Marine Models: Volume 7, Number 11 – February 1935

ll] ass SSAAAK’ see Zz AAV vat oe ase ot = — SS >. Vol. VII, No. 11 February, 1935 Published on the Seventh of each Month EDITORIAL ee photograph that appeared on our last month’s cover has provoked quite a little comment, and nobody seems so far to hold a brief for even the starting push. One humorist suggested in this connection that he thought that a Chart of Exercises calculated to develop the biceps and other muscles used in administering the necessary hefty push to a heavy model would form an excellent subject for one of our double-page Supplements. This gentleman went further and suggested patenting a special model yachting glove. The palm is to be of corrugated rubber to avoid any chance of the hand slipping, and the back covered with red rubber spines, like a rubber toothbrush. These, he explained, would be most useful when turning the boat in light weather, as by their aid it would be possible to lead the boat a good boat’s length forward when tacking, and augment the way nicely without apparently doing so. A Scottish correspondent writes about Mr. Pigeon’s suggestion that possibly American Clubs might be inclined to adopt one of our medium classes, and recommends the 6-m. He poirits to the British-American-contests in the full-scale 6’s, and adds that this class comes midway between the “A” and small classes, such as the Marblehead and Restricted 36-in. Many Clubs hardly realise the value of publicity to the sports of model yachting and If our sports were highly powerboating. organised and every Club supported the national associations, the public would appre- ~ ciate us more, and as a consequence greater facilities would be given by public authorities. The value of news in MARINE MODELS is that it is the only magazine devoted exclusively to the needs of marine modellers, and provides the medium for exchange of ideas and information. To be of more service MARINE MOopELs should be enlarged, but that entirely depends on increase of circulation. Every additional reader secured directly benefits the sport, as it adds to our strength and enables us to do more for our patrons. There are many model yacht and powerboat Clubs that we hear very little about. We should be glad to get into touch with some of these and hear something of their activities. Some of these lesser known Clubs sail recognised classes, but others have special classes and rules adapted to local requirements. We want to get into touch with every Model Marine Club in the world—a tall order and likely to involve the Editor in much correspondence—so send us along your news. IMPORTANT NOTICE. Since the publication of our January issue, the venue for the British A-class Championship and International Races has been changed to Fleetwood.- Dates, etc., will be found on page 301. 282 MARINE MODELS LAKE SAILING versus OPEN WATER SAILING By J. R. B. (U.S.A,) N the United States bank-to-bank sailing ] is a comparatively recent development. It was introduced primarily to promote international racing, and has increased in popularity on its own merits as a mighty fine sport. It is, however, an entirely different game from models sailed from skiffs, and the differences may be much more important than many of us appreciate. They are, in fact, great enough to demand a radically different setting of sails, and may be great enough to lead to two different types of hull. Sailing from skiffs differs from bank-tobank sailing in one very important feature; that is, the skipper is always with his model. This fact leads at once to an entirely different jib sheet setting in the two forms of sport. In bank-to-bank sailing a sudden shift of wind, leaving the model in irons, must be guarded against at all costs. This function is accomplished by trimming the jib sheet to a greater degree than is required when sailing from skiffs. At the same time the centre of effort of the whole rig must be correspondingly further aft. There are several corollaries to the fact that jib setting for windward work is flatter for bank-to-bank sailing than is customary for either skiff sailing or for full scale yachts. One is that the flat jib is a less efficient pulling sail than a jib set at a greater angle. It is quite possible that the theoretical advantage of a given area of jib over an equal area in the mainsail has been lost. If such is the case the natural tendency will be toward smaller jibs and possibly a different hull form to accommodate the altered proportion of jib to mainsail. With my limited knowledge of hull forms I am unable to compare the typical model as developed for bank-to-bank sailing with the typical model evolved from the lessons of open-water sailing. We have only to compare the present A-class model with her modified skeg, with the full-scale yacht, or even with the A-class model of eight years ago, to realisé that evolutionary processes are very rapid in the development of model yachts. _ If a new feature in a model is found successful it is quickly incorporated into the newer designs, and, if this successful feature is of benefit in bank-to-bank models, but not to models sailed in open water, it will soon be discarded by the latter type, and we have then witnessed the development of two types of models from the same ancestor. The differences between these models—one to be successful in bank-to-bank sailing, and the other in open water—should become greater as time passes. Whether a sufficient period has elapsed for the models to have developed recognisable typical differences, I do not know, but the comparison of a typical English A-class model with those of Norway would be very interesting. ~- If it is found that we are dealing with two types of models, and not one, it is highly important to the model yachtsman to recognise the fact, and to choose his designs to suit his purpose. ~ Perhaps then we will be able to explain the apparently contradictory results of the races between England and the United States in bank-to-bank and open-water sailing. DETROIT, MICH. We hear that a new lake will be completed at Detroit this summer, which is considered to be the finest model boating pool in the States. It will be 1,000 feet long and 200 feet wide. These are ideal dimensions, and in situation it will be equally ideal. The lake will have a cement walk all round; the upper and lower ends and south side being on Detroit River, whilst the north side is on Belle Isle, with a quarter of a mile open sweep on the land side. Y.M. 6-m. O.A. When reporting Admiral Turner’s speech at the Club’s Supper last month we stated that the Admiral referred to advice he had received from the late Mr. George Hemming. This is incorrect, as the speaker did not refer to the late Mr. George Hemming, but Mr. Frank Hemming, who is still with us, and as keenly interested as ever in our sport. OUR MONTHLY PHOTOGRAPHIC COMPETITION The prize this month is awarded to Mr. H. Ormsby Phillips, of Passadine, California, for his photograph of the four-masted schooner, ** Ensign,”’ one of the last of her class, making San Pedro Harbour and being towed into port for the last time. The rigging detail in this picture is beautifully clear. We hope to reproduce this photograph in a forthcoming issue. MARINE MODELS | HWM AND DO YOU TIEASTRING TOIT ? THOSE SILLY QUESTIONS AGAIN! An Original Cartoon by H. W. Hartnell aT MARINE 284 MODELS HOW TO MAKE MODEL SHIP AND STEAMER FITTINGS By A. P. IsarD, A.M.I.Mech.E. (Continued from page 264.) GREAT deal could be written about various pumps and their uses, but as we are dealing with model fittings we shall not be concerned with actual work- Generally it may be said that the plungertype is more suitable for pumping bilge-water from the ship’s bottom; but aboard small vessels of shallow, moulded section, such as easily be made into useful working fittings, provided the scale is large enough. Mechanically-driven bilge, circulation, force and other similar pumps do not come under the heading of “ fittings,” and belong to the engineroom and internal equipment of the lift is not so great. A ing models. | Nevertheless some types: can vessel. Pumps are mostly of two types—suction and rotary. The former is merely a piston, or plunger, moving up and down in a cylinder equipped with the necessary valves; the latter includes centrifugal pumps by which the fluid is driven by rotatory motion along the vanes of a wheel from its centre to its circumference. Rotary pumps are not adapted for very high lifts, and their efficiency depends to some extent upon the fit of the working parts in the casing. Plunger pumps are much more positive, and with a suitable valve system can lift fluid to considerable heights and against heavy pressures, when they become force pumps, such as boiler feed pumps, etc. yachts, rotary pumps are often used, as the The pulsometer pump has no_ plunger, bucket or rotating vane; steam acting directly in the pump chamber discharges the fluid therein. This type of pump is quite outside our consideration. Vessels have been fitted with pumps of 7 sorts from the earliest records. What is known as the “ Downton” ? type ship’s pump is still widely used, and most ships a couple of generations ago, or even less, were so fitted. These pumps were used for bilge purposes, and also for fire-fighting. They might have a single bucket, or up to three, actuated by three-throw cranks. Fig. 75 illustrates the general appearance of these pumps, and here it may be said that if the model is of large enough scale this type of pump can easily be made into quite a useful working model by means of the column forming the cylinder, from the bottom of which a pipe can be taken down to the lowest part of the ship’s bottom, a crankshaft fitted with extended operating handles working a simple connecting rod and piston or plunger. However, the scale of most models and the object of the builder will probably be satisfied with a dummy fitting. a\ ly [se] Sea FIG.77. MARINE The body of the pump should be turned up im the lathe, and before removing from the chuck should be bored out to lighten the fitting as much as possible. Do not run your drill quite through the bottom, but leave enough material to run a smaller drill through so that it can be tapped to take a screw for fixing to the deck. Run a suitable-sized drill at right angles through the top crank chamber, insert a small piece of brass tube, leaving the ends slightly protruding so as to form little bosses, and fix by soldering. Next slip a piece of straight brass wire through to form the shaft after first making and fixing the cranked handle. Finally, screw the flywheel into position at the other end, and adjust so that it turns nicely without shake or binding. This fiywheel can be built up in a similar way to that previously. described in making our steering wheel in MarinE Mopets for April, 1934 (Fig. 29). The top cover may be readily turned up from a piece of scrap brass with a little lip for Finish the whole fitting by black a push fit. bronzing. If the pump is to be a working model then, of course, a different arrangement must be made for the fitting of a real crankshaft, and since water will be lifted into the crankshaft chamber the two bearings must be fitted nicely so that they do not leak. In the real pump these have stuffing boxes. The discharge from the pump is from the nozzle shown at the base of the crank chamber in the sketch; this can be soldered into position. Fig. 76 shows a simple kind of hand bilge pump used on small boats such as life-boats, pinnaces, yachts and fishing craft; they are sometimes fitted to a bulkhead, the side of the boat, or flush with the deck. These pumps are quite small, the largest being about 24in. long, with a 3in. diameter. As the model will be so very small, a piece of brass tube of scale size should be used for the body. Turn up a top flange with a lip to push in and solder in position; drill and tap a small hole in centre, and screw in handle. Some of these pumps have removable handles with deck-plate fittings, so that when they are not in use there is no obstruction to trip over or smash off. The bottom of the tube may be left open, since it will be below deck level, or, if fitted to an open boat, when the whole pump would MODELS 285 be visible, a little plug fitted and soldered in the form of a nozzle should be made, on to which a rubber tube would be pushed in real practice; or, if made a permanent job, a copper tube continued and taken down the side of the bulkhead or side to the boat’s bilge. The discharge may also be a fixture by taking a pipe out through the boat’s side, near the top of the pump and just below deck level. To fix the pump to the bulkhead or whatnot, a couple of clips should be soldered in the position shown in dotted lines in sketch: If flush deck fitted, make it a nice tight push fit, and note that the top flange is slightly bigger in diameter than the discharge nozzle, so that a slot in the deck to allow this to pass through will be covered up when the pump is finally pushed home. Rotary pumps, Fig. 77. It is doubtful that the reader will bother much with these unless he is very particular that his model is complete in all details. These pumps may be semi-rotary, either double or quadruple acting, but as the largest size seldom exceeds 12in. diameter, the scale model will be tiny and, of course, impossible to make working. They are used for washing decks, filling water tanks, raising bilge water and fire-fighting, and are to be found fixed to bulkheads, ship’s sides, and many other places. Since quite a number might be wanted, it would be better to carve one out of hard wood and use this as a matrix for forming a mould from dentist’s plaster (turn to MARINE MobELs for September, 1933, page 160), and cast them in aluminium. The handles can be made separately, and fitted after they have been painted nicely with bright red enamel. The reader is advised to have a look at one, and most engineer’s stores have them in stock. (To be continued.) MARINE MODELS SEATS. osoa} 286 (Continued from page 269. ) ©) when describing ‘“ Valkyria’s ” funnels NE point which I omitted to mention is that the dummy funnel acts as a ventilator to the engineroom. The boiler is 9in. by 5in. of 16 gauge solid drawn copper tube. The centre flue is 24in. diameter, and there are twenty-six cross tubes. It is fitted with a smokebox and oiltrap. The boiler well lagged on the top and sides but not underneath. Over the lagging is a painted casing. So effective is the lagging that this paint is unscarred by heat. The lagging is 3/16in. sheet asbestos and the casing sheet brass. The bottom is not lagged, as otherwise any oil in the bilges would be soaked up and cause a fire. The boiler is carried on stout oak fore-and-aft bearers about din. square, which are chamfered to form a cradle. The boiler is held down by brass straps made in two parts, held together by bolt and nut on top of the boiler. A steam dome is mounted on top of the boiler. The fittings consist of water gauge, safety valve and steam gauge. The gauges are of generous size, so as to be read easily. Working pressure is 25 to 30lb. The main steam valve is mounted on the side of the boiler and has a long lever. From this lever a wire leads aft and up through the deck. By pulling this wire the steam valve is opened to start the vessel. A similar wire leads forward through the deck and this serves to close the valve. These wires are quite inconspicuous and control the ship most conveniently without lifting the hatches. | When the run is completed, the boiler is emptied by means of a blowdown cock with an underwater outlet. This completely empties the boiler and carries out any dirt that may have accumulated. If it is desired to refill the boiler, the cock is left open and the vacuum created causes a suction that refills the boiler. This is operated from the baggage hatch with the other controls. There is a mechanical pump geared three to one running off the main engine. This is 5/16in. bore and approximately 4in. stroke. There is an auxiliary hand pump fitted as well. The mechanical pump is fitted with a byepass, which regulates the feed to the boiler. The intake is fitted with a strainer with three gauzes. The boiler is fired by a petrol blowlamp of orthodox construction with the sole exception of the regulating valve. The nipple is not separate but embodied in the block. A needle valve operates in the aperture of the nipple. This needle valve is not screwed but held friction tight by a packing gland. The container is under the after hatch through which it is filled, and is a fixture in the boat. The pump is, however, forward, being accessible from the baggage hatch. An interesting feature is the provision made for warming the burner up. Under the after hatch near the main container is a small auxiliary tank, which holds methylated spirit. A pipe leads from this to a trough under the burner, and when it is desired to start up a sufficient quantity of spirit is run into the trough. The engine bearers and bedplate are combined and consist of two mild steel bars gin. by in. These are secured to the hull by coach-bolts, well protected from the water. The engine is a twin cylinder, double acting launch type made from Stuart castings,. the bore being #in., and the stroke lin. The cranks are set at 90°. Two flywheels are fitted—one at the fore end and one at the after end. The pump drives from forward, and the propeller from aft. In both cases a two-pin coupling is employed. A bilge pump is fitted. Large size displacement lubricators are fitted sufficient for a two-hours’ run and MARINE every working part is efficiently lubricated. The oil-box is mounted alongside the cylinders, and as thick oil is used this runs freely when warmed up, so that it becomes semiautomatic. The tail shaft is tin. diameter, and runs in one piece from the engine to the propeller. It is carried in a 4in. tube with bushes lin. long at each end, and packed with grease, which requires refilling about twice a season. This has proved very effective and never weeps. The propeller is out of keeping with the hull, but is necessary on account of the weed which is prevalent in summer on this water. It is two-bladed, 34in. diameter, with the blades curved back. A final point of interest is the salvage float, which is carried in case the vessel is ever sunk in collision. It is an oval metal buoy, hung on two hooks on the after side of the stern deckhouse. To this is attached a light line arranged to suit the depth of the water. In case of sinking, the buoy floats off and comes to the surface. The light line is hauled in, and has attached to it strong picture wire, which is capable of supporting the weight of The end of the picture wire is the craft. made fast inside the liner. Very many parts of this model are fashioned from scrap, old motor parts and the like, in a very ingenious manner. She was built in 1928 and has run many miles since. She can be seen running at Kensington almost every week-end. One of Mr. Thornton Parry’s clubmates in the West London M.P.B.C. has a very similar model. This is Mr. J. Wilby’s Union Castle liner, which is a twin-screw job, the proA most inpellers being coupled together. genious automatic rudder is fitted to this model, details of which I hope to give in a future article. In passing, I recently had a query as to the possibility of installing twin-electric motors in a model. Where twin-engines are used, it is advisable to have these coupled together to ensure an even thrust. There is often confusion as to the difference between a right- and left-handed propeller. A propeller that, when viewed from astern, runs in a clockwise direction is a right-handed propeller. A left-handed propeller runs anticlockwise. Where twin-screws are employed the propellers should be out-turning. That is to say, MODELS | 287 the port propeller is left-handed and the star- board right-handed. Ships fitted with in-turning screws steer badly, and are difficult to manceuvre, and in a model this has the additional disadvantage of washing any floating debris towards the rudder instead of away from it. Besides his liner, Mr. Wilby has a destroyer model, launched early last season. This model, whilst not being to any specific prototype, follows largely on the “S” class. The main dimensions are: Length 5ft. 10in., maximum beam 714in., depth to main deck: 54in. Owing to the proportions of the prototype, destroyers are difficult to model properly, as, when the dimensions are reduced to scale, the models often lack stability and displacement. To this end Mr. Wilby has spared no effort to keep down weight in the top-sides. The hull is built bread-and-butter fashion, six layers to the maindeck and eight to the forecastle head. The layers are put together with white lead and goldsize and screwed throughout. She is well hollowed out and painted inside. The decks, searchlight platform, gunshields, etc., are made from light tinplate. The ladders are tinplate with wire rungs soldered into position. The guns are built up from three different-sized tubes, sweated together. The armament consists of four 4.7 guns, one anti-aircraft gun, six torpedo tubes, in triple mountings. The ammunition hatches near the searchlight platform are correct in every detail. The anti-aircraft gun is fitted with training and elevating gears. The forecastle carries a jackstaff. The anchors are correct naval pattern, and very nicely made, of brass. The anchor capstan is of the electrically-driven type. The cables lead from the hawse-pipes round the capstan and down the chain-pipes, in the usual fashion. The bollards that can be seen in the photograph are made of rivets, cut off and soldered on to a tinplate base. Further detail is to be added to the bridge. Aft of the bridge are two ventilating fans. All the principal controls are situated immediately under this section of the deck which lifts off the fans, being easy to catch hold of. Two whalers are carried in davits. These are nicely carved from pine, and fitted with canvas boat-covers. The float is carried next the after-deckhouse, and the steering gear can also be seen. 288 MARINE MODELS MODEL DESTROYER BUILT BY MR. J. WILBY, W. LONDON M.P.B.C. The rails have stanchions made from split-pins and the wire is twisted stranded wire. The two oval funnels will be clearly seen in the photograph. The cloud of steam in the photograph may be deceptive, as the forward-funnel is a dummy which serves the purpose of a The after-funnel has an inner ventilator. casing, the actual funnel being inside the two. The whole of the raised deck amidships can be easily lifted to get at the plant. The lines of the hull are graceful and true to type. The general finish is exceptionally good. At the moment the deck detail is by no means complete, but this is being added to gradually. It will be noticed that the nose of the boat is fitted with a rubber buffer, which serves to prevent any damage to other This is a very craft if a collision occurs. necessary precaution on the Round Pond. Since the photograph was taken a wireless aerial has been fitted with white beads as insulators. As this has to be unhooked frequently a small coil spring is embodied, which serves to keep it taut. The destroyer is fitted with a single screw The hull has bilge and balanced rudder. keels. It should be mentioned that there is a watertight bulkhead underneath the break of the forecastle. There is an airtank aft, under the quarterdeck. This vessel is fitted with the same system of control from the deck as was described on “Valkyria.” It will be remembered that this model took the first prize for detail in the prototype class and also took the first prize for speed in her class at the 1934 Grand Regatta at Brockwell Park. Her speed was 75 yards in 31 seconds. The whole of the plant is very nicely laid out and beautifully installed. At the moment the engine fitted is the one from his liner, but the owner intends to make up and fit a new engine, more suitable to the boat. This is a pre-War Whitney twin-cylinder double acting launch type, with 3in. bore and stroke. This engine is mainly gunmetal and has the nonrusting qualities for which this firm’s productions are noted. The boiler is a centre-flue type, 9in. by 44in., with 2+in. flue, fourteen Zin. cross tubes. The outer shell is 18 G. copper, as is the flue. The tubes are 20 G., and the ends 16 G. There are two 3/16in. longitudinal stays, and the boiler is riveted and soft soldered. At the after-end is a smokebox, with a short funnel. A very efficient oiltrap is combined with this. This functions admirably and serves to keep the vessel’s deck immaculately clean. The exhaust steam is turned into the oiltrap, and passes thence through the smokebox up the funnel, all waste oil being consumed. This is an excellent arrangement and can be recommended to builders of similar models. (To be continued.) MARINE MODELS 289 PETROL ENGINE and HYDROPLANE TOPICS By J. B. INNOCENT (Continued from page 271.) HERE was an item of news in last month’s issue on which I must comment. I allude, of course, to the announcement on the Scottish Page of Mr. Rankine, of Ayr, having passed the 40 m.p.h. mark. The margin over the coveted figure is small, but amply sufficient to give Mr. Rankine this much-coveted honour, and I take this opportunity of offering him my sincere congratulations. Truly next year’s international will be an interesting affair, for if Scotland has trodden on London’s toes by taking the record, what must Mr. Suzor think of being beaten at his own game of persuading twostrokes to deliver the goods. Mr. Rankine’s boat represents the opposite school of thought to our own, and strongly supports the old proverb that there is more than one way of killing the cat. His boat is powered by a unique two-stroke of most unusual design; the ignition is by flywheel magneto, and the carburettors the only ones of their type that I know of. The hull, or, anyway, the last edition I saw, maintains Mr. Rankine’s reputation for the unconventional, being quite narrow at the stern, where the owner holds it when tuning up, by spanning it with one hand. The whole bag of tricks weighs about half as much as “ Nickie ” and “Betty,” and I suppose the power-weight ratio fans will now start telling us to cut our weight, but, personally, I don’t think there is any reason for altering our belief that a little bit of weight can be quite useful in the right spot. – shall have some more to say on the weight question moment tage we ‘* Betty’s later, and it will suffice for the to point out that the only disadvanhave found in the high weight of ”’ motor is the difficulty of getting the weight distribution right. Our present engine weighs some 6lb., whereas the ‘“*Bean’s ” power plant scaled about half this figure, and some of the difference had to be made up with lead ballast in the nose of the boat. Mr. Rankine has, in the past, fallen back on the addition of lead to balance his craft, but he applies it to the stern. He has, of course, no coil and battery to move backwards, and the flywheel mag. coming in front of the engine makes it difficult to get the weight sufficiently far aft. Most of the power-boat people down here are very curious for details of this run, and, as we only know that it was made in competi- tion, we should like more information of “ Oig Alba’s ” historic outing. Whilst on the matter of news, there are one or two other things I should like you to know. The Stretford Club, now known as the Altrincham Club, has changed its water to the latter place, and seems to be doing well. Mr. Tomkinson has, I hear, passed the 33 m.p-h. mark, and should soon be in a position to give the rest of the speed boys a decent run. From America the news is not so good, for the game seems to hang fire a bit. A correspondent tells me that 30 m.p.h. was good enough to win recently, but knowing a little of Americans | doubt if they will long be content with their position. Last month I was writing of skegs and tailshafts, and pointed out that it was not necessary to make the blade less than 3 /32in. thick, but I have still to deal with the material and methods of building up. The steel for the blade ought really to be of the alloy high tensile type, but I have so far failed to obtain it in the section required. Mild steel is not stiff enough after being red hot, and we must fall back on carbon steel, preferably fairly low in carbon content. Brazing carbon steel calls for some care, or it will burn and go short through overheating. Easy-running strip, such as Cuivrogene, or silver solder, should be used, and care taken to apply no more heat than necessary. No attempt should be made to harden the steel, or it will be too short to rely on. Personally, I leave the blade to cool past black on the brazing pan. The blade should be let into the tailshaft housing. and the top plate a little by slotting these with a parting tool used on its side in the toolholder for the round stuff, and held in the chuck for the flat—the work then being in the toolholder. The lathe is, of course, stationary, and is temporarily turned into a planer. 290 ‘MARINE Whether the skeg is fitted to the transom or to the bottom of the rear plane does not seem to matter a bit, so long as proper provision is made to receive it by strengthening the hull. Personally, I prefer the transom fitting as the other method takes up space, where we place our accumulator, and it may result in distortion of the rear plane. In any case the top plate should be let into the bottom to avoid any bump on the running surface. Whether a cavitation plate is used with a transom fitted skeg or not depends on how you run your boat, but it will usually be found worth while. Talking of the way a boat is run probably calls for some explanation, and I will now endeavour to deal with the different methods as used by their chief exponents. Firstly, M. Suzor, who keeps his engine at or near to full-speed running revs. whilst standing. He does this by utilising cavitation, and takes much trouble to see that his screw does not get hold and slow the motor. | take it that his reason for this is his two-stroke engine and semi-fixed petrol feed, which together would probably preclude his motor regaining its revs. if they were lost to any He throws the boat at appreciable extent. the getaway, and is very fast off the mark. Next, the South London veteran, Mr. Sharpe, who persuades motors to push outsizes in propellers. His method is to put his boat in the water partly opened up and then to hold it down whilst opening the taps to the MODELS full, so that the big propeller makes the motor turn over quite slowly. This, of course, requires fairly good compensation and makes it difficult to get the full spark advance. In “Mona” he used a delayed ignition advancing mechanism. His start is gentle, the boat picking up speed gradually as the motor labours against the propeller. Now for friend Robinson, of that precocious youngster, the Wicksteed Club. Like Mr. Sharpe, Mr. S. Robinson believes in plenty of propeller, but does not let his motor labour standing. He opens everything wide, dips the propeller in to see how the engine likes it, and, if things are right, nearly gets jerked in himself. When everything is to his liking he just drops the boat, upon which it either does a very fast getaway or puts its nose down and wallows in spray for a few yards till the front plane does its stuff, and off he goes. His engine is, of course, arranged so that it can rev. light without damage. Our own method is a mixture, for we usually keep our propeller a bit light, letting it get hold just before we release the boat. The small propeller does not knock our engine speed right down, and we can get everything to its running position. A bit of a push is used to send the boat off, after which it appears to fight hard to the quarter lap mark, and show signs of torque reaction. If it then gets the line right it finishes its acceleration and gets on with it. (To be continued.) - MARINE MODELS AN AMERICAN FLASH & photographs on this and the preceding page are the best we have seen of a model speedboat in action. This model was built by her owner, Mr. Elwood V. Chandlee, of Eagle Rock, California. “Doreen” is 14m. overall, and has proved most successful. The engine has four cylinders in line, and has a lin. bore and a lin. stroke. It has dual exhaust pipes, and in general resembles a gasoline-type engine. All gears are enclosed. The water pump is geared 24 to 1. It is double acting, and uses the Hackworth valve gear for the admission and exhaust of the water. The water pump has a bore of jin. and a stroke of |4in. The oil pump is 5/ 16in. bore and 4in. stroke. Gear ratio, 48 to l. The burner consists of two pieces of steel tubing, 3in. in diameter and 12in. long. The tubes are fitted one inside the other. Both ends are welded together. A 1/32in. space is allowed between the tubes for vaporisation. At the forward end of the burner are fitted the three jets. The raw gas is taken in at the opposite end. This burner has never given trouble. When generated it will not grow cold, and it will work satisfactorily on as low as 4lb. pressure. The boiler contains 98ft. of 4in. tubing. The tubing is wound in four coils. The boiler casing is vented by two V-type stacks. The model weighs 75lb. and has a 7Olb. thrust (thrust measured in 20ft. tank). The propeller is of the three-blade type, having a diameter of 5in. STEAM 291 SPEEDBOAT The model has averaged 264 miles per hour for a distance of 8,400ft. (circular course around a pole). It is not a hydroplane, but of the displacement type. The beam is 183in. Unofficially the model has hit a fraction over 30 miles per hour. The hand pump does three things. By turning the handle air can be pumped into the tank or pump water into the boiler. It also can be used to pump the water out of the bilge. By opening a cock the water can be drained out of the pump barrel, so that more air can be pumped into the tank. The owner adds: I have had many a pleasant hour running the model and, unlike gas models, it has never let me down. The disgusting thing about most of the gas models over here 1s, that they make excellent back developers. I have no desire for world’s records, but I certainly would have given a lot to see Mr. Clifford’s ‘‘ Chatterbox” do 43 m.p.h. I sincerely hope that he will never permit a lowly gas model to duplicate his record. Alas, for our correspondent’s wishes! Mr. Clifford is now running a petrol-engined boat, and hard on the heels of the all-conquering “Betty V.”” Both Messrs. Innocent’s “* Betty ” and Mr. Clitford’s ‘* Crackers” are rapidly coming within striking distance of the record so long held by “ Chatterbox.” At present the prestige of the flash steamers appears to rest mainly in the hands of Mr. A. W. Cockman, who has a new “ If-it ’ under construction. 292 MARINE MODELS A WORKING MODEL OF A CANOA LATINA HE Canéa Latina is extensively used on the Tagus estuary for the transport of light produce from farms on the south shores of the river to Lisbon. It is, however, a purely local type, built by local boatbuilders without lines or plans. These vessels are built of local pine and the scantlings are rather heavy. The length varies from 35 to 40 feet, the beam being about 10ft., and the draught 2ft. 6in. light and 4ft. 5in. loaded. The beam about midships is removable, and no hatches are used. The Portuguese owners are fond of colour, and the results are highly picturesque. The sails are a carrot red. The first furl is made by a boy at the masthead, who furls the top of the head of the sail, and then swings the gasket round it. These craft figure in some of the R.M.S.P. posters advertising their cruises. The model was constructed by Mr. H. C. Bucknall, 17, Tankerville Terrace, Newcastleon-Tyne, who still owns her. Mr. Bucknall spent much of his early life in Portugal, and the model is in every respect true to the original. The model was built from two blocks of yellow pine, carved and hollowed to jin. thickness, being afterwards ribbed up with ash to get the correct internal construction. The model is 27in. overall with a beam of 73in. All blocks are sheaved. The rigging and bolt ropes are parcelled and served, being afterwards dipped in Stockholm tar. The figures of the crew were modelled in plastic wood, the costumes being correct in detail and colour. For sailing purposes a false deck is placed over the main hold. A brass plate is bolted to the keel. A balance weight is clipped to the rudder and a modified Braine gear is attached to the tiller. This model attracts much attention when sailed on the pond in Exhibition Park, usually on Sunday evenings. The photographs illustrating this article were taken by Mr. W. Featherstone, and one of them was awarded the prize in our first Monthly Photographic Competition. – . ~ re eb MARINE THE FOUR-MASTED MODELS BARQUE 293 “LAWHILL” By G. W. Munro (Continued from page 259.) HE deck erections of a ship are measured within the perpendiculars, and do not include the overhangs of the counter and stem. The full length of the poop deck is 58ft. in the middle, where there is an exten- sion in the way of the jigger mast. The length of the poop deck at the sides is 51ft. 6in. The bulkhead of the poop is 5ft. aft of the break. This is shown in the profile, but will have to be described, as it is not possible to give an end view of all the deck fittings and erections. The bulkhead is painted white and quite plain, apart from a grey coaming, 19in. high, running across the bottom. About 3ft. 6in. above the deck, and slightly to port of the centre line, there is a 24in. x 48in. frame, with sliding doors leading into the after quarters. The doors are each 18in. high by 21in. across, and are plain varnished. It is doubtful if these doors would be seen behind the jigger mast on the model. The arrangement of the poop may be seen in the plate on the next page. The stanchions are placed in. in from the after edge of the counter, and this amount is increased to 12in. as they turn forward along the sides of the There are four three-roller fairleads placed at the turn of the counter. These are 17in. along the base, and of the usual shape. Just in from the rail there is an ensign staff, 20ft. long, and raking slightly aft. The flag is that of Finland, and should be of the following proportions: —1‘5m. x 2°0m. In inches this works out at 59 x 783. The cobalt blue cross is 174in. wide, the horizontal bar dividing the upper and lower cantons equally, and the perpendicular bar being its own width from the pale, or middle, towards the staff. The steering gear is housed in a shelter of the usual type found on large ships. The after portion of the roof is rounded off with a radius of 4ft. 6in. At the present time it is painted white all over. There are two steering wheels, 5ft. diameter, without handles, and 26in. apart. the The flag locker is housed in the steering shelter, but this could not be seen on the model as it is at the after end, under the roof. The square in front of the wheel shelter is a small hatch, covered with canvas. Close against this, at the fore end, is the base of a ‘Thompson ” binnacle. The spacing of the stanchions is just The cabin skylight is of the ridge roof type, with a seat at each side, coaming lights, in paits, being at each end, similar to the three at the sides. To make the details as clear as possible I coaming, and is panelled in dark mahogany, there being four panels at each end, similar to the five at the sides. Brass-framed lights are fitted into the outer panels at each end. The brass frames are 15in. diameter, and the glazed light is 10in. diameter. The lights in the sides of the chart house may be seen in the profile. A ladder leading to the roof is poop. 4ft., and they are shown as dots along the middle of the rail running round the poop. They are the normal three ball and wooden rail type, 3ft. 6in. high. have only shown the fittings on or about the centre line of the deck in the profile view. Those fittings which are situated near the bulwarks will be shown in the sail and rigging plan. Fastened to the bottom of the stanchions is an 8in. wooden weather board. This is continuous, except in the way of the fairleads. The wooden rail on top of the stanchions is 8in. wide, except in the way of the jigger rigging, where it is increased to 12in. to form a pin rail. The increase starts immediately forward of the ventilators at the sides of the deck. The chart house is built up on a 10in. teak set up slightly to port of the centre line of the ship. Its port side is just clear of the inner side of brass-rimmed light on the port panel. I have only shown the fittings on or about the centre line of the ship, as the extra detail at the side would confuse. However, where the side detail can be seen between that at 294 MARINE FOUR-MASTED MODELS BARQUE “LAWHILL” Scale: 1/32in.=1 foot. eis ae — ——4 the centre it is, of course, shown on the port side. The profile of the deck fittings at the side will be shown in the Rigging Plan. In an article of this size it is impossible to give every dimension and detail, but these should be quite clear from the drawing. On the other hand, a certain amount of explana_tion is necessary for the positions not shown. There are four trunk ventilators along the centre line of the deck. The first is seen under the binnacle on the flying bridge. There are two, one at each end, connected to the midship bridge, and one a little distance aft of the foremast. These are rectangular in shape, with a ridge roof like a normal skylight. These are generally covered with canvas, and the details are not so apparent, but it might be mentioned that they are plain white, 7 at 4a i 1 Bs | tht i it ee i = except for a 5in. grey coaming along the bottom. There is also a band of grey at the top, where the sides are slightly projecting. Above this is grey canvas. There are four other combined ventilators and skylights on the midship bridge. Their positions are clearly seen in the Plan view. Here, again, the after pair are canvas covered. The hatchways are of the normal shape, with the corners rounded off by a 12in. radius. There is a small hatch on the midship bridge, to port of the engine house. The donkey engines are placed, one at the fore end of the fore hatch and one at the after end of the main hatch. They are connected with the boiler at the after end of the midship bridge by the usual pipes. There is also a gas or oil engine on the midship bridge, just for- MARINE MODELS 295 DECK PLAN AND PROFILE DRAWN BY G. W. Munro ward of the engine house and galley. The pumps on the well deck are placed between the fife rail just aft of the mizen-mast. They are of normal type and need no further description. To help make the plans complete, I have included the tank on the fore deck. This is just a common household tank, seen in every country district, set up on a couple of lengths of deal. There is also another smaller one under the flying bridge on the port side, but it was impossible to show this. The “ Lawhill” carries four anchors. The one on the fore deck, abaft the foremast, is a normal anchor, with a removable stock. The one on the forecastle is carried on the port side and is “‘ Trotman’s ” latest pattern. There is a “* Roger’s ” anchor under the forecastle on the port side. Another “ Trotman’s” is placed under the starboard side of the forecastle. The capstans are shown as concentric circles, one pair being seen just forward of the boats, another pair on the midship bridge, and another on the fore deck. There is also the windlass capstan on the forecastle. The anchor davit has a spread of 14ft., and is of the shape shown in the profile. The figurehead is that of a Victorian lady in white, with a close-fitting bodice. The family album should be able to produce several snaps of this type of dress. The scrollwork is cut short, I fancy the reason being one of economy. Originally it was continued by painting it in with rich yellow paint. (To be concluded.) 296 MARINE MODELS SAIL-WEIGHT RATIO IN YACHTS By ANON. UITE an interesting point was raised O by Mr. H. K. Finch in a letter which appeared in the December number of MARINE Mope ts. I quote this in full : — About these laws of similarity, it would be interesting to know how they are fulfilled in the matter of sail-area in reference to displacement. For example, the published displacement of “ Shamrock V ” is 136 tons, and sailarea 7,234 sq. feet. Reduced to lb. and sq. inches this works out at 3°5 sq. inches per lb. A model to scale of 1/20 would have a displacement of 38lb. and sail-area of 2,700 sq. inches, or 72 sq. inches per lb. A sail-area of 2,700 sq. inches would probably be excessive, but I think in the 10-rater class there are many examples of boats with 70 sq. inches per lb. This great difference 1s striking and would appear to indicate that a model requires 20 times more h.p. to drive her in proportion than her prototype. Now this at first blush seems a very reasonable deduction from the facts cited, but there is a great deal more to it than appears on the surface. According to the Yachting Monthly of May, 1930, “ Shamrock V” was L.O.A. 119-85ft., L.W.L. 81’ift., Beam 19°62ft., Draught 14-66 ft., S.A. 7,540 sq. ft., Displacement 134. tons. These do not exactly agree with Mr. Finch’s figures, but for the purposes of this article we can take round figures and compare a yacht 120ft. overall with an A-class 6ft. overall, having respective water-lines of 81ft. and 48’6in. Now one can hardly make comparisons in different terms, so one may as well reduce everything to what may be described as a The weight of the common denominator. amount of water a vessel displaces is her tonnage, so we will consider this as cu. feet or cu. inches. Length is a linear measure, sail-area is square measure, displacement cubic measure. So if we compare a model with a vessel twenty times her size, we multiply or divide the length by 20, the sail-area by 20? (=400), and the displacement by 20° It is, therefore, obvious, that (=8,000). to make any comparison it is best to reduce everything to one-dimensional figures. This can be done by using the square root of the sail-area and the cube root of the displacement. Let us try this on “ Shamrock V ” and the A-class model. “Shamrock V” A-class Lo Weslas /S.A. 972 1,039 48-6 51-96 v Displacement 201 10-07 In making these calculations I have reduced everything to inches, sq. inches and cu. inches. Length is one-dimensional, sail-area twodimensional and displacement three-dimensional. By comparing the sq. root of the sailarea and cu. root of the displacement everything is made one-dimensional. I have taken “* Shamrock V ” as being 135 tons (= 302,400lb.), and as a cu. foot of sea water weighs 64lb., her displacement is 4,725 cu. feet or 8,162,000 cu. inches. The displacement of the model is therefore 1,020 cu. inches. It will now be seen that the comparisons are very different from those Mr. Finch suggested, but there are some other factors that enter into this matter. The scale speed of the boats, for one thing, has to be considered. The normal rough figure accepted as a lengthspeed ratio is the square root of the water-line in feet equals speed in m.p.h. So the approximate speeds of “Shamrock V” and the A-class model are 9 and 2 m.p.h. It is, of course, possible to vary this speed, which may be considered as normal to a vessel of these sizes, by alteration to the lines, a better speed form giving a higher speed and vice versa for a given sail-area. Let us, however, consider simply these base figures. I have no speed records of “* Shamrock V,” but assume that about 12 m.p.h. is her maximum gait under any conditions whatsoever. She then makes 14 times her normal speed, and to attain this she is driven hard. Now an A-class model very frequently travels at 3 m.p.h., and speeds of over 34 m.p.h. have not infrequently been recorded. That is a speed of from 14 to 13 times her normal speed. Clipper ships have been known to log speeds of 20 and 21 knots on rare occasions. If we take their water-line as being about 250ft., this gives a normal speed of 16, so that the margin by which they exceeded this is approximately the same as “* Shamrock V’s.”” We therefore see that the occasions on which the model is MARINE MODELS 297 driven above the speed one would expect from her length are much more frequent than the full-scale vessels, and further, that she exceeds MANCHESTER It is well known that if the normal speed of a vessel is 10 knots, it will require a far greater proportion of power to raise her to 11 knots, and a still greater increase to raise the speed from 11 to 12. Eventually a point is reached when no matter how great the increase of power the speed will not rise. ig has been held, and must be considered a MODELS it by a far greater margin. Model Yachting Association ESTABLISHED 1911 HE Council has decided to publish as a supplement to their own Fixture List a list ofOpen Events for Recognised Classes held by Associated Clubs. are EXHIBITION, accordingly HIS year was the fourth time this Exhibition great success. re- quested to send the Secretary of the M.Y.A., as soon as possible, copy of their Fixture Lists and indicate which events they would like included in the above List. Certificates for all Classes. “A” and I.Y.R.U., 2d. each. 10-rater, 6d. per doz. plus postage Score Books and Score Cards. Prices on application All communications to :— A. LITTLEJOHN, Hon. Sec. 124, Fitz-Neal Street, London, W.12 The section of the Exhibition that interests our readers is that devoted to marine models. In the Competition Section two classes were devoted to marine models. The first of these was the MARINE MODELS Class, open to any marine model, for which the prizes were presented by this Journal. The second was for marine models which had not cost more than 5s. for materials. Both of these classes were judged by gentlemen appointed by the Editor. These were Messrs. H. Griffiths (Model Ship Society—Lancashire and Cheshire), H. Paulden (Platt M.Y.C.), and F. E. Haywood (South Manchester M.Y.C.). We have to thank point to these gentlemen for the efficiency of their work. In the MariINE MopeLs Class the winner was a magnificent model of the Canadian Banks Fisherman ‘* Bluenose.’’ Although the judges tried hard, they were unable to find a single criticise in the schooner. This was entered by Mr. C. E. Hewarth, of Old Trafford. The second prize went to Master P. Fairfield, of Bowden, for an all-metal model of a typical tug. This was an excellent model, but marred by the use (To be continued.) Secretaries AND JANUARY 2 To 12, Returning to “ Shamrock V” and the Aclass model, the usual gait of the former is -more like 7 knots, but the usual speed of the latter about 3 m.p.h. We therefore see that not only is the usual speed of the model relatively far higher, but that she is usually travelling above her normal speed, whilst the full-scale yacht is usually travelling below it. Hence the model needs more propelling power. This might appear to be a complete answer to Mr. Finch, but actually it opens further considerations. Club HOBBIES of perforated zinc to represent gratings. Master Fairfield, who is only eleven years of age, stated that he had ‘‘ a little help from father.”’ We hear that next year the regulations will be amended to insist that all models must be made throughout by the entrant. Another good entry in this section was the 10-rater, ‘‘ Elite,’’ entered by Mr. J. Kitchen, of the Platt M.Y.C., on whose stand the model was displayed. This is an excellent model, but is again a joint effort, as the hull was constructed by someone else. In the 5s. material class the winner was a typical coastal cargo boat in which very detailed work was shown, though the superstructure was not as good as the finish of the hull. This was entered by Mr. W. H. Long, of Stretford. The second prize went to Mr. J. Nuttall, of Stretford, for a model of the * Highland Brigade. ” This was better finished than the winner, but lacked the same fullness of detail. A model Thames barge by Mr. W. H. Thomas deserves particular mention. The whole effect was spoilt by the marking of the planks on deck; but for this, this model would probably have figured in the prize list. The Platt Model Yacht Club showed a representative exhibit of nine 10-raters, including ** Elite,’’ mentioned previously. The Altrincham Power Boat Club staged a good fleet of models. Amongst these was the C-class hydroplane, ‘* Meg,” which is stated to have reached a speed of 14.35 m.p.h. during season 1934. Some wonderful work had _ been put into an aluminium hull of a fast displacement type boat (flash steam) made by Messrs. J. Brett and 1 Thompson. Mention must also be made of the ‘* Ellen Vannin,’’ as her hull is beautifully finished. This model could be improved by adding more detail work. MODELS Photo: C. Vicars MODEL OF CANADIAN BANKS FISHING SCHOONER ** BLUEN OSE ” Built by C. E. Heworth, Model Ship Society (Lancashire & Cheshire). Winner of MARINE MOopELs and Exhibition Championship Cup at Manchester Hobbies and Models Exhibition, 1935 Competition The Model Ship Society (Lancashire and Cheshire) was responsible for an excellent display. This included ‘* Bluenose,’”’ which has already been mentioned. Another entry by a member was H.M.S. ** Victory,’’ on which some capital work had been done. The fault of using small beads for blocks is a common one, and somewhat marred this model; also, in the opinion of the judges, the painting was not as good as the remainder of the workmanship. Other exhibits included Mr. W. Salisbury’s Stewart Royal Yacht and 80-gun ship, both under construction, and caused much interest for the excellent detail work put into them. Both models show all the timbers as in prototype, with every joint made in the correct manner and pinned with wooden pins. Plans of the Royal Yacht and notes on her construction appeared in this Magazine. A typical topsail schooner was shown by Mr. Lewis, of Burnley. Mr. R. E. Thelwall showed an excellent collection of waterline models of meno’-war of all periods. It is a small matter, but adherence to one scale would have made this col- lection more interesting. We report are of indebted the to Mr. Exhibition, H. also to Griffiths Mr. C. for the Vicars; Hon. Secretary, The Model Ship Society, Lancashire and Cheshire (Manchester) , who took the photograph of ‘‘ Bluenose,’’ and to Mr. F, E. Haywood, who prepared this for reprodu ction. MARINE RIB AND PLANK IN MODELS 299 PROTOTYPE MODELS By W. SALISBURY plank system do not fully appreciate what is before them. By going carefully into details at the first much trouble can be avoided later on. In the first place, it is best not to try too ambitious a subject. Many modellers start off on a “ Victory” or similar ship, but it should be realised that any porthole or opening in the ship’s side has to be framed in the ribs of the ship, as the edges of the planks are bound to be supported. This means that each port requires two ribs, whereas fewer are needed in a model without ports. The lines of the ship should also be con- sidered. Vessels with bluff lines are always hard to plank, since the planks bend sharply at their ends, which are thus apt to split when fastened. A narrow plank will bend more easily than a broad one, but is much easier to split. When planks bend sharply into stem and sternposts the rabbets cut to receive them should be deep, so as to hold them firmly and take the strain off the fastenings. The old shipwrights called these ends hidden in the rabbets the “ hooded ends.” Where a strake is in two pieces the butt should never come on a sharp curve in the ship’s side, as the ends will not bend easily and blend with the smooth curve of the other strakes. On the other hand the planks of a fine-lined craft are easily bent into position, though they have often a considerable twist. For these reasons a clipper model is best to begin with. The framing need be of the simplest, and the only difficulty presented by the planking is under the counter. She has very clean sides, which show off planks to advantage, and her decks, having few breaks, are easily built up. The ideal to be aimed at in this style of work is not so much to include every possible detail, as to get all the details which are shown as accurate as possible, especially in scale. In this connection I consider it best, even though not putting the correct number of frames or ribs in the model, to make those which are shown correct in scale thickness, etc. After all, if it is not intended that the interior should be seen, the planking might just as well be put on over a solid hull. When making the frame care should be taken to see that it is particularly strong around the masts, and where the shrouds are fastened. Otherwise the continuous strain will buckle the planks if the rigging is fastened to them alone. Similarly, sheave-holes in the side should be strengthened by chocks. As a general rule, it is best to finish off the frame before beginning planking, but there are exceptions to this. Rails and other parts easily damaged should be left until the rest of the hull is finished; also it is often best when planking a two- or three-decker to leave out the upper decks so that more support can be given inside the ribs when fastening the walls. The internal planking should be fastened first. If any of the ribs are a little out of line this will true them up, and the outside can be cleaned off to let the outer planks fit snug. It is also easier to bore holes from the outside of the hull, and if the outer planking was already on the hull would show more fastenings than necessary. The strakes of planking on the outside of the hull should be as nearly as possible of scale width, particularly in the top-sides. Below the water-line they may be broader, especially when the hull is painted. A dummy seam may be marked down the centre of these strakes. This dodge saves time, and may also be used on the top-sides if the real seams are made very neat and close. Narrow planks bend more easily than broad ones, and the ribs have to be closer together in order to support them. Decks are best planked in one piece, or at the most in three pieces, the centre one being as broad as the hatchways. IE separate planks are used a large number of deck beams is necessary. It is often undesirable, if not impracticable, to make all the strakes in one piece, but it is unnecessary to have these in more than two pieces. The butts should, of course, come on a frame, but as a scale size frame is often too narrow to hold the necessary fastenings two frames close together should be fitted. The butts of two adjacent strakes should never come on the same weaken the ship. frame, as this would When all the strakes are in two parts two frames have to be provided to take the butts, fitted at one-third and two- ¥, —_ ANY amateurs who contemplate building a prototype model on the rib and 300 MARINE MODELS thirds of the ship’s length from the bows. The butts would then come on each frame alternately, with a whole strake, between adjacent butts on the same frame. In a large model it would be better to fit three frames, and the butts would then be separated by two whole strakes. Finally, to build scale models really well, it is best to read through some text-book on wooden shipbuilding. In particular, it is very useful to be able to work out on paper the exact shape of a piece of timber, just as is done in the actual ship, before putting a chisel to wood. This is in the end far easier than the trial and error method of whittling away until it fits. In this work, especially when cutting out the timbers, a fret-saw is invaluable. It is very accurate, and does not give the bevelled edge unavoidable with a handsaw. Also, of course, it is far easier on the muscles. As far as possible, anachronisms should be avoided. There is no object in building an elaborate planked model of an iron or steel ship, though on the other hand it would be permissible to use wooden frames in a model of a composite ship, as it would be almost impossible to use metal frames. Methods of framing the hull differed greatly at various periods, e.g., cant timbers were a fairly recent innovation. The Science Museum has a comprehensive range of photos from which it should be possible to get a good idea of the framing at any particular date. An enquiry to MARINE MopELs might clear up any point not quite clear. Oor, Snip MspEL MODEL SHIP SOCIETY, LANCASHIRE AND CHESHIRE (MANCHESTER) Once again the annual Models and Hobbies Exhi- bition has been held in the City Hall, Manchester, and I consider that it has been highly successful. We of the Model Ship Society have every reason to be pleased as one of our members carried off the first prize in Class 6 (MARINE MODELS) and the. Challenge Cup for the best model presented by the Manchester Evening Chronicle. The old adage ‘* Imitation is the sincerest form of flattery ’’ has again been proved. Last year we were the only people doing any practical work on our stand, thereby attracting large crowds. This year several Our stand, societies followed our example. as before, consisted of a rectangular hollow with models on three sides, with blue prints produced by the Society and the artistic efforts of members displayed on an upright screen behind the models, with a practical work bench in front. We staged over three dozen models, ranging from a water-line 1/100in.=1ft., a few inches long, to a fully framed ‘* 74’ about four feet overall. Mr. Heworth’s Canadian Schooner ‘* Bluenose ”’ has been described elsewhere in this issue by my colleague, Mr. H. Griffiths, and attracted the attention such a fine piece of work. deserves. H.M.S. ‘* Victory,’’ an extremely fine effort, also drew much attention, including several visits from one gentleman who, on failing to persuade the maker to part with the model, presented him with Mr. W. Salisbury was good enough to write us the above article while still in hospiz tal recovering from a very serious road accident. His many friends and admirers of his work will be glad to hear that he is now making steady progress. a piece of the original fore bitts, which was duly mounted inside the case, with a suitable inscription. The bottle ships were very popular, and attendants at the stand got heartily sick of explaining how the ship gets into the bottle. An interesting feature was the model of the ** Asturias,’ as recently constructed, loaned by the R.M.S.P.Co., exhibited near our stand. As we had a 64ft. to lin. model of her, as originally built, it was a simple matter to compare the two. The U.S.S. ‘* Texas,”’ complete with amphibian, on a scale of 64ft. to lin., by Mr. Heworth, drew much attention, as did the several water-line models of early fighting ships by Mr. Thelwal. A rather strange fact is that so many visitors were interested in building galleons, and considered the cheap kits of parts, many of them out of scale and proportion, as perfection. Meetings are held on alternate Wednesdays at Britons Protection Hotel, Lower Modeley Street, Manchester. Hon. Secretary: C. Vickars, 33, Poplar Avenue, Oldham. MODELS 301 Tee gt MARINE ae LITTLEJOHN [3 2a Hon. Sec., M.Y.A. = ae Council and its Committees have been very much occupied since last reporting and the following is a summary. Perhaps the most encouraging item is the affiliation of four new clubs—Saltcoats, Herne Bay, Blackheath and Ryde, with an aggregate membership of 200, including juniors. There have also been additions to the individual membership, which is a most valuable asset and widens the influence of the M.Y.A, in many directions. The proposed Intermediate Class has had careful consideration at the hands of a Special Committee. A questionnaire was sent out, the result of which is as follows :— No. Yes. 1. Are you likely to support a class of approximately the size suggested? 7 26 2. Do you approve of such a class being recognised for the benefit of Model Yachtsmen suffering from restricted waters, where the use of larger boats is difficult or _ Impossible? 10 20 3. Does the proposed formula appear to be suitable? 12 16 4. Have you any suggestions to offer for its amendment, or alternative proposals as to size or formula? 24 > clusions:— “That while still of opinion that the formula is sound, there is not at present sufficient support from affiliated clubs to justify its immediate adoption, and that the matter should be brought up again at a future date.’ The A-class Rating Rules have been reprinted and now include the constitution of the new Committee appointed for the purpose of controlling the racing conditions for the Y.M. Cup and can be had on application to the Secretary at 9d. per In this connection it is 10-RATER CHAMPIONSHIP, EASTER SATURDAY The scheme recently submitted to clubs whose major class is the 10-rater has received almost unanimous approval and support, with but few suggested amendments, which have been incorporated as far as possible, and is recommended by the Council for serious consideration and prompt response. The Venue for 1935—the sailing water of City of Birmingham M.Y.C., Whitton Lake. Any affiliated club is entitled to enter its ONE BEST 10-RATER. Such boat, its owner and skipper, to be units of the affiliated club at the time of making the entry. The boat must also be fully registered and certified. Entries must be made by the club secretary, not by the member.— For conditions see advert. in this issue. Closing date for entries—March 19. A special fund has been opened to ensure the success of the above scheme as it is obvious that contingencies must. be provided for, and the Council have authorised that a Special 10-Rater Fund be created forthwith by donations from patrons and clubs, thus to relieve the M.Y.A. General Funds of any expenses (postage, printing, prizes, etc.). There were 33 replies from clubs and 17 quite personal replies; the latter are not, however, included in the above figures because such did not come within the terms of reference, but indicate a keen interest in the formula. After carefully considering the club _ replies, the Committee was forced to the following con- copy. NATIONAL desirable to note that no change has been made in the rating formula. The Rating Rules affecting the 10-rater class have been collated to classify the position of this class, distinct from others. The General M.Y.A. Rules, together with the above, will be submitted to a Special General Meeting on February 9, when it is hoped they may be finally dealt with, printed and issued, to meet an urgent demand for both. The Fund to be administered by a Committee of the M.Y.A. The account shall be kept separate from any other, but pass through the M.Y.A. Secretary and Treasurer. The fixture list is in preparation and as far as available at the moment the fixtures are as follows : — British A-class Championship—Fleetwood, July 29 to August 3. International Y.M. Cup Race—Fleetwood, August Ds Oe 7 National 10-Rater Championship—Birmingham, Easter Saturday. National P-menre Championship—Saltcoats. National 6-metre Championship—Saltcoats. National 36-in, Championship—Hove. Manchester 10-Rater Regatta—Rusholme. Scrutton Consolation Cup, 10-Rater—Forest Gate, April 6, 3.0 p.m. London 10-Rater Regatta—Forest Gate, May 25, 3.0 p.m, Eastbourne A-class Cup—Eastbourne, Whit-Saturay. A request from Bradford Club for inclusion of the Bradford *‘A’’ Cup in the M.Y.A. fixture list was sympathetically considered, but as the M.Y.A. have no property in the Cup the Council could not agree, but would be: glad to publish a list of open events for any or all clubs that will supply event. them in time for publication before the 302 MARINE MODELS ——w Tee SF wo NORTH OF ENGLAND BLACKBURN M.Y.C. For a long time certain enthusiasts have wished to form a model yacht club at Blackbu rn, but have been hampered by lack of a suitable water. use of a small The reservoir has now been secured in a_very open situation. The water is approximately 120 yards long and 80 yards wide. A meeting was held at the end of january to inaugur ate matters, and we hope to publish further particul ars later. Anyone who is interested and not already in touch with the promoters should get into touch with Mr. E. Haworth, 59, Langham Road, Blackburn. BIRKENHEAD M.LY. & P.B.C. On December 13, at “Fearnley Hall,’ Birkenhead, members and friends assembled for the presentation of trophies and prizes to the winners of Club events during Season 1934. The hall was tastefully decorated with International Code Flags, giving the affair the right nautical atmosphere. His Worship the Mayor, R.. W. Baker, Esq., and the Lady Mayoress graciously honoured the assembly by their presence. The programme for the evening commen ced with the presentation of prizes by Mrs. W. M. Carpenter, a lady who is well known in model yachting circles. Thirteen challenge cups were awarded, allocated among the following classes: A, 12-metres, 10-rater, juniors and power class, the cup winners each receiving a souvenir silver spoon. Other prizes were presented for second position in the various events. On the conclusion of the prize-giving, the company were entertained to some very enjoyable films kindly loaned by G. Howard Nash, Esa., depicting scenes of the British and International Championships held at Fleetwood in 1933 and 1934. During the showing of these films Mr. A. E. Foster very ably commented on the boats and the personalities of the model yachting world congregated at these affairs. Later, Mr. W. M. Carpenter thanked his Worship the Mayor and the Lady Mayoress for their attendance, and proposed that the Club should confer upon them honorary membership, the proposal being carried enthusiastically. His Worship was pleased to accept his election, and in the course of his reply pointed out that, although not a model yachtsman himself, he realised that is was a fine Open-air sport making for good and healthy citizenship. The films were then proceeded with. One which created a considerable amount of amusement was the one taken by Mr. W. M. Carpenter of the ‘‘ Official Opening of the Birkenhead Model Yacht Lake, 1929,’” in which the local enthusiasts were displayed in characteristic attitudes unconsciously adopted when watching the performance of their own particular models. ake 6——— oe The concluding item was a film entitled ‘* The Yankee Clipper,’’ being the story of a race between the English ** Lord of the Isles ’ and the American ‘* Yankee Clipper,’ carrying cargoes of tea from China to Boston. After some exciting episodes of storms one and calms, the another into Boston This evening brought to thoroughly a vessels ultimately Harbour. close enjoyed a by most all follow entertaining present. A. H. BRADFORD M.Y.C. The extension to the Boathouse is now well under way, and we expec t to complete by Easter. It is hoped this will relie ve the congestion for some time to come. New members are being enrolled, and several 6-m. and 36-in. are being built to compete with the others in our Easter Races , Many of the older yachts are being reconditioned, the latest to emerge from the “ yard ’’ being the 1927 International winne r, “ Defiance,’” which is now as good to look at as when Mr. steered her to victory seven years ago. Will correspondents to our Secretary, Mr. kindly R. L. address Crowther, their Daniels : letters Post Offic e House, Leeds, 1, and not to the “ Stone Trough Inn,’” Rawdon? » J MIDLAND NEWS CITY OF BIRMINGHAM M.Y.c. The Sixth Annual General Meeting was held at the Chamber of Commerce, New Street, Birmingham, on November 30. In the unavoidable absence of the Presiden t, Councillor G. F. McDonald, J.P., through illness, Mr. W. H. Davey occupied the chair. A vote of sympathy with the Presiden t was passed, and wishes for his speedy recovery decided to be conveyed to him. After reading the minutes of the fifth Annual General Meeting, which were duly confirme d and signed, the Secretary read his report for 1934, making special reference to: — (1) The addition to the Club’s Trophies of the ‘“ Builder Cup,’’ presented by E. W. Builder, Esq., for competition by the 36-in. L.O.A. Restricted Class. (2) The sailing of the M.Y.A. National 10-rater Championship upon our water on June 10, in anticipation of which event the Parks Dept. of the City Council constructed the path around the sailing water. MARINE (3) The fact of the sailing programme being interfered with during August and September by the lake being emptied as a consequence of sewer construction nearby. This, however, led up to the further improvement of the lake, by getting the Parks Dept. to fill in a portion of the long, narrow western end. (4) That the home of the Club at Witton Lakes now being consolidated, efforts should be made to increase the membership. The Committee’s attitude towards the proposed Intermediate Class and the 1935 National 10-rater Championship was explained and discussed. Mr. H. F. H. Bach read the report of the Sailing Committee dealing with the McDonald Trophy Contest, the National 10-rater Championship, Club and Inter-club racing. The Treasurer presented the Statement of Accounts and Balance Sheet, which were duly passed. The interval between the review of the past year and the decisions to be made concerning the coming year was occupied by the Chairman presenting to the skippers the trophies won during 1934 and the racing flags. All the officers were re-elected for 1935, and the Committee elected is: Messrs. H. F. H. Bach, S. P. Drury, T. A. Divers, K. Law and S, i Marston. , The 10-rater Class, it was decided, will compete during 1935 for the ‘* Plant Championship Cup.”’ Five classes have now sailed for this cup, and it was same agreed to repeat the order of sailing in the sequence. The date for the McDonald Trophy Contest, 1935, was .left for the Committee to decide, pending further information regarding the National 10-rater Championship. Under the auspices of the City Club, at the Chamber of Commerce, Birmingham, on December 3, and the Chairmanship of J. Percy Plant, Esq., a series of cinematograph films was shown, consisting of : — (1) The M.Y.A. British Empire A-class Championship (1933), and the International Race sailed at Fleetwood. (2) The first contest for the McDonald Trophy, sailed at Salford Park, at Whitsuntide, 1931. (3) General activities of club life at Bournville— racing, measuring, etc. (4) The race for the ‘‘ Salford Cup’ by the A-class at Witton Lakes, 1934. For the local films we are indebted to Dr. Je R. Ratcliffe, of Moseley, who became actively associated with model yachting during 1934. He is the owner of the 10-rater, ‘‘ Florence,’ supplied by Brooks and Lance. Of this boat it is safe to write that more will be heard anon. It was expected that films taken on board ** Endeavour,’’ on her voyage to U.S.A., would also be shown by D. A. Drew, Esq., a member of her amateur crew. As these films were not available in time for the meeting, Mr. Drew gave an interesting account of his experiences on board *“* Endeavour “’ at sea, and also ashore in U.S.A. Needless to say that after inviting the members of the three Birmingham clubs and their ladies to this gathering, there was a crowded house and a most enthusiastic audience. Mr. W. H. Davey proposed the vote of thanks MODELS 303 to the ‘‘ cine *’ operator, and to Mr. Drew for his most enthralling talk. In seconding, Mr. J. H. Cunningham happily summed up the experience of many present in his quotation from another Scot: they had indeed seen themselves as others see them. The vote of thanks to the Chairman was moved by Mr. Harlow, of Bournville M.Y.C., and seconded by Mr. Kendall, of Salford Park M.Y.C. C. E. LEMon. NOTTINGHAM M.Y.C. The Club has its sailing waters at Highfields Yachting Lake. Members have been active throughout the winter, and sailing has taken place most week-ends. The Club’s fleet now includes twenty-eight 6-metres and three A-class boats. BEDFORD MODEL YACHT CLUB The First Annual Dinner was held at The Peacock Hotel, Bedford, on December 21, when the President, His Worship the Mayor (H. R. Neate, Esq.), was in the chair. The trophies won by the Club during the 1934 season decorated the table, the chief being the British Empire and World’s Championships Cups. These were won by ‘ Glengarry,’’ owned by Lieut.-Col. Dennistoun (Vice-President), who was unable to be present. Mr. E. Noel Binns (Commodore) proposed ‘* Our President,’’ adding that the Club was proud to have Mr. Neate as President and thanked him for the great interest he had shown in the Club and its activities. The Mayor, in reply, congratulated the Club on its successes during the year and remarked that he had never seen such a fine display of trophies. Col. Dennistoun, its former President, had done much for the Club and he much regretted that he was unable to be present. He also thought it was his duty to pay tribute to their Hon. Secretary, for without his inspiration and backing it was quite possible the Club would not have existed. Mr. A. J. Haddan proposed the toast of the Vice-Presidents, in particular Col. Dennistoun, who ae been a gracious and generous patron of the Club. Mr. W. J. Daniels, who sailed ‘ Glengarry “’ on behalf of Col. Dennistoun in the British and World’s Championships, replied, saying that he considered it a great honour to represent the Club and congratulated it on the progress it had made in such a short space of time. Bedford was a delightful town, he said, and had one of the finest ponds in the country, except for the two islands, so every effort should be made to get these removed. Commodore Binns non-attendance from Cambridge Clubs. The toast of the read letters members Club was of of regret Kettering proposed by for and Mr. E. L. Shears, who said that he had watched the Club’s progress with interest, and particularly noted the encouragement and_ assistance given to the juniors by its Secretary. To his mind this was a step in the right direction as it meant much for the future of the Club. 304 MARINE MODELS The Hon. Secretary gave an account of the Club’s activities during the year and thanked the Officers and Committee for their assistance in carrying out his duties and trusted he had given all entire satisfaction. Mr. J. Hartop proposed the ‘‘ Visitors,’’ which was replied to by Mr. J. Perkins. An _ excellent concert by well-known artists brought a very pleasant evening to an end. , R. L. W. / sf /AQ EAST F. Savage was the winner in the first two classes, and in the handicap class the honours went to Mr. F. King. There was considerable interest shown in the event, as many townspeople were present, and the Town Council was also represented. os jj A = 800 Marblehead,’’ and a handicap class. Fortunately the weather was fine, but the lake had overflowed its banks and the wind was very uncertain. Mr. o> énN ANGLIA NORFOLK & NORWICH M.Y.C. The Club held its annual general meeting on December 29 at the Y.M.C.A., St. Giles’ Street, Norwich. The President, Mr. H. N. Holmes, took the chair. After the Hon. Secretary’s report, Mrs. H. K. Finch presented the trophies for the past season. The winners were: —Dakin Cup (A-class), “Naomi ’’ (W. Mayhew); A. W. Gamage Cup (10-raters), ‘‘ Vale’? (52-inch), *‘ Edna’’ (A. M. Blake); Wheeler Cup (W. Welton); Commodore’s Cup (36-inch), ** St. Tudno ’’ (H. K. Finch); Hill Cup (Power boats), W. Cooper’s unnamed hydroplane. A satisfactory balance sheet showed that a previous deficit had been turned into a credit balance. The officers after election are :—President: H. N. Holmes, Esq.; Vice-Presidents: G. ffiske, Esq., G. Andrews, Esq., Major Finch; Commodore: H. K. Finch; Vice-Commodore and Official Measurer: G. Smith; Rear-Commodore: W. Meek; Hon. Secretary: W. J. Meek; Committee: H. Eglinton, E. Hill, W. Mayhew, A. M. Blake; Hon. Treasurer: A. M. Blake. The Secretary stated that twelve new members had been enrolled and that a number of new boats are on thé stocks, so that keen racing in 1935 ILFRACOMBE M.Y.C. The first general meeting was held in the dining hall at the Secondary School, on December 13, Mr. R. J. Burton (President) taking the chair. Mr. M. Snashall (Hon. Secretary) reported that the year had proved quite a satisfactory one, both as regards the achievements and the financial position. Arrangements were discussed for the coming season, and from the reports of members who are spending their winter evenings building yachts, it seems that the Club will possess at least eight 36-in. restricted class sailing models. These will compete for a trophy to be presented by Mr. C. Lemon, Hon. Secretary of the City of Birmingham M.Y.C. Councillor A. G. Snow and Mr. S. Cutcliffe were elected Vice-Presidents for the ensuing year. The film was shown of last year’s A-class ‘* British Empire ’’ Championships and International, sailed at Fleetwood (1933). This was much appreciated, and proved an excellent conclusion to an enjoyable evening. aie gland res seems assured, A. M. B. = wae os =SS a SOUTH COAST MODEL YACHT RACING AT DEAL At the annual Deal Town Regatta this summer, as in previous years, one of the events was a model yacht race. In spite of the fact that this has to be sailed from rowing boats off Deal quite a good ISLE OF WIGHT entry RYDE M.Y.C. The Club has settled down to the winter programme of lectures and discussions, meeting monthly at headquarters. Amongst the subjects that have been dealt with are the building of models by the ‘** bread-and-butter ’’ method and by planking on ribs. The different steering gears in use have been explained, and the various classes and rules of measurement discussed, promin- ence being given to the ‘* 50-800 Marblehead.” This class has a special appeal to the Club, and many are under construction. Following the precedence of the original club, on Boxing Day morning the Club held races for its three classes of models; 36-in. restricted class, ** 50- was received. Prominent amongst the com- petitors was Sir Gerald Wood Wollaston and various other members of his family, who are all keenly interested in model yacht racing. Recently correspondence has appeared in the Kent Mercury advocating the building of a model yacht lake for Deal and Walmer. If this is done there is no doubt that a strong model yacht club would quickly come into being, as the district contains many enthusiasts. Moreover, a model yacht lake would be a very welcome addition to the amenities of the district and most attractive to visitors. We hope to hear that the local authorities are taking the matter in hand and, if desired, would be very pleased to furnish any information in our power as to suitable lay-out, etc. ee W* are sitting in sackcloth and pouring ashes over our head. How so? Well, an unfortunate slip on our part in last month’s issue described the bride of Mr. Brooke, of the West of Scotland Club, as the daughter of Mr. McKinnon, whereas in fact the actual relationship is that of sister. We are sure the parties in question will accept our humble apology for the imaccuracy. Our regret at this mistake, of course, in no wise reflects upon the sincerity of our good wishes to the happy couple. We observe there have occurred changes in the officials acting for the Perth Club, as intimated in our last issue. Col. Wylie has retired from the position of Commodore, but we trust this does not infer any lessening of the Colonel’s interest in the sport, and that he will still be able to take an active part at the pond side. Further, that the asset of his personality and organising ability will be avail- able in the Council of the Club, where his mature experience will be invaluable. Secretary Davidson has also retired from that office. He is essentially a technical man, and a craftsman of no mean order, and perhaps his freedom from the cares of office will enable him to devote more of his attention to these congenial sections of our pastime. These two gentlemen were, in fact, largely responsible for the inauguration of the Perth Club, and the highly satisfactory progress and success attained by the organisation in the few years of its existence stands as a tribute to their efficient guidance. Such men are too valuable to be allowed to lie dormant, and we have no doubt our Perth friends will use all their endeavours to ensure the continuance of their active interest in the sport, and so obtain the full benefit of their knowledge and ability. We are sure that Commodore T. Morris and Secretary |. Sanderson, who take over the reins, will give equally unselfish and competent services to the Club, and that the very fact of following such efficient predecessors will spur them on to carry the traditions of the Perth Club to still greater heights of progress during their tenure of office. When writing on the subject of the Saltcoats Centenary celebrations we did not realise that the M.Y.A. events would be fixed before the “‘ Page ”’ appeared. (We seem to have failed to realise quite a few things last month. Too near ne’erday, evidently.) However, we are pleased the 6-m. and 12-in. events have been allotted to Saltcoats, and would now emphasise our appeal to our friends in the South, and elsewhere, to come along and give us their valued support. We are particularly desirous of this, as someone has presented us with a fine pipe of large capacity this New Year, and our only chance of filling it, Scots-like, depends on the visit of unsuspecting ‘‘ Sassenachs.’’ All our Model Yachting friends here, after seeing it once, have promptly gone over to cigarettes, or forsworn smoking altogether. ee ee eee Saltcoats Club goes merrily on gathering in the ‘dibs ’’ from their social efforts. The whist drive and dance last December attracted an attendance of over two hundred, and as they all voted it full value it must have been a success. We’re all Scots, ye ken. Three new A-class and several sixes have been launched, and the owners spent their New Year holidays tuning them up. While there is no official racing at the moment, it is auite usual for twelve or fourteen boats to be on the waters on Saturday afternoons, even under very adverse weather conditions. suggests ‘‘it The would be Club too Secretary darned unkindly cold for you City blokes.’’ Alas, our vanished youth! Here are another batch of real hardy sailors. Competitors from Stromness, Holm and Kirkwall took part in the Kirkwall Club’s regatta held on Christmas Day, when twenty-one 10-raters and twelve 5-raters faced the starter. A strong, squally wind from the S.E. necessitated storm canvas only. Who says we take our pleasures sadly? Some very fine racing strenuous conditions. resulted, Results: notwithstanding 10-raters: the First and Graham Cup, ‘‘ Herald ’’ (D. Wooldrage); Second, “ N.B.J.”’ (should this be J for ‘ toy,’ or G for “* good ’’>) (J. Harrold); and third, *‘ Orion ”’ (P. Findlayson), all of the Kirkwall Club. 5-raters: First and Meil Cup, ‘‘ Dragon ”’ (D. Wooldrage); second, ‘‘ Diamond” (J. Craigie); and _ third, ‘* Thistle *’ (T. H. Dearness), also all Kirkwall boats. Congratulations are due to Mr. D. Wooldra ge on securing the double event. Prizes were presented by Mr. R. O. Watson, Jr., and the Kirkwall Commodore thanked the visitors for their support and wished them better success next time. Commodore William Swanney, of the Holm Club, replied, and assured the Kirkwall Club of a warm welcome in more ways than one when it came to Holm. Acting officers were Messrs. W. Spence, R. Miller, G. B. Hercus, R. O. Watson, Jr., and H. McGilliv ray as starters and timekeepers, with J. Walls, R. Wylie, J. Flett and A. Findlater as judges. The return Regatta by St. Mary’s (Holm) M.Y.C. on New Year’s Day, at Holm,-had to be Postpon ed owing to lack of wind, and will, it is hoped, take place in May. This was a great disappointment to a large number of Kirkwall enthusiasts, who had left home at 7.30 a.m. to take part in the event. St. Colm’s (Sanday) M.Y.C. held a Christmas Regatta on Rue’s Loch with four 10-rater s and four 5-raters as the competitors. A strong S.E. breeze made the day an ideal one for sailing, although all the models had to don their smallest suits of sails. The 10-rater Cup was won by Tom Scott, Sr., with Andrew Wilson (Northern M.Y.C. ) and Walter Towrie, second and third respect ively. In the 5-rater class Oliver Dearness won the Cup for the third time, and now retains it permanently in consequence, son with occupying Tom Scott, second and Jr., third and places. John An Thom‘ All- 306 MARINE comers ’’ race, in which the 10-raters were subject to a handicap, resulted in the 5-raters securing all the honours, T. Scott, Jr., taking the medal, and Oliver Dearness and Tom Dearness the other two prizes. We give the timed results to show how close the finishes were. It would be interesting to know the approximate sailing distance. Times: 10-raters.—Ist, 18min. 3lsec.; 2nd, 19min. 30sec.: 3rd, 20min. 20sec. 5-raters.—Ist, 19min. 47sec.; 2nd, 20min. 30sec.; 3rd, 21min. 50sec. All-comers.—Ist, 18min. 55sec.; 2nd, 19min.; 3rd, 19min. 40sec. At the close of racing the competitors and officials were entertained by Mrs. Dearness and the Messrs. Dearness, of Bayview, who were accorded a hearty vote of thanks for their hospitality. At Papa Westray (look up your Geography) the St. Treadwell M.Y.C. held their Annual Regatta on Christmas Day, the same old strong south-eas ter prevailing, and storm suits only hoisted. Eleven d-raters and four models of a smaller class com- peted, and the Regatta is described as one of the most successful in the history of the Club. The first race was for the 5-raters, which were started at intervals of 30 seconds, to sail twice round the course. The smaller course once only. In class the followed, final race covering the for all-comers fourteen started. Results:—5-raters: Ist, and Gorn’s Barometer, Thos. Miller; 2nd, Geo. D. Randall; 3rd, John Cursiter. Smaller class: Ist, and medal, Thos. Miller; 2nd, Geo. W. Randall: 3rd, James Davidson. All-comers: Ist, and Graham Cup, Ian Cursiter; 2nd, Geo. W. D. Randall: 3rd, Wm. Cursiter. Officials in charge were :—Starters and timekeepers: Messrs. Stuart Gray, Thomas Burgess and John Milne; Judges: Messrs. Wm. Traill, J.P., Geo. Irvine and William Burgess. We have indulged in a perfect orgy of Northern news this month, but we have no a ologies to make. It is refreshing to hear from such ae outposts of Model Yachting, and to see the evident growing popularity of the sport in the out-of-the-way corners of the kingdom, hardly even names to the vast majority of us. There must be an alluring attraction to induce men in the Orkneys, practical seamen to a large extent, MODELS to spend their leisure time sailing the ** Little Ships,’’ and under winter conditions that would appal some of even our most enthusiastic devotees further south. In a letter we have before us the writer refers to sailing in a 75 miles per hour breeze, and quietly remarks , ‘* | got off with nothing worse than a broken boom!’ Think it out, and pass it on when in contact with any of those individuals who deprecate our Sport. THE SCOTTISH COMMODORE. Model Yachting Association FIRST FIXTURE 1935 NATIONAL 10-RATER CHAMPIONSHIP To be held at CITY OF BIRMINGHAM WATE R WITTON LAKE Easter Saturday, April 20th, 1935 CONDITIONS The One Best Boat of any Affili ated Club is eligible. Selection of Boat is in the hand s of Club Committees. Entries to be made by Club Secretaries only. ‘ Entry Fee—10s., payable by Club — not by member. Closing Date, March 20th. No late entries. Guaranteed Prizes to Winning Club s and Skippers. Boats and Skippers must be units of the Club at time of making entry, the Boats to be fully certificated and registered at same date. Certificates to be presented to O.O. D. before start of race as arranged later. Current M.Y.A. Sailing and Ratin g Rules for the Class to be observed. Officer of the Day—C. E. Lema n, Hon. Secretary, City of Birmingham M.Y.C., assisted by the Committee and usual officers. The present Committee are autho rised by the M.Y.A. to carry the event to conclusion, and may co-opt representatives of the three local Clubs to assist in the administration of Funds in hand subject to Report and Balance Sheet within one mont h. DONATIONS are cordially invit ed from any source, and will be duly acknowledged by M.Y.A. Sectetary, and Statement published. All communications to— A. LITTLEJOHN, Hon. Sec., 124, FITZ-NEAL ST., LONDON, W.12 MARINE MODELS 307 Letters intended for publication must be written on one side of paper only and bear the signatures of writers (not necessarily for publication). Letters should not exceed 300 words in length, if possible. The Editor does not undertake to publish all letters received, nor does he necessarily agree with opinions expressed by Correspondents. AN Dear AUSTRALIAN Sir,—I have INTERMEDIATE CLASS read with interest DIMENSIONS OF MODEL AND RATING FORMULA. various articles in the Magazine re an “‘ intermediate class “’ of sailing model. You may be interested to know that the N.S.W. Model Yacht Club, of which I am Rear-Commodore, has adopted a model based on a reduced A-class for the sake of handiness in transport and for want of a better scheme perhaps. I daresay we are not technically correct. For your information I attach a copy of our rules and formula. Length, draft and sail area are all maximums; displacement, minimum, 15 lbs., maximum, 18.5 lbs. However, we have found this little ship very satisfactory. One has been built after the plans of ** Elusive,”’ with only 84in. draught, and she is very satisfactory. You apparently want opinions! We would like to adopt an international class, and have been talking lately of the 6-metres, but think they are just too long. None of us fancy the 50—800 rule, and consider the plan of “Iris ’’ only goes to show that this rule will develop a class which we would not be proud of. Surely a more attractive type can be developed. The type of the A-class and 6-metre class is very attractive in appearance, is reasonably fast and resembles the yacht (big yacht) most model men would wish to possess if they had the cash. I put it to you that this is more than half the attraction of model yachting. We will be very interested in future developments, as we want to be on an international basis, for some day we all hope to take an Australian yacht to old England and show you how it ought to be done. Some correspondents I note are making a joke of the transport problem. Though Sydney has probably more water available than most cities, little of it is suitable for models because of the traffic of vessels and yachts on the more open waters, and the bays and inlets are surrounded by high and abrupt headlands which make the winds too shifty altogether. So we travel by car some 14 to 16 miles to a lagoon every Saturday and Sunday, and some of our members have to travel about 20 to 24 miles to get there. I think that possibly other enthusiasts in England have similar conditions. However, this comment having to travel so far will, no doubt, be out of date by the time it reaches you. Yours sincerely, R. W. Ross, New South Wales M.Y.C. Length Overall ……………… = 48” LS er are eee omy, = 34,5″ Draft (16% L.W.E=e35″) ee 9.02″ Q.B.L. (100— V32 L.W.L.) …… — 33.08” Displacement (/D= ¥ Displacement Ibs. 3 .037. This must not exceed 1/5 L.W.L.+1=7.9. /D for -15 16 17 18 *18.5 Ibs. 7.42 7.56 7.71 7.86 Sail Area. Mainsail 692 sq. inches. Jib Maye oy $ S50”; ne Spinnaker 365 ,, Late _ S= Formula L+vVS Rating 7.9 4 l6lbs. assumed 34.5+ /950 9 bee tS LxvS 12x /D 34.5 x /950 – |: 7am 4 aes ete © rien ee Freeboard: = 28 Rating 12 x 7.56 pee ome ey I yaa) — 27.54 V¥Dx 28 / 100 +1=3.116 average. (Measured at centre, aft and fore end of L.W.L.) Deck Camber: Not to exceed 4” of centre. A SAIL-AREA ONLY RULE Dear Sir,—May | whole-heartedly support Mr. Pike’s suggestion for classification by sail-area only. It is ideally simple; does away with all complicated measurements and special apparatus; admits of a range of sizes being easily arranged for, and meets all that is actually required for model yachts. To popularise anything it must be made simple for people, but the tendency for years has been to complicate and restrict until it is doubtful if 10 per cent. of the whole model yachting community today could lay down an Ac-class, lirds, 6- or 18footer that would rate correctly. Since Mr. Pike and I only sail model boats, I do not suppose that anyone will care a brass button for our opinions, but since Mr. Pike has sanctified the rule with the approval of Major Heckstall Smith, a real live Editor, who can speak to a Sopwith or a Vanderbilt without removing his hat and saying ‘* Sir,’’ this may have a slight effect. Doubtless there would be some extreme experimenting for a a rr time, but this MARINE would do no harm—variety is the salt of life—and it would keep both experimenters and spectators interested; and before long the best proportions and type of hull for the sail allowed would undoubtedly emerge. I am also at one with Mr. Pike in depre- cating the copying of the Y.R.A. rules and regulations, which add about as much dignity to Model Yachting as Little Johnny imitating ‘‘ How Dad does it,’’ and would go further and scrap their farcical sail measurements. The measure of the propelling power of a sailboat is the actual amount of sail present regardless of its shape or position, and I would measure the area of sail regardless of straight leeches or bowed, one batten or a dozen, and, further, leave the skipper free to arrange it how he liked, and even move his mast at any time so long as he did not delay the proceedings. If the object of racing is to promote skill why should the man who has the knowledge to make a better use of his sail be debarred from using it, when he gains no unfair advantage from doing so? I would also scrap the present system of scoring points. A good boat must be able to reach and run as well as beat, so why should this be selected for preferential treatment? In point of fact, it is more difficult to trim well for a close reach or a run, as various angles of wind and amount of helm have to be allowed for, while a beat is always as close to the wind, generally about 45 degrees, as has been found by repeated trial that the boat will go, and it is only a question of making the point for the sheets and repeating it. As scored at present, a man may make 10 good calculations and win all his runs and be beaten by another who has won 7 beats by putting the mainsail to 4 and the foresail to 3. A further business that could be improved is the plastering of sails with huge numbers. Sails are expensive items and accumulate alarmingly, and this, in addition to disfiguring them, makes them available for only one boat. All that is really required is a small but legible note of the area, as determined by the measurer, in one corner. Cheating would be checked by referring, if necessary, to the certificate, and sails could be used for several boats so long as they were inside the allowance. Of course, one might lose a little dignity by this. I have been frequently put in my proper place by small boys who remark scornfully: ‘*’E isn’t a ricer, ’e ain’t got no numbers! ’’—but there are certain compensations in this diminution of public interest. A. C. Davison. THE 50-800 MARBLEHEAD CLASS Sir,—It is evident from the letters of Messrs. Pigeon, Black, Brook and Brown, from the United States, that they have the interests of the youngsters at heart. The following remarks are written solely in these interests. Your readers will agree that ‘* Wampum II ”’ is a fine, handsome craft and that Mr. Potter is to be congratulated. But are these gentlemen leading the youngsters in the right path? That is the question. The weaknesses of the best known rating rules of the day were discussed in the Model Engineer of January 19, 1928, and time has borne out the truth of those criticisms. MODELS If the 50-800 boats were to remain around the ‘Wampum ”’ in size I doubt if there would be any real ground for complaint. But will they? There seems to me nothing to prevent an able designer like Mr. Potter from enlarging and lengthening his model, rounding off her overhangs, chopping them off altogether possibly, and flying his kites in the form of higher and narrower ribbons, like our modern free, unrestricted 10-raters. The experiments of Mr. Steinberger and his youth- ful friends at Kensington leave me about the reality of this danger. in no doubt Seven years ago (not in 1922, as Anon. says) the suggestion was to measure the approximate sailing length. The overall length measurement has some ridiculous features. It regarded the former as the average of the load water-line length and the quarter-beam length, employing the normal Scawanhaka proportions of length and sail, which are fifty years old possibly, so they must be sound. Aimed at no particular type of model, it was published in challenging style, but as far as I am aware no one has risen to it in the meantime. for a moment rule I would I| could pass a freak not suggest it for If through the the use of youngsters. Your correspondent, ‘‘ Anon.,”’ is unconsciously doing the youngsters a bad turn in his suggestion that the quarter-beam length is too difficult for them to measure. Any youngster who can build a ** Wampum “’ can measure it. It is absurd, too, to suggest that a £30, say a 150 dollars, machine is required. He stated that the rule is primarily for experts. It was intended to protect the youngsters from having the toffee taken from their hands by experts. ‘**Wampum ”’ would rate at about 32 inches. What is in a figure or rating? What is in a name? Just as a rose will smell as sweet under any other name so will ‘‘ Wampum”’ sail faster, nor more slowly however she is rated. Messrs. Potter, Steinberger & Co. will find no But it difficult to beat ‘* Wampum” and her youthful friends simply by building larger boats under the 50-800 rule. This rule is unique—it differs from others as it says in effect ‘‘ the longer the uglier,”’ a curious check on length! I fear the complaints from the youngsters will be similar to those heard so frequently to-day: *“ What is the good of a rule which allows this, that, etc.? “’ Youngsters must not be tied up in restrictive apron strings, they must be left free to try out their ideas and burn their fingers, ete. Should they, however, find later on that they have been deceived, they are slow to forget, their memory is retentive and they may not forgive. I do not know whether American model yachts- men are like their British cousins when rating model yacht rules, rules are discussed. The latter are like youngsters playing with a tin of treacle. The more they play the more it sticks to their hair, face, hands, etc., until they are landed in a mess. One has only to mmspect any recent book of regulations and restrictions to see the state legisla- tion for yachts and models has reached. Mr. Momber, of Cambridge M.Y.C., is endeavouring to lead the youngsters in the Midlands along another path. If the matter were put to the vote at the moment it is possible—even Ee Cee 308