Marine Models: Volume 8, Number 8 – November 1935

ONAI! mult} n . Dea a= Paanzs = INCORPORATING Vol. VIII, No. THE MODEL Published on the Seventh of each Month 8 YACHTSMAN November, 1935 EDITORIAL HE Racing Season, which has now drawn to a close, has in many ways been a very good one. It is perfectly true that Britain was defeated in the International Races, but this is the first time it has happened since the present series of races was instituted thirteen years ago, and it is time some other country had a look in. This defeat will, no doubt, stimulate our model yachtsmen to further efforts, and have a most beneficial effect on those who thought that the International Cup had a permanent home in the United Kingdom. The governing body of our sport, the Model Yachting Association, has made good progress, and now has about 60 affiliated clubs. By the courtesy of the Hon. Secretary, Mr. A. Littlejohn, we recently obtained some very interesting figures as to the num- ber of yachts registered under each of the recognised classes. As these will, no doubt, be of interest to the adherents of these various classes, we give them below :— NUMBER OF YACHTS ON REGISTER 10-R 601 6m. 356 “A” ©3339 12-m. 166 36in. 163 30in. 9 The Sail Numbers in the various classes run higher than the above figures, which are the actual number of yachts 1n each class now on the Association’s Register. Whilst possibly a certain number of disused yachts out of commission are included in these totals, they are very interesting. The most striking feature is the tremendous preponderance of the 10-Rater class. Again, we have always been under the impression that the A-class was the second most numerous and almost as strong as the 10-Raters, but we now see that the International A-class occupies third place in public estimation. The 6-m. class has registered a remarkable advance, and takes second place, and though most of these boats are North of the Border, they appear to be gaining popularity in England also. The 12-m. seems to be losing ground even in Scotland. Of the small classes the 36in. has matters very much its own way. Of course there is a number of other classes in various parts of the country, but most of these are purely local. The Marblehead 50-800 class is common to the Isle of Wight clubs. As readers know, this is the most popular class to-day in the United States, but it may not be generally known that the Eastern Association (which forms the larger part of the M.Y.R.A. of America) put forward a definite proposal, which was backed by the German National Authority, for the adoption of the Marblehead class as an International B-class. We do not know how many Marblehead boats there are in America, but they are a very considerable number, and there are more of them than any other class. We mention this as we think it is advantageous for our British readers to know the trend of 212 MARINE events abroad as well as in this country. One thing that all these figures clearly prove is that a simple rating rule is popular with the average model yachtsman. ~* This year’s 10-Rater Championship marks an advance on anything this class has done hitherto, but we hope to see this event made into an even bigger thing next season. The Model Yachting Association has had a special Sub-Committee working for many months on the revision of the Sailing Rules and General Rules governing rating. The result is now before the Council and will come before a General Meeting in due course, so the new rules should be out in plenty of time for the 1936 season. As matters are still sub judice we must refrain from comment on suggested alterations and amendments, but some of them are distinctly radical and may excite considerable comment. MEMBERS OF THE MODELS QUEENSTOWN, SOUTH AFRICA The photograph reproduced on this page shows a group of members of the Queenstown (South Africa) M.Y.C. The lake is about 500 feet long, but much of the shore is faced with rough rock and boulders, which soon play havoc with a boat’s sides. The class used is a 36in. Restricted class, with a weight limit of 12 lb. without rig. In N.W. or S.E. winds there are very heavy seas foot high, of weather up. Boats score 4, 3, they arrive up to a and if a boat gets ashore in this kind she is liable to be damaged or broken are usually sailed in heats of four, and 2, 1, according to the order in which home. AUCKLAND, NEW ZEALAND There are now seven model yacht clubs in Auck- land, but, as there are no ponds or lakes, sailing is from dinghies in the harbour round a triangular course. The rule used is 48in. L.O.A., to which 1/3 beam has recently been added. There are no other restrictions. The result is that boats draw up to 2ft. of water and carry up to 40 Ib. of lead. Many local modelmen favour a modern rating rule producing a more desirable type. QUEENSTOWN M.Y.C., SOUTH AFRICA MARINE HOW MODELS TO MAKE MODEL SHIP STEAMER FITTINGS 213 AND By A. P. Isarp, A.M.I.Mech.E. (Continued from page 188.) ARTICULARS of ordinary lifebuoys, with notes on their construction, will be found on page 105 of the August, 1934, issue of MARINE MOpELs. A Dutch horseshoe lifebuoy is shown in Fig. 115. This is canvas-covered, and has a lifeline attached. The size of this lifebuoy is approximately 18in. inside diameter, 14in. between the extremities of the arms and width of arms 7in., the overall size (not including lifeline) being about 32in. x 30in. The body should be carved from hard wood and the lifeline attached by means of white tape of suitable width, sewn in its proper position or glued with waterproof glue. Finish by painting neatly all over with white enamel. form the buoy. The arms are provided with rope hand-grips. The lowest of these spheres has two receptacles; in one is a whistle for the person in the water to signal with, while the other contains a small flask of brandy, or other suitable restorative. The buoy rests upon two angle-iron girders a bent to the shape shown, a guide rod b passes through two brackets c and also through a fixed lug to the under-side of the top sphere at d. The buoy is released from its position by pulling the handle e on the handrail of the ship, which operates a catch by means of a chain at f, when the arm g falls away from holding the stop lug on the under-side of the lowest sphere at h. Thus the buoy is free to slide down the angle-iron guides a into the water. Pets. Lifebuoys for individual use are of no less importance than bigger apparatus, and in addition to those lifebuoys already referred to there are others to which attention must be directed, such as lifebuoys for night use. These are fitted with cylinders filled with calcium, which ignites on contact with water, and thus they can be seen not only by the person in the water but also by the sea-boat’s crew. Without this steering mark the difficulties of rescue would be increased manifold. Night Lifebuoys, Fig. 116, will interest the more advanced model maker, being rather of a complicated nature, and a fairly detailed description will not be amiss. ““ A” is a front view of the apparatus, and “*B” a side view, as fixed to a ship’s side. Four hollow watertight copper spheres, fixed to the extremities of wooden cross-arms, When the buoy is released, two extracting rods 1 held by the brackets h, which slide into the tubes j, now slide off these rods, the latter being fixed to the buoy by pivots at z- The ends of these rods are so arrange that this action breaks the seals of the canisters k. The buoy on striking the water floats horizontally and the canisters k, being lead-loaded, cause the tubes to stand upright in the water. When the water enters through a hole in the bottom of the canisters, and reaches the calcium with which they are charged, it causes ignition, burning fiercely at the top of the tubes 7. These flares are easily visible over a considerable distance. The dotted lines in the sketches represent a protective cage over the whole apparatus, and are drawn so for clearness. In the side drawing “‘B” the ship’s side’ is shown made of steel, but in most models it is likely to be of wood. If the description has ‘been carefully followed, construction should not be difficult if a dummy model is required. A working model will obviously .be a different problem. In either case it will be found easier to mount the whole apparatus upon a thin base-plate, which can, in turn, be fixed to the ship’s side, though real apparatus is, of course, fixed 214 direct to the ship’s side, as shown. Since the fitting will be small, the various parts can be made up from small pieces of wire soldered together, etc. The buoy itself is easily made, and the spheres can be beads or turned up from hard wood, drilled through at right angles, and fixed with waterproof glue. All ironwork should be represented by aluminium painting. Portlights and their construction were dealt with in MARINE MopELs for September, 1933. Deadlights (Fig. 117) are portlights or scuttles fitted with heavy cast-iron ribbed shutters or covers, as shown in the sketch. Sometimes these covers are hinged at the top of the main EE ee Pear Senna ances – geen Geant esas a FIC. 116. frame, and when not in use are either caught up by means of hooks attached to a beam overhead or catches of a simple nature are fitted, in order to anchor it out of the way. The main frame, glass ring and cover should be turned, bored, and filed up from suitable sized brass rod, all parts being given a high finish. It will be noticed that when closed the glass ring frame is secured by means of a hand ring nut, as this part is subjected to constant handling. The iron cover is secured by a hexagon nut and washer, since it is only closed in an emergency, and screwed down firmly. These deadlights are for the protection of the ship in the event of the glass being damaged, or the likelihood of damage from collision or otherwise. On warships they are always closed during gunfire in order to protect the glass from damage by concussion. The construction can be easily followed from the drawing, but there are few models with such fittings, probably for two reasons: (1) the extra work entailed, and (2) since they are operated from the inside of the vessel, they are not normally visible, but the model maker who wishes to produce a perfect model should invariably fit them. FIG.U7, (To be continued.) MARINE MODELS 215 (Continued from page 195.) promised last month, I now give drawings of a Displacement Lubricator and an Oilbox for wipe lubri- cation. There are one or two minor points about the Displacement Lubricator. This can, of course, be made up in a number of different forms. The one shown has a coin slot in the filler plug, which is quite a convenient form. It will also be noticed that the drain cock takes the form of a needle valve but, if preferred, an ordinary plug cock can be used. The steam corinection shown can also be varied to suit circumstances. The drawing of the Oilbox requires no further comment, as its use was explained in my last article. Unless the builder specialises in miniature models, when he will have to resort to a methylated spirit lamp, he will have to use a blow-lamp. This will be the ordinary torch type, and it will depend on the boat whether the lamp is fixed or removable. The latter is desirable, however, if it can possibly be arranged, as it is much better to be able to take the lamp out for cleaning, repairs, etc. In this kind of boat a brass or steel vaporising coil is much better than a copper one, as the latter is apt to flake and cause trouble. Copper is the best heat conductor, and a somewhat longer coil may be needed in brass or steel. Copper is, of course, the easiest to work, but properly annealed brass should not cause any difficulty. Many troubles are caused by running lamps overheated. All that is required is sufficient heat to vaporise the fuel properly. Overheating causes the coils to flake, and results in stopped jets and similar difficulties. If a lamp is running at the correct heat, and is accidentally extinguished, the lamp should cool down pretty rapidly. If there is ample time to find the matchbox, it is certain the lamp is running hotter than is necessary. If you have just about time to get the match there before you get a flare you are running at about the minimum heat possible, and, therefore, less likely to encounter trouble with the lamp. Both trawlers and tugs are fine, seaworthy, upstanding types, and as the prototypes are comparatively small vessels the scale reduction is not so great as with larger prototypes. Consequently the actual hulls can closely LOCKNUT FILLER PLUG PACKING el – NUT L L S= CEQ KOSS = = i MH NEEDLE REGULATING SCREWED CONNECTION : VALVE * ; # : i 4 t ae Pye Meret – S aes A 3 PLUG KNURLED HEAD A NZ NEEDLE VALVE Zi DRAIN COCK ae DISPLACEMENT ACTING AS LUBRICATOR | ee 216 MARINE MODELS engine, in. bore by jin. stroke, will give ample power; in fact, in many cases 4in. by 3in. would be sufficient. I do not recommend the beginner to attempt a twin in boats under 4ft. 6in. or 5ft., as the work is so small. bes For a boat of 5ft. or 6ft. a single 3in. by 3in. would be suitable, or a twin in. by 3in. might be used at a lower pressure. With any of these engines, particularly those run at low pressures, it is important to minimise condensation. To this end the steam pipes should be kept as short as possible and well lagged with asbestos string, and a few coils of superheater to dry the steam are a great assistance in many cases. Where a superheateris used this must be on a minor scale, and not the sort of thing the flash steam merchants resort to. Whatever boat or engine is being used, a : FIFI IT 1 —= D ¥ ; IT A Ww ee a HINGED LID >, follow scale dimensions and yet have COO EICEA eS FO BOOP CLEPO LIP A LEAL Aaa sufficient displacement, while the deck Ql p LEVEL fittings are comparatively large and the of 1a details sufficiently sturdy for accurate modelling. SS SS SSS 44 The ideal for this sort of vessel is a single-screw triple-expansion plant, but ea i Tay either this or a compound engine is a OIL PIPE PIPE WITH WICK PIPE IN decidedly ambitious effort and beyond SECTION the resources of most amateur builders. OILBOX FOR WIPE LUBRICATION For all practical purposes, however, suitable propeller must be fitted. One with a single- or twin-cylinder double-acting vertia high pitch is not only entirely out of place, cal engine of the launch type will do everybut will give an excessive torque. With this thing that is required of it. If a twin is used type of vessel a large propeller with a low the cranks should be set at 90 degrees. pitch will be suitable and enable the engine There are several suitable engines marketed to employ its power to the best advantage. which can be obtained in all stages from the The propeller acts by drawing a stream of castings to the finished engine. For this style water from ahead and shooting it astern as of vessel, a biggish, slow-running plant is a jet. Ifthe boat is a fast-moving launch or desirable, as, to follow the prototype, a large hydroplane, it moves forward rapidly and propeller will have to be used. Of course, one thereby augments the propeller feed stream. cannot run engines too slowly on account of Hence a small, high-pitch propeller is suitable. excessive condensation, and precautions have But with a slower craft the feed stream is not to be taken to minimise this. Thisis especiso rapid, and, as the ability of an engine may ally the case in very small jobs, where the be considered as its power to project a jet of heatis quickly dissipated. a certain volume, a larger propeller of lower The size and type of engine will be pitch is needed to put the engine under its governed by the size and weight of the craft. proper load. For a boat 3ft. overall, a single-cylinder d.a. As in a paddler’s engines, or, in fact, those Zin. bore by 4in. stroke would do the work of any prototype model, non-rusting metals if a fairly high pressure of, say, 100 1b. is should be used as far as possible. Cylinders used. If only about 50 lb. pressure is being are usually gunmetal, and packed pistons are used, a larger engine of, say, Sin. bore by 3in. used. Such parts as are of steel can, with stroke will give more power than is really advantage, be stainless, and frames can well wanted. be painted. For a boat about 4ft. long, a single-cylinder In selecting a plant I should advise the builder to obtain the catalogues of one or two good firms, such as Messrs. Bond’s, Gray’s, or Stuart Turner. From these the builder will be able to select a suitable engine. If he possesses a lathe he will, no doubt, buy his engine in the form of castings, and make up himself. If he has no lathe, the parts can be obtained partly finished. I should not advise the ordinary modeller to attempt to make his own patterns and castings, though there are experts who design their own engines and make them throughout. Commercial engines are, however, often capable of improvement in various ways. For instance, stainless can often be substituted for ordinary steel, lubrication arrangements imroved, etc. Again, various pumps can be fitted. I should, therefore, advise the average MARINE model builder to purchase a commercial engine to commence with, and use this as a basis to which he can add refinements and improvements. It is impossible to detail these here, as so much depends not only on the make and type of engine, but also on the boat and, finally, on the skill and patience of the builder himself. | The various lubricators, pumps, and other fittings, which I have described in these articles will, however, give a very good idea of what can be done. Various types of boilers, fittings and lamps have also been described, and the same considerations apply in the selection of a boiler for these engines as for the paddler’s engines, which I have just detailed. One point which I have previously stressed is the importance of proper ventilation, and the builder must think of his boat as a whole in order to ensure the possibility of arranging ventilators and air inlets to the best advantage. Dhifficulty is likely to arise if the entire plant is made up before the hull is considered, or vice versa if the entire hullis completed before the plant is planned. The ship must be properly thought out in every detail before work is started. Actually, proper plans should be got out, but a few notes and sketches are better than nothing at all. If the work is done haphazard, bit by bit, the boat, when finished, will not be a homogeneous whole, but look a collection of bits and pieces. Early tugs were, of course, paddlers, but = ao t¢ = MODELS 217 most, if not all, of these have now vanished. One of these would make a very interesting and unusual model, if plans or photographs were obtainable. Many of these early paddle tugs had independent paddles. When it was desired to turn sharply, one paddle was put ahead, whilst the other went full speed astern, and the boats turned like the proverbial fly on a pin. The turning motion was so great that I have heard that boats were actually capsized by it, and I believe the B.O.T. eventually prohibited the use of independent paddles, and those boats that still had them were obliged to have them locked together. The Admiralty tugs did not come under this order, and some of these were the last survivors of the independent wheel type. The latest tugs are Diesel engined, so eventually the present type of steam tug may vanish in its turn. At present the oil engine has mainly been used on the smaller type of river tug and possibly big ocean tugs may remain steam for a long time. The Diesel has, however, many advantages, particularly economy, as fires have not to be kept banked whilst waiting about. Some of the finest ocean-going tugs are under the Dutch flag. These vessels undertake jobs such as towing a floating dock to the Far East, and are big, powerful ships with large bunker capacity. (To be continued.) seater ‘OWS rowee snwes ruc A RIVER TUG OFF THE TOWER OF LONDON Photo: L. J. French 218 MARINE MODELS PETROL ENGINE and HYDROPLANE TOPICS By J. B. INNOCENT (Continued from page 197.) PROMISED last month to write on the | subject of pattern making, but first it is necessary for me to deal with the matter of drawings. It is essential that drawings be made of an engine before any work is done if the finished product is to show any balance in its design, and to avoid awkward wangles to get things in where they do not really fit. There is a brand of model maker about who proudly tells you that he built his job without any drawings, but since the job usually shouts this fact at you it is not much to be proud of. Admittedly these remarks are not of universal application, for there are some people who can make a really successful job without the drawings, but they are very few and far between, and are usually people of vast experience. It is this vast experience that permits them to do it, and unless you have this, don’t try to emulate them. Having obtained all the data you think you will need, visualise the engine, make notes of any special features and measurements you wish to include, and then proceed to draw. You must have a drawing board of some sort; the essential point about the board is that at least one angle must be square and the sides adjacent to it straight, then, so long as it is reasonably flat, it does not matter what use it was originally intended for. A T-square is also essential, but quite a cheap one will do, and you will also require a good quality H2 pencil, a pencil compass, rubber, rule and protractor. If you intend to make a real job of the drawings use cartridge paper and ink over the pencil draft with Indian ink. This will necessitate the possession of a fine drawing pen, a mapping pen, and an ink compass. Inking-in is by no means essential, but a pencil drawing can quite easily become indecipherable in the workshop. If a still greater degree of permanence is required, make an ink tracing on tracing linen from the original, and you can then have blue prints run off at any drawing office. Lack of drawing experience should not be made an excuse, as a determined attempt will provide excellent experience, and even a poor drawing 1s vastly better than none at all. Two sections taken vertically through the engine will be required, one along the centreline of the mainshaft, and one at right angles thereto. In addition, it may be advisable to draw out the timing gear in detail for the section not shown on the first drawing. With the drawings complete, the pattern stage is reached. The first consideration is material, and I think I can take it that wood will be used. Suitable woods are mahogany, pine, beech and plywood. Wood which goes all woolly when turned must be avoided, so I prefer the mahogany (African) and beech. The ply is used for fins, ribs and the building up of such parts as the oil sump. Having obtained your material, consider what the moulder has to do with your finished pattern before proceeding further. He has to sink your pattern into sand and get the sand tight enough together to withstand the pressure of the molten metal, and then to remove the pattern. To do this he lays the pattern on a board, if possible, puts the first moulding box over it and rams in sand. Then box, sand and pattern are inverted, the top box put in place after applying parting powder, and the top box rammed full. Now he must lift the top box so that the pattern stays in one half, from which he then removes it, leaving the sand intact. From this it is obvious that the pattern must taper so that it frees from the sand as it is drawn away. The more taper (draw or draught as it is called) you can conveniently use the more likely you are to get good castings. If it is essential that reverse taper must be present, then the pattern must be made to come apart so that it can be removed from the mould in pieces. It is not always possible to provide a flat face for the moulder to work from, and then a definite division line must be provided and the pattern duly tapered on each side of it. Good finish is very helpful to the moulder when extricating the pattern, so the work should be kept as smooth as possible from the start. Another matter which must be borne in mind is that thin sections cool quickly and draw metal from adjacent thick sections, and leave it porous. It is not therefore advisable to leave patterns solid where it is practicable MARINE to cut out the inside, and it sometimes pays to leave the fins only half-moulded and to finish them by machining. In any case moulding difficulties set a limit to fin depth and closeness where the fins must be fully moulded. In this last connection I can give you some dimensions which I have worked to satisfactorily for light alloy castings. One head pattern I have had cast has fins spaced _5/16in. apart and 1,in. deep, with ten fins; another has the fins set tin. apart and jin. deep above the division line, with a further set 5/16in. deep below it. These two draughts are about the limit for wooden patterns in sand moulds. I also have a crankcase pattern, the moulding line of which is at the crankcase joint, and this is I;sin. deep over the timing box, jin. deep inside, with the timing box also jin. deep. This pattern has nine bolt lugs, seven ribs, six timing case bolt lugs, and one or two other knobs; again, I think this is about the limit, as the walls are only jin. thick. Of course, the patterns have been very carefully finished, and took months to make. Any holes through castings, such as the cylinder barrel, must be “‘ cored out,” and for this core prints must be put on the patterns, and a core-box made. The core print is an extension of the pattern, the same size, plus a trifle of clearance, as the end of the core, and the core is placed in it before the mould is put together for pouring. These prints must register with the division line of the pattern, or be at right angles to it. When making a core-box you have to produce a space which is the same shape as the space required in the casting, plus the prints, and into which sand can be rammed. This sand has a substance in it which hardens with heating, and the core is baked before being used. From this it follows that the sand will take more fine detail than when it is not strengthened by hardening, and for this reason very detailed castings are often produced by what might be termed external cores instead of from the more usual loose sand. Yet another matter to allow for is the fact that hot metal is poured into the finished mould, and as this metal cools it contracts away from the sand. The casting is, therefore, smaller than the pattern, and if the casting is to agree with the drawing the pattern must be made oversize. For light alloy castings the pattern should be increased by 3/16in. per foot; and for iron half this figure MODELS 219 will do. Unfortunately, some moulders have a habit of wobbling the pattern, before lifting it, to such an extent that the casting does come out as large as the pattern and, of course, no allowance can be made for this. Many people like to leave their patterns very thick, so that there is a lot of cleaning up to be done, but this is not a good habit. So long as there is sufficient section to ensure a good metal flow, minimum in main wall sections is din., and sufficient to ensure. cleaning up to accuracy, the job is O.K. A reasonable machining allowance on a good pattern in our sizes is 1/32, but should be increased to 1/16 if the pattern is rough, or you know that the foundry usually turns out rather rough work. The reason usually advanced for leaving castings thick is that the metal can easily be machined out, but, whilst this may offer some two or three chances to the tyro to get an accurate job, it should not be indulged in, as it is easier to remove wood than metal, and metal, particularly magnesium alloy, costs money. In case the mention of core-boxes has scared you, I had better admit that I have so far done without them. This has come about from the fact that many foundries can supply straight, round cores of certain dimensions by the yard, and cut off what is required. My head castings have been uncored because the parts are at odd angles and out of line, which makes it very difficult to get the prints in properly; certainly better castings would have resulted from coring out the port ways to even up the metal section by avoiding the central mass. Well, I have certainly said something about pattern making, but have not reached the practical side yet, but I will deal with this next month. _—_— . 23 Ast Stem. — es “ COREA” _+ @-METRE = — Ss ees = |. FOOT. _£WL. 37-00″ __WATERLINES. _ Bvt TocKs. _ _ SECTIONS. 1″ APART. i a7″ Zh Hull, Spars, Sails, etc. … Lead Keel Crew Weight Pa _… Le a … ae 7.25 |b. 16.08 Ib. 2.00 Ib. 25.33 |b. Scale: One-Si SUPPLEMENT TO os VoL. VIII, No. 8. bf Full Size To face page 220 SUPPLEMENT TO VoL. VIII, No. 8. 1 ‘ 1 ‘ ! 4 ~~ wg @ i. 5 ee 10 15 ee20 “4 = = rar a Tn , 5— =< Sa tS To face page 221 i DESIGN OF CA =a | 7 Cardigan Buy Schooner 04 NHZ N BAY SCHOONER (1865) Length 7Oft- 6 in Beam (moulded) 19 - 0» Depth 8-- 0« Sonnage 65 Drawn by G. W. Munro MARINE A CARDIGAN BAY MODELS 221 SCHOONER—1865 By G. W. Munro T° a few short articles to be given here | propose to include and explain the designing, building and rigging of a Cardigan Bay schooner of the year 1865. The accompanying plate has been worked up from the builder’s original pencil drawings. These originals were in a good many respects crude, but they contain the design for a very nice little two-masted topsail schooner of about 65 tons gross. She is a bit fine in the run aft, but otherwise very normal in her proportions. To get these lines into workable shape it took a rather large amount of thinking, together with several trial-and-error attempts. In the first place I noticed that the midship section was made up from a straight line forming the moulded half-breadth of the floor running into an arc at the bilges, which again ran into the topsides in the form of a vertical tangent at the main half-breadth. With the midship section formed to my satisfaction, | worked up the stem and stern. Here, again, it was quite obvious that the curve above the cut-water was formed from a segment of a circle. Together with the midship section, the rise of floors determines the shape of the whole under-water body. The rising line was the next to be drawn in, both on the body plan as a diagonal, and the sheer plan as a rising line. The balance frames were next to be put in and battens bent round the sections from stem to stern. The radiation of the floors is entirely controlled by the rising line and very little persuasion is necessary to get these lines to curve up fairly through the load water line, which has been previously set out in conjunction with the balance frames. The actual frame spacing is lft. 74in., and every third frame is shown as a section except at the ends where they are two frame spaces apart. At the fore end the cant frames are shown spaced at lft. at the bottom, widening out to the normal Ift. 74in. at the deck. The forward cant frame is spaced 6in. from the next at the bottom. The midship section has been built up with five double timbered frames. It is shown in the profile or sheer plan and the position of the floors, buttocks and the top timbers may be seen quite clearly. The diagonals on the body plan are intended to show the position of all these timbers throughout the length of the hull. The actual scantlings for these pieces will be given when we come to the construction of the hull—at present I am merely dealing with the architectural side of the vessel. The water-lines are all spaced at 2ft. intervals from the rabbet in the keel. The fifth one is only 18in. above the next one below. Three buttocks are spaced at 2ft. intervals from the centre-line, and are only shown at the after end as this is the most difficult part to fair up in a design. As was mentioned above, the after body is very fine for a merchant vessel, and the buttocks show this very clearly. There is a small amount of tumble home in the bulwarks of the after body, but it is almost imperceptible. The length between perpendiculars is 7Oft. 6in., the moulded beam 19ft., and the depth Sft. _ It must be remembered that the design is a decade earlier than the measures introduced by Samuel Plimsoll, and we can only guess at the actual draught of water. However, there was a rule at the time which gave 3in. of freeboard to every foot of depth of hold. As the depth is 8ft., we may reasonably assume that she had 2ft. freeboard, and that she was trimmed by the stern. (To be continued.) = a =a <= = MODELS SHIPS’ BOATS By G. W. Munro —— ij MARINE (Continued from page 198.) — = ee ee eeeee 222 HE pinnace was one of the largest boats carried by a Navy ship, her purpose being to carry the junior officers to and from the shore. In many respects she is like the barge which served the same purpose for the senior officers. Both boats were of light draught and not intended as sea boats. The accompanying design is for a large 14oared double-banked pinnace, and is founded on the plans given in Falconer’s “ Old Wooden Walls." There is nothing really noteworthy about the design, except that it may interest the reader to know that the whole body plan is built up on the system mentioned earlierin this series. One radius has formed all the curves in the sections from the midship section to the transom—the length of the arc, together with the tangent, is the only thing which makes one section different from any other. It is surprisingly easy to get the whole body plan fair at the first attempt, and the result is no less sweet than many of our modern racing yachts. The length from stem to stern is 32ft. lin., the beam 7ft. 5in., and depth 3ft. Oin. Planking is, of course, clinker, and the scantlings are the same as, or slightly lighter than, those given for the long-boats given earlierin this series. The dotted lines represent the interior of the boat and the exact position of the benches, thwarts and floorboards will readily be ascertained from the profile drawing. (To be continued.) AN EXAMPLE OF A CLINKER BUILT MODEL THIS FINE MODEL OF A ROWING BOAT WAS BUILT BY MR. J. EVANS, OF LLANDUDNO a, V‘IAYNHOVNId umesAq*D‘MOUND - ere teo-rs 224 MARINE A DESIGNER’S MODELS RELECTIONS By YARDSTICK T HE average designer is a person who loves boats, and he often thinks of them during odd moments. Thus, far more boats are designed in his head than on his drawing board. For all naval archi- tecture presents problems which the designer has to try to solve. The designer often thinks: “ Suppose | designed a yacht with such-and-such dimensions,, how would she compare with another of such-and-such? ” And so it goes on, and in his mind appear pictures of different yachts until, at last, he sees one that he thinks is ideal for the purpose required. Then out comes the drawing board and the yacht begins to take shape. i t } . . | The trained musician with a score in his hands can read and mentally hear the music. Similarly the designer with a design before him can picture the actual yacht and estimate her performance. _ A problem which confronts every designer is displacement. How far is displacement an advantage, and how far is it a disadvantage? Obviously the three features of sail area, sailing length and displacement must be considered in relation to each other. If the displacement is too high for the water-line length, the boat will be all middle with short, stubby ends. Such a boat cannot have long, eect lines with good overhangs and, there- fore, will be unable to lengthen appreciably on heeling. She will thus have a short sailing length and lose that reserve buoyancy and power to carry sail that overhangs give. Nobody disputes the axiom that sailing length means speed, and consequently the designer to any rule, except one of L.O.A., must seek the maximum length he can get for any given rating figure. Not only does excessive displacement make a boat stubby, but it also makes her over-stiff in light winds, and she is slow in coming to her best sailing angle. Again, displacement is in direct relation to sail area as if the displacement is too high the sail has insufficient power to overcome the inertia, and the boat is slow to respond to light puffs and takes more wind to gather way. On the other hand the heavier displacement boat carries her way longer if she runs into a soft spot. Again the heavy displacement boat can hang on to her canvas longer, though not infrequently the lighter displacement craft under reduced canvas travels faster while making less fuss. Whilst these truisms cannot be disputed, the problem for the designer to solve is: at what point does the displacement become excessive. Again, long overhangs are always said to be bad in a seaway. No doubt they are in some cases, but when does an overhang become too long. And in a racing boat is the designer to place seaworthiness before speed? Both displacement and overhangs depend to a certain extent on the skill of the designer, and a clever man can get away with far more than an unskilful one. Again, a large displacement means a large wetted surface and that is an additional factor that slows a boat. On the other hand, in a boat with long overhangs, the initial wetted surface is small and does not materially increase until the boat heels when the speed is rising, and there is more power to overcome resistance. The problems presented in a cruiser differ materially from these in a racing boat. In the cruiser accommodation and the comfort of the crew are most important points, and the yacht must be able to face bad weather far from harbours. In the racer speed counts more than anything else. Sailplans again present a great problem. Wind tunnel experiments proved that when running an aspect ratio of | to | is the most efficient, but close-hauled 9 to | is the most effective. Aspect ratio is the proportion of height to breadth, and this 1s what the designer has to select. In many rules choice is restricted by a height limit, but where the choice is unfettered the designer has a problem to solve. Of course, these experiments were made in a wind tunnel, and the results in actual practice are very different. Above a certain height sailplans are useless as boats handle badly, and 34 or 4 to | is the utmost that has been used with any real success. What actually is the best ratio between about 24 to 1 and 34 to'l remains to be discovered. Generally speaking, the most successful boats have in the long run been those of MARINE moderate design and dimensions, but there are occasions when it pays to go to excess, for what is excess one year may be considered moderation a year later. A very good example of this is the 10-rater ‘class. A few years ago boats of 40in. L.W.L. were considered big, but to-day 48in. or 50in. are not uncommon. The A-class have similarly increased from about 44in. to 52in. average L.W.L., and many longer boats exist. Part of this increase may be ascribed to improved sailplans, but hull design has also improved, and this is mainly in the direction of a better understanding of the art of distributing displacement throughout the water-line length. This, of course, affects the relations of middle body to ends, and the design of overhangs. One direction in which a tremendous improvement has occurred is in the science of balancing a hull. Two systems—the metacentric and the volumetric—have come to the fore, and are almost universally used to-day. Either produces a well-balanced hull. Balancing a hull is simply a matter of taking pains, and does not call for any genius. It will be observed that I spoke of the art of distributing displacement throughout the length, and the science of balancing a hull. That is because balance has been reduced to a mechanical scientific basis, whilst the distribution of displacement remains an art. Sometimes an owner goes to a designer and says, “I want a boat of so-much water-line, so-much beam, so-much displacement, etc.” In fact he more or less selects the type of boat, leaving the designer merely to execute the mechanical part of the business. | Whether this is good policy or not depends on the owner and the designer, but, as a rule, the owner is well advised to give the designer a free hand, unless he knows more about naval architecture than the designer himself, in which case he should design his own boat, and embody his own ideas. So many published designs are butchered The by builders who make alterations. designer usually has a reason for what he does, and the alteration of any part throws the balance of the design out. One hears of a design being taken by some amateur builder who thinks a little more displacement would be an advantage. Accordingly he decides to bodily increase the sections, and thus disturbs all the designer’s carefully-thought-out ratios MODELS 225 of sail to displacement and wetted surface. Nevertheless, one sees many so-called ** original designs which bear a remarkable resemblance to published lines, and equally, many yachts, which are stated to be from published lines, are totally unrecognisable. Both are annoying, but the latter is the worse. Of course one should not expect a complete novice to build a perfect boat, and makes every allowance, but everyone does not do the same. I remember seeing what outwardly was an excellently-built boat from lines published in this Magazine, but, when she came to sail, the poor thing was obviously overcanvased in a breeze in which she should have revelled. Enquiries from the builder revealed the fact that heavy wood had been used, and the hull not sufficiently hollowed out, with the result that the hull was 9 lb. too heavy, and the keel that amount too light! And the owner-builder was blaming the unfortunate designer (and this Magazine) because the boat was extremely tender. On the other hand it is a great pleasure to a designer when his lines are built to by a clever builder, who brings the boat out dead right on weight and water-line. Poor sails and gear, overheavy spars, etc., can mar a boat’s performance, and in estimating the value of a design the designer has to allow for all of these. The best designed boat in the world cannot win unless she is built true to design, properly fitted out, and last and most important of all, well sailed. This at all events is one consolation for the designer as he can always blame the builder or skipper! One of the most difficult things, therefore, is for the designer to form a true estimate of the value of his own work. If he is to succeed, the designer must neither overvalue nor undervalue his lines. He has also to estimate the cause of speed or lack of it in any boat, so that he can repeat good features and make more of them Thus whilst eliminating undesirable ones. the designer thinks for a short while only of “my last boat,” and then of “ my next one.” In fact, he has often a next boat in mind before the present boat has taken the water. When the designer ceases to think like this, he had better stop designing, as his creative faculties have deserted him. 226 MARINE MODELS ON TAKING UP MODEL YACHTING (Concluded from page 111.) N order to see how a yacht is performing ] the skipper must watch her very closely. To get maximum speed the sails must be trimmed to draw properly. Also when running and reaching, the course she takes should be as direct as possible and this depends on correct adjustment of the steering gear. As already mentioned, the rudder must swing easily and the steering lines render freely through the pulleys, so that as little power as possible is lost by friction. A light tension and small leverage is important as it renders the control sensitive to fine adjustments. If the gear is incorrectly set, the boat will either luff, in which case she is getting too much helm, or fall away when she is getting too little. If we were certain that the tension was correct the matter would resolve itself into simply shifting the hook of the running line a hole one way or the other. As the gear works on the principle of keeping the yacht at a given angle to the wind, a variation in direction will cause the yacht to alter course. Generally speaking, the wind keeps more or less constant in direction but constantly varies in force. The function of the gear is to guard against these variations. Once the gear is adjusted to keep the boat on her course in the normal weight of wind, there are four conditions that may manifest themselves. These may be summarised :— (a) If she luffs during heavy puffs, more leverage is wanted. (b) If she luffs during lulls, less tension is wanted. (c) If she falls away during puffs, less leverage is wanted. (d) If she falls away during lulls, more tension is needed. It is possible that in correcting (a) you may create the condition described in (d), and the cure is to slightly increase the tension in addition to giving an extra hole of leverage. In correcting (c), fault (b) may manifest itself, so in addition to giving a hole less on the quadrant it may be necessaty to ease the tension. The various combinations of (a), (b), (c) and (d) will soon be evident, and by carefully memorising them and correcting them as they arise the novice will soon be able to diagnose his yacht’s behaviour and set the gear in such fashion as to get the desired results. The idle steering line on the leeward side should be hooked well out on the quadrant as, in case of an accidental gybe, it will bring the yacht back on her course without delay. The pinrack is most useful as it enables the skipper to limit the extreme movement of the quadrant as required. When running, the jib does not do much work, but when dead before the wind the jib steering gear can be made to perform a most useful function. The jib does practically no work before the wind until the yacht is by the lee. It then flies across and gybes before the mainsail starts to lift. When the jib gybes, it pulls on the reverse side of the quadrant and neutralises part of the power of the mainsail steering. This eases the helm and the yacht luffs somewhat, and the danger of a gybe is thus averted. The jib, of course, then flies back to the same side as the mainsail. When the wind is shifty and variable, or in very strong winds, the novice skipper will be well advised not to attempt to carry his . spinnaker. If taken aback or set down to lee- ward of the course, the spinnaker will do more harm than good. Running before a steady wind, the spinnaker helps a boat along wonderfully, and. steadies her on her course. It is better to have the spinnaker too far forward rather than too square. This sail is a lifting sail and should not be sheeted or set so that it cannot belly. The tension slides should ordinarily be kept about half-way up, and the novice should re- member that their function is in retrimming during a board and not for trimming. If the boat drops to leeward of the course when reaching or running, move the slide forward a little. If she gets up to windward, pull the slide aft a little. In this way a quick and effective retrim is effected. The expert will not have gained any knowledge from these articles, but it is hoped that some of the points may prove of benefit to beginners in the art of model sailing. MARINE THE MODELS 227 DELINQUENT N the Kensington (Gardens) Court, before Mr. O. O. Day, Esau Potts was charged under the Act of the M.Y.A. of Geo. V_ Cap. 10, Sec. **Kin-Tan ’’ deliberately 6, that Cup, he, while a reach, on sailing did 1930, for the definitely, and with malice aforethought neglect to retrimhis boat, but did turn it with a pole. The prisoner’s defence was that in a footnote to Rule 10 it was stated that ‘‘the gye properly applied constitutes a retrim,’’ and that he was therefore justified. reads Mr. Day, after reading the Act, said: *‘ This ‘in Leeward (or reaching) the yacht shall be stopped, retrimmed and restarted by hand, every time she comes to shore.’ This definitely prescribes three retrimming actions—stopping, ing by hand. ‘the gye properly Personally, ‘properly usual to and _ restart- It is true that a footnote says that I applied constitutes a retrim.’ do not quite follow the meaning of applied’ in apply this this connection, instrument before as it is starting a board, but I take it in this event it might be taken to mean turning the boat properly so that it came into action. This, therefore, might cover you on the second item of the rule, but I cannot see any- thing that of the exonerates first and starting by hand, you last, and I from viz., the performance stopping and _ re- shall, therefore, have to sentence you to sail for 12 months with a sticking rudder and a twisted keel.’’ ANON. FLEETWOOD M.Y. & P.B.C. WING to a business appointment in another town, Mr. L. K. Corrooin has been obliged to resign his position as Hon. Racing Secretary to the Club. The new Racing Secretary is Mr. James A. Pasquill, 39, Cambridge Road, Fleetwood. OUR DESIGN O UR design this month is ** Corea,’’ a 6-metres design submitted Competition. ferent type to either. in our Photo: F. M. Bridge ** GLENMORISTON ” last Designing (Lt.-Col. or Dennistoun, D.S.O.) Fleetwood, 1935 This boat is of a very dif*‘ Debutante "’ Ian At the British A-class Championship, ‘* Joyce,’’ published in MARINE MODELS last year. A LONG RACE As will be seen from the lines, *‘ Corea ’’ has a very long lateral plane, and should who favour this form of profile. please those She would be a powerful boat. In our Editorial some comments will be found about the remarkable popularity which has been attained by the 6-metres class during the last few years. This shows that in spite of the complication of the rule and the difficulty of measuring~ boats, there is a very large class of model yachtsmen who prefer boats that are models of a definite prototype class. HE local racing association in Wisconsin < & recently held a 10-mile open water race from High Cliff to Oshkosh on Lake Winnebago. The 50-800 models made good passages, and the event was won by Mr. Ben Juedes, of Oshkosh. We have heard of longer distances being sailed in open water—-notably the passages made by the models of Commodore H. Ormsby Phillips, of the Los Angeles M.Y.C., from San Pedro to Avalon, but we have never heard of a longer race than the above. 228 MARINE - ss — AN ’ aN MODELS eee A re eg aes: A : a at he Mal SO aT EEO IN THE MIDLANDS BOURNVILLE M.Y.C. ‘Florence Ratcliffe’? Trophy.—The second annual race for this Junior trophy was held on August 31. The number of entries was somewhat disappointing, as it was anticipated many members of the Youths’ Club would participate in view of the encouragement given them by the provision of a splendid trophy from Mr. Chas. Gillett, to be won for building boats. Dr. Ratcliffe presented his trophy to encourage the youths to sail their boats. However, the boys who did enter had a fine afternoon’s sport, under the control of Mr. J. Murley, who acted as O.0.D. Two rounds were sailed, equal to an 8-boat match, and again Colin Rastall (last year’s winner) scored a meritorious win. Results: —Ist, ** Alpha ’’ (C. Rastall), 25 points; 2nd, ‘* Brota’’ (C. Speake), 16; 3rd, ** Fidelity ”’ (E. Nason), 13; 4th, ** Dolphin ’’ (B. Wagstaffe), 6. Mrs. Ratcliffe kindly presented the trophy and a replica to the winner at the conclusion of the races. A cordial vote of thanks was accorded Mrs. Ratcliffe for her kindness in presenting the prizes, and for her continued interest in the Club’s youthful members. The race for the ‘‘ Sanderson’? Trophy for 6-metre yachts took place on September 28. The following eight boats came to the starting line: — ** Ethel’? (J. D. White), ‘* Freda ’’ (J. Murley), ** Lady Jane ’’ (W. Rastall), ‘* Optimist ’’ (F. J. Broscomb), ‘* Avril ’’ (Kingsley Auster), ‘‘ Tess ”’ (Chris. Speake), ‘* Silver Wings ’’ (O. T. Depper), ** Stella ’’ (H. Ray). The 0.0.D., Mr. D. Jenkins, with the consent of the competitors, arranged for two rounds to be sailed. Sailing started promptly at 10 a.m. The wind varied from South to West, with occasional hard puffs, which played fantastic tricks with the boats owing to the trees on the South bank diverting its. true course down the lake, causing the skippers much trouble, and quite a number of * resails *’ as a result. (It would be greatly appreciated if they could be removed or severely lopped.) Apart from this drawback racing was very keen— many boards being won by inches—and there were a couple dead-heats. At the end of the first round the leaders were: —‘* Ethel ’’ 27, ‘* Lady Jane ’’ 25, ** Stella ’’ 20 and ‘‘ Optimist ’’ 19. After lunch the wind dropped a little. All the competitors were intent on improving their position—especially the leaders. *‘ Lady Jane ’’ and ** Stella ’’ were well handled, especially the former for, at the end of the 14th round, ‘*‘ Lady Jane ’’ with two resails in hand had 46 points to ‘ Ethel’s’’ 49. At the finish of her resails *‘ Lady Jane ’’ also had 49, so that a deciding board to windward had to be sailed. Fortune favoured ‘* Ethel,’’ for her skipper won the toss for position and won the race by about six lengths. Final scores were: Ist (after sail off), ‘* Ethel,”’ 49 points; 2nd, ** Lady Jane,’’ 49; 3rd, ‘* Stella,’’ 39; 4th, *‘ Optimist,’’ 38; ‘* Silver Wings,’’ 29; ** Freda,’’ 28; ‘* Avril,” 25; ‘* Tess,’’ 23. Our Commodore filled the position of Umpire, and Mr. Frank Kettle acted as Scorer and Judge. This is the third big trophy race ‘* Ethel ’’ has won this summer, as in June she won the ‘* Bournville’? Trophy in open competition, and recently at Witton, the ‘* Cole ’’ Cup. Mr. W. H. Davey. She was designed by DERBY M.Y.C. The Consolation Cup race for 10-raters was sailed on the Alvaston Lake on September 28. Conditions gave good racing, and the leading boats were very close. Results: Ist, ‘* Aspasia’’ (W. T. Hunt); 2nd, ** Proteous "’ (J. Ratcliffe); 3rd, ‘*Aégir ’’ (T. Spendlove). W.H. A. LONDON & DISTRICT THE LONDON MODEL YACHT LEAGUE The fourth and last round of the ** Stanton ”’ Cup series was sailed at the Round Pond, Kensington, on September 14. The outstanding feature of the afternoon’s sport was the successful sailing by Mr. Wake, of the M.Y.S.A., whose score of 28 points was the highest attained during the four events for this Cup. The other individual scores were:—M.Y.S.A.: Mr. Harris, 19. Highgate M.Y.C.: Mr. Woolf, 20; Mr. Hodges, 16. Forest Gate M.Y.C.: Mr. Bliss, 11; Mr. Yorston, 9. Clapham M.Y.C.: Mr. MeDonald, 10; Mr. Reason, 9. The O.0.D. was Mr. P. J. Bydawell, and Scorers Messrs. Lamb and Stone. The season, therefore, finishes with M.Y.S.A. as winners of the ‘‘ Stanton *’ Cup, their total score Highgate M.Y.C. take second place being 151. with 127; Clapham M.Y.C., 80; Forest Gate M.Y.C., 74 points. ae The concluding event of the League’s activities for the 1935 Season was the Championship Cup. This was sailed for on the Round Pond, on Saturday, September 21. Two boats from each of the clubs forming the League competed. The wind was South-East, but very light. There was a fair number of resails, but on account of the lateness of the hour it was agreed that the outstanding points should be divided. The winner of the Cup was ** Jess ’’ (G. W. Reason, Clapham) with 224 points. _— —— MARINE The other scores were: Forest Gate M.Y.C. (Mr. Bliss), 20; M.Y.S.A. (Mr. Wake), 19; Clapham M.Y.C. (Mr. McDonald), 18; Forest Gate M.Y.C. (Mr. J. Yorston), 174; M.Y.S.A. (Mr. Harris), 164; Highgate M.Y.C. (Mr. Woolf), 144, (Mr. Hodges), 12. The O.O.D. was Mr. Ambrose, of the M.Y.S.A. Club, and Scorers Messrs. Lamb and Stone. A. J. F. MODELS 229 The O0.0.D. was Mr. H. J. Brent and he carried the two days’ racing through most efficiently. There were plenty of close finishes, and the racing was interesting all through. The Cup and the prizes, which are also provided by Mr. and Mrs. Lee, will be presented at the Annual General Meeting ot the Club. , J. G. F. Y.M. 6-m. O.A. The race for the ** Nairn ’’ Cup, presented to the Club by Mr. and Mrs. J. Essam Lee, was started on September 22. Two complete rounds are sailed, and the event carries with it the Club Championship. Owing to a variety of reasons only nine entries were received, nevertheless the conditions were good and the racing excellent. At the start there was a strong Westerly wind, veering to North-West. The scoring was 3 and 2. First suits were carried. Three heats were sailed before lunch, and at this point ‘‘Naiad,’’ the British Champion, and *‘ Obamijoy *’ had scored possibles. After lunch the wind moderated and the sailing was rather tricky owing to the veering wind. The two leaders continued to sail magnificently and at the end of the first round the leading scores were: ** Naiad ’’ 30, *‘ Obamijoy *’ 28, ** Conquest ’’ and ** Twinkle ’’ 21. The second round was sailed on October 18. The wind at the start was a moderate whole-sail breeze, which became lighter after lunch. Direction South-West. Scoring 3 and 2. The O.O0.D. (Mr. H. J. Brent) managed to get four heats through before lunch. This proved fortunate, as the wind became very light during the last few heats. The sailing was good, and at lunch time ‘* Obamijoy ”’ had worked into the lead. The scores at this point being: ‘‘ Obamijoy "’ 39, ‘* Naiad’’ 35, ‘* Con- quest ’’ and *‘ Symphony II ’’ 33. The race was thus left in a very interesting stage. On resuming, ‘* Obamijoy "’ continued to pile up points, closely followed by *‘ Conquest,’’ which had now taken second place. These two boats drew away from the field, and sailing excellently, finished first and second. ‘* Naiad ’’ was handicapped by a poor mainsail. ‘‘ Symphony II ”’ sailed some very good boards, while ‘‘ Twinkle ’’ made some splendid runs. Final scores were as under :— Yacht 2nd | Ist Round] Round} Total Owner | Obamijoy Conquest... Naiad ... Symphony II Twinkle ... . ... T. Hearn mee | H. K. Corby ... | Lt.-Col. W. C. Holden Capt. A. Gray oe :.. | W. R. Emery... Flash bez .-- Carina Anglian ... ... ... | C. A. Partridge .-. | Capt. Inglis ... Ladybird... =. | 28 oes 21 | Com. Barraclough “*Obamijoy ’’ S. G. Abell... was built suis 21 re 16 ... NF set by 30 17 18 19 10 her 33 33 61 54 15 36 14 22 17 18 13 15 owner 44 39 35 34 32 25 from designs by W. H. Daniels, who mated for the owner. This boat is the bottom of the weight limit for her L.W.L. of 524in. She gives one the impression of length and speed. Her sail area is on the small side, but she is a very nice boat. Mr. Hearn is to be congratulated on a very good job of building. ISLE OF WIGHT RYDE M.Y.C, The annual meeting and presentation of prizes was held at headquarters, on October 10, the Commodore presiding. The Committee’s report showed that the Club had had a very successful season, both in regard to the great improvement in racing and in growth of membership, about 20 new members having been elected during the year. The statement of accounts showed a very satisfactory balance. The Committee had to regretfully accept the resignations of the Commodore (Dr. T. Sim) and the Vice-Commodore (H. P. Chiverton, Esq., T.C.), who now become the President and Vice-President respectively. The Flag Officers elected were: Commodore, F. A. Saunders, Esq., T.C.; Vice‘Commodore, Col. J. E. Rhodes, and the Rear-Commodore, A. J. Williams, Esq., T.C. The unanimous thanks of the Club were accorded to the retiring and present Flag Officers, and also to the Ryde Corporation for the generous concession in the use of the sailing waters and erection of the boathouse. The rule for the election of the Sailing Committee was revised, which provides for four Captains of the Classes: Mr. F. Searle (Q-class), Mr. D. Hair (Marblehead), Mr. G. L. Matthews (36in. Restricted), and Mr. F. Filer (Junior Class). Handicapper: Mr. F. H. Alexander. Measurer: Mr. F. King. Starter: Mr. B. Galloway. Timekeepers: Messrs. T. Thorne and H. Kindred. On the Managing Committee were elected Messrs. W. Arnold, F. King, E. Newnham, R. Savage and B. Smith. Auditor: Mr. A. Hills. Treasurer: Mr. F. Searle. Secretary: Mr. Arthur Kerridge. It was proposed this winter that, apart from racing and the usual meetings, the social side should receive attention, and a Committee was elected to arrange a programme. Mrs. T. Sim presented the prizes, as follows:—Commodore’s Cup, won by R. Stower; 2nd prize, W. Hodgkinson. The ** Chiverton ’*’ Cup, won by G. L. Matthews; 2nd prize, R. Stower, Junr. The Junior Cup, won by Pauline Hills; 2nd prize, John Turtle. Silver spoons were awarded to the following, for the April racing:—R. Stower (Q-class), D. Hair (Marblehead), B. Gilling (36in. Restricted), and Rodney Searle (Junior Class). Also prizes were given for September racing, the winners being R. Stower (Q-class), D. Hair (Marblehead), F. Scovell (36in. Restricted), and Nancye Kerridge (Junior class). A Silver Cup, generously presented by the Borough of Ryde, was on view, which will be raced for next season; also a Blue Print kindly offered as a prize by the Editor of Marine Mopets. Unanimous votes of 230 MARINE thanks were passed to all who had helped the Club in so many and varied ways, and this brought the meeting to a close at a late hour. ARTHUR KERRIDGE, Hon. Sec. MODELS following entries: —‘** Mary ’’ (Geoffery Kitchen), *“ Black Prince’? (N. G. Bailey, sailed by W. Roberts), ** Beryl ’’ (G. F. Ambler), ‘‘ Rhythm ” (E. Marx), ‘*‘Juno’’ (E. North), ‘** Ebor’’ (W. H. Porter), ‘* Emperia ’’ (B. E. Garbutt, sailed by J. P. Clapham), ‘‘ Flying Cloud ’’ (S. Crossley), ‘* Harmony~’’ (Major Butler, sailed by W. Harrison), and ** 'Y-Not ’’ (W. Dewhirst, sailed by F. C. Hirst). SOUTH COAST PORTSMOUTH M.Y.C. The Canoe Lake at Southsea was built primarily for model yachting, and many model yachtsmen subscribed towards its cost. Unfortunately it was no sooner completed than the. local authorities decided to permit boats on the lake, sharing the time between the modelmen and the rowboats. Unfortunately, the latter produced a revenue and, in consequence, their claims were permitted to outweigh those of the modelmen. In consequence the times for sailing were curtailed time and again, until no sailing in summer was allowed. In consequence membership fell off and active sailing men transferred to other clubs—notably Gosport. The club has now been re-formed with a powerful and energetic list of Officers and Committee. The new President is Mr. Arthur Lamsley, a wellknown yachting journalist, who acts as yachting correspondent of the Daily Mail, and there are several influential Vice-Presidents, including Councillors D. L. Daley, J. J. Rogers, J. Privett, Lloyd Evans and E. A. Wyatt, Captain G. E. Couzens and Mr. R. V. Stokes. The club made a brave endeavour to induce the Local Authorities to build a new lake on an un- developed part of Southsea Common to be solely devoted to model yachting. Unfortunately their requests have so far been refused but we hope they will not lose heart and continue to agitate for this necessary local amenity. The local Powerboat Club, which has some 40 members, is anxious to amalgamate with the P.M.Y.C., so a powerful organisation should result. The new Hon. Secretary is Mr. A. Boyle, Cumberland House, Eastern Parade, Southsea. (W. H. Porter), 18; ‘‘ Red Rose *’ (H. Short), 134; “* Duco "’ (A. Davis), 12; ‘* Frisker ’’ (Miss Parr), 74; ** Yellow-Hammer "’ (W. Roberts), 4. The officials were Gerald Whittaker, assisted by S. Crossley and E. Marx, and the Cup was handed to the winner by Mrs. W. Roberts. J. P. CLAPHAM. NELSON, NEW ZEALAND There is a local club in process of formation, and a pond is under construction at Takumanui, the seaside resort of Nelson. Model Yachting Association Wm. M. Carpenter Presentation Arrangements are now in hand to put this | into effect at an early date, and the Committee are anxious that associated with the opportunity the by those who desire presentation sending to shall names be have together with a small contribution to the Hon. Secretary. Ss “A” and 10-Rater Rating Rules 9d. each, or 8/- per doz. NORTH OF ENGLAND ‘A’? BRADFORD M.Y.C. We regret to have to record the death, at the early age of 57, of the late Edwin Gill, who was one of our founder members, and was well known to visiting model yachtsmen in the days when we sailed on Yeadon Dane. Mr. Gill, in addition to being a skilled sailor, showed a wonderful aptitude for neat workmanship and attention to detail in the various models he had constructed. He was greatly respected by all who knew him, and we tender our most sincere sympathy to his wife and to his son, Neville. The A-class *‘ Atkinson ’’ Trophy attracted the A whole-sail breeze gave a beat and run, and the Cup was captured by ‘‘ Harmony ”’ (sailed by W. Harrison). The O.0.D. was Sydney Roo, assisted by Miss Parr, S. Chadwick and H. Atkinson. |The Trophy will be handed over at the annual meeting. The 36in. ‘‘ Brayshaw *’ Cup was competed for on October 13, and was favoured with a “ full suit ’’ wind, giving a beat and run. The winner carried away her mast just previous to the race, but repairs were effected in time for the start. Results :—‘* Mimosa ’’ (F. Naylor), 20; ‘* Falcon ”’ Measurement Tables 1/6 per doz. Certificates for all Classes. “A” and |.Y.R.U., 2d. each. 10-rater, 6d. per doz. plus postage All communications to :— A. LITTLEJOHN, Hon. Sec. 124, Fitz-Neal Street, London, W.12 MARINE HE Scottish season, which should, and may be, coming to an end, seems very loath to depart, and quite a lot of sailing activity is still in progress. At the same time we begin to hear murmurs of new construction in contemplation and discussions as to the merits of various types and designs, all of which portends the merging into the more technical channel usual during the winter months. We hear of a new Acclass, based on a Feltwell design, but perhaps slightly modified in some respects, being almost ready to take the water. Built by a new adherent of the West of Scotland Club, she will be quite an earl bird considered as a next season’s craft. Whic reminds us of the visitors we had once at a holiday house who telegraphed their husbands at about midday to say they had missed the last boat, which left somewhere about 7 p.m., and would only be able to return home the next day. No, wrong again, our Chief Officer was in residence at the time. Queen’s Park found some difficulty in completing a six-metre open regatta originally scheduled for September 21. On the date in question wind conditions were so extremely light that the 28 competitors present simply drifted about. After one heat had been more or less ** ghosted ’’ through in this manner, occupying about two hours, it was agreed to postpone the event until October 5. It says something for the popularity of the Queen’s Park Club that all the original entries were forward on the latter date. Again the conditions, while a considerable improvement on those of the first essay, were far from ideal, being fitful and tricky. Sudden eddies through the surrounding shrubberies, played havoc with calculations, and many visions of victory were dispelled right on the winning line owing to sudden gusts turning the boats clean away from their proper course. This tended to make the race an attractive spectacle for the general public, as the waters were covered with craft cavorting along in every direction, but one somewhat irritating to the sailing men. Eventually first prize was secured by ‘** Spray II ’’ (W. McKechnie, Elder Park), with 18 points. ‘* Trixie ’’ (D. McIntyre, West of Scotland) and ‘* White Lily ’’ (M. McArthur, Fairfield), each with 17 points, sailed a board for second and third prizes, and finished in the order given. Three competitors returned cards of 16 for the fourth prize, and the decisive board gave the honour to ** Violet ’’ (N. Rodrick, West of Scotland). On October 12 the Fairfield 6-metre Class Club acted as host at Elder Park, and was favoured with an entry of 29 competitors, including all the wellknown models of the class in the Glasgow district. This initial effort was very successful, notwithstanding inclement weather conditions, and we were pleased to be able to congratulate the Club in accordance. The Elder Park waters are far too 2 MODELS small to be altogether satisfactory, 231 but this fact enhanced the purely spectacular effect as the pond was a picture of flashing sails set as in a frame. A good sailing breeze, interspersed with constantly recurring squalls, gave sailing conditions requiring careful handling and kept the interest alive until the end. ‘* Violet’’ (N. Rodrick, West of Scotland) secured first prize with full points. Three others came in with cards showing only two points less, and in consequence sailed a board which resulted in ‘* Fireflame ’’ (J. Johnstone, Dennistoun), ** Charmée ’’ (C. F. Arthur, West of Scotland), and ‘* Fairfield ’’ (A. Robertson, Fairfield Club), taking second, third and fourth prizes respectively. Miss McKenzie, of Dennistoun, gracefully presented the prizes, and Commodore Robertson thanked the visitors for their support. For the first time in our recollection a British M.P. figured in the prize list of a model yacht race on September 28. This unique distinction marked the 12-metre open regatta, promoted by the Paisley Club, at Barshaw Park, when Lt.-Col. McAndrew, M.P., took second prize with ‘* Elizabeth,’’ skippered by Mr. D. McIntyre, West of Scotland, after a final which included ‘* Ardnamurchan "’ (Capt. McDonald, Queen’s Park), and ‘* Annie’ (J. Cherrie, Fairfield Club). In the multiplicity of his public duties this can only be of very minor importance to the honourable gentleman, but we venture to express congratulations and appreciation of his continuous interest in our sport. On the whole the regatta was a credit to the Paisley Club in other respects. Opening with a good breeze, but in heavy rain also, five heats were sailed, a thresh to windward and run home giving a possible score of 25 points. Premier position was secured by ‘* Lady Betty ’’ (J. Gilbert, Paisley, sailed by A. Wilson), with a card of 19. The skipper is one of the younger members of the Paisley Club, and we extend our felicitations to him on winning the first big event in which he has participated. Keep your eye on Paisley—young Paisley as well as old. A large gathering witnessed the handing over of the prizes by Commodore Douglas, and Mr. D. McIntyre commented upon the excellent day’s sport and the efficiency of the Acting Officials. Commodore G. G. Douglas was in command, with ViceCommodore P. M. Cunningham as Starter, and J. W. Gilbert as Judge. The much-discussed match between Mr. Ian McPherson, with his A-class ** Scotian,’’ and Mr. A. W. K. Rodrick’s old-timer ‘* Volunteer,’’ was run on the open waters of the Firth of Clyde at Port Bannatyne Bay, Bute, on September 28. The match created a considerable amount of local interest at Port Bannatyne, and the active participants had a thoroughly enjoyable experience, whatever the practical benefit derived from the race may be. It is mooted that more open water races should be run, as many valuable lessons could be 232 MARINE learned therefrom. We agree, but are predisposed to consider they should be confined to the International Class models. The present match was the outcome of an assertion by Mr. Rodrick that the clubs sailed as large, and as fast a model as the A-class 30 to 40 years ago, but that in the interest of the sport a smaller and handier class was found to be more desirable, and hence the accepted type gradually evolved into the 12-metre and, more recently, the 6-metre. This refers to Scotland, of course. He argued from this that the modern tendency to develop a large size model was retrogressive. The easier handled medium-sized craft were preferable as giving greater facilities for transportation and thereby allowing open regattas and interclub races to be organised, bringing competitors from a wider range together, with obvious benefit to the pastime. Mr. McPherson, on the other hand, contended that the modern A-class had undoubtedly been responsible for the greatest advance made in the history of model yachting, as it had led to the series of International races, with all they stood for, and were certainly superior to the large craft to which Mr. Rodrick referred. The argument developed into a challenge by Mr. Rodrick, which was readily accepted, to pit one of the old models against the A-class ‘* Scotian.’’ He selected the ** Volunteer,”’ which was built in 1900 and rated 60 tons, Thames measurement. She has lain in the loft of the boathouse for 25 years, and it was necessary to remove the deck and execute some repairs to put her into seaworthy trim. Four inches were taken off her counter to allow handier transport, and the lead keel was removed and made portable, with the same object. A suit of Bermudian sails was utilised, taken from a 12-metre model, with a total area of about 1,820 square inches. The displacement of ‘‘ Volunteer’’ is 621b. and of ** Scotian ’’ 594 lb., and the respective beams l6in. and 16hin. The older boat has a much larger appendage than “* Scotian,’’ and also a_ longer -W.L. The race was in the hands of the local club, and the course laid from Port Bannatyne pier to a mark boat off Ardmeleisch Point, at the entrance to the Kyles of Bute, thence to a mark off Arbeg, Rothesay, and back to a line between the Commodore’s launch and the Port Bannatyne mark boat, a total distance of about 24 miles. The wind at start was moderate with a ‘short, choppy sea. In the thresh to windward‘* Volunteer ’’ had the advantage and rounded the mark 3 minutes ahead of her rival. Running down to Arbeg, however, the wind softened a little, and‘* Scotian ’’ pulled in a minute, but on the turn to windward, with the ebb tide, she was pointing badly, and ** Volunteer ’’ raced over the line 13 minutes ahead. Total time for the course 1 hour 35 minutes. Result: ** Scotian’s ’’ owner has a depleted bank account, and Mr. Rodrick, doubtless, sports a new hat. We have not enquired if it is a size larger than the ** old timer.’’ The Port Bannatyne Club hospitably entertained the visitors on conclusion of the race. We much regret that circumstances prevented us being present on this occasion. The Port Bannatyne Club held a race for a prize presented by Mr. Rodrick, on September 30, when eight boats started. The course was as described for the ‘* Scotian-Volunteer ’’ match. A reach to the first mark found ‘* Sheena,”’ a Littlejohn design, MODELS in the lead, with ‘‘ Susie ’’ close on her heels. Going to the ee mark ‘* Susie ’’ reversed the positions, but when they came on the wind for the finishing line she fell away to fourth place. The final order was *‘ Jean "’ (W. Loch),‘* Gladys ’’ (H. Gow) and ** May ”’ (G. Meldrum), and all of them, together with the fourth boat, finished in very close order. The Scottish A-class Club indulged in an interclub race with Saltcoats, on October 12, when teams of six models from each club faced weather conditions that would have daunted less enthusiastic sportsmen. A complete tournament was sailed through, and the score board attested the even nature of the contest, as the A-class Club were credited with 99 points as against 81 for Saltcoats. The highest individual scores were returned by * Florada ’’ (A. Main, A-class Club), with a card of 23 points out of a possible 30, and *‘ Luss ’’ (D. Bonnar, of the same club) with 19. Third place was occupied by ‘* Nolag’’ (H. Miller, Saltcoats). The two leading boats exhibit considerable diversity of hull form. ‘‘ Florada ’’ was built some four or five years ago, from the notable ‘‘ Pat ’’ design of Mr. J. G. Feltwell, whereas ‘‘ Luss ’’ is from the board of Admiral A. Turner, based on his now world-famous metacentric shelf principle, at about the same period. Subsequent to the finish of the race the A-class Club entertained their opponents in the Westfield Hotel, when Provost Kennedy presided over a happy company fighting their battles over again in carefree mood after the strenuous experience of the afternoon. Saltcoats was the venue for the Greenock Challenge Cup, on September 14. Open for 12-metre class in Renfrew, Ayr, and Dumbarton Shires, it attracted six clubs: Paisley, Greenock, Saltcoats, Dumbarton, Port Glasgow, and Clydebank, each represented by two boats. A very strong SouthWest wind gave fast passages, but the start had to be delayed owing to an exceptionally high tide, and it was only possible to run seven heats, a special starting card being compiled in accordance. Saltcoats returned the highest score, 50 points, each of its nominees, curiously enough, having 25 points, and retains the Cup for another year. Greenock, 44 (29 and 15); Port Glasgow, 41 (20 and 21); Clydebank, 32 (28 and 4); Paisley, 23 (13 and 10), and Dumbarton, 20 (9 and 11), completed the sheet. Club racing has now closed down at Saltcoats for the season, and the Club held a social meeting, at which prizes were presented, including two open trophies, the Greenock and Lilian Cups. The popularity of the West Bay pond is reflected in the record, which shows that no less than 60 races were run there during the season. Did you remark that more space would be available for really interesting matter this month, Mr. Editor? THE SCOTTISH COMMODORE. WANTED SIX METRE; first-class design and construction; new or secondhand; or would consider hull only. Box No. G 1186 MARINE MODELs. er MARINE MODELS 233 Letters intended for publication must be written on one side of paper only and bear the signatures of writers (not necessarily for publication). Letters should not exceed 300 words in length, if possible. The Editor does not undertake to publish all letters received, nor does he necessarily agree with opinions expressed by Correspondents. OPEN WATER SAILING “ Sir,—I read with interest the account of the World Championship Races, but do protest strongly about the remarks on open water sailing. Having been a keen A-class owner in first a good Pond Sailing Club, and now an Open Water Club, on Lake Windermere, I have no hesitation in saying which I prefer. The triangular course here is over three miles round, which our yachts sail without receiving the pushing which seems to constitute the main part of pond sailing. We have no difficulty in handling from skiffs under every kind of condition. Just finishing a wonderfully successful first season, and have seven new yachts now building. If Mr. Berge decides to come to England next year we will be delighted to welcome him to Windermere. H. CROFT. MR. BERGE’S SAILS USED AT FLEETWOOD Dear Sir,—I have received a complaint that my advertisement is, or was, misleading. I am. sorry. There was no intention to mislead anyone. I was asked at Fleetwood by several if I made Mr. Berge’s sails, and I openly replied that Mr. Berge made them himself; and very well he made them, and I think he will agree that XL is easier to cut true than any other cloth. I am the inventor of XL and also make sails, and have supplied sails to Mr. Berge for smaller boat. Both in my advertisement, and letter, in your last issue, I used the term ‘* XL sails,’’ as one says ** Silk sails.” It is a big mouthful to say ** Sails made of XL sailcloth! ’’ I see in my letter, I omitted to say that Mr. Berge used silk main sail on Tuesday morning but changed to XL at lunch time. Silk was only used because there was practically no wind at all—in fact fine reflection. Anyhow, I hope now no one will be deceived any longer.—Yours faithfully, W. G. PERKS. Trefriw, Caernarvonshire. DOPED SAILS Dear Sir,—Mr. Perks’ letter attributing the success of Mr. Sam Berge to ‘* doped ”’ sails is natural, but, to me, not very convincing. Anyone interested can easily try out the matter for himself. A small quantity of clear celluloid, dissolved in amyl acetate, and a brush, are all that are necessary. I have tried doping the sails, and the chief result was that they crumpled and creased when off the boat, while on it I could not detect any difference, although theoretically they should be slightly more efficient by being more windproof. The idea that a smooth surface, allowing the wind to flow off freely with very little friction, adds to the propulsion power is rather difficult to digest. At every angle except dead-square to it, the wind rebounds from the sail at an angle equal (nearly) to that at which it impinges, creating a component half-way between these at right angles to the sail which does the pushing. But the fact that it rebounds at all is due to friction. If we could entirely suppress friction, in which case sails would cease to interest us as we should all go instantaneously to Kingdom Come; but if we could abolish it on sails only the wind would not rebound but slide along the surface with no result whatever. Do we, therefore, want highly polished sails? Mr. Berge’s success was due probably neither to Vane gear nor sails, but to Mr. Berge’s own skill in sailing a boat that he thoroughly understood plus, as he modestly and reasonably admits, a little bit of luck. A. C, DAVISON. [With all due respect to Mr. A. C. Davison, may we suggest the term ‘* Dressed Sails’’ is more nautical than ‘* Doped Sails,’’ ‘* Doped ’’ being an aeronautical term.—EpDIToR, M.M.] ADVERTISERS AND M.M. CORRESPONDENCE COLUMNS Sir,—May I venture to make a mild protest, and to express some surprise at your allowing your Correspondence column to be used by traders to advertise their goods.—Yours faithfully, W. H. Bauer. 10, Celbridge Mews, Porchester Road, London, W.2. THE INTERNATIONAL RACES Dear Sir,—I must tell you I am very disappointed reading your comments upon the merits of Vane gear at the International Races at Fleetwood. I am sure the major part of the onlookers got the same impfession of it as I, that it was especially in beating that the Vane gear showed to the greatest advantage. You do not mention that, in spite of using Vane gear and (mind you) being a full-keeler, ** Prince Charming *’ won 20 out of 24 windward boards. Everybody wants some training, and once or twice early in the race I had to stop the model two or three seconds while tacking, but when used SS 234 MARINE to it I turned the Vane over without stopping boat at all. When model came to the bank | my right hand under lee bow bringing her gently along the pond side. Then I gripped Vane, turned it over while boat was moving the time, was full. and let the boat go, ensuring the put up the all that jib MODELS As to the violent guying it has to be considered that if I had had one full week of tuning up, as the winner of the Nationals always has, I might have found out something to cure it, and I believe a pinrack would have done it. I also notice you have not given the name of my mate. Even if you had not mentioned the others, his name ought to be mentioned. Although strange to the gear he picked it up in no time. He was clever at that and at everything. The picture outside boathouse does not show my mate, but the gentleman holding bow of the model is Mr. Johnstone, whose father was a Nor- wegian.—Yours faithfully, SaM. O. BERGE. [Our report was compiled from the notes of onlookers at the Regatta, and we have received many letters of congratulation about it. If there were any errors M.M.] or omissions, we must apologise.—EDITOR, CANADIAN TORONTO SOCIETY NEWS OF MODEL ENGINEERS OR the second time the T.S.M.E. held a Model F Yacht Regatta as a feature of the annual Canadian National Exhibition, on August 31. There was an open class race and a race for International A-class boats. Entries were received from Hamilton, Oshawa and Toronto, in Ontario, and Detroit, Michigan. The course was at the Exhibition waterfront on Lake Ontario, between the sea-wall and the breakwater, parallel to the sea-wall, and hence had to be a straight course, up and down, of a maximum distance one way of 1-mile. The open class entries varied in size from 50in. overall to 89in. overall, and were, of course, handi- capped. There were 12 starters out of 21 entries, and the first heat of six boats was sent off at 1l am. Due to the wind falling in strength, the course was set at a total distance of 4-mile, sailing {-mile each way. There were two heats, the first three boats in each sailing in the final, for which the course was 4-mile, four times over the 4-mile. The first three boats home were:—lst, ‘‘ Smiling Morn’’ (G. F. Trout); 2nd, ** Monitor ’’ (C. Johnson); 3rd, *‘ Islay K ’’ (A. King). The first two boats were the extremes in size, and yet finished within 0.7 min. ofseach other; a tribute to good handicapping. The winner, *‘ Smiling Morn,’’ is a schooner, and is the latest boat built by Mr. Trout, this being her first season. Mr. Trout’s *‘ Silver Spray ’’ won last year’s A-class race. The principal dimensions of ‘* Smiling Morn ”’ are: L.O.A. 89in., L.W.L. 62in., Beam 18}in., S.A. 4,500 sq. in., Displacement 80 lb. (approx.). The wind had become very uncertain in strength and direction, but in spite of this the course for the A-class race in the afternoon was increased to -mile, 4-mile each way, for the two heats of six boats, there being again 12 starters. We were pleased to see three entries from Detroit pass into the final. This was made a total distance of 1 mile. ; ** Jean,’’ of Detroit, took the lead early, and held it until nearly at the finishing line, when she was caught and Passed by *‘ Silver Spray,”’ last year’s winner. ‘Silver Spray "’ then was unfortunate enough to be disqualified a _ yard or two from the line, and the race went to * " Jean.” The placing was:—lst, ‘‘Jean’’ (A. Arrol, Detroit); 2nd, ‘* Reliance ’’ (J. Russell, Detroit); 3rd, ** Detroiter ’’ (G. Steinbrecher, Detroit). It will be recalled that ‘‘Jean’’ recently was placed third in the National Final races at Detroit. We had hoped that the Regatta might be won on points, but this was not possible, due to the number of entries, the light wind and limited time. A-CLASS: ‘*‘ JEAN” (A. ARROL, DETROIT) See report in next Column. 11, Connaught Circle, Toronto, Canada. L. G. BATEMAN. MARINE LATE MODELS NEWS 235 BALSA WOOD HULLS B ALSA, the lightest wood in the world, is in BOURNVILLE M.Y.C. oy October 10-raters Clubs. 12 the Club staged an event for open to the three Birmingham Twelve boats were originally en- tered, but the City of Birmingham M.Y.C. withdrew their entries, leaving the race to four boats from Salford Park and three from Bournville. The afternoon’s sport proved most enjoyable. Every board was keenly contested, and in many cases the winner only got the verdict by inches. The winner, ‘‘ Lady Margaret,’’ in the skilful hands of Mr. F. J. Broscomb, who was skippering her for her owner, Mr. H. Cole, put up a fine performance. Three boats tied for third place with 15 points, but in the sail-off‘* Florence ’’ proved the winner. Result: Ist, ‘* Lady Margaret ’’ (H. Cole), 30; 2nd, ** Alicia ’’ (D. Jenkins), 23; 3rd, ‘* Florence ”’ (Dr. Ratcliffe), 15; .‘* Reginga ’’ (—. Ingram), 15; ** Tre-pol-pen ’’ (—. Spriggs), 15; ‘* Enterprise "’ (Capt. Thompson), 5; ‘* Swift ’’ (M. Kendall), 2. Next season it is proposed to hold a similar event at Bournville, when it is hoped the Salford Club may reverse the positions. The final race of the season for 36in. boats was run off on October 19, in a sixty-mile-an-hour gale, and out of the Club’s large fleet of this class only five came to the post. The wind was so strong that it was decided to sail windward boards only. Result: Ist, ‘* Santabel *’ G B. Savage), 21; 2nd, ** Mab ”’ (F. J Broscomb), * Pastime"’ (O. T, Dipper), 9;‘* Marda”’ (F. Kittle, 3; ‘* Fidelity”’ (—. Rastall) was withdrawn owing to her being carried away during a heavy squall. mast Dr. Ratcliffe presented the prize for this event— a wrist watch; also the second prize for the 10-rater event reported above. W.H. D. ’ the ordinary way quite unsuitable for boatbuilding, as it is spongy in texture and somewhat like cork, which it rather resembles. It is difficult to work, and almost impossible to get a finish on. Yet, because of its extreme lightness, model yacht builders have often thought longingly of its possibilities. At last a method has been evolved by which hulls can be made of balsa. Two diagonal skins of balsa are laid, one at 45 degrees to the keel, sloping aft, and the other at 45 degrees, sloping forward, with an outer skin of pine or mahogany running fore-and-aft. Balsa varies like other woods, and some of it is lighter and softer than normal. For the inner skin harder balsa is selected, while the second skin is made from the lightest obtainable wood. Even then it is impossible to use the balsa wood in its natural state, so it is compressed. After being subjected to great pressure, balsa alters its appearance somewhat, and looks more like a bastard gaboon. Its surface, however, becomes reasonably hard, and the wood is far stronger without losing its light and resilient characteristics. The method of building a balsa hull is with a solid block as former. An outer die is used to compress the skin of the hull under great pressure. The skins are cemented together. Pine hogpiece floors and inwales are fitted. Hulls built in this fashion have been in use for some time, with great satisfaction to their owners. Besides the obvious advantage of saving several pounds in weight over bread-and-butter hulls of similar design, these hulls have another advantage, which might not be appreciated unless it is specially mentioned. As is well known, in order to get the requisite amount of lead, boats have to be built very lightly, and particularly in large yachts such as the A-class—the hulls are so frail that a collision results in the -boat being holed. Hulls built of triple skinned balsa and pine are infinitely stronger and capable of withstanding a very hard, direct blow. “THE MODEL CRAFTSMAN ” W E have received a copy of this magazine, which is published at 34n, Crystal Street, East Stroudsburg, Pa. Price 25 cents a copy. This is an excellent little magazine, and though covering all branches of models, contains much of interest to marine modellers. The contents of the October number include‘‘ A Mile an Inch*’ (24-in. hydroplane, stated to do 24 knots), ‘* A Four-cylinder V-type Marine Engine,”’ and ‘*‘ A Breton Sardine Boat.’ The fullest details are given for builders, and the whole magazine is well illustrated and produced. The November number is to contain ‘‘ A Marblehead 50-800 Yacht,’’ and ‘* An Old Ship Model,’’ besides other features. This magazine is published eleven times yearly, the July-August issue being combined, and_ this month’s number is the sixth issue of the fourth volume. We have never seen this magazine before, but were very favourably impressed with it. We have had samples of the skin material under test, and have put it to much more severe tests than would be experienced in actual use. A really hard blow with a hammer on the unsupported wood merely made a surface scar, and soaking tests proved satisfactory. The firm which has made these interesting experiments is Messrs. J. Alexander & Sons, who are to be congratulated on their enterprise. Boats of their own design can be supplied to any recognised class, but, within limits, the design can be altered to suit customers’ requirements. The prices of balsahulled yachts are about 15 to 174 per cent. above those of similar yachts built by ordinary methods. MODEL SAILING CRAFT By W. J. DANIELS and H. B. TUCKER Price 25/-, postage 9d. The Best Textbook for Model Yachtsmen ORDER YOUR COPY FROM ‘‘MARINE MODELS” 236 MARINE MODELS BLUE PRINTS OF BLUE PRINTS FOR DESIGNS SHIP MODELLERS MODEL YACHTS A-CLASS. “* Chloris ’* (New M.M. Design). Half-size with fullsize Body Plan, 15/-. “‘Courtesy,”* A. W. Littlejohn.“| Hale “« Elusive,”}+ Herbert Almond. aie 12/6 with “ Debutante,”* A. W. Littlejohn. | Haltsize. (New Design). East Indiaman, drawn by G. W. Munro. Hull lines and general details (fin. scale). Rigging and Sail plan (fin. scale). |The two sheets, 17/6 reas 6-METRES. “ Joyce,”t Mounts Bay (Penzance) Lugger. Plans of typical boat, taken from authentic Builder’s Half-Model. Scale lin. = 1ft., 6/6 post free. Body Plan, 15/-. 10-RATER. ** Evadne ”* (M.M. Design). Half-size with full-size Cunard S.S. “ Britannia’’ (1840), drawn by H. B. Tucker. Hull lines, general details and Rigging plan (fin. scale). Two sheets 10/6 post free. Four Masted Barque “ Buteshire ” (1888), drawn by G. W. Munro. Profile, lines and deck plan, 7s. 6d. Rigging and Sail jini 7/6. sheets, 12/6 post free. The two Body Plan, 15/-. “Flying Spray,”* A. W. Littlejohn. Half-size, 12/6. “‘ Leonora,”* W. J. Daniels. Full-size, 21/-. “ Stella ’’* (Sharpie) W. J. Daniels. Full-size, 15/-. SHORTLY READY. Four Masted Barque “ Lawhill” (1892), drawn by G. W. Munro. 36in. RESTRICTED CLASS. “* Eudora ”* (M.M. Design). “ Babette I,”+ W. J. Daniels. roti, 10/6. *¢ Babette II,”* W. J. Daniels. CLASS. 30in. RESTRICTED A. W. Littlejohn. “Jenny Wren,”* 24in. Full-size, 8/6. L.O.A. Full-size, 5/6. “ Tomtit,”+ A. W. Littlejohn. MARBLEHEAD 50—800. “‘ Pocahontas,”* by W. J. Daniels. Full-size, 20/-. + Full Keel. * Fin-and-skeg. MODEL MOTOR YACHT. “Brunhilde ” (M.M. Design), 40in. long. Binding, Vols. I, H, II, IV, V, V1 or VII (including Full- CROSS-CHANNEL STEAMER. “‘ Maid of Rutland.” Typical Design with Arrangement Plan. 1-metre long. Full-size Plans, 6/6. 1-METRE RACING HYDROPLANE. Hull design by Reg. W. Lance, Half-size with full-size Body Plan, 4/6. PETROL RACING ENGINE. Under 30 c.c., for metre Hydroplanes, by J. B. Skingley. Full-size design, 3/6. FLASH STEAM ENGINE. For metre Hydroplane, by J. Vines. full-size, to show detail, 3/6. Binding Cases. Vols. I, II or III complete with Title Page and Index. Binding Cases Vols. IV, V, Viand VII. Price 2/- post free. case), 6/- post free. size Plans, 8/6. **Flying Fish.” Volumes I—V were published under the title of ““ The Model Yachtsman.” Design twice Bound Volumes. Vols. IV and V, 30/-; Vols. VI and VII, 12/6, post free. We can occasionally supply copies of earlier Volumes. Prices on application. Nos. 4 : Back Numbers. Vol. I. Nos. 1 and 2, 1/1; and 5, 2/6; No. 6, 1/7; No. 8, 3/-; No. 9, 2/6; No. 10, one only, 7/6; Nos. 11 and 12, 1/7; Vol. I, No. 1, 2/6; Nos. 2—5, 1/1; No. 6,7/6; No. 7, 1/1; Nos. 8 and 9, 1/7; Nos. 10—12, 1/1. Vol. III, No. 1, 2/6; No. 2, 7/6; No. 3, 2/6; No. 4, 5/-; Nos. 5—7, 1/7; No. 8, 2/6; No. 9, 3) No. 10, 5)-; No. 11, 7/6; No. 12, 3/-. Vol. IV., Nos. 1—4, 2/6; No. 5, 7/6; Nos. 6 and 7, 2/1; No. 8, 3/-; No. 9, 2/1; Nos. 10 and 11, 1/7; No. 12, 2/6. Vol. V, Nos. 1—4, 1/753 Nou5: 3)-; No. 6, 7/6; Nos. 7—9, 1/7; No. 10. 7/6; No. 11, 1/7; No. 12, ‘1/1. Vol. VI, Nos. 1—5, 7d.: No. ra 1/2; Nos. 712. 7d. Vol. VII, Nos. 1—5, 7d.; No. 6,1/7; No. 7—12,7d.; Vol. VIII, Nos. 1—5, 7d. ; No. 6, 1/7; No. 7 on; 7d. All post free. Other numbers out of print. ALL DESIGNS POST FREE. No returns can be taken more than seven weeks from date of issue. Published by the Proprietors, MARINE MopELs Pusuications, Lrp., at 52, Fetter Lane, London, E.C.4 Printed by C. A. a 27, Portugal Street, London, W.C. e