Marine Models: Volume 8, Number 2 – May 1935

sy) LD woe VTPLLxCELL USNNSYSYSDNDNVNYD DDD NSAD DAD 02 2) =| TECHNICAL — INCORPORATING Vol. VIII, No. 2 THE MODEL Published on the Seventh of each Month SHIPS’ YACHTSMAN May, 1935 BOATS By G. W. Munro (Continued from page 18.) HE longboat that I am giving this month is much shorter than that given last month. It is taken from ~The Shipwright’s Vademecum” of 1805, an abridgment of Steel’s Naval Architecture. When compared with the longboat of 1754 st will be noticed that, apart from length, the floors are considerably flatter and the hull generally is shallower. The moulded beam is ft. lin. against the 9ft. in the earlier boat. The moulded depth is 2ft. 10in. in the present design against 3ft. 9in. in the earlier design. While the main characteristics remain the same it will be noticed that the bow is mot so blunt above water and the design somewhat sweeter throughout. We may presume that the present illustration represents a longboat, such as one would expect to find in the Merchant Service. In fact, this design would do admirably for an Indiaman—she is sturdy, has a large carrying capacity, and should be a good sea boat. The longboat gave way to the launch at the end of the 18th century, and the present design, together with the one to be given mext month, may be taken as the final development of this class of boat in the Navy. lam under the impression that the merchantmen carried this type of boat for a great deal longer, their lines remaining very much the same—in fact, the writer has a model, built by a middle 19th century shipwright, and one of the boats exactly corresponds to the present design in every way. There is not a great deal that can be said about the construction of this boat that was not said in the previous number on the longboat of 1754. The scantlings are very much the same in every way, and the interior detail shown in the one may be adapted to the other. The keel is 6in. deep by 4in. wide— the lower part being thinned off to 24in. at the bottom. In the design, every second section is shown in the middle from 6 to D. The shape of the keelson is shown as a pair of dotted lines running just above the keel and curving up at each end. A grating is fitted over this at the bow, and again at the stern in the way of the benches. There is a bulkhead forming a locker under the sternsheets. Four of the five thwarts are fixed and have knees at each side, as shown. The middle thwart is a loose one and removable when a large item is to be carried as part of the load. The mast thwart is 13in. thick and each of the others 14in. The hole for the mast is cut on the after side of the thwart, generally the second from the bow, and the thwart is broader for about two-thirds of its length in , the middle. The stern has a rake of 10° with the transom let into the upper part. The body of the boat should be represented as 30 MARINE clincher-built from the garboard up to the upper strake. From here a rubbing strake runs the length of the boat. Above the upper strake washboards are fitted with slots cut to take the oars. These washboards have a pair of compensation pieces at each side to take the strain of the oars when the men are rowing. There is no rule for the number of strakes in each side, but eleven might be taken as a fair representation of the usual English practice. Of course the quality of the wood available will be a deciding factor, but boat builders of Northern Europe were, and still are, inclined to use very broad planks or strakes compared with those seen on English clincher-built boats. The rudder is hung on three pintles as shown. Two eye-bolts are driven into the middle and upper part of the stern to support the two downward pointing pintles. The bottom one, just above the keel, is more substantial and has plates on each side of the i i i MODELS sternpost as far forward as the butts of the strakes. A long pintle points upward from this one and should bear most of the weight of the rudder. A square hole is cut through the rudder-head to take the tiller which should be about 2ft. 6in. long. A turk’s head or a piece of fancy carving is usually done at the inner end of the tiller. The shape of the breasthook and the ears can be seen at the stem in the plan view. The scale of this drawing, like that of last month, is tin. = 1 ft. It is doubtful if the average modeller will attempt to build a ship’s boat at this scale, but resort to the usual and more suitable method of carving it out. Nevertheless, I have seen a naval cutter, complete with machine-gun, clincher-built and complete to the last pin at the scale of tin.=1ft. This model is at present in the Science Museum at South Kensington, and is the most beautiful piece of modelling I have ever seen. The most usual method of representing the different strakes on a ship’s boat is to draw I if a3 A SHIP’S LONGBOAT OF 1805 1 J ji I : ] is =) MARINE them in with ink or pencil, exactly like the deck lines. This gives a very fair represen- tation of the layers of wood in the clincher work. It scale must be mentioned, remembered if 4in. that, boards at are the to be represented they will be | /84in. on the model before being dressed down, etc. In other words, the clincher work will be about the thickness of the paper used in this Magazine. (To be continued.) MODELS 31 FLEETWOOD INTERNATIONAL REGATTA NTRIES have been received ” from France, E; Germany, Norway and the United States. The former will, we understand, be represented by ‘‘ Gaulois,”” a new boat built by M. R. Authenac to his own designs. She is being tested and tuned up against a model to the designs of Mr. Reg. Lance, who was responsible for the international winners “ Little Nell ’’ and ‘* Flame.’’ The United States will be represented by the winner of the American National A-class Championship. As usual, the British boat will be the winner of the British A-class Championship, which immediately precedes the International Regatta at Fleetwood. A SWISS “A” CLASS MODEL ** NAIDE,”’ built by M. Louis E. Favre, Geneva, from the MARINE MOopeLs design ‘* Courtesy.’’ 32 MARINE HOW TO MAKE STEAMER MODELS MODEL SHIP AND FITTINGS By A. P. ISARD, A.M.I.Mech.E. (Continued from page 8.) Psa No. 88 represents a big, powerful and heavily-built windlass, which can be a very large size for operation by hand-power through compound gearing. The two gypsies act independently through clutches, and band brakes act independently upon the brake drums shown between the gypsies and the side cheeks carrying the bearings. For clearness the brake bands have been omitted from the sketch. A windlass of this type will tax the modelmaker’s maximum skill if it is to be a complete working model, but it is not proposed such should be the case. A very excellent semi-working machine can be produced without much difficulty by making the main shaft clutches and gypsies solid. The sole plate may be of sheet brass and the two side cheeks also. The latter, after cutting, filing and drilling for the various shaft bearings, are finally soldered into their positions later on; to make a stronger job, pin them in addition. Make these cheeks in the same way as the bearings for our hose reel (Fig. 84) as described in the last issue of MARINE MODELS to insure both being absolutely the same. From brass rod turn up the “ blanks” for the four gear wheels and before parting them off bore each to suit the diameter of the respective shafts; with a sharp pointed tool score a circular line round their faces at the bottom of the teeth. This line will serve asa depth guide when cutting and filing the teeth, which should now be undertaken. Turn up the two gypsies with their brake drums, also the two clutch housings, and cut out the two ratchet wheels. Carefully tin the inside faces of these fittings and slip the lot in their right order on a dummy shaft, which should be of aluminium; screw both ends of this aluminium shaft and fit nuts, so that by screwing up the nuts it clamps the lot tightly together, and accurately. Heat over a bunsen flame until the solder melts. Allow to cool off, unscrew nuts and withdraw the aluminium shaft (solder will not stick to aluminium). If the work has been done properly you will have a solid job; now turn up the two external winding drums. Drill and tap a small hole for a small sunk grub screw at right angles to the bore in the centre of one of the clutch drums (or any other suitable spot), to fix to shaft. Alternatively, a pin may be used. The countershaft carrying two gear wheels should now be taken in hand, and its ends slightly reduced to fit the bearing holes in the cheeks; these shoulders will prevent end play. The hand-power shaft is squared at each end to take cranked handles, and they may be reduced at the ends in the same way as the countershaft or a couple of small collars fitted. The ratchets operate by gravity and must be a very easy fit between their steadies and shaft. MARINE Te assemble, slip shaft through one of the seeks fone of the outside winding drums Geewime been first fixed firmly to one end), gesh down the shaft the “ centre doings” and Secure im position by screwing down the grub _ screw: slip on the other cheek. Now put the ewentershaft and hand-crank shaft into their ; put the two tie rodsin and tighten ep (don’t forget to put the ratchets on the Settom rod first); force the outside winding @rum on main shaft and adjust until all shafts revolve properly. Stand athe Ele lot, with the cheeks in their proper positions on sole plate, and secure by soldering. In real windlasses the main and other bearmes are of course split brasses, so that the warious shafts can be removed or replaced without difficulty, the cheeks being cut away and shaped for this purpose. The model maker may prefer this construction if a more representative machine is desired. The method of manufacture must be that which appeals to the model maker and his — skill. The finish should be either aluminium paint or dull silver plating to represent galwanised work, or bronze black to represent plain, black iron work. Fig. 89, “ Byers” anchors. These stockless anchors are in large use; if castings cannot be obtained they must be cut and filed up from scrap. A nice job must be aimed at, MODELS 33 and the hinged stock should be easy and operate to about 60 degrees on either side. Fig. 90, “ Rogers’ anchors are very common. Mark out on sheet brass, and after cutting bend to shape. The flukes are a bit troublesome. Cut little pieces out and neatly solder them into position. Anchors may be finished either to represent galvanising or black iron. The reader is referred to page 172 of Marine Mops s for October, 1933, for further details. Fig. 91, Grapnels, the stock or shank should be square with a slight taper so that the rightangle flukes can be slid down. The flukes are round, as shown, the stock and main flukes can be cut from sheet, filed and then bent to shape. Finish as before for anchors. Fig. 92, Cable and Chain. A represents studded cable, which is used for the very heaviest duty, and B plain. The writer does not think it will interest the model maker to make his own cable, although it is not hard, only tedious. All joints must be invisible. These are soldered —likewise the central studs in the studded cable. On page 173 of the issue of MARINE MODELS, just referred to, a method of chain making is described. (To be continued.) FIG qa. FIC. $4. FIG. 9). olf! 34 MARINE MODELS THE he a De AGM ~ ~ : PADDEAS s ~ ee 2 < a , * , g fe &e at ot a) ‘i ‘ » > noe . “tex pF a : ah S/S ; b y, A 7 fC 9 a4 me S ‘ oe 5 4 ‘ % 3 ps3 ate Wu es As = Ge os y- ae be Fa \ ony oy, 7 . (Continued from page 11.) IPEWORK is often a stumbling block to Pp the beginner, and nicely laid-out piping adds to the appearance of the engineroom. Thereis no difficulty about any ordinary piping, yet one often sees badly made ends. Brass and copper tube are usually used, though steel is employed for flash steam. In bending any sort of pipe the method employed depends on the size of tube, its gauge and the hardness of the metal. A light gauge pipe is more difficult to bend, particularly in a sharp bend, than a stouter gauge pipe. The easiest to handle is copper pipe, followed closely by brass. If copper pipe is annealed by being heated until it is just re and allowed to cool off, it can usually be bent with the fingers. This applies to the smaller sizes at all events. Exactly the size where this will be found impracticable will depend on the radius of the curve that is required and the gauge of the metal. Sometimes it may be advisable to use a wooden mandrel with a groove for the pipe. When it comes to larger sizes of pipe it is necessary to fill the pipe before bending so as to support the metal and avoid kinks. Copper and brass pipes are always bent cold, and in the case of cold bending either resin or lead can be used to fill pipes. Resin has certain advantages over lead for this purpose. It is easily obtainable, it melts at a low temperature andis easily burnt out afterwards by heating the pipe red hot. Its only disadvantage is that whilst it is being melted and burnt out, it makes a decidedly offensive smell. The method is to heat the pipe a littlke—just enough for the resin to flow but not enough to burn it. The resin is poured in and allowed to cool. It will be found to contract somewhat during cooling but a little extra can be added as required just before it finally sets. It should have been mentioned that the pipe should be thoroughly annealed before being filled. After bending, the pipe is heated and as much resin as possible run out. A residue will be left in the pipe and this must be burnt out by heating the pipe until it is just red. This has the further advantage of reannealing the pipe. Actually the pipe hardens when being bent, and it is an advantage to have them properly annealed and soft as they are then less brittle and not so liable to fracture with the vibration in running. As a matter of fact the vibration that is inseparable from the running of even a wellbalanced engine gradually hardens pipes, and it is advisable to re-anneal pipes that are subject to vibration or flexing when the boat is being overhauled from time to time. When a very complicated or extra sharp bend is being made, it may be found that a pipe hardens up before bending is complete. In that case the resin must be run out and the pipe re-annealed. The pipe is then filled a second time and the job completed. The main difference in the use of resin and lead is that the pipe requires to be hotter when the lead is run in. In either case no moisture must be in the pipe whenit is filled or hot splashes may result with unpleasant consequences. Brass tube is bent in the same fashion as copper, but when we come to steel a different method must be employed. Steel tube is obtainable in two forms—a specially annealed soft tube that can be bent cold in the smaller sizes, and ordinary solid drawn steel tube. The former is much more expensive and is what is usually used for flash boilers. I gave the necessary instructions for bending this in my article on flash boilers a few months ago. (Vol. VII, No. 4.) MARINE With solid drawn tube the first step is to anneal the pipe. This is done by passing the blowlamp along the full length. Be careful mot to miss any spots as if any part has not been brought to a red heat it will give you a hard place in the middle. Ordinary bends such as the coil of a flash boiler can be bent cold but any extra sharp _ bend will have to be made red hot. Even then there is a limit to the radius that can be bent. If necessary a combination of the hot and cold bending methods can be used, as for instance the sharp bends at the beginming and end of a flash boiler coil which can be bent hot after the coil itself has been wound cold. When it comes to a bend in a large diameter steel tube of thin gauge, one is up against a difficult job. The method is to fill the tube with dry sand. This is rammed down hard and the ends plugged securely. The part to be bent is brought to a red heat and the tube bent round a mandrel, with a suitable groove to support the tube. Pliers are not used in cold bending as they flatten pipes and put kinks into them. Of course, pliers have to be used in hot bending but care should be taken not to get hold of the tube where it is red. In fact it is better to catch hold of the tube by a spare piece at the end which is subsequently to be cut off. It is often necessary to put a thread on the end of a pipe to take a union, or other connection. It is advisable to put the thread on a copper pipe before annealing. The method employed will depend on the job. When a small size pipe is being used this can be die threaded. Take an end of silver steel rod or other suitable piece of stuff and insert in the pipe to support it. Hold the pipe in the lathe chuck and turn over slowly by hand. The die is either fed up by the tail stock or by hand. A coarse thread canmot be put on a very light gauge pipe as the metal is too thin to take the full depth of the cut. Dies to cut 60 threads to the inch can be obtained up to in., also taps to suit. These are obtainable from Kennion’s in Kingsland Road, E., and this thread is suitable for the lightest pipe obtainable commercially. Actually 40 threads will be found suitable for most jobs. One tip when cutting a thread on copper is to use cutting oil, but even ordinary lubricating oil is far better than nothing. With larger pipes where dies are not available, the thread must be cut in the lathe with MODELS 35 a chaser. If the lathe is fitted for screw cutting, this will simplify matters for the less expert worker. In such case the thread is partially cut and finished off with the chaser. If the thread has to be struck with the chaser alone, this is quite a skilled job and requires some practice. It is, however, an art well worth acquiring. The great virtue of the chaser is that a very light cut can be taken and matters adjusted until a perfect fit is obtained. One thing to be observed is that when a longish piece of pipe is being dealt with the fixed steady should be used to obviate any tendency to run out of truth. One hint for the beginner to avoid cross threading a fine thread on a union or screw is to give a partial turn in the reverse direction until the thread is felt when the union, screw or whatnot can safely be screwed up. Sometimes it is desirable to put a coil in a fuel pipe to prevent pipes fracturing through excessive vibration and flexing. In order to obviate possibility of air locks, these coils should never be upright but have a continuous fall. This, of course, does not apply when pressure feed is used but only to gravity fed systems. Long lengths of fine piping require to be supported at intervals. Suitable small pipe clips can easily be made. Cut a strip of light gauge brass of suitable width to take the screw you are going to use to fasten the clip down. Take an odd end of the pipe or a piece of rod of suitable size to use as a former. It is really an advantage to use a former a shade smaller than the actual pipe as this ensures a good grip. Bend the strip round the former and then pull up tight in the vyce. If required the clip can be bent over so that the whole clip lies flush against the side of the boat or whatever the pipe is being fixed to whilst the pipe itself is clear of the surface. If any difficulty is experienced in bending this over, take a bit of wood and place against the clip. Tap over, using the hammer against the end of the wood. Drill the hole for the holding-down screw straight through the two sides and cut off the superfluous end of the strip. If the clip is being used in a wooden hull, all that is necessary is a round-headed brass wood screw, but in the case of a metal hull a cheese head metal screw can be soldered to the hull, point upward, and the clip held in place with a nut. Sometimes it may be found convenient to file the head of the screw off at an angle. 36 MARINE In the case of an oil pipe, which it is undesirable to bring into contact with the cold side of a metal hull, this will enable sufficient clearance to be given. On occasion it may be found convenient to fix the clip itself by soldering the lower part to the cheese head screw. | in position. There are occasions where pipes are built into the boat and in that case it is better to solder them in place than leave them loose. Generally speaking, however, a neat clip makes the best job. Mention was made earlier in this article of the damage done to pipes by handling them with pliers. In the hands of many model power-boat men pliers are dangerous weapons. To tighten a nut, to remove a sparking plug, and for many other improper purposes out come the pliers to the detriment of the nut, union, plug or whatever is handled. Pliers are all very well in their way, but except in dire emergency they are not suitable for use as spanners, and the expert will provide himself with suitable spanners to take every nut in his boat. Spanners should be a tight fit on the nuts. If convenient box spanners are the best as they distribute the strain throughout the six faces of the nut. When an ordinary open spanner is used the jaws should be rigid. This applies with almost more force to shifting spanners which are particularly. prone to spring unless they are good quality like a King Dick or Lucas Girder wrench, either of which is a good investment. (To be continued.) ry $28 gs Pg 0 rng USEFUL FORMS OF PIPECLIPS ai far | metal, but not through. Then partly drill the second. This will give you a chance to After getting right adjust matters nicely. along the row this way, go back to the first hole and deepen that a bit, and soon. When these holes are drilled make those for the holding-down screws, keeping these close to the outer pipe holes, but just clear of them. Cut to length and unsweat. File the faces off very slightly and clean off the jagged points The reduction of the between the holes. Another slight variation is a double or single clip, with one holding-down screw. These clips are all shown in the sketches illustrating this article. It may be added that the double clip for a number of pipes is useful where it is impossible to fix the pipes down to the hull. It then serves to hold all the pipes together and they keep each other I . time. iti} | faces not only cleans the job up but ensures the clip getting a good grip. If several clips are required, use a long length of metal and make them all at the same ft ‘ Sometimes it may be desirable to lead a pipe along an angle between two members of the structure of the boat, as for instance along the angle between the bottom and the engine bearers. This is very neat, and the pipe is well out of the way, but a different form of clip is required. This consists of a small block of metal with a groove filed in the underside to accommodate the pipe. The only point where possibility of error occurs is in the relative position of the holding-down screw, which should be close up to the pipe. A similar clip is the bridge clip, with a screw each end and a number of grooves in the underside to accommodate a number of pipes. A further variety of the bridge clip is in two halves, rather like the old stocks on the village green. in which malefactors had their legs confined, but our clip holds the pipes even more ruthlessly. In making this clip, the best way is to sweat the two pieces of metal forming the clip together. Drill the hole for the first pipe a little way into the MODELS MARINE MODELS of PETROL ENGINE and HYDROPLANE TOPICS By J. B. INNOCENT (Continued from page 12.) BE ine « I go on to the methods of work- ing timber and the designing of hulls, I think it would be as well if I draw your attention to the way the latest of the ~ Nickie ” family and last year’s “Oigh Alba” were made. It is strange that these two boats should have appeared in London together, coming from opposite directions, and both showing the same peculiarity of construction. Basically they are both wooden hulls, covered with plywood in the usual way, but the ply bottom is not used as the running surface but merely to keep out water when the boat is floating. Attached to the ply bottom preces of aluminium are fitted to form the actual planes. In ‘ Nickie’s” case the alumunium is fitted to the plywood at the front end of each plane, but leaves it after an inch or so, and is supported away from it to give the necessary inclination which can, of course, be varied by alteration of the supports. “‘Oigh Alba’s” rear plane was made in the same manner but the front one was not sealed to the ply at all, the leading edge being brought might to the front of the boat and supported away from it all the way. This method of construction seems to have quite a few advantages for you can vary your bottom form with the same hull. The hull itself is to some extent protected from damage and you get a metal running surface which can, of course, be kept polished. All this means, by the way, that you get the advantage of a metal hull and dodge the very difficult task of making it in all metal. Of course, such construction is scarcely ideal for flash steam plants, as the water is kept off the bottom, which is then free to cook to its heart’s content. The necessary tools for wooden hull buildmg are a mixture of a few small wood-workmg tools, and some metal-working ones. They comprise a narrow wood chisel, a small plane (preferably iron), a small square, a medium cross-cut flat file, a rat-tail file 4-in. diameter, two twist drills for the screws, one bare clearmg and one just under core diameter, a small countersink, screwdriver, spike and a finetoothed saw. The saw may well be a small spring frame hacksaw, such as the “ Enoch” and the spike an awl with a fairly fine point. I will now take you through the main points of building a single-step scow-type or square front hull of flat cross section. This is, of course, the easiest shape to make, and, as it is a very satisfactory one, I suggest you adopt it for your first effort. For heaven’s sake don’t get the pointed-nose complex and satisfy it by virtually pulling in the sides of a scow—you may get a pretty “ Model” appearance, but you certainly have not got a sensible shape. The two planes and the stringers should be cut first and bent to form so that they may set to shape and dry whilst the rest of the bits are being prepared. They may be left a bit over-size and can be trimmed up when fitting. Take care when roughing out the bottom not to damage the edge of the ply by heavy sawing; splinters are apt to come away even without rough handling. As the bottom covering should extend to the extreme edges so as to avoid load directly on the chine seams, the sides, stringers and hull runners will have the same bottom outline and can be compared for accuracy. When cutting them out, first draw the side elevation on one side piece, then tack the two pieces together, using a plywood washer on one side and a small block on the other; now proceed to cut to the outline, leaving a little for accurate finishing, which should be done with the file. Having finished the sides, use one of them as a template for marking out the hull runners on both sides of each, then cut them out taking care to see that the bottom edge remains nice and truly square with the sides. Of course the runners must be cut out for joints at the step and transom and extension pieces will have to be fitted to join the nose piece. Next cut out the step, transom and nose pieces and fit the necessary halved joints at step and transom and make the cut-outs to receive the tin. square stringers. Like the runners and sides these all want finishing carefully, the slots and notches being accurately fitted with the file after sawing out the rough. Assembly may now begin and starts from the step piece. After leaving this point it may proceed in two or three ways, but I think one will be ample for our purpose. MARINE First fit the runners to the step piece, then take the back plane, mark it out and drill and countersink the plane for the screws, and temporarily secure the plane to the step piece. Now, using the plane as a template, mark out the screw position. Take the plane off, drill at the marks with the smaller drill, apply the sticky stuff, and proceed to fix the plane. Follow with the front plane in the same way, keeping a close eye on the curve, as the glue may tend to make it change. Now fix the side stringers to the planes, marking them out in the same way and make certain of leaving sufficient spare bottom to cover the side when it is fitted. It is necessary to keep the glue out of the outside corner, where the side goes, or, anyway, to remove the surplus before it hardens, as it is difficult to deal with later. The transom and nose piece may now be put in place, and then this section should be laid aside for the glue to harden out. In the meantime the deck stringers and transom corner uprights may be fitted to the sides, and the deck cut out and suitably framed on the underside round the cut-outs. This work on the sides and deck does not call for screws, by the way, and pins, duly clenched over, should be used except at the end of any piece of quartering, where a screw should be placed. ‘The transom covering may also be prepared and fitted, with its deck stringer and skeg plate, which latter should be jointed into the transom piece and deck stringer. You should now paint the deck on the underside, but leave the edges where it has to be fixed down. I think that’s about enough of wood for this month, and I will now break the sequence by bringing an engine to your notice. It is my opinion that the days of the 30 c.c. engine are definitely numbered, for if the present rate of progress is maintained, and there is no reason why it should not be, speeds will MODELS The engine in question is the Westbury 15 c.c. four-stroke, which is being marketed by Kennion’s, of Kingsland Road, London. Mr. Westbury has been designing engines for many years without getting one in the forefront of power-boat racing, till he turned to the small motors. It was a Westbury “* Atom Minor ”’ two-stroke which Capt. Bowden used to put up the 15 c.c. record, but I personally think his four-stroke, duly hotted up and with the necessary alterations made in the materials for such parts as the connecting rod, piston, etc., is capable of an even better performance. As a. standard job it should give a useful account of itself, but I suggest that the bronze rod be replaced by a steel or light alloy rod, fitted with high tensile bolts at the big end, right at the start, as it will need changing even if the engine is otherwise standard as soon as it is in decent tune. (To be continued.) LUG? 38 become too high to be handled with safety, let alone pleasure. For this reason I have been keeping an eye on the 15 cc. jobs produced from time to time, and, a little while back, found what I was looking for. I wanted an engine in the small class to take the place of the Bond in the 30 c.c. size, ie., an engine that is sound in general design, reasonably easy of construction, a useful job when finished to standard form, but capable of being modified in easy stages, and without great difficulty to make it a really hot motor. A CLYDE By P. H. COLLIER, Jones, Lancs. and Cheshire Model Ship Society No. 2 (Manchester) MARINE SAIL-WEIGHT RATIO IN YACHTS Query.—** Anon.’’ has made an interesting con“=>ation on the above subject, and I thank him. Mis concluding remark, however, viz., that he has amply proved that ‘*‘ the scale model does not re@=re more sail than the prototype to drive her =m the same wind but actually far less,’’ requires more explanation than he has so far given. We started off with the plain statement of fact that 1 1%. im the prototype has only 3.5 sq. ins. of sail, 2ndin the scale model about 70 sq. ins., approximately 20 times the sail area or horse-power in proportion. “ Anon.”’ reduces length, sail area and displacement to one-dimensional figure, but this simply Srimgs us back to the fact that the linear scale is 1 20. He then compares the normal speeds and finds that the scale allowance of sail actually drives the model at 1} to 1$ times her normal speed. Very good, but it does not follow that an allow- amce of 3.5 sq. ins. per lb. would drive her at her mormal speed—or at any speed at all, except to leeward. And so I am still in search of the law or laws of similarity—the same, | take it, as Froude has called the Laws of: Comparison, which will explain the apparent anomaly and enable us to calculate the sail area required to drive the model at normal or similar speed, based on the normal speed of the prototype, and I shall be grateful to * Anon.,”’ or any interested reader of MARINE MOoDELS, for a further word on the subject. H. K. FincH, Norwich. RepLy.—As most of the technical queries in conmection with model yachts that are sent to this Magazine are handed me by the Editor, I duly received a letter from Mr. H. K. Finch on the above subject, which I answered through the medium of an article in two parts, published in the February and March issues of MARINE MODELS. From Mr. Finch’s further letter two points emerge. The first is that I did not make myself sufficiently clear, and the second that the real difficulty that confronts Mr. Finch is not that he is puzzled about Sail-Weight Ratio but that he does not understand Scale-Weight Ratios. Mr. Finch’s first difficulty appears to be that he does not understand the difference between displacement and weight. Let me start by trying to get that matter clear. Take a wooden box of which the outside measurements cube 1,080 cu. ins. and the weight is 20 lb. Sea water is heavier than the box and 20 lb. of sea water only measures 540 cu. ins. So our box is half the weight per cu. in., and will float half out of the water. Compare our box with a lump of lead measuring 540 cu. ins., which weighs almost 2 cwt. In water this sinks, but nevertheless it has still displaced only its own bulk (i.e., 540 cu. ins. = 20 1b.) of water. MODELS 39 With Mr. Finch’s kind permission we will, therefore, consider displacement as cu. ins. being the amount of water displaced. I asserted in my last article that the correct way to compare ratios of length-sail-displacement is L—vVS—W#WD, and reducing everything to a onedimensional basis. Mr. Finch complains that by treating the prototype *‘ Shamrock ’’ and a 1/20 scale model in this way, I simply reduce everything back to a 1/20 scale. Of course I do, because it is correct to do so, otherwise the principle of scale breaks down. Let us see exactly what happens if this is not done. Mr. Finch tells us that because the sail on ** Shamrock ’’ is 3.5 sq. ins. per lb., that on the model should be the same. The model would then have 135 sq. ins. Picture 135 sq. ins. over a hull with 48.6 L.W.L., and compare the resulting sailplan with a scale reduction set on scale-sized spars (which gives 2,700 sq. ins.). But if one can use, as Mr. Finch does, a straight S-D ratio, one can also use the same thing through- out a ratio of L-S-D instead of the L—-v¥S—W#WD, which I assert is correct. Hence on a 48.6 L our model should have a displacement of 1/20 of the original ‘* Shamrock,”’ say, 7 tons!—which is clearly impossible. I may point out that I have here used Weight as synonymous with Displacement as Mr. Finch does. The model should likewise have a sail area of 362 sq. ft. Which, again, is impossible. But if we are to maintain Mr. Finch’s ratio of 3.5 sq. ins. per lb., it is essential that our model must have these. One is therefore driven to the conclusion that the only possible way of comparing the Length-SailDisplacement ratios of different yachts is by reduction to a one-dimensional basis. Sometimes this comparison may be of considerable value to the designer as, for instance, when selecting dimensions for a design under the A-class rule, but it is a dangerous weapon if handled indiscriminately. Figures, ratios and statistics can tell us a lot, but can be very misleading unless correctly used. In conclusion, may I tender my apology to Mr. Finch that in proving his contention was incorrect I have been forced to employ the method of the reductio ad absurdum. If Mr. Finch will make his comparisons by correct methods, he will find that incongruous discrepancies at once disappear. ANON. MODEL AT YACHT CLUB BRIGHTON We are requested to announce that a model yacht club, with a powerboat section, has been formed at Brighton. All those interested are invited to get into touch with Mr. G. Andrews, 27, Lincoln Street, Brighton. Lilit 2 0.8L. Mayle? a” 4-6 00 | 43-80 | 10-86 |/0-20| 9-60} 4-8 -00 |4¥5-6S| 1-18 | /0-60| /0-00f $0 -00 |47-So] II-S0] //-00| /0-4Yo} 120 [#H-oo} | “fo || 2+] | 64 Zo} | 82] | +22 || by | | -o4 -10 | | Go| |-88 | |-22] ‘10 1-62 ‘30 ] | -08| | 92] “fO} | IN| 1-26] | -66 ‘-68 28] 1°93 | 1) ‘YO AN] 1-95 110-30 | 9-70 ‘Fo | | 44] | -97] | 34] | 74 10 h7| | 34 | 261 ‘ -“@ |-03|/0-4o] 7-809 +9 -o0] |-56 | //-35}/0-B0| 10-208 |-O%] | -w2] | 82 ‘Bo |! -98} | 08 | | -uG] | -86 “HO [4S-08} | -o7] ‘-48 | | -B8 47] | -10 [10-50] 9-90 69] ] 26) ‘To “36 | -2] “Lhe ss} tr]! 10] | 65] 1 -37] | -82] | -22 -z0 | | 75| | -38| | -8¢| |-24 30 | | -85| | -¥o] | -86| 40] 1-9] | -42| ‘ 88) |-26 -28 30] -wol 1:57] | -87] -e7@1 |-6a]| | -461 lug] -86 -eg 951 1°59 Li- 70 | /0-S0 go 11-9711 G01 S01 10-90 60 148.05] |-60 | | #2] 1-52 -60 | |-86} | -92]] -$2] -92 }-62 | | le] | sy 70 |) FO) | Fed | SH «Sop -6s | | ve] | sg -90 11-51 1.97] ) sel -9¢ 53-00} | 2m]! -98 | I-60] I-00 20) 1°42] [-02 1] be] 70} | 2] 99 tol! +00 | |-40}1/-67 | M20] -(0 Sol, go || -22| S/ | -fo| |-¢S1) -92| , 32 “$y %y ‘Jo 20 -G) Gu «36% -80| Go} }-30| | 48] | 76] | -36 -¢o| Q.B.L. without Penalty= 100— —_ =%L.W.L. ‘-49| | -98| ‘-38 -691 1-221) 10-609 -62 20 || -S9 1) Jo] | 24] | 6% | -86] | «75 | 30 | f0.70 2961) 971) £20 149-05] | -79 +32 11 +72 a ee i -80 | 1-75] | -80] | +36 || -76 2490 | l-2g] 1-82) Max. Draft =L.W.L. x .16+3.5. 1-38 Excess Draft to be multiplied by 3 and added to Rating. [4-78 ‘20 || -So}]| -g0 [50-50] |-de] | ve] | -s6 30 1 | 68] | -272 || 26] } -66 401 | -277 1 Pe]! -28 1° -68 60)! -60} Gade ted OBL. by 2 and add to s L.” | 06] ) -46 -og| | -48 -30 || 7S] )-Se] -40| | -8¢| | -571’ ‘501 ) 92 58) | 98 -42] *$0 | 47-00] | -44| /0-9%0| 10-30 | $2] BO} | 46) | “S| | 56] | -96 Go]! -72| | /2 -90 S411 $0 | *27 | /0-Jo | (0-10 80 | | 36] | -32| | -76| | -/6 20 |} -90] | -06] | -we] | 84 So} 10| -78 63] //-02 | .38 Bo} ‘$0 82 wol| ‘Ol ) -42 ‘20 || -66| | -s¥] | owl | -4y 66) | -06 ‘-6¢ | | -08 – 00 [49-32] I-83] //-4o] 10-80 $2 -/0 $7] | .$3 10 70 | | 29] | -30] | -2e| | 74 Bo | | -$2] ‘ 991 | 36] | 76 90 30)” -9/ | | 21] -40|hb6-o0| | 251 60} | -20| | 29], GO | | 3S] | 764 | 32] | “72 47 +00] | -7o} T+} 1 20] | -62 02 MAX.] MIN. 25 MAX.| MIN. 35 2 5]. ~| MAX.| MIN. 3 boas MAx. al err -Bu 86] | -44] |-95|| -% -s6] 19 | [+33 |/2-00] | -621 30 || eso |! -oml| 661 4011-60 | |.os |! 68] “$0 | 1-201 6011-791 «Jo | |:87 801 1-96] +02 -0% +06 08 1-07 | 1-20 | fo 1-08 11-721 «72 09 Jue My v2] ] 76] -9o|Si-0G] | 13} +76 4-78 | 78 Max. %/D for Formula= —t +1. Min. %/D without Penalty = L.W:L 5 uA; AINIXYVW Q8h| May. ow xe STAGdOW 0.B.L | Max. + | 4 ee Jas. S. HUTTON. OV “A” CLASS MEASUREMENT TABLES Disp® Dise* que Dises FS Dise* | D1se* S DisP* | O/sp% ¢ Las. |(u. (ns. Ub 33 Las. | Cua.|ns. NO | =] Las. | Coains.| VO 2S] ca5. | cua.ws. Ald 23 2S] 1006 “90 | 40/3 019 || °8) ‘Ou>}| 8) (136 F &. $e [/ous4¢]3-929 AS | 43 |! use] YO] 90 2S} “4I7 1 [°93 -$O} HIS |! Gop 2S) ‘78 | lo20 066} | *82 IS} use 38:00 | (027 }/o.089 | 38L9 43-90) 1/62 |l0-$13 =u 1270 }10.829 jx-03 8 S2-00| (277 | |-849]) SO] 1291 |) 9891! oF Ws] 1426 Pl2ye | ly 110-908 |y-or | $3-00| 1433 We 22p mus ‘19o | | +/6 |3-%¢ | 48-00} (298 | 9% “2¥} 13041 1-925 ]| -06 20) 1439 13/0 | 1-94-21] 06 SO] 1446 || 308 || 76 9b/ \’ +07 DS] 1% 52 S400] 59 ‘2S | 1/69 She] SO] lomo $B T} 83 ‘So }] 1176 SHS T IS” “$0 } 1S4]| ‘IS | 1183 ‘$7611.96 “Pe | 13/7 |10-S97]3-%6 [190 ‘Ad | /06/ 199 || 8s ‘251 1% *S0| (068 ‘LL || By ‘SO} (202 |} -632]|-97 ‘¥o| 1338 | [-0/9 |] -09 ‘Fo | (47% |] -3gl | | -18 7S] (024 (209 |) -653] ‘25 | 1346 | | -o@l || +09 “75 | (480 |! -396 | 1/8 1081 ‘2S | (088 [20 | | 86 }/0.263 ‘28| 13.809 4S -00] 12/6 -28Y | 1-88 ‘2y]} 1223 11-97 1-98 ‘AY | 1334 10-673}3-98 § S0-cO| || 6911-99 1324 | 10-980 ‘251 1352 1-079 ‘-07 #4 00] 619 FYI -00| 324) 13848 FO 00) {10-126 [sg |\-240] | fy -o ‘Lo8 }} $3 39-00 | (oS ‘2O dl 14H |] 2217 (284 || 9691] 1033 Ou -oy =e M06 Jy- 202 | y-14 1420 ‘2X1 “37S | 10#7 | |-93 i 47-00] [7-000 1) -0f [1-058 1389 | 1-077 [N-340 14-17 ‘Is | 1466 [Ih -360] 1-18 |u%-09 F SS 200) 11-10 1487 |-mrg¢ [4/9 “26 |] 1493 11-4291) :20 SO] 107s | |-307 | |-98 ‘Yo | 6230 || +74 |up-00 ‘So | 1366 |} -0f6 || -10 “So | /G00 || 447] |-20 TS] 02 143291 757] 7d IF | 1807 fl-2s 4-00} 10% —|fo3S/ ZV} 10e 373 11°90 ‘29 |] 1250 89 1237 { 1-735 fy4-o8 [3-899 46-00 | s2u¢ Yo.IS+|H-0l | Sf-00| ELSae 1379 2 [-130;4 (38S |) 47 |) 02 ‘ay | 7/920 || -Soo |) -22 1392 || -(66 |] 12 ‘YO } 22 11391 11-9 ‘SO | (257 |] -792 | }-02 ‘$o} 2g [relsy larg | «79) 1263 fl -809 | 103 75 | 1399 |! 184]! + .037=Disp. in Cub.Ins. IS1% [I-48] G-2/ 25) YO} Disp. in Ibs. P5600] |)-772])-02 ‘Wf L.W.L. taken in Salt Water. Ul |\-gos Min. Freeboard = %/D x .28+1. Any deficit in Freeboard to be added to Rating. 03 $28 4-9/8 | -22 “7S | 1934 |\-533 J: 23 ~ _ a 39.37 — 4, _ ANIAXYVW i ; 42-00) STAGOW = aa & | 37-00} 1000 |/o-o00] 808 42 MARINE THE M.Y.A. NATIONAL MODELS 10-RATER CHAMPIONSHIP By C. E. LEMON WV HEN in the early sailing season of is that they bear the Jubilee Hall Mark of the heads of their Most Gracious Majesties King George and 1934, through the columns of MARINE MODELS, we learnt that a scheme was being thought out to make the Annual National Championship of the 10-rater class more representative and worthy of the type of model, that by its numerical strength has proved its popularity, 10-rater owners were certainly interested and awaited the development and publication of the proposed scheme. What ultimately was submitted and adopted was, that entries should be restricted to one boat per club, the club to find the entrance fee of 10/-, and entries to be made to the M.Y.A. Secretary through the respective Club Secretaries one month in advance of the date of the event. So that a central venue should be available, the City of Birmingham M.Y.C. placed their water at the disposal of the Council of the M.Y.A., which body decided that the first Cham- Queen Mary. Fourteen clubs entered (unfortunately Surbiton scratched), and while this is an advance upon 1934, the event warranted a larger entry. We want entries from South Wales, the West of England, the South Coast, and from the Eastern Counties to make the future meetings truly representative and more National in character. There is a full year for our absent friends to think, design, build, enter and appear in 1936 for complete satisfaction to be obtained. Boats and officials began to assemble on Good Friday, new acquaintances were being made, and old ones renewed. On Saturday morning, April 20, 13 boats reported, when J. Percy Plant, Esq., a Vice-President of the City Club, in the absence pionship should be sailed upon this water at Witton awarded the club to which the 4th boat belonged, from the Special Fund that had been raised. of the President (Councillor G. F. McDonald, Esq., J.P.), who is indisposed, received Alderman A. H. James, C.B.E., J.P., who, on behalf of the Council of the City of Birmingham, welcomed the competitors and started the first pair, the boats being ** Cambria,”’ of South Manchester (skipper W. Jones) and *‘ Nemesia,’’ of Fleetwood (skipper J. Marsden). Sailing opened in bright sunshine with a steady breeze from S.E., which, later in the day, for a short period backed to E. The strength of the wind varied, and at times the lighter displacement boats were carrying too much sail. Excellent racing was the order of the day. Rain interfered but little, the heaviest downfall was at lunch time. At the close of Saturday’s sailing eight heats had been completed. Scoring had been 3 and 2 a beat, with the possibility of making the course on one tack suitably inscribed. Mr. Walker and party, from Hull; Mr. Simonsen, Lakes, Erdington, Birmingham, on Saturday, April 20, and Easter Monday, April 22, Mr. C. E. Lemon, the Hon. Secretary of the City of Birmingham M.Y.C., being appointed the O.0.D. The Commo- dores and Hon. Secretaries of the three Birmingham clubs, together with the Vice-Commodore of the City club, formed the local section of the Committee charged to carry the scheme through. Through the generosity of Lieut.-Col. Jan Dennis- toun, D.S.O., a new feature was introduced, viz., that of awarding money prizes to the clubs to which the leading boats belonged. These prizes were: Ist boat, £7 10s.; 2nd boat, £5; 3rd boat, £2 10s. In addition the amount of £1 5s. was and a run back home. On resuming on Monday the wind was from the East and much lighter; -this enabled a start to be made from the Western end, and scoring continued 3 and 2. Very little rain fell, but in the lighter airs the heats took longer to accomplish. Among our visitors were the M.Y.A. Secretary and Treasurer, Messrs. A. Littlejohn and J. Cooper; The City of Birmingham Club accepted the responsibility of providing prizes for the skippers and mates of the four leading boats, and supplied four gold and silver medals for the skipper of the leading boats and five silver medals for their mates. (The East Hull boat had a Hull mate on the Saturday and a local mate on Monday, and each will receive a mate’s medal.) The medals are being The unique feature of these SCORES. PoINTs SCORED Boat. Club. Skipper. ‘* Nell ’”’ Birkenhead ** Elite II’’ … ** Swallow ”’ East Hull 5. Llandudno Fleetwood South Manchester. Bury E, – bade By Hirondelle ’ : ‘** Cunior’ ‘* Nemesia ”’ oe M.Y.S.A., Kensington ee City of Birmingham “ Cambria sg * Fiona’” Fe. : ‘** Boreas’ ‘* Wimbrel Wl” Whe ** Lady Margaret “” *t Sentt” 5 + a Bournville South London Bradford Salford Park J. Pemberton R. Harris | Oa seb Cunningham J. Hobman i K. Ashcroft… J. Marsden e W. Jones a W. Alexander Sat. = a aC Ay ae mA a F. K. Broscomb a K. W. Kendall a J. A. Roxburgh E. ‘GC, ier =. a Bc Mon. Total 27* 25 47 22* 19 14 11 31 30 10 7 26 25 ll 5 19 18 26 24 24* 21* 23° 14 12 9 11 10 yf 2 F3* 18* Norte.—”” Elsie,’’ of Wicksteed, scored 5 points on Saturday, and did not report on Monday. Five points must be deducted from.scores marked *. 40 36 28 21 9 MARINE NATIONAL MODELS 10-RATER i 43 CHAMPIONSHIP GROUP TORS OF COMPETI- BEFORE. COMMENCEMENT THE OF THE RACE. Reproduced by courtesy of the Birmingham Post Mail. START OF WINDWARD BOARD BETWEEN “ NELL ’? AND | BLITE II.’ Reproduced by courtesy of the Birmingham Gazette. Mr. A. W. Littlejohn, Hon. Secreand Mrs. Littlejohn; Mr. E. S. of the City Council Parks DepartSavage; Mr. A. W. Davison, and and, further, the failure of the Wicksteed boat ** Elsie ‘’ to come to the starting line on Monday also disturbs the comparable value of the scores day by day. Ultimately the winner was found in ** Nell,”” with ~ L’Hirondelle ’’ second, followed by ‘* Cunior,”’ “Elite Il’’ and ‘* Swallow ”’ in the order named. The score sheet gives full particulars but possibly the analysis which appears on page 44 may be of Intimation that Birkenhead were sending a flyer had reached Birmingham and when it became known that last year’s runner-up had in the elimination races scored 2 points only against ‘* Nell,’’ her arrival was eagerly awaited. from Birkenhead; tary, M.Y.S.A., White, Secretary ment; Mr. E. B. Mr. Stanley Barnes, the eminent surgeon, mmterest. j In comparing the scores of Saturday with those ef Monday it must be borne in mind that while eight heats were sailed on the Saturday some of the boats had taken their ‘* bye,’’ others had not, ** Nell ’’ has justified her reputation. Beauty of line and speed are in close alliance, and to those who declare that the 10-rater rule does not produce a ship 1 would say, *‘ Look at ‘ Nell ’ for the answer and congratulate her designer.’’ MARINE 44 It should be added that ‘* Nell ’’ was designed and built by her owner, and the second boat from the board of Mr. A. W. Littlejohn. ‘* The little birds ’’ had been whispering that all was not well with last year’s champion, and ‘* L’Hirondelle ’’ was bringing a reputation from the Round Pond. Examination of her score card shows that she won all her leeward boards and also that she scored six ‘* doubles ’’ in succession. The City of Birmingham Club intended to go all out with ‘*Cunior,’”’ and in the hands of the Commodore, Mr. J. H. Cunningham and Mr. T. A. Divers did well to get the third prize. ‘‘Elite II,’’ the East Hull * boat, made a change of skipper and as a substitute for her owner, Mr. Fulstow, her designer, the Secretary of the club, Mr. J. Hobman, with the consent of those concerned, sailed her. If it is repeated in block capitals that he did ** SAIL HER,”’ no greater tribute can be paid. The representative from the M.Y.A. section of the Llandudno model yachtsmen had a peculiar interest, the boat ** Swallow ’’ being built by Mr. Robin Goddard, her mate, for Mr. Ashcroft, from Mr. E. B. Savage’s ** Samphire ’’ design. She was fifth and her skipper was the recipient of a special prize—a water-colour drawing of a ship presented by Mr. J. Cooper. The booby prize, a 10-rater design, presented by Mr. MODELS be should undertook Littlejohn, A. Mr. conveyed to the proper quarter. An_ exhibition of cine films by Dr. J. R. Ratcliffe followed. The films were of local model yachting life and that of the M.Y.A. British Empire ‘* A ’’ Class Championship, Fleetwood, 1934. Coming under the first category was a film showing the process of building a 6m. model from designing to the launch (which is yet to be). This film, when completed, will be presented by Dr. Ratcliffe to the M.Y.A. for club propaganda work. On Sunday a party was taken in a Corporation omnibus through Birmingham’s suburbs, which were arrayed in the beauty of spring flowers. Bournville Model Yacht lake was visited, and the journey continued to the Lickey Hills, where tea was partaken of. In conclusion, reference may once more be made to the number of entries, which was decidedly disappointing when one considers the magnitude of the event, and that the 10-rater class is the most popular type in the U.K. We hope to see double the number next year. A. W. Littlejohn, was received by Mr. K. W. Kendall, of Salford Park. The appended analysis gives an idea of the per- formances of the various competitors. ANALYSIS OF SCORE CARDS. Won Won Lost both Boat P*’ Nell ”’ ** ** ** ** ** ** ‘** ** ** ** ** Wind Lee lev L’Hirondelle “’ Cunior “’ Elite II ’’ Swallow ”’ Nemesia Cambria ”’ Fiona “’ Dee Lady Margaret ”’ Boreas ”’ e Wimbrel Ii ”’ Swift ’* ll 6 6 7 8 8 6 3 3 3 4 1 7 il 9 5 3 2 a 8 6 5 3 3 both ways ways Points 7 6 5 a 2 1 2 3 3 2 — — — — 1 3 l 2 3 3 5 5 4 7 47 40 36 31 30 28 26 25 21 19 18 9 The officials were supplied by the three clubs located in Birmingham, with the addition of Mr. A. Littlejohn, among them being: Starters, Messrs. W. H. Davey and H. F. H. Bach; Scorers, K. Law, W. L. Jackson; Judges, A. H. Lawrence, H. F. Bach, W. Builder, — Speak-Ray, D. Jenkins, — Allen, — Bagley. Mr. W. Kendall assisted the O.0.D. and saw to the catering. Mr. Cooper, Salford Park, kept the score board up to date. The prizes were distributed by Mrs. Cunningham, the wife of the Commodore of the City Club. _ The social side is always a feature of these visits to Birmingham, Saturday evening being spent at the Imperial Hotel, Temple Street, where, under the chairmanship of the O.0.D., various Model Yachting subjects were discussed, and_ resolutions passed which the M.Y.A. _ Secretary, SHIP MODEL and YACHT SOCIETY BURNLEY AND DISTRICT BRANCH, No. 7. The regatta season was opened at Thompson Park Lake, on March 16. Members were trying out their boats after the winter overhaul. There was only one race, which was from the bottom end of the lake to the top, finishing between two flags. This was an all-in race, in which all the yachts, big and little alike, sailed together. Mr. W. Lewis’s famous steel yacht ‘* Rose Hill ’’ proved an easy winner. It may be mentioned that some of the more irreverent younger members call this boat ‘* Tin Lizzie ‘’ from the chunk she makes when she happens to hit the stone edging of the lake. On March 30 a regatta was held at Lowe House Lodge, and three races took place—one for juveniles and two for seniors, the latter being one for boats up to 3 feet, and one for boats over. Master R. Alfrey won the boys’ event; R. Whitworth the race for boats up to 3 feet, and E. Hall the match for boats over 3 feet. A good number of competitors turned up, and a good day was enjoyed, the weather being ideal. On April 13 some members were at the Lodge practising. Mr. Pargiter, of bottle model fame, had his six-footer out, but she is not yet in tune. Mr. Forbes has re-rigged his schooner as a ketch, but she was leaking badly and foundered in deep water. R. W. WHITWORTH, Hon. Secretary. 16, Scott’s Terrace, Burnley. MARINE Megs ; PORT A Na — > i Ni a os ee t,o, NORTH Cl Ae ~ sho = —— wn The negotiations for the Feniscowles water have, unfortunately, completely broken down, so that we have abandoned hope of using it, and have decided to use a water situated at Whitebirk. This water, whilst not quite so good as Feniscowles, has the advantage of being suitable for racing hydroplanes round the pole—the maximum depth being 3ft. 6in. The pond, when full, will be about 100 yards by 70 yards, and we shall have, in addition, a piece of land adjoining the pond, which we can use for the erection of a clubhouse and for parking. The termini of two ‘bus routes are within a few minutes’ walk of the lakeside, and an arterial road runs from these to the pond. _ 1 am glad to say that the loss of Feniscowles has m no way diminished the enthusiasm of the mem- and by the time we begin sailing we are expecting to have nearer thirty members than twenty. This, I think, should give us an excellent start. Subscriptions to the club have been fixed as follows:—Boys, 14-16 years, 2/6; 16-18, 5/-, and adults 10/- per annum. We are hoping that when the club has got going we shall be able to arrange 2 long-term lease of the pond and land, so that we shall be sure of the project continuing and gainimg in strength. E. HAWORTH (Hon. Sec.). BRADFORD Ss SSS e- ——— a ~ehe-<—— FLEETWOOD OF ENGLAND BLACKBURN AND DISTRICT M.Y. & P.B.C. bers, MODELS M.Y.C. The results of our weekly Flag Races are as follows, the figures given being the average of the four weeks’ percentages : — A-class.—l, *‘ Defiance’’ (C. D. Wilson), 87.5 (2 flags); 2, ‘‘ Wimbrel II ’’ (F. C. Hirst), 65 (1 flag); 3, “‘Juno’’ (E. North), 40; 4, ‘* Black Prince ”’ (N. G. Bailey), 35; 5, ‘* Imperia ’’ (B. E. Garbutt), 30; 5, ‘‘ Ebor ’’ (W. H. Porter), 30. eos —l, ‘* Thurne "’ (J. P. Clapham), 74.7 B flags); 2 , ‘* Wimbrel ’’ (F. C. Hirst), 63 ae flag); 3,** Cintra Quinn’”’ (H. Atkinson), 60.3; 4, ‘‘Renée’’ €. Turner), 60; 5, ** Remora ”’ (D. F._ Nussey), 44; 6, *‘ Winsome:’’ (A. Brown), 28.3; 7, ‘* Catherine’ {E. Roberts), 28; 8, ‘* B.B.’’ (G. F. Ambler), 23. 6-metres.—l, ‘* Edith ’’ (W. Harrison), 76 (1 flag); 2. ** Blue-bird ’’ (G. Kitchen), 67.6 (2 flags); 3, “ Curlew ’’ (F. C. Hirst), 64; 4, ** Kathleen ’’ (A. Arnold), 50 (1 flag); 4, ** Pennine ’’ (S. Brayshaw), 30; 4, ‘‘ Plover’’ (V. Dawson), 50; 7, ‘* Leda ”’ «W. M. Porter), 44; 8, ‘‘ Challenge ’’ (E. North), 33.6; 9, ‘‘Greta’’ (B. E. Garbutt), 30; 10, ‘*Daffodil’’ fH. Altoft), 12. 36in. Restricted.—1l, ‘‘ Yellow Hammer” (W. Roberts), 75 (1 flag); 2, ‘‘ Red Rose ’’ (H. Short), 55 (1 flag); 3, ‘* Duco ’’ (A. Davis), 40. pe M.Y. & P.B.C. Through the willingness of several of our members the clubhouse is finally decorated inside, and with every good result. All members are full of praise for this gallant band, and, headed by our Commodore, they were ever to be seen amidst the paint tins. The lake has once again been filled, after its usual winter cleaning, and the majority of members have taken advantage of this opportunity to get their boats into trim in readiness for the forthcoming events. The older boats have had their fit-out, with excellent results to the eye, and one or two new craft have taken the water in the 10-rater class. One of the new craft has been a great surprise to the ‘‘ crack’’ 10-rater men. A new A-class has been launched, which was designed and built by J. Alexander & Sons, and has given quite a good account of itself. There is another to follow from the same board, also one from the board of Mr. Feltwell. The 36in. Restrictedis still quite popular in the club, and a number of new ones will be seen this year in the events. The measurers are now meeting every Tuesday night to meet the demands of members for registration and re-registration of yachts, etc. Our local British Empire Championship Committee has now been formed with Mr. W. Newton as Secretary, who held the same position last year, to deal with the local business necessary for the running of such an event. Any person who requires local information of any description in connection with this event will be taken care of by Mr. Newton, c/o the Club House. Our first local event of the season, an A-class Spoon Race, will take place on April 20, to be followed by the ‘* Mather-Richardson ’’ Cup Race for 10-raters on April 27 and May 4. ee STANLEY PARK M.Y.C. (LIVERPOOL) The club has now got the use of a new sailing water at Walton Hall Park. This is 100 yards long: by 75 yards wide. Unfortunately there are boathouses at the ends of the lake, but otherwise it is quite open. The lake was opened on March 20 by the Chairman of the Parks Committee, Councillor G. E. Holme, when the club had a fine fleet of yachts out. This included a new A-class built by S. Phillips and W. H. Bibby, several 12-metres, 10raters, 6-metres and various other boats. Altogether between forty and fifty models were on the water. Owing to the fact that many members were unable to be present as the opening took place on a Wednesday afternoon, no official races were held, but the afternoon was enlivened by a number of private matches between the skippers of various boats. The club looks forward to a good season when races will be held for 10-raters, 6-metres and the remainder of the fleet will sail under the 1730 rule. } " 46 MARINE The club has three Challenge Trophies: the R. A. Colley Cubbin Bowl for 10-raters, the Jas. Hughes Cup for the 6-metres and the G. Sturla Bowl for the 1730 class. Each of these will be awarded for the highest number of points obtained during the season. H. Crank, a member now on his way home from China, is also presenting the club with a Challenge Trophy. Amongst the fleet are three sister 10-raters: **Vanity,’”’ *‘ Lily,’"” and ‘* Vera,’’ and another, ** Venus,’” is yet to come, so there is scope here for much interesting experiment as to the merits and demerits of different sailplans, etc. 1D. TYNEMOUTH M.Y.C. When so many Corporations are granting increased facilities for model yachting and power boating, it is discouraging to meet a setback such as has recently been experienced by the club. The following, culled from the local paper, shows the position : — Tynemouth Model Yacht Club, on the eve of the season, is encountering ‘* stormy weather.’ For 42 years they have had the ‘* freedom of the seas ’’ in Tynemouth Park, at specified times, but now Tynemouth Corporation, with the flourish of a Van Tromp, has swept them off the lake on Saturdays and Whit Monday. The Model Yacht Club accuses the Corporation of treating an agreement reached in 1910 as a “‘ scrap of paper,’’ but the Corporation contend that the ‘scrap of paper ’’ was not binding, being merely suggestions. Correspondence which has passed between the Club and the Corporation has been forwarded to the ““ North Mail ’’ by Mr. J. Stewart, secretary of the club, ‘* to show how the powers that be treat a sports club which has been in existence and has paid fees to the Corporation for 42 years.”’ Last October, Tynemouth Council decided to limit the use of the lake by the club to Tuesdays and Thursdays from 6 p.m., and that the existing privileges be terminated. The club replied that the old times were agreed to in 1909, and confirmed in 1910 and 1921, and that the agreement could not be lightly termed as ** privileges.”’ Mr. C. C. Henderson (Town Clerk) then pointed out that the club had no legal rights; that the Cor- poration had complete control of the lake; and that a by-law of 1895 did not allow people placing a boat in the Park when such was prohibited. The club, however, have gained a concession. They will be allowed to sail their yachts on Sunday mornings—as an experiment. This permission excludes Whit Sunday and August Bank Holiday Sunday. Should special facilities be desired on any day, applications must be made to the Parks and Sands Committee. We wish the club the best of luck in their endeavours to secure better sailing facilities, and hope to have good news from this district in the near future. MODELS EAST ANGLIA NORFOLK AND NORWICH M.Y.C. A committee meeting was held on March 21 to arrange a fixture list for the season. It was decided that the races for the Challenge Cups should be held in May, June and July, and that one Saturday in each month should be allo- cated to each class instead of spreading the Cup races over the whole season, as was done last year. For the rest of the season, a more varied programme with many novel events has been arranged. To encourage the junior section, there is an event in which they will draw for boats and skipper them. The mates will be “ seniors,’’ who must only obey their skippers’ orders, and must not mate their own boats! Several Saturdays have been reserved for inter-club matches, and the club would welcome challenges as early as possible. The Hon. Secretary is Mr. W. Meek, Junr., 4, Gresham Road, Norwich. Mr. John Harston was co-opted on the Committee to represent the junior section. It was decided that ‘* pushing ’’ should be prohibited, unless specially authorised by the O.O.D.; that two points should be scored for both running and beating, instead of two and three, and that the M.Y.A. Sailing Rules should be more strictly enforced. Two new contestants for 10-rater honours have taken the water this month: the Commodore's ‘* Diana,’’ long, lean and rakish, and the Hon. Treasurer’s ‘* Valediction,’’ short, powerful and conventional. ‘‘ Vale,’’ last season’s winner of the Gamage Cup, is sailing as well as ever despite her thirteen summers, so that keen and close racing seems assured. A. M. B. IN THE MIDLANDS CAMBRIDGE M.Y.C. The Club have now completed their winter sea- son. In the 48in. class there were six entries. The ‘* Cybellette ’’ Challenge Cup and Class Cup were won by Mr. C. F. Neal, our energetic Secretary, with ‘* Marina,’’ built by Alexander to the sugVSA : : gested ‘** Intermediate Rule ”’ 2.5 ce =3lin. This boat is 474 L.O.A., 134 1b. weight with 850 sq. in. of canvas. She is a really handsome small craft and had great merit in defeating older boats with their far bigger spread of sail. She obtained 72%, ** Etda’’ was second with 57%. With 12 entries the 36in. Restricted were sailed in two divisions, the two top boats of each competing in the final. The racing in this was extremely close, most boards being won by inches. The ** Whitworth ’’ Challenge Cup and Class Cup was won by * Viking ’’ (R. S. Momber), an enlarged and slightly modified ‘* Atlanta *’ (MARINE MODELS MARINE Wem. design), built by A. J. Green, of Bedford, 32 peents; 2nd prize, ‘‘Sparetime’’ (‘‘Babette’’ design), Seat by H. C. Banham and owned and sailed by © F. Neal, 28 points; 3rd prize, ‘‘ Foam,’’ designed eed built by her owner (C. W. Burling), 27 points; _ 3th. “ Spray ’’ (C. W. Burling), 21 points. On March 31 we had the pleasure of a visit from the Bedford M.Y.C. with their 36in. boats, the home club winning by 98 points to 46. After the racing, Councillor Mrs. Webber presented the season's prizes, and also prizes to the two best visiting THE Commopore, C.M.Y.C. NOTTINGHAM M.Y.C. moon, some very close heats were run. The winner proved to be Mr. Lapsley’s ‘* Jean ”’ (splendidly handled throughout the day), with 35 points out of a possible 35, Mr. Congreve’s TM Tolanthe ’’ being second, with 22 points, and Mr. Fisk’s ‘‘ Mavean ”’ third, with 19 points. LONDON & DISTRICT M.Y.A. SCRUTTON CONSOLATION CUP The race for the above trophy was held on the This event is open to all members of Associated Clubs who have not previously won any inter-club trophy, and has been very well patronised in the past. Unfortunately only six entries were received this year, three of them being from the Clapham M.Y.C. the remaining three from the home club. A start was made at 3.5 p.m., in fine weather, and with a strong W.N.W. wind, giving a beat out and a run home. The racing was keen, resails in respect to fouls were negligible, and disqualifications m respect of breaches of rules were entirely absent. * Shikari,’’ the winner, is a new boat, and her fine appearance was justified by her performance, and she earned the unstinted admiration of all. Her owner is to be congratulated on winning his first imter-club race in such a masterly fashion. ‘* Valkyrie ’’ earned second prize, but was closely challenged for that position by both ‘* Superb’ and “ Bubbles.’”’ There was really not much difference in performance between these three. ‘* Anne ’’ was well sailed and was always to be reckoned with, but ‘‘ Bab ’’ had trouble with her gear, and it was clearly not her services, AT and also the Forest Gate Club for their welcome and _ hospitality. 1, ‘* Shikari ’’ (T. H. Robertson, Clapham), 20 points; 2, ‘‘ Valkyrie’’ (D. A. McDonald, Clap- ham), 16; 3, ‘* Superb ’’ (J. E. Cooper, Forest Gate), 14. Fs: Y.M. 6-m. O.A. The race for the Serpentine Cup was sailed on March 24 on the Rick Pond. A very fine fleet of thirteen A-class boats came to the line. The wind was of moderate force from the N.W., and the points were 3 and 2. Beside the two new Daniels boats ** Glenmorriston ’’ and “* Janet,’’ Lt.-Col. Holden’s ‘* Zephyr ”’ and Mr. G. Howard Nash's “‘ Fantasy ’’ were entered to try their paces against such well-known performers as ‘‘ Twinkle,’’ ‘* Astrape,’’ ‘* Conquest,’’ ‘* Flash,”’ and last but by no means least, ‘** Albion.’” The new boats are all around 15in. beam and 50in. to 5lin. L.W.L. ** Albion’s ”’ skipper had not handled the boat before, and in the circumstances she did very well. ‘* Conquest *’ had two resails and might have finished with 38 points. The leading scores were as follows: —1, ‘‘Zephyr’’ (Lt.-Col. W. C. Holden), 41 pts.; 2, ‘* Glenmorriston *’ (Col. I. Dennistoun), 40; 3, *‘ Janet ’’ (O. H. Gosnell), 40; ‘* Fantasia ’’ (G. Howard Nash), 37; ** Conquest ’’ (H. K. Corby), 33; ‘* Albion ’’ (Major Beaumont Thomas, M.P.), 32. Mrs. Feltwell kindly consented to present the Cup and prizes. The O.0.D. was, as usual, in this event, Mr. H. C. Whetstone, who presented the Cup to the club. He was assisted by Messrs. Child and Brent, while Mrs. Child scored. The thanks of the club are due to the officials, and especially to Mrs. Child for the excellent way in which the event was carried through. On March 31 the club raced for a special prize, presented by Mrs. Feltwell. Again there were 13 starters, and delightful weather and good breeze proved once again that thirteen is not always an unlucky number. The start was just after 11 a.m., and the scoring was 3 and 2. Four heats were sailed before lunch. At that stage ‘‘ Fantasy ’’ led with full points, closely followed by *‘ Astrape ’’ and ‘* Zephyr.’’ After lunch the wind was not so steady and varied in force and direction, making sailing rather tricky. ‘* Zephyr "’ and ‘* Fantasy *’ continued to pile up points, ‘‘ Zephyr ’’ scoring 50 out of a possible 60 points, and ** Fantasy ’’ 45. The race was a handicap. This, however, did not affect the first two boats, but enabled Mr. Hearn’s ‘‘Ida’’ to take third place, the result being: —l, ** Zephyr ’’ (Lt.-Col. W. C. Holden); 2, ** Fantasia ’’ (G. Howard Nash); 3, ‘‘Ida’’ (T. Hearn). Mr. Adams congratulated the competitors on the sporting way in which a most enjoyable day’s sailing had been carried through. He thanked Mrs. Child for the very efficient way in which she had kept the scores and worked out the handicap. He drew attention to the fact that Lt.-Col. Holden had won his first two races with his new boat. The prizes were then presented by Mrs. Feltwell. oe The race for the Vice-Commodore’s Pennant in ©emnection with the Nottingham Model Yacht Club, took place at Highfields, on Easter Monday. There were eight entries, and with a fresh southerly breeze, veering to the westward during the after- Forest Gate Pond, on Saturday, April 6. MODELS day out. The race finished at 4.50 p.m., after which competitors and officials adjourned to the clubhouse for tea. Scores and cards having been checked, the result was announced, and the Cup and first prize were presented to Mr. T. H. Robertson, and second prize to Mr. D. A. McDonald. Mr. Hugo, who was present, concluded the proceedings by thanking the officer of the day and his assistants for their id 48 MARINE | er Mr. Editor, chuck it. We find we are faced with growing expenditure owing to the necessity for providing new headgear several sizes larger than hitherto and it ain’t no good for us. Savvy? The Scottish season has opened with great éclat and already we find it difficult to keep pace with the multiplicity of events, crowding three deep on the same day in some instances. As witnesseth. Saturday, April 6, found us at Clydebank, where, owing to the unavoidable absence of Provost Smart, we had the honour of breaking out the 12-m. Scottish Championship Flag for 1934, won by the club representative *‘ Naushabah,’’ and thereby inaugurating the 1935 programme. Despite the counter-attraction of the International football match, which, in Scotland, is a paramount event, quite a respectable gathering assembled and Clydebank goes forward with an increased enthusiasm determined to make further history this year. After the flag ceremony a pleasant hour was spent in the clubhouse, not the least attraction of which centred in the creature comfort hospitably dispensed by our hosts. Subsequent racing indulged in by 12-metres class models resultedin a return of 12 points by ‘‘Arena’’ (G. Cameron), and ** Jean ’’ (J. Kennedy), the subsequent sail-off going in favour of ‘* Arena.’’ Mr. R. McDonald’s ** Gina ’’ secured the third prize. After Jeaving Clydebank we proceeded to Whiteinch, where the West of Scotland Club opened with a race for the 6-metres class. Eleven models competed, including three new productions, quite a satisfactory turnout under the circumstances. Wind conditions were fluky and light and not calculated to give a fair test to the craft, but three heats were completed and resulted in Mr. A. W. K. Rodrick’s ** Violet ’’ returning a clean card of possible points to take the first prize. Of the new models, ‘‘Invicta’’ (G. W. Munro), and ‘‘ Zephyr ’’ (W. Brock) each dropped four points, but this was in nowise remarkable under the uncertain conditions, and we look for better showing by them when thoroughly tuned up and with more satisfactory sailing weather. A notable visitor in the person of Mr. Young, of ** Saskia,’’ was present, but had left before we arrived. His son sailed a ‘‘ Saskia ’’ in the race, but this is not necessarily a scale model of her namesake. She did not make a very good show- ing, but appeared to be fast when going, and should secure a measure of success when her young owner (no pun intended) gains more experience of sailing in competitions. The Scottish A-class Club ran a race on the same date, April 6, at Springburn Park. These waters, standing on high -ground, were at one time a favourite venue of the Scottish Association, but have not been used for an organised race for a matter of approaching twenty years, owing to development of surrounding shrubberies interfering with the free MODELS passage of the wind. The Glasgow Parks Superintendent, Mr. W. Besant, kindly authorised special facilities for the race, and it is hoped the former strong interest in model yachting may be resuscitated in the district by the A-class Club, which, we understand, contemplates running further races there. Unfortunately the initial race suffered from the light and variable wind prevailing which, of course, did not provide a test for the heavy craft of the International Class. Result: ‘* Coryphene ’’ (H. Morris), ““C. Sharp ’’ (J. W. French), and ‘* Norna’’ (I. McPherson) in the three premier positions. The Victoria Club launched the new season’s programme on March 30, with a race for 12-metres. A fresh S.W. breeze gave some fast passages, and the opening event, notwithstanding a slight drizzle continuing throughout the afternoon, proved highly enjoyable as very close racing kept interest at a high pitch. The contestants included a lady member in active control of her model, but this craft met with misfortune in the very first heat, being dismasted by running into one of the duck pond bridges. It is to be hoped that this mishap at her first essay will not discourage the fair competitor, and that her active participation will grace many events during the season. Saltcoats provided the Scottish A-class Club with a fresh to moderate breeze on March 30, when the first race of the season was staged. The conditions were admirable for stretching new sails and gear, and as a large number of new productions competed, the season for the A-class opened with greater promise than on any previous occasion. The new creations competing included ‘‘ Nolag,’’ ** Yorlin,”’ ** Quickstep ’’ and ‘* Grace,’’ all from the board of Mr. Jas. S. Hutton, the energetic Secretary of the Saltcoats Club. ‘* Scotian,’’ from the board of Mr. P. J. McGregor, with a displacement of 56lb., was much commented upon. ‘‘ Coryphene,’’ an earlier McGregor design, was sailing with a slightly altered keel form, which has, apparently, made an improvement in her heavy weather qualities. ‘‘ C. Sharp ”’ has also been the subject of modified underwater design, and, considering her many changes of skippers since she left the hands of Mr. A. C. Sharp, who originally designed and built her, the perform- ance she put up was encouraging. ** Luss,’’ designed on the metacentric system by Admiral Turner, carried a new mainsail, which set very nicely. A strenuous afternoon’s sport resulted in *‘* Eagle ”’ returning a card of 31 points out of a possible 40, to take first prize. This model is a Feltwell design, constructed last year, and owned by Mr. J. R. Taylor. ‘* Nolag ’’ (H. Miller) was a good second, with 30 points, and ‘* Luss ’’ (D. Bonnar) took third place, with 25 points. As five completely new craft were sailing in their first competition, and several others have had alterations made in them, the race held an exceptional interest for skippers who are MARINE be congratulated on the creditable handling disMr. Jas. S. Hutton acted as O.0.D., with wnerring efficiency. Feest of the ‘‘ open ”’ races for the year, the 12-m. @eeette. under the auspices of the Queen’s Park eb. on April 13, brought out 22 entries represen- Gave of four clubs. Conditions were not at all Se=sfactory, and in the light airs, eddies from the ies surrounding the pond necessitated very sereful and delicate handling by the skippers. Not- wethstanding these handicaps fouls were compara- tewely few. Four heats were sailed, resulting in ~ Una” (J. McDowal, the Queen’s Park Secretary) eturning a full card of 16 points. No less than five @@mpetitors came in with a score of 12 points for tbe remaining three prizes and after finals, ** Iris "’ wS. Forbes), *‘Aymara’’ (H. C. King), and ‘‘Alwyn’”’ 1). Miller) have taken these in the order given. All he prizemen represented Queen’s Park, and no @oubt the local members had some little advantage wmder the conditions. We were particularly pleased t see the splendid response made by all the competitors without exception to our appeal to restrict the starting push, and as this is the first official megatta of the season we are encouraged to think this somewhat dubious practice will now come wethin reasonable bounds. Of one thing we are Sure, no competitor was placed at any disadvantage by the restraint exercised. We are pleased to learn that Gourock have resumed active association with the controlling body m Scotland and have no doubt it will be of mutual benefit. We understand also that Fraserburgh have applied for affiliation to the S.M.Y.A. and hope to have the pleasure of welcoming some of their members at open events in the course of the season, although they have a far road to travel. The Kirkwall (Orkney) Club Annual General Meeting on April 4 decided to purchase a hut of suitable dimensions for use as a clubhouse and, subject to the consent of the Town Council to the erection, it is anticipated it will be ready for occupation immediately. A motion to make 10-raters the club class was carried. This is a distinct step forward although, for our part, we would have preferred to see the A-class adopted, with the 1% six 2s a smaller alternative. However, one step at atime. It is in contemplation to graduallyimprove the condition of the pondside. The Junior class for 24in. and 36in. models was limited to boys of 14 and under. Recent“‘ points ’’ races have resulted m::—"* Ivy "* (J. Williamson) scoring 9 points, “Flyawa’’ (C. Kelday), 8 points, ‘** Njala ’’—an unusual name, this, and an exercise in pronunciation—{D. Wilson), 7 points, and ‘*Viking’’ (S. Baws), MODELS 49 The A-class model was added to the club classes recognised. The fleet of this class now numbers 15, and the Club Flag is flown by 12 12-metres and between 40 and 50 6-metres models. Some fine progress for a combination not yet three years old and ample justification for the enterprise exhibited by the Burgh Council in constructing the new pond last year. The Club programme for 1935 includes inter-club races with Paisley, Largs, Kilmarnock, and the Scottish A-class. Good work, this. The clubhouse building fund has received a good start from the activities of the Social Committee, and Mr. Frew with his band of willing ladies were officially thanked for their successful efforts. The popular Secretary, Mr. Jas. S. Hutton, was the recipient of a handsome volume (** Sail *’), presented by the Club as a mark of esteem and acknowledgment of his workin the promotion and organisation of the body. Capt. Bailie made the presentation with a few felicitous remarks, Mr. Hutton has favoured us with a copy of tables, which he has compiled, referring to the A-class. It is a very comprehensive sheet and gives all the data required by measurers and designers, from a L.W.L. of 46in. to 51.90in., by units, and 37 |b. to 56.75 lb. displacement by progressive steps of .25. Thisis a practical work of great value, and we believe a limited number of copies are available at a nominal charge. We hope to have an announcement regarding the Robertson Cup race in our next issue. All right, Sir, that’s the lot! THE SCOTTISH COMMODORE. EMPIRE NEWS PRINCE RUPERT, B.C. UITE a number of people in Prince Rupert, Q B.C., appear to be interested in the sport of model yachting. Prince Rupertis a small city, but growing fast. The local sailing men are in communication with the Vancouver M.Y.C. and hope to send a representative to compete in the regattas there. So far the main difficulty appears to be lack of a sailing lake, but an excellent site is available where one could be constructed at quite a small outlay owing to the favourable contour of the ground. The local model yachtsmen at present sailin open water, 6 points. A small sloop rigged model, with jib and mainsail set, and bearing a bronze plate at the stern showing it to be the product of the Clyde Model Dock_ yard, Glasgow, was recently discovered stranded on the shore at Tankerness, on the S.E. side of the mainland of Orkney, and much speculation is rife as to where the craft has come from. It might be of some interest to learn particulars of this, if discovered, as she may have drifted quite a distance. Saltcoats General Meeting in March appointed Capt. John Cameron and Provost Kennedy as Hon. Commodores, Capt. Jas. S. Bailie as Commodore, and Mr. Joseph Hutton as ViceCCommodore. The Committee and other officers were all re-elected. MODEL YACHT CLUB IN BERMUDA MODEL Yacht Club has been formed at St. David's, Bermuda. The boats are raced in open water in the sheltered stretch between Smith’s Island and St. David’s. The fleet at present consists of sixteen models, all of 30in. overall, and are similarin type to the old Bermuda dinghy with lofty mast and long bowsprits. Other than the L.O.A. limit there are no restrictions. As Bermuda is prominent in most forms of sailing, we anticipate that the St. David’s Club will make good progress. 50 MARINE LONDON REVIEW BUILD YOUR Boy A MODEL YACHT By MODELS W. J. Daniels and H. B. Tucker.—MArINE MOopELS, 52, Fetter Lane, London, E.C.4. Price, 2/6, postage 3d. A T last a book has been published which should . prove a boon to all, both old and young, wishing to build a model yacht. I refer to the book just published by W. J. Daniels and H. B. Tucker, called ** Build Your Boy a Model Yacht.’’ It is excellent in every way, describing all the processes in simple language from start to finish. I remember over thirty years ago making two boats from the solid block, entailing no end of hard work and, when finished, they were far from satisfactory. Later I built a model with double fin and bulb keel. This was built on a building board in two halves; this again gave me a lot of work and did not turn out much better than the previous attempt. Later still I attempted to build a 10-Rater on the bread-and-butter principle, and through the courtesy of Mr. W. J. Daniels, who allowed me to visit his workshop to see how things were done, and with some useful hints from Mr. Daniels, I was able to turn out a fairly decent job; but if it had been possible to procure a book describing the work in detail, as the book just published, right at the start of my early efforts, it would have saved me a tremendous amount of worry, labour and expense. In fact, the publication would have been cheap at a guinea. The book contains, on separate sheets, construction plans for a 30in. model—profile, midship section, rudder plan, layer plan. Mr. Daniels’ thoroughness in his work is well known, and is conveyed by Mr. Tucker's literary genius throughout the book. During the period of my twelve years’ Secretary- ship of the M.Y.A. I was frequently asked for details of how to build models, but could only refer the enquirers to one of the very few model yacht builders known to me. I can recommend this book with confidence to all beginners. They will find all the knowledge they require, and start right away by turning out a first-class model yacht. To those who have built models and are still not quite sure of their methods, I would also recommend the book. In fact, if I build another boat I shall keep the book constantly within reach for reference. C. N. FORGE. PHOTOGRAPHIC MODEL YACHT LEAGUE HE above League opened its season on Saturday, March 23, at Highgate. The event was the first round of the Stanton Cup series, two boats from each of the four clubs forming the League competing. There was a good breeze from the south-west, but, unfortunately, it was accompanied with rain the whole of the afternoon. At the end of the round the individual scores were : — ** Accra’ (A. Snow, Highgate), 18; ‘* L’Hirondelle ’’ (R. J. Harris, M.Y.S.A.), 18; ‘‘AZolus ’’ (D. P. Woolf, Highgate), 16; ‘* Tregonia’’ (H. Wake, M.Y.S.A.), 14; ‘* Jess’? (G. W. Reeson, Clapham), 12; ‘* Valkyrie’ (D. A. McDonald, Clapham), 8; ** Fly’’ (H. G. Howard, Forest Gate), 8; ‘* Bubbles ’’ (A. J. Ford, Forest Gate), 2. The position of the clubs after the first round is— Highgate, 34; M.Y.S.A., 32; Clapham, 20; Forest Gate, 10. The Highgate Club were congratulated on their win, and on their excellent entertainment of all the competitors to tea at the conclusion of racing. A. AN 4 IVORY MODEL— BEFORE AFTER REPAIR J. E. AND HE charming little ivory frigate, illustrated on the opposite page, was not only badly dam- aged, but had been previously restored by some unskilled person. She was in the state shown in the upper photograph when she came into the skilful hands of Mr. P. F. Chowles for repairs. The pleasing result of his work can be seen in the lower photograph. We are not sure whether the flags hoisted are correct, as the model is that of a frigate of about 1800. The St. George’s Cross at the main was the flag of a full Admiral, and it is unlikely that an Admiral would hoist his flag in a frigate. On the other hand, had this been flown at the mizen it would have been a Rear-Admiral’s flag, which would have been more probable. This little model belongs to Mr. A. E. Loder, of the Sailors’ Home, Dock Road, London, E.l, who is to be felicitated on the possession of such a delightful little ship. The restoration work is excellently done and does Mr. Chowles great credit. One very unusual feature is the veined marble stand, which we have never seen on a similar model. The photographs reproduced were taken by Messrs. Edwards & Co., East Ham. COMPETITION Ove! to the poor response to our Monthly Photographic Competition we have decided to discontinue this for the present at all events. Whilst we have received some good photographs, most of the entries have been most disappointing as either the actual photographs lacked the technical merit to enable good reproductions to be made or else the subjects chosen had insufficient general interest. Photographs intended for reproduction should be sharp prints, preferably black and white, with good contrast. Too small a photograph is also usually unsuitable as in order to produce the necessary printing blocks, the photographs are re-photographed. Choice of subject also proved a stumbling block, but we may say that a subject with a wide appeal is more suitable to a magazine with world-wide circulation like our own than a photograph which has a purely local appeal. MARINE MODELS 51 AN IVORY MODEL FRIGATE—BEFORE & AFTER REPAIR (See Article on page 50.) 52 MARINE MODELS CORRESPONDENCE SUNDAY RACING Dear Sir,—I am prompted to reply to your editorial comment on Sunday racing to state that because men race on the Sabbath it does not necessarily follow that they have not performed their religious duties prior to indulging in, to my mind, a most innocent sport. I do not wish to create the impression that my preliminary hours before racing are in any way unique. I am a Catholic and am duty bound to attend Church and hear Mass before a hurried breakfast, followed by a thirty-mile run to the Club Pond. I ask for no praise in stating that this is my invariable procedure. By so doing I have firstly honoured God—my sport is secondary—and I have no compunction in giving the rest of the day over to enjoyment. Other Catholics must do as I do, and there must be many Anglicans who attend early Service. I cannot speak of non-Conformists, but I believe they do not hold services earlier than 11 o'clock. I would conclude by quoting: ‘* Let he who is without sin cast the first stone.’’—Yours faithfully. ae dd (Cope TRANSPORT OF MODEL YACHTS. Sir,—The consideration of the question of Excess Rail Charges for Model Yachts, in distinction to the implements of other sports, is much overdue. The merits of a yacht can only be found by way of inter-club racing, and involves travelling. It is not sufficient to know that a given yacht is better than all others in a particular club, for if she should come into competition with the best of another club she may be found far behind, if not completely outclassed. Obviously, therefore, to advance we must travel, and, like other sports (cricket, golf, etc.), the implements go with competitors. But why should a model yacht be singled out for excess charges if within the limits laid down—as all can be. The limit for personal luggage is 28 lb. on trains, but is often exceeded unnoticed, as with a keel wrapped in a mack, which Brain was the first to do. I think 28 lb. personal luggage is general on all lines, and believe all except the A-class will be within, with keel. On the Central London there is a 6ft. limit (although I have seen a yacht mast over that go through), but if you tried to get a few boards through you may be stopped, because the height of the cars is less; but this has been dodged by carrying lengthwise and laying them down. We can understand a check on merchandise, but even this on the Central London passes uncontrolled, for one can see huge bundles of papers, suits for the West End from the East End sweaters, or a few boards for a chicken house go through—but should the same man in ‘the same train go one station beyond Wood Lane (then on Gt. Western property) with a yacht, he is charged and given a Mail Cart Ticket, because they have none for a yacht, and even this is largely in the discretion of the Ticket Collector who may have come from the remote and does not know the difference. I believe it will be found that no Rail Regulations mention yacht—hence the Mail Cart Ticket. It appears that the clubs should be first invited to send us their experiences and any information on the subject, so that we may have something tangible to approach the companies with, in an endeavour to free the cleanest of sports from this obnoxious distinction. Nemo, [Owing to pressure on our space, a number of letters on various subjects have been held over until our June issue.—EpDITor, M.M.] LATEST AMERICAN NEWS HE new Detroit model yachting basin has been — selected for the Western A-class Races and National Championship Finals. The Eastern A-class Races are on June 15, 16 and 17. The three best boats in the Eastern and the three best in the Western Races meet in the final, and the winner goes to Fleetwood. NOW READY. BUILD YOUR BOY A MODEL YACHT | By W. J. DANIELS and H. B. TUCKER. With full-size Construction Plans for 30-in Class Model. Price 2/6 - postage 3d. extra. Contains full instructions for building, fitting and making sails, also chapter on sailing. Should be in the possession of all Clubs catering for Juniors. Trade Terms on Application. MARINE MODELS PUBLICATIONS Ltd. 52, FETTER LANE, LONDON, E.C.4. I