Marine Models: Volume 12, Number 1 – April 1939

S S . . RS » S Ss NS INCORPORATING Vol. XII, No. 1. S THE ZZ y i ae Y Y Vit G 4 Y Z Y y Y S \ Y NS AA N Sg X N S WYONG SSMS MODEL \\ 2 N S WN S W I QD SN SSS SSS AAAS 7] lj N s HOY &S GULL SSSA N N \ NN N Wd yy Yl 4 IQS SS N SS MIHARU Z V S . . VY VM ZDUT Vy DMA HHSS S SS RASS MOQ KW ‘ S yop yr ddddddddddéiUy Y SS ddd Vhs %, i, Vy y Y ~ gapeeameaas WN \N SS SS So ddd Y Y Dp Yo Y YP yn Viel Wy SS SSS Wo. N VccYj” LPWYhh Uf Fay Z Yilitisilifdd TMN Z S Ut ttttidttil Ye S ~ N ~ N N SJ Cit Y Z ZZ7, wy Ny \ Ny Wisin \ S NY SOM A°AAAIiAAN SS s SHO ws YACHTSMAN APRIL, 1939. Sevenpence CONTENTS ; Editorial. Building a Planked A System of Handicapping in Hull. Model Yacht Clubs. Our Scottish Page. News of the Little Ships. Wooden Merchant-Ship Building. Modelling Scottish “Blue M.Y.A. Bird.” Racing American News. Trim. News from Eire. soso MARINE MODELS PUBLICATIONS LTD., 52, FETTER LANE, LONDON, E.C. A STANDARD WORK MODEL SAILING CRAFT W. J. DANIELS SECOND and AND H. CHEAPER B. TUCKER EDITION This second edition of this work that has already been looked upon as a standard textbook has been thoroughly and carefully revised,.and it will still continue to be looked upon for model yachtsmen what Dixon Kemp did for yachtsmen. matter, and the chapters on designing, The authors have included in this new revision much fresh building and sailing have been almost entirely re-written. The volume contains large scale reproductions of five entirely new designs to the recognised racing classes, from any of which a handsome and able model can b2 built. In addition to these designs, the book includes a large number of diagrams illustrating the various points of designing, building, fitting out, Crown Quarto. CHAPMAN & HALL, and sailing referred to in the text. 208 Pages, 8 Plates and 129 Figures. LTD., I1, 15s. net. HENRIETTA STREET, LONDON, W.C.2 Special Marine Coatings “RYLARD” The World’s Varnish. Best Marine “RYLARD” Enamel for Boot-tops. Topsides and “OGLOSO ” The Finest White MANUFACTURED Enamel. BY: LLEWELLYN RYLAND LTD. Balsall Heath : Birmingham : England When replying to Advertisers please mention MARINE MODELS. Ee NIST SS —__ INCO PORATING THE MODEL YACHTSMAN Vol. XII, No. 1 April, 1939 Published on the Seventh of each Month EDITORIAL A ND so we start out on another year of progress and a new volume of MARINE Mops.s. As your Editor mentioned in these columns last month, he is away for about three months in Bermuda, and by this time he should be enjoying himself—or at least, he now knows what it is like to be there. Our readers will join us in wishing him a happy trip and big business. We, personally, are more than grateful for the happy order in which we temporarily take over the steering of the Magazine. There were many jobs that might have been left for us to do, and hope for the best, but that is not his way with the Magazine. Instead, you have a long series of articles on building a planked hull to be published while he is away, and a modern 10-rater design appears as part of our double-page supplement. He may be enjoying the sun and sea, interrupted by a little business to break the monotony, but this was only made possible by long hours of hard work after a normal day’s hard work. However, an apology is due to our readers for the delay in our. publication date this month. This was not the fault of the staff of MARINE MODELS, but a lost packet of edi- torial copy in the post, including Mr. Williams’ article on power boats, and it was several days before this was known to us. We shall make an effort to include this next month, In the meantime we do not know what other copy was enclosed in the missing packet, and can only promise to publish that in our next issue, if it is recovered. On page 2 we have a photograph of the MARINE MODELS trophy, which has been presented to the Model Yachting Association for the International M-class Annual British National Championship, the first race of which will have been held on Easter Saturday at the Round Pond, Kensington. With all due modesty we may surely say that the winner has a handsome souvenir of what we trust will have been a keen and pleasant tussle. We wish also to thank our many friends for the kind thoughts and good wishes for this, our eleventh birthday. It does not seem more than three or four years ago that the little band got together and took a shot at it. Progress has not been so fast as some of us would have wished, but our severest critics have to admit that we have been working on a ratchet system which means that we have never gone back, but always onward. Among the well-wishers was a card from H. W. Hartnell, of Montreal, showing his ‘* New Sails.” Recently, we were chatting with a prominent medel ship builder, who appears to have been a reader since our first number, and he remarked that he believed that there must be very little about ships that we had not printed at some time or other in these pages. He may be right, but we still have a huge amount to say for ourselves. 2 MARINE MODELS MARINE MODELLING AND MODEL YACHT BUILDING AT LONDON EVENING INSTITUTES EADERS in London who would like to build models, but are hampered by lack of facilities at home, will be interested to hear that the L.C.C. are opening Model Yacht and Ship Model Sections of the following Evening Institute Centres : — oe Mien’s Institute, John Ruskin Street, The Nelson School, Trafalgar Street, S.E.17. (The above are for those over 18.) Robert Browning School, East Street, Walworth Road, S.E.17. Lollard Street School, Lambeth, S.E.11. Stockwell Road School, Brixton, S.W.9. (These are for junior members, joining at any age from 14-18.) Facilities will be available for building all kinds of models, and readers interested are asked to communicate with the principal of the appropriate institute between now and September, when classes will start. On April 26, there will be an exhibition of models at the Robert Browning Institute, East Street, Walworth Road, S.E.17, at 8 p.m. THE “MARINE MODELS” CUP This trophy has been presented to the Model Yachting Association by the proprietors of MARINE MopELs to be used for the annual British National Championship for the International M-class. The first race is being held at the Round Pond, Kensington, on Easter Saturday. OBITUARY ** NEW BIRTHDAY l is with the deepest regret that we have to record the passing away of our old friend Paymaster-Lieut.-Comdr. William Francis Behenna, of 57, Stubbington Avenue, Portsmouth, who died at the age of 75. The funeral service was held at Milton Cemetery, with the Rev. E. N. Millard, Vicar of St. Mark’s Church, North End, officiating. Since his retirement from the Service, Paymaster-Lieut.-Comdr. Behenna had been one of the most prominent model yachtsmen in the South of England, and was well known SAILS *’ WISHES FROM H. W. HARTNELL throughout the world for the active part he had taken in model yachting generally. MARINE BUILDING A MODELS 3 PLANKED HULL By YARDSTICK ANY model yachtsmen will readily try M their hands at a bread-and-butter hull, but are chary of attempting a planked boat. Yet, provided due care is taken, particularly in the preliminary work, one method of building is no more difficult than the other. In addition, there is more satisfaction in building and owning a model planked like a real yacht. Moreover the work of planking is really more interesting than bread-and-butter construction, and though possibly this method of building takes a little longer, it is decidedly cheaper, especially when in a big model. As regards the resulting boat, there is little or nothing to choose between a planked hull and a bread-and-butter one, provided they are equally well built. The same methods of building apply whatever the size of the model, but the easiest way to explain the processes will be to take the building of one boat and follow it throughout in detail. In order to illustrate this article, the Editor of MARINE MODELS gave me a new 10-rater design, “Selene,” before he started on his travels. About this design he writes: ** ‘Selene’ is an entirely new design, and should prove a very powerful boat. As sheis intended for plank building, a sufficient weight has been allowed for the hull. The lead should cast a trifle full of the designed weight, which will allow of adjustment to get the fore-and-aft Centre of Buoyancy in the correct position.” The first requisite is a set of large-scale plans from which to prepare our working drawings. These can, of course, be enlarged from the comparatively small-scale drawings published with this article, but it must be pointed out that reproductions of lines on a scale suitable for this or any other magazine, means a considerable photographic reduction. Now the lens of a camera is circular, and, even with the best lenses, a certain amount of distortion is bound to occur, particularly near the corners of the drawing. Further, a very slight mistake in the amount of reduction given is liable to throw the displacement of the design out. And even if the reduction is absolutely perfect, there is always the liability of error in enlargement by the builder, and it must be remembered that a tiny error in enlargementis multiplied by the scale. It is therefore much better to buy a set of large-scale plans (either half-size or fullsize), according to what is available. Many model yachtsmen will say that they cannot afford to do so, but if they can afford several pounds for wood, plus the cost of fittings and sails, the cost of a design should not be grudged. The success of the boat depends on the design, and when one thinks of the work and skill put into the preparation of a design, and the time it takes, the prices charged by this Magazine are extremely reasonable. Cheaper designs are to be had, but the writer does not advise them. Even with a blue print or brown-line print, a certain amount of distortion occurs. In a print 6ft. long, possibly 4in. will be lost in the length, but if the section spacing is carefully observed in “ laying-off ” the design, the amount which is lost in the half-breadths is too small to make any material difference, so that for all intents and purposes such a design is perfectly satisfactory. I therefore advise the builder to buy a set of half-size prints, which are obtainable of “Selene ” from MARINE Mope ts Offices for 15s., post free. I must start by explaining the method of making constructional plans from full-sized or half-sized plans. To enlarge plans from halfsize to full-size, take a sheet of drawing paper and a fine-pointed hard pencil. Starting with the sheer plan, first rule in all waterlines and section lines. Be careful to get the spacing exact, and all horizontal lines dead horizontal, and all vertical lines dead vertical. This also implies that all right angles are a true 90°. Start with the sheer line, and measure the height of the sheer above L.W.L. on each section station and make a dot. To measure, cut slips of paper about 4in. wide and measure each distance with one of these. Several measurements can be taken off at a time provided in transferring one is careful to put the correct measurement on the appropriate section station line. Measuring with dividers is not so satisfactory as the legs are prone to spring, and also, being at an angle, the point may not mark the exact spot. Double each measurement as it is laid off. Every measurement on the boat is measured up and down from the L.W.L. or another suitable water- (a 4 MARINE line, or horizontally from a convenient intersection of a waterline and section. All measurements are taken along a waterline or section line. When you have the complete row of spots for a line, it is put in with a flexible batten suitably weighted to hold it in position. The curved lines of the design are thus placed by spotting in their points of intersection with the various straight lines on the plans. The next step is to prepare construction plans from the design. Start by drawing a profile plan of the yacht full-size. Now, in a large racing yacht, the planking extends almost down to the leadline, but in a model there is nothing to be gained by planking so low and the planks at the turn of the garboard are most difficult to fit. The fin is accordingly built up bread-and-butter fashion and only the canoe body of the hull actually planked. Having got our profile drawn, the next thing is to study this and the plans to decide just how much is to be planked. This depends on the width of the waterlines, height in the boat and contour of the section at this point. In the present instance we decide to extend the bread-and-butter keel up to the third waterline below L.W.L., and the layer of which this forms the upper face, is therefore the keelson of the hull, and the rabbet line will lie a suitable distance below the top face of this layer. Now the backbone of the boat consists of three or four pieces according to whether she is canoe-sterned or transom-sterned. If the boat is canoe-sterned the backbone consists of the stempiece (extending from the keelson to the stemhead), the keelson and the sternpiece (extending from the keelson to the extreme stern). In a transom-sterned boat, a combined transom and fashionpiece is set at the tail end of the sternpiece. Our next step is to put these on our working drawing. Start with the stempiece. Nowa big boat of this kind has to be pretty strong about the stemhead in case of collision with another craft or the side of a lake, and it will not be too much if the stemhead is 34in. from back to front. Actually we shall have to make it 4in. to permit the inwales to butt against it. The lower part can be reduced to about lin. The stempiece is drawn in accordingly, allowing for the join with the centre part of the backbone. The sternpiece can be lin. all the way and MODELS the join with the centre part of the backbone will have to be allowed for in the same way. The last section shown is lin. forward of the transom. As the latter is sharply raked, the first step will be to draw the shape it would have been had it been left vertical from the top. In practice the fashionpiece is carved out from the solid with the last section shown (i.e., the one lin. from the transom) on its forward face and the shape the transom would have been if it was vertical on its after face. The after face is then cut off to the desired angle and curve. Of course, if you are working to different plans and the last section shown is much more than lin. forward of the bottom of the transom, it will be necessary to take out an additional section at a suitable place. As our stempiece is to be cut from lin. wood, rule a line on the full-sized waterline plan 4in. out from the centreline and parallel to it. The point this cuts each waterline will give the position on that waterline for the rabbet line. Mark these points down the stempiece and draw a line through them. For the benefit of those who do not know what a ‘ rabbet line ” is, it may be explained that the plank-ends are housed in a rebate (or ‘‘ rabbet *) down the stem, and the rabbet line is the forward edge of the rabbet. The rabbet is just sufficiently deep to house the thickness of the planking, and as we are going to use din. wood for this purpose, the rabbet will be din. deep at the rabbet line. The planking forms the skin of the boat and so follows the contour of the sides, which take it away from the stem, so the rabbet from being full depth at the rabbet line gradually gets shallower until it runs to the surface, and ~ the planking comes away from the stem. Where the rabbet runs to the surface is known as the “ bearding”’ line. If a pair of dividers is set to {in., by following the planking on each waterline, the position of the bearding line can easily be found on each waterline. The spots are transferred to the drawing of the stempiece and the bearding line drawn in. One caution should be given. In using the dividers for this purpose, be careful to have them at exact right-angles to the waterline contour. Otherwise, you will underestimate the thickness of the planking and draw the bearding line too far aft, and in consequence the planking will not take properly right across the rabbet. This method only applies to the rabbet and MARINE bearding lines down the stem proper. Once round the turn of the stem these lines will have to be worked on the full-sized body plan. In the lower part of the stempiece (which is really stem and forward part of. the keel made in one) and up the sternpiece, the beginner may find it easier to leave cutting this part of the rabbet until the boat is set up and in course of planking. It is really a question of the acuteness of the angle of the ends of the waterlines. Once a part is reached where the ends of the waterline are too obtuse an angle, a slight error of measurement is liable to throw the rabbet and bearding lines out a Jot. In due course it will be explained how to mark these lines directly onto the wood itself in these parts of the boat. Before proceeding further with the preparation of the drawings, a few words on the system of building might not be amiss. The boat is built upside down on templates or “moulds.” These moulds are set up on a sort of stocks, or, as model makers call it, a building-board.” Thus, though the backbone is shown right way up in the diagram, it is really set upside down on the buildingboard. It will be noticed that a line (marked “Datum Line”) is drawn on the construction plans starting 4in. above the stemhead and parallel with the L.W.L. This line actually represents the top of the building-board. In a full-sized yacht the boat is planked direct onto the moulds, and the ribs bent in afterwards. In the model the ribs are bent to shape over the moulds, and the planking is laid over them. Since the design gives the shape of the outside of the boat, our moulds will have to be smaller than the sections given on the body plan, by the thickness of the skin and ribs. Further, as the moulds are to be erected on the building-board, they will have to be continued beyond the boat to the datum line, so as to stand directly onto the buildingboard. Now it is obvious that if a mould is set in the forward part of the boat, with its forward face on the station line and a rib bent over it, the planking will only take on the forward edge of the rib instead of right across it, owing to the curvature of the side. If, on the other hand, the mould is set up with its after face on station, the forward edge of the rib will stand proud and prevent the planking falling into its proper place. What is actually done is to place the mould with its after face on station, and fair down the forward MODELS 5 edge of the rib until the planking takes fairly across the full width of it. How this is done is explained later, but in the meantime the reader must remember that in the forward part of the boat moulds are set with their after faces on station and in the after part of the boat with their forward faces on station. Moulds can be made of 3in. deal, so at each station on the building plan drawa line representing the thickness of the mould placed in accordance with the above principles. When the moulds are made, a slot has to be cut in each to permit the backbone to drop into place when the boat is erected on the building-board. It will be noticed that owing to the rise in the stempiece and sternpiece these slots will be deeper towards the ends of the boat. This is possibly rather a loose statement, since the slot is parallel to the bottom of the backbone. This only applies to the moulds in the way of the stempieces and sternpieces, since in the middle the mould simply butts onto the keelson, which is formed by the top of the bread-and-butter part of the construction. The stempieces and sternpieces must be of hardwood. In a boat planked with cedar or mahogany, mahogany should be used for these parts. If pine is being used, they should be of oak. The bread-and-butter part of the backbone can be of pine unless the builder intends to varnish the boat all over, and then the same kind of wood as the planking should be used. If pine is used this should be ‘““waney ” (or “ sugar ’’) pine, or, failing this, first quality yellow pine. But before starting to make the backbone we may as well finish off our paper work. Place the body plan over a sheet of fairly good quality cartridge paper. Prick one of the sections through onto the cartridge paper, using a sharp pin, and pricking every 4in., or closer, where the section changes much, as in the garboards. Go down to the waterline representing the top of the keelson. Also prick in the centreline and several waterlines (including the L.W.L.) and some of the buttocks, also the datum line. On the car- tridge paper draw the section, using a flexible spline. Now the section has to be reduced by the thickness of the skin and ribs. As has been mentioned, the skin is to be in. thick and the ribs will also be }in., so the mould will have to be reduced by 4in. all round. Set the dividers to tin. and go round the outline making spots, but be careful that 6 MARINE the lin. is taken off at right angles to the skin at that point. With the spline, draw the outline of the mould and rule in the waterlines, buttocks, etc. | Now, if the paper is carefully folded up the centreline and the double thickness cut out with scissors you will have a paper template for the whole mould, and the two sides are bound to be exactly alike. Before cutting out, however, let us mark out the slot for the keel. Rule a line 4in. out from the centreline and parallel with MESSRS. MODELS it. From the extreme lowest point on the centreline, measure up lin., which will give the depth of the slot. This, of course, only applies to those sections falling in the way of the stempieces and sternpieces. Details of the construction of the backbone for the 10-rater ‘‘ Selene,” in our present supplement, will be given next month, together with a further long instalment on building a planked hull. (To be continued.) BASSETT-LOWKE’S OOKING through an advance copy of Messrs. Bassett-Lowke’s new catalogue (published on March 16) there are many new and interesting features which will appeal to ship modellers of every type. They have a new set of parts for building a model Destroyer, which at 45s. is wonderful value. It consists of finished hull, complete with decking and bridge, fitted with standard electric power unit No. 1461/U, and also propeller shaft, stern tube and rudder post. No less than 26 fittings of various kinds are included, and, of course, additional fittings may be purchased to suit the taste of the individual builder. A new series of scale model boat hulls has been introduced, in three types, Destroyer, Racing Boat and Liner. These are available in two qualities, making a most comprehensive set of hulls for the amateur model builder. Full specification of Bassett-Lowke’s “ Eclipse ” high-speed marine engine is given, and the makers give a guarantee that each NEW CATALOGUE engine sold is tested under steam at working pressure from 20 lb. to 75 lb. per square inch. New fittings, such as a universal coupling in three sizes, an inexpensive destroyer rudder, a new scale model ship’s motor launch in two sizes, 4in. and 6in., and a scale model Trawler Winch are welcome additions to this catalogue. Two new pages of drawings and blue prints have been added, including a special series of old-time ships, containing well-known ships like the ‘* Flemish Carrack,” H.M.LS. “Bounty” (c. 1787 A.D.), H.M.S. ‘ Centurion” (1740 A.D.), and a Dutch Despatch Yacht (c. 1800 A.D.). A novel innovation is the revival of the model ship encased in a bottle, and the model listed by Bassett-Lowke is an attractive three-masted clipper ship, housed in a Haig dimple bottle. In addition to these new items, there are several price reductions, and the list is one of the most interesting ship catalogues Messrs. Bassett-Lowke have produced for some time. SCALE CABIN MODEL CRUISER ** ADVENTURE ” From Catalogue of Messrs. Bassett-Lowke, Ltd., Northampton MARINE A SYSTEM OF MODEL MODELS HANDICAPPING YACHT IN CLUBS By BRIGADIER W. C. HOLDEN F we look round the clubhouse of any model | yacht club, even though it is a “ one- class” club, e.g., A-class, 10-rater, 36in., etc., we shall find boats of various ages, types, and differing in condition and performance. We shall find new craft embodying the latest ideas in design, ratio of sail area to hull, etc., against which their older sisters may be definitely at a disadvantage. Again, there are skippers of greater skill, or who have more time to tune-up their boats than their less fortunate brothers. Most model yacht clubs have regular weekly races. There are, perhaps, three or four owners who share the honours at these races, and a tail of half a dozen who battle for the bottom places. It is difficult to exaggerate the stimulating effect in such clubs of any system which equalises the chances of winning. Not only does it encourage the less skilled or less fortunate, but it is good for the expert to have to really fight for his place. It is impossible, of course, to attempt to equalise yachts of different classes without giving time or distance. It is not the object of this article to discuss this problem. We are dealing with handicapping “‘ on form” yachts of the same or comparable classes, but of varying degrees of ability. This idea of handicapping “on form’ is common in yacht racing and one of the most successful examples is the handicapping in the Q-class, which is really a class of 6-m. boats of all ages. putting them over the total points possible we get: — 197 285 By adding two noughts to 197 and dividing by 285 we get 69.1, which is the percentage of points scored by “X” yacht in the last ten races. 69.1 subtracted from 100 gives 30.9. On the average, therefore, ‘* X ” yacht required 30.9 per cent. of the total possible in each race more than the points she actually scored to enable her to make a possible. It follows then that if we allow “ X” yacht to add 30.9 per cent. of the possible points in each race to her actual score, and similarly allow each other yacht to add the points she is entitled to on her past record, we have the best method of handicapping “‘ on form ” that can be devised. So much for theory. Let us now deal with a method of applying it. First, average out the performance of each yacht from past records and find out the percentage to be added in each case as described above. Classify the yachts by the following arbitrary “‘ Handicap Scale” : — Requiring 20° or less 9 vs * Now for the system. A good estimate of a model’s performance can be obtained from ten previous races. If there are records of more, so much the better. If there are less, we must accept a lower figure or make an arbitrary assessment. ‘‘ X” yacht’s record in the past ten races may be as follows : — 17 20 25 15 28 20 18 22 12 20 25 35 30 20 35 35 25 30 20 30 In each case the top figure is the points actu- ally scored, and the lower figure is the points possible. By adding all the points scored and Scratch Ye ay 30%, Ee be A l 2 3 J is 40°. 45°. 4 5 se rr ” ‘s 30° ply / 60° 0 65°, or more 6 7 8 9 The amount to be added to the score of each yacht is obtained from the tables below. Table “A” is for use when the scoring is 3 and 2 and Table *‘B” when the scoring is 2 and 2. These tables are calculated on a percentage basis and adjusted so that a scratch boat adds nothing to its score, others being reduced by a similar amount. There is no need to go into the details of their construction. (Concluded on page 23.) 8 MARINE IGNS of Spring are in the air, S are blowing, whiles and whiles they are a bit balmy breezes nippy. Lambs are frisking around, or so we are told, and the bos’n wants to know ‘ what about that garden?”’ Generally, all nature is stretching itself and casting the Winter somnolence over- board (topical touch, eh!). Model yachtsmen begin to stir, but not being by any means lambs, their friskiness is somewhat latent at present. Even Mr. Editor hies him hence, lucky dog! Seriously, we wish him a successful and pleasant trip. He deserves it. So do we, but Hooch, aye! And that gets us off on another voyage. The Scottish A-class Club is particularly wide awake, and doubtless eager to overtake the leeway imposed upon it by circumstances last season, has made an unusually early start this year. Racing has been carried on at Springburn Park, Glasgow, every Saturday since February 18, with the exception of a break on February 25 for the Association meeting. Weather conditions have not been too favourable, and want of wind caused vexatious delays. Of the four races completed at the time of writing, ** Scotian ’’ (I. McPherson) took the first. Mr. A. Howes’s ** Ilex *’ secured the second, and ** Scotian ‘” was again successful in the third, after a final with ‘‘Ilex’’ and ‘‘ Eagle’’ (N. Beaton). The fourth race went in favour of ‘‘ Dock’s Boys’ (A. Beaton). We understand that Queen’s Park opened their season on March 11, but have no particulars of the event. No doubt some of the other clubs have also got under way. We have no programmes yet, however, and pressure of other matters has prevented us from making the visits we would otherwise have undertaken. We fully appreciate the Editor’s comments in our last issue, relative to the Robertson Cup race. It is indeed a strain to send boats and men so far away, considerations of time not being the least of it. A fund was in existence in Scotland for the specific purpose of assistance in such cases, but we are afraid it has been utilised for purposes of minor, even trivial, importance, and may not now be available when it is a matter of real moment to the sport. Notwithstanding, we have strong hopes that some representation will be possible from England as well as Scotland at least, and are also trusting the competition will be completed by the entry of friends from Wales and Eire. What a warm welcome awaits them! While we are on the subject of the Robertson Cup we must express our surprise that any request has been made that no racing should take place on a Sunday. This must surely be an individual opinion, as, so far as we know, the question has not come before the club as a whole and we very much doubt if it would be supported if it was brought forward. We respect the opinions of others, and while we would not MODELS actively assist Sunday racing in Scotland, it is another matter when it is the common practice elsewhere, and in such instances we consider it justifiable to conform to local usage. While, as stated, we are not keen on it, we still agree that it is not fair to deprive others of their liberty, and if the majority, or local custom call for it, we would not endeavour to place any obstacle in the way. We understood that our American friends were to have practically a free hand with all the arrangements and consider it unfortunate that any interference has been, even remotely, suggested. The West of Scotland Club annual general meeting has taken place and the accounts show an increased credit balance carried forward. It was agreed to respectfully invite the Marquis of Ailsa to become Patron of the club, in succession to his late father, who had occupied the position since the formation of the club. Mr. Norman Rodrick was appointed Commodore with Mr. C. F. Arthur, ViceCommodore, and Mr. W. E. C. Wallace, Rear-Commodore. Mr. A. W. K. Rodrick intimated his desire to relinquish the Hon. Secretaryship, which he has held since the formation of the club, but was prevailed upon to continue for at least another ear. A The Scottish Association annual general meeting was singularly devoid of any outstanding interest and passed off very quietly. A representation of 20 clubs was in attendance. Port Glasgow Club have re-affiliated after a lapse of a year or two and were warmly welcomed back to the fold. Application for membership from the newly constituted Sandbank Club was accepted with pleasure and collective good wishes for its future success. The application of the Riddrie M.Y.C. was directed to lie on the table meantime. A letter was read from the Corporation of Glasgow advising that it had been decided to take no action with regard to the Firhill Timber Basin proposition. A new model yacht pond at Knightswood, Glasgow, was intimated and arrangements for an Association regatta to open it were left in the hands of the Council. Mr. David Leggatt, Paisley, was unanimously elected Commodore. We wish him every success in what he will find an onerous task. After a good deal of somewhat rambling discussion the Scottish Championship race for the A-class was eventually allotted to Greenock for July 1. The retiring Commodore reverted to his old job as Measurer, and Mr. J. N. Todd was re-elected an Umpire. And we all got home in time for tea, or } did we? The first event of importance for the Scottish season will be the Lewis’s Cup competition for the A-class to be held at Victoria Park, Whiteinch, on April 22, and a very much increased entry is anticipated this year. It is almost essential if the race (Concluded on page 21.) MARINE MODELS 9 WOODEN MERCHANT-SHIP BUILDING By G. W. Munro N this series on wooden shipbuilding I | propose to deal with the methods com- mon to shipbuilders in this and other countries at the beginning of the last century. Although naval and merchant ships were to some extent similar in appearance and construction, it must be clearly understood that I am dealing purely with merchant ships and the way they were designed and built in our yards up the East Coast. Before going into the various items and details which comprise the vessel and her equipment, I shall give a list of definitions of the principal terms used in the theory and practice of shipbuilding as understood a hundred years ago. Let us hope that the more advanced reader will not merely turn away thinking that he can get all of that in his usual dictionary. Several useful little dimensions will be found describing some of the common tools and pieces. Abaft or Aft, towards the stern or hinder part of a vessel. After-body, every part of the hull of the vessel which is abaft the midship section. After-end, the end of any piece of wood which is nearest the stern of the vessel. Aboard, on board, anything in or on the deck of the vessel. Afloat, buoyed up by the water. Afore, the fore part, towards the bow of the vessel. Ahead, before the bow of the vessel; astern is the opposite term. Amidships, the middle of the vessel. Anchor-stock, two pieces of wood bolted together on the shank of the anchor. An-end, to strike any piece of wood, so as to drive it in its length direction. Apron, a piece of wood bolted on the inside of the main stem, to strengthen and fasten it to the keel. Archboard, a plank of the stern, on which the name of the vessel is usually painted. Balance-frame, a frame or timber formed at a certain part of the vessel, corresponding to another frame at a different place. There are generally two balance frames used in a plan, the one in the run and the other in the entrance; these being nearly similar in shape, and placed in opposite parts of the ship, serve to balance the bottom, as all the other frames are regulated by them and the position in which they are placed. Ballast, any heavy material, such as sand, stones, or iron, etc., placed in the bottom of the vessel, to lower the centre of gravity and make the vessel stable, so as not to be easily canted or heeled over by the impulse of the wind or waves. Barge, a kind of pleasure boat constructed either for sailing or rowing with oars. Bark, a square rigged vessel having three masts, but without having a mizen topsail. N.B.—Previously a bark carried a mizen topsail, but no other square sails on the mizen. Barrel, the main piece of the capstan or wind- lass, about which the rope or cable is wound. Battens, long narrow slips of fir, used for fairing or sheering the vessel, or drawing the lines by the moulding loft. A batten commonly signifies a long narrow slip of wood. Beams, large pieces of timber extending from the one side of the vessel to the other, for binding her together and supporting the deck. The midship beam is the beam immediately at the midship frame. Beam-line, a line made on the inside of the timbers at the height of the decks, for laying the ends of the beams fair. Bearding-line, a line drawn on the deadwoods. Belfry, an ornamental frame fixed over the windlass, or near the bow, on which the bell is hung. Belly of a Timber, is the inside of its curve. Bends, a general term for the main wales. These are thick planks put round the outside of the vessel. Bends sometimes mean the curving timbers, or frames: thus the midship frame is sometimes called the midship-bend. Bevellings, are the different angles or twistings of the edges of the timbers or planks. When the edge of a timber forms an obtuse angle with its side, it is said to have a standing bevel; and if it forms an acute angle with the same side, it is said to be an under bevel. Bilge, the outer part of a ship’s bottom, on 10 MARINE which she rests when aground. Bilge-pieces, planks or keel fastened on the bilge of the vessel for strengthening that part which rests on the ground. Bilge-keels are sometimes put on the bottom, running in the same direction as the plank, that is, in a fore and aft direction, to prevent the vessel from heavy rolling, or drifting to leeward, or the like. Bilge-wayes, bilge-coads, or sliding baulks, large square logs of timber placed under the bilge of the vessel, to support her on the sliders or sliding planks on which the vessel is launched. Bindings, pieces of wood or iron which bind or fasten the vessel together. Bitts, pieces of timber for supporting the windlass, for making the hawsers or cables fast to them. The riding bitts are those to which the cable is fastened when the vessel is at anchor. The pawl bitt is also a strong piece of timber placed vertically at the back of the windlass, and on which the pawls of the windlass are fitted. Winch bitts are vertical pieces of wood to which the winch is fixed. Blocks, are large pieces of timber of about 4, 6 or 8 feet in length, and 16 or 18 inches in thickness, and on which the keel of the vessel is laid. Blocks, comprehend a system of pulleys. Bolts, are pieces of iron or copper, in the form of pins, which fasten two pieces of timber together. Ring-bolts have an iron ring of about 3, 4 or 5 inches in diameter, passing through an eye or opening in one end of the bolt; when the bolt has merely an eye, and no ring, then it is called simply an eye-bolt. The ring-bolts are much used in shipbuilding. A few are fixed in the ship’s deck or stanchions, for lashing the boats, or any other thing, down to the deck; the eye-bolts are also fixed in various parts of the hull, for hooking tackle, or fastening ropes to. Bottom, that part of the vessel which is below the load-waterline or wales. Bow, the fore part of the vessel above the water. Boxing, is to scarph or join one piece of wood to another in a particular manner, as will hereafter be explained. Braces, are pieces of wood or iron, which bind or stiffen any part of the vessel. Diagonal braces are those that cross any of the timbers in a slanting direction. Brackets, short triangular pieces of wood used MODELS for supporting anything. Breadth, the measure of a ship from side to side in any particular place. It is usually distinguished into extreme breadth, main breadth, and top-timber breadth. Break, any sudden rise or divergency from a straight or fair line. Breast-hooks, large pieces of timber bolted across the inside of the ship’s bow. Breech of timber, the lower part or joining of two legs or arms of timber. Bulwarks, are planks to defend the vessel against the violence of the waves or the assaults of the enemy. Bulkhead, a partition. Bulkhead is the name given to boards or planks which separate one part or cabin from another. Burthen, is the computed number of tons of any merchandise that a vessel carries when fit for sea, Bollard-timbers, or Knight-heads (see the latter term). Bumkin, a piece of wood or iron projecting from each side of the ship’s bows, and used for the purpose of spreading the foresail in ships and brigs. Butt, is the joining edgeways of two timbers or planks. Buttock, a part of the vessel near the stern, about the surface of the water. Buttock-lines, lines used in the plan, to be afterwards explained. Cable, a large rope to which the anchor is fastened. Camber, a slight round upwards. Cant-timber, that which is placed in a cant- ing or sloping position. Capstan, a cylinder revolving round a vertical spindle, having levers in it, whereby it is turned round. It is used to wind up any heavy body. Carlings, pieces of oak, about 4 or 5 inches square, let into the beams of the vessel at each end, so that they are straight with the upper side of the beams, and lie in a foreand-aft direction. Between the carlings are ieces which lie parallel with the beams, called ledges. Carvel-built, vessels or boats which have smooth bottoms, and whose planks are all flush, are said to be carvel built, in opposition to those which have the edges of their planks overlapping each other, like the slates on a house, which are called clencherbuilt vessels. Cat-head, a strong piece of oak projecting —— ee MARINE MODELS over the bow of the vessel at each side; these have sheaves in their outer end, through which a rope called a cat-fall is rove, and with which the sailors cat the anchor, or haul it up from the hawse. Caulking, driving oakum between the seams of the planks, to prevent the entrance of water. Cavity, the hollow formed by the sides and bottom of the ship. Centre of cavity, the mean centre of the hollow formed by the sides and bottom of the ship. Centre of gravity, that spot in the vessel upon which, were she placed or suspended, she would remain at rest in any position, i.e., she would be freely balanced in any position which she could possibly assume. Centre of displacement, is the mean centre of that part of the ship which is immersed in the water. It is sometimes called the centre of immersion, and is the same as the centre of gravity of the mass of water which is displaced by the bottom of the vessel. Centre of percussion, is that spot in a revolving body (such as a ship when rolling or pitching), where the whole force or momentum of velocity is concentrated. Centre of motion, a point through which the axis of a revolving body is supposed to pass. Ceiling, the inside planks of a vessel. Chain-bolts, those which fasten the chain plates to the ship’s side. Chain plates are iron plates for securing the chain and deadeyes, to which the shrouds are attached. Channels, main, fore and mizen, are pieces of timber or planks bolted edgeways to the ship’s sides, in order to spread the rigging and carry it clear of the rail. Channel-wales, thick planks bolted round the inside of the vessel opposite to the channels, in order to secure and strengthen the topsides of the vessel. : Chase, a long sloping mortice, into which a tenon is to be inserted. Chinse, to caulk lightly. 11 Chine, a part of the water-way which is left above the deck. Chocks, pieces of wood used for filling up any want or defect. At the joints of timbers cross chocks are used; these scarph on to each timber, and connect the two together. It has long been customary to cross chock the joints of different timbers. It has lately been proposed (1830) in the navy yards to make the timber to butt square upon each other, and insert a dowel half into each. This, however, in the opinion of some designers, is not preferable to chocking the timbers. Clamps, substantial planks put round the vessel on the inside of the timbers; the ends of the beams rest on them. The clamps are commonly bolted through every other timber of the side, and scarphed together with what is called a hook scarph. Cleats, pieces of wood of different shapes nailed or bolted on any particular part of the vessel, either for belaying a rope, or resting a shore against. Clencher-built, when the planks overlap each other at the edges, and form projections on the bottom. Clencher-built vessels are much stronger, in proportion to their weight, than carvel-built vessels. Coamings, pieces of wood raised round the sides and ends of the hatches, to prevent the water from running off the deck into the hold. Companion, a raised hatch or cover to the cabin stair of a merchant ship. Compass or Compass-timber, pieces of timber which are incurvated or arched. Converting the timber, is the act of bringing it into a fit shape for shipbuilding, by sawing and hewing it into the form required. It is nothing more than finding the proper pieces of timber to suit the different moulds with the least waste, and is a matter of very great importance to the shipbuilder. (To be continued.) ee 12 MARINE MODELLING MODELS ‘*BLUE BIRD” By J. VINES le the autumn of 1937, I received an order from Sir Malcolm Campbell for two models on a scale oftin.=Ift. of the new twin-screw motor sacht “Blue Bird,” which he was having built. Of these models, one was to be kept at Sir Malcolm’s home, and the other in the smoke-room of the vessel herself. Both models were to be in showcases, and the one for the yacht was to have Triplex glass. At the time I received the order the plans of the vessel had been approved, but the keel was not laid, and how this affected my task will be told as the story of these two models is unfolded. The yacht was designed by Messrs. G. L. Watson & Co., of Glasgow, and on Sir Malcolm’s instructions they furnished me with plans on the correct scale. The plans, as will be seen from the reproduction herewith, show “Blue Bird” as a very handsome and able vessel of a modern type. Before detailing the construction of the models, I should like to acknowledge Sir Malcolm Campbell’s kindness in permitting me to reproduce the plans and details of his yacht, the unfailing courtesy displayed by her designers, Messrs. G. L. Watson & Co., in answering my numerous queries, and also the helpfulness of the builders, the Goole Shipbuilding & Repairing Co., Ltd., in giving me final details and particulars of finish, etc. As a matter of course, the hulls of the models were built bread-and-butter fashion, but as these were showcase models, could be left thick instead of being fully hollowed-out inside. The lower layers were 4in. and the upper ones 4in., and casein glue was used throughout. The wood was first quality white pine, and was obtained from the Chetham Timber Co., already planed to thickness. This timber was really beautiful stuff, and worked splendidly. I naturally started with the hulls. These were carefully marked out in accordance with the waterlines, sawn out, glued up and carved to shape. This part of the work proceeded rapidly, and the first real problem that presented itself was how to build up the bulwarks. Obviously, these had to be thin to represent the ship’s steel bulwarks, so the Riese was to make them of metal, provided they could be attached securely. After a little thought, I decided to overlap the bulwarks over the wood hull about 4in., letting them in flush with the surface of the hull. This, however, was not quite such an easy job as it sounds, owing to the flare at the bows MODEL. OF T.S.M.Y. ‘‘ BLUE BIRD,”’ BUILT BY J. VINES MARINE MODELS 13 — and the rounded stern. The material used was 1-32in. best quality strip brass, and the bulwarks were in two parts, joined at the bow and stern. I commenced by carving out a wooden former, which was really an extra layer made of hardwood, rising to the height of the rail, and laid on top of the hull and screwed in place with two screws, which fell under where the deckhouses were later erected. The brass strip was not beaten to shape on this former, as, obviously, I could not hammer on top of the hulls, but served to fit the bulwarks to, and also to position them exactly while I was fixing them. The brass strip was well annealed, and as it was good quality brass, was very ductile. I beat this to shape on a lead block, using a hammer with a rounded face, and annealing repeatedly. The work was frequently offered to the hardwood former until it was a really good fit and faired properly. The joins at the bow and stern were scarphed, so that when soldered up they were absolutely flush and invisible under paint. The top of the bulwarks was left a little high and faired down to the hardwood former after fitting, so as to get the sheer absolutely correct. When the bulwarks were more or less finished, they were offered to the boat, and a pencil line run round the bottom to mark the lower edge of the chamber, which had to be cut away to let it drop flush. When everything was ready for fitting, the bulwarks were put in position and screwed to the wood hull with small brass screws, closely spaced. The screwheads were countersunk and soldered over. The joints at the bow and stern were then soldered up and, finally, the former was removed. In soldering over the screwheads, care was taken to have the iron just hot enough, as, owing to soft wood being used for the hull, too much heat was undesirable. When it came to filing the top edge of the bulwarks down, the file was used at an angle, but in towards the wood so as to run no risk of distortion. The whole thing was then cleaned up nicely outside, and the former removed. After this, the inside was cleaned up with emery cloth. I was then ready to tackle the question of the rail capping. In the yacht this is of teak, but as it was an impossibility to fix a wooden drawn through the jaws of the vyce, using lead clams. The tube was drawn through horizontally, and soon formed its own groove in the clams, and as the jaws of the vyce were adjusted so as to give me just the right sec- tion, this difficulty. job did not present very much rail securely, I decided to use a split brass tube soldered in place. Thin brass tube was used, and, as the rail is oval, the tube had to be made oval. After being annealed, this was BOW VIEW OF MODEL OF “ BLUE BIRD” 14 MARINE To split the tube I mounted a thin slitting saw in the lathe and made upa little trough to feed the tube evenly to the saw. As the saw was |-32in. wide, the slot it made was a good fit for the bulwark. The tube was fed to the saw at the bottom, so that only the one side was cut through. This, unfortunately, left a burr inside the tube, which had to be cleaned out to let the tube sit on the bulwarks properly. The capping was finally soldered in position. Although the models I built were showcase models, this hull design would lend itself very well for building a working model, and the method I used for making the bulwarks would be equally suitable for making bulwarks for a working model of this or any other vessel. In fact, except for the fact that a working model would have to be properly hollowed-out, instead of being left rough with the “steps” inside, the methods used up to this point are the same as I should have used for a working model. The stem, keel and sternpost had then to be fitted. The stem and centre part of the keel were made of oak, and the after part of the keel and sternpost, which go off very fine, of brass. The upper part of the vessel’s nose is rounded, and it is only in the lower part that the stem has to be a separate piece. To accommodate the oak a slot was cut out, and the oak glued into this. The slot was cut with a fine-tooth saw, and, where necessary, chiselled out. Cardboard templates were made from the drawings, and proved a great help in getting the shape correctly. The brass after-part of the keel and deadwood were fixed in position by means of tongues left on top of the brass and carried right through the hull and turned over inside. In order to protect the hull, it was then given a couple of coats of priming paint. As I intended to finish these two boats with cellulose paint, I used special priming. I have spoken of the “ boat ” in the singular, but as a matter of fact I kept the two models in step throughout the building, and at approximately the same state of construction. Now during the time I was making the hulls, there were many points at which the hulls had to be set aside for a while, to allow proper time for glue drying, etc. During these times I had plenty to get on with, however, in making the fittings and boats. As a matter of fact, the boats gave me almost as much trouble as the yacht models, and it MODELS was a very good thing that I took these in hand early. Many modellers dodge the detail work about the tenders of their craft by showing them with boat covers on, but in this case the small boats were to be shown in full detail. This meant a model Cris-Craft, a model “Sea Joker,” a model sailing dinghy, and a model rowing dinghy to be made for each of the models of * Blue Bird.” The Cris-Craft was a 19ft. ‘‘ Sportsman’s ” model, the “Sea Joker” was the standard 16ft. model of the British Powerboat Co., the sailing dinghy was 14ft. overall, and the rowing dinghy 11ft. 6in. The first step was to get the plans of these boats, and this seemed as if it should have presented no difficulty. I was referred to the Cris-Craft and British Powerboat Co. as regards the two motor boats. I accordingly got in touch with Messrs. Arthur Bray, the agents for the Americanbuilt Cris-Craft. They were very kind and helpful, but, unfortunately, had no drawings at all of this model, but only a single blue print, showing the lay-out of seats, etc. They had a rather similar but smaller boat in stock, which I was allowed to inspect. I had the loan of the blue print for a short time, and some very good brochures, intended for custo- mers, were given me. I carved out a rough model from this information and submitted it to Messrs. Bray, who passed it out as being reasonably near. Messrs. Bray were also kind enough to give me samples of stains and varnish used to match up when it came to finishing my models. However, I thought it should be very easy to get the details of the “Sea Joker’’ as a standard model of a British boatbuilding company, but here I bumped up against the company’s regulations which do not permit their drawings to be lent to anyone. They furnished me with several photographs of the boat running, but no details whatever about the underwater portion. A photograph in an advertisement in the Motor Boat gave some more information, but I candidly admit I was distinctly hazy as to the lines. I accordingly carved out a rough model, which I sent down to them for their comments. It was duly returned with suggestions for its alterations. I altered it and again sent it down to them at Hythe, and once more it came back. So this little model journeyed back and forth until the company at last told me that my model was reasonably like a “* Sea Joker.” Of course, this model ‘‘ Sea Joker’ was just a MARINE t= rough model, as, obviously, it was no use trying to make a properly finished model until I had an idea of what I was aiming at. For the sailing dinghy, Messrs. G. L. Watson, the designers of ‘‘Blue Bird,” were able to furnish me with proper plans, and for the rowing dinghy they sent me plans of a 12ft. dinghy with a note that these were identical, except for length. Having collected the data for the boats after weeks of correspondence, I was in a position to make the models. These were carved from hazel pine, which is really the sapwood of hazel walnut. The hulls were carved down very thin, holding up to the electric light to gauge the thickness. The sterns were left open and the transoms glued into place when the hulls were finished. Thwarts, seats, floorboards, etc., were added as requisite. Fittings such as the steering wheels, rudders and props. of the two motor boats were made of brass and_ fitted after the boats were polished. The Cris-Craft is carvel skin, but the others are all clinchbuilt, so the lands of the planking had to be carved. By the way, the ribs and stringers were made of slips of veneer. The two motor boats had forward decks, and the sailing dinghy was half-decked with coamings. These decks were added afterwards and glued into place, being made from 1-32in. three-ply, and supported by a tiny thwartships beam. I also managed to make quite a number of the deck fittings during this period. Many of these were special patterns, but Messrs. Watson were very kind and helpful, and lent me a number of catalogues giving illustrations and details. SSS In a way, the progress was not exactly systematic, since | was obliged to turn from DETAILS OF RUDDER,. A-BRACKET, PROPELLER, ETC. MODELS 15 one thing to another, as information filtered through to me. When I got my order for the models, the keel had not been laid, and though the plans had been approved, many details remained to be settled about the ship. For instance, it was at first intended that ‘Blue Bird” should only have one mast, but just about the time I finished the hulls, further plans came along, showing her with two masts. I was later furnished with an excellent set of blue prints b the builders, showing rearrangement of deck details, and even this was not conclusive, since when she was launched I found additional details had been added according to photographs published in the Yachting Press. These various changes, together with the time it took me to collect the necessary information, caused me to be far longer in building the models than I had anticipated, but it was none the less a very interesting job. Now for more details : — The deck was made from a piece of Hin. pine to allow for the camber. It was laid direct onto the top layer of the hull, which was cut straight across thwartships to the sheer line. Inside the bulwarks there is a waterway, and by the time the deck had been carved to the correct camber, the edge was just thin enough to give the step down to the waterways. The deck was bent to the correct curve of the sheer by two strong screws in the middle going right down into the bottom of the ship. It should be mentioned that this had been left thick on purpose, in order to take the turned columns on which the model was mounted. The deck was, of course, lined before being put into position, the lines being put in first with a scriber and gone over with a hard pencil, cut to a wedge-shaped point. The planking forward ran parallel, but aft followed the curve of the deckline. The planks were checked into the covering board, and at the ends where the planks were checked into the covering board, I cut them across with a tiny chisel. Amidships, where the planking of the side decks followed the deckline, I used a jenny caliper. Before starting to put the planking lines in, I carefully marked out the widths to scale. When I carved the deck to the camber, | left the part that fell inside the deckhouses its full thickness, which gave me a ledge to register against. (To be continued.) 16 ; MARINE 1 ‘ y RHE a TM ? 2 . R pe it – MODELS A = — – —. ae — [As the space available for Club News and Racing Reports 1s l:mited, Club Secretaries are requested to make their reports brief and to the point.—EpitoR, Marine MOobpgLs.]} NOTTINGHAM M.Y.C. The annual meeting of the club was held on Thursday, February 23, 1939, in the Adult Schoolrooms, Friar Lane, Nottingham. Though we are a small club in numbers, we are, one and all, enthusiasts, which enthusiasm must account for the very satisfactory cash balance the Hon. Treasurer was able to show in the balance sheet. The Acting Commodore (Mr. J. Lapsley), in his remarks, referred to the great loss sustained by the club in the removal to Cambridge of our late Commodore, Mr. P. M. MacColl. The various officials were heartily thanked for their services during the year. The lady members of the club were also thanked for their invaluable assistance on the occasion of the visit of a party of model yachtsmen from other districts. The following officers were elected: Commodore, Mr. J. Lapsley; Vice-Commodore, Mr. W. H. Close; Rear-Commodore, Mr. S. Northrop; Hon. Treasurer, Mr. G. E. Marrow; Hon. Secretary, Mr. J. W. Metcalf; Measurers, Messrs. J. S. McKeag and A. Gourlay. The new Hon. Secretary’s address 1s 17, Wordsworth ham. Road, West Y.M. 6-m. OWNERS’ Bridgford, Notting- ASSOCIATION, SURBITON Since our last report the Clerk of the Weather has been on his very best behaviour, and we have enjoyed a succession of week-ends that left nothing to be desired. Plenty of wind, and that right down the pond, or very nearly so, has been the’ rule, and though on one occasion it blew from the North-East with something of an edge to it, no one seemed to mind very much—at least, until the racing was over. Handicap events of a somewhat impromptu character have been the order of the day so far, and have been carried out in a somewhat light-hearted spirit—they are none the less enjoyable on that account—and most of the competitors have seized the opportunity to try out new ideas or gadgets with, as is not uncommon, varying success and sometimes unexpected right across in the course of a board. The first race of the season is for the ‘* Syrius ”’ Cup, due on February 26, so that a report of that must stand over until next month. We read with interest Admiral Turner’s notes on the cause of ‘* heavyweight ’’ models, and were pleased to observe that he endorsed our view, as expressed in the same issue, that their performance to weather in a light air was no whit inferior to that of the lightweight. In regard to the increased size of the class, however, we would hesitate to describe this as a defect or to ascribe it to a fault in the rule. One object at least in the formation of the class, we are assured on the very best authority, was to introduce a model of imposing appearance which would remove from the sport the stigma of ** child’s play ” under which it was at the time suffering badly. Who can deny that in this respect it has succeeded beyond the fondest dreams of its sponsors? In regard to displacement, it must be remembered that over a like period—say 15 years—-the 10-rater class has shown a very. similar increase. The A-class of that period ranged from 35 to 40 lb. and is nowadays 50 to 60 lb., i.e., an increase of 50 per cent. The 10-rater of 16 to 20 lb. is now around 24 to 30 lb., or even heavier—the champion weighs 35 lb.! The cause must, therefore, be sought in some factor which is common to both, and that is certainly not the quarter-beam length measurement. . Our own opinion is that the A-class rule is as nearly ideal as we are likely to achieve in an imperfect world. It is, significant that ‘* Cresset,’’ one of the oldest boats in commission, and ‘* Onaway II,”’ the only boat with a register number over 500, both appeared in the final eight at Gosport last year. If improvement is desired, let us strive to improve design within the rule rather than to amend the rule to achieve some preconceived idea of design. Better the devil we know than the devil we don’t know. results. The members who decided on a winter refit are now lamenting the many fine days of racing they have missed, thus helping to swell the ranks of the enthusiasts who maintain that model yachting should be classed among the winter sports and who wish to see some at least of the premier events held when the wind is likely to give of its best. ‘* Activia ’’ is again in commission, but has not yet found her last year’s form, while ‘* Rhapsody “’ is trying hard to rival Sir William Burton’s 12-m. ‘* Marina ’’ in the matter of broken gear. So far, she has accounted for two steel masts—one while actually under way—and a fore-sail, which ripped CALEDON. BRADFORD M.Y.C. The Bi-annual race for the Sydney Carter Cup took place on February, 26, four 6-m. yachts competing. The wind was squally and tricky in direction. The winner was ‘ Plover,’’ owned by Mr. F. C. Hirst (built and designed by Mr. W. J. Daniells) with 22 points out of a possible 24, followed by ‘‘ Kathleen ’? (Mr. A. Arnold) 10 points, and ‘‘ Blue Bird ’’ (Mr. S. J. Mitchell) and ‘‘ Greta *’ (Mr. J. P. Clapham) with 8 points each. O0.0.D.: Mr. H. Short, assisted by Mr. H. Chadwick. J. P. CLAPHAM. MARINE MODELS . 17 BLACKBURN & DISTRICT M.Y. & P.B.C. LONDON MODEL YACHT LEAGUE On March 3, 4 and 5 we held our first exhibition. From one point of view this was a real success. Over 1,000 people saw it, including 200 schoolboys, and the Press gave us several paragraphs and photographs. At least five new members have resulted, with possibilities of more later. We owe our grateful thanks to the work of the Secretary, Mr. Lister, and the Committee for the splendid way everything was arranged. In the yacht section samples were shown of the 30in., 36in. Restricted, M-class, 6m. and A-class boats. In the powerboat section, we had speedboats, liners, electric and steam, showcase models of several kinds. Included in the speedboats was Mr. Innes’ 15 c.c. ** Satellite III,’ which holds the record at 36 m.p.h. and has unofficially done 40.1 m.p.h., and another most interesting 15 c.c. flat twin of Mr. Innes’ own design which is supercharged by means of the two pistons going outwards at the same time and the use of a rotary valve. If Mr. Innes can get this engine in as perfect tune as “ Satellite III,’’ the 30 c.c. boats will have to look to their laurels. Saturday, March 18, will see the yachtsmen out again after showing their boats, and one or two new 36in. Restricted will probably be launched. With the formation of the new club at Bolton the prospects for the coming season are for us better than ever, and some enjoyable times should be before us. BACKSTAY. The First Round of the Stanton Cup series of races was held on Sunday, March 19, at Kingsmere, Wimbledon Common, the home water of the SouthWestern M.Y.C. The weather, apart from being rather colder than usual, was ideal for racing, the wind being sufficiently variable to make the sailing ULSTER M.Y.C. The 54th annual meeting of the Ulster M.Y.C. was held in the boathouse at Belfast Waterworks on Saturday, February 4, when Mr. R. H. Tregenna, Senr., presided over a large attendance. The reports of Secretary and Treasurer were read and adopted. These stated that the increased membership and building of yachts by new members was very gratifying. The Treasurer’s report showed the club to be in a very sound condition, even after much expenditure on fittings and furnishings for the boathouse. The Chairman, in the course of his remarks, complimented the officers and members on the part they had played in bringing the club back again to its former strength, and hoped the enthusiasm among the junior members, so obvious last In the coming season season, would continue. there would be a challenge from a new class, which he thought for design and performance would leave the old local classes far behind. The members decided on a motion to merge the local A-class and 5-ton class into one handicap class. The election of officers was as follows: President, Mr. J. Miskimmin; Chairman, Mr. R. H. Tregenna, Senr.; Vice-Chairman, Mr. C. Winders; Commodore, Mr. J. Tregenna; Assistant Commodore, Mr. William Boyd; Secretary, Mr. William R. Carson, 24, Oceanic Avenue, Belfast; Treasurer, Mr. J. Tregenna; Race Secretary, Mr. William Graham; Measurers, Messrs. J. Smyth, A. Stirling and G. M’Cleggar; Trustees, Messrs. A. Stirling and “H. Atkinson; Committee, Messrs. R. H. Tregenna, Junr., C. Vincent, E. Withers, W. Nelson, Senr., W. Adair, A. Thompson, H. Atkinson and H. Fears; Auditors, Messrs. W. Adair and C. Winders. Wm. R. CARSON. very interesting. Scoring was particularly close, and leaves the position very open. Scores were as follows : — M.Y.S.A.—42 (Mr. Harris 22, Mr. Normanton 20). South-Western M.Y.C.—32 (Mr. Sutherland 24, Mr. Smith 8). Fie M.Y.C.—32 (Mr. Yorston 22, Mr. Carter Forest Gate M.Y.C.—30 (Mr. Seabrook 22, Mr. Stock 8). 9) Clapham M.Y.C.—24 (Mr. Knight 16, Mr. Reason The race was well officered by the South-Western Club, and the club also provided a very good tea, cee put the finishing touch to a most enjoyable ay. THE FLEETWOOD M.Y. & P.B.C. _ The new season is hard upon us, and the boats in the newly painted club-house are springing planks in anticipation of the new season. We are looking forward to the summer and the libel actions which are sure to follow the sparkling reports we hope to send to our very patient Editor. (Perhaps he will know of an address or two in Bermuda where | might hide for a while.) We learn that Mr. Bailey’s new hull weighs half as much as mine, although the same size. That Mr. Wade has put on and rubbed off his new boat 107 coats of paint. That Captain (N.L.F.T.A.) Ingraham’s will now float, and is a beautiful piece of work, and that Jim and Bill Alexander, who last year won the Beasley and Topham Cups, will soon be trying out their 1939 job. I regret that in my last report I gave the title of Mr. Marsden’s dirge as ‘‘ Never Forgotten ’’— this should have been *‘ Almost Remembered.”’ R. S. CLAPHAM M.Y.C. On February 26 the race for the Unity Cup was held under ideal weather conditions. A moderate to fresh Westerly breeze, with frequent periods of sunshine, made the event a pleasant one for competitors and spectators alike. Of the latter we were favoured with a large and apparently interested crowd, and the present general popularity of amateur photography was evident by the large number of cameras in use. There were, if anything, more photographers than competitors. A new handicap system was being tried out for the first time, and this added to the interest of the event so far as competitors and officials were concerned. In practice the system worked out well, and except for one or two boats, which added to their heavy handicap penalty by sailing not so well as usual, the final scoring was very close. The winner was Mr. R. Burton, with ‘* Tess ‘’; his victory was well deserved, and was not unexpected in view of recent improvements in ‘the performance of this boat. It was a disappointment to all not to have the donor of the Cup, Mr. C. V. Hooper, present on this At the time of the race he had just occasion. undergone an operation to his right arm, but we 18 MARINE can now report for the benefit of his many friends in other clubs, that he is well on the way to recovery. The racing season proper began on March 5, with the first round of the Club 10-rater Championship (Cedars Cup). For this, we again had a fine day and a good breeze, this time strong enough to necessitate second, and, in some cases, third suits. The leaders of last year’s championship again took the lead, and contested very keenly the first four places. Fifteen entries had been received, but of these, two withdrew owing to illness. Thanks to the efficient work of the O.0.D., Mr. H. L’Estrange, the 13 heats and all resails were concluded well before dusk. Mr. H. L. Pragnell assisted as Starter, and his efforts helped to a great extent in the satisfactory conclusion of the race in so short a time. Mr. J. N. Grinyer assisted with the scoring, and, as is usual with Clapham M.Y.C. events, umpires were conveniently dispensed with. Final scores were: (1) ‘* Sieglinde ’’ (D. A. Macdonald) 47, (2) ‘* Regina’’ (D. Knight) 40, (3) ** Molly ’’ (N. D. Hatfield) 38, (4) ** Onaway ”’ H. Chandler), ‘* Dainty Lady ’’ (F. H. Fitzjohn) 3. The race aroused a point of discussion, which we feel we might bring to the notice of readers for consideration, particularly as the M.Y.A. Sailing Rules are under revision. We refer to the case of a collision soon after the start, caused by a boat running right off its course through hopelessly incorrect trim, and fouling its opponent (whose trim might be perfect for the prevailing wind). The result is that the offender has a free try, as the rule awards him a resail. If he fails a second time, he has another free try, and will also gain additional advantage if he is in the weather berth, as the starter will increase the spacing. If he gets his trim right on the third attempt, he is well away. His opponent has_ had to be correctly trimmed on three successive occasions to be even on level terms with him, and even then has to give away the extra advantage accorded his rival by the increased spacing. Obviously, if the offender had not collided with his opponent, he would certainly have lost the MODELS club would like to see similar interest taken by secondary schools who run handicraft classes, but we have not been able to make any impression as yet in this direction. Apparently model yachting and similar pursuits are discouraged by secondary schools as they detract from the organised games in which boys must nowadays take part. On the other hand, sports such as fighting and football appeal so easily to the elementary schoolboy that he needs no encouragement or compulsion here, and the authorities are pleased to see him at times diverted into quieter and more thoughtful pursuits. However, the Clapham club has always welcomed as members, pupils and past pupils of local secondary schools, and many of our keenest members have been ‘‘ Recruited ** soon after leaving school. It does, however, seem a pity that boys whose natural inclinations make them interested in the sport are officially discouraged from taking it up, while encouragement and assistance are freely given to lads who are unlikely to be able to take up the sport seriously and on whom both encouragement and assistance are to some extent wasted. Tail-piece: We are interested to hear of the Fleetwood member who builds boats backwards, for we have a member with still more eccentric methods —he first christens the boat, then registers the name and number, and then thinks about designing and building it. NuAcC, Model Yachting Association FORTHCOMING FIXTURES APRIL 8th— “MM” Class Championship, ROUND POND, KENSINGTON, 11 a.m. race; should he not therefore be liable to disquali- fication for a collision due entirely to his own bad judgment? A rule to provide this might prove to be impossible to apply in practice, but there are times when it seems to be advisable. Possibly some readers can suggest a simple solution. On March 6 the Clapham Club arranged a show of models and films on model yachting at the L.C.C, Junior Institute, Stockwell. Mr. W. Jf. Daniels and Mr. G. Colman Green kindly came along and gave an audience of some 30 lads an idea of the sport as it is to-day, and also some hints on building models of all types. Films were loaned by Dr. Ratcliffe, and by Messrs. F. C. Hirst and W. B. Waddington, to whom we acknowledge with pleasure our appreciation of their kind cooperation. It is hoped that the L.C.C. will next winter have a section formed at one or more institutes for the purpose of model yacht building. Meanwhile interest has been aroused, and it is proposed to have films on the subject produced for the L.C.C. film library in County Hall for exhibition to all schools and institutes. The Clapham MAY 13th and 14th— 36-in. Restricted Class Championship, commencing 11 a.m. on the 13th May, BRADFORD. MAY 27th, 28th and 29th— 10-Rater Championship, commencing 3 p.m. on the 27th May, EASTBOURNE. Entries for the above events should be sent to me 14 days prior to the opening day. 157, Burges Road, East Ham, E.6. John H. Yorston, Hon. Secretary. MARINE MODELS 19 SCOTTISH M.Y.A. REPORT of the activities of the Scottish M.Y.A. for 1938 without reference to the Empire Exhibition, Scotland, 1938, would be incomplete. Undoubtedly this was one of the outstanding features of the Association’s work. The stand was granted free after about two years’ negotiation with the Glasgow Corporation Parks Department, in the first case, and latterly with the Exhibition authorities. The site was in the Palace of Engineering, and one or more representatives of the Association were almost constantly in attendance. Thousands of interviews took place with visitors of all nationalities and from all parts of the world, It is believed that more good will accrue to model yachting from the publicity obtained at the Exhibition than could be hoped for from years of sailing in public places. A total of about £20 was handled, and a net surplus of 19s. 11d. remains after all charges have been met, except the freight back to her home port on the Welsh Exhibit, which is being retained in Glasgow meantime, at the owner’s request. Exhibits from England, Ireland, Scotland and Wales, as well as from Canada, India and China (Hong Kong) conveyed to the public and to model yachtsmen an indication of the types of boats favoured in other parts of the world. The Secretary would like to record his warmest thanks to Messrs. Morris & Leggat for their untiring efforts to make the stand a success. although the names of Messrs. Scott, McMillan, McKenzie, Ross, McLure and Ritchie should be mentioned. Others, too numerous to name, also gave yeoman service. Arising from the event of the Empire Exhibition, the M.Y.A. granted the right for Scotland to hold the 6-m. British National Championship for 1938, and against a fleet of 15 other competitors, Mr. John A. Stewart, of West of Scotland Club, won the event with his ‘‘ Clutha.’’ There were four English boats and one Canadian in the race. Scotland was privileged to see two model yachtsmen from overseas handling their 6-m. (14in.= lft.) in Scottish waters in 1938. These were Mr. Sam King, of Toronto, and Mr. John Black, of Boston, U.S.A. The Scottish Secretary arranged for a broadcast from Glasgow Studio by Mr. John Black, and on August 4 this gentleman gave his impressions of model yachting and the Glasgow Exhibition, Scotland, 1938. The Scottish Secretary made a very determined effort to get the Glasgow Corporation to convert the Timber Basin at Firhill on the Forth and Clyde Canal, near Maryhill, into a model yacht pond. An outcry had been raised in the public Press on ac- count of the high mortality among children when playing on the logs in the Timber Basin, but the proposal that the Glasgow Corporation should pur- chase the Timber Basin was abandoned. The services of Scottish Association officials were called on to conduct outside events cn four occasions, viz., the 6-m. British National Championship, an M.Y.A. event, and for the Harry Kemp Shield, the Robertson Cup, and the Golfhill Shield, while the Scottish Association Registrar, Mr. Thos. Porter, was asked to visit the Inverleith Ciub to measure boats and to instruct them on this subject. Only one boat from Scotland appeared at an event outside of Scotland this year, which was when Mr. Peter Buchan, of Aberdeen and Scottish A-class Clubs, competed at Gosport. The Scottish Secretary was consulted by a South African Club, when he was able to recommend to the Transvaal where deck fittings, rigging, sails and generally fitting-out gear could be obtained. Unfortunately, intimation was received during 1938 that the Perth M.Y.C. was defunct. Expressions of regret were passed at the last general meeting of the Association in connection with this, but it is gratifying to learn that Port Glasgow Club has, pheenix-like, been resuscitated and are now active members of the Scottish Association. The right to use the excellent sheet of water known as Lochend for model yachting was withdrawn at the beginning of 1938 season, but a new pond which is being made at Knightswood, if allowed to remain free from trees and bushes, should prove a boon to model yachtsmen in the West End of Glasgow. In May, 1938, model yachting received a severe blow by the death of Col. Ian Dennistoun, Hon. President of the Scottish M.Y.A. SCOTTISH FIXTURES—1939 SEASON The following dates have been arranged for the Scottish Fixtures, 1939:— April 22.—Lewis Cup for A-class at Victoria Park, Whiteinch, Glasgow. (West of Scotland Club.) May 6.—Regatta for 12 metres at Victoria Park, Whiteinch, Glasgow. (Victoria Club.) 13.—Intershire 6-m. Regatta at Barshaw Park, Paisley. +, 27.—Regatta for 6-m. at Elder Park, Govan, Glasgow. (Fairfield Club.) June 3.—Walker Cup for 12-m. at Kay Park, Kilmarnock. (Confined to clubs in Ayrshire.) », ,, 10.—Intershire Championship for 6-m. and 12-m. at Knowdenknowes, Greenock. », 10.—Regatta for 6-m. at Victoria Park, White’ inch, Glasgow. (Miniature Club.) », July .. ». »» 24.—Regatta for 6-m. at Barshaw Park, Paisley. (Paisley Club.) 1.—Scottish Championship A-class at Knowdenknowes, Greenock. 22.—Regatta Greenock. 6m. for at (Greenock Club.) 24/29.—British wood for A-class. Knowdenknowes, : at Eliminating Trials Fleet- 31.—Start of World’s Championship for A- class. Aug. 12.—Harry Kemp Shield for 6-m. at Saltcoats. .. ., (Saltcoats Club.) ; ; 19.—British National 12-m. Championship at —26.—Scottish Championship 12-m. at Victoria Gourock—M.Y.A. Park, Whiteinch, Glasgow. Sept. 2.—Regatta for 6-m. at Victoria Park, White- ., ., ., inch, Glasgow. (Victoria Club.) 9.—Scottish Championship for 6-m. at Vic- toria Park, Whiteinch, Glasgow. 16.—Intershire 12-m. Regatta at Barshaw Park, Paisley. ; 23.—British National 6-m. Championship at Fleetwood—M.Y.A. Note.—British National 6-m. and 12-m. Cham- pionship dates reversed. a a 20 MARINE MODELS RACING TRIM By D. A. MACDONALD E have had from the pen of an ex- Vf perienced model yachtsman a valu- able contribution to this Journal propounding the theory that the present system of tournament racing has an undesirable influence on model yacht design in that it encourages the production of craft of high displacement and small sail area, no consideration being given to performance in light airs. We have also had from Admiral Turner ample illustration that high displacement and low sail area does not necessarily result in failure to perform in light winds. Finally, we have on this subject a note from “ Caledon,” of the Y.M.6-m.O.A., that the craft most likely to hold up racing in a light wind are those whose owners are in the habit of sailing in reaching winds, with the mast well forward of where it ought to be. All this indicates that we have in our model yacht clubs quite a number of boats which do not sail properly in light winds, and which none the less often do well in racing, as they are sometimes at an advantage over a boat of normal behaviour. “* Anon.” quite rightly wants them discouraged, and blames the system of racing for encouraging them. His statement that they are the result of design being concentrated in heavy-weather work is discounted by Admiral Turner, whose contention that a bad boat may be of any size, displacement, or sail area, appears to be supported indirectly by “Caledon.” The latter’s explanation, namely, that incorrect trim or balance accounts for wayward behaviour, appears to hit the nail on the head. Why does this sort of craft thrive? One would think that after attempting to race once or twice when a light wind was blowing straight down the pond, the owners would be sufficiently dissatisfied to want to put the boats right, or, if the fault was inherent, to change to a better boat. The fact is that these boats often give a better all-round performance in their unbalanced state, and there is therefore no need for their owners to alter the state of affairs. The reason for this will be apparent when we consider the nature of many of our model yachting ponds and the conditions under which many of our races are held. On how many ponds can we rely on a true wind straight down the course? Generally it is split up by trees and other obstructions, and we have calm patches and other difficulties to combat. This is particularly so with London ponds, and in London 10-rater racing the secret of success is to “ keep moving.” So if we have our sailplans set too far forward, our boats are off balance, and we are all right. Should we run into a calm patch, or get under the weather bank by trimming too close, we shall promptly run off and sag right out of the calm patch into the wind, and then we are on our way again. Or :f we meet a heading puff, which trickles playfully round the bole of a tree, or is set up by some passing tramcar, we do not stand still and shake our jib in annoyance, but promptly pay off to it and use up all that puff of wind while it lasts, In this way we pursue an escalloped course through the pond, and our luckless (or less wise) opponent, who has his craft carefully tuned for windward work, is left either becalmed or in irons by the first flaw in the wind. Naturally, we come ashore often, so we have plenty of opportunity for putting the boat back on its course if we are headed too far off it: our ponds are small, so we never wander too far before coming ashore. As the sailing rules allow us to keep way on a boat tacking to windward, we can, with the aid of rudder guy or vane steering gear, manipulate a course to windward where we cannot sail one by repeated turning off from the bank. Guying in a light breeze (or no breeze at all) is possible with the vane gear, and a boat hopelessly out of balance, but fitted with this contrivance, will guy more promptly and with less loss of speed than a correctly balanced craft with a simple guy. It will be found that the chief characteristics of boats successful under these conditions are small fin areas for easy manoeuvring, high sailplans, and a vane gear “ at the ready ” for use either with, or instead of the Braine gear. Such a craft, if trimmed to sail “a mile off the wind” will da well under usual London sailing conditions. So long as a large proportion of our racing is carried out under the conditions prevailing on our inland ponds, we shall still have every encouragement to sail ‘ off-winded” boats. A change in boats would be dictated by a change in Cer ee MARINE general sailing conditions, resulting from the construction of new and more suitable ponds, and the improvement on a large scale of all existing ones. This, at the present stage in the growth of the sport, is unlikely to come about, and we can only hope that we live to see the day when our cherished open trophies will be raced for under the ideal conditions which would indicate which boats were right and which were wrong. Until such time arrives, we must accept with a good grace all the hardships and uncertainties which attend our racing, and each one decide for himself whether to have a boat accurately balanced and tuned, which will rarely win a race, or one of the “ others,” which will work wonders when conditions suit it. There is, however, one ray of hope for the conscientious enthusiast who aspires to the best in design and construction. The rating rules allow us up to one inch of movement in mast position. By arranging to take all possible advantage of this, a boat can be made sufficiently close-winded or off-winded to deal on level terms with most of her permanently unbalanced rivals. Further, if a vane gear will help an unbalanced boat to go to windward, it should help a good boat to do still better. Many owners of boats perfectly tuned for windward work scorn to use this gear, as they proudly claim to sail and guy in the lightest air without its help. Yet they lose windward boards under these conditions to craft which, without the vane, could not get up the pond at all. It is a case of stooping to conquer, and in the case of two boats sailing under vane gear, there is little doubt that the better balanced craft has the best chance. MODELS 21 affliction falls on us by depriving us of what would be useful ‘* matter.’’ Very natural, too! Anyway, we have only the following two additional descriptions of well-known craft to offer this month. Both of them are of great interest, and we are much indebted to the owners for the information appended : — ** Red Rose.’’—Model Yachtsman, August, 1930, ‘* Boojum *’ design, modified later to Fin and Skeg. Owners and builders, Wright Bros., Fleetwood. L.O. 54.3; L.W.L. 37.55; Measured Length 40.925; Freeboard 3.6; Displacement 22.62; S.A. 1,183; Rating 32.73. Owners’ comments: In each race the ‘* Red Rose ”’ has sailed in, the winds have been strong, and very strong, but she has shown herself to be good, as the results show. We have not had the opportunity to try out with the best of the ‘* sixes ’’ in light weather, as this class are very scarce in our district, but we are quite confident that she would put up a good show. The handling of the ‘* Red Rose ’’ is quite a pleasure either in light winds or foul, to windward and to leeward, and even under the very worst conditions, with or without spinnaker, she will run equally as steady as an A-class. ** Adapta.’-—This is probably the most extraordinary example of the 6-m. class in existence, and if we may be allowed to say so, without any shadow of intention to decry the merit of the model herself, she is a standard proof of our contention that more depends on the skipper than anything else whatever, always provided the model is of a fair average design and not radi- cally wrong in some respect. The handlers of ‘* Adapta ’’ (father and son) know their model to the last decimal fraction, exactly what she can and will do, under any and every condition of wind and weather, and it is mainly due to their skilful handling that we ascribe her outstanding success. Designed and built about 1920 by Donald Young to the 1920 12-m. rule. Converted to the 6-m. class early in 1929 by T. Porter. L.W.L. 40in.; Displacement 24 1b; S.A. 1,000 sq. in. Owners’ comments: Winner Scottish Championship, 1929, extra strong wind. Robertson Cup, 1930, medium breeze; 1931, light to moderate. Scottish Championship, 1931, very light wind. Semi-Jubilee Regatta, S.M.Y.A., 1933, strong wind. Golfhill Shield, 1937, light breeze; 1938, poor and variable. Robertson Cup, 1938, very light breeze. ‘* Adapta ’’ was laid up from 19331936 inclusive and took no part in any of the racing for the open events, except for the SemiJubilee Regatta. The above list only takes cognizance of successes in open events and important races. OUR SCOTTISH PAGE (Concluded from page 8.) By the way, we inadvertently excluded the Scottish Championship, 1936, from the record of ‘* Clutha ’’ in last month’s report, and have been is to be continued for the A-class. Thereafter there is a constant succession of regattas and other important races until the end of September. We clothed in sackcloth and ashes ever since. May 13 or 20, and hope to have further details for inclusion in our next issue. awa’ to our couch. Shall we manage to escape and occupy our bunk without protest and in peace? And an echo in the silence echoes—maybe. Bon sotr! hear that Port Bannatyne has fixed up an interclub race with the new Sandbank Club for either Owners of the prominent 6-m. class models are apparently afflicted with a modesty complex. We use the word “ afflicted ’’ designedly, as _ the And now the witching hour of midnight is long past, the radio has gone to roost, leaving the world to quietness and to sleep, even ‘‘ checks “’ cease to annoy, and we must creep, and we mean creep, SCOTICUS. 22 MARINE MODELS AMERICAN NEWS By C. O. BROOK > IS said that ‘* no news is good news.’’ Maybe, but personally I doubt it. Secretaries kindly note. Isolation of clubs is not good for the sport. The National Sportsman’s Show, held in New York City, went over fine, so far as model yachting is concerned. There were 72 M-class and two A-class models on display and their attraction can be attested to by three things—the great number of visitors who stopped to seek information; a new club formed because of it (the Empire M.Y.C., to sail in Central Park Lake, N.Y. City), and the fact that the Show Committee donated $50 in cash to the sport with which to purchase prizes for both the A-class and the M-class. Tex Foster, who spent 10 whole days at the Show, “‘ selling ’’ model yachting, has formed a Long Island League of five clubs to stage races. This makes three Leagues in the Eastern Division —the Metropolitan, the League surrounding Boston, Massachusetts, and the Long Island League. Sounds like the League of Nations—or sumpin. Guess we need more ‘* Tex’s ’’ hereabouts. From Detroit, Michigan, comes word that they have an all-boys club, known as the Belle Isle M.Y.C. Mr. A. J. Fisher tells me that these youngsters sail the 36in. Restricted class until they reach the age of 18, when they must take up the M-class or A-class. Fifteen boys participated in weekly races, and, as a mark of their earnestness in taking up the sport, on one of the Sundays a heavy rain set in. A. J. was Chairman of the Committee, and decided it was a good day to stay home, but said he would walk over to the pond to see if any of the boys had come down—and there, lined up and waiting to race, were 16 boys, wet to the skin but anxious to race, and race they did until all the heats were completed, even insisting on completing resails and sail-offs for first and second places. That, I think you will agree, is sportsmanship. The Tre-Pol-Pen M.Y.C. are giving the boys a fine trophy to race for, and to show their appreciation for the assistance rendered them by the Greater Detroit M.Y.A., these boys purchased a fine trophy and presented it to the Association. This trophy will be given to the winner of an Inter-Club race at which the boys will be the officers —selecting from among themselves an O.O.D., Starters, Judges and Score-keepers, as well as a It is to such Racing Committee for the event. youngsters as these that we oldsters can safely pass on the traditions of the sport, and know they are in good hands. My hat is off to each and every one of them. As I write this (the first week in March) we are still hemmed in with ice. But each day someone renders the report that the ice on the lake is ** still thick,’’ ‘* it’s getting softer,’’ ‘* it looks like going fast ’’—and so we have our craft cleaned and ready for the coming season. Numerous new gadgets and sailplans—more new models than we could have hoped for even in our wild imagination. From North Adams, Massachusetts, comes word that Mr. F. T. Bradbury, 17, Jackson Street, is Any readers working hard to organise a club. living near that city might drop in and lend a hand. F. T. has a 6m. model, of which he is justly proud, and I’m sure he will follow along with both the M-class and A-class, as well as the X-class, if he can secure any co-operation. They have some fine ponds and lakes down that way I hope to find time to run over and visit with him before this article goes to press. So the sport goes on, and in spite of silent, non-writing secretaries. Dear old ‘*Scoticus’’—we of a kindred mind regarding the 6’s, the thinning growth on the pate, the ladies in large numbers, the desire to hide our weakness from the good spouse, and the readiness to admit the need of changing our minds—a privilege, until lately, extended to the fair damsels. Now all we need is to seal ourselves to secrecy of our weaknesses over a thimble of *‘ dew’ or a cup o’ tea. That, when you come to Boston—and surely the event will be more than half spoiled without the presence of ‘‘ Scoticus ’”—so come, won’t you? And, heeding ye Editor’s ** warning ’’ about brevity and early mailing for the closing of the fiscal year, I must abide by the dictates of good sportsmanship and say, That’s that, until next issue. Only a brief word has come to me about the Eastern Division meeting held in New York City, February 25. One thing was that the new proposed X-class was not accepted. This will be a disappointment to some and a “ hurrah ”’ for others. Oh, well! one man’s loss is another man’s gain, so we who have built X-class boats will put them on the “ shelf ’’ until some other new class comes along, unless Charles Farley makes good on his challenge. We hear, too, that there is a move on foot for Mr. Greely, of the Washington M.Y.C., as the next President of the M.Y.R.A.A., and Dr. North, of the Montclair M.Y.C., for office in either the M.Y.R.A.A. or the Eastern Division. Well, knowing them both personally, I’d say they were both fine material for the sport: calm, level-headed and sincere, diplomatic and human, ready to serve and willing to give all their strength to the growth of the sport. We could not well ask for finer qualities in any leadership; and both know model yachting from the bottom on up. Just got word from Mr. L. E. Anderson, 411 1/3, Harrison Street, Davenport, Iowa. He wants to know about the classes sailed; where he can secure blue prints, fittings and rating rules, as well as skiff and pond sailing rules, etc. I have answered in part; readers who wish to help can do so. ‘** Andy ”’ is forming a club in the Sea Scouts, and will endeavour to get the sport introduced in the schools there. Officers, merchants, publishers, etc., note and write to ‘‘ Andy.’’ They build 30in. boats now and sail on a river, but they want “‘in’’ on the bigger boats and the Associations. P.S.—We frequently find articles and plans in magazines not giving space to the sport. This, we think, is unfair to magazine owners and readers alike. Give your data to a magazine devoted to your interests, and not to publications that do not reach the model yachtsman except by accident. Nuf Sed?—-C.O.B. MARINE A SYSTEM MODELS OF HANDICAPPING IN 23 NEWS FROM EIRE MODEL YACHT CLUBS (Concluded from page 7.) Boats in Race 4 5 6 VE 8 9 10 11 12 YACHTING ser. 1s 2-5-3, 4 5 6 7 $8 9 Vimiveles? seine 3s Ot. 24 3 4 5s 4 5° 6 4 6 7 5 F FOr 6 § 10. 8 9 11 9-10 12 10 12 14 Ii1 13 16 512 Hye 14 16 19: 14 16 18 20) 2 0 1 3 O° 2° 0 2 0 2 OF 2 OS 4 3 4 4 5: 5 TABLE “B” 5 6 7 7 8 6 7 8 9 10: 1 7 9 10 12 13 16 18 20 22 2 (Scoring 2 and 2). Handicap of Yacht. Boats in Race 4 5 6 7 8 9 10 1] 12 Ser. el OOP e233 Pe 4 2 5 2 O SF 27 2°3 Qe. 2) 3) A Oa 2 4 5 OF 21.3.4: 6) O6.2 3 S&S 6 G2 4 6 7 0 2 4 6 8 Gory 4 7° 9F 3) 8 4 9 eee 4 5 2A pe 7 DG 8 e829 256 — Ase 10). 1 Z£e SoMO= Th -13 8 10 The i 4 9 I113:14. °16 10 12 14 16 18 It i i> 18 20 It is important in any handicap system based on form that the handicaps allotted should be adjusted from time to time according to performances. It is a simple matter to keep a club list and after each race to enter against the names of yachts 17/35, 20/35, etc. A convenient time to adjust a yacht’s handicap is after it has sailed six races after the last assessment. Should a yacht which previously required, say, 30°, be found to require 40°,, as a result of its last six races, it is recommended that the new handicap to be allotted should be the equivalent of 35%, 1.e., half-way between 30°, and 40°. The reason for this is two- fold. First, 35° is a better average if the whole of the past performances are taken into consideration, and, secondly, it makes the change of handicap a more gradual process. However, this is a detail which need not necessarily be adopted. In conclusion, it might be said that the system is very simple to operate in practice ——although it seems complicated on paper— and it has proved to be extremely successful in what it is intended to do, i.e., to stimulate interest by giving everyone a fair chance of pulling off a win. FROM CORK “tr But not the raining of death missiles from the air or the thunderous roar of the guns; just the keen combating of nautical skill in the model yachting championships at the Lough, Cork. The eagerly awaited ultimatum was punctually delivered on March 1, and, after intensive preparations, hostilities began on March 5, when the alert skippers of ‘‘ 25-inchers ‘’ trained their guns on each other in the battle for premier honours. Our championships are being conducted in rotation, ensuring a delightful variety of classes. The mighty flotilla of 25in. yachts entered the field first, and with a spectacular display captivated the neutral. Three sharing the lead with 13 points each, with two twelve ‘‘ merchants ’’ stepping on their heels, is sufficient illustration of the close racing. 6 TIT-BITS W TABLE “ A” (Scoring 3 and 2), Handicap of Yacht. One round remains to be sailed by the 18 contestants, and the present leaders are: ‘‘Fastnet’’ (J. Kennifick), ‘‘ Lady Bird ’’ (S. Lake), ‘* Vesta ”’ (IT. McCarthy), 13 points each; ‘* Flora ’’ (E. Fitzgibbon), *‘ Ricardo ’’ (J. Burke), 12 points each. Universally regarded as the bogey class, the 30in. yachts added another black page to their tragic annals. Already at the Lough, this class fruitlessly endeavoured to complete their Silver Cup competition after 10 consecutive Sundays, incurring the enforced postponement until a later convenient date. An indescribably erratic light wind prevailed, and, after three hours of incessant manipulation, only a few heats were completed. ‘* Mino’’ and “‘ Flying Cloud,’’ leaders in the Cup competition, were not in the limelight, and by rigid adherence to the course, *‘ Tweedie ’’ (W. J. O’Mahony) attained the lead after an unbeaten display. And the reason of the ‘* hoodoo ’’? Sherlock, get busy! A solution is demanded, particularly after their recent disbandment as a class in England. They are a “ tidy ’’ boat to handle and ideal for conveyance, so why the aversion? So swiftly are new yachts appearing on the Lough that 13 additions to last month’s register are already noted. We expect to see harassed officials turn grey under the continual strain of instructing, correcting and demonstrating to their eager skippers. On second thoughts, I repudiate this prediction: most of them are already grey! Speaking of additions reminds me of the 6-m. and the Robertson Cup. As regards the Cork Model Yacht Ciub, the Editor is correct in assum- ing that the pronounced difficulty is the provision of funds. To undertake such an enterprise at this early stage in its progress might be disastrous to Individual entries are not out of the its future. question as Irish enthusiasts have already travelled as such. Then, perhaps, the Ulster M.Y.C. might finance a challenger, though little is heard of their activities. After detailing Place me among the prophets! the spread of MARINE MopbgLs here last month and advising the Editor to ‘** book ’’ for the Riviera, I find that he is gone to Bermuda! I grossly under- estimated the position! Boy, get me a bigger hat! SEAN MCSUuIBINE. 24 MARINE MODELS NELSON GARDENS MY. CLUB (GREAT YARMOUTH) * ADAMS ”’? OPEN 36in. CLASS CHALLENGE CUP Editorial and Publishing Offices : 52, FETTER LANE, LONDON, E.C.4. Telephone: The race for the above trophy will be held at Central 9914. Nelson Gardens Lake, Gt. Yarmouth, on Sunday, June 4th, commencing at 11 a.m. Entries, together with fee 2/-, to be sent not later than May 3lst to the Secretary, P. G. R. Bird, Middleton Arms, Middleton Road, Gorleston-on- SUBSCRIPTION Sea, Norfolk. 10-RATER “ Valkyrie,’’ Hugo design; winner of many events. 4 suits of sails; 2 masts; mahogany planking; chromium fittings; good order. B. Taylor, 16, ‘Hallowell Avenue, Beddington, Croydon, Surrey. 6-METRE racing yacht for sale; Littlejohn design ‘‘ Debutante,”’ in first-class condition. Particulars and price :—Write Marrow, 8, Bernard Street, Carrington, Nottingham. MARINE MODELS HANDBOOKS How TO BUILD A MODEL YACHT By W. J. DANIELS & H. B. TUCKER (with full-size Construction Plans for 30-in, Class Model) Useful to Builders of any size model How To BuiLd A MoDEL STEAMER By J. VINES 6d.; (with 4 large scale Designs) Price: 2s. 6d. each, postage 4d. extra. HOW TO SAIL YOUR MODEL YACHT to Price: the Young 4d., postage Terms on MODELS The Editor does not undertake to publish all matter received. Where a nom-de-plume is used, correct name and address of sender must be enclosed. The Editor does not undertake responsibility for photographs, plans, or articles submitted, but every care will be taken to ensure their safety, and we will endeavour to return same if postage is enclosed. TECHNICAL ENQUIRY BUREAU Queries involving technical matters will be re- ferred to the experts in charge of various departments of this Magazine. Long technical replies cannot be given unless a fee of 2s. 6d. is sent. Enquiries necessitating an answer by post cannot receive attention unless accompanied addressed envelope for reply. by stamped ADVERTISEMENTS Terms on application. Special Announcements of Regattas, ete. rates for Club SMALL PREPAID ADVERTISEMENTS Private advertisements for our For Sale and Wanted Column charged Id. per word. Minimum 2s. Box numbers, c/o MARINE MODELS, can be used if desired at an extra fee of 6d. Advertisements must be received at our Offices not later than the 16th of month prior to publication. Full of information for Novice and Expert MARINE 8s. EDITORIAL FOR SALE Trade Overseas, Contributions, Correspondence and Club News for publication must reach our Offices not later than the 16th of month previous to publication. **A’? CLASS YACHT. Designed and built by Alexander & Son, Preston. Chromium fittings; Alexalite metal mast and spars; jib and mainsail control; Braine steering; beautiful model; registered M.Y.A. £8 or near offer. 1, Vernon Road, Bridlington, Yorks. (Hints RATES Inland, 7s. 6d. per annum; U.S.A. and Canada, $2. OFFER TO CLUB COMMITTEES We offer to provide Club Secretaries with 1,000 sheets of good quality quarto notepaper, printed with the club’s heading in one colour, for 14s., or 500 sheets for 10s., providing we may add one line of type at the foot advertising MARINE MODELS. Novice) 4d. Application PUBLICATIONS LTD. 52, FETTER LANE, LONDON, E.C.4. Published by the Proprietors, Marine Mopets Pustications, Ltp., at 52, Fetter Lane, London, E.C.4 Printed by C, Arthur Sanders, 27, Portugal Street, London, W.C. BLUE PRINTS OF DESIGNS MODEL YACHTS ‘ SHIP MODELS, ETC. A-CLASS. Half-size with full-size Mounts Bay (Penzance) Lugger. Body Plan, 15/-. “ Jill,”* A. W. Littlejohn. Body Plan, 20/-. Half-size with full-size East 6-METRES. 6‘ Lavinia,’’* H. B. Tucker. \ “ Debutante,”* A. W. Little‘ohn. “ Joyce,”+ Half-size with Cunard S.S. “Britannia’’ (1840), drawn by H. B. Tucker. Hull lines, general details and Rigging plan (#in. scale). Two sheets 10 /6 post free. eo Ny Four Masted Barque “ Buteshire ” (1888), drawn by G. W. Munro. Profile, lines and deck plan, 7s. 6d. Rigging and Sail plan, 7/6. The two sheets, 12/6 post free. 10-RATER. “Beroe,’* H. B. Tucker. ‘* Evadne,”* H. B. Tucker. Body Plan, 15/-. “ Daffodil,”* W. J. Daniels. Full-size, 21/-. W. J. Daniels. Full-size, 15/-. “* Stella,’’* (Sharpie) Marine MOVELS MARBLEHEAD 50—800. “ Pocahontas,”* W. J. Daniel s.$i ll-size, “ Kittiwake,* A. W. Littlejohn. rs 36in. RESTRICTED ‘‘ Eudora,”* H.B. Tucker. 20 I Volumes I—V were published under the title of ““ The Model Yachtsman.” CLASS. : | “‘Myosotis,””* W. J. Daniels. f tees Ha Binding Cases. 24in. L.O.A, * Fin-and-skeg. t Full Keel. Price 2/- post free. Binding, Vols. I, Il, Ill, 1V, V, VJ, VII, VII, IX, X or XI (including case), 6/- post free. Back Numbers. Etc. “ Brunhilde,” Sea-going Diesel Yacht, 40 in. long, Fullsize plans, 8/6. Vol. J, Nos. 1 and 2, 1/1; Nos. 4 and 5, 2/6; No. 6, 1/7; No. 8, 3/-; No. 9, 2/6; Nos. 11 and 12, 1/7. Vol. Hl, No. 1, 2/6; Nos. 2—5, 1/1; 1/1. No. 7, 1/1; Nos. 8 and 9, 1/7; Nos. 10—12, Vol.-TIl, No: 1,.2/6:; No. 3, 2/63 No. 4, Sie: Nos. 5 and 6, 2/6; No. 7, 1/7; No. 8, 2/6; No. 9, 1 3/-; No. 12, 7/6. Vol. IV, ‘Nos. 1—4, 2/6; No. 5 7/6; Nos. 6 and 7, PAD. No. 8, 3/-; No. 9, 2/1; nl Cargo Steamer, 48 in. long, Half-size 1/7; No. 5, 3/-; ‘No. 6, 7/6; Nos. 7—9, 1/7; No. 10, of Rutland,” Cross-Channel metre long, Full-size plans, 6/6. Rae Binding Cases Vols. IV, V, VI, VII, VIII, IX, X and XI. Bound Volumes. Vols. IV and V, 37/6; Vols. VI, VII, VIII, IX, X and XI, 12/6, post free. We can occasionally supply copies of earlier Volumes. Prices on application. Full-size, 5/6. WORKING MODEL STEAMERS, “Maid Vols. I, II or III complete with Title Page and Index. 30in. RESTRICTED CLASS. “Jenny Wren,””* A. W. Littlejohn. Full-size, 8/6. “ Tomtit,”’+ A. W. Littlejohn. Indiaman, drawn by G. W. Munro. Hull lines and general details (jin. scale). Rigging and Sail pan (fin. scale). The two sheets. 17/6 post fr Body Plan, 15/-. full-size Reg. W. Lance. Plans of typical boat, taken from authentic Builder’s Half-Model. Scale lin. = 1ft. , 6/6 post free. Chloris,”* H. B. Tucker. Steamer, “ Coronet,” es Excursion Steamer, 60 in. long, Half-size plans, 8/6. “ Boadicea,” Sea-going Tug, 60 in. long, Half-size plans, 8/6. «“ Awatea,” N.Z. Shipping Co. Liner, working model, 68 in. long, Full-size Plans, 21/-. Nos. 10 and 11, 1/7; No. 12, 2/6. Vol. V, Nos. 1—4, 7/6; No. 11, 1/7; No. 12, 1)1. Vol. VI, No. 1 -7dss No. 2, 2/1; Nos. a 7d. ; No. 6, 2/1; Nos. 112, 7d. Vol. VII, Nos. 1—5, 7d.; No. 6, 1/7; No 7, 2/1; Nos. 8—12, 7d. Vol. VIII, No. 1, 7d.; No. 2, 1/7: Nos. 3—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—12, 7d. Vol. XI, Nos. 1—5, 7d.; No. 6, 1/7; Nos. 7—12, 7d. All post free. Other numbers out of print. ALL DESIGNS POST FREE. No returns can be taken more than seven weeks from date of issue. W. H. BAUER, MODEL YACHT FIT-OUT AND REPAIR SERVICE SPARS, SAILS, FITTINGS and ACCESSORIES For To order only. all Classes. DECORATIVE, WATER LINE, SHIP MODELS AND HALF MODELS BUILT AND RESTORED. Workshops BUS – – SERVICES: 512, KING’S ROAD, CHELSEA, LONDON, S.W.10 11, 22, NEAREST STATION: 31. EARL’S COURT WORLD CHAMPIONSHIP WON WITH SAILS MADE THE OF X.IL. ‘ENDEAVOUR’ SATLCLOTRH YACHT WATERPROOF : UNSTRETCHABLE UNSHRINKABLE Definitely faster and points higher. Lasts out many ordinary sails. A Few “ A”’ Class X.L. Results : International Championship, 1935, ist; 1936, 2nd; 1937, 1st. Allen Forbes Trophy (International), 1935, 1936, 1937, all 1st Wing ie Wing Cup (International), 1937, 1st Scandinavian These new Yachts are the latest thing for fast racing work. All of the hulls are hand made in best yellow pine. The two largest Yachts are fitted with Braine type automatic steering. Painted Pale Blue. Cabin Skylight extra. International, 1934, 1935, 1936, all 1st U.S.A. Eastern Championship, 1937, 2nd 1936, 1st; U.S.A. Mid-West Championship, 1937, 1st Prices : 17 in. Yacht with automatic rudder… Kee 21 in. Yacht with automatic rudder … 27 in. Yacht with Braine type steering 36 in. Yacht with Braine type steering And many less important events. wee sme Sue as Ses S ie 12/- 18/6 39/6 75/- Carriage extra. Used all over British Isles, India, Australia, New Zealand, Canada, S. Africa, U.S.A., Norway, Sweden, Belgium, Denmark, France. SEND 6d. FOR BOND’S GENERAL CATALOGUE. Its 208 pages are sure to interest you. Sails made le at ordinary rates. BOND’S 357, W. G. PERKS, cacrNnarVONSHIRE O’EUSTON EUSTON “Phone: ROAD, ROAD LONDON, EUSton 5441-2 LTD. N.W.1 Est. 1887 —S$AILS— <> CHAS. DROWN & SON Model Yacht Sail Specialists A World-wide Turkey Red Sails Reputation for nearly a a Speciality Fittings and Accessories Quarter to Order of a Century Sail Cloth, : Sail Plans Send stamp for Price List 8, ULLSWATER RD., WEST NORWOOD, LONDON, S.E.27 When replying to Advertisers please mention MARINE MODELS. my ae PS. Ll Ses \ v iN E> er To face page 13 u SUPPLEMENT TO VoL. XII, No. 1 f ee a ae / a ae | —— _ ee cv Ns act — eee eee ss = a pera | LON ET Hull RATER Paint & Varnish NaCs=4 es S Deck & Fittings by Lead Kee] as ee Rig .TUCKER 6.50 ie 1.75 tL 1.75 1\ 19-00 _ 150 3 L.W.L. 48-O ins. eres, =: a = a \ N i 29.50 nS 7) EFT A WNONL WEIGHTS igned eT VAIN iano oe : ia I \ { \ 1 SUPPLEMENT TO VoL. XII, No. 1 zt- ee aaa Poa Sy = fo} v Ye — ©} Oo —-—e __ ltt s a r 4 yh X a 6 eee . | ea ee ee HH = T.S.M.Y. ‘BLUE BIRD” R.T.Y.C. Designed by G. L. WaTSON & Co., GLAsGow, For SiR MALCOLM CAMPBELL Scale: Wireless aerial and a backstay from mainmast head to taffrail were added during build- ing, and do not appear in the profile drawing reproduced on this page. KT NeseRE Note: 1/12in.= 1ft. Fo face page 12