will have extra thickness left also. - 180 MARINE MODELS Fig. 3—Hull shaped outside, inside in steps ready to be hollowed out. The gunwale must be left from jin. to Zin. thick for a depth of about #in., to take deckbeams and fastenings. When carving out a white pine hull, the thickness of wood left can be judged by holding it up against the light. When fairly thick a red glow can be seen through the wood, which gets stronger and yellower as the wood is thinned away. Unless the builder is going to drop his deck in, cutting a chamber for it to bring it flush with the top of the sheer, the thickness of the deck must be taken off the height marked for the sheer. Here are a few tips for the beginner about shaping a hull. To hold the hull during ‘shaping the outside, take two pieces of strong quartering 6in. or 8in. longer than the maximum beam of the boat. Screw these firmly across the boat, one about a quarter of the length from the bow and the other a similar distance from the stern, with the extra lengths projecting on each side. If these are now screwed to the bench, or work-table, the boat will be securely fixed clear of the table in a position you can get at her comfortably all over. This will be found convenient for finishing the gunwale as well as holding her firmly. To carve the inside, remove the quartering from across the gunwales, and refix to the bench, arranging the two pieces so that the keel is between and the boat rests with the quartering supporting her by the overhangs. Pad the quartering well by wrapping old felt or pieces of thick cloth round it, so as not to damage the outside of the hull. Take a piece of tape or thick, soft string and lash the boat to the quartering. You can put the lashing at the bow when you are working on the stern and vice versa. Put a thick pad of felt or soft material between the boat and the edge of the bench. The boat can be held firmly in this way. _On no account try to hold the boat with one hand and manipulate the chisel or other tool with the other. You cannot expect to do good work with only one hand, and it is taking risks of cutting yourself that are not justified. | Never on any account work a chisel or other edge tool towards you. A sharp chisel dug into the hand or wrist can easily produce a dangerous wound. Also, if you cut yourself, be sure to cleanse the wound thoroughly, washing out with peroxide of hydrogen, or iodine, etc., and bandage properly to prevent dirt entering after the wound is cleansed. If there is any difficulty in marking out the deck shape on the top of the wood, after the layers have been glued up, a template can be used. Do not cut out the actual deck for use as a template, but make a separate one out of a piece of cardboard. The reason is that the deck being cambered over the beams will be too small if cut to size in the flat. The best way to mark the deck itself is to offer it to the finished hull with the deckbeams in position, and mark accordingly. After the hull has been glued up, during and after carving, ties should be kept across the gunwale to prevent the sides springing outward and increasing the beam. When the deckbeams are in, this tendency, of course, ceases, but just before they are put in place, the beam should be checked carefully, and, if necessary, the sides can be pulled in to counteract any springing. To prepare the pattern for the lead after the whole keel has been carved to shape in wood, start by marking two lines jin. apart. The upper one of these should be exactly on the lead line and the lower one parallel to it. Saw the pattern off, between the lines. Trim the pattern down to the lower line, and glue a strip of din. wood along its upper edge. Trim the rest of the keel to the lead line. Put the pattern back on the hull, and trim the slip of din. wood down until it fairs with the keel. Before taking the pattern to be cast, it should be glass- MARINE papered and varnished to a very high finish. The better the surface is, the better the casting will come out, and the less cleaning up will be required. Put a spare piece of the rod that is being used for keel-bolts through each of the holes in the pattern if these are already drilled, or provide pieces to be used as cores in casting. In this way the lead will be cast with the holes already in it, and thus save the unpleasant task of drilling them through the lead. For keel bolts stout gauge motor cycle spokes, cut to length, are very suitable, or, failing these, brass rod can be used. The size and number of deck-beams used will depend on the size of the model, but they should be cut straight on the underside, and to the camber of the deck on the topside. A deck-beam should fall under the after end of the mast slide, and one each side of the hatch. Another should be close to the ruddertube. For the deck itself din. clear pine can be used. It can be fixed with pins (brass or copper), being bedded in on white lead paint. If dropped in flush with the sheer, a covering board of in. mahogany should be fitted over the joint. It is impossible to give the whole process of model building in a single article, and | recommend the beginner to buy a copy of Model Sailing Craft, by W. J. Daniels and H. B. Tucker, when the new Edition 1s available, or, failing that, Build Your Boy a Model Yacht, by the same authors, price 2s. 6d., postage 3d. With either of these books and this article, even the veriest tyro should have no difficulty in building a boat by the method given above. MODELS 181 CORRESPONDENCE GOSPORT REGATTA, 1938 Sir,—To run a successful regatta, such as the recent A-class Championship at Gosport, is a big task, and I have often wondered if model yachtsmen ever give a kind thought to the O.O.D., Judges, etc., and their many helpers behind the scenes. Some, no doubt, look on it as a matter of course, while others fully appreciate the effort and enthusiasm behind it all. Consider what a great deal has to be done to stage and conduct such a fortnight, and make it possible and pleasant for all concerned. The correspondence in itself is a big item, hundreds of letters causing Secretaries and Officials to burn the midnight oil on many nights—Committee meetings almost every week, anxious moments as to finance; various points, which may crop up, to be foreseen, and then the final strain thrust upon a few to see the whole regatta fortnight through. The sacrifice of the time and energy alone is an asset. The annual A-class Championship should have the backing of every follower of model yachting, but in many instances it seems as if we take for granted that the same old hands will pilot our organisation and give us another big fortnight next year, and so on. Think what this means. The work of standing for days at the pond-side for eight to ten hours, dealing with starts, heats, fouls, etc., not to forget that sudden bolt from the blue, the tiresome protest, coupled sometimes with a volcanic temper and heated argument, which is enough to fray anyone’s nerves. Still these officers carry on. Hence I feel that the O.0.D. and his crew are very unselfish and patient to bear with us on all these occasions. It may be truly an honour and a compliment to be selected as the O.0.D. or a member of the Sailing Committee, but I feel that the admirable performance of their duties calls for an expression of appreciation. Yours faithfully, 64, Ebury Street, S.W.1. ARTHUR JOHNSTON. [We have pleasure in publishing the above as we had many years’ experience of the work of organis- ing these events in the past.—Ep., M.M.] Fig. 4—The finished hull 182 MARINE MODELS THE NORFOLK WHERRY By G. COLMAN GREEN, M.R.S.T. (Continued from page 146.) HE mainsheet horse was situated across aL: the after end of the cabin top, while two large wooden cleats for the mainsheet are on the after side of the cabin bulkhead in the steering well (or cockpit). The cockpit was small and immediately aft of the cabin, from which it was divided by a bulkhead with two doors. The cockpit was knee deep, or even thigh deep, with lockers under the side seats, forming a step up to the deck. There was no seat or locker at the after end, since the helmsman often had to stand there. Not all wherries had cock-pits, some being managed from a sliding hatch with the upper part of the skipper’s body protruding through the cabin top. Although the cabin bulkhead of ‘‘Gleaner” is shown as vertical, many wherries had their bulkheads raked forward. Below decks the wherry is divided into three compartments by bulkheads forward and aft of the hold. The forepeak (or fo’c’sle) of a wherry is large enough to accommodate two men quite comfortably, or four at a pinch on the larger wherries. The skipper and his mate (who, on occasion, was his wife) invariably occupied the cabin aft, however. The fo’c’sle was generally used for the stowage provided for the purpose. There were no floorboards, and the compartment was not lined (or ceiled) like the hold. One of the drawings shows the construction of a wherry looking forward from amidships, but, in order to permit the fo’c’sle to be seen, the bulkhead forward of the hold is shown removed. As a matter of fact, the bulkhead boards were removable on some wherries, and in that case they housed in cleats. The main beam, which is shown in this drawing, was the most massive timber in the ship, and well it need be, since the heavy mast had to be upheld without any shrouds, the forestay forming the whole of the standing rigging. It will be noticed that the vessel’s official number and registered gross and net tonnage were cut into the main beam. In passing, it may be mentioned that wherrymen often nailed a horseshoe, points upward, to the centre of the beam as a mascot. In the corners formed by the main beam and the hatch coamings massive knees were of gear and stores, which were kept on racks Footrest Ij” o’» Deck Sor Secfion across Sleering Well ross Well and afr EE Sreersman os Wherry “Elder” showin Cabin Doors. MARIN E bolted. The construction of the tabernacle is given later when we come to the mast. The hold was ceiled throughout sides and floor to keep the cargo from the vessel’s sides and bottom. The runnels (or limber holes) for bilge water should be noted, also the well used for pumping out bilge water. The hatch cover was known as the “ hood,” and had its forward part fixed. This fixed part was called the “ dead hatch,” and only extended a few inches aft of the mast. The wherry’s name and port of registry were painted on the fore side of the hold coamings, the name being to starboard of the mast, and the port of registry to port of it. As wherries were inland craft, their port of registry was often an inland town, such as Norwich, Beccles, Bungay, Aylsham, Wroxham, or Coltishall. The lettering was usually in gold and often very elaborately put on, but this was the only place on the vessel where the name appeared. When the ship was on her proper bearings, the hood was about a foot lower forward than at the after end, and for convenience the hood was made in 15 or 16 sections. All of these, except the “ dead hatch,” already mentioned, lifted off, and each was built on a rigid, curved frame. There were no beams under the hood, although it measured from 25 to 35 feet in length and 12 or 14 feet MODELS 183 Half-Timber Head set in Plancea used as Bollard. across. Since this had to serve the purpose of an upper deck, and often had to carry considerable weight, the joinery work in it had to be first-class) As the hood varied in curvature throughout its length, each section bore an incised Roman numeral to enable them to be replaced in the correct order. The coamings were in two parts. The lower coamings were fixtures and supported by a strong “ shelf’ (carline) about Ilin. by 3in. on edge. These were painted blue or tarred, outside. The portable upper coamings (known as “slip-on right-ups”) were in the form of long, white “ slats,” or “* slides,” which fitted into 6in. square plates at each section. When the hood was closed, the sections locked into special notches in the slats, and the entire top became a rigid unit. To render the hood perfectly watertight, tarpaulins were lashed across to cringles provided in the stanchion plates for the purpose. The hood itself was painted red and varnished. The fixed stanchions inside the coamings will be seen in the plans of * Gleaner.” The Fort Side Tabernacle Enlarged + Tabernacle Straps= Knees of Sfanchion) _ TABERNACLE 3Gins.Red ante sis fe Wh @ Side 4! 10 ” labemacle SYarboard Dead Hatch > |S €13″4 Winch Clear Iron ae A Sfarion Propping Chain aboul 30 fathoms dragged in Ndew ay To “reduce speed. FORE DECK OF WHERRY ‘* ELDER *’ WITH ENLARGED DETAILS OF TABERNACLE CHEEKS AND WINCH STANCHIONS. (N.B.—The dropping chain would only be brought on deck when wanted for use passing through Yarmouth Bridges, etc.) -roczsyau&im%=5+E‘SUTAIKeSansBodig ousCenaHlpqydig.Et ,=—-ASeWOHi‘JapU=5o2OjMryogYshTyiedIA}ur3§sADaMyUq©[la*v PARNGh4J2 MARINE 33 Wry { suo! +f ° sepunoy y4i)datfShl9gY¢MNT5pics 7 \aj6u1svyprodebn] ° ¥ e ua]mh o ve z* bi Sf +—*.7 ‘2)>2= 184 MODELS “y ar bduropsgync 1:;wVPONi9UTg]S MARINE M F MODELS rames. times made to unship. _In the coamings at the after end on each side are two 6in. by 4in. oval lights with =F wooden shutters. >’ Crane trons skipper’s quarters. Just for a moment let us go below into the 4 a ad little cabin that served the skipper for bed- sae deal room, dining saloon and office. Children were im Distinguishing occasionally born in these little cabins, and P+ diameter 10″ contentment, poverty and endurance in turn | Bands – sometimes the aged died in them. Starboard ye Port is Sr Ehees Mast a | Mast At the after end were two tiny cupboards ue for crockery, etc. As far as I can recollect, I 13″ squave Foot (white) Cast Lead : + Counter 25 te 35 Mast Measurements acknowledged to Mr. A. Fox, of Thorpe, Norwich. Its chimney passed through the deck- head in the usual way. For light at night an oil bracket lamp was fixed on a cross beam. d mv aZ Mast Straps g Pleasure Wherry. forward end and served for cooking, heating, etc. . F, | da | Gute on Modern Mast Gate about 1894 4110″ al Weigh ey we | Lead if Lead “Oo” CheeR Tabernacle (727 _tdiameter 12 Port or ay board Cheer of SELEe ie ‘ap 36’0 ; Love and resided there. On either side are two broad seats that served as bunks at night. A small range, giving out a terrific heat, was installed at the aberna | There were no other ports or windows. Hounds with = These openings were never glazed and served to give light and air to the } f For convenience in loading and un- loading, two of these stanchions were some- 26 ay Seditapskaped Lote $9 Mt C eP TA.) 185 oe ends of these were fastened to the hull -” Jenny Voene a – = pois never saw a table in one of these cabins, but I believe a fish-box was invariably used for the purpose. The cabin sole (or floor) was below the level of the cockpit, to which one or two steps led. The doorway was narrow, and only measured about 20in. between the sa : Stepping out into the well, and looking forward, we have whole ship, and sailing, the deck possible, all ropes stowed away. a commanding view of the at once notice that when works are kept as clear as and spare gear having been (To be continued.) 186 MARINE £3 ie Ex: am a) b 3. y MODELS ws = ey Bes: a nae is a2: f ia ae * Xn At = ar, aos u poke inn ONDA WATER PUMP. To find ratio of cylinder volume swept for one stroke of water pump for ‘* Tich I.”’ Pump Vol.=5/ 32in. dia. x .31 = .006 cu. in. But pump is geared down 57/ 15=3.8/ 1. Se QED Da aii Seed . Pu Sf from page 152.) N the September number of this magazine, by the courtesy of Mr. H. J. Turpin, I was able to reproduce some of the drawings and notes from his log about his flash steamer “ Tich, Too.’ This month we have a second instalment of the log. Ordinary trunk pistons without rings are used. The gudgeon pins are 5/ 32in. diameter and drilled out for lightness. The length of the connecting rod is | 19-32in. The gears driving the pumps are situated at the forward end of the engine and the pumps at the after end. The lay-out will be apparent from the photographs. The method in which Mr. Turpin determined the size of his water pump was worked out as follows : — SN Mi of es ti, FN Gage: Paste ke – As steam cylinder, Vol. stroke=.14 cu. in. Sf ; =9/16in. dia. x 9/16in. So that water delivered for one stroke of pump =.006 cu. in. for 3.8 x .14 cu. in. = .006 cu. in. for .53 cu. 1a. ‘ For 1 cu. in. of Cyl. Vol. the water delivered is .006=91/1. Re 3) As this ratio was satisfactory, ‘** Tich, Too.”’ I will use it in ”’ Now Cyl. Vol. on * Tich, Too Sin. dia. x 3 stead 384 cu. in. (or 6.3 c.c.) *. Water delivered per stroke must be .384= .0042. 91 But pump gears are 57=5.7/1. 10 So every 5.7 strokes, water delivered must be .0043 x 5.7=.025 cu. in x 4in. stroke. Say iin. bore Just out of interest I worked out the volume ratio on ** Chatterbox III.’’ Steam cylinders Zin. dia. x fin. stroke x 2 =1.07 cu. in. FORWARD OF END ENGINE ** TICH, (Photo: OF TOO” H. J. Turpin) MARINE 187 STEEL PISTON ANO ROO IN ONE PIECE MILO STEEL, © HARDENEO | = MODELS GROOVE TO CONVEY WATER TO HAND PUMP y 2 SECTION AA THE OIL PUMP : Y J | 1 The oil pump was then determined : — A O1L Pump. PLATFORM INCLINED AT 10° SAME AS OIL PUMP 1015 DELIVERY TO JUNCTION BOX —Y ‘. equivalent volume if ‘* Tich ’’ were geared 21.7/1=.0021 x 21.7 SUCTION THE WATER PUMP 14.4 = .0032 But Cyl. Vol. ‘* Tich, Too ‘’=2.7 Pump Vol. =.3 dia. x 9/16in. stroke. = .042 cu. in. Pump gears are 4/1, are pumped every 1.07x every 4.28 cu. in, so .042 cu. in. of water 4 cu. in., 1.e., .042 cu. in. .042 . Which is near enough the ratio I found best on “Shien IC” Here is what Mr. Turpin writes about the design of his water pump: — WATER PUMP. This pump is entirely a new departure from that n ** Tich I.” 1. This has mushroom valves made from Duralumin, because balls are a failure in a pump working at such a speed, getting on for 1,000 strokes per minute. One point is the weight compared with a ball : — Actual weight of Dural. valve 3/16in. dia. passage. .50 grammes steel for Actual weight of 4in. dia. steel ball 1.3 grammes for 3/16in. dia. passage. This great reduction in weight, coupled with perfect control, should eliminate misfeeds due to bounce and dither of ball that I suspected last year. 2. The body of the pump is made from a Birmalite casting and is extremely light. There appears to be a good deal of bulk in the design, but | may have to open the power plunger to 5/16in. diameter, so have put in plenty of metal. This metal is really an experiment, and will determine : — (1) If it is suitable for valve seatings 3/16in. dia. and 0.2 wide. (2) If a stainless steel ram will work satisfactorily in its cylinder. (3) I£ Duralumin is suitable for valves. This reasoning shows how every design was thought out in advance. Cyl. Vol. * Tich I” I *, Vol. of oil pump required = .0032 x 2.7 = .0086 cu. in. If pump ram is 3/16in. dia.=.0276 sq. in. Then stroke = .0086 = .29 *, Ratio=4.28=100/ 1. t* Oil pump for ** Tich I’’—.10in. dia. x .3in. stroke =.007 sq. in. x .3 =.0021 cu. in. _1.e., with gear ratio of 14.4/1 But oil pump for ** Tich, Too ”’ is geared 37 -57=21.7/1 point of the 0276 Say, 5/16in. stroke—3/16in. bore. This should provide sufficient oil, as the supply was ample for ‘* Tich I.”’ Engine and pump platform are inclined at 10° when in boat; pump is then vertical. Body of pump made from Birmalite casting. Banjo and bottom screw from brass. Ram and gland nut from steel. The drawings of the pumps, in fact, all the drawings except these of the boiler, are reproduced half of the actual size. On the subject of his boiler, he writes : — BOILER. Cylinder Vol. of ‘* Tich, Too *’=2.7 ** TichI”” “ Tich I ’’—Boiler Volume= 8ft. of 3/16in. pipe, din. bore. =1.18 cu. in. capacity. ..New volume=2.7 x 1.18 =35.2 CU. Ins = lft. of 3/16in. bore tube; or 54ft. of tin. bore tube. ** Tich I ’’—Heating Surface. Heating surface of 8ft. of 3/16in. dia. pipe= 56 sq. in. *. for new heating surface, 2.7 x 56=150 sq. in. = 19ft. of tin. dia. tube; or 13ft. of 5/16in. dia. tube. As the length of tube works out longer when based on_ heating surface should be worked to, viz. calculation, 19ft. of tin. dia. tube. Thickness of tube, .028 approx. . Volume=7 cu. in. then this 188 a MARINE MODELS 4. LOUVRES. SECTION THROUGH PORT COIL OF BOILER AS FIRST INSTALLED One-quarter of full size ir| STEP. \ 2 COILS, TOTAL LENGTH |8rr OF Ya oa TUBE The longer length of 19ft. would be preferable, too, because the Vol. of ** Tich I ’’ was so small that the steam, once raised, was not sufficiently sustained. This was very noticeable in priming the boiler. Having made a stroke of the hand-pump, the water was converted into steam, and had lost all its pressure again before | could get to the propeller to turn the engine over. This was not found altogether satisfactory, and subsequently the following alterations were made : — ALTERATIONS MADE TO BOILER. (a) Wound each coi! of boiler round a smaller diameter former so that diameter at A is stl! | #in., reduces rapidly to l{in. at C, and then to lin. at B. This is an effort to get better contact of boiler with flame. Each coil now has 18 turns as opposed to 15 turns. Each coil is also an inch longer, in consequence. (b) In addition to above I have introduced a preheating element, which consists of about 20in. of 3/16in. outside diameter tube, formed into two loops, one inserted into each coil. This, also, should have the effect of spreading the flame slightly. The boiler was fitted with an Hydrostatic Safety Valve, which is described : — the water is used to apply pressure to a valve connected to the air tank, so that while water under pressure is being supplied to boiler, air is retained in air tank. If water pressure fails then diaphragm ceases to act, and valve lifts from its seating under the action of the air pressure, plus a light spring placed on the valve stem. The body part is made from Duralumin, the cap on the left being connected to the junction box, while the main part on right is connected to air tank. Water pressure acts on rubber diaphragm 4in. effective diameter, and is supported by a cast steel hardened disc before it makes contact with the stainless steel valve. The other end of the valve seats over a 3/32in. dia. hole. For starting purposes, when no water is being pumped, a nut is fitted inside the body and over the valve spindle, and is operated by a peg screwed radially into the nut, and passing out through a helical groove in the body. This peg is rotated through about 120° to close the valve and retain air pressure for starting. When engine is running and water being delivered the peg is rotated in the reverse direction to remove pressure from valve. The static pressure of water then takes charge. A knock-off release valve is also fitted for stopping. HYDROSTATIC SAFETY VALVE. One of last year’s great troubles was the fact that the blowlamp would keep alight even when the water pump failed, or the engine stopped through leaves clinging to propeller. This device is an attempt to release the air pressure when the water pressure fails. The main feature is the introduction of a device containing a diaphragm, one side of which is connected to the water pump. The static pressure of The blow lamp is referred to: BLow Lamp. This is based on the successful one for ‘* Tich I.” Have made the jet unit in one piece, of steel, so as to dispense with screwed-in brass nipples that always work loose, and become too large in jet through cleaning. The needles shown in drawing are TO BOILER — AIR TANK SASS LEVER RAISED TO CLOSE VALVE. LOWERED TO ALLOW DIAPHRAGM TO ACT HYDROSTATIC VALVE AND (right) METHOD OF INSTALLATION = DECK. RELEASE. ‘ really for MARINE 189 MODELS Quite a number of other alterations have also been made. For instance, control valves have been added to the two burners of the blow lamp between the vaporising coils and the jets, in addition to the stop valve on the fuel supply. FLAME TUBE 1% DIA. 3% LONG I have no doubt that other minor changes will be made in the course of tuning-up, and possibly I may refer to these in future articles. y 10-% HOLES. 8- shee HOLES THE NIPPLE -O24D1A. BLOWLAMP cleaning and starting. In the latter case there will be sufficient leakage of gas past the needles to provide a small flame while preparing to start the boat. It is also added that 50in. 5/32in. brass tube are used on each of the twin lamps, the flame tubes are 34in. long by 12in. diameter, with holes as shown in the diagram. A simple but ingenious device enables the propeller angle to be varied until the best position has been found by experiment. The tail-shaft is fitted with a universal joint, and the drawing should make the whole thing perfectly clear. te The hull has been somewhat altered as to angles of planes, etc., during tuning-up, and the propeller has also had to be changed, but these are things that one would normally expect to require some experiment before the best results are attained. The 120° type of engine is, of course, by no means ideal from the point of view of balancing, and Mr. Turpin is under no illusions on this score. At the same time he considers its advantages outweigh the disadvantages, and in every engine balancing problems have to be overcome. ‘Tich Too” is a noteworthy boat, and it should only be a matter of tuning-up to place her in the front rank of her class. \ “he HEXAGON % FLATS oe SILVER STEEL HARDENEO ELEVEN “is BALLS. BOTTOM OF (Photo: VIEW ENGINE H. J. Turpin) 190 MARINE PETROL ENGINE & MODELS HYDROPLANE TOPICS By KENNETH G. WILLIAMS (Continued from page 156.) HOPE that all my readers have their copies | of the September issue of MARINE MODELS at hand, since it will be necessary to refer to the double page plate of diagrams that accompanied my article, and we are also continuing our examination of the subject of Engine Design. Fig. 9A shows the flywheel made integral with its shaft; this method has a disadvantage in requiring a lot of work in reducing from the solid bar, but it is very strong and avoids the difficulties which arise from poor fitting of assembled shafts, a variation of which 1s shown in Fig. 9B, where the shaft is a parallel press fit into the flywheel butting against a shoulder, located by a key and secured by a thin nut on the inside. Fig. 10c shows a modification, using a taper instead of the parallel and shoulder. Another very satisfactory method is shown in Fig. 10D: the shaft is inserted from the inside face of the flywheel, and both shaft and collar should be a press fit. Three rivets, right through the collar and flywheel, hold everything tight and prevent the wheel turning on the shaft. I suggest using the outside diameter of the collar as the pitch circle of the rivets, for this will give a larger section of metal in shear, and ought to be stronger. The crankpin assembly used in “ Faro’s” engine is shown in Fig. 9, illustrating a ballrace for the big-end bearing. The inner member of this race acts as a distance-piece between the two crank cheeks, and the hollow crankpin passes through all three and draws everything up tight. This design is open to the objection that the surfaces of the crank discs in contact with the race faces are very small, so that springing is likely to occur under high loading, but this is offset to some extent by the close spacing of the main bearings, which can be achieved through the use of a narrow big-end bearing. A stiffer arrangement, which calls for more accurate fitting, is shown in Fig. 10, where the pin is tapered into both crank cheeks and secured by nuts at both ends. This de- sign may be used for a plain big-end bearing, and if pressure lubrication is to be provided, the pin should also be keyed into both crank cheeks to keep the oil-ways in register. The oil may be fed into one end of the main shaft through a sleeve and the internal oil ways shown in the shaft and crankpin. The use of ball-races for the main bearings makes this the only practicable method of feeding the big end by positive pressure. Fig. 8 shows a satisfactory method of sealing, by means of a cork washer, the joint between the rotating main shaft and the stationary sleeve. When ball bearings are used throughout in an engine, the only internal parts requiring a direct supply of oil are the cylinder, piston and little end of the con. rod. In this case, oil may be fed in through a hollow crankcase bolt, via two holes on the inside of the crankcase wall, opposite the inside flywheel rims, which pick up the oil and throw it up the cylinder bore. This applies to sprint engines only, but if a really heavy duty big end is needed the best thing would be to use two races, side by side, and bring an oil-feed through the crankshaft, out of a hole in the crankpin, midway between the two races. The oil flow would keep the big-end bearing cool, and the fling would lubricate the cylinder walls. You may favour plain bearings throughout, and, if so, the oil-feed can be taken through one main bearing, then via the drilled crankshaft to the big end, then to the other main bearing. This is shown in Fig. 11, which illustrates a crankshaft machined in one piece from a forging or a solid billet. A solid crankshaft involves the use of a split big-end bearing. A separate outside flywheel is generally employed with this form of main shaft. A very good forging of the type shown is marketed by Bond’s in 3 per cent. nickel steel, which is quite sturdy, and works up well. When plain bearings are employed, be careful to use good alloy steel for the shafts; the ordinary free cutting mild steel is not good enough for the purpose. You can be pretty safe in using almost any modern car axle shafts, which may be picked up in a scrap dealer’s yard; they have to be made of good stuff to stand up to the high loading they get. This type of steel will run well in conjunction with bushes of white metal (babbit, or similar), or bronze, but the latter should be MARINE of the cast variety, not the red drawn kind, which is inclined to pick up badly. The same quality steel should be used for the crankpin. Before we leave the subject of crankshafts, the single-ended overhung crank, as Fig. 12, has much to be said for it, provided it is made of ample proportions, and has the bearings well spaced out. It can be machined in one piece and does not call for the con. rod big end to be split. While this type is more popular in two-stroke engines, which do not need a timing gear drive, it can be adapted to four-strokes. A small auxiliary crank may be driven by the extension shown dotted on the crankpin, and the timing drive, arranged at the front end of the crankcase, or the transverse shaft arrangement in Fig. 7 may be worked in behind the main bearing. A ballrace can be used close up to the crank disc, and the camshaft drive sandwiched between this and a long steady-bearing behind. It is customary to use an outside flywheel with the overhung crank. Connecting rods must be made very stiff, while at the same time the weight should be kept as low as possible. A typical rod is shown in Fig. 14; if good steel is used (axle shaft will do again) the centre web can be made quite thin. Speaking from memory, I believe the rod in “ Betty’s” engine is only -040in. thick at this point. This figure should be at least doubled if duralumin is employed. In “* Faro’s ” engine, where a ball-race 7 / 32in. wide is used for the big end, a thin rod is necessary, and the form shown in Fig. 15 is employed. It is of dural, and the centre web is .110in. thick. This tangential form of rod generally requires a cut-away on both sides of the crankcase mouth and cylinder barrel to provide clearance at half-stroke, but this is easily done. A rod circular in section has been tensively, and, when drilled up, the quite light; being tubular, it resists stresses very well. (Fig. 13.) A typical rod, with a split big end, used excentre is bending is shown in Fig. 16. Great care must be taken, when this type of big end is used, to be sure that the bolts are well up to their duty. High tensile steel is essential, and the bolts should pass right through the lugs and the cap, while the nuts must be properly secured by some locking device. Screws tapped into the body of the rod are not nearly good enough, and will invariably lead to trouble in a racing engine. If you use a dural con. rod, it is quite good MODELS 191 practice to run the big end straight on the crankpin without a bush, but when the rod is steel a bush must be used; never run steel on steel. A popular design uses a floating bush between the rod and the pin, which makes a long-wearing and good-running bearing, while if the bush is of dural, you will have the minimum weight. The same principle applies to the little end, but in this case the bearing has no direct oil-feed, and does not rotate, so the bush had better be pressed into the rod and provided: with an oil-hole on top to collect splash. Don’t forget to make oil grooves in the bearing to spread oil from the feed holes; this simple precaution will prevent much trouble from bearings running hot, and seizing. It is generally accepted that the proper place for the oil-feed hole to emerge in the crankpin, is not outwards, but inwards: the reason being that when the maximum loading on the crankpin occurs, the oil-hole is on the opposite side to the load, and the oil is not squeezed back along the feed-ways. This little point will allow a bearing to carry a much heavier load than otherwise. I have found some people start to put an engine down on paper and while they are drawing crankcases, cylinders, heads and pistons, everything goes nicely, and the picture begins to look like a real ‘* hot stuff” motor; then, when they come to the timing gear, progress is not so fast, and often the laying-out of gear wheel centres and calculating the sizes trips them up, with the result that another potential world record breaker never even leaves the drawing board. Now this part is really quite simple, without going into advanced mathematics. Gears are measured nowadays mostly by what is known as diametrical pitch (D.P.). This is ex- pressed as a number which is the number of teeth on the wheel for every lin. of diameter at the pitch circle (P.C.), which is measured midway between the tip and the root of the teeth. For instance, a 24 D.P. gear lin. dia. P.C. would have 24 teeth, or I4in. dia. P.C. 36 teeth, and so on. When we have two gears of equal size, or 1:1 ratio running together, the pitch circle diameter is equal to the running centres. In the case of a 2:1 ratio, which we use for driving a camshaft at half-crankshaft speed, the running centres are spaced at half the P.C. of the large gear, plus half the P.C. of the small gear. To make this clear, let us work out a set 192 MARINE 12 , Bt ie. ” = i Therefore for a 2:1 ratio, Pitch radius of crankshaft pinion =4” and P.C. dia. 3” or .666” Pitch radius of camshaft pinion = 3” and P.C. dia. 14” or 1.333” Now we must choose a size of tooth which will work out to an integral number of teeth to these dimensions. It happens that our P.C. sizes are convenient fractions of 1”, so if we decide on 30 D.P. we shall have .666 x 30= 20 teeth on the crankshaft pinion, and 1.333 x 30= 40 teeth on the camshaft pinion. This gives our 2:1 ratio and these wheels will run at 1” centres, which we decided on. The calculation of the overall diameter of the gear wheels is simplicity itself; add 2 to the number of teeth on the wheel and divide by the D.P. number, and the result is the O.D. in inches. Thus, 20 teeth + 2=22 +30 (D.P.)=.733”, and 40 teeth+2=42+30 (D.P.)=1.40”. It often happens that the running centres we pick on do not give us an integral number of teeth; it might work out to, say, 23.6, in which event we go to the nearest whole number, in this case 24, and adjust the running centres accordingly; or, it may be possible to use a finer or coarser tooth pitch to get the whole number. As an example of this, let us assume we are going to use the heavy duty ball race for the 4” shaft—this has an O.D. of 15/16”, so the running centres we decide on are— 13,” P.C. dia. of camshaft pinion— 0087 O.D. OF RACE x2 9 1458″ (Continued at foot of page 193.) } Z=FSRy 3727 ijt O.D. OF RACE ee eae 3 le 3/7 Pe. dia. of crankshaft pinion— Fadia CAMSHAFT 16 a ie | nN RUNNING CENTRES | \ WY i]! ck “Ss | ee = ar ‘\ i \\\ ROOT OF TEETH PC. LINE —PX ~ TOP OF TEETH—* saia CRANKSHAFT— REDUCED To 3 CLEARANCE AT FLANGES DIAGRAM SHOWING WORKING OUT OF A i k 333 Prad. / 12” hol? eo of gears for, say, the arrangement in Fig. | (appearing in the September supplement to MarINE MopELs). The diagram herewith gives the dimensions of the shafts and ball races, from which we see the running centres must be— MODELS SET OF GEARS MARINE MODELS 193 A MERCHANT SHIP OF 4o0 TONS By G. W. Munro (Continued from page 125.) a ie month we shall continue with the scantlings of our little 400-ton ship, which were started in the August number of MARINE MopeELs. It was the writer’s intention to include the full detail drawings of the hull with this issue, but as urgent business in Sweden and Denmark called, the drawing board had to be put on one side for the time being. It is hoped that our readers will accept the delay over which the writer had no control. The outside plank: All the bottom plank in midships, up to the oak thick stuff under the wales is to be 34in. thick. The hoodings are to be 3in. The garboard strake is to be 4in. thick. There must be five strakes of bilge plank, 5in. thick, on each side, and there are to be three strakes of thick stuff under the wales, which are themselves to be five in number and 6in. in thickness. The black PETROL ENGINE & HYDROPLANE TOPICS (Continued from opposite page.) Then, using 30 D.P., as before— Crankshaft pinion .729 x 30= 21.87 teeth. Camshaft pinion 1.458 x 30= 43.74 teeth. This is obviously impossible, so we will try 21 teeth and 42 teeth, and working back we find— Crankshaft pinion 21t.+30 D.P.=.7” P.C. dia. .35” P, rad. Camshaft pinion 42t.= 30 D.P.= 1.4″ P.C. dia, .7” P. rad. This gives running centres 1.05” By subtraction we find there will be only .019” of metal separating the races, which I do not consider safe, so we will try the next larger number, which is 22 and 44 teeth; working back again— Crankshaft pinion 22t.= 30 D.P.=.733 PC. dia. .3666P. rad. Camshaft pinion 44t. + 30 D.P.= 1.466 P.C. dia. .733 P. rad. This gives running centres 1.0996” say 1.100” This dimension will allow just over 35” of metal separating the races, which is enough . for these sizes. (To be continued.) strakes—the plank of the top sides—are to be of English oak and three in number on each side. They are to be 5in. thick next to the wales and the other two are each to be 4in. The top sides—other than the black strakes —are to be 3in. thick. There are to be two paint or sheer strakes, each Qin. in breath, including the mouldings, and 4in. thick. The sheer strakes are to have hook scarphs 4ft. long, which are to be bolted edgeways with three 3in. bolts. There is to be no less than 6ft. shifting of butts in the outside planking, and three strakes of plank between each; except on the bow or buttock, where they may occasionally be contracted to 4ft., but three strakes between must be continued. The outside plank of the poop, forward and aft, is to be planed and beaded on the joints to correspond with the sheer of the bulwarks, and to be 13in. thick. The inside plank of the poops is to be the same as for the outside. All the butts in the bottom are to have two copper bolts in each, one of 3in. in the butt timber, and one of Zin. in the timber next to the butt, to go through all and be clenched in the ceiling plank. There are to be fin. copper bolts every three feet in the edge of the bilge planks, driven through all and clenched. All the butts in the wales and the top sides are to be bolted in the same manner as the butts in the bottom plank, with the difference that the butt bolts in the top sides are to be of iron. The after hoods butts in the bottom are to have two copper bolts, to pass through all and be clenched where they can be managed; the bolts are to be Zin. in diameter. The narrow fore hoods are to be single-bolted with 3in. copper bolts. All treenails are to be of the best English oak, 1 Zin. in diameter. The inside work: The keelson is to be in three heights and of Danzig oak; the lower piece is to be 13in. sided and 14in. deep. The upper piece is to be 124in. sided and 14in. deep. These are to be of sufficient length to bolt both to the stem and heel knee, and all the scarphs of the keelsons are to be 8ft. The scarphs of the lower pieces are to be properly secured before the upper pieces are laid on. One of the uppermost pieces of the keelsen ie=-.-2-fe 4-0 i 194 MARINE must be of sufficient length, and so placed as to extend under the foot of both the main and the fore mast. Likewise all the scarphs must be placed clear of the keel scarphs and the scarphs of each other. The lower pieces are to be stopped down to the floors with a few small bolts until the upper pieces are fitted, and the whole is to be bolted through both keelsons, every other floor and keel with 13in. copper bolts. The ceiling plank is all to be English oak, to have two strakes next to the limbers 4in. thick. These strakes are to be bolted down to every floor with 3in. bolts. There are to be five strakes | lin. in breadth and Sin. thick on each bilge, with three running from stem to stern; the others are to be reduced in thickness. There are to be four strakes of thick stuff at the first futtock heads. The middle strake or the one right on the joint is to be 10in. broad and 5in. thick. And the strakes below and above the one at the joint are to be 4in. thick. There are to be two strakes running from stem to stern. The others may be reduced to the thickness of the ceiling plank, 12ft. from stem and stern. All these strakes are to be bolted with 3in. copper bolts every two feet throughout the whole length. The ceiling from the last mentioned thick stuff to the clamps for the ‘tween deck clamps are to be 3in. There are to be two strakes of clamps for the “tween deck beams. They are to be 12in. broad and 5in. thick, and scarphed with 5ft. hook scarphs. The scarphs are to be bolted edgeways with four 3in. bolts. And the clamps are to be bolted to every timber with Zin. copper bolts. There are to be eight breast hooks, the upper one is to be 16ft. long, the one under the main deck to be 16ft. long, and all the other hooks are to be 15ft. long. The upper one is to be Ilin. sided and 114in. moulded. The one under the main deck beam is to be 14in. sided and 15in. moulded. The others are to be 12in. sided and 13in. moulded, and fastened with ten 14in. bolts in each arm. And each to have one bolt in the throat, to go through and be clenched on the stem. The throat bolt, and one in each arm of the main deck hook, is to pass through the length direction of a carling and be clenched on the aftermost side of the fore beam. The hooks below the main wales are to be bolted with copper bolts of the diameter mentioned above. The principal hold or ’tween deck beams are to be of oak, and in number as shown on the plan, with one or two more if found necessary. The MODELS largest are to be 10 in number, 124in. square in the middle and moulded at the ends to Yin. The others are to be diminished in scantlings In proportion to their length and position. All the hold beams are to be double kneed as far as can be managed—the midship knees are to be 74in. sided and 8in. moulded on the arms. These are to be bolted with lin. bolts. The number of bolts in the beam arms is three gin. . The lower deck planks are to be 3in. yellow pine, double nailed. There are to be two strong carlings, 7in. square,on each side of the ’tween deck main hatch. These are to be secured to the side and partners of the hatch with iron knees at each end. The clamps for the upper deck beams are to be of the same size, and finished in the same manner as those for the hold beams. The main deck beams are to be of English oak, in number as per plan, and 10 midship beams, 114in. sided and 104in. moulded in the middle. The others are to be diminished in proportion to their length and position, and the whole to be double kneed as far as can be managed. The midship knees are to be 7in, sided, and bolted through every timber in the side with Zin. bolts, with three bolts in the beam arm. The whole deck frame is to be completely warped with ledges and carlings, and not more than 2ft. apart. The carlings are to be 5in. sided and moulded. The ledges are to be 4in. square. The mast partners of the fore and the main masts are to be 12in. broad and Jin. deep. The mizzen partners are to be Qin. broad and 6in. deep. The stepping pieces for the capstan are to be 133in. sided, and in depth the same as the beams to which they are fixed; the ends are to be let in lin. into the beams, and fastened with two angular bolts through the beam at each end. The main deck plank is to be 3in. thick Danzig or Memel fir, and not to exceed Qin. in breadth, or be less than 6in., and all to be double nailed. The hatches, scuttles, etc., are to be situated (and of the same dimensions) as shown in the plan; the coamings for the main hatches are to be Yin. above the deck at the side, and 6in. thick. All other coamings are to be in depth and thickness as may be required for the intended trade. All are to be of English oak, and to be let down to the beams; the side carlings of the hatches are to be properly (Continued at foot of page 195.) MARINE MODELS 195 MODEL YACHT SAILING FOR BEGINNERS By YZ. a (Continued from page 148.) | ET us commence this month’s instalment of this series of articles by recapitulating and amplifying certain important points in connection with windward trims. If the jib has to be hauledin tighter than the mainsail to keep the boat from luffing (heading up into the wind), it is a sign that the rig wants to go forward, but, in a very extreme case, it might be found that this in itself does not do all that is needful, and in such a case a smaller mainsail and bigger jib are indicated. If the jib has to be eased off more than the main to get the boat to point at all, the rig wants to come aft, but in a very extreme case, a bigger mainsail and smaller jib might be the only cure. Go on experimenting, gradually getting a closer trim, and noting down all you do. At length you will come to a point when your boat is too close, when you revert to the previous trim, which should be about your best windward trim. By using the figures in your note-book you will always be able to reproduce this trim, so once it is found, you will be as certain to put your boat in her best weather trim as a veteran skipper. The other figures you have noted will give you positions for the sheets for rather greater angles to the wind. But how is one to know what is the best close-hauled trim? If she is slightly too close, the luff of the mainsail shivers, but do not confuse this in light winds with the occa- sional quivers caused by the back draught from the jib. When a boatis much too close, A MERCHANT SHIP OF 400 TONS (Continued from opposite page.) checked into each other, and fastened down with iron bolts in. in diameter. The waterways are to be of 6in. thick and 10in. broad English oak, and are to have two strakes of oak plank, 10in. broad and 34in. thick, inside the waterways. These strakes of plank are to be fixed down to the beams with two small copper bolts in each strake and beam. The waterways are to be fastened down in the same manner. The above-mentioned strakes and the waterways are to be her jib spills and she comes head to wind. The whole of the canvas should be just full and drawing nicely when the yacht is doing her best to weather, and she should be both footing and pointing well. The yacht must not be stunned by being strapped in, nor must she be a roaring full—moderation is the keynote. For your first trials, do not sail with another boat, and take your time about everything. When you think you are about right, you can get a clubmate to bring his model out as a trial horse. In very light winds it will probably pay to sail just a little free from your usual windward trims. It is easier to stun a boat in a light air thanina blow. You may even find it profitable to ease the standing rigging a shade also. This gives a little more life to the boat and also lets the sails take a shade more flow, which are both beneficial in such conditions. For your first trials I advise if possible sailing the pond leg-and-leg (i.e., right across the pond on each tack) instead of using a beating guy. This might not be the best way if you were match sailing, but it is the best way for preliminary work in tuning up. In a match you would have to be guided by circumstances. In tacking a boat by means of the pole, there is a right and a wrong way. Do not stop the boat violently and take the way off her. Put the pole against the lee bow, and just guide her round, head to wind, and so onto the other tack. As she fills away, put bolted to the side through every other timber with iron where it can be done. _ The said waterways are to go all round the vessel, both bow and stern. Iron hanging and staple standard knees are to be 24 in number, and 5ft. long on the side arm, 4ft. 6in, on the beam arm. They should be 4jin. in breadth, and 33in, thick at the throat andjin. at the penta. There is to be an oak plank on each side of the main hatch for fixing ring bolts, etc. It must be 4in. (To be continued.) 196 MARINE the pole against whatis now the lee quarter and guide that to windward until the sails are nicely full. Having got the correct windward trim to suit our yacht, we can next think about guying. The guy is used for several purposes, but we will commence with tacking by means of the guy. Thisis done for two main reasons. If the windis better down one side of the pond, you wish to keep in it. Also, if you only want a slight offing to make the winning line, it would waste: time to sail too far on the losing tack. Otherwise it usually pays to sail leg-and-leg as time and way 1s lost in coming about on the guy, or, in fact, any time a boat is tacked. Therefore, wind conditions being equal, the less number of tacks taken to reach a given point the better. Now, on the subject of guying, proficiency and certainty in this respect is mainly a matter of having gear correctly arranged, combined with a modicum of judgment. Two forms of guy are in use—the rubber guy and the rudder guy, though the latter also contains rubber. The principle of the rubber guy is very simple. It consists of a piece of rubber cord with an adjustable cord tail with a bowser. There is a hook on each end. One hook goes in a screweye on the extreme after end of the boom, and the other in a screweye on the MODELS weather gunwale about midships, which brings it level with a position on the boom about a third from its forward end. For convenience in adjustment put the rubber end to the boom screweye. Tighten the guy until it will pull the boom a-weather (up to the windward side of the ship), but it must not be so tight that the weight of the wind in the sail cannot stretch it out until the sail is pulling in the normal way on the beating sheet. Now let us suppose we are about to sail to windward, using the guy. The starboard tack (boom to port) is the short leg off-shore, and the port tack (boom to starboard) is the long leg on-shore. We want the sail pulling in the normal way on the port tack, so the guy is shipped to starboard. Trim the sails in the normal way on the sheets for wind- ward work, and put the guy on. Before launching the boat, turn her until she is full on the starboard tack, and see that the guy can stretch until the pull comes on the beating sheet. The use of the beating guy requires some practice to ensure proficiency and certainty in tacking. Unfortunately, I have now come to an end of the space that can be allocated to me this month, so I must revert to the subject in November. (To be continued.) GROUP OF COMPETITORS AT OPENING REGATTA ON WEST MIDLAND M.E. SOCIETY’S NEW POOL Photo reproduced by courtesy of the “ Birmingham Post.’” MARINE MODEL POWERBOAT NEWS WEST When out a eight or pool for MIDLANDS ten model men solemnly start to and in dig so doing remove some 120 tons of earth, one realises that they are real enthusiasts. And this is exactly what the powerboat section of the W.M.M.E.S. has done this summer, headed by their Chairman, Mr. Roberts, and Mr. K. G. Williams. The pool is on private ground rented by the Society, and is charmingly situated at Kingswinford, Staffs. Planned entirély for the sport, it is circular, 50 yards in diameter, and comfortably takes a 100yards circular course. The water being small and sheltered, it is interesting to note that quite a little fleet of very realistic miniature prototype models has been built in addition to the speedboaits. The official opening of the lake was held on September 4th, and was made the occasion of a regatta. The arrangements for this were 197 launch run by Mr. L. Wakeman (Bournville) 5, and \M.E:S. powerboating, MODELS careful and -complete, and included a public address system, which was used during intervals to broadcast gramophone music. We have often advocated tliis as a means of keeping the public and spectators informed of the progress cf events, and, in addition, it was used to warn competitors of their turns on the line. At the microphone was Mr. Roberts, and he must be congratulated on his efforts, as things were certainly kept moving. The regatta was well attended, and the visitors included detachments from Fleetwood and Altrincham, as well as ‘local clubmen from Birmingham, Bournville, etc., and a large party from London. The latter were met at the station by a lorry to convey boats and men to the lake, bearing a large placard on the tail end inscribed, ‘* Dudley Zoo ’’! The first event was the official opening of the lake, which was. performed by Mrs. Willets, wife of the owner of the property on which the lake is situated. After being introduced by Mr. Roberts, Mrs. Willets, in a short speech, wished the members good sport and enjoyment after their labours in making the pool, and declared it open. Mr. Vines’ famous flash steamer was moored with white satin ribbons alongside, and Mrs. Roberts then cut the ribbons, and away steamed “*‘ Silver Jubilee “’ straight across the lake. The Rev. Father Blades, of Wall Heath, then offered up a prayer asking a blessing on those who used the water, and consecrating it to healthy enjoyment. The regatta proper then commenced with Nomination Event, open to both 15 and 30 c.c. classes, over a 300-yard course. This was won by Mr. W. A. S. Parris (S. London), running his ‘* Wasp II,” Mr. W. Tryhorn (Bournville) with ‘* Yumyum,’’ being second. In this event, Mr. D. Innes (Altrincham) modestly gave 20 secs. as the time his ** Satellite III ’’ would take, but she completed the course in 17.9 secs., a speed of 34.1 m.p.h., which is equal to the 15 c.c. class record. In this event only two boats in the whole fleet failed to start promptly and get round the course. After this came a Steering Competition for displacement type boats. Three runs were given, and the scoring was: Bull 3, Inner 2, Outer 1. This was won by “Silver Jubilee *’ (Mr. J. Vines, Victoria) with 7 points, followed by a flash steam “Leda II’ (Mr. E. Vanner, S. London) 4. In the 15 c.c. race of 300 yards, which followed, Mr. Innes hit some floating obstructions on his first run, and sheared a pin in his universal joint, but was able to effect repairs, and take a second run. This race resulted in a win for Mr. Innes, though he was not able to duplicate his fine performance of the first event, and took 20.3 secs. Mr. Edgar Westbury was second with 23.3 secs. ‘“* Mrs. Frequently ’’ (Mr. H. Wraith, Altrincham) took 24 secs., and his clubmate, Mr. W. Tomkinson, 39 secs. with ‘‘ Rene II.’ The last event of the day was the 500 yards race, for the 30 c.c. class, which proved an absolute debacle. One after another, boats that had pre- viously put up good performances to start or failed to complete the either refused course. Mr. Roberts, whose speedboat was decorated fore and aft with ‘‘L”’ plates, broke his tail-shaft when starting up. Then Mr. K. G. Williams, who had fractured his engine bed, failed. ‘* Betty,’’ after being very troublesome in starting, ran 44 laps at just under 40 m.p.h., and stopped with half a lap still to go. And so the tale of calamity proceeded, but, ultimately, the race was won by ‘* Yum-yum ”’ (Mr. W. Tryhorn, Bournville), with 31.5 secs. (35.3 m.p-h.), with Mr. W. Eaves (Fleetwood) second, with 37.2 secs. A surprise prize was given to Mr. W. Tomkinson for the slowest speed at which any competitor actually completed the course, which was 16 m.p.h. A lady’s prize was also given for the nearest estimate of the time taken by the winner of the 30 c.c. race. After the race, Mrs. Willets kindly presented the prizes. During the afternoon the railway section of the Society was very active on the track, which has been built near the lake, and a fine model aeroplane, driven by a 10 c.c. petrol engine, was also on view. MODEL YACHTING NEWS HIGHGATE M.Y.C. The club held its annual Greville Cup event on September 11, and was supported by entries from the whole of the London League Clubs, the combined efforts of its visitors being rewarded by all concerned having a really enjoyable reunion. As is often the case, just before the ‘* equinoxials,’’ that great factor, to wit, the wind, was in sportive mood and did not give us the prolonged spells of true direction, being, like the curate’s egg, good in parts. However, in Indian summer weather, a satisfactory conclusion was arrived at, the winner being Mr. F. H. Fitzjohn, of the Clapham M.Y.C., with his ** Dainty Lady,’’ which collected 28 points as against Mr. S. W. Smith’s (S.W.M.Y.C.) 24, and Mr. H. Wake’s (M.Y.S.A.) 22 points. The O.0.D., Mr. R. Block, superintended in a notably smocth and cheerful manner, and to him and his energetic sidesmen must, in a large measure, be given hearty thanks for securing a definite result under, from the angle of true sailing, somewhat trying conditions. The usual gathering for tea rounded off a really pleasurable meeting. ‘aie 1 198 MARINE MODELS THE MODEL POWER BOAT ASSOCIATION’S GRAND HE Grand Regatta was held, as usual, at Vic- T toria Park, on September 25. In spite of war clouds over Europe and rain clouds over Victoria Park, model powerboat men and their friends turned up in great numbers, and the entries for the various events were more numerous than we ever recall. Later in the day the rain clouds cleared away and lovely sunshine ensued. The first event was a Nomination Race over the length of the lake, for free running boats. This attracted no less than 45 entries, of which 43 completed the course. It was won by Mr. Johnson (Victoria) with ** Nippy,’’ who, having nominated 24 secs. as his time, actually did the course in 23.9 secs., a remarkably good feat. Quite a number of the competitors made very poor courses, and it was the exception rather than the rule for a model to run straight down the centre of the lake. Many of them seemed to be built ** like a banana.’’ The placings were: Ist, Mr. Johnson (Victoria); 2nd, Mr. Walker (S. London). London); 3rd, Mr. Woodhouse (W. The Steering Competition followed, and_ this attracted 43 entries. The winner, Mr. Hillman (W. London) gave an excellent exhibition scoring 15 points out of a possible 15. There was a tie for second place between Mr. E. Vanner (S. London) and ‘Mr. J. Vines, who each scored 11 points. On the re-run, Mr. Vanner scored a bull to Mr. Vines’ outer, so Mr. Vanner took second, and Mr. Vines third place. During the luncheon interval, the Prototype Competition was held. Previous winners were barred, but, nevertheless, there was a large fleet for the two Judges, Mr. A. E. Tramp, of the Dublin S.M.E., and Mr. H. B. Tucker, Editor of MARINE MODELS, to assess. Points were given for general design, workmanship of hull, deck detail, seaworthiness, engine design, workmanship and performance. Quite a few boats presented a very good appearance on the water, but some proved a little disappointing on closer inspection. After a careful examination the first place was awarded to P.16, a flagship’s picket boat, built by Mr. Lane, of Portsmouth, who is a retired naval man. The second place was awarded to Mr. G. Thornton Parry (W. London) for his model of a Broads type Cabin Cruiser. This is a very good model of a simple but effective prototype. Of course, this type of craft has no deck fittings to speak of, but the ‘‘ rond’’ anchor was correct to the local type, although the model quant had an incorrect shoe, and no wooden heel. Very minor details, but mentioned to show that the writer, as one of the Judges, did look at things very closely. The third place went to the Criscraft type express cruiser “San Marino,’’ built by Mr. Allen (Victoria). In the Judges’ opinion, several other models ran the winners very close—notably the destroyer M4, which had the best engineroom we examined. The 1,000 yards event round the pole for the 30 c.c. class and steamers up to 16 lb. displacement, for the Mears Challenge Trophy, was combined with the Wembley Trophy for boats built since last REGATTA Grand Regatta and the Crebbin Trophy for flash steamers over 500 yards. Sixteen boats started in this race, each competitor being allowed two starts, or one run. Mr. Pinder (S. London) came on the line early, running the fifth hull he has had this season, all the others having been damaged in various crashes. His patience was rewarded by an excellent run in 52.3 secs. (39 m.p.h.). Quite a few boats, including some well-known performers, failed, and then we had Mr. Dawson (Portsmouth) with *‘ Drumacrieve ’’ in 65.5. secs. (31 m.p.h.).. Mr. Cockman then brought his flash steamer “‘ Ifit VI’ to the line. She started pretty well, and her speed steadily mounted until she was travelling at a speed which must have been a good 50 m.p.h., when she capsized at the start of her third lap. As her time even then showed over 45 m.p.h. for the two laps, it was very unfortunate that she was unable to complete the course. Mr. H. Clifford (Victoria) with ‘* Crackers,’’ then made a good run in 70 secs. In considering this boat’s performance, it must be remembered that she is below the class limits, being only 25 c.c. Mr. Rowe miscounted his laps and_ stopped ‘* Rumba “’ at the end of his ninth lap, which probably cost him a place. Mr. Marsh (Southampton) was unable to complete the ten laps with his flash steamer, but did five in 36.8 secs., which gave him the Crebbin Trophy. The placings were: Ist, Mr. Pinder (S. London); 2nd, Mr. Dawson (Portsmouth); 3rd, Mr. H. Clifford (Victoria). Mr. Cockman was permitted to give an exhibition run after the race, and ran six laps in 32.78 secs. (36 m.p.h.), but his boat was not travelling nearly as well as when he made his previous attempt. The Mears Trophy race, over 100 yards, for the 15 c.c. class, and flash steamers up to 7 lb. weight, followed, and there were 17 starters. ** Roberti ’’ (Wickstead) was first to start. She is engined with a four-valve job. Her propeller seemed not to be man enough for its work, and bent up. ** Little Audrey ’’ (Mr. Taylor, Victoria), running very badly, sauntered round the course in 120 secs., but so many of her competitors failed to stay the course that she very nearly found herselfin the prize list. Mr. Martin (Southampton) ran five laps with his little steamer ‘* Tornado,”’ in 38 secs. (26.9 m.p.h.), but she petered out after about seven laps. ** Golly *’ (Mr. E. Westbury, S. London) did a nice run in 81.65 secs. (25 m.p.h.), and Mr. Wraithe (Altrincham) completed the course in 91.9 secs. The latter was only just faster than Mr. Busk (S. Staffs.) with 92.4 secs. Results were: Ist, Mr. E. Westbury (S. London); 2nd, Mr. Wraithe (Altrincham); 3rd, Mr. Buck (S. Staffs.). The final event was a relay race, for which five teams entered, representing Victoria, Blackheath, W. London, S. London and Swindon. The win- ning team was Victoria, followed by S. London. Prizes were presented by Mr. Pearson, and Mr. Westbury thanked the officials for their services. MARINE MODELS et aeAKG: ——. = a pila Oe eS =a.—— a.4) = vo 199 Mer = Ee the space available for Club News and Racing Reports ts limited, Club Secretaries are requested to make their reports brief and_to the point.—EDITOR, MARINE MobzLs.] BLACKHEATH M.Y.C. The annual 36in. Restricted class race (three boats per club) took place between Clapham, Forest Gate, and Blackheath Clubs, on August 6, at Forest Gate. Light winds made progress slow at first, but later, a fresh breeze enabled the contest to be completedin good time. Mr. Knight, 31 points, Mr. Hawley, 29 points (both of Clapham), carried off first and second prizes. Mr. Eliard, of Forest Gate, 28 points, third prize. Tea was kindly provided in the club-house of F.G.M.Y.C., and prizes were afterwards presented by Capt. Dean, on behalf of B.M.Y.C. ended an excellent afternoon’s sailing. Thus Clapham are to pay a return visit to Blackheath on October 30, where the ‘* puddlites’’ hope to show the way round. Marbleheads are under construction, and we hope to have quite a few sailing by next season. J. S. BARNETT, Racing Secretary (pro tem.). HUDDERSFIELD S.M.E. There was a record entry of 16 boats from six clubs from various parts of the country for the Henshaw Cup open 36in. Restricted class race, on August 28. For the first time a Huddersfield boat was the winner, so that the local clubis to be congratulated on its success. The racing started about noon, and the conditions throughout the day were deplorable, rain never ceasing. The wind, although of moderate strength, was from the East, which caused eddies under the reservoir bank, making sailing tricky. Mr. Harry Crowther, of Elland, with ‘* Mayflo,”’ of the H.S.M.E., 11 points, won the Cup, which, together with the other prizes, was presented by Mrs. Roberts, of Bradford. Second prize, ** Margaret ’’ (S. Hopper, Bury M.Y.C.) 10; third prize, ** Red Rose ’’ (H. Shortt, Bradford M.Y.C.) 7; fourth prize, ‘‘ Neptune’? (—. Farrar, Bury M.Y.C.) 2. The full scores in the elimination races were as : — follows ‘© A” Fleet—‘‘ Margaret ’’ (S. Hopper, Bury M.Y.C.) 234, ‘* Mayflo ’’ (H. Crowther, H.S.M.E.) 16, ‘‘Elma’’ (H. WHunnybell, H.S.M.E.) 14, ** Mimosa ’’ (W. Roberts, Bradford M.Y.C.) 14, ** Argo’? (E. T. Nosor, Bournville M.Y.C.) 134, ** Bess II’’ (L. J. Mitchel, H.S.M.E.) 13, *‘Milenk:”’ (K. Chadwick, Bradford M.Y.C.) 12, ** Zara ’’ (M. Shackleton, Guildford M.Y.C.) retired. ““B’’ Fleet—‘* Neptune “’ (E. A. Farrar, Bury M.Y.C.) 26, ‘‘ Red Rose ’’ (H. Shortt, Bradford M.Y.C.) 26, *‘ Alpha’’ (A. W. Clack, Bournville M.Y.C.) 18, *‘ Bess III’’ (J. Catterall, Fleetwood M.Y.C.) 17, ** Enlim ’’ (S. A. Radcliffe, of Mirfield, Huddersfield S.M. = nm ‘** Beta ’’ (F. H. Crabtree, Huddersfield S.M.E.) 14, ‘‘ Thistle ’’ (F. C. Hirst, Huddersfield S.M.E AIt ‘* Friska ’’ (H. Atkinson, Bradford M.Y.C.) 1 The officials were Mr. Tolson, Starter; Mr. Marsden, Scorer; Messrs. Clapham and Rumble, Umpires, and Mr. Porter, of Harrogate, O.O.D., whose duties were carried out efficiently under very trying con- ditions. Bi C. Pk BOURNVILLE M.Y. & P.B.C. At Valley Pool, on August 27, a Selection Race for 6-m. was held. Leading scores were: Ist, ** Ethel ’’ (L. Wakeman) 16; 2nd, ‘* Mist ’’ (D. Turner) 14; 3rd, ‘* Elvira ’’ (D. Jenkins), and ‘* Dainty ”’ (E. Wakeman) 13. The Bournville 6-m. Cup, open to all M.Y.A. clubs, was sailed for on September 3, and was won by *‘ Mist,’’ designed, built and sailed by her owner. Scores were: Ist, – Mist “’ (F. J. Broscombe, Bournville) 25; 2nd, ‘ Elvira’’ (A. H. Harlow, Fleetwood) 23; 3rd, ** Lady Maud ”’ (T. Miller, City of Birmingham) 21; ‘* Athol ’’ (H. Cole, Llandudno) 19;‘* Welbury ’’ (J. Crocker, Cardiff) 16; *‘ Ethel ’’ (L. Wakeman, Bournville) 14; ** Jolly Roger ’’ (J. Hall, Cardiff) 13. The O.0.D. was Mr. W. H. Davey, assisted by Mr. H. Ray, Sailing Captain. Four of the club fleet visited Salford Park for a team race on September 10, and were successful, Colin Rastall only losing one board. Scores: Salford Park—*‘ Iris ’’ (S. Langford) 11, ** Freda ’’ (W. F. Riley) 10, ** Thistle ’’ (W. R. Dibbs) 6, ** Janet ’’ (E. W. Hague) 6. Total 33 points. Bournville— ** Elenore *’ (C. Rastall) 18, ‘* Lady Jane ’’ (W. Rastall) 13, ‘* Dixie ’’ (C. Speak) 8, *‘ Tess ’’ (H. Ray) 8. Total 47. On September 4, at Kingswinford, the Powerboat Section distinguished itself, W. Tryhorn securing the Speed Trophy and Laurie Wakeman 2nd Prize for Steering. oe SALFORD PARK (BIRMINGHAM) M.Y.C. Conditions were favourable and some excellent sport was witnessed in the second round for the club’s championship race for 10-raters. | Winner, ‘Dragon Fly’’ NE Easton); 2nd, ‘‘Reginga’’ (R. G. Ingram); 3rd, ‘* Valiant’’ (F. W. Riley); ‘* Lady Gay ”’ (L. T. Allen) and‘‘ Duga”’ (D. Spriggs) tied for Ath place,*‘ Mischief ‘’ (N. Stansfield) being 6th. ‘Morning Star ’’ (F. W. Riley) – won the Evans Trophy for 36in. Restricted boats; * Cub ”” (W. E. Edwards) gained 2nd place;*‘ Mickey ’’ (S. Lang- ford) 3rd; ‘Dennys’’ (A. N. Thorneycroft) 4th; ‘ Tahiti’’ (B. E. Gough) 5th, and *‘Margaret Ann’”’ (F. Eades) 6th. A strong, favourable wind enabled the boats to sail a direct course, and racing was keen and interesting, ‘‘Cub’’ having held the Trophy for two years, failed to beat ** Morning 200 MARINE Star,’” which put up a wonderful performance, only dropping | three points during the race. ** Tris’’ (S. Langford) won the Easton Trophy for 6-m. class. A good second was “* Silvia’’ (D. Spriggs), followed by ‘* Thistle ’’ (W. R. ee ** Babs ’’ (N. Stansfield), and ** Freda’’ (F. Riley) tied for fourth place, ** Janet ’’ (E. W. Fiague) being sixth. The Knowles Trophy always attracts a good number of entries, and some good sport was witnessed. The winner easily beat the holder of the Trophy, who was runner-up, by making a full possible number of points, but only one point divided the second and third. Close finishes were the rule of the day. The winner was ‘* Duga’’ (D. Spriggs); 2nd, ** Tedra ’’ (E. W. Hague); 3rd, ** Valiant ’’ (F. W. Riley); 4th, *‘ Lady Edith ’’ (B. Ball); 5th, ** Mischief ’’ (N. Stansfield). In the final round for the Championship Cup for 6-m. class boats, so keen was the competition that the first three boats scored an equal number of points, and only one point divided the third and fourth boats in the final score. Winner and present holder,** Duga ”’ (D. Spriggs); 2nd, *‘Freda’’ (F. W. Riley); 3rd, ** Iris’’ (S. Langford); 4th, ‘* Thistle ’’ (W. R. Dibbs); 5th, ‘* Babs ’’ (N. Stansfield). OLE BILL CREESE, Hon. Sec. SCARBOROUGH M.Y.C. v. EAST HULL M.Y.C,. Hull visited Scarborough on August 20 for their inter-club Challenge Shield event. The visitors started well, having the best of the first round, but by the fourth round Scarborough had gone into the lead, and, finally, they ran out victors by 91 points to Hull’s 53. Three prizes were presented to the leading boats, and these all fell to Scarborough. Of these, ‘* Spring ’’ and *‘ Falcon “’ tied for second place, but after sailing it off finished in the order named. This is Scarborough’s third win in these contests. Scores were: Scarborough—** Raven ’’ (Mr. Vitty) 18, *‘ Spring ’’ (Mr. Brunt) 17, ‘* Falcon ’’ (Mr. Wm. Bolder) 17, ** Iris ’’ (Mr. G. M. Bolder) 14, ‘‘Sinner’’ (Mr. Davison) 13, ‘* Humbria ‘’’ (Mr. Dinsdale) 12. Hull—** Rene ’”’ (Mr. R. Uney) 14, ‘* Mary ”’ (Mr. J. Fulstow) 11, ‘* Lilian’’ (Mr. A. Richardson) 10, ** Devon ’” (Mr. J. Cock) 8, ‘‘ Sonny ’’ (Mr. F Pearce) 6, ** Sylvia ’’ (Mr. C. Richardson) + B FLEETWOOD M.Y. & P.B.C. Owing to the number of classes sailed and to the large increase in the number of A-class boats, which class invariably now finds it impossible to complete races in one day, it is becoming increasingly difficult to arrange inter-club matches. It has always been understood that we did not arrange Sunday races, but this year, rather than disappoint surrounding clubs, we have arranged all visits to us for Sundays, and the result has been most successful. Fleetwood has quite attractive amenities for visitors other than yachtsmen, and many outlying clubs look forward to their visit to us as an opportunity of providing their womenfolk with a nice day’s outing; also Sundays allow of a really full day’s sailing. During last month Blackburn, Bury and Birkenhead Clubs have made Sunday visits. Blackburn’s team of 36in. Restricted boats were rather heavily defeated by Fleetwood at Fleetwood, MODELS but upon the return match at Blackburn, the Fleet- wood team only-just managed to secure a win. Bury, who were expected to bring a strong team of 10-raters, did not do very well, although the racing conditions were good. Birkenhead’s team turned up in strength with six 10-raters, and a party of 32 to support them. A fair wind at the commencement suited the Fleetwood heavyweights, but as the wind fell into a drift, the Birkenhead team gained and maintained a lead. The open 10-rater at Bury, on September 17, attracted three Fleetwood boats—** Venture,’’ ‘‘Sadie’’ and ‘* Advance ‘’—all of which put up a good show, the placings being: Ist, ** Sadie ’’; 2nd, ‘* Venture “’; 3rd, ** Advance.’’ The first and second were handled by their owners, and ‘* Advance ’’ by Bill Wright. Such is the enthusiasm of Bill Wright, that he took ** Advance ”’ and all the gear by train to Bury, and then carried the boat and gear two miles to the lake. His prize was well earned, and he should have had an extra one for endurance. Bury lake is well situated, with a constant water level and true winds; no weed, and a good size. Solely reserved for model yachting, and a very suitable venue for a National 36in. Restricted Cham- pionship. V.F. W. LONDON M.Y. LEAGUE The fourth round of the London League series of races was held at Forest Gate, on Saturday, September 3. The home club had a most successful day, scoring 61 points, their nearest rivals, Clapham and Highgate M.Y.C.s, scoring 40 points each: M.Y.S.A. 34 and South-Western M.Y.C. 25 points. The wind was light and somewhat fluky, and, undoubtedly, the home team was considerably assisted by this. As I was one of the Forest Gate representatives, I cannot say any more, except that all our visitors seemed to be thoroughly enjoying themselves. By the time this report is published the fifth and final round will have been sailed. This is scheduled to take place on the water of the South-Western M.Y.C., September 25, and with the clubs in the following position, the final winners will be hard to guess :— Forest Gate M.Y.C. 1644 points, M.Y.S.A. 1574, Clapham M.Y.C. 152, Highgate M.Y.C. 147, SouthWestern M.Y.C, 99. We all have some claim for winning it this year. Taking the clubs in the above order, Forest Gate, for being the black sheep where inter-club racing is concerned until the 1938 season; M.Y.S.A., for having sailed so consistently and for having won it so many times; Clapham for endeavouring to become famous, . and, we hope, not notorious; Highgate, for never having won; and the South-Western for being bottom of the list, and enjoying that position as only truly good sports could do. Whoever wins, the others will have nothing of which to complain; so let’s hope they dead-heat! \. ENG TO READERS, CORRESPONDENTS, ETC. Owing to great pressure on our space, several club reports, much correspondence and other matter is unavoidably held over until our November issue. To enable us to cope with matter in hand, may we particularly request club reports to be kept short for the next month or so. MARINE. MODELS 201 AMERICAN NEWS By C. O. BROOK ELL, in a recent issue | stepped on the toes W of some of my friends, and so my apology, skippers and officials. I was interestedly watching the boats sail and did not see your toes. And in the interim I received a round dozen of letters from other skippers who got a real joyful laugh from it. After all, everything is a matter of opinion; what one sees as bad, another finds good in; and were it not for this difference of opinion, there would be but one design ever built to (and that would be mine), and what a dull race would be sailed! We see there are now two clubs at Philadelphia. The Adelphia M.Y.C. has recently organised, and, as my informant, Al Link, fairly shouts, they have 13 skippers—all cracker-jacks—many of them oldtimers in the game. They have seven A-class and 12 M-class models in commission. They promise to dish out the toughest kind of competition to all comers, and from the list of names on their club roster, they should be able to do much to make any contest interesting. to say the least. (Write Al Link, 2444 E. Gordon Street, Philadelphia, Pa.) A real ** exciting ’’ letter comes to me from Bob Hale, a Press Reporter, who is a member of the Baltimore M.Y.C. Bob is not very large, but what a dynamo of speed and energy with the power of a battering ram! This scribe thought Bob had forgotten model yachting with the acquisition of a very attractive young bride, but we find he was only laying his *‘ shots ’’ on a definite line of action, and striving for a real pond to sail on instead of ** Washwater Lake.’’ On September 7 work started on a new pond, 800ft. by 200ft., with no trees or wind obstructions about. It will be 30in. deep, and is at the junction of two important highways. The lake will run North and South, to take advantage of the prevailing summer winds, and it will be built of concrete throughout. Bob was wise in that he and his associates waited for a crucial time, and then gathered members of the various newspaper |on staffs, and County and City officials, to help them stage an event. They secured 110 entries for the regatta, which lasted all day, and, fortunately, through the right kind of publicity, there were more than 4,000 spectators, which created the impression Naturally, with the Baltimore boys were after. such a turn-out, the Press and the officials were able to ‘‘ see the light,’’ and the need for a good pond, and within a fortnight work was started. That is real news, and yet by no means is the end of it. Just a few days ago we visited the Irvington M.Y.C.; we had the surprise of our lives. They have three clubs in one—Juniors, Ladies and Adults —and they have 150 M-class models, all sailing. Their Sunday racing means an entry of 50 or more models, but here is the news. This pond had laid idle for many years and was an eyesore to both The Irvington Post of the public and officials. American Legion hit on the idea of a model yacht club as one of their projects. Result: gift from the county of a beautiful brick clubhouse, the lake, and work started immediately removing trees and extending the pond to a full 800ft. They have a rabid bunch of skippers. A 6-yearold girl, a real bundle of sweetness, takes the cham- pionship in the junior class, and easily outsails her dad. Two girls, Anna and Jean Denby, sailed at the Anderson-Heisler Cup races in a 40-mile gale at sea, and absolutely refused help of the powerboat crew when their craft got away from them and headed for the sea. They rowed in “ baitbox *’ skiffs until they caught their models and brought them in unaided. Another member at this same event, a 10-year-old boy, also refused help even when he was capsized and washed overboard. He swam in to shore, a good + mile. They are real skippers in this club, and they start them young. With the American Legion taking an interest, the sport has a better chance of going places. Another member of this club, a victim of paralysis, races in every event, pond or skiff, and I’ll tell the world he is tough ‘* bacon “’ for any skipper. And the Anderson-Heisler Cup is still retained by an Anderson. This Anderson family have the darndest knack of slipping into the lead I ever saw. Saturday opened up with a flat calm that this scribe tried to sail in, and had to tow the craft back. The races were scheduled for 9 a.m., and at 11 a.m. we noted a ripple several miles to Eastward. From a flat calm it was snapping along with a 10-knot breeze within 15 minutes; races were gotten under way, and the wind continued to pile up. The course was a three-legged trek for a difficult beat dead to windward, a fast reach and a tricky run. Going got tough as the wind piped up to 25 miles by 3 p.m. Frank Donnebacher, of the Prospect Park M.Y.C., was O.0.D.; went places. the point, as on a course first day and and here we found an 0.0.D. who Instructions were clear and quick to one can imagine that with 33 entries, of nearly a mile in a near gale the a 40-mile wind the second day. He was able to run off four complete rounds by noon of Sunday. He had purchased eight stop-watches, so that each skipper was timed (or clocked) on a different watch. Things piped along, models were battered, and skippers were more than battered. This scribe had his model fastened together with 25 yards of adhesive Skippers just lay on their oars after each tape. race and fairly staggered from the skiffs. The Red Bank M.Y.C., who sponsored the event, had hot coffee and sandwiches going all of the two days. Overhead, the sky was as smilingly serene as a baby’s pudgy face, but, boy, what she lay down for ‘us! Represented were the Lynn, Red Bank, Staten Island, Warinanco, Irvington, Deeper Hudson, South Jersey and the Jersey City M.Y.C.s. No skipper there but gave a fine account of himself, or herself. Right to the last it looked as though Joe Brush of the Warinanco M.Y.C. would take the Cup. He was top with a perfect score right to the final race. In that final there were Joe Patey, Soren Pederson and Frank Williams, of Lynn—three boats, all their entries, in the finals; Andy Anderson and Tommy Morrison, of Red Bank; Joe Weaver, of Central Park; Joe Brush, of Warinanco, and Al Kolb, of Staten Island. In the final race, there were two fouls in two starts; each time Brush was well in the MARINE lead, and these, incidentally, were the only two resails of the entire event. On the third start, with a ripping wind, Anderson was able to nose out the rest for an easy win. This left Brush, Morrison and Pederson with a tie, one point under Andy. In the necessary sail-off between the tie-men, Morrison placed next to Andy, Brush followed, with Pederson next. Then came Patey, Al Kolb, Joe Weaver and Williams. The first five crossed the line within the unbelievably short time of 13 seconds, and the following three were over within 60 seconds later. It was a gruelling contest and a markedly successful event, especially as there were not enough officials to select from, and several of the skippers had to “* take a turn at the wheel ’’ during their time out from sailing. On the down-wind leg of the course, each model was under water more than it was afloat. For as much as 10ft. nothing but the sails showed on the crests of the waves, while in the troughs even the sails were partly hidden. It was next to impossible to really handle the skiffs or the models, but somehow we did. Only four of the 33 entries shortened sail, the rest took it as a real tilt and a whale of a lot of fun. All about us we see signs of the sport leaping ahead, and, seriously, we hope the clubs who have lost interest and are lagging behind a little will perk up and make something of the sport locally. We could list dozens of clubs throughout the country who have succeeded only by dint of hard labour on the part of a few workers in each. No club is so fortunate as to have all workers; a few always do the work. Had a cheery visit with John Black, recently of Scottish invasion. John started for a quiet stroll through the woods one sunny morn and landed in Scotland. Wonder where he would go if he really decided to take a trip—probably on the moon. John MODELS is all for the 6-m. and promises this country an International race for 1939. Well, we certainly need it, and Boston should not be let down this time; and in earnest | must get after my promised 6-m. model. O woe is me!—39 models in 10 years, and still I’m not done. ‘* The poor-house doors are open wide, and some fine day I’ll land inside.’’ But it’s fun, so what? And Farley, our National Secretary, stopped by, as did Bill Bithell and Harry Richardson. We’ve had lots of out-of-town company in the last few weeks. No wonder I see only the bright side of the sport; even when I step on official toes; and that’s that until next issue. R.M.B. MINIATURE BALL BEARINGS W have just received a catalogue of miniature ball bearings from Miniature Bearings, Ltd., 2-3, Duke Street, St. James’s, London, S.W.1. This is a most comprehensive list of small bearings, and modelmakers should ‘be able to find almost anything they want in this respect. The list contains a lot of useful information about ball bearings and is well worth writing for. Readers inquiring are requested to mention MARINE MODELS. BREAD-AND-BUTTER BUILDING ON THE BUTTOCKS HOSE who have followed the two articles on oF this system will be interested to learn that Messrs. J. Alexander & Sons have used this system for the last three years for the majority of the models they have built. This firm have the largest output of racing model yachts in Britain, and probably in the world. That they use this system is a proof of its efficiency and economy. A SUCCESSFUL CANADIAN REGATTA SOME OF THE COMPETITORS AT THE OSHAWA M.Y.C. REGATTA, ON JUNE 11 rd 202 MARINE —— = M.Y.R.A. SEPTEMBER 3, 1938 Meeting called to order at 10.25 p.m. by President E. L. Cheney. Thirty-four Clubs were present by delegate or proxy. The Minutes of the 1938 Annual Meeting were read and accepted. The annual report of the President, Secretary and Treasurer were read and ac- cepted. mittee Report of the Skiff Sailing Rules Com- referred to the Executive Committee oe action. Tae toe OF MINUTES (ABRIDGED) OF THE ANNUAL MEETING OF THE M.Y.R.A.A. AT GRAND RAPIDS, MICHIGAN, AT NEW MERTEN’S HOTEL, MODELS for It was voted that a Year Book be issued in 1939. The body went on record as opposed to having it produced by private enterprise. Discussion of the Long Island M.Y.C. proposal for travel expenses. This proposal was adopted, with modifications, practically as presented, with the exception of clause (a), which was finally withdrawn by the delegate from Long Island M.Y.C., Mr. Tex a The plan, as adopted, is appended herewith. The proposal to cut down the six-day racing period in National Championships to three days was unanimously voted. The proposal to constitute a new body, having charge of the U.S. Challenger races, was defeated. The U.S. Challenger situation is therefore un- changed. It was voted that the President appoint a committee to study the International situation and make recommendations to the Executive Committee. Mr. John Black suggested that the 6-m. (wee six: fin. to the foot) class be adopted as a third racing class, by the M.Y.R.A.A. Mr. C. W. Sweet, Jnr., opposed the proposition, stating that there are very few yachts of this class extant in the United States, and that its adoption would inevitably lead to additional Divisional and National Championship races annually, at additional expense, and that it would be inadvisable to add a third class until such class could make a creditable showing. The question of International racing, still unsettled, would not benefit by its adoption to the detriment of the A-class. C. H. Farley supported Mr. Sweet, and added that if, as stated, a new class is desired to ** bridge the gap between the M-class and A-class,”’ 2 more simple rule along the lines of the M-class rule, but producing a larger boat than the latter, should first be considered, and that adopting the 6-m., with its complicated measurement rules, would not solve the problem, as the 6-m. motor is as difficult to design and measure as is the A-class. Mr. Black’s proposal was not brought to a vote. A proposal by C. H. Farley, that a special yacht or yachts, be designed and built for the purpose of challenging under conditions met abroad, and that a crew be selected to sail the winner, was defeated. The following officers were elected for 1938-9: President, E. L. Cheney; Vice-President, H. F. Kolb; Treasurer, John Black; Secretary, C. H. Farley. The meeting adjourned at 3.0 a.m., September 4, 1938. C. H. FARLEY, Secretary, M.Y.R.A.A. 203 AMERICA SECTION I, ‘* REGULATIONS,’ M.Y.R.A.A., ADOPTED SEPTEMBER 3, 1938 (a) Allotment of Travel Expenses shall be allowed each Divisional representative certified as eligible to receive same, to each annual Championship Race in both the A-class and M-class. One representative for the M-class and one for the A-class in each Division shall be provided for. (b) Each person entitled to travel allotment shall sign an agreement promising to attend the event in question, and to sail through the entire racing period unless eliminated. Failure to do so shall be considered as a breach of Sailing Rule 18, and dealt with according to Rule 22, clause (b). (c) No person shail receive travel allowance for more than one National Championship race in any one current year. (d) No Divisional Representative shall receive travel expenses a second time until after one year has elapsed since his first acceptance of such travel expenses. This clause shall not prevent from making entry in the regular manner. anyone (e) Divisional Representatives entering National Championship races shall be selected and shall have precedence as follows: — 1. Divisional Champions. 2. Runners-up. 3. Other high-scoring skippers, in order of standing, in Divisional Championship races. (f) The same yacht which qualified in a Divisional Championship race must be entered in the National Championship race, and be sailed by the same skipper. Interchanging or substitutions of yachts and/or skippers will not be allowed. (g) The Divisional authority shall certify their representatives who are entitled to travel expenses to the National Secretary, at least 14 days before the advertised start of the National Championship race. (h) Travel allotment shall be made as follows: Prevailing round-trip motor bus fare, from place of residence to venue of race. Exception. In no case shall travel allotment exceed $100.00 for any one person, nor shall travel expenses be paid for trips of less than 200 miles, (i) Payment of travel expenses shall be made to the Secretary of the club of which the Divisional representative is a member, by the Treasurer of the M.Y.R.A.A., as soon as such representative has been certified. The Club Secretary shall give the full amount to the Representative before he leaves for the venue of the race. SECTION J, **‘ REGULATIONS.’ TRAVEL EXPENSES OF NATIONAL OFFICERS (a) Allotment of travel expenses shall be made to the National President and the National Secretary once annually, from their residence to venue of annual meeting of the M.Y.R.A.A., at the prevailing round trip motor bus fare. In no case shall such allotment exceed $100.00, nor shall travel expenses be paid for trips of less than 200 miles. (b) Should the National President or Secretary also happen to be a Divisional Representative, and make entry as such in a National Championship race dur- ing which an annual meeting is held, then only the 204 MARINE allotment authorised for a Divisional Representative shall be allowed. (c) Alternates for the National President, in case he cannot attend an annual meeting, shall be the Vice-President or Senior officer available. Alternate for the National Secretary shall be appointed by the President. Alternates shall be entitled to travel expenses on the same basis as the President and Secretary. SECTION K, ‘*‘ REGULATIONS.” PER DIEM EXPENSES OF OFFICERS OF THE DAY (a) Duly appointed Officers of the Day in charge of National Championship races shall be entitled to receive from the treasury of the M.Y.R.A.A., upon application to the National Secretary, together with a full report of the race which said O.0.D. conducted, the sum of five dollars per day for expenses. C. H. FARLEY, Secretary, M.Y.R.A.A. REPORT OF THE MEETING OF THE EXECUTIVE COMMITTEE, M.Y.R.A.A., AT GRAND RAPIDS, MICHIGAN September 4, 1938, New Merten’s Hotel Meeting called to order at 3.30 a.m. Members present: President, E. L. Cheney; Secretary, C. H. Farley; Treasurer, John Black; Mid-West Representative, R. A. Adams; Proxy of Vice-President, H. F. Kolb, held by E. L. Cheney. The annual meeting and National events for 1939 were fixed as follows :— Annual Meeting of the M.Y.R.A.A., at Boston, Mass., Saturday, July 1, 1939, at 8 p.m. M-class National Championship Races, at Boston, July 2-3-4, 1939. A-class National Championship Races, at Berkeley, California. Date to be announced later. U.S. Challenger Races. Date and place to be announced later. Gillette, Prince and Eagle Cup Races. Dates and places to be fixed by the clubs holding the respective trophies, subject to approval of the Executive Committee. The following changes in Sailing Rules were made : — Change Paragraph 1, Sailing Rule 11 (page 9) to read : “ Turning from the Banks (by pole). No skipper or mate shall enter the water where turning, trimming and restarting can be properly carried out from the banks. Turning poles shall not exceed 5ft. 6in. in length. Poles may be equipped with one rubber tip not exceeding 3in. in length. No adhesive tape or other material shall be affixed to poles.’’ Change Rule 12, Sailing Rules (pages 9-10) to read: ** Propulsion. A yacht may be pushed off by hand only at the start of each board. The force of such push must never exceed the natural speed of the yacht as she wouid sail under the wind conditions prevailing at the time. The Starter shall be the sole judge of the extent of push allowed. Excessive pushing shall be punished by disqualification for the board. After the start the yacht shall be sailedwfairly throughout each board without any form of acceleration by pushing or pulling in any direction by any means other than fair sailing. It MODELS also includes lifting and dropping of the counter, and launching from the hand. The following are exceptions to this rule :— (a) Should a yacht run aground a skipperis permitted to use reasonable means to get her afloat. – (b) Should there be any difficulty from low water or high banks, or obstructions (other than the shore or a sailing craft) the O.0.D. shall issue suitable instructions at start of race. (c) Nothing in this Rule shall prohibit a skipper from drawing his yacht back, if necessary, to obviate collision.”’ Add to ‘* General Rules ’’ No. VII (page 24)— ** Sails Unfairis Sheeted or Set: A spinnaker shall not be set so as to act as a reaching jib, nor shall it be set with the pole acting as a means to stretch or hold spinnaker away aft, or to flatten spinnaker, so that it acts as a reaching jib. ** The tack or the sheet of a spinnaker shall not be fixed to any point which is forward of the position of the mast.” Section F, Clause (c) Regulations are changed to read: ‘‘ Period of sailing shall be three days.”’ It was voted that the Skiff Sailing Rules be retained without change as printed in the present Revised Edition of the Sailing Rules, dated 1938. Meeting adjourned at 4.0 a.m. CHARLES H. FARLEY, Secretary, M.Y.R.A.A. 87, Quincy Street, Medford, Mass. THE MODEL ENGINEERING EXHIBITION A S usual, this hardy annual attracted a large number of models of varying degrees of excellence in the Loan and Competition SecA long catalogue of models, unless illuswith numerous photographs, does not convey to the reader, so one must confine oneself to general observations. tions. trated much a few The Model Yachting Association consists of over 70 clubs, and to represent these 70 clubs, there was a tiny corner about 9ft. by 7ft., including a display of Mr. J. E. Cooper’s well-known water-colours of ships. This space seemed hardly adequate to do justice to one of the largest bodies of modellers. Next to the M.Y.A. was a similar corner representing the Model Powerboat Association, and its. 30-odd associated clubs, which again seemed hardly adequate. There were in the Exhibition quite a number of ** Cutty Sark ’’ models, but none of them was comparable to the splendid model which Dr. C. N. Longridge exhibited some years ago. Very few models showed good paintwork. It was either too roughly finished, or too shiny. Several ancient ship models were cellulosed and finished like a new motor car. For showcase models, quite a good effect can sometimes be obtained by the use of ordinary poster colours. This tip was given by a well-known modeller. One interesting novelty we observed was on the M.P.B.A. stand, where a working model steamer had a very nice deck laid in narrow planks over sheet metal. The planks were fastened by tiny rivets. By this means a waterproof deck was secured, and, in addition, the wood of the deck was well protected from heat. MODELS Our Scottish Page W E find that considerable interest is manifested in the suggestion to send the Robertson Cup race, for the 6-m. class, to America for the 1939 season. While we have no further information as to the progress of the matter at the time of writing, there is no doubt that the gesture meets with widespread approval here, as an act of practical appreciation of the visits we have had from our American friends during the past few years, and one destined to materially enhance the popu- larity of the ‘‘ wee six.’’ The more so, as some recession in the appeal of the A-class is apparent. So far as Scotland is concerned, it has never met with more than a half-hearted response, and if it disappears altogether, there will not be any great distress here. To our mind the 6-m. supplies all that is needed in ability and power, and it has potentialities of ultimately supplanting the A-class for really popes international competition. Now for the brickbats! The M.Y.A. 6-m. Championship held at Barshaw Park, Paisley, on August 17, brought 16 competitors, representing nine clubs, including two models from Bradford, one from Huddersfield, and our Canadian visitor, sailing under the burgee of Clapham. Sailed in two sections, the result was something of a triumph for the West of Scotland Club, as its repre- sentatives ‘* Violet’? (A. W. K. Rodrick) and **Clutha ’’ (J. A. Stewart) headed the respective sections, each with cards of 25 points. A further coincidence lay in the fact that two competitors also tied for second place in each section with 21 points, and eliminating boards had to be held to decide which should pass into the final tournament. In ‘* A” section this lay between * Plover ’ (Huddersfield) and*‘ Gleniffer’’ (Saltcoats), and in **B’’ section, ‘“‘Kathleen’’ (Bradford) and ‘*‘Sheena”’ (Port Bannatyne) were involved, but both the English models failed to score and left the final entirely in the hands of the Scottish competitors. In the first heat ‘* Violet ’’ and ** Clutha ’’ clashed. *** Clutha ’’ took the points to leeward, but failed in the beat. Against ‘* Gleniffer’’ she lost both courses, and won in both directions from ‘* Sheena,”’ making her total card seven, for third prize. ** Violet’’ lost the leeward run to ‘* Clutha,’’ after a close race, but won all her other boards to return 13 points, winning the Championship and first prize. * Gleniffer “’ lost both boards to ‘‘ Violet,’’ and won both against ** Sheena ’’ and * Clutha,’ ” scor- ing 10 points and taking second prize. ‘‘ Sheena,”’ which had been sailing consistently well in the sectional racing, was a great disappointment in the finals. In her first board, against *‘ Gleniffer,’’ to leeward, she had the race won easily, but came to the bank short of the flags, and a bad retrim sent her away for the starting line again, and enabled her opponent to register a very lucky win. Thereafter *‘ Sheena *’ fell quite out of the picture, pos- sibly partly owing to disheartened chagrin on the 205 dW intinat atin MARINE part of her mate, after his bad lapse. After all, the best of us can make mistakes, and the crew received a good deal of sympathy from the other competitors who would evidently have liked to see the Port Bannatyne men occupying more prominent positions after the plucky showing which brought them into the final. Better fortune next time, ** Sheena.”’ ‘** Sandy,’’ the Canadian visitor, was among the entries, her last race before returning to Toronto, but made a poor return. Probably the experience gained during her visit has provided her genial owner, Mr. Sam. King, with material for an improved design for his next essay. Shall we say the Robertson Cup, 1939, in America? Just to give Mr. King a significant souvenir of what he had fortunately missed when here, the O.O.D. presented him with an umbrella. Do not forget to bring it with you next time, Sam, the weather here might be normal. The Scottish 12-m. Championship at Saltcoats was contested by eight clubs, on August 27, and resulted in favour of the local club, represented by ‘* Neupon “’ (H. Miller) 32 points. ‘‘ Ellora’’ (A. E. Campbell, West of Scotland) was second with 29, and ** Sail Ho! ”’ (J. Curdie, Kilmarnock) third, 23 points. Saltcoats was also the venue for the Scottish 6-m. Championship race, on September 10. Eleven clubs had entered, but only 10 actually participated, as one entry was withdrawn bythe owner after sailing in the first heat, in a fit of pique because a decision had been given against him. Most reprehensible and bad sportsmanship, irrespective of whether there was a genuine grievance or not. Truth to tell, the whole atmosphere of this race was the reverse of pleasant, owing to several unfortunate circumstances. Fugitive light airs made the sailing slow and irritatingly ** chancy,’’ and fouls piled up abnormally in conse- quence. Then came news that Mr. Harry Miller, of Saltcoats, had been involved in the railway accident at Elderslie, together with the wife and son of Mr. Jas. Reid, one of the Scottish Association Umpires, to throw an additional gloom over the entire proceedings. Altogether one of the most depressing, not to say, distressing, events we have attended. Seven heats were more or less sailed, and ** Bee ’’ (W. D. Boyd, Paisley; skipper, M. McMillan) re- turned 31 points, winning the Championship and first prize for the second year in succession. We congratulate the owner and skipper of this model, which has never failed to make a good record when she has competed during the season, and deserves the honour. At this stage the breeze had failed completely, and points for all outstanding resails were divided in accordance with rule, as it was entirely impracticable to sail them off. Second prize went to ‘* Blue Bell’’ (J. ““Union ’’ (M. McArthur, third. Watt, Greenock) and Fairfield) secured the 206 MARINE MODELS A much pleasanter function was staged at Richmond Park, on September 3, when an inter-club race between Richmond and Victoria was held, and a special Cup provided for the best boat of the day, in celebration of the attainment of its Silver Jubilee petitor is entitled to unless and until she every other aspirant. conditions are such as then the event must engaged, with teams of 10 models under each burgee. fining ** championships “’ to a single entry | from each club, or, if necessary, single‘* district’’ entries. by the Richmond Club. The 12-m. class, of which both the contending clubs possess large fleets, was A moderate to fresh breeze gave reaching conditions, and some good sport resulted. Much better than might be construed from the fact that the Richmond contingent scored 80 points to 40 by the visitors. The conditions for the Special Cup, however, provided that the two highest models of each team, irrespective of the actual be rated as **‘ Champion ”’ has sailed against each and If the numbers forward, or to preclude this in one day, be continued over a period sufficient for it, in conjunction, it may be, with conSCOTICUS. ‘ number of points, were to sail a semi-final, and the winners thereof a board to decide the issue. _ The semi-finalists from the Richmond team were ‘* Olive ’’ (W. Buchan), and ** Madge ’’ (R. Young) and for the Victoria, **Janatte ’’ (J. Cunningham), and ** Rose II’’ (P. Naughton). The finalists were ‘‘ Janatte’’ and ** Olive,”’ and the former eventually secured the trophy by a very small margin. The race was conducted by Mr. A. Jardine, of Richmond, with the assistance of the Victoria Club Commodore, and was keenly enjoyed by all concerned. Barshaw Park, Paisley, has had a surfeit of the principal races this season by reason of its close proximity to the Exhibition, and among them the Inter-Shire race for 12-m. was run on September 3, with ideal sailing conditions, provided by a nice Westerly breeze. Seven heats were sailed with the card, showing the following results : ** Naushabah ”’ (A. Parry, Clydebank) 30 points,‘‘ Isa’? (D. Mc’ Allister, Paisley; skipper H. McMillan) 29; ** Reg.” (D. Watt, Greenock) 24. Returns from Port Bannatyne give the following results—D. McMillan’s prize: **‘ Ruby”? (M. McMillan), ** Britannia ’’ (W. Macauslane), ** Grizel ’’ (G. Meldrum). Ladies’ race: Mrs. McMillan, Mrs. Campbell, Mrs. McDougall: *‘Up the marrict yins.”’ Sir Chas. McAndrew Cup, final placings: ** Ruby,” ‘Janet ’’ (R. H. Malcolm), ‘* Britannia.’ Mr. A. Miller’s prize: ‘** Britannia,’’ ‘* Grizel,’’ ** Flossie.”’ Commodore’ s pnze:‘*Sheena’’ (J. Stewart), “‘Ruby,”’ ** Britannia.’’ Veterans’ race: Wm. Stewart. Robert Malcolm Cup race: The final for this race was run under what are novel conditions for the local openwater sailing. A course was buoyed off in the bay, yachts were run in pairs and points awarded. As the return states that the models once started ** could not be touched until they reached the finish of the course,’’ we presume the sailing would all be down wind, and while the report states the innovation turned out ** interesting and satisfactory,”’ we rather question the advisability of confining racing to a single point of sailing; in fact, we would be dead against it, as we imagine the overwhelming majority of our readers would be also. To return to the actual race, ** Sheena’’ took first place, but the placings for the series of three races gave the Cup to “** Jean ’’ (W. Loch), with ** Ruby ”’ (M. McMillan) second. Several important events this season have been sailed here on the sectional system, and experience of them confirms us in the opinion that this system is entirely unsatisfactory as applied to Championships, or other races of like,or more, importance. For our part, where a certain number of models are concerned in a major competition, no such com- Editorial and Publishing Offices : 52, FETTER LANE, LONDON, E.C.4. Telephone: Central 9914. SUBSCRIPTION Inland, 7s. 6d. per RATES 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. 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FOR SALE * A’’ Class ‘‘ Calliope,’’ as new, 4 suits of sails by Chas. Drown & Son, Turner design, seen Rick Pond, Surbiton. Apply Chas. Drown, advt. this paper. 1/10 6-Metres Model, 2 suits of sails by Drown, excellent order, £5, or near offer. Chas. Drown, advt. this paper. Published by the Proprietors, MARtnz Mopets Pustications, Ltp., at 52, Fetter Lane, London, E.C.4 Printed by C. Arthur Sanders, v7, Portugal Street, London, W.C. BLUE PRINTS OF DESIGNS MODEL YACHTS SHIP MODELS, ETC. A-CLASS. Mounts Bay (Penzance) Lugger. Plans of typical boat, taken from authentic Builder’s Half-Model. “ Chloris,’* H. B. Tucker. Half-size with full-size “ Jill,’”* A. W. Littlejohn. Half-size with full-size Body Plan, 15/-. Body Plan, 20/-. 6-METRES. Half-size with “* Debutante,”* A. W. Lilo. full-size Reg. W. Lance. 10-RATER. “ Beroe,’’* H. B. Tucker. : ‘¢ Evadne,”* H. B. Tucker. “ Leonora,’”* W. J. Daniels. “** Stella,’’* (Sharpie) Indiaman, drawn by G. W. Munro. Hull lines and general details (fin. scale). Rigging and Sail plan (fin. scale). |The two sheets, 17/6 post free. “ Lavinia,’’* (New M.M. Design). ** Joyce,”t Scale lin. = 1ft., 6/6 post free. East Body Plan, 15/-. Cunard S.S. “ Britannia’’ (1840), drawn by H. B. Tucker. Hull lines, general details and Rigging plan (fin. scale). Two sheets 10/6 post free. Half-size with Four Masted Barque “ Buteshire ” (1888), drawn by G. W. Munro. Profile, lines and deck plan, 7s. 6d. Rigging and Sail plan, 7/6. The two ‘| full-size Body Plan, 15/-. sheets, 12/6 post free. Full-size, 21/-. W. J. Daniels. Full-size, 15/-. MARBLEHEAD 50—800. ber **Pocahontas,”* W. J. ce eal i «Kittiwake,* A, W. Littlejohn, Jee 72!~ 36in. RESTRICTED “ Eudora,”* Volumes I—V were published under the title of “ The Model Yachtsman.” CLASS. H. B. Tucker. “ Babette I,”+ W. J. Daniels. ‘Full-size, 10/6. “ Babette II,”* W. J. Daniels.) CLASS. 30in. RESTRICTED “Jenny Wren,”* A. W. Littlejohn. 24in. Full-size, 8/6. L.O.A. “ Tomtit,”t A. W. Littlejohn. * Fin-and-skeg. VIII and IX, 12/6, post free. We can occasionally supply copies of earlier Volumes. Prices on application. t Full Keel. Back Numbers. WORKING MODEL STEAMERS, Etc. “ Brunhilde,” Sea-going Diesel Yacht, 40 in. long, Fullsize plans, 8/6. Steamer, Binding, Vols. I, II, III, IV, V, V1, VII, VIII or IX (including case), 6/- post free. Bound Volumes. Vols. IV and V, 37/6; Vols. VI, VII, Full-size, 5/6. “Maid of Rutland,” Cross-Channel metre long, Full-size plans, 6/6. Binding Cases. Vols. I, II or III complete with Title Page and Index. ‘Binding Cases Vols. IV, V, VI, VII, VIII and IX. Price 2/- post free. 1 “ Zingara,” Cargo Steamer, 48 in. long, Half-size plans, 6/6. Vol. I. Nos. 1 and 2, 1/1; Nos. 4 and 5, 2/6; No. 6, 1/7; No. 8, 3/-; No. 9, 2/6; No. 10, one only, 7/6; Nos. 11 and 12, 1/7; Vol. I, No. 1, 2/6; Nos. 2—5, 1/1; No. 6, 7/6; No. 7, 1/1; Nos. 8 and 9, 1/7; Nos. 10—12, 1/1. Vol. III, No. 1, 2/6; No. 2, 7/6; No. 3, 2/6; No. 4, 5/-; Nos. 5—7, 1/7; No. 8, 2/6; No. 9, 3/-; No. 12,7/6; Vol. IV, Nos. 1—4, 2/6; No. 5, 7/6; Nos. 6 and 7, 2/1; No. 8, 3/-; No. 9, 2/1; Nos. 10 and 11, 1/7; No. 12, 2/6. Vol. V, Nos. 1—4, 1/7; No. 5,3/-; No 6, 7/6; Nos. 7—9, 1/7; No. 10. 7/6; No. 11, 1/7; No «‘ Awatea,” N.Z. Shipping Co. Liner, working model, 68 in. long, Full-size Plans, 21/-. 12, 1/1. Vol. VI, No. 1, 7d.; No. 2—2/1; Nos. 3—5, 7d.; No. 6, 1/2; Nos. 7—12, 7d. Vol. VII, Nos. 1—5, 7d.; No. 6, 1/7; Nos. 7—12, 7d.; Vol. VII, Nos. 1—5,7d.; No. 6, 1/7; Nos. 7—12, 7d.; Vol. IX, Nos. 1—5, 7d.; No. 6,1/7; Nos. 7—12, 7d.; Vol. X, Nos. 1—5, 7d.; No. 6, 1/7: Nos. 7 on, 7d. Vol. XI, Nos. 1—5, 7d.; No. 6,1/7. All post free. ALL DESIGNS POST FREE. No returns can be taken more than seven weeks from date of issue. “ Coronet,” Paddle Excursion Steamer, 60 in. long, Half-size plans, 8/6. “ Boadicea,” Sea-going Tug, 60 in. long, Half-size plans, 8/6 Other numbers out of print. FEB 14 1939 MODEL WwW. H. BAUER, YACHT FIT-OUT AND SPARS, SAILS, FITTINGS REPAIR SERVICE and ACCESSORIES For all Classes. To order only. DECORATIVE, WATER LINE, SHIP MODELS AND HALF MODELS BUILT AND RESTORED. Workshops BUS – SERVICES: 11, 512, KING’S ROAD, 22, CHELSEA, NEAREST 31. LONDON, S.W.10 STATION: EARL’S COURT CENTRE FLUE BOILER WORLD CHAMPIONSHIP WON WITH SAILS MADE OF X.IL. SATLCLOTRH WATERPROOF : UNSTRETCHABLE UNSHRINKABLE Definitely faster and points higher. Lasts out many ordinary sails. Made of copper throughout and brazed at all joints. A Few “‘A’”’ Class X.L. Results : Forbes Trophy (International), 1936, 1937, all 1st 23” U.S.A. U.S.A. Championship, 1937, 2nd 1936, any long drum, steam lubricator for engine up to ?” bore. Fitted complete with steam control valve for regulating the engine, to fit4 or pipes. 1st ; Mid-West Championship, 1937, 54” The ideal International, 1934, 1935, 1936, all 1st Eastern x DISPLACEMENT LUBRICATORS 1935, Wing and Wing Cup (International), 1937, 1st Scandinavian diam. Size 3” diam. x 7” long drum, fitted 13” centre flue… a … Price 33/-, postage 9d. International Championship, 1935, 1st; 1936, 2nd ; 1937, 1st. Allen Size fitted 13” centre flue … Price 19/6, postage 6d. Price 5/-, postage 2d. 1st And many less important events. Send for Bond’s 1938 General Catalogue, price 6d., it contains 203 pages of items that Used all over British Isles, India, Australia, New Zealand, Canada, S. Africa, U.S.A., Norway, Sweden, Belgium, Denmark, France. will interest you. BOND’S O’EUSTON ROAD LIMITED, Sails made le at ordinary rates. 357, EUSTON ROAD, LONDON, N.W.1. Ww. G. PERKS, CAERNARVONSHIRE *Phone: Euston 5441-2 Estd. 1887. <> —SAILS—_ <= CHAS. DROWN & SON Model Yacht Sail Specialists A World-wide Turkey Red Sails a Reputation for Speciality : Fittings and nearly a Accessories Quarter of a to Order : Century Sail Cloth : Sail Plans Send stamp for Price List 8, ULLSWATER RD., WEST NORWOOD, LONDON, S.E.27 \Vhen replying to Advertisers please mention MARINE MODELS.