Marine Models: Volume 8, Number 5 – August 1935

J ceteainindeed oe. — Vol. VIII, No. 5 Published on the Seventh of each Month August, 1935 ON TAKING UP MODEL YACHTING (Continued from page 83.) AVING tuned the yacht up for beat- gives trouble, the rudder gye should be resorted to. Performance on the gye depends on the correct strength of rubber being used, correct position of the attachment to hull and boom, and, finally, correct adjustment and H ing to windward under first suit, the first possible opportunity should be taken to balance her under second and third suits. These should be arranged so that the model sails with the same mast position and rake as under first suit. This is done by use. varying the size of jib and, to a lesser extent, by the distance to which the jib tack is hooked out. You are at liberty to place the yib tack as you wish, provided the limits of the first suit are not exceeded. Another point to be attended to is the beating gye. (Pace Mr. Stewart! We are using the official spelling of the M.Y.A. Rules.) Gyes are of two kinds—the ordinary rubber gye and the rudder gye. The former consists of a rubber spring with an adjustable cord tail. The latter is similar but has an extension cord to the rudder quadrant. In light winds, and provided the sail-plan has not too high an aspect ratio (proportion of height to breadth), the rudder gye is probably better as it is not so drastic in action. Boats with very high, narrow plans need a rudder gye, and in heavy boats and winds the rudder gye is more certain and positive in action. A good deal depends on the boat herself, but if the ordinary gye _ The leverage exerted by the gye depends firstly on the position of attachment to the hull. The further forward this is the more leverage is exerted up to a point, but on no account must this be forward of the axis of rotation of the hull. The best position is probably just aft of the C.L.R. The point of attachment to the boom should be as far aft as possible. Greater liberties can be taken in this respect with a rudder gye. One frequent source of trouble with a high, narrow sail is that the boom rises when the boat is on the gye, and in consequence the sail spills the wind and loses its power to bring the boat to the wind. The kicking strap will stop this and the point of attachment of the gye to the hull can possibly be brought more aft. Experiment is the only way to get the gye to function perfectly. Most yachts these days have a three-eyed jockey on their forward horse. Adjust the jib on the centre eye correctly for beating, then shift to what will w. ae PE INCORPORATING THE MODEL YACHTSMAN ek i MARINE MODELS eee ee 110 ©) Fe. er ae anak arian gee RD, pM fal temgf pm! 2 3 ited Br be the leeward eye on the off-shore tack. This will make the sheet a thought slacker on this tack and so help the boat to come up into the wind. On the inshore (or long) tack she will be a shade tighter, which will keep her going full-and-bye. In putting a boat off on the gye, see that the jib is full and the weight of the wind in the mainsail stretching the rubber of the gye. If it is not doing so, the tension is too tight or the rubber too strong. If a boat is turned off very square with a tight gye she will slam round violently. If the gye is inoperative through being too slack, the boat will simply sail off on the off-shore tack and refuse to come about. If the sail rises she may not only refuse to gye but even bolt right away from the wind. Occasionally one comes across boats that answer the gye all right up to the point when they come head to wind, but then hang in irons and hesitate unduly, sometimes even paying off on the original tack. Probably the gye is not quite strong enough and experiment should be made to rectify this fault. If all else fails, but only when all else has failed, recourse may be made to a Liverpool Boy. This is a very light rubber cord that hauls the jib aweather on one tack. It is put on the side opposite the beating gye. When you are not actually beating to windward but close reaching, the gye can be put on the lee side and will remain idle unless the boat is suddenly headed, when it is useful to make a short tack. It will also save the situation if the boat is accidentally put about on to the wrong tack. The set of the sails makes a lot of difference in windward work, so the novice should take pains to get his sails setting nicely. The forestay should be set up tight and the jib halliard sufficiently tight to keep the sail without sag. There is no need to set the halliard up unduly as, the sail being hanked to the stay, the latter takes the strain. The clew outhaul should be just tight enough to keep the corner of the jib to the jib club but not tight enough to strain the sail out of shape. Turning to the mainsail, the tack hook or lacing should be arranged to get the corner of the sail right into the angle formed by mast and boom so that the luff pulls straight. The lacing keeps the sail to mast and boom, so there is no need to set up halliards and clew outhaul unduly tight, but they should be tight enough to keep the sail in shape and close to the spars. No wrinkle should appear at the clew. _ If there is a “ cut” across the sail at any point it is a sign that the lacing (or wire jackstay, as the case may be) requires easing up at this point. If the yacht has wire jackstays up the mast or along the boom and you are having trouble in this respect, try substituting a cord lacing round the spar. When sails get wet, halliards and clew outhauls require easing up, and in any case this should always be done when you have | finished sailing, as it gives the sails a chance to recover their shape and keeps the fabric from losing its elasticity. For the benefit of the novice it may be mentioned that the forward side of the sail is the “* luff,” the after side the “* leach,” and the bottom the “ foot.” The front bottom corner is the “tack,” the after corner the clew,” and the upper ccrner the “ head.” New sails should always be carefully treated until they are fully stretched. Try to avoid getting a new sail wet and, if possible, use first in moderate winds. Haul out only sufficiently to take the wrinkles out, and as the sail stretches take up the slack on outhauls and halliards. As new sails stretch considerably they are usually made slightly smaller than required, so that they do not exceed their permitted size when stretched, and thus put the boat above her designed rating. Wire shrouds are advisable on all but the smallest classes. These can be set up with rigging screws or lanyards, but if screws are used they must be watched to be sure they do not slack back and, if necessary, lock nuts fitted. The shrouds should be set up fairly taut. High, narrow rigs need the standing rigging set up harder than lower rigs. In light weather it may improve a boat’s speed not to have the rigging too tight. One shroud a side and a topmast shroud is usually all that is needed. The simpler your gear and rigging the better. Therefore as a beginner avoid all unnecessary complications, as complicated gadgets and rigging make it more difficult to handle a boat well by increasing the possibilities of error. In our remarks it has been assumed that the boat will be sailed to windward without using helm. Some exponents of the “ VaneTM steering gear use it to windward, and are said MARINE to achieve excellent results. A very few expert model yachtsmen have tried various systems of sailing to windward with helm, using the Braine gear, but usually abandon the idea after trial as unnecessarily complicated, After the boat has been balanced to windward and got going properly, we can think about perfecting the performance down wind. The best steering gear for general purposes, in our opinion, is the Braine gear, and it should be fitted (except in a very small model) to operate off both main and jib. For the latter there are several methods of fitting, but a simple way which the novice will find quite effective is to have the pulleys set on deck just abaft the jib sheet-horse, and slightly wider apart than the range of the jockey. A loop in the centre permits of the jib steering being brought into operation as required by hooking on to the hook on the end of the sheet. Until the beginner is au fait with the gear, he is advised to be sparing in the use of jib steering, and only operate it in the cases mentioned later on in this article. First of all make sure that the rudder does not stick or bind, but swings freely. On no account try to ease by oiling, as the oil will turn sticky in water and make things worse. If the rudder sticks, ease it by rubbing the stalk down with emery cloth. A bright spot will show where easing is required. If you want to find where it is binding, a good tip is to smoke the stalk in a candle flame. Also the pintle can be examined. When all is running freely check that when pull is taken off the lines the rudder returns dead central. See that the pulleys revolve freely and that the lines render freely through them. _ If necessary, reeve new lines. The use of a pinrack is strongly recommended as it simplifies the adjustment considerably, and in certain circumstances is invaluable. Before going into the use of the steering gear something might be said of the kicking strap. This is a line underneath the boom arranged to prevent it rising. The primary idea of this is to prevent the boom skying when the sail gybes over, as if this occurs with a Bermuda sail the sail is apt to wrap itself round the mast and cross-trees. In light weather this should not be so tight as to hold the boom down to the point when all flow MODELS 111 is taken out of the sail. A certain amount of draught (or flow) is required in sails. A sail is a flexible aerofoil. There is no space here to go into the matter at length, but briefly summarised the sail needs to be able to take a slight natural flow in light weather, but in heavy weather wants to be kept as flat as possible, and will still have enough flow. Within limits the amount of flow can be regulated by the sail lacings, and in controlling the boom the kicking strap plays a definite part on a model yacht. Owing to its height-breadth ratio, the boom of a Bermuda sail requires to be rather closer than that of a gaff sail at a corresponding angle of course to the wind. On a close reach, particularly in light weather, the jib can be trimmed a shade closer than the mainsail, and just a suspicion of jib steering used. As the course gets farther off the wind, mainsail steering is brought into play. If you are reaching with mainsail steering in use but have the beating gye hooked on the lee side, be careful that the gye is not impeding the action of the steering gear. Only practice will teach you the use of the gear, but the enunciation of a few principles may enable the beginner to attain proficiency. In order to obtain a sensitive control and fine adjustment, the gear must function with as light a tension as possible, and small leverages. The point at which the lines are at- tached to the boom influences the result as it varies the power of the sail. About halfway along the boom is usually right, or a little farther aft. On a light day the tension should only be enough to bring the rudder back central when the pull is eased up. In a stronger wind it For a may require tightening somewhat. start try hooking the line in use about two or three holes out from the centre of the quadrant. We are now speaking of running and reaching. Watch the boat carefully in order to ascertain what, if any, modification of setting is required. It is assumed that the novice knows how to trim his sails to make various courses. We hope to conclude this series of articles next month with a short explanation of how to diagnose faults in the use of the Braine steering gear and how to correct them. (To be concluded.) 112 MARINE HOW TO MAKE MODELS MODEL STEAMER SHIP AND FITTINGS ESIC Speersues SSE ete ie EE ies ee eas ed ey eee By A. P. ISARD, A.M.I.Mech.E. (Continued from page 87.) os month I started to deal with the subject of ventilators and gave a drawing (Fig. 101) of a very common type which is found in many different sizes. Fig. 102 an oval type with light wire tie rods as shown; note that the mouth is not vertical, but slightly inclined downwards. This is done by filing or otherwise removing the metal at a slight angle before fixing the ring or beading round its mouth. Study the prototype for the correct lengths of stalk, general dimensions and deck positions. Fig. 103 is a sketch of a light pick-up keg for small vessels or boats. It is made of solid cork and can be stropped with either rope or wire. If rope, the top loop should be strongly whipped. These buoys are usually painted white with the name of the craft and its tonnage. The model-maker may think this fitting is not a fitting in the sense that it is not ~ag (is ee F1G.102. fixed to the craft, but some waterline workers (or modellers who mount their models as at moorings) will find the matter interesting. Fig. 104 is a heavy mooring buoy, and can be made almost any size. Roll the two cones out of either brass or copper sheet and secure the joint by soldering. Cut a slice off a suitable piece of tubing to form the joint between the two cones. Before fixing together make and fix the eyes and rings at each end of the buoy, which can be made to swivel if the modelmaker is very particular. Now place the two cones together within the central ring and solder round the joint. Another method is to fix the two cones together as described, and pass a wire or rod right through from apex to apex, turning the ends over into eyes, and after inserting the rings secure by solder. Generally it will be found that the cones should be rolled in such a manner to form angles of about 60 degrees at the apices. They should be finished to represent galvanised ironwork by painting with aluminium paint or dull silver plating. As previously recorded, all vessels must carry some means of audible signalling, and Fig. 105 illustrates a group of three devices. ‘“A” is a common form of steam whistle carried in different sizes by vessels ranging from small tugs to big liners. These are | FIGg.1o3, ee apa MARINE A MODELS 113 B. = — c. FIGios. attached to a steam pipe running up front or rear (usually the front) of funnel and operated by a lanyard mechanical means from the bridge. “B” is a powerful steam siren used ‘ big liners and warships and arranged operation in the same way. FiG.106. the the of by for It would hardly be possible to produce working models of these fittings unless the scale was very large; saw, file, drill and solder dummies from odd pieces of scrap. Readers who have followed these articles will be experienced enough now to produce such details without much difficulty. Small craft, such as fishing boats, motor boats, sailing boats, and so on, carry a mouth fog horn as shown at “C.” This is very easy to make; sizes run from about 14in. up to 20in. in length. These are usually carried in some handy locker near the con- trol position of the craft. A group of four different types of cleats is shown in Fig. 106. ‘A” should be carved from hard wood, such as_ teak, smoothed and varnished all over. Real ones are usually fixed by two long copper rivets clenched over rooves, but for model work fix with a brass bolt and nut, sinking the head of the bolt flush with the cleat, or a small wood screw can be run from the underside when possible. “B” and “D” are gunmetal or galvanised iron cleats of different design, “B” being a flagpole cleat and ‘“‘D” a type of bent cleat. Make them from the solid. It is quite an easy job, although tedious, especially if there are a number to be made, but in the latter case make a wooden pattern and try casting them. The method of fixing in real practice is by countersunk wood screws running through their palms, but for model work, tap and screw in studs as shown in the sketches, or pin down. “C” is a mooring cleat, and the fixing shown is correct. This is made either of gunmetal or galvanised iron. To make, turn up the shank complete and screw the end to take a nut, drill a hole through the ball, turn or file the cross-pin and observe that it is a tight fit in the hole in the ball. The centre of the cross-pin must be slightly larger in diameter than its ends, thus allowing it to be pushed through the hole into its position tightly where it can be further secured by soldering, if necessary. Cleats “ B,” ““C” and “D” should all be very highly polished and lacquered or finished like galvanised iron by painting with aluminium paint or dull silver plating. The finish, of course, depends on the type of craft. Up-river launches often have chromium-plated deck fittings. Yachts’ fittings are usually gunmetal, and those on more utilitarian vessels galvanised. (To be continued.) eg Oe or ar MARINE MODELS (oti PR 114 (Continued from page 87.) S promised last month, I am now A giving my readers some particulars of a fine model of the “Royal Sovereign” built by Mr. F. G. Eltridge, of the Victoria M.S.C. The prototype is the well-known excursion paddle steamer of this name, built by Fairfield Bros., of Glasgow, and launched in 1893. The model was originally built to scale dimensions, but was subsequently altered and given greater depth in order to increase displacement. The dimensions are: Length over all, 6ft. 5in.; beam (hull), 8in.; and lft. 44in. over paddle boxes. The hull is constructed of blue steel riveted together and soldered in some places. The decks are of aluminium, part riveted and part screwed. Almost the entire deck lifts off in sections to give access to the plant. The parts that are most frequently removed are very easy to lift, being held by tiny sliding bolts let into the rails. The deck fittings are modelled on the prototype, working from postcards, and a good knowledge of the ship supplemented by frequent visits. The present deckhouses are made of mahogany, but new ones are in course of construction, of teak, like the prototype. It is also intended to add some further fittings and make the deck exactly like the full-scale vessel. The ventilators can be turned to trim and are copper beaten in a hollow mould (or die) approximately to shape. An internal die is then inserted and the whole lot given a good press up in the vyce. The ventilator must be annealed during the processes. This gives a fine smooth cowl and gets the size dead uniform. The rims are brass wire soldered round the mouth. The stem is formed by making a hole in the cowl and soldering a piece of telescopic tube into it. The base is formed of another piece of telescopic tube one size larger with a flange silver soldered on to it. The flange is, of course, riveted to the deck. Mentioning the deck reminds me that the deck has lines scribed on it to represent the planking, and is painted. The funnels of the prototype were arranged MODEL OF PADDLE STEAMER “ROYAL SOVEREIGN” BUILT BY Mr. F. G. ELTRIDGE, VICTORIA M.S.C. A PLAN VIEW OF *“* ROYAL THE SOVEREIGN’S ” ENGINES. stanchions for these rails are made of motor cycle spokes threaded 3-32in. at the bottom. They screw right through the deck into the angle piece under it, and reinforce the rivets which told the deck and angle piece together. The two lower rails are brass wire, but the upper rail is brass tube with tight-fitting holes for the stanchions. The sliding bolts referred to above are in this part of the rail. The brass capping for the bulwarks is split tube made from brass strip about 1-64in. thick drawn through a die. As this method of making brass split tube may be of interest I will describe it. The die consists of a piece of mild steel with a hole drilled to the size of tube required. The entry end of the hole is countersunk to the full width of the strip from which the tube is to be made. The hole is rounded off nicely to give a lead to the metal. This die is case-hardened. To use, the end of the strip is narrowed down to a tongue that will easily go through the hole through which it is threaded. The end is then grasped with pliers and the strip drawn through. To ensure the strip taking the requisite bend, the first part of the fullwidth metal is given a slight bend in the required direction. The strip must be well greased to facilitate drawing through the die. The resulting split tubing can be slipped over the tin plate (or brass) used to form the bulwarks and soldered in position. Plenty of other uses will suggest themselves to the modeller. P *s Ts as aa a 115 #s to telescope down to enable the ship to pass under bridges. This is followed in the model which also has telescopic funnels. The guides are made from the material used for the frames of ladies’ handbags. The after funnel is a dummy, but acts as a ventilator for the boiler room. The forward funnel has an inner funnel attached to the smoke-box of the boiler. There are dummy exhaust pipes on the funnels. The lower, thick parts of the funnels carry ladders. These are of the type without uprights, the rungs being fixed directly to the funnel casing. The mast is swung in a tabernacle and lowers like the prototype, and was made from an umbrella stick. The bridge fittings consist of a steering wheel, binnacle and two engineroom telegraphs, but these are to be added to. The bridge rails are brass stanchions with brass wite. The stanchions are made in a jig. The jig consists of a block of metal with a longitudinal hole to take the stanchion and cross holes for drilling it for the wires. The lower wires are passed through the holes in the stanchions, but in the case of the top wire half the hole is filed away and the wire laid in position. A blob of solder is then put on the rail and serves not merely to keep it in position, but also forms the knob at the top of the stanchion. The rails round the fo’c’sle and stern deck are very much stronger as they get a lot of handling when the boat is running. The MODELS | weet MARINE OO 116 LE MARINE The paddle boxes are made of steel plate, and the decoration is applied. The latter is made of phosphor-bronze highly polished. The device is the rising sun with the head of Queen Victoria (from which the vessel derived her name) in the centre. The head was taken from a farthing. The head was acid etched on a thin phosphor-bronze disc, turned from rod with a screwed spigot and nut left on the reverse side. It was held in the lathe by the nut, the edges chamfered, faced off smooth, and polished. There are, of course, two of these buttons, one on each side, and the heads have to be right and left. This presented quite a problem, but was eventually solved. The farthing, laid head upwards, had the surface coated with acid-resisting wax. This is black wax used in certain trades, and the modeller may have to make some enquiries before he gets the right stuff for this job. The wax is spread on the farthing and scraped off thin and flat until the image begins to show through. Tissue paper is then pressed firmly on to the wax to which it will adhere. The paper, with the wax attached, is then carefully peeled off the farthing like a transfer. It is put on to the phosphor button and set aside for a while. Then soak off the tissue paper and allow to dry. A little acid is then put on to the wax through which it eats into the metal and etches the device. LL MODELS This is all very well for the first side, but we have also the reverse to deal with. The process is the same as far as the tissue paper, but at this point, instead of being put on to the metal disc, the wax is put on to a second piece of tissue paper. The original tissue paper is then removed, and the remainder of the process is as before. Owing to the double transfer to the tissue paper the second image will differ in strength from the first. The images are touched up as required with a needle in a suitable holder during the time the acid is doing its work. After cleaning, the image is lacquered. The paddles are feathering. The four discs were all cut out together from sheet aluminium. The hub is a brass tube flanged inside and out. There are distance pieces round the rims made from 3-32in. brass rod nutted inside and out. The floats (eight per wheel) are set inside the outer rim. The wheels are 7in. diameter with rims 14in. apart. The floats are 3in. by lin. The floats are hinged on brass rods and their bearing surfaces are brass bushed. The method by which the floats are made to feather is of interest. Each float has a radial link, of which seven are pivoted and one fixed to a central disc. The length of the arms is such that when the disc is held central with the wheel shaft the floats are in the position of radii. When in use the disc is offset forward and revolves on a pin in the paddle box for- ward of the main shaft of the wheel. CLOSE-UP **ROYAL OF SOVEREIGN’S ” PADDLES SHOWING RADIAL ARMS AND FEATHERING FLOATS MARINE MODELS 117 These paddles are very light, but have stood up to years of hard work. Paddles should, of course, be as light as consistent with the necessary strength as they are so far out from centre line of the ship. The paddles on this model run on ball bearings, which are carefully housed to protect them from water and kept well greased. The paddles are locked on their shafts with set screws. The paddle shafts are not in one with the engine shaft. The ends of the engine shaft have sleeves into which the paddle shafts are keyed. another hole put vertically through it to take the wire swivel to which the tackle hooks. The boats are metal. Stem, keel, and sternpost are fretsawn from sheet brass of suitable gauge. Each side is in two parts, bottom- and top-sides. These are beaten out of thin sheet brass, the whole being soldered together. Holes are drilled in the stemhead and head of sternpost to take the tackles. The sheaves are held by the pin on which they revolve. The block is then cleaned to shape with a file. A groove has to be put for the strop. The groove is not an equal The davits are made of brass rod tapered and bent to shape. The cleat for belaying the boat falls is made by drilling two holes through the rod. A piece of thin wire is bent up at the ends and passed through the two holes at once and soldered to the davit. The ends are then cut and bent to form the cleat, and the piece of wire at the back of the davit filed away. The head of the davit is a brass ball, and as these small balls are useful for a number of purposes I will describe the method of turning them. The first thing is to make a suitable former. Take a piece of square silver steel of suitable size. Near the end drill a hole the size of the ball required. Open out on one side with a taper reamer to get proper clearance for the business edge of the tool. Cut away half the hole. On the side that will be nearest the chuck when the tool is mounted in the slide rest, rather more than half the hole must be cut away. This edge must not be left square across the tool but sloped away a little, and allowance made on the under-side for bottom clearance for cutting. The majority of these balls will have a hole through them for fixing to whatever they are destined for (in this case the tip of the davit), and the amount this side is cut away will depend on the size of the hole, as otherwise the metal will be parted off before the ball is fully shaped. The tool is hardened, tempered and stoned to a good edge. The ball is soldered on to the davit and Wooden blocks can, of course, be used for boat tackles, but in this case the blocks were made from strip aluminium. A very simple little tool is used for the double blocks. A piece of steel is cut to the internal size of the block and a slot cut in it for the tongue dividing the sheaves. A strip of aluminium is the width of the block. The end of this is put into the slot flush with the tool, and it is then bent round, each side being tapped close up to the former as it is bent up. depth all round the block. It only runs across the sides and not at the ends. Across the side it runs to the surface in the middle over the pin, and is deepest at the top and bottom. One little point the stickler might observe is the position of the sheave in the block. The sheave is not central, but close to the bottom (i.e., the farthest side from the hook of the strop), so as to allow clearance for the rope on one side of the sheave only. The block is finally stropped with wire. The anchor davit is in the form of an angular crane fixed on one of the upper deck stanchions right forward. The upper member is formed from brass rod. In order to make the collar round the stanchion half of the rod is cut away at the end. The halved end is bent round into an eye and silver soldered back on itself. The diagonal member is similarly formed. The head of the ‘davit carrying the sheave is formed of a ‘bent piece of brass sheet. Steam is furnished by a centre-flue boiler, Qin. by 44in., made from 16-gauge soliddrawn copper tube. The shell has the endplate lin. in to accommodate the smoke box. The centre flue is 24in. diameter, and there are twelve thin-gauge copper cross-tubes arranged spirally. The smoke box is of thin sheet iron inserted in the open end of the shell and carries the funnel uptake. A superheater coil consisting of about 2ft. of iin. diameter copper tube is fitted in the smoke box. The boiler fittings are safety valve, water feed valve of non-return type and a water gauge with a Hin. glass, (To be continued.) 118 MARINE MODELS SHIPS’ BOATS By G. W. Munro (Continued from page 94.) T or towards the end of the eighteenth : acta nt yt mie ag zs oe Pees py = cg lal dept papain kt rete | SST ESuE =e = SS A century the long-boat gradually gave way to the launch. This is a flatfloored and somewhat heavier-bodied boat than the long-boat. Some of the long-boats shown in this series have flatter floors than the launch which is illustrated in this issue, but when it is compared with other craft of its own time it will be seen that there is a great deal more deadrise in the others. Personally, I think that the most noticeable feature is the heavy stern with its square sides, the gunwale not being pulled in as in the other cases. In fact, there is very little decrease in beam abaft the midship section. It is, of course, impossible to say who designed the original launch in the present illustration, but it appeaed in Falconer’s “* The Old Wooden Walls,” in the 1811 edition. There is also a very similar set of lines in Steel’s Draughts (1804). It is generally taken for granted that they both illustrate the same boat, but there are one or two minor differences. Steel’s illustration gives the length as 30ft. and Falconer’s illustration works out at just 29ft. lin. However, there cannot be a great deal of doubt that they are based on the same original. Next month I shall illustrate the other as a comparison as well as for the fact that it has finer and more detail. Moreover, it will serve well as a guide for any who wish to change the dimensions of a boat of this class. It will readily be seen that the launch was a boat more suited for carrying heavy provisions and doing general service work than the finer lined long-boat. The thwarts in the middle of the boat are removable for the purpose of carrying large cases of cargo or water tanks, etc. It was usual for vessels of war to have their launches fitted with halfdecks at the bows and mounted with a gun. The normal gear of all ships’ boats should include a mast and lug-sail. This was a common feature with the launch as well, and should be included in the gear with the oars and boat-hook. The shape of the sail would be exactly like that of any small boat seen along our coasts even to-day. As was normal in those days, the oars fitted into tholes cut in the wash boards along the top of the gunwale on either side. The sections in the present illustration are spaced at 2ft. 84in. apart, no allowance being made for any extra width at the midship section. The distance from the foremost section to the stem head is exactly 2ft., and from the aftermost section to the stern is 2ft. 84in., making 29ft. lin. in all. It will be noticed that there is quite a development in the curves making up the sections when compared with the design given last month. Reverse curves have their proper place at the bow, and the flat portions are not merely made up from a tangent running into the arc of the bilge curve. The dotted lines in the profile indicate the construction of the interior of the boat. The sternpost is clearly seen just forward of the transom. The hog and the keelson are shown above the ‘keel and the floors respectively. The long, flat curve of double lines is the bottom boards. Slightly above these are the bow and the stern sheets. The sheets are made up in the form of a frame with a grating in the middle, the frame fits over the timbers as they extend up to the gunwale and forms a floor or deck for those sitting on the stern benches. The stern benches are seen as a pair of parallel lines about Ift. 9in. above the stern sheets. This must be a slight error as it is not usual to make a seat more than 18in. above the floor. In the case of the thwarts it does not matter as there is a stretcher fitted across the bottom, above the bottom boards, from timber to timber. The beam of this launch is 9ft. and the moulded depth is 4ft. 6in. The scale of the drawing is tin.= lft. The oars for a launch of this size would be twelve in number, and vary from 16 to 17 feet in length. Perhaps it should be mentioned that a pair of ring bolts are screwed into or bolted through the keel at about sections D and 2. These are for hoisting the boat up on to the deck under the mainstay, it being remembered that davits as we know them were not in general use, but only used for the small quarter boats. (To be continued.) MARINE MODELS 119 AVHLu*“OMNeUIG—Dpq8’T 7 —s wee}. &—-—-~ ~~___._ __j eaten ee le etae Se oe 2 TW ST wm S ise SEN S270, 120 MARINE MODELS PETROL ENGINE and HYDROPLANE TOPICS By J. B. INNOCENT (Continued from page 85.) ELL, the International has come and / gone, and has left me with a feel- ing of great disappointment. The regatta promised to be very well contested and to be run at very high speeds indeed. We saw the high speed all right, for Rankine’s first lap was done at well-nigh 48 m.p.h., but that was the only thing that equalled our expectations. After this run the trouble began, and normally reliable motors refused to keep going or progressed in a comparatively gentle and sedate manner. “Betty” got in one run at over 40, and then refused to finish the course again, and | still don’t know why for certain. ‘‘ Nickie” ran with a show of temperament I did not think it capable of, and when it did show its teeth in the last run it refused to keep going. Things did not improve, and left three places filled at less than 35 by boats travelling very poorly compared with their true capabilities. Even the 15 c.c. event was not too clever, for Westbury had to run shut down to keep the hull right side up, and “Jildi Junior” sounded a bit off song. The engine Westbury used was the original of the design I recently mentioned, and is practically standard in all respects. Incidentally the first and second boats both had Westbury-designed power plants, and Bowden hulls, so the babies are a bit of a monopoly so far. The instability of hulls was very noticeable at this regatta. “‘Oigh Alba” dived twice when really going, and Brightwell, from Wickstead, succeeded in throwing quite a lump of the lake over the crowd when his motor was eventually persuaded to produce the horses. Rankine has, of course, a most difficult problem to solve, as his flywheel magneto concentrates all the weight round the engine, thus giving the boat a very fast moment. Lead was added to “ Oigh Alba” for the last race, but it failed to hold the tail down. Why Brightwell’s boat should be so unstable is not so clear, but I rather think the large front plane area has something to do with it. One thing the International did prove was the capabilities of Champion plugs, for they were used for all the fast runs that were made, except our first, and behaved blamelessly. Rankine was using a J.12, “ Betty” a J.A.12, and M. Suzor an L.A.11, which we lent him for the Speed Championship. Unfortunately the J.12 and J.A.12 are no longer obtainable, but the J.A.11, which is practically as hard, is a standard production, and is the same as the L.A.11, except that it is normal reach instead of long reach. The Wickstead people borrowed my J.94, which is a bit softer than the others, and it proved itself hard enough for motors of quite good performance. My recommendations, therefore, are as follows : — J.8. Prototype boats and pole boats doing about 25 m.p.h. J.94. Pole boats doing up to 34 m.p.h. J.10. Pole boats doing up to 37 m.p.h. J.A.11. For anything faster. I have been told that there is not a lot of metal to spare when turning down these plugs, so the thread should be cut with a tool with a slightly flattened nose, so that it is some ten thou’s shallower than normal. This may necessitate scraping off the tips of the threads in the head, but this will not matter, as there is ample thread depth. When cutting threads the lathe tool should never be fed straight in, except for the last finishing cut, which will only be a thou’ or so deep. The method to use is this: Swing the tool rest round to half the thread angle from the saddle line, then set the crossslide to a convenient zero. Put the cut on with the top-slide and wind off with the crossslide returning the cross-slide to its zero before each cut, and feed the top-slide in each time. To finish, feed in the cross-slide one or two thou’s. The effect is, of course, that the tool cuts on its front face only and leaves the back free; this permits a little top rake to be used, and saves much digging in. If you have no compound rest you can’t do this, but must feed straight in, and this is, I think, the great argument against buying lathes without a top slide. Two-strokes should be graded up one place on the foregoing list, as should four-strokes which are very lightly finned on the heads. One still sees motors about which have no oiling system on them, and which rely on a large quantity of oil being put in the crankcase before each run. Naturally it is necessary with this type of motor to put in sufficient oil to keep the motor going to the end of its run, and thus it is severely over-oiled at the beginning. I know that a masked crankcase and a scraper ring will mitigate this evil, but it is a poor way out, and does not do anything about the needless oil drag which is taking place inside. A simple oil-feeding system is not a difficult thing to evolve, as a plain gravity feed with an adjustable outlet to the engine will do the job, provided, of course, that the crankcase breather has not been omitted. Undoubtedly a more elaborate system is an advantage, and for my part I consider direct feed to the big end highly desirable. Feeding big ends direct calls for rather fine drilling as a rule, but this can be avoided by using a banjo lubricator similar to the one on the 15 c.c. Westbury engine, which, in brief, consists of a collecting ring attached to the crank cheek, and surrounding the main bush shoulder, with a drilled extension to the hollow big end where it is located by a bolt passing through both big end and oil feeder. The oil is, of course, fed to the main bearing, which has its end surrounded by the collector. If an engine is decently designed with ample bearing areas and sensible provision for oil getting to all necessary places there is no point in using a castor base oil until really high r.p.m. are being achieved. A good mineral oil, such as Essolube Racer or the new Castrol XXL, is quite good enough up to 8,000 r.p.m. on load, and it was not until this year that we forsook the former of these and went over to Castrol castor base racing oil. Of course you can take more liberties if you are using “R,” but that is scarcely sound engineering. It seems to me that the time is now fast approaching when the front rank four-stroke men will be compelled to pump their oil both into, and out of, their motors. (Concluded at foot of page 122.) =4 = = eS er Se es ate preventative, such as lanoline, is used, a piece of leather should be bound round the hook before the line is attached. Joining lines is also an awkward business, as they either cut or slip; the knot to use is the “ Fisherman’s Knot,” preferably with an extra half-hitch added to each side. For line dressing I can recommenda preparation sold under the name of “ Sozel,” which appears to consist of lanoline dissolved in a highly volatile solvent, probably carbon tetra chloride. The lanoline could be dissolved in benzine or benzole if you wish to mix some yourself and do not mind the risk of things catching light, but don’t try to apply it by itself, for you will get too much on, and it soon becomes a filthy, s— SSE SSIS ee People are continually asking me where to buy suitable line for pole work and what weight it should be, and at the same time we ‘are finding unsuitable lines provided at provincial regattas. Well, the best line I know of is made by Messrs. Hardy Bros., Ltd., of Alnwick. The stuff you want is known as square braided flax line, and is made by this firm in all strengths, from 20 to 120 pounds breaking strain. The usual strength used is a double line of 60 pounds each for 30 cc. boats, each line having independent hooks, and a single line of the same stuff for the 15 cc. jobs. Hardy’s line is the lightest in weight for a given breaking strain that we have so far found, and is very reasonable in price. The 60 pound price is 1/6 for 20 yards. Twisted line should not be used, as it does not maintain an accurate length and stretches almost indefinitely if overloaded. The stretching of a twisted line was responsible for a rather nasty accident at Wickstead, in which Mr. Maycock sustained a fractured wrist, so take my tip and leave it severely alone. As for hooks, we have had to rely on hooks intended for use on dog leads, and have had some trouble to get decent ones. It is essential that steel hooks be used, with springs that work properly, and the little swivel bits fitted to them for their normal use should be scrapped. The attachment of the line to the hook is a very important matter, as most knots have a cutting action on the line, and deprive it of half its actual strength, whereas if the correct knot, known as the “ Fisherman’s Bend,” is used, the line strength is unimpaired. Rusting of the steel will also weaken the line, and unless some good rust- es not wanted. 121 ee oer oa It is not usually advisable to use a plug much harder than a motor requires, for it increases the chance of oiling up, and will not make the motor go faster. When using really hard plugs, the engine should never be allowed to idle for any length of time as oil will be sucked past the piston and get where it is MODELS 2S MARINE ree are —“— ae = = — ne 122 MARINE INTERNATIONAL MODELS MODEL POWERBOAT REGATTA HE International Regatta was held at Victoria c= eros = Se er Sk ot kt Park on June 30, and commenced at 11.30 Ht a.m. with the 500 yards race for the 30 c.c. class. At the starting time there was a tremendous crowd round the pond. The day was blazingly hot, which may have had an effect on the running of some of the competitors. The first away was Mr. Vallins (S. London), whose boat put up a steady but not spectacular performance. He was followed by Mr. Rankine’s **Oigh Alba II,’’ of Glasgow. She started at a terrific pace and was timed to do one lap at 48 m.p.h. She then slowed up somewhat, and her time for the 500 yards was 24.88 secs., a speed of 41 m.p.h. Although this run did not equal the world speed record, held by Messrs. Innocent’s ** Betty V,’’ it was a very fine performance and was destined to be the best speed of the day. Mr. Perkins (Wickstead) and Mr. R. O. Porter (Farnborough) followed, but their speeds looked slow after **‘ Oigh Alba’s.’’ ** Crackers,’’ Mr. S. H. Clifford (Victoria), was not at her best. Mr. Parris (S. London) failed on the third lap, owing to his switch cutting out. His clubmate, Mr. Pinder, started well, but on the third lap the engine raced and finally stopped, when it was found that one of the propeller blades had been carried away. Mr. Norton (Victoria) failed, and was followed by Mr. Brightwell (Wickstead), who put up an excellent run. Mons. Suzor followed with ‘‘ Nickie V.’’ She rode very steadily, but did not appear to be putting up as fine a performance as we have learned to expect from the French champion. ** Betty V’’ next came to the line and put up a fast run. Her time of 25.34 secs., however, was not quite fast enough to match ‘‘ Oigh Alba’s ”’ speed on this occasion. This ended the first round. In this event each competitor was allowed two runs, and spectators Alba.’” Mr. Rankine’s engine is capable of far higher speeds than his hull will stand, and on this occasion he opened her out too much, with the result that the boat leapt clean out of the water and turned a double somersault, luckily finishing right side up and absolutely undamaged. “* Betty V’’ started at a great speed, but for some unexplained cause stopped on the third lap. Mr. Pinder capsized. At the finish the first round placings remained unchanged. Speeds:—lst, ‘‘Oigh Alba II’’ (Mr. Rankine, Glasgow), 24.88 secs. (41 m.p-h.); 2nd, *‘ Betty V ’’ (Messrs. Innocent Bros., Victoria Park), 25.34 secs. (40.4 m.p.h.); 3rd, ** Nickie V ’’ (Mons. Suzor, Paris), 30.46 secs. (33.5 m.p.h.). After the luncheon interval the small 15 c.c. class were put through their paces. In this class there were only four entries, but Mr. Buckley failed. Two of the little boats put up excellent performances. Mr. Westbury’s four-stroke engined ** Beryl II’? put up a speed of 21.2 m.p.h., and Captain Bowden’s “* Jildi Junior,” 20.7 m.p.h. Messrs. Starr Bros.” boat was third, with a speed of about 16 m.p.h. There would appear to be a great future for this small class. Speeds in the 30 c.c. class are getting too hot to be really safe, and many look to the smaller class as being the class of the future. “Beryl II’’ is a perfectly normal little boat, and ran very well, but ‘‘ Jildi Junior ’’ is decidedly looked to see something remarkable. Interest, of course, centred in the performances of the leaders, and the first sensation was provided by ‘* Oigh PETROL ENGINE AND HYDROPLANE TOPICS (Concluded from page 121.) sticky mess. On no account should linseed oil be used, as it rots the line in some way, whether boiled or neat, and for the same reason line should never be bought varnished. Mr. Editor has reminded me that our next number will be the September issue which means special articles all round. He has left the subject matter to me, so I am going to give you an article on engine design, and where to go to get useful information on this subject. Photo: L. ]. French MONS. SUZOR WITH “* NICKIE V”’ MARINE MODELS 123 are Photo: L. J. French ** NICKIE V ’’ AT SPEED original and closely follows aeroplane practice in many respects. Her engine is a two-stroke, and the hull is fitted with two floats or blisters, like a side extension of the forward plane, made of balsa wood. The 300 yards open race followed. *‘ Oigh Alba ”’ put in a good run, but did not approach her speed of the morning. The other really speedy boats, including ‘‘Nickie V,’’ ‘“‘Betty V’’ and ‘*Crackers,”’ failed one after another, and it was left to two of the slower craft to take second and third prizes. Result :—ist, **‘ Oigh Alba II ’’ (Mr. Rankine, Glasgow), 18.92 secs. (38.6 m.p.h.); 2nd (Mr. Norton, Victoria Park), 22.04 secs. (27.9 m.p.h.); 3rd (Mr. Brightwell, Wickstead), 28.8 secs. (26.9 m.p.h.). This brought the Regatta to a conclusion. The officials, in particular the Hon. Secretary of the M.P.B.A.,-Mr. Edgar Westbury, are to be congratulated on the smartness with which events were run off. On previous occasions spectators have complained of the long gaps which occurred between runs, but on this occasion the order of running was predetermined by lot and each competitor was then ready at the starting point to take his turn. Another point worthy of notice is that the special double line used was not once broken. As presentday speeds are so high, this is a really important matter, as one of these fliers breaking away will not only wreck herself, but is liable to be most Photo: L. J. French THE 15 c.c. ENGINED “ BERYL II’? (EDGAR T. WESTBURY) ese 124 5 /32in. rustless steel. The engine is a two-stroke ae to her owner’s own design, and a remarkably clever piece of work. ee titan 16 lb. which are allowed in the class. The hull is remarkably light but strong, owing to the system of cross-bracing employed. The engine is watercooled, fed from two scoops projecting below the forward plane. The shaftis remarkably light, being te eee td edie me at ee ae CO, dangerous. In conclusion, a few words might be said about the winning boat, ‘* Oigh Alba II.’’ She was originally designed to a weight of 7 lb., instead of the SS SE eelnanan MARINE MODELS This is a point of which many modellers get adrift, and we wonder that model fittings makers do not list fittings that are limited in size by their relation to human beings by scale sizes rather than by actual overall sizes. Nothing is more ridiculous than a steering wheel on a model liner that, scaled up proportionately to the ship, would be about 12ft. high, or a tug where the wheel, about 2ft. high. Yet scaled up, would be one constantly sees similar faults, which might have been obviated had the supplier of the fittings advertised the fitting as a 1/50th (or, as the case might be) scale model. MESSRS. BOND’S NEW With a fine list like Messrs. Bond’s in our hands, it may seem a CATALOGUE little ungracious to criticise a minor point of this nature. E have received from Messrs. Bond’s (254, Euston Road, London, N.W.1) a copy of their new catalogue. This is the largest catalogue the firm has ever issued and contains a number of new lines that Messrs. Bond’s have recently added to their already comprehensive range of model g These new lines are of particular interest to the marine modeller as they comprise a fine range of model ship and yacht fittings. The range of ship fittings is extremely comprehensive and well made. One point which the modeller has always to remember is that a large number of fittings are not proportioned to the size of the ship but to the size of the crew. For instance, the binnacle on a tug is actually the same height as that on a liner, since its height is governed not by the size of the ship but of the man at the wheel. Thus a model binnacle lin. high would be a suitable size for a model on 1/50th or 1/48th or similar scale, whilst one 4in. high would suit a model 1/100th or 1/96th. Yet this criticism may cause beginners in the art of modelling to pause and think whether fittings they are about to buy are the right size for their models, and thus do untold good. The model steamer or powerboat enthusiast will find his needs very fully catered for in the form of complete engines, castings, parts and materials, while the range of tools stocked will make him extremely covetous. The latter range from lathes down to a special line of model-maker’s pliers, and include woodworking tools. The model-maker often requires special tools. If he wants to save time, he should try Bond’s as, being practical modelmakers themselves, the firm knows exactly what is required. Messrs. Bond’s will be pleased to send a copy of their catalogue to any reader on receipt of 6d. stamps, and even if the modeller is not in immediate need of anything, he will find the perusal of great interest, and such a list is always a useful reference book to have handy. Photo: L. J. French “JILDA JUNIOR” (15 c.c.), CAPTAIN BOWDEN MARINE MODELS 125 soe = If the report of your Club Regatta does not appear here, please do not blame us before ascertaining that your Secretary has actually sent it in.—EDITOR, MARINE MODELS NORTH OF ENGLAND BURY M.Y.C. The Club was formed some two years ago and sails on the Clarence Reservoir, Bury. It is affiliated to the M.Y.A. and has been steadily growing in membership. The need for a boathouse, however, has been much felt. Some time ago the local Corporation was approached and consented to erect a suitable house, and rent it to the Club. The official opening took place on June 22, under ideal conditions, and was made the occasion of an inter-club event with the Platt M.Y.C. (Manchester). The ceremony was performed by Councillor Nichols, Chairman of the Recreation Grounds Committee, who, in. an excellent speech, commented on the merits of model yachting as a_ healthy, open-air sport, whilst the building of the yachts was an excellent indoor hobby. Amongst those present were: Councillors J. A. Crawshaw (Vice-Chairman), and O, L. W. Whitehead, Mr. G. Maunder (Parks Superintendent), Mr. J. Marsden, of Fleetwood, Mr. J. Alexander, of Fleetwood, and a large assembly of members and friends. After the ceremony the race with the Platt Club was started. Teams were six 10-raters a-side, and each boat on the home side sailed each of the visitors. The wind was of moderate strength from the N.W., giving a run and a beat. Scores: Bury—*’ Cestada,’’ 17; ‘* Astra,’’ 16; ** Fremar Il,’’ 15; ‘* Bess McGreet,’’ 15; ** Jennyfred,’ 14; ‘‘ Blue Tit,’? 14=Total 91. Platt— ** Elite.’’ 24; ‘* Venture,’’ 16; ‘* Glenridding,’’ 16; ** Elizabeth,’’ 14; ‘* Leda,’’ 10; ‘* Felix,’’ 9=Total ’ were: ‘* Florence May’’ 20, ‘* Zephyr’’ and ** Initio’’ 18, ‘* Wendy,’’ ** Alice,’’ ‘* Pest ’’ and ** Elf,”” 16. On the second day the wind was light from N.W. to N., scoring being 3 and 2. Result: ** Pest ’’ (R. Wright), 39; ‘* Zephyr ’’ (E. G. Wade), 35; ‘* Elf’’ (J. Catterall), 31; ‘*‘ Flash ’’ (J. Coulbourn, 26); ** Florence May ’’ (— Parr, Senr.), 25; ** Initio ’’ (J. A. Thompson), 25; ‘* Prophecy ’’ (Mrs. Bailey), 23; ** Alice ’’ (T. Leadbetter), 23; ‘*Wendy’’ (H. Wilson), 21; ‘* Ellen ’’ (T. Rawlindon), 19; ** Hilda ’’ (T. Tipping), 18. On July 6 our open 36in. Restricted class race was held, for which two entries were received from Blackburn, two from Bury, and one from Goole M.Y.C. Racing commenced at 10.30 a.m., with a moderate wind from N, to W., and by lunch four heats had been completed, ** Nerenuf’’ and ** Pest ’? then having only lost one run apiece. On resumption at 2 p.m. the weather conditions were the same as in the morning. Close sailing was witnessed and it was evident that a close fight was in progress between ‘‘Pest’’ and ‘‘Nerenuf.’’ ‘‘EIlf’” made consistent leeward boards and did not lose a run throughout the day. Final scores: ‘* Nerenuf ”’ (A. Wright, Fleetwood), 31; ‘‘ Pest’? (R. Wright, Fleetwood), 28; ‘‘Elf’’ (J. Catterall, Bury), 26; ** Initio ’’ (J. Thompson, Fleetwood), 25; ‘* Edna ”” (L. Watson, Goole), 11; ‘‘ Zephyr ’’ (— Appleton, Blackburn), 10; ‘* Mary’ (J. Brown, Bury), 7; ** Jean ’’ (— Whitehead, Blackburn), 2. At _ the close of racing prizes were presented by Mrs. Mart of the home club. | em 89 Thus, though one of the visitors was top scorer, the home team won on aggregate by 2 points. On July 13 the Club was at home to a team of South Manchester M.Y.C. yachts. The weather was fine with variable winds, and a good day’s sport was enjoyed. As before, the teams consisted of six 10-raters, and on this occasion the visitors proved victorious with 107 points to Bury’s 73. FLEETWOOD M.Y. & P.B.C. The race for the ‘* Livesey ’’ Cup, for the 36in. Restricted class was held on June 22 and 29. Thirteen entries were received, twelve of which faced the starter, ‘‘ Sidair’’ (A. Waling) withdrawing. There was a moderate Southerly wind, which gave a scoring of 2 and 2 points. Racing was very keen, as can be seen by the position of the first seven yachts at the close of the first day, when scores LONDON & DISTRICT M.Y.A. LONDON 10-RATER REGATTA This annual event was fixed for Forest Gate this year and sailed on May 25. There were 11 entries, representing five clubs in the London area. A start was made at 3 p.m., when there was a strong N.N.E. wind, giving a reach each way. The first two boats gave an outstanding performance, but three boats tied for third place—** Accra,” ‘* Thelma ’’ and “* Vanity ”” all making 24 points. The sail-off was won aieag ob Result: Ist, ‘*‘ Nippy ’’ (C. E. Hodges, Forest Gate), 34; 2nd, “ Bolus’”* (D. P. Woolf, Highgate), 126 MARINE 30; 3rd, ‘‘ Vanity ’’ (G. E. Johnson, Forest Gate), 24; ** Accra ’’ (F. Snow, Highgate), 24; ** Thelma ”’ {A. J. Hugo, Clapham), 24; ‘* Valkyrie ’’ (A. McDonald, Clapham), 22; ‘‘ Coquette ’’ (J. Barton, M.Y.S.A.), 22; ‘* Pegasus ’’ (J. Webster, Highgate), 14; ‘‘ Bubbles ’’ (A. Ford, Forest Gate), 12; *‘Alva’’ (J. Vincent Hill, M.Y.S.A.), 8; ‘* Letty ’’ (J. Hawkins, M.Y.S.A.), 4. The 0.0.D. was Mr. G. W. Munro, who was assisted by Messrs. R. H. Elwood, E. Smith, J. Yorston, W. Bliss, J. E. Cooper, and H. G. Howard as Umpires, Mr. J. Gow as Starter, and Mr. G. A. Piper as Scorer. LONDON MODEL YACHT LEAGUE The Third Round of the Stanton Cup series was sailed at Forest Gate on June 22. There was a good breeze from the South-East, which provided a splendid afternoon’s sport. Once again ‘* L’Hirondelle,’’ sailed by R. J. Harris, of the M.Y.S.A., scored the highest number of points, viz., 22, followed closely by E. W. Stone (M.Y.S.A.) and D. P. Woolf (Highgate) with 20 points each. The other individual scores were :— **Accra’’ (F. Snow, Highgate), 17; ‘‘Shikari’’ (J. H. Robertson, Clapham), 16; ‘‘ Thelma ”’ (A. J. Hugo, Clapham), 9; ‘* Dainty ’’ (H. W. Apling, Forest Gate), 9; ‘* Vanity ’’ (G. J. Johnson, Forest Gate), 7. The event was very efficiently officered, and in this respect thanks are due to Mr. G. A. Piper, the O.0.D. The present position of the four Clubs is:— M.Y.S.A., 104 points; Highgate, 91; Clapham, 63; Forest Gate, 54. A. J. F. M.Y.S.A. (KENSINGTON) Jubilee 10-rater Cup.—The postponed race for this handsome trophy was held on July 6 and 7, when the home club had a very hard struggle to retain the Cup for its first year. Eleven outside entries were received from as far apart as Liverpool and Brighton, but one entry from Bedford was scratched, which allowed the home club to sail four boats. The wind on the first day was rather poor, being a light, shifty Northerly. This is by no means an easy wind at Kensington, and many skippers were at a loss how to trim in existing conditions. Four rounds were completed during the afternoon, when the leaders were ‘‘AZolus’’ and “* Silver Spray,” 14; ‘* Marina ’’ (Clapham), and ‘* L’Hirondelle,’’ 12. The skipper of the 10-rater Championship winner ** Nell ’” seemed to be somewhat at sea, but appeared to be enjoying himself nevertheless. When racing was resumed the following morning, conditions were more satisfactory, the wind having veered to the S.E., light, giving a beat and arun. Visiting boats were in the lead all the time, with one of the home fleet on their heels, but towards the end of the match some of the visitors quite unexpectedly dropped points, and when scores were totalled it was found that ‘ Boreas’’ and ** L’Hirondelle ’’ had each 36 points. The sail-off was won by the latter, which thereby won the Cup for the home club. Visitors are, however, to be congratulated on filling the 2nd and 3rd places. Unfortunately, ‘‘ Trigonia ’’ was damaged by a steam- MODELS boat during the resails and did not sail them out. The Club was pleased to welcome as visitors Messrs. Lemon, from Birmingham, and Yorston, from Forest Gate; and it is hoped that these clubs will send boats next year. The O0.0.D. was Mr. A. Littlejohn, assisted by Mr. J. Vincent Hill as O.0.D. These gentlemen, as well as other members of the Club, who acted in various official capacities, must be congratulated on the conduct of the race, especially Mr. Vincent, the Starter. Proceedings were brought to a conclusion with an excellent tea which was followed by the usual speeches. Scores: ‘* L’Hirondelle ’’ (R. Harris, M.Y.S.A.), 36; ‘‘ Boreas’’ (— Roxburgh, S. London), 36; ‘“*7£olus *’ (D. P. Woolf, Highgate), 34; ‘* Marina ” (G. Reason, Clapham), 32; ‘* Silver Spray ”’ (E. Giles, S. Western), 30; ‘‘ Trigonia’’ (H. Wake, M.Y.S.A.), 30; ‘* Marina’’ (E. Stone, M.Y.S.A.), 30; ‘* Valkyrie’? (A. McDonald, Clapham), 28; ** Kittiwake ’’ (— Kells, Hove), 22; ‘* Gloria ”’ (A. W. Littlejohn, M.Y.S.A.), 20; ‘* U. Mite ’? (— Rodnight, Highgate), 20; ‘* Nell’’ (J. Pemberton, Stanley Park), 20; ‘‘ Florence’’ (E. Smith, S. pene 16; ‘* Cynthia ’’ (— Haddon, Bedford), _“* Cygnet ’’ Cup for 36-in. Restricted Class.—This bi-annual club race attracted eight entries and resulted in a win for ‘* Bantam ’’ (A. Bydawell), with 28 points. Other scores: ‘* Cygnet ’’ (A. W. Littlejohn), 23; Mr. Blogg, 19; Mr. Hawkins, 17; Mr. Stone, 16; Mr. Vincent, 16; Mr. Morrison, 12; Mr. Fisher, 9. Kensington Cup for 18-footers and 6-metres (14). —Result: Mr. J. Vincent Hill 12, Mr. Bydawell 10, Mr. Chapple 10, Mr. Morrison 10, Mr. Vincent 10, Mr. Froment 8. On July 21 the Club entertained a team of 36in. boats from the S. Western M.Y.C., to a friendly inter-club race. The wind was Westerly, giving a beat and a run, and strong at times. Mr. Warman, of the visitors, must be congratulated on his performance, as must Mr. Vincent of the home club, who is a newcomer to the sport. Full scores: — M.Y.S.A.—** Skinny 1’’ (Mr. Vincent), 22; Mr. Blogg, 15; ‘* Cygnet’? (A. W. Littlejohn), 19; ** Whoopee ’’ (— Stone), 13; ‘‘ Playmate ’’ (— Morrison), 2. S.W.M.Y.C.—Mr. Warman, 18; Mr. Manston, 13; Mr. Southerland, 10; Mr. Wise, 10; ri Waite, 3. Totals: M.Y.S.A., 71; S.W.M.Y.C., ‘** Skinny ”’ is built to lines published in MARINE O. S. WEST COUNTRY BURNHAM M.Y.C. The Club held a regatta at Highbridge on July 20 for the Gratton Challenge Cup for 10-metres. Result: Ist, ‘* Toucan ’’ (T. Bucknole); 2nd, ‘‘Jay’’ (H. Gard); 3rd, ** Swan ’’ (F. Lee). Mrs. T. Bucknole acted as O.O.D. MARINE SOUTH COAST MODELS . eed IN THE MIDLANDS M.Y.A. EASTBOURNE CUP RACE. BOURNVILLE M.Y.C. This event was held on June 8 and 10, and was won by “‘ Janet ’’ (A. H. Gosnell, Y.M. 6-m. O.A.), with a score of 41 points; 2nd, ‘* Fantasy ’’ (J. Howard Nash, Y.M. 6-m. O.A.), 35; 3rd, ** Glenmorriston ’’ (Col. I. Dennistoun, Bedford, skippered The Club’s first open 6-metre race for the Bournville Silver Cup was held on June 29. There was a good entry of boats from local clubs, and we also had welcome visitors from Bury and Cardiff. The event was favoured with glorious summer weather, although the slight breeze was unfortunately rather fitful, and blew awkwardly across the pool. | Sailing commenced shortly after 10 a.m., when the President of the Club, Mr. Paul S. Cadbury, started the first pair of boats—‘* Dainty ’’ (W. H. Davey), and ** Lady Jane ’’ (W. Rastall). In doing so he extended a hearty welcome to the visiting competitors, and made a brief reference to the origin of the Club. Yachting had, he said, first been introduced at Bournville as an activity of the Bournville Youths’ Club, and he believed that the construction and sailing of model boats afforded a most valuable and enjoyable hobby. He suggested that a special boat should be built for the purpose of teaching junior members of the Club how to handle sailing craft. The Committee are putting this suggestion in hand, and a new boat will shortly be laid down. Racing for the Cup during the morning’s heats was very interesting, and outstanding features were the steady sailing of ‘* Maid of Lorne,’’ and the skilful handling of ‘* Ethel.’ During the morning ** Stella ’’ lost only one heat; had she done as well. in the afternoon, when the breeze had almost faded away, she might have been placed higher. Final scores: —‘* Ethel ’’ (Dr. Ratcliffe, Birmingham; skippered by J. Duncan White), 26; ‘* Maid of Lorne ’’ (J. Catterall, Bury), 24; ‘‘ Stella ’’ (T. Sheldon, Bournville; skippered by H. Ray), 22; ** Charis ’’ (L. Smart, Cardiff), 16; ‘* Dainty ’’ (W. H. Davey, Bournville), 14; ‘* Silvia *’ (—, Salford), 14; ** Hundra’’ (—, Salford), 14; ‘* Lady Jane ’’ (W. Rastall, Bournville), 8; ‘* Astrea’’ (Capt. Thompson, Salford), 2. At the conclusion of racing, the Cup was presented to the winning skipper by the Commodore, Mr. W. H. Davey. Mr. F. J. Broscomb was O.0.D. by W. J. Daniels), 31. Other scores were: *‘ Blue Iris ’’ (T. Smith, Eastbourne, skippered by W. R. Bayliss), 30; ** Hilda “’ (J. Veness, Eastbourne), 27; ‘* Nestling’’ (H. S. Payne, Eastbourne), 27; ‘** White Heather ’’ (Col. Sparrow, Eastbourne), 20; ‘* Lancer ’’ (A. Pelling, Eastbourne), 18; ** Lady Edith ’’ (G. Smith, Eastbourne), 17; ‘‘ Osprey ’’ (W. Fillery, Eastbourne), 16; ‘* Vi’’ (F. Borkett, Eastbourne), 10. The 0.0.D. was Mr. W. J. E. Pike. Messrs. A. E. Wood, A. H. Woods and R. J. Hubbard acted as starters, scorers, etc. A special prize for the sixth boat was presented by Mrs. A. H. Gosnell, and ** Hilda ’’ and ‘* Nestling ’’ sailed an extra board to determine the pos- session of this. Mr. thereby won the prize. Payne lost the board and An A. A. ISLE OF WIGHT RYDE M.Y.C. The report for the Cup races in June has been unfortunately delayed owing to the indisposition of the Secretary. ©The Commodore’s Cup is being competed for in a series of races by the 50-800 Marblehead class and a Handicap class. The scores for the two races in June in the former class are : W. Hodgkinson 19, F. King 17, G. H. Matthews 5, R. Savage 3, L. Newnham 3, D. Hair 2, Miss Gill Fardell 1; and in the latter class: F. Searle 13, R. Stower 12, Miss M. Ward Pearson 10, A. Hills 7, J. B. Smith 7. The Chiverton Cup, presented by the Vice-Commodore, is allocated to the 36in. Restricted class, and the scoring is: G. L. Matthews 16, R. Stower, Junr., 11, B. Gilling, 10, Miss Jean Savage 7, R. Savage 5, F. Searle 5, W. Arnold 4, E. Bennett 3, F. Johnson 1. For the Junior Cup: Pat Hodgkinson 10, Miss Pauline Hills 7, John Turtle 7. The Club will soon be ‘* in possession ’’ of a commodious boathouse, which is being built, by the Notes intended for these columns should reach our offices not later than publication. 16th of month prior to generous action of the Ryde Corporation, quite close to the water’s edge. Perhaps other Town Councils could be persuaded to give a similar help to the local Yacht Clubs! ae a A CORRECTION We must apologise that a mistake was made in describing the boat in Mr. Steinberger’s excellent photograph last month as ‘* L’Hirondelle.’’ The boat shown is ‘ Gloria,’?’ Mr. A. W. Littlejohn’s own new 10-rater. The error is ours and not due to Mr. Steinberger. 128 MARINE ULY being the traditional holiday month in the West of Scotland there is a general slackening off in model racing, at least for a couple of weeks or so. This is rather a blessing as a spate of important events follows on early in August and continue until the beginning of October and the breathing space is very welcome. The first race for the Golfhill Shield, presented to the Dennistoun Club by Lt.-Col. Ian Dennistoun in commemoration of the gift to the citizens of Glasgow of the lands of Alexandra Park by his grandfather, was sailed on June 22. Under the deed of gift the race is for 6-metre craft to be sailed at Alexandra Park, and three money prizes of £7, £5 and £3 respectively go to the Club represented by the first three boats, the intention being that such funds shall be utilised to defray expenses in sending competitors to distant events. Open to all clubs within a radius of 25 miles of Glasgow, the initial race was disappointing, inas- much as only eight of the sixteen clubs eligible entered, exactly half. The race itself, however, favoured with a good breeze, provided a first-class contest. The full score possible was 28, and ** Violet *’ (A. W. K. Rodrick, West of Scotland) with 24 points, had the honour of leading the fleet. ** Betty ’’ (H. Morris, Scottish A-class Club), took second place with 20 points. The third prize provoked a final between ‘* Skua”’ (G. Scott, Alexandra), and ‘‘ Fiona’’ (G. McKenzie, Queen’s Park), each of which returned a score of 14, and finally fell to the Queen’s Park representative. The race was in charge of Commodore J. Clark, of the Dennistoun Club. The A-class Championship race, newly instituted by the Scottish Association, was held at Saltcoats on June 29. A flat calm prevailed just prior to the start, but when the first pair were ready for despatch a breeze of fair strength had sprung up and continued more or less throughout, although with some variation in direction which eventually necessitated a change of course for the last three heats. The scene at the pond side was most attractive, with large numbers of spectators in care-free holiday mood, brilliant sunshine and the multicoloured dresses of the ladies combining to produce a kaleidoscopic picture of ever-changing movement. The race itself, however, left a good deal to be desired, and we had more trouble with it than should occur in the conduct of an event of this importance. Perhaps the heat, together with tense keenness, contributed to this, and, of course, misguided comment by irresponsible interlopers did not tend to help matters. Nine competitors were forward “and the complete tournament resulted in ** Westerlee ”’ J. N. Todd, Dumbarton, skipper, A. Arthur), and** Rueltag ’’ (R. Russell, Paisley), coming in with cards of 25 points. The resultant final gave the honour of the first Scottish A-class championship flag to the Paisley representative. We were MODELS extremely sorry to have to disqualify ‘* Luss “’ in her last run but her breach of rule was obvious and definite, although doubtless quite unintentional. On July 6 the West of Scotland Club acted as hosts to teams of five 6-metres provided by Victoria and Port Bannatyne. Perth, which had also expected to participate, were prevented from attending, much to the regret of the other teams. A very pleasant and enjoyable afternoon’s sport was experienced and judging from the satisfaction expressed by all the competitors the event is likely to become an annual fixture. Full results showed West of Scotland 51 points, Victoria 42, and Port Bannatyne 27. Analysis gives: West v. Port Bannatyne, 28 and 12 points respectively, West v. Victoria, 23 and 17, and Victoria v. Port Bannatyne, 25 and 15 points. Prizes were awarded to the highest points boats in each team, as follows: ‘* Clutha”’ (John A. Stewart, West of Scotland), ‘* Mary ”’ (J. McKenzie, Victoria), and *‘ Susie ’’ (Mr. Malcolm, Port Bannatyne). The competitors, together with officials and friends, were entertained to tea, after which grateful interlude Mrs. G. W. Munro gracefully presented the prizes. Felicitous speeches were made by Commodore French on behalf of Victoria, and Commodore Meldrum for Port Bannatyne, and we had the pleasure of expressing appreciation of the visit on behalf of the West. Although not flattered by the score sheet, the Port Bannatyne performance was one of considerable merit in view of the fact that this club habitually sails on the open waters of the Firth of Clyde at Port Bannatyne Bay, and the tricky conditions at Whiteinch require considerable experience to negotiate. We are informed that Mr. Jas. S. Hutton, the popular Secretary of the Saltcoats Club, has tendered his resignation owing to his approaching marriage and subsequent settlement in Port Glasgow. We tender our most hearty congratulations to Mr. Hutton and his prospective bride, together with all good wishes for their health, happiness and prosperity in the life voyage upon which they are about to enter. Whilst Mr. Hutton has felt compelled to resign his onerous post at Saltcoats we are happy to learn that he will still retain interest in the sport and continue to act as Scottish Registrar, meantime at any rate. We do not wish to enter upon any exaggerated eulogy of Mr. Hutton, but it is only fair to say that he has without doubt been the mainspring responsible for the rapid success of the Saltcoats Club, and mainly instrumental in obtaining the fine waters they now possess. The loss of his services will be keenly felt by the Club, although we have no doubt his successors, Mr. H. J. Frew, Club Secretary, and Mr. A. Cowie, Racing Secretary, will strive to emulate the ex- tremely high standard which has been set up. Saltcoats reports generally that good sailing weather has been the rule during the past month, although the wind strength has not been quite as MARINE heavy as they would like. The Inter-Shire Associa- tion match, open to Renfrew, Ayr and Dumbarton Shires, took place on June 15, when six clubs, each represented by a 6- and 12-metres model, participated. A whole suit breeze with bright sunshine, ideal sailing weather, gave conditions unsurpassed during the whole series of these races. Gourock provided the winning combination with 39 points. Saltcoats were runners-up with 31, Paisley third with 27. Best boats: 12-metres, ‘* Kelpie ’’ (Gourock), 23; 6-metres, ‘‘ Gen ’’ (Saltcoats), 19. Commodore Douglas, Paisley, was in command. Largs were ‘‘ At Home’’ to a team of eight ** sixes ‘’ from Saltcoats on June 22, and a most pleasant afternoon was spent. The full tournament was sailed, and resulted in Largs 160 points, Saltcoats 158. Sufficiently close to indicate the keen nature of the racing. It is noticeable how inter-club matches, were away very for ascendancy. a popular few at years, one are time once and which then fell more gaining For our part we think this is all to the good, in many ways preferable to the ‘* Open Regattas,”’ which were becoming too unwieldy, although without doubt they also have their value. Kirkwall have now completed their programme and the pond has been emptied to allow cleaning, and some minor repairs to be undertaken. The Club members have now got their clubhouse fixed up and will derive great benefit from it, particularly as they sail all through the winter. B-r-r-r! The removal of this hut from one: site and installation in the new position, about half a mile distant, is a notable feat, as it weighs about 24 tons, and the work was accomplished entirely by the Club members themselves. This is the sort of self-help that arouses our admiration. General overhauls and building in readiness for the new season opening in October are in progress. Final regatta results were: 5-raters: Ist and Cup, R. Miller; 2nd, J. 129 MODELS Rosie; 3rd, T. H. Dearness. All-comers Cup race: lst and Hamilton Cup, ‘* Njala ’’ (D. Wilson); 2nd, This latter event was **N.R.G.”’ (J. Harrold). won by seconds only, just a little more energy and the result would have been reversed. And now we will hie us away to Fleetwood to see the Robertson Cup race, with an easy mind at a task completed, albeit disgracefully late and some- what rushed. For which we can only crave pardon at the hands of our Editor with promise of reform—perhaps. THE SCOTTISH COMMODORE. OUR SEPTEMBER NUMBER S usual, our September issue will be a Special Number, priced Is. 6d., and will contain many special features for all sections of our readers. These will include a long, specially illustrated account of the Fleetwood Model Yacht Regatta (British A-class Championship, International Races, and Robertson Cup Race); ‘* How to Build the Sharpie 10-rater ‘ Stella’ ’’ (with new design by W. J. Daniels); ‘* The Cunard s.s. *‘ Britannia,’ 1840” (with lines, suitable for show-case or working model); ‘ * Designing Model Speedboat Engines,’’ by J. B. Innocent; ‘* Engines for Model Paddlesteamers,’’ by J. Vines: Design of a well-known Sailing Ship (Lines, Arrangement and _ Sailplan), by G. W. Munro; and instalment of ‘* How to Make Model Ship and Steamer Fittings,’’ by A. P. Isard. In addition to these, the number will contain the usual ‘* News of the Little Ships,’’ ‘*Scottish Page,”’ etc. In spite of its extra price, our subscribers get this magnificent Special Number without extra cost. The rates are: Inland 7s. 6d., and Overseas 8s. 6d., post free, and including Special Numbers. If you are not already a subscriber, why not send your subscription now? Photo: Fas: S. Hutton Messrs. MCDOUGALL AND McPHERSON, oF THES.M.Y.A., WITH CAPTAIN CAMERON (Hon. CommoporE, SALTCOATS M.Y.C.), WATCHING THE SCOTTISH ‘‘A’’ Class CHAMPIONSHIP At SALTCOATS on JUNE > 29. 130 MARINE MODELS AMERICAN NOTES By OUR OWN CORRESPONDENT HE American Challenger to the International re Pr wee. Model Yachting Championships at Fleetwood, England, this year is William G. Bithell, the youngest representative ever sent over by American model yachtsmen. Mr. Bithell won his nomination in a great regatta at Detroit, Michi- gan, July 1, 2, 3, when the six outstanding models, qualified in Eastern and Western eliminations, sailed off for the National Championship. The Eastern eliminations were held on the Stortow Memorial Pool at Boston, and three Boston models topped the nine-boat fleet. First was Commodore Charles H. Farley’s ‘‘ Banshee,’’ which came from behind in the last round to beat the Boston Model Yacht Club Champion, Bithell’s ** Yankee II,’’ in a thrilling finish. Frederick C. The M.Y.R.A. of America was reorganised at the Annual Meeting on June 30. A new Constitution was adopted, establishing a Chairman of Racing Committees in charge of all model yacht races in America that are held under the authority of the Association. The Officers elected were: President, E. L. Cheney, Saugatuck, Mich.; Vice-President, H. F. Kolb, 1, Benedict Avenue, West New Brighton, Staten Island, New York; Treasurer, John Black, 65, Pine Ridge Road, West Medford, Mass.; Secretary, Harry Decker, 9842, Drexel Avenue, Chicago, Ill.; Chairman Racing Committee, Carroll F. Sweet, Junr., 104, Federal Square Building, Grand Rapids, Simpson’s *‘ Nymph ”’ was third. The Western eliminations directly preceded the National Finals, and every Mid-Western club was represented among the 22 entrants which sailed in the first regatta on the great new Detroit basin. Jordan Cawthra’s ‘‘ Bostonia III,’’ of the Grand Rapids Model Yacht Club, scored steadily throughout the racing, and came from behind to win her fifth consecutive Western Championship. In second place was a Scotch-designed model, built and sailed by Archie Arroll, of the Cadillac Model Yacht Club, Detroit, and James McKinney’s ‘* Glenshee,’’ from the Ogden Park Model Yacht Club of Chicago, qualified with a sensational finish that lifted her from seventh place to third during the last afternoon of racing. When the National Finals began on Monday afternoon, July 1, it soon appeared as though the three Boston boats would monopolise the event. The Western boats, however, soon began to score, and fared well. Bithell’s ‘* Yankee II ’’ led the fleet at the end of the day, however, with Arroll’s ‘** Jean ’”’ in second place, ‘* Bostonia IIJ”’ third, and ** Nymph,”’ ‘* Banshee ’”’ and ‘* Glenshee ”’ tied for fourth. On Tuesday, July 2, the wind freshened some- what and three complete rounds were disposed of. The Western boats, ‘‘ Jean’’ and ‘* Glenshee,’’ seemed to like the stronger winds, and they picked up points on the leader. In the afternoon, however, the ‘‘Yankee II’’ and the ‘‘Banshee’’ showed the most sensational form of the regatta, and pulled far out in front of the other contestants. A sixth round was scheduled for Wednesday, but the wind failed completely, and the Officer of the Day concluded the racing after the skippers had waited six hours for a breeze. $o45 A NARROW ESCAPE WO well-known American model yachtsmen have recently had a narrow escape from death in an automobile accident. Messrs. F. A. Lippold and George Baron were motoring from Chicago to Detroit in the former’s Buick with two A-class models,‘* Peronette ’’ and ** Ino,’’ in order to compete in the Detroit Regatta. When only 26 miles on their way the car skidded on wet concrete and rolled over, making three complete revolutions before landing right side up on its wheels. Mliraculously neither was seriously hurt, only suffering from minor cuts and bruises. Unfortunately both the models were smashed beyond repair, including the masts, one of which was of steel. After the accident Mr. Dave Tullock, another member of the Chicago M.Y.C., drove out and picked up the victims and their baggage. Later, Mr. Baron made the trip and acted as Starter and Scorer at the regatta, while Mr. Lippold made the trip by plane and acted as mate to ** Coquette,’’ a sister ship to his wrecked ‘* Peronette.”’ ‘* Coquette ’’ is owned by Jack Clark, and was skippered by Mr. Tom Mallory. It was extremely hard luck on these two keen sportsmen to have their yachts wrecked on the way to the big race, but on the other hand they must consider themselves very lucky in escaping death or serious injury in an accident of this kind. We heartily congratulate them on their fortunate escape. SCORES. Yacht Skipper Club ‘* Yankee II,’’ W. G. Bithell, Boston M.Y.C. ‘** Banshee,’’ C. H. Farley, Boston M.Y.C. **Jean,’’ A. Arroll, Cadillac M.Y.C. ** Glenshee,’’ J. F. McKinney, Ogden Park M.Y.C. ** Bostonia III,’’ H. J. Cawthra, Grand Rapids M.Y.C. ** Nymph,” F. L. Pigeon, Boston M.Y.C. Round 1 2 15 23 14 “ 5 12>) E22) 16 87 7 11 20 23 75 14 13 if 10 5 59 13 9 . 13 7 12 6 8 12 9 56 51 10 il 3 6 10 10 Total 47 MARINE MODELS 131 petered out after completing eight of the ten laps WITH THE POWER BO AT WEST LONDON MODEL POWER BOAT CLUB M.P.B.A. REGATTA RILLIANT sunshine and a light breeze made B a perfect day for the annual fixture of the M.P.B.A. Regatta on the home waters, Round Pond, Kensington Gardens, on Sunday, July 7, and the event was undoubtedly a most successful and enjoyable one in every way. The Round Pond is not suited to speed work “* round the pole,’’ so that only prototype craft were catered for, and the three events put up for the day’s sport were keenly contested, and took the form of a Nomination Event, Steering Event and Round-the-Pond Race. Although only representatives from the Victoria Park Club took part in addition to the Home Club, each event was well supported, and the results were as follows :— Nomination Event—lIst Prize, Mr. A. Kidd (West London) with a 6% error; 2nd Prize, Mr. V. S. Vanner (Victoria Park) with a 6.6% error. Steering Event.—This resulted in a tie between Mr. C. Burrows and Mr. W. Butler (West London) and Mr. L. Johnson (Victoria Park). The tie was run off with the following result:—Ist Prize, Mr. L. Johnson; 2nd Prize, Mr. W. Butler. Round-the-Pond Race.—Ten boats entered for this interesting event, but only five finished. Ist Prize, Mr. W. Butler’s ‘‘ Marydene,’’ 84 minutes; 2nd Prize, Mr. L. Johnson’s ‘* Nippy,’’ 11 minutes. Much credit is due to Mr. L. Johnson for the way he got round on a strange and not-too-easy pond. The prizes were given away by Mrs. Kidd, and the Commodore of the Home Club made a short speech, giving a warm welcome to the visitors from the Victoria Park Club, who replied suitably and intimated that they had had a very enjoyable day, and hoped to be present again next year. F. H. L. THE WICKSTEAD REGATTA HE M.P.B.A. Regatta at Wickstead, held on July 21, did not attract as many outside entries as was hoped, but one or two of the London men, Bournville and Cambridge put in an appearance. The events comprised a 1,000 yards pole race for the Newman Loake Cup, for 30 c.c. boats; a race for the 15 c.c. class, and the 500 yards Timpson Trophy race for 30 c.c. ** Koko ’? (Mr. Tryhorn, Bournville) opened the proceedings, and made a very steady run. “‘ Jean ”’ (Mr. Carr, Cambridge) would not start; ‘* Miss _ Take ’’ (Mr. Raith, Altrincham) followed, but her two-stroke engine was not running too well, and she required. Mr. Brightwell then ran five laps at about 35 m.p.h., but, unfortunately, failed to stay the course. This model is remarkable for the high finish of her plant and hull, which do her builder great credit. ** Kiwi ’’ (Mr. Vallins, S. London) was the next on the line, but appeared considerably slower than usual. ‘‘J.E.P.’’ (Mr. J. E. Perkins, Wickstead) livened things up with a nice run at 31.47 m.p.h. ** $22 ’’ (Mr. Pinder, S. London) showed a good turn of speed, but failed to finish. ‘* W23”’ (Mr. Tinkler, Wickstead) completed the course, but did not make any great speed. ** Betty V’’ (Messrs. Innocent Bros., Victoria) suffered from a broken switch, and did not complete her first run. In the second round *‘ Koko”’ again made a steady run and was followed by ‘‘ Betty V,’’ which put up an excellent run at 39.75 m.p.h., which was the highest speed of the day. The water on the leeward side of the pond was decidedly rough but the windward side smooth, being under the lee of the bank. ‘‘ Betty ’’ rode remarkably steadily under both conditions. ‘* Jean ’’ this time made a nice, steady run. Mr. Brightwell started at about 35 m.p.h., but on the sixth lap her aluminium forward plane tore off. ** Kiwi ’’ improved a little on her previous performance. The result of the race was: Ist, ‘‘ Betty V’’ (Messrs. Innocent Bros., Victoria); 2nd, ‘* J.E.P.’* (Mr. J. E. Perkins, Wickstead); 3rd, ‘* Koko ’’ (MrTryhorn, Bournville). The 15 c.c. failed to fill, as the only entry was Mr. Edgar Westbury’s boat, with which he gave two demonstration runs. The little boat ran steadily and well over the 1,000 yards. The boats were run in the same order for the 500 yards event. ‘* Koko’’ again made a steady run, followed by ‘* Jean,’’ which did not do as well as in the 1,000 yards. Mr. Brightwell, without his aluminium plane, ran his boat throttled down, but managed to make 30.26 m.p.h. ** Betty V ’’ put up a good run at 38.88 m.p.h., and *‘ J.E.P.’’ 31.56 m.p.h. These two boats again provided the first and second. Mr. Tinkler again made a steady but not fast run. Mr. Norton’s run brought racing to a conclusion. After an excellent tea, the prizes were presented by Mr. Timpson. NORTH OF ENGLAND M.P.B. CHAMPIONSHIP Fi 1,000 spectators to the lake in the Ward HIS annual event attracted a crowd of fully Jackson Park, West Hartlepool, on July 20. The clubs represented were Heaton, Hartlepools, Tynemouth, Sunderland, Darlington and South Shields, and the fleet of competitors numbered nearly fifty steam and petrol-driven craft of various types. Each club nominated three boats for the team event, and the Heaton Club had a very successful afternoon as, in addition to securing the Individual Championship, they also secured the Team Championship after a run-off. In the Individual Championship, G. Hopper, of Heaton, with ‘* Florence,’” was successful with a score of 55 out of a possible 132 MARINE 60 points. In the Team Championship Heaton and Hartlepools tied with 80 points, but the runoff was won by Heaton. Results—Individual Championship: ‘‘ Florence ”’ (G. Hopper, Heaton), 55; *‘ Helen ’’ (J. Wallace, Heaton), 50; ‘* Mary’ (J. Wallace, Heaton), 45; ‘* Emmie “’ (G. Lovett, Hartlepools), 45; ‘* Zephyr ”’ (N. Lindsay, Heaton), 40; ‘* Coptic ’’ (J. F. Taylor, Darlington), 40; ‘* Tiger ’’ (F. Cook, Tynemouth), 35; ‘* Roker ’’ (A. Peddie, Sunderland), 35; ‘‘Alpha’’ {J. Richardson, Tynemouth), 30; ‘* Betty ’’ (A. Peddie, Sunderland), 30; ** Evelyn ’’ (A. Ayres, Hartlepools), 30. Team Championship: Heaton, 80 (won after run- off); Hartlepools, 80; Tynemouth, 50; Sunderland, 45; Darlington, 40; South Shields, 35. LATEST NEWS being runner-up. For the first time BRITAIN LOST THE INTERNATIONAL CUP, which was won by “ Prins Charming II ’’ (Sam. O. Berge, Norway) 88, with ** Naiad ’’ second, 82. ‘* Gaulois ’’ (France) made 47, ‘‘ Hunding VIII ’’ (Germany) 43, *‘ Yankee II ”’ {America) 40. Fully illustrated account of the races will appear in our September issue. | BUILD YOUR BOY A MODEL YACHT With full-size Construction Plans for 30-in Class Model. | Contains full The season in which most club trophies are sailed lasts from April to September. We are now in the middle of the 1935 summer season, and so far we have raced for the Birkmyre Challenge Cup, our most important trophy, and the Commodore’s The race for the ‘* Birkmyre ’’ was run off under poor conditions of wind and the trimming of yachts to round buoys was a difficult matter. A large element of luck has controlled this race both in 1934 and 1935, due to the fact that the course has been laid round buoys, and on both occasions the leading yacht has been put right out of the race by grazing the buoy on the wrong side. ’ For this reason our local sporting paper commented on the penalty being far too severe on models, and with these.remarks in view the course for the Commodore’s Cup, 1935, was laid between points on the bank, and produced excellent sailing. There were three A-class boats in the final, and for these to finish within 4 yards between the first and third over a course of 1,000 yards, points to a really excellent race. Those who remember ** Kohinoor ’” at Surbiton and Gosport in 1932, will be glad to hear that she pulled off this prize by the narrow margin of half a length. Board sailing is only indulged in for one trophy, the McWilliams Challenge Shield, otherwise all our sailing is over a course, and this produces great sport, in which the miscellaneous class has a look in‘on Club handicaps. postage 3d. extra. instructions M.Y.C. We have three excellent A-class models in the Club, built to a design by Mr. Reg. Lance. They have a wonderful turn of speed and, except when being *‘ mucked abaht ’’ with, are extremely reliable on a course. By W. J. DANIELS and H. B. TUCKER. – CALCUTTA It is some time since you had news of the activities of this Club, and I write in the hope that model yachtsmen may be interested to know what is taking place in this corner of the Empire, particularly those with Indian associations. We have been through a pretty thin time during the last two years, but I am glad to say our membership is increasing and funds look better. 4é The winner of the British Empire Championship Price 2/6 INDIAN NEWS Cup. was ‘‘ Naiad’’ (Col. W. C. Holden, Y.M. 6-m. 0.A.), ‘* Lady Evelyn’? (H. Mart, Platt Fields) | MODELS So far Calcutta has sent two yachts for the British Championships, ‘‘Kohinoor’’ in 1932, and ‘‘Lotus”’ in 1933. Capt. Hardy, who was in command of “* Lotus,’’ was very pleased with her performance up to the point when he dropped her accidentally on the concrete. We hope to send a yacht Home in 1936, which will be one off Mr. Lance’s plans, or one that is building on the ‘* hush-hush ”’ principle. for building, fitting and making sails, also chapter on sailing. Useful to Builders of any size of model. Should be in the possession of all Clubs catering for Juniors. Meanwhile au revoir and kind remembrances to oe friends I met at Surbiton and Gosport in G. D. WALLER. Trade Terms on Application. MARINE MODELS PUBLICATIONS Ltd. 52, FETTER LANE, LONDON, E.C.4. —- -— — MARINE CONTENTS Editorial Contributions, for publication must reach our Offices not later than the 16th of month previous to publication. The Editor does not underto publish all matter teceived. Where Advertisements Correspond- ence and Club News intended take MODELS a nom-de-plume is used, correct name and address Page Editorial 7 133 The First Cunarder 135 Petrol Engine and Hydroplane 141 Steamer Fittings 146 Paddler’s Engine 148 The Engine Room. A Model How to build the Speirs 10rater “ Stella” . Special rates Announcements for of Club Regattas, etc. Topics How to make Model Ship and Terms on application. 154 All advertisements must be received at our Offices not later than the 16th of month prior to publication. Any space booked will be charged for if copy is not The “‘ Archibald Russell ” 159 The Fleetwood Regatta . . 163 News of the Little Ships . . 176 The proprietors reserve the Our Scottish Page. . 177 right to refuse to accept any mitted, but every care will be With the Powerboat Clubs 179 advertisement without stating taken Souvenirs of the “ Normandie” 180 of sender must be enclosed. 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