Marine Models: Volume 9, Number 10 – January 1937

z = INCORPORATING Vol. IX, No. THE MODEL Published on the Seventh of each Month 10. TECHNISAL,| YACHTSMAN January, 1937 EDITORIAL | AST month our Managing Director ‘commandeered ” the Editorial space. Nevertheless, his article was very much to the point, so we hope it will be taken to heart by our friends throughout the various clubs ard societies connected with marine medelling in its various branches. If one went to the woodyard to get timber for a model one would not expect to be served at a price that showed the management a loss, nor would one expect the men working about the yard to have to forego their wages, and exactly the same thing applies to the production of a magazine. Well, time will show the response to our Managing Director’s remarks, and in the meanwhile we have to wish our readers a very Happy New Year. The recent controversy on the subject of Sunday sailingin national events has made its impression on the M.Y.A. Fixture List for 1937, which appears elsewherein these pages. In order to permit those who wish to attend Morning Service, when it has been found necessary to include Sundayin the race dates, racing is not permitted to commence before 2 p.m. The present number sees the first of our monthly reports from the States compiled by our friend Mr. C. O. Brook. His racy style will make him MopELs is read. friends wherever MARINE In this report readers will not miss the account of the all-ladies model yacht club and its sporting members. If this extends we shall have to start a fashion page with sketches of specially designed model yachting suits for the fair sex! In the great world of Modes it is customary to christen the various creations with appropriate names, so we suggest the following to the model yachting modiste: The “ Cutter ” (very chic), the ‘Bermuda’ Suit (with leg-o’-mutton sleeves), the ‘‘ Coaster ’’ (with leg-o’-mutton trousers), the ‘* Wishbone ”’ Rig (very snappy), the ** Genoa “’ Overalls (for the not-so-slender), etc. Our friend Mr. George Baron, of Chicago, sends us a copy of Esquire, a beautifully produced American publication, which, amongst other good things, contains an article on model yachting, entitled “ Sailing in a Teacup. As in former years, we have received many kind letters of good wishes from friends in all parts of the world, besides photographs and drawings. We have not been able to acknowledge all of these personally, but the senders will understand that Christmas is a busy time, especially with a Magazine to get out and the holidays shortening available time. We therefore take this opportunity to express our thanks and warm appreciation, and assure the senders that we heartily reciprocate their good wishes. 282 MARINE MODELS SIMPLE NAVAL ARCHITECTURE FOR MODEL YACHTSMEN & MARINE MODELLERS By YARDSTICK (Continued from page 267.) P ROPERLY used, the coefficients of fineness are a valuable aid to the naval architect, but improperly used they can be very misleading. No one of these coefficients by itself gives a full idea of a vessel, since it is perfectly feasible to have two vessels with the same block coefficient, and totally different midsection and prismatic coefficients. One of them might have a high mid-section coefficient (indicating a full mid-section) and a low prismatic coefficient (indicating weak ends), and the other a low mid-section coefficient (indicating a weak mid-section), and a high prismatic coefficient (indicating coarse ends). In case the relation of the coefficients is not obvious to every reader, I point out that having the breadth, depth and mid-section coefficient, the mid-section area is obtainable. From this, given the length and the prismatic coefficient, the actual displacement can be found. Alternatively, one can work backwards, and find the values for the other coefficients. One most useful application of the Coefficients of Fineness is the estimation of the displacement obtainable on given dimensions, but for this purpose the block coefficient should never be used unless the mid-section coefficient is known. It is, however, better as a rule to work from the mid-section, using the prismatic coefficient. This formula can be written : — (Mid-section Area x L:W.L.) x (Qusmauc 27 (or 27.65) = Displacement ie pounds The divisor of 27 or 27.65 is according to whether the boat is to be used in salt water or fresh. Working this out for the little 40in. model we have been considering, we get :— (23.32 x 40) x 0.60 27.65 = 20 lb. approximately. = Displacement. It will be noticed that the Prismatic Coefficient has been taken at .60 instead of the 99.27 it actually is. The value of the Prismatic Coefficient will vary, however, with the type of vessel. For a sailing yacht .50 is a suitable value, for a cargo vessel, liner or similar craft having a long, parallel middle body .60, and so forth. In the sailing yacht the designer would have, however, to make an allowance for the displacement of the keel in addition, as only the actual body of the craft is used. By not setting the value of the Prismatic Coefficient too high, we can, therefore, ascertain what minimum displacement the midsection we have in mind will produce on any given waterline. This may obviate a great deal of unnecessary work to the designer and is well worth noting. If it is necessary to adjust the dimensions to vary the displacement, it must be remem- bered that if one dimension only is altered, the displacement will be altered in the same ratio. Thus, if we shortened the waterline of the boat under consideration from 40in. to 30in., keeping its beam and depth unchanged, the displacement would be 20 x 3=15 |b. If, on the other hand, we also decreased the beam from 8in. to 6in. but kept the depth unchanged, our displacement would become 20 x # x 3=11.25 |b. As it has been mentioned that the best way to adjust a design when this is desirable owing to change of scale is to vary the proportion of length, keeping the beam and depth in their same ratio to each other, this gives the clue as to how adjustment should be made when building a model to a different scale from the one it is designed for. One of the most helpful and instructive things for the young designer is to study the work of others, carefully analysing designs. Quite a few designs of very successful boats have appeared in this Magazine, and the embryo naval architect, in analysing these and any other designs he may have, should try to find out why the boats in question are successful. In this connection it will be found useful to keep a notebook and take memoranda of various features such as the coefficients of MARINE fineness of boats under different rating rules. In quite a short while a surprising amount of valuable data will be gathered. It should be added that there is often as much to be learnt from an unsuccessful boat as from a successful one. In fact, the student has to ask himself “* Why is she a good boat?” or “ Why is she a bad boat? ” The next point of importance for the would-be designer to study is the other bases of comparison between designs. This, of course, is equally important to those who merely build the designs of others, or even buy completed boats, as it gives them the ability to compare one design with another. This applies alike to ships, yachts and power- driven craft. These bases of comparison are the factors of Relatwity and Similitude, and these directly link up with and follow what we have just discussed. In fact, they are corollaries to it, and no more difficult to understand. When comparing the various features of a design it is usual to take the LWL length as the basis of comparison. Thus, beam is usually expressed as so many beams to a length. Using the symbol L for the LWL length, some of the commonest of these ratios will be found in the table below. Some of these ratios may seem puzzling at first, but we have already considered the simple ratios of length, breadth and depth, also those of sail area, section area and displacement, and with a little thinking out, most of them should be clear. Some of them are very little used but are included in the MODELS 283 table for the sake of completeness, and really all the model designer wants are the most simple of them. One ratio which is of great interest to model steamer designers is the Speed Ratio. As a matter of fact speed means nothing unless type and length are taken into consideration. The normal speed of a vessel is that of a wave system having its length equal to the water- line of the ship. That is to say, a ship travelling through still water should set up a wave system having one crest at the bow and one at the stern. For a steamer this is the vessel’s most economical speed approximately. as example a ship 400ft. long. length ratio is the speed divided by the square root of the length. Thus, if her speed is 15 knots her Speed Ratio is .75. If the speed is 20 knots the Speed Ratio is 1. If the speed is 25 knots her Speed Ratio is 1.25. If one was building a 4ft. model, this would have a normal speed of 2 knots, and for each of the three speeds given for the prototype, the model speeds would be 1.5, 2 and 2.5 knots respectively. It will be seen in this ratio the Speed is taken in knots and the Length in feet. In making comparisons of various model yachts, it should be remembered that the primary factors of speed are Length, Sail Area and Displacement. The actual sailing length is what really counts, but this is difficult to estimate, and LWL is usually taken, but naturally if it is decided to add a proportion to the sailing length in order to allow for the extra length Feature for Comparison. Ratio. Expression. Beam (B) BtoL > Body Depth (BD) BD to L, ot B >, Extreme Draft (Dr) Dr to L = Area Mid-section (MS) MS to L’, or D? *. or > Displacement (D) D to L’, or S? 2 Wetted Surface (WS) WS to L? — Sail Area (S) S to L*, or WS, or D? __ , or ooo or == Speed in Knots (V) Vto VL Take The speed Lc V , or or = = Ws Ds 284 MARINE immersed when the yacht heels, the same proportion must be added to all of the yachts that are being analysed. As regards Displacement, this must never be considered as weight in these comparisons, and in all cases of comparisons involving these factors they must be taken as L, VS, VD. There are a number of ways of obtaining square and cube roots. For those who like arithmetic, they can be worked out, but this involves too many figures for the average man. For those who like logarithms logs are an easy method, and those who possess a slide rule, can use that. A simple alternative for those who desire to save trouble is to purchase Barlow’s Tables of Square and Cube Roots, price 6s., postage 3d., from the offices of this Magazine. ST Fig. 9—Sea under half length of ship One thing which model builders are unable to scale down, however, is the wind, which blows the same for model and prototype alike, and this fact has a great influence on designing. On the other hand, models are usually used on lakes, and in consequence the waves are more or less to scale. The question of wavemaking is of great importance, and a short consideration of this subject will be of service to the student, since, by watching a vessel’s wave-throw, he can learn-a very great deal about her. There are two main systems of waves that affect a vessel’s behaviour—the natural waves and those set up by the ship herself. The natural waves are the result of are and water the on wind the measured by their distance from crest to crest, and by their height from crest to trough. A beam sea will cause a vessel to roll, and a head sea (or a following sea) will induce a pitching motion. The longer a vessel is, the less liable she is to pitch, because her fore-andaft equilibrium depends on her being sup- ported for the greater part of her length, and this means that she will not pitch so long as the length of the waves from crest to crest is not more than half the length of the vessel. Put otherwise, there will then be three wave- crests to the vessel’s length (see Fig. 9). If the waves are longer so that there are only MODELS — Fig. 10—Sea over half length of ship two waves to the vessel’s length, she can get into a position where over half the length 1s unsupported and a pitching motion will ensue (see Fig. 10). In passing, it may be added that a vessel’s motion is affected by the way the weights aboard are distributed, quite apart from the position of the C.G. of the whole mass. The centre of the radius of gyration is the C.B. Weight concentrated in the centre of the ship will make a lively vessel. As far as pitching is concerned, she will have a quicker, sharper motion than if the weights were more spread. Similarly, weight distribution affects steering. If the weight is concentrated, the vessel will answer her helm more quickly, but she will also be more liable to be thrown off her course by wind and sea. Weight distribution athwartships has a similar effect on rolling, but this is also affected by the height of the C.G., but it will be sufficient for the moment to say that winging out ballast tends to slow and easy rolling. This applies particularly to power-driven craft, and in a sailing model it is advisable to con- centrate as much weight as possible on the centreline. The discussion of wave systems set up by the vessel herself must be postponed until next month as it is a fairly lengthy subject. Some of the matters referred to may appear to the beginner as very complicated and unrelated, but as he progresses they will take their proper places in the general scheme of things appertaining to designing. (To be continued.) “BETWEEN OURSELVES” The Managing Director wishes to thank the large number of readers who have written offering helpful suggestions. The letters are being very carefully considered, and any proposals of a constructive nature will be acted upon. FOR SALE 10-RATER. Mahogany planked. Winner Club events. £6. Apply, Hon. Sec., M.Y.S.A., Kensington Gardens, London, W.8. MARINE SHIPS’ MODELS 285 ARMAMENTS By A. P. ISARD, A.M.I.Mech.E. (Continued from page 263.) | a the last issue of MARINE MopELs appeared an interesting drawing of a carronade designed for Naval purposes, which we will now consider carefully, Notice particularly that the carriage wheels, called trucks, are of different diameters, the after trucks being somewhat smaller than the forward. The object of this is twofold : firstly, to compensate to some extent for the camber of the ship’s deck, clearly shown in the drawing, and secondly, to assist in damping the recoil of the gun when fired. When using these guns right aft, the large trucks would be transposed with the smaller ones, thus raising the after-end of the carriag e for the same purpose; and here it might be mentioned that gun-crews were trained to make use of the ship’s roll, in firing a broad- side, so that they would recoil “ uphill.” Trucks were invariably made of hardwood in order to avoid damage to deck planks, and in heavy types of guns these wheels were usually made of two laminz, the timber grain being crossed and pinned together. The gun itself was mounted upon a wooden platform-slide by means of trunnions cast to the bottom of the barrel, and these secured in bearings or caps. The platform-slide was attached to the carriage by a vertical bolt working in a longitu dinal slot, and the breechings prevented any undue strain on this. Nevertheless, it was found that the breechings continually stretched, so that the bolt eventually brough t up against the after-end of the slot in the car- Carronades were cast in iron and the casca- bels fitted with an elevation screw , as clearly shown in the drawing. The two ring-bolts acted as guides, through which the breechings were rove. The outhauls are not show n, but they consisted of ordinary block s and tackle, which were bent to the after-end of the sliding platform, and carried forward to the ship’s bulwarks. In the drawing the carriage of the gun is fixed to the ship’s side by mean s of a pivotpin, in order to allow a certa in amount of traverse movement of the carronade. Some- times this pin sheared in action, causing heavy casualties among the gun’s crew, as the carronade would charge viciously backwards and slew round. It should also be noticed parti cularly that all four trucks track together. This is not so with long-guns, as will be seen when these weapons are receiving our consideration. In spite of all these disadvan tages the carronades made very rapid strides, and the Naval authorities of the period became so interested that it is on recor d that there were about 450 ships armed with them in the early part of 1781, both large and small ships carry- ing numbers of carronades of different weights in addition to their long-gun armaments. Examples of the bigger ships would be Admiral Rodney’s “Formidable” and “Duke,” and of the smaller ships there is the “ Rain- bow,” whose fight with the big French frigate “ Hebe,” armed exclusively with 18-pounder riage, with the result that it sheared off, thus long-guns, is historic, as the latte r struck her colours to the little ship. The main reason for this trouble was that, although the guns and their mountings stood most important being 12- 18-a nd 24-pounders, great enough to withstand the excitement of were carried by the famous “ Glatton,” which was exclusively armed with these guns, and putting the carronade out of action. up to their tests, the factor of safety was not the gun-crews in action, and they became over-excited to the extent of considerably overloading their pieces, and, in addition, used double-shot and other missiles not strictly in conformity with directions. Again, in order to outrange the enemy, the pieces were not only overloaded, but breech ings were tightened up with the idea of pre- venting recoil, and thus imparting a greate r impulse to the shot. Carronades were made in many sizes, the but much larger weapons, such as 68-pounders, had no long-guns or bow and stern chasers, and could not, therefore, fire ahea d ot astern, though her broadside was truly prodigious. The “Glatton’” was an East Indiaman bought by the Admiralty and afterwards fitted out at Sheerness. She was attacked by not less than six big French friga tes, a brig- corvette and a cutter, but in spite of being engaged on all sides, her appal ling broadside inflicted such heavy punishme nt as to cause 286 MARINE MODELS _ the entire French fleet to haul-off during the ensuing night and make all speed for Flush- ing, greatly to the disappointment of the crew of the “ Glatton,” who spent the night repairing her damage and making ready to continue the action. To make models of this weapon one should first carefully study all the information obtainable relative to the prototype ship, making certain how she was armed, types and sizes of guns and where carried, in detail. If the model is a working, or rather a real sailing model, then the question of tophamper with regard to weight must be considered, and, since these guns will be for show and not working models then they had better be made entirely of suitable hardwood, and painted accordingly. ee Sala ESO ; 76 1% ~-43-25 STERNTAX= $(10-80-6-16) = 1-55 aT LeaDUNE? LENGTH Bow TAX = 13(5-04-3-24) = 2:70 os aa. ia 295 |. i ie He ig 0 THI413 12 Hig9g i 10 LWL >= 40-0″ DISPLACEMENT = 27:5 lbs. 0-12 Lwe FREEBOARD =5(5+3:72+3-62) = 4-11 L = 43-25+2:70+1-55 =47°5 2:37 = 32°77. Half-size Blue Prints with full-size Body Plan are available from MARINE MopELs Offices, price 15s. post free 296 MARINE SAIL TYPES (Continued from page 293.) be mentioned. This is the Sprit Sail. Like those above, it is a normal work boat, possibly built as a rowing boat but fitted with a centre board. The mast is set up or stepped through one of the thwarts, and the sail is spread by means of the sprit which extends between the tack and the peak. The head is made fast to the mast-head and the foot of the sail is loose with a length of rope for the sheet to be belayed aft. With this type of sail it is generally necessary to set a toresail or jib. MODELS side of the sail. I have merely mentioned this as one of the single-masted vessels, but as a rig it will be dealt with more fully when we come to the Thames Barge. There are no rules in general use for the proportions of the spars in these very small sailing boats as they are generally cut to the length that seems best for the local or particular use of the boat. (To be continued.) TREAT Most sailors prefer this type of rig to any other. Its main advantage is that the weight of the sprit is not very much more than that of a gaff, and the centre of gravity is much lower. It is contended by Thames bargees that you can sail very close to the wind, and that the sprit one the one side of the sail does not foul the wind. The sprit is always on the starboard a DINNER OF year’s subscription to MARINE MopDELs? Whether you are a model yachtsman, ship modeller or model powerboat man, it is a fine investment—real value for money, and the only magazine that caters for you. Month by month, the world’s best writers on marine model subjects contribute to MaRINE MOopELs. Why not avail yourself of the good things prepared for you, and purchase a year’s pleasure? Photo: ANNUAL YOURSELF ! HY not make yourself a New Year’s gift of Associated Screen News, WESTMOUNT M.Y.C., MONTREAL (See Report on page 297.) Ltd., Montreal MARINE MODELS MODEL YACHTING ASSOCIATION CANADIAN NEWS copies will be circulated to every revision to the Acting Hon. Secreta ry at least seven days prior to the Annual General Meeting . The Agenda for this meeting, togethe r with he Balance Sheet, will while the attention the urgent necessity of support for the be circulated shortly. Meanof all’ concerned is directed to of obtaining a greater measure A-class Regatta Fund. Every model yachtsman should endeavour to give something to help the Association carry out this regatta, and any donations will be gratefully acknowledged by the Hon. Treasurer, Mr. J. E. Cooper, 26, Warren Road, Wanstead, Essex. Please also note carefully the notice about subscriptions, which appears elsewhere in this issue of MARINE MOopELs, and also to the fact that nomination papers should be sent in (when filled up and signed) so as to be in the Secretary’s hands not later than Saturday, January 23, 1937. Then, too, there is the matter of the Official Journal. It is to be hoped that every model yachtsman who has read the article by the Managing Director in the December issue will endeavo ur to do his best to obtain at least one other subscrib er to the paper. Don’t be content with reading the copy in the Club-house, but buy another copy for yourself and read it, and then you will not have to write to the Secretary asking when this, that, or the other event is to take place, or who to send entries to. W. J. E. PIKE. MODEL YACHTING ASSOCIATION RACING FIXTURES, 1937 British A-class Championship— Fleetwood, July 26 to 31. International Race for Yachting Monthly Cup— Fleetwood, August 4 to 7. National 10-Rater Regatta— Whitton Lake, Birmingham, May 15 and 17. National 6-m. Championship— Alexandra Park, Glasgow, August 21. National 36in. Restricted Class Championship— Gosport, July 3. National 12-m. Championship— Victoria Park, Glasgow, September 12. ** Scrutton Consolation ’’ Cu Forest Gate, April 24. London 10-rater Regatta— Rock Pond, Surbiton, May 8. Eastbourne A-class Cup— Eastbourne, May 15 and 17. Northern District 10-rater Regatta— Bradford, June 5. This list is subject to alteration at the Annual General Meeting. Fuller particulars as to times of starting, number of entries, and O.0.D.s will be found in the 1937 Fixture List. Rear-Commodore. The following were the guests at the head table. Mrs. Smythe, Jackson Dodds, O.B.E. (Gen. Manager, Bank of Montreal), G. S. Hamilton (Commodore, Royal St. Lawrence Yacht Club), F. Sherwo od, Mrs. Hamilton, Panet-Raymond (Alderman, Park Commissioner, City of Westmount), Mrs. Jackson Dodds, F. D. Lindsay (Commodore, W.M.Y.C.), Mrs. F. D. Lindsay, A. S. Collins (Rear-Commodor e), Mrs. Panet-Raymond, P. Jarman (City Manager), Mrs. C. Rankin, R. G. Stevenson (Honorary Commodore, R. St. L. Y.C.), Mrs. P. Jarman. Mr. Jackson Dodds gave an address and stressed the point that our present pond was extremel y inadequate and in keeping with the increase d interest a proper pond should be built. In this connection, while there is no immediate prospect of a new pond, there is no doubt about the increased interest, and we all hope for the best. At the annual general meeting following the dinner, it was decided to adopt the 6-m. class, and 12 members signified their intention of building to this class during the winter, and with those still undecided it is hoped to have 18 boats in the water next spring. Several plans were submitted to the club for A-class, 50-800 and 6-m. boats. After considerable discussion on the part of the members it was decided to build to the plans of the 6m. boat ‘* Debutante,’’ as designed by Mr. A. W. Littlejohn for MARINE MopDELs. This conclusion was reached as most members consider the 6-m. class to be more along real yacht lines and a model more easily Westmount being transported than the A-class, especially in this country, where distances are great between clubs; in fact, the nearest Toronto, 350 miles. club to F, D. LINDsay, Secretary-Treasurer. “ THE GOOD OLD RULE, THE SIMPLE PLAN ” is Proof ’ mation. club and individual member, who are asked to read their draft copy and to make notes of any alteration they think desirable, and to send their suggested LWL x SA i A new set of rules has been drafted and discussed, and will be submitted to the Annual General Meeting on Januar y 30 for confir- WESTMOUNT M.Y.C., MONTREAL , QUE. The annual dinner of the Westmount Model Yacht Club was held on November 6, and the following officers were elected: A. S. Collins , Commodore; F. D. Lindsay, Secretary-Treasure r; A. Cameron, 6,000 . busy chiefly on the revision of the Consti- Yr =r + HE Council has, at its last two meetings, been tution. 297 In eighteen eighty-seven Did Dixon Kemp contrive me; From Cumberland to Devon, No older types survive me. This year’s my Jubilee, And still I go on growing; Simplicity, that’s me! The simplest Class rule going! Good sailing for us all, And best of luck, my brothers! Sloop, Square-Rig, Schooner, Yawl, ‘* A,’’ Wee Six and all others! H: 298 [In order to enable us to make the best use of the space at our disposal, Club Secretaries are requested to make their reports brief and to the pomt.—EDITOR, MARINE MODELS.] BRADFORD M.Y.C. The A-class race for the *‘ Atkinson “’ trophy was sailed at Larkfield, Rawdon, on November 28, a whole-sail breeze giving a broad reach one way. Scores were: ‘* Emperia ’’ (B. E. Garbutt, sailed by W. H. Porter), 14; ** Flying Cloud ”’ (S. S. Crossley, sailed by W. Roberts), 8; ‘‘ Mary ’’ (Geoffrey Kitchen), 6; *‘ Rhythm ’’ (E. Marx) 6; ‘* Water-Wagtail’’ (A. Arnold), 16; and ‘* Y-Not’’ (W. Dewhirst, sailed by H. Short and J. P. Clapham), 10. The trophy was won by ** Water-Wagtail ’’ with 16 out of a possible 20, followed by *‘ Emperia ’’ with 14 points. The O.0.D. was H. Atkinson, assisted by E. Roberts. The 36in. Restricted race for the *‘ Brayshaw ’ Cup was sailed on the following Sunday, but, owing to the fact that the cupholder, due to change of address, had not received notice of the race, it was decided at the annual meeting that this race be re- Borkett (Secretary, Eastbourne M.Y.C.), and Mr. Pragnell (H.M. Office of Works). During the evening Admiral Turner gave a very interesting résumé of past history, telegrams of congratulations were read, including one from the Marquis of Ailsa, and a number of musical items wgiven. Amongst the very old members present were: Mr. F. Cobb, doyen of the club, Mr. Mason, and Mr. Bauer. A very enjoyable evening terminated with ‘* Auld Lang Syne.”’ 0.8. FELIXSTOWE , ing in the New Year, and will be reported ater. The annual meeting was held at the Stone Trough Inn on December 11. Due to illness, Commodore F,. C. Hirst and the Treasurer, B. E. Garbutt, were unable to be present. Mr. Porter, however, ably filled the chair, and read the Balance Sheet, which again showed the club to be sound financially. E. Roberts was elected to assist E. Marx as Club Measurer, J. Whitaker, who is unable to continue the post as Chief Measurer, promising to coach the new official. J. P. Clapham was elected Assistant Treasurer, and, later in the evening, was presented with a very handsome present of cut-glass ware, consisting of a large number of articles usually associated with various kinds of delectable drinks. The recipient M.Y.C. The club’s annual diriner was held at Miller’s Restaurant early in December, the chair being taken Py Mr. F, R. Debney, and proved a very successful affair. The toast of the club was proposed by Mr. Savile Clarke, who coupled the Secretary’s name with it. In replying, Mr. F. Shackleton said that there was much to be learned from model yachts, and that members had gained much benefit from the sport. He mentioned that the club had about 100 members and approximately 120 boats. The prizes for the season’s racing were distributed by Mr. W. Debney. RYDE M.Y.C. (ISLE OF WIGHT) man. A very successful social was held on Thursday evening, December 10, at headquarters, when about 80 members and friends were present. The hall was tastefully decorated in blue and white—the club colours. The President, Councillor F. A. Saunders, was in attendance, and letters of apology were received from the Mayor and the Vice-Commodore (Councillor A. J. Williams). A most enjoyable evening was spent, consisting of games, music and danc- President, the Commodore and the Treasurer. Mrs. Wilton, and Mr. Rice entertained the company would like to put on record his intense appreciation of the kindness of the members for both the wonderful present and the kind remarks made by the Chair- Letters of apology for absence were read from the J. P. CLAPHAM. M.Y.S.A. (KENSINGTON) The club held a dinner at Romano’s Restaurant, on November 21, to commemorate the 60th AnniThis Diamond Jubilee versary of its foundation. Dinner was attended by 36 members and friends, the chair being taken by Mr. Ambrose, Commodore of the M.Y.S.A. Amongst those present were: Dr. Beevor (Commodore, London M.Y.C.), Mr. C. N. Forge (Chairman, M.Y.A.), Rear-Admiral Turner (Vice-President, London M.Y.C.), Mr. C. Tansley (Commodore, Brighton & Hove M.Y.C.), Mr. F. ing. Vocal music was very charmingly rendered by with humorous songs. Mrs. Bayliss very kindly presented the prizes won in the spot dancing and various games and competitions. The prizes were kindly given by Mrs. Bayliss and the Social Committee. A presentation was made to the Hon. Secretary and Mrs. Kerridge, of a breakfast set, on behalf of the Social Committee, for their work in connection with the socials, and also another from the club, in appreciation of the duties carried out in the general business of the club. Many generous friends provided the refreshments, and the office of M.C. was ably performed by Mr. E. Bennett. A. K. MARINE 4 i deeply regret to record the death of Cap- tain John Cameron, Commodore of the Saltcoats M.Y.C., which occurred at Salt- coats on November 30. By his passing another of the very few remaining links between the Clyde and the bygone days of sailing ships has been snapped. Captain Cameron, who was in his 81st year, spent 57 years afloat, exclusively in sailing vessels; he was never *‘ in steam,”’ and in this respect differed from another old Saltcoats veteran, who once remarked to us that he ‘‘ had been a sailor’ for so many years ** after which he had gone to sea.’ ing he had passed on to charge of steamers. Mean- Cap- tain Cameron had the rather melancholy distinction of taking the last of the Clyde-owned ‘* wind- jammers,’’ the ‘* Valmera,’’ to sea on her final voyage from the estuary. He was an old “ Loch Line ’’ skipper, and, in the course of his voyaging, had circumnavigated the globe on no fewer than 27 occasions, in addition to his numerous ‘* out and home ’’ runs. He went through the mill, as all the old hands in sail had to, and we rather imagine his experiences would provide an entertaining volume if they were only available. He was twice washed overboard in heavy weather, and experi- enced several times that calamity, most dreaded by sailors, fire on board. On his retirement from active service, he took up the sport of model yachting with characteristic thoroughness, and, as Commodore of the Saltcoats Club, was largely instrumental THE LATE CAPTAIN JOHN MODELS 299 in securing the construction of the new model yacht lake at Saltcoats some three years ago. Latterly, he was not in the best of health, yet whenever pos- sible he was to be found in a chair at the pondside, enthusiastically interested in the little ships to the last. What memories of gallant clippers in storm and calm must have permeated his thoughts as he contemplated the sunlit waters stretching away from Ailsa Craig clear to the Americas, and watched the passing of the never-ending traffic to and from the Clyde. A fine example of the ideal old seafaring gentleman, his demise deprives Salt- coats and our sport of a charming personality, be- loved by all with whom he came into contact. Our heartfelt sympathy goes out to his sorrowing widow and family. As we write the foregoing, the ‘phone interrupts and conveys still more sad tidings. Mr. James Andrew, a relative of our own, and at one time an active member of the West of Scotland Club, with which he maintained his connection although no longer actually sailing, has passed away with tragic suddenness to-day (December 17). He had been in Ardrossan on business, and, returning to Glasgow by train, was taken ill during the course of the journey and expired almost immediately. Mr. Andrew was in his 57th year, a comparatively young man, and was well known to a wide circle of shipping men throughout Scotland and the rest of the kingdom as the Marine Superintendent for CAMERON, SALTCOATS M.Y.C. 300 David MARINE MacBrayne, owners. Ltd., the Highland MODELS steamship Of a genial and kind-hearted disposition, Mr. Andrew was deservedly popular, and his terribly sudden removal is a heavy blow to us all. White sails of the morning, Gliding o’er glistening seas, Fading hence in the gloaming, To harbourage safe with Thee. * * * We hardly have the heart to proceed with this month’s page after the depressing opening, and, indeed, there is little to comment about. But while men come and go fundamentals remain and each of us must perforce carry on. Perhaps it is as well. The sport in Scotland is quiescent for the time being, that is, on the surface. On the other hand, we hear the drawing board is in constant use in various quarters, and we surmise that a number of wonder-ships will eventually materialise as evidence of the winter activities. It is the promise of the future ever recurring. As we write, another fierce gale is whining and moaning round the eaves, lashing rain and hail beats upon the windows with the rattle of machine-gun fire, and the sailing of models seems something far away and shadowy. Yet, surely, it will pass and sunshine and fair breezes follow in nature’s inevitable sequence. Doubtless our hardy fellows in the North—Shetland, Orkney, Caithness—will now have the start of their season in contemplation, and we are in expectation of hearing some details of their sailing shortly, after the long interval of silence. Fancy conducting a race this weather. Brrrrrr! Thank you, Mr. Marsden, for the spontaneous corroboration appearing in our last issue. Dear old ** Paddy.’’ Yes, he is truly ‘* one of the best,’’ a broth 0’ a bhoy entoirely, glory be. We hear about another revered sport, Len Smart, who, despite the fact that he is practically confined to bed, undergoing drastic treatment and almost in solitude, seems full of vim and vitality. He says, himself, his present conditions could only be tolerated by ‘‘a dour Scotsman, a wicked Welshman, or a pugnacious Irishman.’’ What a libel—on the Irishman! We are sure all his friends will wish him a thorough cure, and hope to see him in his usual high spirits when the season reopens for racing. Meantime, we toast him in a different variety. We hope the decision to hold the National eliminating trials for 1937 at Fleetwood will lead to an increased Scottish representation. Obviously it is the most central venue, in addition to which, judging from the comments of competitors who have experience of both the favoured quarters, it has also advantages as a sailing water. The Committee appointed to further the interests of the sport in connection with the prospective Scottish Empire Exhibition, 1938, recently paid a visit of inspection to the proposed site and_ selected several suitable positions for recommendation as model yacht lakes. In the interval, however, some snags have arisen regarding the general site, and, until these are settled, the prospect is somewhat nebulous. We hope, however, that eventually it may be possible to arrange adequate facilities, although it will be no easy task to reconcile all the contending interests and issues which are bound to arise. THE SCOTTISH COMMODORE. Photo: A. J. Crespin ‘** BLUE CHIP,’’ U.S.A., WINNING THE ** WING-AND-WING “’ CUP AT GOSPORT, AUGUST 6, 1936 WICKSTEAD M.Y. & P.B.C. (Nr. KETTERING) The Annual General Meeting was held on November 9. The Balance Sheet and Financial Statement showed the club to be making steady progress. After election the officers are: President, Alan G. Tompson, Esq.; Chairman, Denis M. Dorr; Commodore, A. C. Neal; Hon. Treasurer, L. S. Axe; Joint Honorary Secretaries, F. O. Robinson (47, Hawthorn Road, Kettering), and L. S. Axe (*‘ Hillcrest,’’ 25, Queensberry Road, Kettering). The Secretary’s report showed that the club had made good progress, and, in particular, referred to the very successful powerboat regatta. The club had been a pioneer in installing a system of loudspeakers to inform the public of what was happening at regattas. The yacht regattas had to be postponed for various reasons until rather late in the season, but both the 36in. Restricted and 10-rater classes had been raced. MARINE MODELS AMERICAN 301 NEWS By C. O. BROOK (Hon. Secretary, Eastern Division of M.Y.R.A.A.) NEW American Club, the Baltimore M.Y.C., has a dangerous skipper in Attorney-at-La w Mr. Horace T. Smith. In a jaunt to the Washington ML.Y.C., of the City of Washington, D.C., he proceeded to take that club’s best skippers for a ‘‘ ride,’ and came out an easy winner. He was not contented with that, but travelled all the way to Philadelphia, Pa., and cleaned up the Phila- delphia, the Washington and the Port Washing ton Clubs to take away their only trophy. Horace has threatened to invade the Eastern Trials for the International A-class event in Norway in 1937. He is a tyro—in his second year—b ut he sails a clever race, and offers no wish that the wind be at any special velocity; anything from a mere breeze to a full gale suits Horace to a ‘‘ T.”’ The South Jersey Club boasts a new member—and what an enthusiastic member she is—yes, sir, a woman. Mrs. Wm. Harris, the mother of four fine children, the oldest 15 years of age. She sails a 50-800 Class model, named the “ Shirley Ann,’’ after her seven-year-old ‘‘ baby.’’ She is keen and clever—not the ‘‘Rocking Chair”’ type of sailor, but a sport who backs her statement of wanting to sail by getting in and defeating many of her male competitors. This same club is having a pool built, follow- ing the dimensions of some of the British pools—— 225ft. by 800ft.; no trees nor shrubbery nearer than 200ft. of any part of the pool. Work will be completed this coming late summer. And America boasts the first All Women’s Model Yacht Club. It is the Detroit Women’s M.Y.C. They have 19 members and 11 boats, and they only admit defeat when they meet it. They sailed against the Tre-Pol-Pen M.Y.C. (which I am advised is made up of Cornishmen), and the final score was 78 to 72 in favour of the Cornishmen; not bad for a new club. It was formed last January. Their Commodore, Mrs. A. J. Fisher, of 1,002, Etowah Avenue, Royal Oak, Michigan, U.S.A., informs me that they have made application for membership in the M.Y.R.A .A. She also states that though married many, many years, she never misses a chance to sail (rain or shine), and the enclosed snapshot was taken November 6, 1936. Note the overcoats and sweaters—if their weather is anything like our own at Rensselaer, N.Y. (and from the map I’d say it is much colder there) they must have been real “ salts” to even consider it. Our lake boasted 2in. of ice on November 19, but I found a fellow member who did not mind drag- ging our skiffs ashore—we had to break the ice to get them loose. Still, in the next few weeks | may get one more day of sailing. ice to try out a new boat. I have cut through the My latest, ‘‘ Sea Fawn III,” shows a good turn of speed, is steadier than her predecessors, and leaves scarcely a ripple at any speed. I’m still keeping a weather-eye toward Europe. From the number of letters I receive telling of the boats being built, 1937 promises to oversha dow 1936. Several new clubs have been formed in the East and West. Some of the members are trying out new mounted types a of steering mechanical gear. device on Several their have A-boats to release the rudder in gybing. I have been asked for an opinion on their validity, and pass the requests along to the British and American National Associations for a ruling. This device does not alter the trim of the sails nor in any way increase or retard her speed. It must be set in operation before the model leaves the shore, and is simply an attachment that unlocks the rudder at a certain distance from shore in the belief that it will over- Ta hg SOME MEMBERS OF THE DETROIT WOMEN’S M.Y.C. (Left to right) Mrs. Iona Shaitberger (Vice-Commodore) , Miss Helen Zerbel (Skipper), Mrs. Phyllis Guider (Secy.-Treas.), Mrs. D. M. Johnson (Skipper) , Mrs. A, J. Fisher (Commodore), Mrs. Van Coulebrouk (Judge), Mrs. Chas. Hands (Skipper). 302 MARINE MODELS come the hazard of a model going in irons instead of coming about. I would like to see an opinion expressed in these pages very soon. The complete calendar for 1937, with dates and venues, will be out by the time these notes appear. It is planned to have it published in pamphlet form and distributed to each club in the United States. We hope to see the dates of the International Events published in these pages in conjunction with the American calendar. There is talk among a number of club members to have all International Events for 1939 held at the World’s Fair in Flushing, Long Island, New York, U.S.A. This would be a great boost for the sport, and we hope it will be taken up by both National and International bodies here as well as our European friends. Mr. Grover Whalen, an important figure in New York’s life, is the Chairman of the Fair Commission. Communications addressed to him from the proper authorities would start the ball rolling (or the yachts sailing). They have made tentative plans for a pool situated in the midst of four immense buildings, but we hope they will be approached in time either to omit the buildings or build a pool elsewhere in the grounds. There is quite a nip-and-tuck tussle between South Jersey and Clove Lake Clubs since the forming of the Model Yacht Racing League in New Jersey and nearby points; the Park Commission, with the assistance of the clubs, have made 1936 look like the record of a group of nations. Each week the Commission publishes a mimeographed bulletin giving the list of events to follow. One is made to wonder how these men find time to do it all, and, speaking of that, how many model yacht skippers, when they spend a day sailing, realise what the officials, editors, etc., really do for them; how much time each must devote to make the sport worthwhile and to keep it going. It’s fortunate they do not charge so much per hour—we’d have no sport, that’s all. And harking back to the Ladies’ Club, you don’t get by with a thing there, unless you produce. For instance, their roster is quite to the point with its rating of members. Miss Helen Zerbel is listed as a Skipper—she owns a boat and sails it; but Mrs. John Hiltz has the notation *‘ Acting as Mate,’’ also ** Chairman, Sailing Committee.’’ Still another has the notation, ** Just a Member—not Active.’’ Per- haps the Male Gender should do a little copying— either you are or you are not. They list them— either they are Skippers or they are Mates; or they are just Members. Their report of events has a real nautical twang—and though many expected to see pink ribbons on the yachts and especially adorning the pond sticks, we were happily disappointed. Mrs. Iona Shaitberger, Vice-Commodore of their club, entered the National 50-800 Class Championship event, and though her husband was entered as skipper with his wife as mate, I noticed that the Mrs. was doing the real sailing. They are a hand- some couple—both young enough to enjoy life and each other’s company, yet old enough to play with model yachts. At the first regatta of the Deeper Hudson M.Y.C., in 1933, two skippers fell overboard; we formed what is known as ‘‘ The Diving Club.’’ To be eligible it is necessary to fall overboard while sailing; to hold office it is necessary to fall overboard at least twice in one day. Two office holders are MRS. with WM. HARRIS (SOUTH her Marblehead Class Boat JERSEY M.Y.C.) ‘* Shirley Ann.” Harry Stout, of Philadelphia, and Herbert Kolb, Junr., of Staten Island. Oh, yes—received recent notice that we have a woman member, too. Mrs. Harris, of the South Jersey M.Y.C., fell overboard during a race—although she shipped water till her decks were awash, she went ahead with the adjustment of her gear, and then got hauled onto the ways, and she even forgot to blow the whistle (scream)—-so you see, the ladies just get into everything these days.* The American Legion, an American organisation of ex-World War Veterans, has organised a model yacht club—the Irvington-American Legion M.Y.C.; their headquarters are in Irvington, New Jersey. Other Military and Naval groups might start thinking. That’s doing a Real Community Service, and helps youngsters to follow their nautical tendencies. * Are we reporting Model Bathing?—EpiTor, M.M. Yachting or Mixed MARINE Mest of the Americans have ‘* hibernated “’ to the garret for the winter—no, not to sleep as Brer Bruin does, but to sketch and plan, design and carve, sand and paint; also to sew and leave the model yachting ‘‘ widows’ to wend their lonely ways until the spring brings forth the menfolk (except on Saturday night, when the pay-envelope becomes due). women I begin to understand why there are so many entering the sport—sweet young things! —can’t stay away from their ‘‘ weaker half.” Well, well! look who is with us again. Fred Pigeon, one of the Grandaddies of the sport, has taken over the reins of the Boston M.Y.C. At their annual election of officers this month (December) the line-up is as follows: Commodore, Fred Pigeon; Vice-Commodore, Freddy Rich; ‘‘ Bill ’’ Chandler for their Rear-Commodore; E. P. Archibald becomes Treasurer; W. H. Mansfield (Putnam, Connecticut) Secretary; Jim Potter is Measurer, with Bill Bithell as his Assistant. Their Regatta Committee is: W. A. Wadsworth, Chairman; Chas, Farley, H. Richardson, H. Higginson, W. H. Mansfield, and W. G. Bithell. The Boston boys have made a great selection. May 1937 be your best year, and still the least of all the future years. President E. L. Cheney (M.Y.R.A.A.) is like the ~ robins—goes South as soon as the cold weather blows a frosty breath. He is sojourning at Winter Park, Florida, where he will remain until the ice lets loose here in the North. to envy E. L., but right now! Another President, -gosh, I Chas. I can’t bring myself wish I was with him 303 pers among the J-class afterguard, and there is much ado here in America because ‘‘ Mike ’’ Vanderbilt is building a contender ‘* out of his own pocket.’’ Well, we little fellows have to use lumber, our pockets are not made of wood, but if they mean that he is paying the full bill all by his lonesome , why, us little chaps have to do that all the time, and they de say there will be five of the J-class trying out. Pshaw, what’s five boats? We often have more than 50 trying out at one event. I’m beginning to think the big fellows are jealous—they shout aloud, trying to ‘‘ drown out” our real events. Many of the American readers would like to see a detailed description of the articles used for measur- ing models. Model Sailing Craft (by W. J. Daniels and H. B. Tucker) carries two photos of models being measured, and in plate 162, drawings of appliances, but these seem to be rather vague, even to the initiated, and, besides, not enough folks own this valuable publication—which is to be lamented. And Bill Bithell launched a new A-class boat last month. Bill’s a good builder and a clever skipper, and I don’t think he is boasting when he says the new one will take a lot to beat her; we will prob- ably see much of her for the International does that chap make a I’ll tell the folks he transom at the Eastern Trials Challenger next April; and nice set of fittings and sails? does; the M.Y.R.A.A. might save money if they bought him a commuter’s ticket to Europe, and that’s that till next issue. Heisler (Eastern Divi- sion of the M.Y.R.A.A.) is considering a meeting in New York City the latter part of February. Have a heart, Charles, the roads are still snow-laden even then. Some of those ‘‘ Down Easters “’ are aching to see the big city; it will be a good opportunity to have a big delegation from the Eastern Coast. You can make it a sight-seeing trip as well as a business trip. “Doc ’’ Allen is building a new Acclass model, 78in. L.O.A., 13.75 B.W.L., displacement 50.875 lb. ‘‘Doc’’ is the most cautious measurer any club ever had. MODELS The Deeper Hudson M.Y.C. members certainly sweat when he puts his instruments on their models—not even a small fraction over or under is permitted. ** Build them according to the rules,’’ says ‘‘ Doc,’’ and I guess he’s right—even when I am the “ scolded ’’ pupil. Bill Harris, of the South Jersey M.Y.C., has a world of patience; he is planking a nicely moulded 50-800 with walnut and pine, one next t’other; the deck is planked likewise, seven planks to the inch; it’s nice, but I can’t make claims for such diligence. I hope the American readers of MARINE MODELS will each sell a subscription to a Club Member to keep the American News Section growing. After all, magazines cannot be printed for fun; it takes cold- dollars and cents to bring the news to the readers—the more subscribers, the more pages the publishers will give us. A year’s subscription makes a worthwhile prize at any regatta, and it costs less than a suitable silver trophy, and the recipient gets more out of it; so do the other American readers —no, the Editor did not tell me to say that; I thought it up all by myself. There is a rumour of an International Race at Boston for 1937. Great! Why not come over with T. O. M. Sopwith, and let the big fellows see what real racing is like; we might find some model skip- MARBLEHEAD M.Y.C. The Marblehead Model Yacht Club, Inc., has had its usual busy summer. It has attended regattas at Salem, Lynn; Boston and Worcester, Mass.; Renn- selaer, N.Y.; Detroit, Mich.; Red Bank, N.J.; Port Washington, N.Y.; Elezibeth, N.J., and Philadelphia, and also had a representative in England and Germany, a total of about 4,400 miles, not counting the trips to England and Germany. The club has been quite successful, winning the Marblehead Class International Championship in Germany, by John Black, and then winning the New England Championship, and has also been well up to the top in every other race. The club racing has been very interesting this year, with Ed. Dixey winning first place. Al. Mattsson has had a great season in out-of-town races, and was also the winner of the Commodore Cup. As usual, the Labour Day Regatta was a big affair this year. This is the youngsters’ day. The race is run every year for all the boys and girls who wish to race, and there are classes for boats from 12in. up to the Marblehead 50-800 class. Between the yacht clubs, merchants and the club, we give about $100.00 in prizes, which all go to the youngsters. We close our season with the Annual Chowder Race. After the morning race, the members and their friends go to our summer cottage at Naugus Head and enjoy a Marblehead clam chowder with all the: fixings put on by our entertainment com- mittee. tle The Marblehead Model Yacht Club is still one of the most progressive, flourishing and best-known clubs in the country, and our social events are 304 MARINE MODELS The Model Craftsman magazine, a nationall y known magazine which has a very fine section devoted to model yacht racing, has very ee we are looking forward to seeing all our friends from across the water at this event. Roy F. CLouGH. Honorary President, Eastern Division, M.Y.R.A.A. e+ (ee 0 ee mee generously given a very beauti ful trophy for inter- national racing in the Marblehead 50-800 class, a picture of which is shown here. It is one of the finest trophies ever put up for model yacht racing. It will be raced for in the United States in 1937 and OUR DESIGN FTER the 10-raters the 6-m. is the most popu- A lar class in the United Kingdom. Its portability, handiness and sailing abilities no doubt account for this, in spite of the complications of the measurement rule. Since the first LY.R.U. rule was promulgated, the formula has undergone conside rable changes, which have much improved the type, but in many of the early models under the present rule full ’ advantage was not taken of these amendments. In the design published in the present number of MarRINE MOobELs an attempt is made to get the utmost out of the rule without forcing the design or going above the advisable physica l limits of the class. The L.W.L. selected is 40in., and, with the crew-weight of 21b. aboard, this becomes about 424in, Owing to the greater displacement imposed by the long waterline, a fuller body is necessa ry. This, of course, entails rather greater bow and stern taxes, but this is compensated by reduction of d measure- ment. It has, therefore, been possible to carry out the ends into useful overhangs, which give a large increase of sailing length besides reserve buoyancy and stability. Although the sail area is lower than on smaller boats, the plan shown should be quite sufficien t, as, owing to her easy lines, ‘* Lavinia’? should be very easily driven and have a high potentia l speed, Her big displacement and great stability should give great i i THE ‘** MODEL CRAFTSMAN “” TROPHY ; — ot ; power, and she will carry her sail well. The wetted surface area, however, is fairly high, so builders must be careful to get a really smooth skin. Many novices do not pay enough attentio n: to this important point, but it has an apprecia ble FOR 50-800 known from coast to coast. largest clubs. CLASS It is also one of the For some time now I have been having a regular correspondence with my friend from across the water, Mr. Arthur Kerridge, Hon. Secretary of the Ryde Model Yacht Club. His letters are always looked for long in advance of the time they are due. His notes on model racing in England are much appreciated. His club has shown_ itself to be very progressive by adopting the Marblehead 50-800 class as practically every club and every country has done. It is the class that everybody is building. Come on, England; let’s make it unanimous. effect on performance, especially in light winds. In light winds, when speeds are comparatively low, skin friction forms an appreciable part of the total resistances of a yacht to forward motion. As speed rises, resistance due to skin friction does not in- crease as rapidly as the other resistances; so, in a boat where the wetted surface area and displace- ment are comparatively high, and sail area compara- tively low, it is particularly important to minimise skin friction by having a good surface on the underbody. This boat should be fast and capable under all normal conditions, but particularly good in heavy weather. This is a new design, and has not yet been built to, so the mast position given must be regarded as approximate and subject to tuning-up. Half-size blue prints with full-size body plan are now available from MARINE Mope-s offices for 15s. per set, post free. MARINE MODELS CORRESPONDENCE SHARPIE DESIGNS —_—___ MODEL SAILING READER writes strongly protes ting against SHIPS our Dear Sir,—I see you suggest a hull length of 60in. for a racing clipper. not at most times of We, here at Southend, could the year sail a boat of that size in our local park lake, as somet imes it won’t take a boat drawing 7in. May I suggest two or more classes of that type of boat, the same as in yacht racing—say, a 30in., 48in. and 60in. class. There are four of us here at Southe nd who are interested in this type of boat; as you see, we have no chance for sailing any of the model yacht classes except them 30in. in present,’’ the or 36in. sea, Restricted, and as you know. that is unless we sometimes take ‘* not We would like to form a marine model club here, and would be very indebted to you if you would give this fact a little room in your columns. We shall have a little more room in our lake at Southchurch Park soon as a duck platfo rm in the centre of the widest end, well known to powerboat men who come to the regattas of the old Boat Club, is to be removed this autumn. I enclose photos of three-masted topsail schooner “ Eileen,’’ built by Mr. J. Starkey . Length 48in. Yours faithfully, A. J. WHITTEN. 62, Rylands Road, Southend-on-Sea. [We 305 wish the proposed Marine Model Club at Southend every success, and shall be glad to have further particulars in due course.—EDIT OR, M.M.] encouragement ground that they of are Sharpies not on Proper the yacht s. The object of the Sharpie is to provide a boat that is easily, quickly and economical ly built. The most expensive form of construction is bread- and-butter, owing to the amount of wood wasted. On the other hand, it is an easier method of construction than planking-up, and, except for the most expert, far speedier. Bread -and-butter boats have the advantage of not opening up when they dry out. Planking-up is the real yacht method, and far more economical as regards wood required. _It, however, requires more care and skill, and generally speaking takes longer than breadand-butter. More- over, boats are prone to openup if out of the water too long. ; The Sharpie is far quicker and easier to build than either, and, owing to the avoid ance of double bends, the wood cuts much more econom ically. There are fewer plank edges and theref ore the Sharpie has far less tendency to open her seams than a planked-up model. Moreover, it is easy to build a light, strong hull by this method, and a well-d esigned Sharpie will sail quite as well as a ‘ round-bottom.”’ The object of the Sharpie is to provide an economical boat that is easily and quickly built. Certain rating rules, even if they do not specifically prohibit Sharpies, have restrictions that inhibit their being successful, but other rules are framed in such a way that Sharpies are under no disadvantage. In such cases the designer is not to be blamed if he caters for those who want to build them, as there are plenty of designs available for those who prefer more conventional types. i Photo: MODEL TOPSAIL SCHOONER “ EILEEN ” AT A. J. Whitten SOUTHEND-ON-SEA MARINE 306 MODELS | AT THE HAMBURG REGATTA, AUGUST, 1936 For this international event a temporary lake was created on the River Elbe with pontoons and piles. The above picture shows a group outside the boathouse. We hear that Germany is to have a fine, permanent lake outside Berlin, but details are not yet to hand. care will be taken to ensure their safety, and we will endeavour to return same if postage is enclosed. TECHNICAL ENQUIRY BUREAU Queries involving technical matters will be referred to the experts in charge of various depart- ments of this Magazine. Long technical replies can- Editorial and Publishing Offices : 52, FETTER not be given unless a fee of 2s. 6d. is sent. 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