Marine Models: Volume 8, Number 3 – June 1935

SVN) — —— = os = = ‘= Vol. VIII, No. Published on the Seventh of each Month 3 June, 1935 ON TAKING UP MODEL YACHTING ODEL Yachting is a coming sport M although some ignorant people are still unable to discriminate between toy boats and our miniature yachts. Children knock balls with sticks, yet nobody confuses this with golf. Possibly the model yachtsman suffers more than the golfer in this respect as he dresses like a human being, while the golfer disguises himself in that hideous form of trouser-knickers known as “plus fours.” The fact that our yachts are comparatively small does not affect the issue, since a golf ball is not as big as a football. Golf and model yachting both provide healthy walking exercise, but model yachting undoubtedly requires a higher level of intelligence, and in that is akin to the parent sport of yachting. At this time of year there are many recruits to the sport, and it has been suggested that some articles primarily addressed to tyros would be welcome. The first point for the would-be model yachtsman to consider is the acquisition of a boat. There are two ways of becoming an owner—one can buy or build. The materials from which a model yacht is built represent only a small proportion of the value, and labour is the principal thing that makes a good model costly. The materials for a 30in. model cost possibly 30s., and those for an A-class about £8. It is impossible to give an exact figure as prices vary, and methods of building differ, also some builders are more economical than others. In these figures it is assumed that the builder makes everything himself, including sails and fittings. Although there are a few enthusiasts who sail square-rigged models, the novice will be well advised to choose a fore-and-after. The first point to decide is whether cruising or racing is the objective. If from choice or necessity, owing to there being no club in the vicinity, the model yachtsman is restricted to cruising, he can select a schooner, yawl or ketch if he prefers it to a sloop. If, however, racing is intended, the choice must be a Bermuda sloop. In full-sized yachts the owner of a cruiser can indulge in handicap racing, but in model yachting all races are what is called “ class” races. This means that the yachts of any particular class conform to a certain size under the formula that governs the rating. There is NO space to go into methods of measurement and rating rules here, and this subject can well be left until later. If possible the beginner should join a model yacht club whether he intends to race or not. The majority of clubs have boathouses near their sailing waters. Thus one is saved the trouble of transporting the yacht to and from the water, besides rigging and unrigging her 54 MARINE every time one wants to sail. Having decided on the most convenient water, the beginner should make a point of visiting the local club and ascertaining what class of model is used. Obviously it is useless to acquire a racer unless one’s club holds races for her class. The various classes differ in size and weight, and in choice of class one should be governed partly by the size of the sailing water and partly by one’s physical powers. On a small water a very large boat is out of place. Conversely a very small boat cannot be expected to show to advantage on a large sheet of water. The largest boats used for racing are the A-class. These run up to about 84in. overall, and vary in weight from about 45 lb. to 561b. A small man, or one with a weak heart or other physical disability, is unwise to go in for such a large model, but for those who can manage them comfortably this class undoubtedly provide excellent sport. Having decided on the type and class of model required, one has to consider whether to buy or build. The best time for building is undoubtedly the winter, so for the moment we will assume that the embryo model yachtsman has decided to buy a yacht to sail this summer. The first question is whether the boat shall be new or second-hand. If the choice is a new boat one must be prepared to pay a good price. Whilst many boats sold by stores sail tolerably well, they seldom stock anything capable of putting up evén a moderate show in a club race. Many quite good model shops are equal offenders in this respect. If you buy a model to a rating class from a shop, you should insist on a written guarantee that she is in accordance with the latest rules of the Model Yachting Association. The best course is to go to a model yacht specialist such as those who advertise in this Magazine. These firms can be relied on to supply a good boat that is what she is stated to be, and right up to date. One thing that the beginner must remember is that, even if he buys the finest boat available, he cannot expect to start winning races at once. The primary object of model yachting is not, however, the acquirement of cups and prizes, but the sport of sailing, and a well-fought board should bring as much pleasure to the loser as the winner. Many good models come into the secondhand market, and enquiry round the clubs or MODELS through our “ For Sale and Wanted ” column will often produce a great bargain. In buying a second-hand boat, however, the purchaser must always remember that there is a reason for sale. | Usually the vendor has acquired another boat that he considers better, and the buyer must not expect too much for his money. The usual reason for selling is that a boat is slightly outclassed by newer craft. This does not necessarily mean that a boat is useless. | Often an outclassed boat from a crack club is good enough to win prizes elsewhere. Sometimes a change of owners proves beneficial to a boat, and in new hands she starts to win. The boat to be wary of is one that seems too cheap to be true, especially if she has been obviously done up for sale. Such a boat may be hopelessly outclassed, or have some bad defect in design or build. If the boat is wellknown, you can be sure of what you are buying, but if she is unknown, enquiry should be made as to her history and it should also be ascertained that she has been measured and holds a rating certificate. A good second-hand boat is infinitely preferable to an inferior new yacht, but a boat with a bad defect is dear at any price. Many reputable builders sign their work, and the name of the builder is to a certain extent a guarantee. For obvious reasons we cannot give opinions as to the value of any specific boat offered for sale. We mention this, as from time to time we receive queries of this nature, but are forced to refuse an opinion. Now it is more than likely that the man who is attracted to model yachting may decide to purchase a second-hand craft to see how he likes the sport before building or buying a better one, so a few hints on “ vetting ” a second-hand boat may not be out of place. First of all examine the hull, which should show fair curves without humps or hollows. The surface should be smooth and if she is a bread-and-butter boat none of the joints should show through the outside paint, and on the inside these should be hair lines. If she is planked, the ribs should not be spaced more than about 4in. apart. Light ribs, closely spaced, make a better job than heavier timbers farther apart. This, however, is only one of many points to be observed. Next month we hope to continue this subject and also to give some hints on tuningup, compiled specially for novices. MARINE MODELS SHIPS’ BOATS 55 By G. W. MuNRO (Continued from page 31.) PART from size, the accompanying design this month bears some similarity to that given last month, and the general arrangement for the one will do admirably for the other. Moreover, I know that the average reader would prefer to have the design exactly as it was drafted originally at about the time of Trafalgar. The design is taken from “ Rees’ Cyclopedia” of 1822, 1.e., some seventeen years later than the first appearance of the design. A close examination of the lines will soon reveal to the beginner—the advanced worker will have learned it long since—that these early designs, both for ships as well as small craft, are built up on the drawing-board with the aid of compasses and the straight-edge. Of course, it does not follow that the use of the French curve was unknown to the draughtsmen of the period, but, on the other hand, we know that engravers used broken glass to steady their instruments when working on clean cut curves. Each section is made up from converging segments of different circles, joined together by means of a short tangent if necessary. There is a very fine example of the technique of the 18th century naval architects’ work to be seen in Stalkartt’s ‘‘Naval Architecture” (1781). This plate will be reproduced in the course of these articles, and may be taken as the common practice of the time. For our present design it may be taken that the timbers or frames are either cut or bent to the moulds and that the boat is clinchbuilt. I do not know if it was ever tried out in the old days of boat building, but last year I was in a yard where an old shipwright, well into his seventies, was just finishing off a large excursion launch for trippers on the Thames Estuary. He used steamed timbers, but to get the maximum strength with flexibility, he set them up double—one over the other, not side by side as is the usual practice. It will be readily understood that by so doing, he was getting the same scantlings with his bent timbers as he would with cut frames. If we consider the frame or section to be doing the same work as a uniformly loaded beam and work out the strength by the usual formula: Po M ee 9 then we shall see that, for the same area of section, the deep frame rather than the broad frame is very much the stronger and permits considerably wider spacing. This theory has been put into practice for very many years in shipbuilding, and it does not seem quite feasible to suppose that this method was applied to boat building for the first time in as late a year as 1934. Now, to get back to our design, it will have been noticed that ten sections are shown, each with a number or letter below it. These sections represent the timbers, or rather every alternate timber from the midship section forward. In the after body the first two are omitted as they would converge and cross the midship section in several places if shown on the drawing. We therefore start with No. 3 and show every alternate section as we work aft. Sections 11 and H are merely for fairing up and do not represent actual frames in the finished boat. To make this quite clear, I should say that there are six sections forward of and parallel to the midship section, and nine sections similarly placed in the after body. The spacing for these will be 17 inches, centre to centre. Beyond these sections are the cant frames which are set up along the centre line at half the spacing in the middle body. The outer extremities radiate to the normal spacing at the gunwale. The reason for doing this is so that the timbers will have their flat surface against the planking and not need chamfering to the waterlines of the plan. The length of this longboat is exactly 32ft. from fore side of stem to after side of transom. The beam is 9ft. 4in., and the moulded depth is 4ft. 4in. The scale of the drawing is at din.=1ft., in conformity with all the other plans in this series. The interior is fitted out exactly as was described last month for the smaller boat, and need not be gone into again. The top line in the sheer plan represents the upper edge of the wash boards and the second that of the (Continued at bottom of page 56.) 56 MARINE MODELS THIS INTERNATIONAL MODEL A S is known to our readers, the competitors in the International Races at Fleetwood this summer will be French, German, Norwegian, American and British. Of these the French boat will be ‘* Gaulois,” a new boat designed and built by M. R. Authenac, who is well known to British model yachtsmen. From what we hear she will be the fastest craft that the Paris Club has yet sent over, and as M. Authenac is to skipper her she should put up a good show. The German entry is being selected by a series of races from a number of new boats that have been built for the occasion. In any case she will be skippered by our old friend, Herr Paul Kriiger, and under his experienced guidance should also want watching. We have heard of many new “A” boats in the States, and from all accounts some pretty fast craft have been evolved. The American representative is the winner of the United States Championship, and we would not be surprised to see a skipper, who has yet to dike his debut on this side, pull it off. Our own representative, of course, is not known until the finish of the British A-class Championship. Competition in this will be as keen as ever. -Finally, we come to the Norwegian entry. This is “ Prince Charming II,” designed and built by Mr. Sam O. Berge. Mr. Berge is a very well-known designer, but it may not be so generally known that, although racing in SHIPS’ BOATS (Continued from page 55.) gunwale. The inner line in the water-line plan is diagonal shown in its own plane, and not as it would appear if seen from above. The pintles of the rudder are shown as they appear in the original, but I fancy it would be more usual to have the lower one reversed The as was shown in the previous plate. scantlings for the thwarts and benches are exactly the same as for the other longboats already given. (To be continued.) YEAR’S YACHT RACES Norway is entirely from skiffs, he has very considerable experience of pond sailing, gained some years ago when he was in the States and belonged to the Central Park M.Y.C., New York. ‘Prince Charming” will be mated either by Mr. Lunde, a Scandinavian model yachtsman, whose name is well known in Britain, or by Mr. E. Simonsen, of the Birkenhead Club—a Norwegian domiciled in this country, and himself a designer, one of whose 10-raters won the recent National Championship. Through the courtesy of Mr. Berge we are able to reproduce the lines of his entry. With the exception of one or two of the earlier French yachts, all international ‘contestants hitherto have been fin-and-skeg. In addition to this, ‘‘ Prince Charming” will be steered by means of the Iversen vane gear. She has used this with great success in a number of races in Norway and Sweden, but it will be the first time it has been tried out in an important event in Britain. The gear can be used to windward as well as down wind, and we understand that in expert hands, it enables a boat to put up an uncanny performance, so everyone will be most interested to see how it performs on this historic occasion. As readers can see, “ Prince Charming” is a very pretty model and should travel fast through the water. She should prove a decidedly dangerous competitor. We fancy that her position in the races will largely be governed by the way her Iversen gear compares with the Braine gear that will be used by most, if not all, other competitors. : There were five competitors for the 1929 International Races—Britain, U.S.A., Belgium, Germany and France. This year, however, is Norway’s first appearance, and in “ Prince Charming II” the Scandinavian countries have a worthy representative. We anticipate close competition this year, but the races cannot possibly provide a greater thrill than those in 1927, when the States were defeated by a single point, or in 1928 when the margin was 2 points. Anyone who attends the races can, however, rely on seeing a well-fought contest. MARINE MODELS 57 *A’? CLASS MODEL DESIGNED BY SAM O. BERGE “Prince CHARMING I” “AY _Ciass ‘ S.A. = 18269 VS CUR.W = 42-73 CE. SAIL PLAN OF NORWEGIAN ENTRY FOR INTERNATIONAL RACES AT FLEETWOOD, JULY 29 to 31, 1935 42° Fe ae ee a 58 MARINE HOW TO MAKE STEAMER MODELS MODEL SHIP AND FITTINGS By A. P. ISARD, A.M.I.Mech.E. (Continued from page 33.) IMPORTANT NOTICE. — Since these articles are coming to an end, should there ke any reader who has been looking for a description of some fitting that has not yet appeared, if he will write the Editor of MARINE MODELS, the author will be pleased to see what he can do to make the omission good so far as he 1s able. The flange should be a strip of metal bent to shape and size. Stand this in position on the frame and carefully solder all round for the three sides only. The fourth or side back must be cut as shown in Fig. 94b, the ends of the other sides being bent round and secured by soldering as shown in the sketch. The two lugs are for FF’: 93, Sea Anchors, are hardly fittings forming the hinges for the top door, and must be bent round the hinge pin, or pintle, and the back of the flange turned down where it may be secured by soldering. The hinge pin should be an easy fit so that it can be pushed in or out. Fig. 94a illustrates the lid or top door. Mark out the hinge lugs to suit those already made on the flange, carefully cut away and bend these lugs over the hinge pin in the same way as before but carry the lugs across the length of the door on top where they may be secured by a couple of rivets as shown. To make a very sound job these lugs should be tinned on their under sides and soldered in addition to the riveting. Place the lid in position and if the hinges do not quite coincide, ease them with a watchmaker’s file where necessary until the fit is comfortable. Now insert the hinge pin, and if the lid does not fit properly and springs a little, use a gentle force and coax it to work satisfactorily. The hinges will give a little without upsetting their anchorage but care and very little force should be used. The catches may be either dummy or working fittings. If working, little pieces of wire are used drilled for the cross pieces and the stalks turned with a tiny shoulder, up to which they must be screwed. This will make a good job. since they would be carried below in some convenient locker. However, no small boat would be complete without this useful article. They are made of canvas heavily roped, as shown. Their diameter may be anything, according to size of boat, a usual size being 30in. diameter. The canvas is lashed to a ring, and at the small end there is another small ring to form a vent, a trip line is fitted at this end so that when the anchor is hauled aboard it capsizes and empties itself. Make it out of silk with fishing line for rope, brass rings, of suitable size, being sewn in. Watertight Hatches or Scuttles are small holes in a ship’s side or deck fitted with lids or covers. Figs. Nos. 94 and 95 show rectangular and circular types used aboard a variety of craft, especially war vessels. The frames can be produced in a number of ways; first let us consider the rectangular type, Fig. 94. The complete frame can be pressed from the blank by means of suitable dies, but the metal must be carefully annealed as the pressing progresses, as otherwise it will be torn away and the work spoilt. The amateur will probably prefer to adopt the built-up method. Mark and cut out the base of the frame. MARINE fe) MODELS Ra a9 a —o | Z FIG FIG.9 5- 96 Insert the cross pieces very tightly indeed, push the stalks through the holes provided in the lid, and secure with shaped tongued nuts and washers. Tiny pieces of wire soldered just on the inside of the frames to coincide with the positions of the catches will complete the job. If the work has been properly done the catches will engage with these lips and secure the door tightly. Alternatively, the catches may be made to screw down directly into screwed lugs. Fig. 95, circular hatches, are perhaps easier in construction as the frame can be turned up completely from the solid, although the finished frame must be turned very lightly, and there will be a lot of waste material. The hinges for these are different from the rectangular ones, since they must be offset; a glance at Fig. 95a will show the construc- eee ee tion, drill and file this from the solid and secure in position by soldering. The finish of these hatches must be black; they can either be painted or black-bronzed. After the finishing, very carefully ease the doors, which may have been stuck by the painting process. Fig. 96, Meat Safes. These are located at any convenient place on deck, and may be almost of any size within reason, the smaller sizes forming deck seats and so on. Construct them from hard wood such as teak, mahogany, etc.; glue and pin the pieces together, afterwards nicely varnishing them, so waterproofing the glue. If the scale is very small they could be made from solid pieces of wood, with the sides carved out in relief, the hinges and hasps being painted on with gold paint. (To be continued.) MARINE MODELS ery ty FESS, Le AS 60 Sh ayy “4 * Continued from page 36. ) 2 soldering and brazing are necessary accomplishments for the model- —. a ee ee maker, but sometimes present difficulty to novices. Actually this is quite easy to acquire, and the knack soon comes with a little practice. The main points to observe are that the work must be scrupulously clean, as the least suspicion of grease or dirt will prevent the spelter running, and the selection of correct flux and spelter (or silver solder, as the case may be) for the job in hand. Silver solder is a silver alloy, but the proportions of silver to base metals depend largely on the work for which it is intended. Naturally the cost varies with the amount of silver that is in the solder, and it should be observed that solders with a higher percentage of silver melt at lower temperatures. The solders with lower melting points are generally speaking the easiest to use, but when the job is small and delicate, care has to be used not to melt the work even when an easy running solder is used. By the way, when you want to buy easy running solder, ask the assistant for “fine.” If you mention “ easy running,” you will be told that it is all easy running, including material that needs a white heat to get it started! Actually model makers use such small quantities of silver solder and brazing spelter that it pays to get the best as the saving in time and labour is worth it. Another point to consider is convenience, as model makers’ work is usually on the small side. Clumsy, thick ribbon solder can be a great nuisance as one is apt to get too much on to the work unless one snips off just the right amount beforehand and lays it on the work. There is a flux for silver soldering used in the jewelry trade called “ Fluoron” (obtainable from Plucknett & Co., of Poland Street), which is very useful for minute jobs, but for ordinary purposes either “ Boron Compo,” or paste of ordinary powdered borax (as obtained in packets from any good chemist) and water, are as good as anything. I have lately been using a new brazing I regret that material called “‘Ecobraze.” this is not a British product, but, nevertheless, it is superior to anything else I have found for certain purposes. It is made in various grades to suit different metals. This material is made in the form of hollow square rod filled with flux. The various forms include such diverse metals as aluminium and stainless steel. This firm also put out silver solder in a similar form which I have found to run very easily. There is also a very excellent soldering fluid. It should be mentioned that by using various grades of Ecobraze one can build up a complicated job. The British agents for this product are Russell Lankshear & Co., Ltd., 1, Freemans Court, Cheapside, London, E.C. There are times when one wants special hexagon nuts. If one happens to have a piece of suitable hexagon rod the matter is simple, but if only round is available a little ingenuity has to be used. Take a piece of brass rod, chuck it and turn down to the required diameter, facing the end off square. Centre with the Slocum, drill out and tap. If the worker does not possess a division plate, the change wheels can always be used for this job, remembering that greater accuracy can be obtained with a larger change wheel. By the way, the number of teeth in the change wheel must be a multiple of six for a hexagon nut. Make a little arm with a sort of pawl on the end to drop into the teeth of the change wheel and hold it from moving. On most lathes this can pivot MARINE on the stub of one of the other change wheels. This is a temporary fitting and need not be elaborate as its only purpose is to keep the work from revolving whilst the faces of the . nut are being filed up. In order to hold the change wheel steady the arm should be tangential to the wheel. Hold the wheel steady with the arm and, counting the number of strokes you take, proceed to file down the first face. Revolve a sixth of a circle and file the second face, and so on until the nut is completed. Care must be taken to hold the file dead flat. On brass, a new superfine file will make a nice job. It is better to err on the side of taking too light a cut at first as a little more metal can always be taken off. A number of nuts can be made at the same time, or a union nut can be made when required. To finish, the outer end is chamfered off first, and the nut parted off afterwards. In the case of a union nut where the two ends have to be chamfered off, you should part off a little full of the required length. The nut is then finally chamfered off at the second end. You can see the amount of metal left by looking down the hole and get just the thickness needed. If one happens to break the glass of a steam or oil gauge it is often difficult to get a spare to fit, but one can easily make a glass to fit. With an ordinary cheap wheel glass cutter start by cutting a square about the right size. Cut off the corners to make this into a rough octagon. With a pair of pliers gradually reduce the glass. The glass is not cut with the pliers but crushed, and no attempt should be made to take too much away at a time, as you are liable to crack it. When the glass has been reduced nearly to size the remainder can be ground down on fine grindstone or emery wheel. The grinding must be done wet and the glass should be held edgeways. The glass should be rotated during grinding and the high places worked out. The glass should be offered frequently If care is to the gauge during grinding. taken a nice fit should be obtained. A light rectangular tank is easily made. Suppose an oil container 6in. by 3in. by 2in. is wanted. Take a piece of wood and cut to 3in. by 2in. to act as a former. This should be rather longer than the required tank to enable the end to be easily caught hold of. Plane up and square one end off nicely. If the reader refers to the diagram for cutting a MODELS 61 the metal he will see that there is a narrow lap along each joint. Chamfer the edges of the former to accommodate the extra metal at these points. Having made the former, turn up the laps on end and bottom. Before turning up the laps on the top bend this back slightly so that it will clear the former when the sides are bent round to form the body of the tank. The laps, by the way, do not require to be more than }in. wide. CUTTING OUT LIGHT RECTANGULAR TANKS Now bend the sides and bottom into position round the former with the laps inside. Tack together with occasional spots of solder to avoid distortion. The edges have now to be soldered all along, and if the solder is run along these nicely it will fill up the cracks and make an absolutely smooth surface. Whilst soldering along the edges of the sides there might be a tendency to buckle. In order to obviate any chance of this, take a spare piece of flat wood and use it to hold the side down flat on the former. This leaves the top to be attended to and the last bend will be found the only difficulty experienced. Take a suitable piece of thin iron bar and put endwise in the vyce. Slip this under the. top and put a piece of heavier metal outside 62 MARINE the top and bend up as far as you conveniently can. The piece of metal under the top must now be withdrawn and the top bent down. It should have been mentioned that the best way of bending the laps is between two pieces of mild steel or similar pieces of metal. This form of tank is only suitable for a light work and if a tank is required for pressure the methods of making must be entirely different. No mention has been made of fittings for this tank as these will depend on what it is being used for. It is certain, however, to require a filler. This can be of the usual type with a screw-down cap or have a hinged cap. A proper hinged cap is by no means easy to 7 Smale oa — << wire make, and requires expert workmanship, but provided there is sufficient space to get the requisite height above the tank a very good substitute is the kind of hinged spring cap shown in the second diagram. This has the HINGED SPRING FILLER CAP AND STRAINER FOR TANK A=Treblet Tube Body B=Wire Loop C=Brass Ring D=Wire Gauze E=Outlet F=Vent Hole MODELS advantage over a screw-down cap that there is nothing to get lost, and the advantage over the ordinary hinged cap that it is not so prone . to come open accidentally. The filler pipe itself is a piece of ‘** Treblet ” tubing, the top end being faced off square to form the seating for the cap. The cap is turned up from brass. The head of the cap must be originally made considerably larger in diameter than the filler pipe to allow of making the hinge arrangement at the back. The skirt should be of sufficient length. If this is a good fit and the right length it will click down into place and remain shut. The skirt is of course turned out thin to save weight. The hinge pin consists of light gauge spring wire. File a little nick in the head of the cap to enable you to drill the hole. This will have to be done with a very fine drill to fit the wire. The hole that forms the housing for the pin must fall slightly outside the filler pipe, the pin will then appear to be tangential to the pipe, if looked at from the top. File a flat in the head to form the back of the hinge and square up the ends of the housing. This will enable the lid to turn right back. If the lid is wanted to stand straight up when open the back should not be filed away. Take a piece of the spring wire and bend to an L-shape. Push the end through the hole and bend the other end down. Get the bends as square as possible without breaking the wire. The length of the legs will depend on the size of the cap and the amount of height there is, but should be as long as possible. A set has to be put in the legs about xin. below the cap. This forms the spring and will be apparent from the drawing. Push the cap firmly into the pipe and solder the spring wire securely to the pipe. It will assist matters if the wire is tinned beforehand, and the legs will have to-be tied down during soldering. The cap can be left slightly larger than the pipe or taken down flush, but in the latter event a small tongue should be left projecting in front to facilitate opening. If an air vent is required, this should be drilled when turning up the cap. Only a small hole is needed. It is a good tip when making a cap with an air vent in the centre to leave a little piece of metal like a boss so that the surface of the cap is lower than the part immediately round the vent. Then any splashes of water will run off and not into the vent. (To be continued.) MARINE MODELS 63 Lc PETROL ENGINE and HYDROPLANE TOPICS By J. B. INNOCENT (Continued from page 38.) E left off last month in the middle of building a hull and had the bottom, runners, transom, nose-piece and chine stringers in one piece, and the sides and deck ready to go on. The next job is to fit the sides. First apply the glue and then proceed to pin the side to the stringer, forcing it right down into the corner to correct any change in the curve. Work from the centre outwards and allow spaces between, say, every third pin for a screw to be put in, and remember that the other side of the stringer should be supported by a weight whilst hammering, and that the pins must be clenched over. The transom piece still requires pinning to the sides, and this may now be done. Before you proceed further, paint or varnish the whole of the inside, and take care to see that the protective covering gets into all corners, for it is upon this that the length of life of the hull largely depends. At least two coats should go on as most of the first coat soaks into plywood, and quite a bit of the second as well. You will find that the open box you now have is very stiff to even loading on the ends, but can be twisted with ease. It can be considerably stiffened by transverse framing, which will hold the side angle rigid, and you can do this if you like, but it is by no means necessary. One or two uprights might well be fitted inside the sides, between the chine and deck stringers, just pinned and glued into place. If weight is a consideration, they may be dispensed with, as a jin. ply side is amazingly stiff to vertical load. “ Betty,” by the way, has not one single vertical support or frame forward of the transom. The main stiffening of the hull is done by the deck which completes the box formation and holds the lot in shape. For this reason I prefer a boat to be fairly well decked over, and if it is essential to have the top open, as it is with ash plant, leave enough space to put at least an inch of deck all along the sides As the deck has a job to do as well as serving as a convenient means of lifting the boat, it should not be too flimsy. Before the deck is fitted the hull should be checked for twist by placing it on a flat table and using feelers under all the plane corners. If any bad twist is present—but it won't be if reasonable care has been used— some drastic means must be taken to get it out, such as leaving the hull weighted and unevenly supported to get it straight. Taking it that things are satisfactory, the decking may proceed. First fix the deck along one side, then place the hull back on the flat table, and if it is true proceed to fix the other side, checking after a few pins are partly driven, and again when all is finished. If there is a slight error it can be easily corrected whilst the decking is being done, but will be very obstinate if left till the lid is on. The way to correct a slight twist is this: having got one side of the deck on, place the hull on the table, put a piece of packing under the low corner and, whilst holding both planes flat down, put two pins part way in the other side. Check over again and if there is still an error take out the pins and vary the packing, then put in two more pins—in different places from the others—and then check again. Things should now be in their appointed places, and the rest of the fixing may be completed. It will be appreciated that this deck work may take some time to get just so, and glue cannot be used as a fixative, so it must be replaced by varnish. There is a golden rule when checking anything for accuracy, which should always be observed. It is that you should look for the error and expect to find it, and not look just to see that it is accurate, or you will pass over positive howlers. The idea is to forget it is your own work and check it as critically as if it were somebody’s else’s, and you are trying to find fault with it. It is the constant adoption of this attitude that makes us powerboat men so critical of a beginner’s work. So, if you hear things said which you don’t expect, about something you feel a bit proud of, don’t be disheartened, for the critics are really being helpful to a newcomer to an exacting game. Having got that off my chest we will now consider the finishing of our hull. First it must be rubbed down with sandpaper and a ta a i = one ole —_ — Mae rm a . 7 | my J a , 1 64 MARINE dusted off, and then varnished or painted with its first coat. For this finishing I strongly recommend the use of yacht varnish of reasonably good quality. The objection to paint is its enormous weight and _susceptibility to cracking and, furthermore, it does not penetrate the pores of the wood to any great extent. Ordinary varnish avoids the weight objection but dries hard like paint and cracks, whereas yacht varnish may soak in a little less than the ordinary stuff but it goes quite a way in, and never dries hard below its surface, whilst its surface is hard enough to provide an excellent finish, but not so hard that it cracks. The Rylard people had an excellent advertisement in our last issue, likening their finishes to a snake, dry yet wonderfully flexible. The first coat of varnish will almost entirely disappear, and will raise the grain so much that you will be surprised at the awful roughness. Don’t worry, it shows that the varnish has done its job and gone in; just rub it right down and apply another coat. Much the same thing will happen again, and you will find that to get a really good finish almost the whole of the first three coats will have to be rubbed off. It will pay to be patient here and go on putting it on and taking it off again, until all the low spots are thoroughly filled. Remember “ Betty” has done two years of high-speed running, incurring quite a few hard knocks in the process, and yet shows no signs of oil or water getting at the timber. Of course it has been necessary to give her another coat and to patch a few damaged spots. Petrol is bad for most finishes, and Benzole is worse, and as for dope, well, | am far from anxious to start using it, for it not only removes quite good varnish but also shows a marked dislike for some of the light alloys. Care must therefore be taken to avoid spilling fuel as well as using the least affected finish. Since my last article the regatta season has opened, and whilst the club regattas, so far as I have heard, have not produced much worthy of note I found the first M.P.B.A. Regatta more interesting for it was our first serious outing with the motor since last year. '* Betty ’ won, as we expected, getting round in 24.78 sec. for five laps. The actual course length using 3.1416 as z= worked out at 500.038 yards and the speed at 41.27 m.p.h., which is, subject to confirmation, a new record. No other boat seemed to find its true MODELS form, and whilst some good times were put up I think very few people were satisfied with their performances. This regatta saw the first departure from scratch racing against the watch, for the pole event included a nomination or self-handicap race. It was won by the Skingley’s with “Bonzo,” at quite a slow~speed in almost precisely the nominated time, and we took second place, having nominated a time a bit slower than we returned. Throughout this regatta plug trouble was very prevalent, and we showed signs of needing a hotter one. Where it is coming from I don’t quite know, but I have already started a careful search, and I will let you know if I have any luck. Of course the days of the unfinned head are past so far as really high-speed running with reasonable reliability is concerned, for it calls for a plug so hot that many engines would be constantly oiling up at starting. Finning the head helps the plug enormously, and will get any respectable one to stand 35 m.p.h. provided the mixture is something like right. The thing to watch for to detect plug trouble is a clean cut or otherwise immediately the switch is off. Severe detonation is very rare in these baby engines, and I have only heard of it twice in four years, once last week and once the year before last, but the continued running of engines after they are switched off is getting painfully common. It may amuse the crowd to watch the efforts to stop a motor, but it is a poor compliment to the engine tuner. It is bound to happen occasionally through a burning piston or redhot exhaust valve, caused by a weak mixture as a rule, but it should be as rare as it is now common. Should you be wondering where the extra urge has come from in “ Betty,” I can only say that errors have been corrected. Those of you who read my original article will remember that I mentioned a fault in the timing gear. It is this fault that has been eradicated, and stronger rockers have been fitted to stand the increased acceleration of the valves thus obtained. If our speed is not now high enough to keep the record, there are still one or two points about the engine which can receive attention before we need look for a faster hull. We are, of course, still using the original MARINE crate and, despite its lack of good looks off the water, I shall be sorry to scrap it. It is now approaching its third International, and has, I believe, only tipped up six times, three times from bad releasing, twice through rough water, and once because of the silencer MODELS 65 WITH THE POWER BOAT coming adrift. Quite a bit has been said and written about the unscientific design of this hull, and how much faster and stable a hull could be made, but most of the “ scientific” stuff contains as much common sense as a brick wall. These theory folk won’t remember that we are not running boats but planes and will look at the big stuff designed for quite different conditions of running. (To be continued.) MODEL POWER BOAT ASSOCIATION INNOCENT BROS.’ ** BETTY V” AGAIN BREAKS SPEED RECORD The Association held its first regatta of the season at Victoria Park, on May 5. The weather was delightful but, unfortunately, the event did not attract as many visitors as usual. This was unfortunate, as some excellent sport was enjoyed, and a new World’s Speed Record set up. The first competition on the programme was a Nomination Speed Competition. This consisted of one run over a 100-yards course, which had to be made at as near as possible the declared speed of each competitor. Mr. Chew’s tug came first in the C-class, and Mr. Johnson’s *‘ Nippy ”’ in the B-class. It should be observed that the margin of error between actual and declared speed is calculated on a percentage basis of the actual time taken. The Steering Competition followed. Mr. Chew’s tug again won with II points out of a possible 15. Mr. Curtis, with another tug model, came second with 9 points, and Mr. Dockree was third with 8. The third item was the Speed Competition round the pole. ** Betty V’’ has been under overhaul during the winter, and Messrs. Innocent’s work was on this occasion richly rewarded, as “* Betty ”’ broke all World’s Records and brought the record South from Glasgow once more. The distance was 500 yards, and on her first attempt the celebrated flier failed to complete the course. At the second attempt she made no mistake, however, but roared round the course at a prodigious speed. Her time was duly announced at 24.78 sec., a speed of 41.23 m.p.h., nearly 14 m.p.h. faster than the record recently established by ‘* Oigh Alba,’’ in Glasgow. None of the other boats approached the winner’s speed, and the second boat ** Kiwi’’ (Mr. Vallins) took 36.94 sec. In connection with the Speed Competition a Nomi- nation event was held. This was won by ** Bonzo,”’ Messrs. Skingley, with 0.25 per cent. error, with ** Betty V ’’ second, with an erorr of 6.8 per cent. WEST LONDON MODEL POWER-BOAT CLUB The second of a series of interesting events for the year took place on Sunday, May 5, at the Round Pond, Kensington Gardens, and took the form of a Nomination Event. The length of the course was unknown to any of the competitors, which was not only a test of the knowledge of the abilities of the craft, but was also a test of judgment of distance, and the result proves how the enthusiastic model engineer can gauge to a nicety and with a certain accuracy both of these points, for Mr. W. Butler’s *‘ Marydene ’’ varied to the extent of only 2 1/5th seconds between the actual and nominated time, or a difference of 8 per cent. This fine performance was followed very closely by Mr. W. T. Parry’s ** Valkyria,’’ whose difference was 3 1/5th seconds, or 10 per cent. On the whole the event was very interesting as, apart from the event itself, several new craft were being tested out by their owners, with a view to putting them into commission at a very early date. The Club is to be congratulated on the interest that is being taken by influential local personalities, for, during this year Sir William Davison, K.B.E., D.L., M.P. for Kensington, has accepted the Presi- dency; Councillor R. C. D. Jenkins, the Vice-Presi- dency, and Councillor Hubert W. Fane, J.P., the present Mayor of Kensington, and Alderman H. V. Kenyon, M.B.E., J.P. (ex-Mayor), have become Patrons. It is hoped that other influential local people will also interest themselves in the Club’s activities, especially as Kensington Gardens is the centre to which all visitors, either from the provinces or abroad, go at least some time during their visit, and evince much interest in the various craft sailed by the Club members, as is evident by the many photographs that are received by the Secretary from different parts of the world. It is not generally known, but it is believed that the Club is one of the oldest in London, having been sailing craft on the Round Pond in Kensington Gardens for some twenty-five years. The Club possesses a very fine boathouse, and the Secretary will be glad to hear from any gentleman interested. He is Mr. F. H. Lambert, 60, Hogarth Road, Earl’s Court, S.W.5. ROCHDALE Sy. Mod. & Ex. Eng. The Society are holding a Regatta on July 6 on Syke Ponds. The programme includes the race for Speed Boats for the Harold Sutcliffe, Esq., M.P., Challenge Cup, also Yacht Races for small craft, and a Steering Competition. Full particulars will be furnished on application to the Hon. Secretary, E. Howarth, 100, Dewhirst Road, Rochdale. ; . 66 MARINE MODELS Photo: J. A. Stewart THREE TROPHIES By JOHN A. STEWART EING in temporary possession of the B three cups shown in the illustration, I have photographed them and copied the inscriptions in the hope that this note may recall to many model yachtsmen memories of stirring races. THE YACHTSMAN 12-METRES CHALLENGE Cup (M.Y.A. Championship) stands 74in. high without the plinth, and 13in. when set thereon. The inscription on the bowl of this silver cup reads : — MODEL YACHT RACING ASSOCIATION ‘* 12-METRE ’’ INTER-CLUB CHALLENGE CUP PRESENTED BY ‘* THE YACHTSMAN ”’ And on the shields on plinth : -— 1912. 1913. H. J. Brent, ‘* Substitute,’’ Highgate. W. J. Daniels, ‘* Minerva,’’ M.Y.S.A. 1914. A.J. Brent, — Highgate. 1914-1918. European War (plate). 1919. A. J. Brent, — Highgate. 1920. W. Behenna, ‘‘Francesca,’’ Solent, Southsea. 1921. H. Whitman, ‘‘ Bess,’’ Portsmouth. 1922. W. Arberry, ‘‘ Ariel,’’ Solent. 1923-4. F. W. Smith, ‘* Minnehaha,’’ Portsmouth. 1925. W. F. Behenna, ‘* Z’moya,’’ —. 1926. A. Jurd, ‘* Laughing Water,’’ Gosport. 1927. W. Shell, ‘* Miranda,’’ Portsmouth. 1928-29-30. G. W. Munro, ‘* Thelma,’’ West of Scotland. 1931. J. Livingstone, ‘‘Regulus,’’ West of Scotland. 1932. R. L. Rodrick, ‘* Sybil,’’ West of Scotland. 1933. Iain MacPherson, *‘ Una,’’ Scottish A-class. 1934. J. A. Stewart and A. E. Campbell, ‘‘Ellora,’’ Scottish A-class. 1911. WINNERS Chas. Coxen, Esq. ‘* Silverheels III ’’ 1911. Portsmouth M.Y. Club. THE ROBERTSON Cup for 6-metre models is 134in. to the dolphins on the cover, and nearly !6in. when standing on its plinth. This is a silver cup, elaborately chased with figures and other ornaments and heavily gilded. With MARINE the increase of interest in the 6-metre class, it is hoped that some day this handsome trophy may become as well known as the Scawanhaka Cup won on one occasion by Mr. Robertson, the donor. The inscriptions on the body of this cup read : — Reaes Fs C. Presented by Frederick Platt, Esq. S. Y. Jeannette won by “* Verve ”’ Ardrishaig Race, 1892. And on the other side : — ROYAL NORTHERN YACHT CLUB OPENING CRUISE 18th May, 1923. 6-metre Class won by ** Caryl,”” Round the base : — Presented to the West of Scotland Model Yacht Club, for Annual Competition, by W. F. Robertson, 1927 ade LAST YEAR’S BRITISH MODELS 67 On the plate on plinth: WINNERS ** Agnes,’’ J. McMichael, Victoria M.Y.C. Race abandoned John G. Rodrick’s ‘* Mavis ”’ T. Porter, *‘ Adapta,’’ Victoria M.Y.C. T. Porter, *‘ Adapta,’’ Dennistoun M.Y.C. J. Livingstone, ‘* Uranus,’’ W. of S. M.Y.C. R. L. Rodrick, *‘ Edna ”’ J. A. Stewart, ‘* Clutha,’” W.S.M.Y.C. 1927 1928 1929 1930 1931 1932 1933 1934 THE SMALL SILVER CUP was presented to the West of Scotland Club by its Hon. President, Lieut.-Col. C. G. MacAndrew, M.P., for annual competition in the 6-metre class. It is 6in. high» and about 84in. when on its plinth. The winners engraved on the plate on the stand are : — J. Livingstone, J. Livingstone, H. Wright, ‘* H. Wright, ‘* J. A. Stewart, ** Corona ”’ ‘‘ Uranus ”’ Corona ”’ Corona ”’ ‘* Clutha ”’ 1930 1931 1932 1933 1934 This Cup is to become the property of the member winning it three years in succession. “A” CLASS CHAMPIONSHIP Photo: F. M. Bridge, Fleetwood “ Glengarry ” (W. J. Daniels) left meets “Da Shetland Lass” (A. Johnston) right Contrast the styles of starting—sailing off and pushing off This photograph was awarded a prize in our recent Photographic Competition a -* ia Ye = TR» <2 ae + ome es oe NORTH OF ENGLAND BRADFORD M.Y.C. i ee Rel] MODELS A = Leal | 4 ta MARINE ten ° iene Mat +e a ere —— bars ae F ys ee oars Easter Racing, April 19 and 20.—A-class ** Bradford ’’ Cup. The wind was light and fickle the first day, but freshened on the second, giving a broad reach one way. Result:—lst, *‘ Lady Evelyn ”’ (J. Mart; skipper, J. Alexander, Jun., Bury), 28; 2nd, ** Black Prince ’’ (N. G. Bailey, Bradford), 25; 3rd, **'Y-not ’? (W. Dewhurst; skipper, E. Roberts), 24; “White Heather V’’ (H. Catterall, .Bury), 23; ** Mary ’’ (G. Kitchen, Bradford) and ** Juno ”’ (E. North; skipper, Geo. Snow, Bradford), 22; ** Whimbrel II’’ (F. C. Hurst; skipper, F. W. Le Flufy, Bradford) and *‘ Imperia’’ (B. E. Garbutt, Bradford), 17; ‘* Defiance ’’ (C. D. Wilson; skipper, G. F. Ambler), 15; *‘Ebor’’ (W. H. Porter; skipper, S. Roo, Bradford), 7. 0.0.D., J. P. Clapham. Scorers, S. Haigh and H. S. Wood. Starter, Mrs. Geo. Snow. Cup and prizes presented to the winners by Miss Parr. Easter Sunday.—l0-rater Race. There was a second-suit breeze, giving a beat and a run. Result: Ist, ** Bonito ’’ (J. Edwards, Fleetwood), 50; 2nd, ‘* Venture ’’’ (E. G. Wade, Fleetwood), 40; 3rd, ‘* Thurne "’ (J. P. Clapham, Bradford), 40; ** Jennyfred ’’ (F. T. Edwards, Bury), 37; ‘* Nimrod ’”’ (M. W. Hornby, Fleetwood), 32; ** Fremar II ’’ (T. S. Shepherd, Bury), 31; ‘* Cintra Quinn ’’ (H. Atkinson; skipper, S. Roo, Bradford), 30; ‘* Catherine ’’ (E. Roberts, Bradford), 27; ‘* Renee’’ (E. Turner, Bradford), 25; ‘* Winsome ’’ (A. Brown, Bradford), 22; *‘ Doreen ’’ (D. Short, Bradford), 17; ** Albatross ’’ (G. Whittaker, Bradford), 15; ‘* Jubilee ’’ (W. H. Porter, Bradford), 4. O.0.D., B. E. Garbutt. Scorers, G. Kitchen and R. L. Crowther. Starter, W. Roberts. Prizes presented to the winners by Mrs. G. Whittaker. ‘* Bonito ’’ was purchased after the race by Mr. S. Haigh, and is now to be sailed with the ** home ”’ club. Easter Monday.—6-metres ‘* Wade ’’ Cup. The wind was light, giving a beat and a run. Result :— Ist, ‘* Maid of Lorne ’”’ (J. Catterall, Bury), 36; 2nd (after sail-off), ** Fredith ’’ (F. W. Le Flufy, Brad- ford), 30; 3rd, ** Pennine ’’ (S. Brayshaw; skipper, S. ~ a ot -4il Roo, Bradford), 30; ‘*‘ Greta’’ (B. E. Garbutt, Bradford), 22; ‘* Challenge ’’ (E. North, Bradford), 21; ‘* Blue Bird’’ (G. Kitchen, Bradford), 14; ** Edith ’’ (W. Harrison, Bradford), 13; ** Plover ”’ (Vernon Dawson; skipper, W. Roberts), 12; ‘* Daffodil ’’ (H. Altoft, Bradford), 3. O.0.D., J. P. Clapham. Scorers, H. Atkinson and G, Whittaker. Judge, A. Davis. Starter, Mrs. Snow. The Cup and prizes were presented by Miss Betty Carter. Easter Tuesday.—36in. Restricted Class. The wind was variable in direction and intensity. Result: Ist, ‘* Frisker ’’ (Miss Parr; skipper, H. Atkinson, Bradford), 28; 2nd, ‘* Red Rose’’ (H. Short; skipper, G. Kitchen, Bradford), 21; 3rd, ** Yellowhammer ’’ (W. Roberts, Bradford), 20; ‘* Gleam ’’ (F. Asquith, Bradford), 14; ‘* Flirt ’’ (H. Naylor, Bradford), 12; ** June ’’ (J. Proctor, Huddersfield), 6; ‘‘ Doris ’’ (A. Davis, Bradford), 4. O.0.D., W. Dewhurst. Scorers: G. Whittaker and P. J. Clapham. Starter, Mrs. J. P. Clapham. Prizes presented to winners by Mrs. P. J. Clapham. May 12.—*‘ Hirst ’’ 10-rater Cup (Club Race). A second-suit breeze gave a beat and a run. Result: Ist, ‘*‘ Whimbrel III’? (F. C. Hurst), 26; 2nd, ** Bonito ’’ (S. Haigh), 19; 3rd, *‘ Albatross ’’’ (G. Whittaker), 18; ‘*Renee’’ (E. Turner), 17; ‘* Thurne ’’ (J. P. Clapham), 13; ‘* Cintra Quinn ’’ (H. Atkinson), 9; ‘‘ Winsome ’’ (A. Brown), 5. O.0.D., G. Kitchen. Scorers, H. Short and A. Davis. Starter, G. F. Ambler. Cup presented to winner by Mrs. Geo. Snow. J.-P. G. FLEETWOOD M.Y. & P.B.C. An A-class Spoon race was held on April 20, with an entry of 7 boats. Wind was from the South-East, moderate to light, scoring 3 and 2 points. O.O.D., D. J. Bowen. Final scoress—** Yvonne’ (R. Price), 23 points; ‘‘ Anne Maree ’’ (R. Bailey), 23; ‘* White Heather 4’’ (J. Kelly), 15; ‘* White Heather 3 ’’ (J. Wardman), 14; ** Jancilla ’’ (J. Ing- ham), 11; ‘‘ Capri’’ (B. Fenn), 10; ‘* Vejle’’ (J. Marsden), 9. On April 27 there were 16 entries for the ‘*Mather-Richardson”’ 10-rater Cup. Wind was from the North-West for the greater part of the afternoon, and then veering to West, at the same time easing in strength until the close of the day’s sport. All but a few craft carried second suits until the change in the wind, which then necessitated first suits. Scoring 3 and 2 points. O.O.D., J. Kelly. One of the competitors found it better to fall into the water to trim his craft. The first five places at close of day were: ‘* Fiona ’’ (W. Alexander), 25 points; ‘* Flying Spray ’’ (H. Perry), 20; ‘* Bimbo ”’ (L. K. Corrooin), 20; ** Velindre ’’ (J. Thompson), 18; ‘‘ Lawmaran ”’ (D. Riley), 18. This race was concluded on May 4, all but one craft facing the starter at 2 o’clock. Wind from the South-East, strong. Scoring 3 and 2 points. Yachts were carrying second suits, excepting for one or two, which carried third. The day’s sport finished at 6.30 p.m. : — Results ‘** Fiona ’’ (W. Alexander), 59 points; ‘* Flying Spray ’’ (H. Perry), 53; ‘* Nemesia ’’ (J. Darnall), 46; ‘* Pippin ’’ (A. J. Bell), 44; ** Millie ’” (W. Barrowclough), 43; ‘* Lawmaran ”’ (D. Riley), 41; ““Venture ’’ (E. G. Wade), 41; ‘* Velindre ’’ (J. Thompson), 41; ‘* Bess McGreec ”’ (J. Catterall), 36; ** Nimrod ’’ (W. Hornby), 32; ‘* Bimbo ’’ (L. K. Corrooin), 30; ‘* Marella ’’ (A. Walling), 28; ‘‘Devonia’’ (J. Anyon), 20; ** Icthys ’’ (T. McGreevy), 8; ‘* Kencatha ’’ (A. Stewart), 3. MARINE MODELS IN THE MIDLANDS The“* Foresters’ Shield,’’ for junior 36in., which should have been sailed for on May 11, had to be - cancelled owing to lack of entries. However, we mend to hold this event later in the season at a time when the juniors are released from school. Lots, €. PLATT AND SOUTH MANCHESTER M.Y. CLUBS On Jubilee Day, May 6, the above Clubs held a joint Jubilee Handicap, sailed on the Platt Fields Park Model Yacht Pond, Manchester. Sixteen boats competed, eleven 10-raters and five 9-raters. Racing started promptly at 10.30 a.m., but owing to light and variable winds only three heats were completed before the luncheon interval. A_ nice, full-sail breeze prevailed in the afternoon and held throughout, the boards being a dead beat and a run. Close finishes were numerous, adding to the interest of the spectators, whose numbers were estimated at well over 3,000. Only two resails were required at the finish, after a full day’s racing. It may be of interest to readers to learn that that horrible bogey, the ‘* Armstrong Push,’’ was well and truly laid, as he was ruled to be under the heading of ** Unfair Sportsmanship,”’ and to the credit of all, the skippers fell in with the idea with one accord, the result being an enjoyable day’s racing for all concerned. The winner proved to be ‘‘ Hazard,’’ a 10-rater, owned, designed and built by Mr. White, of the South Manchester Club; a win long overdue and most deservedly popular. Mr. George Hancock, O.0.D., held a firm hand over the contestants, ably assisted by Mr. Gee as Starter, Mr. Briggs as Scorer, and Messrs. Williamson and Houghton as Umpires. Miss Brennan gracefully presented the prizes to the winners, also consolation prizes of a honey pot and spoon to each loser, presumably to sweeten the bitterness of defeat. Winners :— ** Hazard,”’ 10-rater (Mr. White, S.M.M.Y.C.), 35 points; ‘‘ Deerfoot,’’ 10-rater (Mr. Lloyd, S.M.M. Y.C.), 34; ‘* Doreen,’’ 10-rater (Mr. Mercer, Platt M.Y.C.), 32; ‘‘Iona,’’ 10-rater (Mr. Stevens, Platt M.Y.C.), 31; ‘* June,’’ 9-rater (Mr. Eckersall, S.M.M.Y.C.), 29; ‘* Amy,’’ 10-rater (Mr. Williamson, S.M.M.Y.C.), 28. Jou: WINDERMERE M.Y.C. Your readers may be interested to learn that the above Club, with headquarters at South Terrace, Bowness-on-Windermere, was opened on May II by Mr. W. W. Forwood, Commodore of the Royal Windermere Y.C. The opening was followed by the first club race over a course of three miles, with the following results: —‘** Vanity ’’ (S. Croft), ‘* Jessica "’ (N. Croft), ** Jubilee ’’ (R. Bousfield), ** Allan ’’ (F. Kemp), ‘‘ Chasme ’’ (F. Whittaker), ‘* And How ”’ (H. Watson), ‘* Diva ’’ (P. Gibson). The racing is all on open water from skiffs, the class used being the A-class. Any person visiting the district whois interested will be made very welcome if they care to pay the clubhouse a visit, and anyone coming to stay here, who can bring his boat along, should it be an A-class, will be able to race in any Club event on payment of 2s. 6d. membership fee. S. CROFT. South Terrace, Bowness-on-Windermere. 69 CAMBRIDGE M.Y.C. v. BEDFORD M.Y.C. The Bedford M.Y.C. had the pleasure of entertaining members of the Cambridge M.Y.C. at Longholme, on April 20, in a match with boats of the 36in. Restricted Class. This event was the first of a series of annual competitions for the ‘* Jubilee ”’ Cup, subscribed for by members of both clubs. Two contests are to be held annually—one at Longholme and the other at Cambridge. The teams consisted of five boats a side, and the O.0.D. was Mr. R. L. Whitworth. There was a fresh wind giving a beat and a run. Ultimately Bedford proved winners with 76 points to Cambridge’s 49. First prize was secured by ‘‘ Spray ’’ (C. W. Burling), second ‘** Foam "’ (C. Burling). Mr. W. J. Mobbs, of the home team, secured the prize for the best individual score. Racing was witnessed by the Mayor and Mayoress (Mr. and Mrs. H. R. Neate), the former distributing the prizes. Lunch and tea were provided at the Russell Park Pavilion. LONDON & DISTRICT Y.M. 6-m. O.A. The sixth race for the‘*‘ Glenham '’ Cup was sailed at the Rick Pond on May 4 and 5. A poor entry of nine boats was received—eight only coming to the line. There was a light breeze on the morning of the 4th which was very tricky. The scoring was 3 and 2. The leading boats at the end of the first round were ‘* Glenmorriston,’’ ** Fantasy ’’ and ‘* Naiad.”’ On the morning of the 5th racing was postponed to 2 o’clock through lack of wind. An attempt was then made to sail the second round of the match. Owing to the complete failure of the wind the pillar failed, and the race was decided on the first round. The O0.0.D. was Mr. H. J. Brent, assisted by Mrs. Child and Mr. E. Rickman. The thanks of the Club are due to Mrs. Child and these gentlemen. Mrs. Child kindly consented to present the Cup and prizes. Scores.—lst, ‘* Glenmorriston ’’ (Lt.-Col. I. Dennistoun), 27 points; 2nd, ** Fantasy ’’ (G. Howard Nash), 22; 3rd, ‘‘ Naiad ’’ (Lt.-Col. W. C. Holden), 20; ‘*‘ Hermione ’’ (Dr. E. Greville), 18; ‘* Janet ’’ (O. H. Gosnell), 17; ‘* Astrape ’’ (C. H. Adams), 16; ** Racer ’’ (Com. Barraclough), 14; ‘* Thalia ’’ (A. J. Child), 6. A special event to commemorate the Jubilee was staged on May 12. The first prize was the ‘‘Jubilee’’ Cup, suitably engraved, to be won outright. Second prize, a very beautiful Tea Service, presented by Lt.-Col. I. Dennistoun; third prize, a Silver Sugar Dredger. A strong entry of 11 boats was received, and all started. A fresh North-East wind made the scoring 3 and 2. Racing was close, as will be seen from the leading scores, but ultimately Mr. O. H. Gosnell SS tg (Pea HF we oh es) ipmen. ~ Sa LSS Pe i diinili gS re Oral Lee RR a A * oe MARINE took the Cup with a score of 36 points. Colonel Dennistoun and Mr. G. Howard Nash tied for second place with 34. In the sail off ‘*‘ Glenmorriston ’’ took second prize by inches, ‘‘Fantasy”’ taking third prize. close up, fourth. Lt.-Col. Holden’s ‘* Naiad ”’ was The event provided, perhaps, the best sailing of . the season, and was enjoyed by all. Under the efficient control of Mr. H. J. Brent, as 0.0.D., the race was carried through without a hitch. The thanks of the Club are due to this gentleman and to Mrs. Child, who once again kept the scores most efficiently. Mr. C. H. Adams having congratulated the competitors on the excellent spirit in which the race had been sailed, asked Mrs. Feltwell to present the prizes. Scores : —Ist, ‘* Janet ’’ (O. H. Gosnell), 36 points; 2nd, ** Glenmorriston ’’ (Lt.-Col. I. Dennistoun), 34; 3rd, ‘* Fantasy ’’ (G. Howard Nash), 34; ‘* Naiad ”’ (Lt.-Col. W. C. Holden), 27; ‘* Ladybird ’’ (S. G. Abell), 25; ‘‘Racer’’ (Com. E. M. C. Barraclough), 22; ** Ida ’’ (T. Hearn), 22; ‘* Astrape ’’ (C. H. Adams), 17; ‘* Thalia ’’ (A. J. Child), 17; ““——"’ (E. Rickman), 17; ‘* Anglian ’’ (Capt. F. R. Inglis), 16. J. G. F. M.Y.S.A. (KENSINGTON) This old-established club is fortunate enough to number Sir William Burton, K.B.E., amongst its patrons. In commemoration of the Jubilee of our Most Gracious Majesties, Sir William Burton pre- sented the club with a massive Silver Challenge Cup, which is being used for inter-club competition. The club held the first race for this trophy at the Round Pond, on May 4 and 5. The event en a good field from London and provincial clubs. On May 4 the wind was decidedly light, but nevertheless fairly good progress was made and four and a half heats were got through during the afternoon. The start on May 5 was timed for 11 a.m., but when this arrived there was not a catspaw to ripple the water. The start was accordingly deferred, but no wind arose. The competitors and officials stood at the lakeside and whistled in vain. When it was too late a little wind sprang up and a little desultory sailing was indulged in. ‘* L’Hirondelle,’’ one of the home club fleet, was leading on points when sailing finished on the first day, but with so much of the match unsailed, anything might have happened. It was accordingly decided to cancel the match and start afresh at a date later in the season. All clubs who have entered will be eligible to send their representatives, and any clubs who were prevented from entering on the first date can enter for the fresh match. After the sailing was over, competitors, officials and friends were entertained to a substantial cold collation. At the close of this, Mr. A. J. Hugo, Chairman of the M.Y.A., thanked the M.Y.S.A. for its hospitality, and expressed his fondness for the 10-rater class. His remarks were seconded by Mr. H. B. Tucker, who also referred to the 10-rater class, and mentioned that so many men, both in this country and abroad, seemed to prefer a class to a simple formula. It was one of the best classes in the country and most important as its simple MODELS formula gave such scope for experimental work. Mr. A. Littlejohn, Commodore of the M.Y.S.A., replied for the club, and said how pleased the club was to see so many visitors. SOUTH COAST EASTBOURNE AND DISTRICT M.Y.C. The seventh annual regatta for the Eastbourne and District Chamber of Commerce ** Silver Ship ”’ Trophy, was held at Prince’s Park lake, on Easter Saturday and Monday. A fine entry was received, as when racing commenced on Saturday afternoon 20 yachts assembled to meet the O.0.D., Mr. A. Wood, of Hove. Conditions at the start were far from ideal, a light, variable wind with heavy rain making things very unpleasant. In spite of this a punctual start was made and four heats were run off during the afternoon. At the close of the racing on Saturday afternoon, the visitors were entertained to tea, by the kindness of Col. W. A. Sparrow, O.B.E., Commodore of the Eastbourne Club, who welcomed the visitors and hoped conditions would be more favourable on Monday. This wish was fulfilled, for when competitors assembled the sun shone brightly and there was a good breeze from a Southerly direction, giving a beat and a run. ** Lochness ’’ (Col. Dennistoun; skipper, W. J. Daniels) soon began to show her superiority. ** Silvia II’? (W. C. Hacking); ‘* Divine Lady ’’ (Col. Keyworth; skipper, W. Brooks), ‘‘Firebrand’’ (F. C. Tansley), and ** Coquette ’’ (H. Barton), also did well. These five boats had a ding-dong battle all day, fortune favouring first one and then another. Several other boats were not far behind, but the majority, being the older type of 10-rater, were outclassed in the heavy breeze. As the day wore on “ Silvia II’’ drew slightly ahead, but towards evening the wind lightened and veered to the East, and, probably because of this, ** Silvia II’’ lost ground and ‘* Lochness ’’ drew up. After the final heat it was found that ‘* Silvia II "’ and *‘ Lochness "’ had tied with 70 points each, and a deciding board was sailed, which ‘*Lochness’’ won, and thus repeated her success of two years apo. There was also a tie for third and fourth places, and the deciding board was won by ‘‘Divine Lady,’’ ** Coquette ’’ thus taking fourth place. Before asking Mrs.. W. C. Hacking to present the prizes the Hon. Secretary of the Eastbourne Club apologised for the absence of Col. Sparrow, who had to leave before the racing was completed. Prizes were then presented, after which the Hon. Secretary proposed a hearty vote of thanks to Mrs. Hacking and to Mr. A. Wood, O.0.D., Mr. Bydawell and Mr. R. Hubbard, judges and starters. An Eastbourne resident, living close to the lake, spoke a few words of praise of our sport, and men-’ tioned that only a few years ago the fine lake, at which these sporting events were held, had been a morass. MARINE Scores: 1st, ‘*‘ Lochness ’’ (Col. Ian Dennistoun, D.S.O., Bedford), 70; 2nd, ‘‘ Silvia Il’’ (W. C. Hacking, Hove and Brighton), 70; 3rd, ‘* Divine Lady ”’ (Col. Keyworth, Hove and Brighton), 59; 4th, *‘ Coquette ’’ (M. Barton, M.Y.S.A., Kensington), 59; ‘‘ Firebrand ’’ (F. C. Tansley, Hove and Brighton), 55; ‘‘ Zephyr’? (—. Arlotte, Hove and Brighton), 543; ‘‘ Phantom ”’ (Col. Gray, Surbiton), 544; ‘Blue Bird ’’ (W. Fillery, Eastbourne), 543; “Jubilee ’’ (G. Smith, Eastbourne), 49; ** Iolanthe Il’ (A. Boniface, Eastbourne), 48; ‘‘ Tricity ’’ (—. Rigby, M.Y.S.A., Kensington), 473; ‘‘ Our Liz”’ . S. Payne, Eastbourne), 42. Also sailed: — **Tolanthe ’’ (C. Greenslade, Eastbourne); *‘ Kathlinda’’ (A. Simmons, M.Y.S.A., Kensington); “Jean ’’ (G. Veness, Eastbourne); *‘ Betty II ’’ (F. Borkett, Eastbourne); ‘‘ Alva’’ (J. Vincent Hill, M.Y.S.A., Kensington); ‘* Salaam ’’ (G. Fitzgerald, Clapham); ‘‘ Mercury *’ (W. R. Bayliss, Eastbourne). F, B. Northerly, making a reach both ways. The O.0.D. was Mr. J. Munster, with Messrs. F. Snook and C. Jackson as starter and scorer. Scores:—** Jasmine ’’ (W. G. Baker), 26; ‘* Hesperus ’’ (R. Jurd), and ‘‘ East Anglian ’’ (T. Crane), 24; ‘* Lady Nell ”’ (A. Jones), 22; ‘* Aloha *’ (F. Gome), 18; ‘* Jolanda ”’ (W. Shell), 17; ** Gladys *’ (W, Grist) and ‘* Spindrift ’’ (G. Amey), 16; ‘* Shannon ”’ (H. Pyne), 14; ‘* Montbretia ’’ (R. McGilloway), 12; ‘* Vigilant ”’ (J. Munster) and ‘‘ Effie ’’ (J. Godsell), 11; ‘** Ryecroft ’’’ (R. Cain) and ‘‘ Z’moya’”’ (Cmdr. W. F. Behenna), 8. Lake. Heretofore the Club has had a small hut for boats, and with the growth of the membership it became necessary to rent a portion of the Corpora- tion Hut nearby. The present premises, which have floor space of AOft. by 20ft., and offer berths for 60 boats will obviate this, and in addition will offer ample accommodation as headquarters. The new premises, which are entirely of wood, with an asbestos roof, are a tribute to the energy of the Hon. Secretary, Mr. W. Baker, Messrs. W. Shell, A. Jackson, and J. Read, who, with assistance from the members, built the premises during the winter months. The opening ceremony was presided over by the Commodore (Mr. W. J. T. Williams), who explained that the work had been carried out entirely by the members, and the cost, about £60, had been met by subscriptions by the members. The Deputy-Mayor congratulated the members upon their achievement, and said he was sure it would serve a good purpose. They were a progressive club, and he imagined they would not be content to let matters rest where they were, but : A race for the 6-metres was held on May 4, six boats being entered. This was also a “*‘ points ”’ race. A light South-East breeze gave a beat and a run. The O.0.D. was Mr. W. G. Baker, and the Scorer, Master J. Scanlon. — Result: —‘* Fleetwing ”’ (W. Sheldon), 16; ‘* Nada *’ (A. Cresdee), 15; *‘Eastward *’ (W. Sweet), 14; ‘* Peggy ’’ (F. Gome), 13; ‘* Lorna ’’ (A. Jackson), 10; ‘* Coral ’’ (W. Shell), 7. W. G. B. GOSPORT M.Y.C. A new chapter in the history of the Club opened on April 20, when the Deputy-Mayor (Alderman S. Barnard Smith, J.P.), in the absence through illness of the Mayor (Councillor G. Ford) inaugurated the a? new headquarters near the Gosport Canoe 71 MODELS SOUTHAMPTON M.Y.C. The first inter-club race of the season between the Lymington and District M. & E.S. and the Southampton M.Y.C. took place on the Salterns Lake, Lymington, on Sunday, May 12. A fairly strong Easterly wind provided some good racing, and the course was a reach both ways. The final result was in doubt until the very last race of the afternoon was decided, Lymington requiring two points to draw, Southampton two points to score a win, and to everyone’s satisfaction Lymington made it a draw, and this was a true indication of the day’s racing. The final scores : —— were Lymington—‘* White Freak ’’ (Capt. Sullivan), 4 points; ‘* Blue Bird ’’ (R. Lovell), 16; ** Red Cloud ”’ (D. May, Sen.), 14; ‘* Lydia ’’ (Mr. Inman), 14; ** Jubilee ’’ (A. A. Jones), 14; *‘ Hore-Belisha ’’ (R. Wigmore), 10: Total, 72. Southampton—*‘ Witch ’’ (A. E. Crespin), 18 points; ‘‘ Iris’’ (G. Hayward), 16; *‘ Seagull II ”’ (A. J. Crespin), 16; ‘‘ Yvonne ’’ (E. Christopher), 10; ** Jean ’’ (W. Barrett), 6; ‘‘ Irisena II’? (F. Cooper), 6: Total, 72. The Race Officials were Capt. B. H. Goodhart, M.C. (Umpire and Starter); Lt.-Commander Whitfield (Lymington); Mr. P. Cooper (Southampton). A. J. CRESPIN. would continue their efforts until they had club premises where they could meet and discuss matters in connection with model yachting. Alderman S. Barnard Smith unlocked the door of the premises, and after inspection broke the Club Flag at the masthead. In view of the fact that the international event, which was expected to be held at Gosport, is again to take place at Fleetwood, the Gosport Club have arranged an open regatta for A-class boats on August Bank Holiday and the two following days. On the Thursday a regatta will be held for 6-metres, and the juniors, with their 36in. models, will have their turn on the Saturday. [See Advertisement Columns] A ‘ points ’’ race was held on April 27 for the A-class, the points counting towards the Club championship. Fourteen boats entered, but time The wind was only sufficed for eight rounds. NATIONAL 10-RATER CHAMPIONSHIP We are informed that the winner of the 10-rater Championship was not designed by her present owner, as stated on page 44 of our last number, but by Mr. E. Simonsen, of the Birkenhead M.Y. & P.B.C. The paragraph giving the names of the designers of the two first boats was inserted at the suggestion of an official who checked Mr. Lemon’s report before publication. Unfortunately, ‘* Nell ’’ has changed hands, and confusion arose accordingly. Her name has been altered, as she was originally christened ‘* Else.’’ Her success shows that it cannot be unlucky to change a yacht’s name. MARINE MODELS Our Scottish Page LONG LIVE THE KING! S Commodore of the West of Scotland Club I had the pleasure of extending congratulations to their Majesties on the attainment of their Silver Jubilee, and have been honoured with a most gracious message of thanks. As is intimated in an advertisement elsewhere in this issue, the West of Scotland Club, by courtesy rem hs = of the M.Y.A., the Y.M. Committee and the Fleet- wood M.Y. & P.B. Club, have arranged for the Robertson Cup race for 6-metre class models, to be conducted at Fleetwood on Saturday, July 20. Messrs. Carpenter and Marsden have kindly consented to act as O.O.D. and Assistant O.0.D., and we desire personally to thank these gentlemen, together with all the others concerned, for the consideration displayed to us in connection with this matter. The Club hopes that its action in sending this very handsome trophy for competition at Fleetwood will meet with a generous response and provide another attractive point of contact for those interested in this class, whether at home or abroad. Entries will be limited by the Nyria Cup principle, and it is anticipated that not more than one boat per club will be called for. The Club will provide prizes in addition to the Cup. The Scottish A-class Club have been busy each week-end since the season opened, and there is considerably more liveliness apparent in this class, which is highly gratifying and suggests that at long last the ‘‘ A’ boat is coming into its appropriate place in Scotland. On April 27 the Saltcoats Club provided opposition, when teams of six from each club tried conclusions on the new West Bay waters. A light wind, veering a few points in the course of the day, but maintaining a general Westerly direction, prevailed. The visitors early established a lead and eventually scored a complete success. ‘* Edith,”’ the new production from the board of Nero :P. J: McGregor, and*‘ Coryphene,”’ last year’s design by the same gentleman, indulgedin an exciting struggle to occupy the leading place, and in the result ** Coryphene ’’ (H. Morris) took the honour with 26 points as against her rival’s 24. ‘* Scotian ”’ (I. McPherson) returned 22 points and ‘* Florada ”’ (A. Main) 15 points. All these representing the A-class Club. We understand the Saltcoats boys are vowing vengeance and praying for more wind on the next occasion. Largs was the venue on May 4 when, by a special dispensation, the use of Middleton Reservoir was granted. With such a fine sheet of water at disposal it was rather unfortunate that full teams of ‘* A ’’ boats were not obtainable and, perforce, the fixture became a cruising match with wee sixes’’ and the International class units. Opponents were balloted for, and consequently the large and small models sailed against one another in some instances. To the chagrin of the A-class men conditions were practically windless. Result, leading Largs boat ‘* Kathleen ’’ (W. Boag), and best A-class ** Scotian ’’ (I. McPherson). The Consolation Prize went to Mr. Mitchell, Largs, with ** Saskia.”” There were seven competitors of each class and, sane gather the *‘ between the lines, we rather A ’’ men had nothing to crow about, which, under a circumstances, is not to be sur- prised at. Prizes were kindly presented by Mrs. Morris, wife of the Captain of the Yacht *‘ Elk.”’ The West of Scotland ran an open event for A-class on April 20. It was disappointing that only six competitors appeared, four of which were really local boats, leaving only ‘‘ Luss,’’ Port Glasgow, and ‘* Westerlee,’’ Dumbarton, from outside. Of course all of them are members also of the A-class Club. We were surprised that a much larger number did not turn out, and it is certainly not calculated to encourage the West to provide facilities for the class. As usual, the West were pioneers in this respect, but it is questionable if the event will be repeated next season as hitherto it has not proved the success, at least in point of numbers, that it ought to have been. The full tournament, sailed in a light breeze, resulted in ‘* Edith ’’ (P. J. McGregor, West of Scotland), first with 20 points; ‘*Norna’’ (I. McPherson), 16; ** Luss ’’ (D. Bonnar), 13. In contrast with the above, the open 12-metre regatta, the following Saturday, brought forward 42 starters, representing 8 clubs. As has been the case for several weeks past, wind was light and variable. For a spell, however, a spanking breeze allowed one-half of the entry to run a heat in quick time, while the other half refreshed the inner man, and this period gave a delightful fillip to the day. Four models came in with cards of 15 points, and three with 13, to provide a sporting finish. Paige_— You "’ (P. O. Dawson), and ** Ellora ”’ (A. E. pag **Alwyn”’ (J. Miller), ** Sybil ’’ (N. Rodrick), bell) took the five prizes in the order given. The first and third are Queen’s Park representatives and the others from the Home Club. The Victoria open 12-m. race provided a pleasant afternoon’s sport, and the 26 competitors present had no complaints, although expressing wishes for more, and still more, wind. However, otherwise the conditions were perfectly delightful on this date, May 4, and we have to take it as it comes. At the final stages no fewer than seven of the models came in with cards of 10 points, and the consequent finals gave ‘‘Melody’’ (A. W. K._ Rodrick), first; ‘* Thelma *’ (G. W. Munro), second; ‘*Sybil’’ (R. L. Rodrick), third—all West of Scotland boats, and . ** Jeannette ’’ (J. Cunningham, Victoria), fourth. Six clubs were represented. Queen’s Park have been doing very well at open events recently, even better than is shown by the prize lists, and we are pleased to see the access of enterprise exhibited by this club. We are informed, somewhat late in the day, perhaps, that Mr. J. McKenzie, with ‘* Fiona,’’ has the honour of pro. from 200 submitted. Anyway she is quite the most attractive-looking and efficient product of her class we have seen yet, and we are sure would give the fleet something to think about if stationed in a quarter allowing more frequent appearance in competitions. As it is, her owner is handicapped by considerations of awkward travelling necessities. *“*Jean’’ (J. Kennedy, Clydebank) was second; ““Charmie’’ (C. McArthur, West of Scotland), third, and ** Ira ’’ (President J. Perry, Clydebank), fourth, after each had come in with 13 points. Commodore H. Thomson was on duty, with Secretary Pegg acting as Judge. Reports from Wick show they have been more fortunate than elsewhere in the matter of wind. On April 20 they had a race for the ‘* Rival ’’ Cup, run in a stiff South-Easterly breeze. Open for models up to 5ft. 6in. deck measurement, the event brought out a fleet of 23 contestants and fast passages were made. Apparently the competitors were divided into two “ relays,’’ and the first six home in each section qualified for the final. The craft had to run down the loch carrying spinnakers and return ’ close hauled, and the final consisted of a double round of the course. The result gave ‘* Mona Lisa *’ (M. Harmsworth) the Cup, with a score of 6 points, and timed as 47min. 2sec. ** Boy Fraser ’’ {A. Donaldson) was a good second, with 5 points. If the Scarlet Loch, on which the race was run, is the one we visited some years ago, the time given above for the double round indicates very fast sailing, as the waters are something like 14 miles long, THE SCOTTISH COMMODORE. TWO 36” RESTRICTED. Perfectly rigged and finished. Would Bedford. consider near offers. [Advertisement.] Brand New. Plated fittings. Green, 131, Good design £3 10s. each Dudley Street om: Lee was no exception to this rule when Clydebank staged an open event for the 6-m. class. Short periods of steady strength flattered only to deceive, the while competitors vainly whistled for a real ** blow.’’ However, it might have been worse, and the race developed into a homely and _ intimate function of pure delight. Many heats were astonishingly close, and we saw bouts of tack and tack _ when one would almost imagine the pairs were connected fore and aft by flexible rods and pivoting together with each change of course. The winner emerged in ‘* Gladys ’’ (R. Gow, Port Bannatyne, Bute), which only lost a single leeward board on an otherwise faultless card. This constitutes a particularly meritorious performance as the P. Bannatyne Club sail at home on the open waters of the Bay, and it is unnecessary to add the conditions on enclosed waters are diametrically opposed. The model herself is a notable example of the designing and building art—a perfect picture out of the water and delightful in action. We understand she is from a design by Smith, of Saltcoats, which took first prize in an American designing competition SS Se tongue, liquid and lingering, we visualise the lonely Bens and Glens of our own native highlands, and, perchance, a sad, deep sigh slips past our lips. All through the racing season so far every Saturday has presented brilliant sunshine, consequently, hordes of spectators—and very light airs. Tantalising in the extreme—always a brisk breeze on the eve of sailing and springing up again later after racing is over, but fading away into a calm or very light zephyrs just when we want it most. May 11 if our recollection is not at fault. This means a total of at least 2} miles to leeward and, say, at least treble that distance covered in beating back. [10 miles in 47 minutes we make this! A good speed even for Wick. If they are going much faster Messrs. Innocent will have to look to their laurels! —EpiTor, M.M.] The Sir Archibald Sinclair Cup, on the preceding Saturday, also produced fast sailing, in which 22 competitors participated. |The Cup was won by *‘James Bruce ’’ (A. Taylor), timed 49min. 5sec., with ‘‘ Elizabeth’ (P. S. Robertson) second in 49min. 14sec. The Club has just been presented with a new trophy, the William Taylor, Jun., Memorial Cup, confined to yachts of up to 5ft. deck measurement. It has been gifted by a few friends of the late Wm. Taylor, Jun., who was one of the founders of the Club and intensely enthusiastic in all concerning it. The Kirkwall Club have experienced a sequence of disappointingly calm days for their schedule events and have been compelled to postpone some of them several times. The annual regatta on April 26 was only partly completed that day, owing to the unsatisfactory conditions. With considerable difficulty and after six hours’ sailing the 10-rater race was brought to a finish. Eighteen competitors were concerned, and the result gave ‘‘ Ivy ’’ (J. Williamson), ** Thistle ’’ (D. Kirkpatrick), and ** Nyala ’’ (D. Wilson), the three leading positions. The race for 5-raters in the evening degenerated into a drifting match, and the finals had to be postponed to a later date, as had also the all-comers race. Much more favourable ‘conditions prevailed on the following Saturday, when the boys’ races were held for 24in. and 36in. classes, and also a consolation race, the whole providing a good afternoon’s sport. With reference to the letter signed *‘ Nemo "’ in May issue. In Scotland arrangements have been made whereby model yachts accompanied by their owners are carried free at owners’ risk, and we believe this applies to any distance and to stations over the Border. We see no reason why this should not apply in England if proper representations are made to the Railway Authorities and, no doubt, the Scottish Secretary will be pleased to give any information he has which may be of assistance in making endeavours to bring this about. In fact, the Railway Companies here have been very considerate and they have, on request, put on special luggage vans for the transport of models when we have been moving considerable numbers in connection with special events. Of course, conveyance on the Tube lines gives rise to rather more difficult problems in this respect. j 7 be a long line of successors. ‘* Fiona ’’ (Fee-own-a, Messieurs Sassanachs), as the name rolls off our 73 red viding the first winner for inscription on a new 6m. challenge trophy, presented to the Club in 1934. A worthy name to initiate what we hope will MODELS ies See,“BFS Sh Pe MARINE 74 MARINE IN THE MODELS BOATHOUSE A FAIRY STORY = : eS eT mt re 8 a | gl 6 = nit oP a ' r “a er Oat re Poet eee gS a og pen al a a a ome - ——-S . a i a 7 te Fete a “A By THE EDITOR oy ES,” said Manvers following Smithers out of the Clubhouse door, “I'd have won the Cup if I hadn’t had rotten luck when my boat failed to gye on the finishing line.” He shut the door behind him with a vicious slam, and his peevish voice died away in the distance. The week-end was over, and for five days the boats were alone until another Saturday brought their owners to the waterside. “How I hate Manvers,” said “* Rosabelle,” passionately. ‘‘He is always making mistakes and blaming ‘me, or else spinning hardluck yarns. Says it was his bad luck when I failed to gye. Of course I did! The fool forgot to set up my kicking strap, so the boom skied and spilt the wind from my mains’l.” “Yes, darling,” answered “ Doreen,” with a giggle, “ we all know you think you’re the fastest thing here, but you have a nasty temper when you're not handled just right.” ‘* Stop bickering, you two cats,” grunted the old “ Warrior” from his corner. “It’s all very well for you, old thing,” said “Venus,” joining in. ‘ Look at all the cups ’ you’ve won, and though you're four or five years old you still look as smart as any of us, and pick up quite a few second and third prizes.” “But isn’t * Warrior’ lucky in his skipper? Does he look after his That’s some man! boat? And can he sail? Oh, Baby! ” “* Rosabelle” sighed heavily. ‘I wish he was my “ owner instead of that blighter, Manvers “Well,” said “‘ Venus,” ‘at least Manvers did remember to ease up your outhauls; my owner forgot again, and here I am all uncom- fortable for the week! ” A diffident voice from the back of the shed interrupted them. “ Talking of owners, whilst I can’t compete with you cracks for speed, my He owner, young Smith, is a fine lad. designed and built me himself, and I’m not much of a job, but Smith.loves me. I’ve never won a prize yet or even looked like doing so, but he keeps on smiling and trying. D’you know he said to me to-day, ‘We can’t win races, old dear, but we have lots of fun. I designed you, built you, made your fittings and sails. You’re all mine and genuine amateur throughout. I’d rather lose with my own boat than win with a bought yacht.’ That’s the boy for me. There’s a handicap race later in the season. I’m lying low and I'll get a good handicap. Wait, and if I don’t win that for my boy, well, I’ll bust my ribs trying.” “Listen to ‘Jane’ talking,” said “ Rosabelle,” with a snicker. ** Shut up, ‘ Rosabelle’,” said the “ Warrior,” Jane’ may be the ugly duckling of this fleet but her heart’s in the right place. I'll see you get five off me, my dear. I’d like to see your boy win the handicap, and I vote we all see he does. Those in favour top your booms.” He paused. “Ah, carried with two dissentients. ‘Rosabelle’ and ‘ Doreen’ would vote against any proposal like that. Nasty couple of pot-hunters you two girls are—like your ee owners.” The silence that followed was broken by a sharp crack. “* What’s that noise?” asked “Venus,” nervously. “Was it you, ‘Carmen’?” “It was,” replied ‘‘ Carmen.” ‘I’m pleased to say I’ve just cracked right along my garboards. You boats don’t know me: I come from another lake, so if you have no objections I am going to ask you to listen to my life story. It won't take long.” ‘Go on,” chorused the others, “ we've got the rest of the week.” “Well, mine is a_ sad history,” said “Carmen.” I was designed by a chap who had just enough knowledge to draw a plan but didn’t know how to balance it. I might easily have been a beautifully sweet boat, but my metacentric shelf is all wrong. Believe it or not, but in certain winds there’s not one of you who could hold me on a leg to windward. My trouble is that if I get a break in the wind or a slight alteration in its force I just go mad and bolt. Well, my designer gave my plans to a young fellow whom he knew, and my first owner was not well enough off to be able to afford to build several boats. I was his first, and he was ever so keen. He worked on me when he came home in the evenings to all hours of the night, and, except for the MARINE fact that he did not put quite enough ribs in me and planked rather loosely, | was not such a bad job. Had my hull been decently bal_ anced I should have given him good service. But my fatal lack of balance thwarted us from the first. In the beginning my owner put our low scores down to his own lack of skill, but he improved rapidly. Many times we came near the prize list, but always my unbalanced nature made me bolt from the winning line in crucial boards. At last I broke my poor owner’s heart and he gave up model yachting. He bought a second-hand motor bike with the £3 he got for me. The front forks snapped, and he was thrown on his head and killed. My dears, I killed him.” “Carmen’s” voice broke as she sobbed unrestrainedly. ‘That was three years ago,” she continued, “and since then I have had several owners. The second one gave up model yachting, got married, bought a bungalow and took up golf, so I had evidently made him as crazy as | am myself. At last I came to rest in an old junk shop, and thought to end my days peacefully there. For twelve months I lay neglected on a shelf; my mast got broken, my sails were lost, spiders spun webs over me, dust accumulated and I hoped—how I hoped —never to sail again. At the bottom I prayed that I might be broken up and my lead recast into a new keel so that I might be reincarnated in a decent boat. But no such luck was in store for me. I expect you all know Rogers? He’s a regular model yacht coper. He spied me lying on my shelf one day and, after much bargaining, bought me for halfa-crown. He has a good eye for a boat, and when he looked at me, he said: *Hum! you’re not much use, but I'll give you a good do up and paint you _ nicely. With a new suit of sails and a little luck, an advert. in MARINE MODELS will bring me a customer for you.’ So he did me up, and really I look very smart with my fittings all nicely chrome-plated, and so on. He took - me out and tried me. He’s clever; he trimmed me and got me going my best; but of course he soon found how unbalanced I am. Now he has advertised me for sale. He’s asking £8, and has a beginner coming to see me on He'll catch him, poor flat, and Tuesday. there will be another good man lost to model Well, I may be unyachting unless balanced, but I’m not really wicked, and | cannot bear it any longer. There is a deep MODELS 75 spot in the centre of this lake. You all heard my garboards give a crack just now. Yes, I’ve managed to split them at last, and when Rogers takes me out to show me off to his buyer, I’m going to sail right over that deep hole in the centre of the lake. When I get there I’m going to founder. Call it suicide if you wish, but I won’t have anything more on my conscience.” She ceased and silence fell, broken only by the gentle sobbing of “ Venus” and “ Jane,” who were soft hearted. The old “* Warrior” slowly and reverently half-masted his flag. THE DENNISTOUN GUEST FUND CO) interes of A-class models and others interested, are invited to subscribe to the Dennistoun Guest Fund. This fund exists for the purposes of defraying the cost of entertaining our foreign guests, paying their hotel expenses, etc., during the Fleetwood Regatta. As four boats from abroad are competing this year, and in most cases the skipper will be accompanied by a mate, quite a considerable sum is needed. Funds have come in fairly well to date, but are insufficient as yet. May we appeal for further contributions? Contributions may be sent to Lt.-Col. lan Dennistoun, D.S.O., Messrs. J. G. Feltwell, C. Adams, or the Manager of the Midland Bank, Barnes Branch. An immediate and generous response will relieve the anxieties of the Committee who are dealing with this matter. RYDE M.Y.C. (1. of W.) Apart from the usual monthly meetings during the winter many members have been busy building to the 36in. Restricted and ‘*50-800 Marblehead’”’ classes. The latter is an ideal class for sport, sufficiently light for easy transportation and also giving the thrill of speed. It will cause no surprise here if it is enthusiastically adopted by many other clubs. The members have been sailing in all sorts of weather during the winter, except for a short period when the lake was cleared of weed. The Club officially opened its sailing season on April 4, and continues racing weekly. A silver spoon was awarded for the highest score in each of the four classes of models, the winners being: Handicap Q-class—R. Stower, 16 points; 50-800-class—D. Hair, 19; 36in. Restricted—B. Gilling, 16; Junior Class—Rodney Searle, 16. re MARINE MODELS Letters intended for publication must be written on one side of paper only and bear the signatures of writers (not necessarily for publication). Letters should not exceed 300 words in length, if possible. The Editor does not undertake to publish all letters received, nor does he necessarily agree with opimons expressed by Correspondents. SCALE 4 en He See tee eee a ee ag Sled 4 ; > i. oo—‘ ie – Pee ee . 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