Marine Models: Volume 9, Number 3 – June 1936

Yi “y N ‘ Ny \ WLI 5s \ X\ UN Vol. IX, No. 3. Published on the Seventh of each Month June, 1936. EDITORIAL Y the time these lines are in print the Whitsun holiday, with its model yacht and powerboat regattas, will be over. Unfortunately, owing to the short interval between the holiday and our publishing date, we are unable to publish the results of Whitsun regattas, but they will appear in July. The offer made last month to the M.Y.R.A. of America to give regular space to the news of the Association and its associated clubs, has elicited favourable comment from several Prominent American model yachtsmen. We wait with interest an official reply from the Association itself. We are glad to welcome back to our columns Mr. J. B. Innocent, whose articles for model motorboat enthusiasts have been so much appreciated during the time he has been 2 regular contributor to MARINE MopELs. Model powerboating is going ahead in the States now, and we expect to hear of some good speeds there. To date, classes of models m America have not been standardised, and some remarkably big boats are in existence, but from the enquiries that have come to this country we shall not be surprised to see both the 30 cc. and 15 cc. adopted by the MLY.R.A. of America, which has taken this sister sport under its wing. Readers are referred to Mr. Innocent’s remarks about the 15 c.c. class in this month’s number. \ We ourselves are not at all surprised that this class is now beginning to attain really high speeds. Up to the end of last season its performances were most disappointing and not up to our expectations, anticipate rapid progress. but we now The popularity of prototype models is also growing apace, and we are glad to note the high standard of many of the new models . Owners are no longer satisfied with a boat that merely floats and steams. Instead they are striving to get models to look and perform like their full-size counterparts. We hear from the States that Mr. John Black’s “ Bostonia VI” looks like repre- senting the States at Gosport and Hambu rg, and that she is a long way his best effort to date. With his skill and experience, Mr. Black should be a most formidable oppone nt. After his repeated visits to this countr y Mr. Black knows our sailing conditions and the Gosport water very well, so he will be under no disadvantage in that respect. During his past visits, Mr. Black was very popula r for his clean sailing and the good sportsmanship he showed and nobody would grudge him the International Cup if he should win. As Norway will be represented by Mr. Sam. O. Berge, with his “ Prinz Charming II.,” the International Race will be a dour strugg le and, given “Gosport Weather,” should be well worth seeing. 34 MARINE MODELS ~-PETROL ENGINE and HYDROPLANE TOPICS By J. B. INNOCENT Fr people permit me to apologise to those people I disappointed by not contributing to our April and May numbers. Unfortunately, it was quite impossible for me to do the necessary work, and | am afraid | shall have to modify my programme to some slight extent as I am now without the use of a workshop. Naturally this defect will be remedied as soon as possible, and the deviation from my intentions should not be of any magnitude. Since my last article was published, our first M.P.B.A. Regatta has come and gone. In this Regatta the home club, the Victoria, more than held their own, for they won the pole event with the only home boat available, Mr. Clifford’s ‘* Crackers ” to wit, and the steering competition with a boat that had never competed in one before. Friend Vines was a trifle below his usual immaculate standard, but succeeded in giving his club two places. The rest of the prizes were annexed by the South London Club, with the aid of its fleet of speed boats and Ted Vanner’s trusty old straight runner. One matter of unusual interest was the first public appearance of Mr. French’s 15 cc. ‘Little Star.” The performance of this boat was somewhat marred by an attack of temperament and a faulty switch, but for all this it showed us that the earlier 15 c.c. were not very clever, for it travelled at 30 m.p.h. Mr. French is the first person to produce anything resembling a high-speed racing engine in this class, but he tells me that the limit is by no means reached, for the motor will produce more power than its construction will stand. For this information I have to thank Mr. French, for he has shown that my own ideas of the possibilities of high speeds with baby motors is not so far-fetched after all. In fact, I expect to see the 15 c.c. jobs travelling at speeds that are only a few miles an hour below those of the 30 c.c. class. I promised to go through the machining of a very simple two-stroke for the benefit of those people who feel that a super job is beyond their abilities. Well, | duly machined the engine but have not so far been able to try it out, for there remain one or two minor items of fitting to be done before it is ready to run. The machining of the castings disclosed a slight error in the piston casting, but by finishing the head to the casting, and not to the drawing, trouble was avoided. Other variations from the drawings were the shortening of the stroke by | /32in., improved padding of the gudgeon pin and the provision of port bridges dividing the ports in two vertically to obviate the possibility of any catching of the port edges. The port sizes are much the same as the drawing, with the exception of the transfer port. This port I kept very shallow for a start, but made it considerably wider. I remarked in my last article that the piston dimensions were incorrectly shown, and in this respect the casting is more accurate than the drawing. The point is that a two-stroke piston should have a wall depth at least equal to the stroke, and preferably a little longer. If this is not done the exhaust port can become open to the crankcase during the inlet period, and whilst a motor will still function in this condition, carburation becomes a still more awkward problem, as exhaust gas may be inducted into the crankcase. There is also the possibility of the inlet port being open to the cylinder during the transfer period, but in the engine in question the port is blanked off by the piston deflector and in any case a slight opening might even be helpful. To proceed with the machining, the first job to tackle is the cylinder and crankcase casting. First clean off any obvious roughness that will interfere with the chucking of the casting, and then, provided your lathe is of not less than 34in. centres, chuck the crankchamber in the four-jaw with the outside of the chamber running reasonably true, and check up to see that the casting is square to the lathe centre line. Don’t heave the chuck jaws up or the casting will show its objection by distorting. Machine the front face as far out as possible, taking off enough to bring the cylinder into the middle of crankchamber. Next take the stiffest boring bar you have and a tool with plenty of top rake, and bore out the housing to size, taking each cut right through on the self-act if your lathe will bore reasonably parallel with the saddle sliding. Finish off with a couple of light cuts after MARINE MODELS 35 THE TWO-STROKE ENGINE, WHOS E MACHINING IS DESCRIBED Seeching up the tool with a stone, and use as the cutting medium. The bore not need to be finished to any great of accuracy, as the covers will be fitted © it whatever its precise size may be. Now yee have to machine off the back face, and it = best done at the original setting. This is possible if a cutter is used in the boring bar That cuts on its back face; the cuts, which must be light, should be fed out from the mside until the tool just does not catch the sSuck jaws. After this operation the chamber well be to the correct width at the machi ned faces, but the lugs will all have proje cting ears. These ears must be filed down below the level of the machined faces, so that the corfect contact can be made, te avoid damaging the care being taken jointing face. The Sasting can be held by one of the holdinglugs for filing, and must not be gripp ed cross its diameter or it will distor t. Should your lathe be less than 35in. centre height the casting cannot be swung, so it will Be necessary for the tool to revolve either in the chuck or between centres. The castin g must be bolted down to the saddl e with the centre of the crankchamber at lathe centre height and the barrel housing square to the bed. It will probably be necessary to improvise packing to get things in the correct position and firm enough to cut agains t, and for this wood should be used. running between centres, the If a bar is used cut must be applied by bringing the cutter out of the bar, but if the bar is held in the four-jaw, it can be fed to the cut by adjusting the chuck jaws. Personally, I prefer to use the chuck method, provided the bar is nice and stiff. For machining the end bores it will be necessary to make a left- and a right-hand facing cutter that will cut the full width to be machined, though the full width cut should only be used to finish off, as it will tend to set up chatter. As I have already remarked, the precise size of the bore is not important. Having accomplished this, the next job is a little more difficult, for it consists of boring the jacket to take the cylinder liner. This could be done with the casting bolte d to the saddle, but the necessary packing would be difficult to get accurate, and it is essent ial that the bore is in line with the crank chamber faces. I prefer to use an angle-plate bolted to the face-plate, for although the success of this method depends on the accur acy of the angle-plate and the stiffness of the face-plate, 36 MARINE it is more likely to produce an accurate job than boring on the saddle. First set the angleplate just half of the crankcase width below centre height, and then with the aid of a square mark a line from back to front of the plate dead below the centre. Take out the centre and bolt the casting down with the cylinder housing projecting towards the tail- stock and the scribed line in the centre of the crankchamber bore. Set the outside end of the casting to run reasonably true and check to see that the crankchamber is still central, and tighten up. To avoid any possibility of the bolting dogs bruising the machined faces, bits of cigarette-packet should be inserted to keep them from actual contact. The overhang is considerable, so the roughing cuts should not be heavy enough to leave chatter marks. Finish the bore carefully and make sure it is parallel; a slight deviation in this direction can be corrected with a bearing scraper. Sizing is more important than with the previous bore, but it is more important still to get a smooth parallel hole than to be accurate to a thou’. Should it prove impossible to get the bore truly parallel by turning, it should be lapped out with flour emery and paraffin. When the bore is to your liking, machine off the top face to length and the major work on the casting is finished, for it is not yet time to cut any ports. Now we come to the most difficult job in the whole motor, the cylinder liner—difficult because it must be made just the right amount larger than the hole it has to go into, in order to ensure its staying put and yet not to stress MODELS the aluminium casting unduly. The actual difference in size on interference, as it is called, should be two or two and a half thou’. This fit can be obtained without the use of a micrometer, provided a little intelligence and a fair amount of patience is used. First chuck the casting firmly and rough down to a few thou’ oversize, then bore it out, leaving it a small but definite amount under size. The bore can be checked for size by testing it with a commercial piston ring, which should not enter without the joint overlapping, and for parallel with the inside calipers. Now, to get the outside to size without the aid of a 2in. micrometer, you proceed by carefully turning down the first 4in., or a little less, until it will just push into the housing, which means a clearance of less than half a thou’. Now set the calipers to this diameter with a feeler gauge of, say, three thou’ between one caliper point and the work, and carefully reduce the iron until the same feel is obtained on the full diameter without the feeler interposed, as on the reduced section with the feeler, and, of course, see that the work is the same size all along. Don’t hesitate to use a fine file to get the precise size if you find you cannot get it with the tool. This section of the work should be done at a fair lathe speed, using light cuts, so that the surface of the iron is smooth. Now polish the liner with emery-cloth and it should be just over two thou’ larger than the hole. Part off the length and clean off the parting burrs. (To be continued.) “ TIZ,”’ 30 C.C, (Mr. F. N. Sharp) did 34 m.p.h. in the 600 yds. Race at the recent South London E. & P.B.C. Regatta. (See Report elsewhere in this issue.) MARINE MODELS o7¢ “TACITA”—A CLEVER 50-800 MARBLEHEAD YACHT used. This is a fitment often recommended in this magazine, and it will be seen how well her jib is drawing. This is an extremely clever design. Many boats built with the intention of cheating rules fail because they are simply freaks, but in “* Tacita” Mr. Brown has designed a wellbalanced, shapely little craft, on which he is to be congratulated. [It must not be thought that “ Tacita” is typical of the Marblehead Class. The great liberty given the designer under this rule permits of a great divergence of type. Yet the class has provided excellent racing, and no particular type has so far proved superior. This simple rule is undoubtedly attractive, and the size convenient, and in consequence it has rapidly become the most popular class in the States, and we are informed that over a thousand models have been built. T is the object of the designer to beat the rating rule and take advantage of any liberty given to him under it. ‘‘ Tacita ” was created last year by Mr. Arthur Brown, of Melrose Highlands, Mass. Her ‘dimensions are: L.O.A. 50in., L.W.L. 43in., Beam 10.5in., Draught 7.25in., Displacement 20.75 Ib. (lead 15 1b.), S.A. 780 . in. The photograph of the yacht out of water shows a very clean-lined hull. The rudder is hung on the after-end of the keel, but is not very clear in the photograph. She has a short overhang forward and a transom stern, the shape of which will be noted. The whole scheme of the yacht is to gain the effect of a longer boat on a restricted overall length. Her owner tells us that she has proved a very fast and steady model, and so clean through the water that she is practically wakeless. She is stated to be good in all weathers and exceptionally good to windward in a smart breeze. She has a nicely-proportioned sailplan, and it will be observed that a radial jib-club is – 58 MARINE RATING MODELS RULES By AND CLASSES YARDSTICK T the end of the 1935 Season the number of yachts on the M.Y.A. Register was as follows :— 10-R. 6m. “A” 12-m. 36in. 30in. 601 356 339 166 163 9 In addition to this, I believe that the clubs interested in the Marblehead 50-800 Class have the best part of 60 yachts of that rating. I have not got this season’s figures, but | believe the biggest number of new yachts is in the 10-R, followed by the 6-m., A-class, and 36in., in the order named. In actual fact the 30in. boats that do not figure on the Register must represent nearly as many as the 10-R, if not considerably more. My grounds for this assertion are that the sales of Messrs. Daniels and Tucker’s book, “‘ Build Your Boy a Model Yacht,” greatly exceed these figures and, if only half of the books sold resulted in 30in. boats being built, this would still be the most numerous class in the country. It is rather interesting to consider these figures and, bearing in mind the various rules under which the yachts are built, and the types and sizes of craft produced, try to speculate why some classes are more popular than others. In this connection the effect of locality has also to be borne in mind. Reviewing the classes in order of size, one starts with the A-class boats. The great attraction of these to the average model yachtsman is that they are used for International Races and, further, the A-class Championship, lasting a week, is the best racing of the year. It is often put forward as a recommendation for this class that, as racing is close, the rule must be a good one and rate the elements of speed fairly since types under it show considerable variation. This argument is an entire fallacy since it applies with equal force to the 10raters and other classes. The fact that racing is close under any rule is merely the outcome of ability among designers, builders and skippers. The patent disadvantages of the class are its large size and great weight, and of these the weight is undoubtedly the most serious drawback. One merit of the large boat is that it is pleasant to handle and is sufficiently imposing to be taken seriously by the general public. The 10-rater is nearly as large a boat as the A-class, but half its weight, and I venture to think that had the A-class been limited in weight to 35 lb. or 40 lb. it would be very much more popular than it is. About onesixth of the total number of A-class are stationed at Surbiton, where skippers wade with rubber boots. It is an undisputed fact that a large heavy boat is far easier to handle from the water than from a path beside a lake where, as at Fleetwood last year, the water may be a foot or more below the level of the edge. Mr. J. Vines, the well-known authority on model steamers, once remarked to the writer that when one built a boat at home one knew her measurements and weight. In one’s work- shop she might be an exact 5ft. overall and weigh an exact 40 1b., but when one started to take her to the lake a most remarkable phenomenon occurred. By the time one reached the corner of one’s road the weight had increased to 80 Ib. and rapidly grew until it was in the region of several tons! Likewise the length was subject to curious changes; when one tried to get on a tram or tube train, the boat suddenly expanded to 10 feet overall. The boat more or less resumed its normal size and weight when one reached the waterside, but on being launched she immediately started to shrink in size, and by the time she was half-way across the lake she was not more than a foot long. This, of course, is an exaggeration, but all model yachtsmen will have experienced the sensations described. I have introduced this digression here as I am sure that size, weight, convenience of handling and portability are all important points the model yachtsman considers when selecting a class to build to. Cost, again, is an important factor, and obviously the larger and heavier a model is, the more she costs to build and take about. Judged by the number of new constructions the 12-m. class is dying out. It is rather smaller than the A-class and, lacking draught, is an inferior model to this class. It is considerably lighter than the majority of A-class boats. One reason why this class has decreased in recent years is that the majority of prominent model yacht designers have neglected it. The designer is more concerned with the chance of international distinction than weight, as it is the skipper who bears the burden! MARINE The 10-rater is very nearly as long a boat 2s the A-class and, though only a trifle slower, = about half its weight. Owing to the popu- lenty of the class, which outnumbers any other by almost two to one as far as Great Britain = concerned, plenty of designs are available Sy practically all the best model yacht de- Seners, and, owing to the freedom given ender the rule, it is certainly.a most attractve formula for the designer. ft is significant that though the 10-rater wale is forty or fifty years old, it has never test its popularity, but rather the contrary, and there is at least one American club which has now adopted the rule for its second class. One American model yachtsman described the class as the answer to the model yachtsman’s Prayer! The 6-m. is, of course, far more portable than any of the foregoing classes, and for its size a very able and attractive model. In Scotland, where the I.Y.R.U. rule attracts as being that used for full-scale yachts, this class mow outnumbers the 12’s by two to one. I believe that on average the Scottish model chtsman sails more “ away ” matches than is English confrére, and this may account for the remarkable rise of this handy class during the last few years. Undoubtedly there is need of smaller classes sull. The numbers of 36in. boats is proof of this. In America the Marblehead is undoubtedly the most popular class, and its adoption by some of our Southern clubs shows that there is a call for a boat about 4ft. overall here also. In point of fact it is the most mumerous class in the world. The problem of choice of classes is further complicated by the fact that there are those who aver that our classes should be based on rules in actual use for full-scale yachts, a second school that thinks we should use what they consider would be an ideal formula for full-scale yachts, and yet a third school that holds that model yachtsmen should have rules entirely adapted to their own needs and disregard the full-scale altogether. This again can be subdivided into those who favour the complicated rule and the simple rule enthusiasts. How far is the popularity of the 10-rater due to the size and type of boat, and how far to the simple rule? How far is the A-class favoured on account of the boats themselves, how far owing to the rule, and how far because of the special events held MODELS for the class> 59 How much does the 6-m. owe to size and type, how much to rule, and how much to the fact that the rule is that used for a prototype class? If one could solve these problems, one could see more clearly what course national authorities should pursue in order to please the majority of model yachtsmen, but in the meanwhile one must have a multiplicity of classes and ideals, and it remains a matter of difficulty for governing bodies to discriminate between what is a genuine need and isolated demands put forward often by a single club in response to demands of quite a small section of its members. One hears a good deal of the phrase ‘a desirable type of boat,” and by this one usually finds it is implied that it is a bigbodied boat that would have room for interior accommodation in the full-scale vessel, and be nice and seaworthy. But are these desirable qualities in a racing model? Or is what we want a fast, handy boat, sufficiently big to escape the toy-boat stigma, and sufficiently light to be readily portable? After all the most desirable type would appear to be the most desired type. In other words the type most model yachtsmen want. But can one deduce anything from the figures given? Now the totals of the three biggest classes, the A-class, 12-m. and 10-R. are 1,106 boats as against 528 of the three smallest, the 6-m., 36in. and 30in. So, apparently, a biggish boat is wanted. Taking the A-class and 12-m. against the 10-R. and 6-m., we get 505 boats against 957, so, apparently, a light boat is preferred. If we take the complicated prototype and quasi-prototype rules (12-m., 6-m. and A-class) 861 boats against the simple purely model yacht rules (10-R., 36in. and 30in.) 772 boats, we are led to believe there is a slight preference for complicated rules. I personally do not believe this is so, and all one can do is to take each class on its own merits and each is considered the best by those who sail it. There is, undoubtedly, a gap in size between the 6-m. and the 36in., but whether an intermediate size is wanted I do not pretend to know. Yet the undoubted fact remains that multiplicity of classes means divided energies. Nevertheless governing bodies have to meet all reasonable demands. This again leaves us farther than ever from knowing what the majority of model yachtsmen really want. MARINE MODELS | 60 i 4 i 1 Sas (Continued from page 29.) B’ the courtesy of Mr. Wm. Morss I am able to reproduce this month drawings of the boiler and condenser installed in the “ Belle Morss.” Whilst I do not think many model builders will go to the length of fitting a working condenser, the boiler is a most useful design that might well be copied by anyone building a prototype model. The original boiler is soft-soldered, riveted and strongly stayed, but the design lends The itself equally well to silver-soldering. writer must own to a strong preference for a silver-soldered boiler, but when properly built, as in the present instance, a boiler that is soft-soldered, riveted and stayed can give excellent service. The outer shell is heavy gauge copper tube. For a boiler of this size 16 gauge should be ample for working at pressures up to 80 or 100 lb. per square inch. The ends of a boiler should be considerably thicker than the outer shell, so should be not less than 14 gauge. If, however, 12 gauge is used, fittings can be screwed into it as required. The centre . flue need not be as thick as the outer shell as it does not have the same strain, and a somewhat thinner gauge of metal will assist steaming by acting as a better heat conductor, so 18 gauge copper tube can be used. The small cross tubes can, with advantage, be still thinner, and 20 gauge tube would be very suitable. The three stays are icin. bronze rod. The bushes for the fittings should have a flange on the inside, and will, of course, have to be put in place before the boiler is assembled. In the event of it being desired to add a fitting to the finished boiler, this can be done provided the bush is properly silversoldered on. This, however, cannot be done with a soft-soldered boiler. The builder should, however, consider what fittings will be required, and, when building, it is better to fit an extra bush or so to provide for future requirements. All the tube used should be best solid drawn copper tube. The ends are flanged by Making this beating over a steel former. former is quite a considerable job of work, as the material is tin. mild steel plate, which has to be sawn and filed to shape, but those who have access to a power drill will, no doubt, make light work of this job. As the outside diameter of the boiler is 5in., the size of the former will have to be the inside diameter of the tube minus twice the thickness of the metal of which the end is composed. It will, therefore, be 5in. minus the sum of twice 16 gauge and twice 12 gauge if the builder is using the thicknesses of metal prescribed above. The size of hole for the centre flue in the former is rather different as, in this case, we are working on the outside size of the centre flue, so the diameter of the required hole will be the size of the centre flue plus twice the thickness of the metal of which the end is made. It will, therefore, be 24in. plus twice 12 gauge. Having cut the former to shape, it will be necessary to round off the sharp angles over which the copper is to be bent as otherwise the metal will be cut and weakened. The copper discs from which the ends are made should be cut to an outside diameter of 5in. less twice the thickness of the outer shell, plus twice the length of the flange (which is tin. all round), plus a small allowThe holes in the copper ance for beating. discs for the centre flue will have to be the diameter of the flue, less twice the length of the flange (which also is Hn. all round), less MARINE MODELS 61 a l | l —————— _— ! er ] | Paige Ser | ‘ ‘ D TO | ri “reg | Vo be ig iy |je—- — Wl | Y l a : 14 Vo Ys | 1″ iy! I” ‘a rr IZ” | —__ 7″__ —___-y BOILER DESIGNED BY MR. WM. MORSS AND INSTAL LED IN THE ‘* BELLE MORSS ’’”—ONETHIRD OF FULL-SIZE Tubes 1-2 and 5-6 are pairs of vertical tubes. Tubes 3, 4, 8 and 9 are diagonal. vertical tube set centrally. 2 small allowance for beating. This may sound a little involved, but if the reader will think it out, it will be quite clear. The one former, of course, does for the two ends. Before starting to beat the end, anneal it by heating to blood red and quenching in cold water. The copper should be quite soft and work easily. As soon as it shows signs of hardening it should be re-annealed. In order to prevent the copper bulging it should be held in the vyce with the former one side, and 2 piece of similar plate on the other side. It ts gradually turned round, working the flange out by degrees. Do not attempt to complete the flange at one point, but work round and round bringing it down a little at a time. When completed, the edge will project unevenly beyond the former, so the end must be mneleted by trimming the edge of the flange _ level with the former all round. The flange will also have to be cleaned up by filing where it comes in contact with the outer shell. Holes have also to be drilled for the stays and bushes for fittings. The tubes have now to be fixed in the centre flue. Drill the holes and cut the tubes to length. The latter should project a little at each end. The tubes are then soft-soldered (or silver-soldered) in place. The holes should, of course, be a good fit for the tubes, so as to ensure good joints. Tube 7 is a single The various parts of the boiler should next be temporarily assembled to see that everything fits properly. The subsequent procedure will entirely depend on how the boiler is to be put together. The alternatives of soft-soldering and silversoldering have already been mentioned, but in either case it will make a considerable difference whether the after-end of the boiler is to be put in place with the flange outsid e or inside, Let us assume that the boiler is to be silversoldered, and that the after-end is to have the flange inside. While the boiler is temporarily assembled, mark the relative positions of the centre flue and two ends. Remove the outer shell and put two or three rivets through the flanges of the ends and the centre flue. If the holes for the bushes for the boiler fitting s have not been drilled this should be done before the rivets go in. These rivets, by the way, are simply to hold the component parts of the boiler together while it is being silversoldered, and not to give strength afterwards, so they can be very light. As regards the holes for the bushes, these should be a tight fit, so that there is no chance of these falling out during the silver-soldering. The bushes in the outer shell for the main steam-pipe and safety valve have also to be provided. MARINE 62 The stays are put in place and the outer shell is now replaced. About half a dozen screw rivets are put round each end to keep things together during the soldering. These, like the rivets holding the centre flue, should be brass, not steel, and are filed down flush after the soldering is finished. The boiler is stood on one end and silversoldered up one end at a time. If, on the other hand, the boiler is being soft-soldered, rivets are what hold the boiler together, and the soft-soldering is simply caulking. The rivets for a soft-soldered boiler this size should be 5/32in., spaced rein. centres. In this case the bushes for the fittings must be soft-soldered into place first with the flanges inside. The ends and centreflue are then riveted together and soft-solFinally, stays are inserted and the dered. outer shell is put in place, screw riveted and MODELS mixed into a paste with a drop of water. In actual fact the boiler made by Mr. Morss for his ‘* Belle Morss ” has a heavier shell and differs from the above in that the flanges at the ends are deeper. To follow this exactly would complicate matters for the average worker, and I have accordingly described the boiler as it could be made by an amateur. One little point about the fittings of the boiler of the ‘ Belle Morss” that is worthy of note is the generous size of water-gauge used, which has a tin. glass. This has the great merit of being easily seen. Before any boiler is put into use it must be Afterwards the rivet can pressure tested. This boiler is designed for pressures up to 100 lb. per sq. inch, and so it must be tested to a margin of about 50 per cent. over this, say 150 lb. Boilers are water This means that they are entirely tested. filled with water and then put under pressure. The boiler must be entirely filled and no air space left. If this is done and failure occurs, there will be no danger of it flying, but it will just give quietly at the weak spot. The proper method is to use a pump, but provided the boiler is properly filled up, an alternative heating method can be used. After the boiler is filled and all holes stopped with screw plugs, a blowlamp is applied. The water is not brought to boiling point or anything like it, but simply warmed up a little. Water expands under heat and it has only to rise a few degrees in temperature before the necessary pressure is generated. A blowlamp It should be mentioned that bronze screwed rod would be better than brass, but, probably, brass will be chosen, as it is easily obtainable. Where ordinary rivets are used copper is, of and be ready to whip the flame away. The ends of this boiler are flat plates, and it is extremely likely that under the pressure soldered. If one end is being put with the flange outward, ordinary rivets can be used throughout, with the exception of a small section under the forward end of the centre-flue. For the benefit of those who may not have tried their hands at screw riveting, I may mention that the method of doing this is to use a piece of threaded rod or a screw (which in this case should be brass). A suitable hole is drilled and tapped for this. When the rivet is soldered up, it will facilitate the solder run- ning down the threads if the screw is twisted during soldering. be filed down flush. strong job. This makes a good, course, the thing for the purpose. For those who prefer a_ silver-soldered boiler, but are unable to tackle the job themselves, there is the alternative of making the boiler parts and getting them silver-soldered by one of the model-making firms. Whether the builder is doing his own silver-soldering or getting it done for him, the parts should be a good fit, as it is no use relying on the solder to fill up gaps. This, however, applies equally to soft-soldering, so the builder must be careful to make everything a good fit. If the boiler is being soldered for the builder, he should file all parts to be joined up bright and The flux can be ordinary coat with flux. borax powder, as bought from the chemist, is used for this because it can be removed immediately the required pressure is attained, and the worker must watch his gauge closely test they will bulge outwards at the parts that are unsupported by stays. The builder need not be alarmed at this, as the end will only go out to a slight extent and the curved metal is actually stronger than the flat. The condenser of the “Belle Morss” is illustrated half-size. This consists of an inner and an outer drum. The inner drum is the works, and the outer drum the water-cooling jacket. The exhaust steam enters the inner drum through the pipe at the top, is condensed into water and drawn off at the bottom by the vacuum created by the air pump. The inner drum is cooled not only by being waterjacketed but is also honeycombed with tubes through which the cooling water flows. MARINE MODELS 63 FROM EXHAUST ) INNER DRUM OUTLET TO = AIR PUMP CONDENSER DESIGNED BY MR. WM. rere INSTALLED IN THE ‘‘ BELLE MORSS ”’ The cooling water enters through the water intake, flows round the inner drum and through the tubes, and escapes through the water outlet. This explanation coupled with the diagram should make the matter perfectly clear. As there is no pressure on the condenser the whole of the material can be light gauge stuff, and soft soldering is all that is needed. If any of my readers who run on salt water are tempted to fit a similar condenser, I would remind them that it is necessary to make suitable arrangements for an efficient oil trap before feeding the water back into the boiler. As a matter of fact Mr. Morss does not feed the condensed water back into his boiler owing to this difficulty, but then he runs on fresh water and has, therefore, an unlimited supply at hand. One point on which many owners are rather hazy seems to be what are the correct national flags to fly on various types of vessels. The White Ensign is used for all Navy ships and no others. The Blue Ensign is used by H.M. Customs, Trinity House and certain other public bodies and services. For all other ships the Red Ensign is correct. The only exceptions are certain yacht clubs, which are permitted to wear the White and Blue Ensigns under Admiralty Warrant. The Ensign is carried either at a staff in the stern or in ships with two masts that have a gaff, at the gaff of the after mast. The Union Jack is only used on H.M. Ships and by no others. H.M. Ships fly the Jack at a staff in the bows when at anchor and never under way. Merchant ships fly their house flags at the truck of the mainmast, and yachts carry their Ee club burgee in a similar position. The only flag usually flown at the foremast head is in the case of some excursion steamers which have a name pennant in this position. An Admiral flies his pennant at the fore in Navy ships. Flag etiquette is, however, a large subject, and I have only space here to indicate a few of the main points as given above. Rigging is another weak point with many model builders. All rigging can be divided into standing rigging and running rigging. The former comprises shrouds (stays supporting the mast on either side), forestays, backstays and funnel guys. All of these are made of wire. Running rigging comprises derrick lifts, guys and whips, flag halliards, etc. In ships of any size all of these except the flag halliards are usually wire also. Stainless steel stranded wire is obtainable, and is the best thing to use, though phosphorbronze wire is also excellent. If the builder is forced to use cord, dark-coloured water-cord is easily obtainable from model or fishing tackle shops, and is unobtrusive. An eye can easily be made in the end of stranded wire. Turn the end round a thimble, or, at a pinch, a white metal (or brass) paper eyelet will answer the purpose. Serve round neatly with thin copper wire or binding wire, and sweat the lot together. Paint the binding black to represent a served splice. This makes an extremely neat job which will add materially to the appearance of the model. Next month I shall have something to say about propellers and give the correct method of measuring the pitch. (To be continued.) MARINE 64 MODELS HOW TO MAKE MODEL SHIP AND STEAMER FITTINGS By A. P. IsARD, A.M.I.Mech.E. (Continued from page 31.) However, it would not be a difficult matter HERE is no question that a working model of anything is far more attractive than a mere dummy, and can be generally said to be of more value, since a greater degree of skill and knowledge may to arrange for and fit a small ratchet located within the crankcase and operating on a small ratchet-wheel mounted upon the shaft X, so as to allow the flywheel to rotate in one direc- It will be necessary for the reader to turn back to the two last issues of MARINE MODELS for reference purposes, particularly to Fig. 130. Looking at Fig. 131, which is a suggestion for a mechanically-operated outboard motor, simplicity. be incorporated. T is a cranked lever pivoted at the point V, which is a small bracket for the purpose, that is attached to the corner of the crankcase D, This cranked lever operates a long connecting-rod, whose end acts as a plunger, and engages in a hole or recess in the boss of the propeller-shaft gear-wheel at W. X & Y are the ends of the flywheel and extension shaft, formed into hooks, as shown, and Z a number of very fine rubber bands stretched between the two hooks X & Y. The method of operation is as follows : The outboard being ready and clamped in position to the transom of the boat, the lever T is pressed backwards towards the crankcase D, giving the long connecting-rod a downward movement and thus forcing its point or end into the hole in the gear-wheel boss at W. To do this it may be necessary to rotate the propeller by hand, but this can be marked, so that the hole will coincide or register cor- rectly. This action will lock the propellershaft and prevent it from rotating. The fly- wheel C is now rotated by hand, thus twisting up the multiple fine rubber bands Z, stretched between the two hooks KX & Y. When these are tight enough the tiller L is given a turn and screwed against the top shank, hard at the point X, thus locking it tightly. It will be observed that the position of the tiller must be moved to a central position for this duty, and not as shown in Fig. 130, which is the normal position for such a fitting. Possibly some readers may object to this arrangement as likely to bend and distort the true running of the shaft X, but this shaft does not “ run,” as will be seen later. tion only. This would certainly be a more mechanical device, but it must be remembered that the object of this particular design is The motor having been wound up is ready to run and by pulling the lever T, which lifts the long connecting-rod out of the hole at W, the propeller-shaft is freed, and away she will go, if only for a short run. By turning the flywheel in the opposite direction (not so easy to arrange with a ratchet) the direction of rotation will be reversed. This, however, is not necessary, as the outboard may be both steered and reversed by her own tiller, as previously explained. We now come to the consideration of internal fittings with which many models are absolutely deficient, in fact, they have none at all, doubtless upon the principle that what the eye does not see the heart will not bother about. This, however, is surely untrue, since the heart controls the eye, and the eye obediently notices the lack of these fittings, but gleefully reports to the heart when it spies a hidden fitting denoting the meticulous and expert enthusiast whose work is as good where it is not seen as elsewhere. It is also a sure sign of competent observation, which we are told is the foundation of all knowledge. There are large numbers of fittings that it would be a sheer waste of time to make and fit, but there are also a number, which may be described as essential, and some of these are directly within the line of vision. Again, there are large numbers of ship and boat models, which lend themselves to such embellishments very readily, consequently enhancing their merit and charm. The writer has never been interested in models of humans, said to be the finest proAnyway, whether they duction ever made. are worth modelling is not a question for MARINE MODELS. = the writer’s own opinion. Many others erly think differently, but a ship should at least some of her internal fittings— pessibly waiting for her lilliputian crew to sign on. It is suggested that such models as steam ers, cabin cruisers, and, in fact, all boats with deckhouses, as well as open boats, lend toe ee _ 65 open doorways and scuttles, and, moreover, are easily made. The subject lends itself to almost endless variety and should be a modeller’s paradise, but he must be careful not to overdo the part and to select only those fittings that are typical of the sea and his prototype. In the following article a few common fittings will be considered. (To be continued.) SLIPPING MASTBANDS is an unmitigated ran nuisance but can be cured by putting adhesive medical SLIPPING mastband strapping round the mast under the mastband. One or two turns round the mast will make a wonderful difference. Turnbuckles that persist in unscrewing can usually be cured by fitting locknuts. If the worst comes to the worst, a short lanyard is a good sub- stitute, and many expert skippers prefer lanyards to turnbuckles. A wire shroud with a short lanyard has just a tiny elasticity that is lacking when turnbuckles are used, but does not give like a shroud of watercord. my1 | | he THE IMPORTANCE OF SAVING ‘ ‘ WEIGHT ALOFT I] T is very important to save weight aloft owing to the leverage exerted. Let us suppose we have an 88in. mast above deck. The deck is 33in. above waterline, and the Centre of Buoy- ancy IJin. below waterline. The Centre of Gravity of the mast will come about 40in. above deck, or, say, 45in. above the C.B. The method of calculating the effect of weights at a distance from the fulcrum is to take moments . Compare a solid mast weighing 12 oz. with a hollow one weighing 8 oz.—a difference of 4 0z. The weight of the difference 4 0z. is multiplied by the distance from the fulcrum, so we get a leverage exerted of Fig. 4×45 (=180) inch-ounces. Now if the Centre of Gravity of the lead keel is 4in. below waterline (or Sin. below the Centre of Buoyancy) we can find how much lead this 180 inch- 131 themselves to considerable improvement by attention to their visible interiors. The prototype should be examined with this object in view, and careful notes taken of the correct shape of obvious articles such as: tables, chairs, berths, doors and their fittings. Notice the shapes, particularly of door-fittings, sometimes called marine ironmongery—the ironmongery being nearly always non-ferrous. Most cabins or saloons have obvious fittings and are never without them, such as ship’s clocks and barometers, fitted to their bulkheads. These’ are easily glimpsed through ~ = ounce is equivalent to by dividing 180 by 5. The result is 36 oz. or 24 1b. of lead, which the extra weight of the solid spar neutralises. Now if we had used a hollow spar and put the extra 4 0z. into the keel, our boat would have been stiffer by not only the extra 4 oz. but by the 24 Ib. wasted through F heavy solid mast, the equivalent of 24 Ib. all told. hintaan pee ok aie A ship displaying a crew at their respective Stations, savours somewhat of the doll’s house, MODELS Some mat + MARINE MARINE 66 AN MODELS INTER-CLUB MATCH OF FORTY YEARS AGO By LEN SMART HILE looking through my model V4 yachting souvenirs recently, | came across three photographs taken on the occasion of an inter-club match between the Cardiff and Swansea Model Yacht Clubs on Easter Monday, 1896. Forty years back—quite a while ago! | may mention that I was then a Junior Member of the Cardiff Club, and did not figure in the photographs or in the celebration that followed our victory over Swansea. The following year I was chosen to repre- sent our club and won the Cup with my old “Dodger,” a fine craft to windward. Times have changed, but the 10-rater class goes on. Yet look at the shape of the fin-andskeg model in the foreground of the picture of the Cardiff team, the proud owner sitting with his feet near the bowsprit. This was a famous 10-rater called ‘‘ Mosquito,” which came from London, where she sailed exactly as in the photograph. Can any of the oldtimers who take MARINE MODELS recall her? She did not win this particular race, however, as it blew a living gale, and the winner was found in the Cardiff boat ‘ Lionesse” (the first model to the left of “* Mosquito”) which was a three-footer, and the only craft that had a small suit of sails to meet the prevailing conditions. Her competitors were all. hopelessly overpowered. Readers will observe the happy crowd at the lunch which preceded the final. Poor old Tom Ridout getting his bottle of Bass down, and old Frank Martin passing the refreshments around. The celebration after the event must have been the end of a perfect day. Old Joe Legge, owner of the victorious ‘* Lionesse,” finished up by falling head over heels down the railway embankment together with his boat and the Cup. Being of Dreadnought build, the model was not much the worse, but poor old Joe was badly bruised and shaken. Nevertheless he saved the Cup, which had been filled more than once during the evening. Great old days and fine men. But do we do so badly these days after all? AT LUNCHEON—Preparing for the Contest. MARINE MODELS THE RIVAL TEAMS, CARDIFF M.Y.C. 67 1896 | it a 1 he oe ad oh ee a VERSUS SWANSEA M.Y.C. Photos by G. Cummings, Llandaff 68 MARINE THE SHIP MODELS “ORIENT” (z889) By G. W. MUNRO (Concluded from page 41.) HE sail plan that accompanies this oe article as a double page spread, is very essentially simple as all the fittings and rigging conform to the normal practice. The first point that will be noticed is that the lower and top masts are in one, and form one long steel mast. The top-gallant masts are of wood. The colour of the masts is the usual dark orange chrome. The length of the steel masts is 124ft. 6in. on fore and main, and the mizen is 117ft. Oin. These lengths are taken from the top of the keelson to the cap of the top mast. The fore and main are exactly alike, and have the following proportions: length of lower mast to top, 7lft. 9in.; length of head, 15ft. Oin.; length of top mast, from cap to heel of topgallant mast, 28ft. Oin.; length of doubling, 9ft. 6in.; length of wooden top-gallant and royal masts combined, 48ft. 6in.; length of top-gallant mast from heel to stop, 26ft. 6in.; royal mast, 16ft. Oin.; pole, 6ft. Oin. The yards are as follows: lower yard, 84ft. 6in. (arms, 3ft. Oin.); lower topsail yard, 78ft. Oin. (arms, 2ft. 6in.); upper topsail yard, 69ft. 6in. (arms, 3ft. 6in.); top-gallant yard, 56ft. 6in. (arms, 3ft. Oin.); royal yard, 45ft. Oin. (arms, 2ft. 6in.). The proportions of the mizen-mast are as follows: from keelson to top, 69ft. Oin.; length of head, 13ft. Oin.; length of topmast from cap to heel of top-gallant mast, 28ft. 0in.; length of doubling, 7ft. Oin.; the total length of the top-gallant and royal masts is 41ft. 6in.; the topgallant mast is 21ft. 6in.; the length of the royal mast, 13ft. Oin.; the length of the pole, 6ft. Oin. The yards on the mizen are as follows: the length of the cross-jack, 66ft. 6in. (arms, 2ft. 6in.); lower topsail yard, 61 ft. 6in. (arms, 2ft. Oin.); length of upper topsail yard, 53ft. Oin. (arms, 3ft. Oin.); length of topgallant yard, 43ft. Oin. (arms, 2ft. Oin.); royal yard, 35ft. Oin. (arms, lft. 6in.). The gaff is 38ft. length overall, and the peak of the sail is 8ft. from the outer end. The stop for the vangs is just half this amount from the end, 4ft. The spanker is 54ft. overall. The bowsprit is 49ft. from bed to outer tip. It is divided up in the following proportions: from bed to collar for dolphin striker, 24ft. Oin.; from collar to stop for royal stay, 22ft. 3in.; from bed to foretopmast stay, 11ft. 6in.; from foretopmast stay to inner jib, 15ft. 6in.; inner to outer jib, 14ft. 6in.; outer jib to flying jib stay, 5ft. Oin. On the sail plan there is no indication of the brace leads, but the photographs I have included in the previous numbers clearly show this. The most notable feature here is that the length of the pendants is much greater than usual, in fact those to leeward will very nearly touch the leading blocks at the mast head. This does not apply to the blocks on the topsail yards, where they are of normal length. Just to make sure the reader will be able to follow this through we will take the foremast first. The fore royal braces have their standing ends made fast to the main topgallant mast head. The leading blocks are just under the top of the top-gallant shrouds. The fore top-gallant braces have their standing ends on the main topmast stay and the leading blocks are in the topmast rigging. The upper topsail braces lead from the main topmast stay to the brace blocks, and down to the main rigging as usual. The lower topsail braces have their standing part at the main top, or rather are just below it on the main stay. The rest of the lead is normal. The braces on the yards of the mainmast are similar to those on the fore, but lead from the mizen. The mizen braces all lead forward to the mainmast. The mizen royal braces are single whips and lead down to just below the head of the topmast. The top-gallant braces have their standing end at the top of the topmast head, and after reeving through the brace block pass through a leading block beside those for the royal braces just mentioned. The upper topsail yard braces have their standing end at the head of the mainmast and, after reeving through the brace block, return to the mast head and so down to deck. The lower topsail braces are similar but have the leading blocks under the main top. The cross-jack braces are rigged under the main top. It will have been noticed that there is a sail carried on the cross-jack. This sail was always carried, and in fact was on the yard at the time of the stranding of the * Orient.” The figurehead was the very common female figure with the right arm folded across the bust and the left arm hanging at the side. This position seems to have been as common as the painted ports on the sides. MARINE MOVELS SHIP “ORIENT ” (1889) Scale: 1/24in.= Ife. Mh SUPPLEMENT TO VoL. IX, No. 3 Drawn by G. W. Munro To face page 68 SUPPLEMENT TO VoL. IX, No. 3 To face page 69 a I . | /24in. = Lft. Drawn by G. W. Munro MARINE MODELS THE STERN OF THE “QUEEN MARY” Photographs by P. Marechal, Victoria M.S.C., London The photographs which appear on this page show the stern of the ‘* Queen Mary,’’ and provide a most fascinating study for the naval architect and yacht designer. The shape of the after-sections will be noted, and the beautiful merging of the topsides into the underwater body. It will be seen that in turning the waterlines into the after deadwood reverse curves are prac- tically eliminated, which gives improved streamlining as well as increased displacement and bearing aft. The shape of the rudder and its streamlining are also of interest. The form of the skegs for the quadruple screws and the propellers themselves also repay careful study. 69 70 MARINE MODELS 5 pa rere ADVERTISING MODEL YACHTING Reproduced by kind permission of the i ** Evening News,’’ Portsmouth ; FTM some considerable time the Portsmouth M.Y.C. has been endeavouring to induce the local authorities to provide a suitable lake for model yachting. As a part of the campaign to make Portsmouth and Southsea model-yacht minded, the Club took part in the Welfare Hobbies Exhibition at the Guildhall, Portsmouth, on April 15—17. The Club erected the artistic stand shown in the photograph reproduced above, by kind permission of the Evening News, Portsmouth. The stand was in a corner of the hall, and the models staged were one Aclass, two 6-metres and two 36in. restricted class. The latter is used for the Juniors. In addition the Club Trophies were on exhibition, also two splendid miniature models made by Messrs. Crane and Gates. The model made by the latter is a scaled replica of a 6-metres model in silver. The Club’s exhibit was a centre of attraction and excited much favourable comment. The Portsmouth M.S.C. also had a good stand. It is to be hoped that the Club’s efforts will succeed in making the City Fathers realise how widespread is the interest in our sport, and how attractive a model yacht lake is to visitors. MARINE MODELS 71 “BOATS!” By COMMODORE O. WATT ABUTTOK Regatta Committee is an aggregation of sea- passengers. Group (2) are the highest type of vehicle devised by man (sometimes). Large sailboats are rather scarce. Group (3) are sailed (or pushed) by grown men with juvenile brains. Group (4) includes “ just boats ’’ or mongrels, which their creators imagine are sailboats. CHAPTER III Recognised Classes of Model Sailboats THE most prolific model in the U.S. is the Marblehead 50-800, which is really not a boat at all, but comes under Vessels (see Chapter I). The 10-Rater is the answer to a skipper’s prayer, ‘ How long, O Lord, how long? ” The A-class is chiefly prized by the International Trophy Chasers’ Union. CHAPTER IV Model Yachtsmen Mob sailboat addicts are men and boys who can wear very small hats, at least before they become champions. They are classified as follows : — (1) Skippers. (2) Mates. (3) Champions. (4) Regatta Committee. Skippers have very queer habits. The more they know, the less congenial. They never shake hands. They do not eat or become fatigued during the racing season. They have no sense of time, heat or cold. Mates are just damn fools who have no sense at all. Champions are post-graduate skippers who know everything and have all the luck. They are the Shylocks of model yachting, demanding re-sails on technicalities, and their shibboleth is “* Foul.” LE CHAPTER V Model Yacht Clubs SKIPPERS and Mates sometimes herd together, and when this happens a CLUB is formed. A Club is an institution and an excuse for a fight. Without a Club a fight could not be organised properly, and might not amount to much. When a Club 1s fully organised, members are entitled to separate themselves into groups and act accordingly. Queensbury Rules do not apply. No holds are barred. CHAPTER VI Methods of Sailing Models WHENa Skipper wants to go sailing he always asks his wife’s permission. (Oh, yeah?) A time is picked when there is absolutely no wind, or no water, or the pool is frozen. The place ‘for the race is usually some remote spot miles away. After several hours’ riding, the pond is reached, and after unloading repairs are made. If the boat will float, the race is on! Now a model boat race is something to be proud of, as the skipper with the heaviest push (without falling overboard) generally gets the best start. The skipper whose mate will take the most has a big advantage. Then, if the trick gadgets (including gyes and vanes) are well scrambled up and the mates can’t unscramble them, and the boats are not sunk by collision, the race is finally run off. This race only means that surviving skippers can enter another race and see whose boat can be sunk this time. The winner is determined by the following simple formula : — (L+W)x !—QBP _ JSA. =9.30 p.m. Or simply—Leeward and Windward Course (in feet) multiplied by objurgations to mate minus Quick, Big Push divided by the square root of the Sail Area equals 9.30 p.m. Thus the winner is proclaimed, but we still have our own alibis and ideas. The Appendix to Commodore Abuttok’s magnum opus will be found on page 74. eee” CHAPTER II Types of Boats Boats may be grouped as follows : — (1) Steam and power boats. (2) Sailboats. (3) Model Sailboats. (4) Other boats. Group (1) are interesting vehicles which carry aa in SS Boats are vessels which are put in water. N.B.—There are other types of vessels which water is put. lawyers who were elected to keep them out of circulation or from grabbing all the prizes. They are never on deck when wanted, but are always re-elected next year. TS CHAPTER I Boats MARINE —— = (5 ae ———S ss MODELS —— ga: elt \ ee SS – S A> aoe P 5s A = —— NS — i. SS ORK ahem races were witnessed. BARROW M.Y.C. : — following results The rounds sailed gave the The racing season is now in full swing, and the members are now busily occupied in the strenuous task of collecting prizes and points. A good turnout of 19 boats marked the club’s opening race on May 2, when the Mayor of Barrow honoured us The summer-like weather atwith his presence. tracted many spectators, but to the disappointment of competitors, the wind was very light and variable. At the commencement it was Southerly, giving a broad reach either way, but at the end of the afternoon it had gone round to the West, giving a A-class: ‘* Lady Winifred ’’ (F. W. Douglas) and ‘*Lady Anne’? (W. Douglas), 10 pts.; ** Seven Sisters’’ (W. Whitelock), 5 pts.; ** Trilby ” (R. Johnson), ‘* Helen ’’ (R. Walker) and *‘* Doreen Since there were three classes competing, the boats in each class were started off together, the A- The point races will be continued until the end of May, June bringing the first of our Gup Races, run and a beat. class necessitating two heats. Results were : — 10-Raters: ‘‘Iram’’ (F. Watts); Walker); ‘‘ Joan ’’ (R. Ashburner). ‘“* Nan” (J. A-class (Ist heat): ‘*‘ Lady Anne ‘’ (W. Douglas); ‘* Doreen ’’ (A. Walker). A-class (2nd heat): ‘‘Pastime’’ (J. Rowe); ‘Seven 10-Raters: ‘‘Iram’’ (F. Watts) and *‘* Flossie ”’ (J. Rome), 8 pts.; ‘* Cissie’’ (A. Walker), 7 pts.; ** Honeymoon ” (B. Charnley), 3 pts.; ‘‘ Nan”’ (J. Walker) and ‘* Joan ’’ (R. Ashburner), 2 pts. 20-Raters: ‘‘ Alan ’’ (J. Strong), 4 pts.; “* Betty ”’ (H. Parnham), 2 pts. (A. Walker), nil. for the Diamond Jubilee Cup, which was presented to the Old Barrow M.Y.C. in 1897 by Sir Richard Cayze. In the meantime, we also hope to welcome our friends from Morecambe and Windermere, for we can always offer them a good afternoon’s sport, on what we think is the finest stretch of water in the country. F. W. D. Sisters ’’ (W. Whitelock). ’’ (J. Rowe); ** Lady A-class (final): ‘* Pastime ae ’ (W. Douglas); ‘* Seven Sisters *’ (W. WhiteBRADFORD ock). 20-Raters: ‘‘ Capella ’’ (L. Charnley); ‘* Betty ”’ (H. Parnham); ‘‘ Butterfly ’’ (J. R. Charnley). The races were all very keenly contested, the wind being responsible for many unexpected and exciting happenings. The Mayor kindly presented the prizes to the deserving skippers, and expressed his surprise and pleasure at the afternoon’s sport. Such a sport, the Major pointed out, preserved what was nearly extinct in this age of machinery— the spirit of craftsmanship and skill—and such or- ganisations were worthy of any aid the municipal authorities could give them. Two of this season’s new boats figured in the ‘‘Tram ’’ is a prize list of their maiden race. sharpie, slightly modified from the MARINE MODELS design published some while ago, and has shown a very good turn of speed even in the lightest of winds. ‘‘ Lady Anne ’’ is an A-class, designed by Admiral Turner, of 58 lb. displacement, and was only mastered in a very light wind after a good fight by ‘ Pastime,’ a 45 1b. boat, built from a modified Feltwell design. On May 9 the first of the point races was held. These are run on the tournament system, each class sailing separately, but, owing to the fact that all classes race on a Saturday, and the large size of the Timber Dock, it is impossible to sail more than one or two rounds a week, and, consequently, the tournament is stretched over a month. ‘Jean “’ (J. Tapsley, Nottingham), 22 points out of a possible 37. May 3—The 10-rater ‘* Hirst ’’ Cup was raced for on the Club’s waters, Larkfield Dam, Rawdon, Nr. Leeds, under a whole-sail breeze, providing a reach each way, and resulted in a win for ** Renée ’’ (E. Turner) with 24 points out of a possible 28, after a tie with ‘‘ Cintra Quinn ’’ (H. Atkinson). The other six entrants were: ‘* Bonito’’ (S. Haigh), ‘‘B.M.’’ (W. H. Porter), ‘“‘Raven’’ (Geoffrey Kitchen), ‘‘ Surprise’ (H. Davis), ‘* Waveney” (J. P. Clapham) and ‘* Whimbrel ”’ (F. C. Hirst). The O.0.D. was B. E. Garbutt, assisted by Mrs. H. Atkinson, G. F. Ambler and F. H. Parr, the Cup being presented by Mrs. Geo. Snow. May 6—At the Monthly Meeting, held at the Stone-Trough Inn, it was decided to enlarge the boathouse again, and also construct a staging round the water, similar to that erected at one end two years ago, which has proved a great success. This will enable us to dispense with the use of thighboots altogether. J. P. CLAPHAM. Three ses- sions of point races, of a month’s duration, are held, and these races provide the backbone of the Club’s programme. M.Y.C. Easter Race—’* Wade ’’ Cup for 6-metres. The 3rd prize-winner (p. 48) was inadvertently given as This should have been reported as ‘*Eredith.’”’ Owing to other unavoidable calls, the number of starters was rather depleted, but in spite of this, and also a bad, squally nor’easter, some good, keen LONDON LEAGUE The second League event for the Stanton 10-Rater Cup was sailed at the Round Pond, Kensington, on Saturday, May 2. Each of the five affiliated clubs entered two boats. It was most unfortunate that the aaa MARINE @memmencement of the racing was delayed forty ‘Gmmutes, as it ultimately resulted in several re-sails Bemg abandoned owing to the late hour, and the @emmts for these were halved. The results of the afternoon’s racing were : — M.Y.S.A. (Kensington), ‘‘ Coquette ‘’ (—. Barton), SS points; Total 49. meonds), 134; ‘‘ Gloria’? (A. W. Littlejohn), 185= Highgate M.Y.C., ‘* Merlin’’ (J. Ed‘* Miss jill II’’ (D. P. Woolf), 20= Total 334. South-Western M.Y.C., *‘ Alice’? (—. Warman), 21; ‘‘ Nemesis ’’ (J. Sutherland), 14= Total 35. Clapham M.Y.C., ‘‘ Shikari’’ second event is:—M.Y.S.A. (Kensington), 102 points; Highgate M.Y.C., 874; Forest Gate M.Y.C., ~~” Clapham M.Y.C., 80; South-Western M.Y.C., A. J. F. THE SCRUTTON CONSOLATION CUP Only five boats faced the starter for this event, which was held at Forest Gate on May 9. The scorers are as under : — “Flier ’’ (R. H. Elwood), 7 pts.; ‘* Bubbles ”’ (A. J. Ford), 2; “‘ White Bird ’’ (F. Reigen), 16; ~ Vanity ‘’ (G. E. Johnson), 8; ‘* Maisie ’’ (I. Gow), 17. Mr. Gow, therefore, wins the Cup and a prize. 0.0.D., Mr. H. G. Howard; Starter, Mr. J. W. Gorston; Scorer, Mr. J. A. Piper; Umpires, Messrs. Hodges, Pike, Aplin and Bliss) moderate. THE M.Y.A. LONDON Wind, N.N.W. 10-RATER REGATTA This event, sailed at Forest Gate on May 16, was the exception, in that it was favoured with plenty of wind. There were 14 entries, so that in order to get the race finished in reasonable time, it was mecessary to sail in two divisions. The two top scorers in each division afterwards met in a fourboat match to decide for position. Up to the tea interval there was a strong S.S.E. wind, which raised quite a sea at the lee end of the pond, while the strong wind made it necessary to use second suits. The scores were as follows : — ** L’Hirondelle ’’ (R. Harris, M.Y.S.A.), 24 pts.; * Miss Jill II ’’ (D. A. Woolf, Highgate M.Y.C.), 17; ** Dainty ’’ (H. W. Apling, Forest Gate), 9; ‘** Valkyrie ’’ (D. A. McDonald, Clapham), 25; ‘* Colin ”’ (— Roodenberg, South-Western), 0; ‘* Peggy ’’ (W. Appleton, Highgate), 16; ‘‘ Lady ’’ (A. J. Hugo, Clapham), 14; ** Alice’? (— Walman, South-Western), 10; ‘* Shikari ’’’ (T. Robertson, Clapham), 18; ** Freda B’’ (W. Bliss, Forest Gate), 5; ‘* Merlin ’’ (J. Edmunds, Highgate), 20; ‘‘ Trigonia *’ (H. Wake, M.Y.S.A.), 19; ‘‘ Marina’’ (S. Stone, M.Y.S.A.), 12; ** Fly ’’ (H. G. Howard, Forest Gate), 23. The following boats then sailed for position : — “*L’Hirondelle,’’ ‘* Valkyrie,’’ ‘* Merlin,’’ and ** Fly,”’ with the result that ‘* Valkyrie ’’ secured Ist prize with 10 points, ‘* L’Hirondelle ’’ 2nd with 9, and ** Fly ’’ was 3rd with 8. ————— 73 The thanks of the Association are due to those gentlemen who helped as starters, scorers and um- pires, viz.: Messrs. Elwood, Hodges, Gow, Pike, Piper and E. Johnson. While most of the competitors found it necessary to reduce their canvas, Mr. Piper, the scorer, fitted stunsails to his headgear. Those who were present will know what I mean, but for the benefit of those not there, Mr. Piper wore something original in the shape of cap covers. Mr. G. W. Munro was O.O.D. W. J. E. PIKE. (T. H. Robertson), 13; ‘‘ Marina ’’ (G. W. Reason), 23= Total 34. Forest Gate M.Y.C., ‘‘Fly’’ (H. G. Howard), 223; ‘* Kismet ’’ (J. Yorston), 24=Total 463. The 0.0.D. was Mr. Bydawell of the M.Y.S.A. ‘Seorers: Messrs. Stone and Harris. The respective positions of the clubs after the ; MODELS SOUTHAMPTON M.Y.C. v. LYMINGTON M. &.E.S. The model yacht section of the Lymington and District Model and Engineering Society opened the new season with a match against Southampton Model Yacht Club. Some fine races were seen during the day by the large number of spectators. The event took place on Salterns Lake, Woodside, Lymington, by permission of the Misses Ouvry, and Southampton won by 114 points to 112 points. The Mayor (Alderman Francis Dawson) officially opened the season and the Mayoress (Mrs. Dawson) started the first race. The Mayor spoke highly of the sport provided by model yacht sailing and wished the club every success. Points gained lows :— by the competitors were as fol- Lymington: 1, ‘* Freak ’’ (Capt. H. E. Sulivan), 18 pts.; 2, ‘* Pierette ’’ (Miss D. Mair), 12; 3, ‘“*Black Peter ’’ (A. Jones), 10; 4, ‘* Hore Belisha ’’ (R. Wigmore), 8; 5, ‘* Valdero ’’ (H. G. Mair), 18; 6, ‘* Red Cloud ’’ (D. May), 20; 7, *‘ Blue Bird ’’ (R. O. L. Lovell), 12; 8, ** Miscellaneous ’’ (A. N. Other), 14. Total, 112. Southampton: 1, ‘* Pam ’’ (W. J. Barrett), 16 pts.; 2, ‘‘ Fream ’’ (F. Crespin, Snr.), 12; 3, *‘ Spray ” (H. Vear), 22; 4, ‘* Babs ’’ (R. Wheeler), 10; 5, ** Jean ’’ (G. Haywood), 28; 6, ** Sonia ‘’ (O. Christie), 16; 7, ‘* Doline ’’ (L. Wilkinson), 22; 8, ‘‘Weetamoo ”’ (J. Crispin). Total, 144. The officials were: Starter, Captain B. H. Goodhart; Southampton Scorer, Mr. P. H. Bunn; Lymington Scorer, Mr. H. Weld. The arrangements were made by a Committee, of which Mr. R. O. L. Lovell is Hon. Secretary. HUDDERSFIELD M.Y.C. The following fixtures have been arranged for this season: June 6 and 27, July 11 and 25, Septem. – ber 5 and 19, October 4 and 18, November 1, 15 and 29, December 13. All the above will start at 2.30 p.m. Also an Open Race will be held for the Henshaw Cup on Sunday, June 14. Entries 2s. 6d. per boat, on or before 11 a.m. on the day of the race, limited to three boats per club. All races will be sailed with the 36in. restricted class, and held on the Reservoir opposite the Gt. Western Hotel, Stannedge Moors, Marsden, near Huddersfield and Oldham. FRaNK C. Hirst, Hon. Sec. ‘* Broomfield,’’ Longwood, Huddersfield. 74 MARINE M.Y.S.A., KENSINGTON Kensington Cup.—This year’s race attracted four 6-metres from the London M.Y.C., and four 18-ftrs. from the home club. The wind was light to fresh E.S.E., giving a free beat and quarter run. Last year’s winner ‘‘ Chic ’’ was handicapped by new sails and rigging, and could not get going. The race developed into a fight between ** Vanity ’’ and ‘* Thistle,’’ the latter eventually winning the Cup by 2 points. Mr. Briscoe steers ** Vanity’ by a vane fitted at the masthead, and in his capable hands this device is highly successful. Scores: ‘* Thistle,’’ 18-ftr. (A. W. Littlejohn, M.Y.S.A.), 22; ** Vanity,’’ 6-m. (Mr. Briscoe, L.M.Y.C.), 20; *‘W—,”’ 6-m. (Mr. Bergne, L.M.Y.C.), 16; *‘ Briton,’’ 18-ftr. (Mr. Chapple, M.Y.S.A.), 15; ‘* Chic,’’ 18-ftr. (J. Vincent-Hill, M.Y.S.A.), 13; ‘* Isis,”” 6m. (Dr. Beevor, L.M.Y.C.), 11; ** Pip,’’ 6m. (Mr. Froment, L.M.Y.C.), 8; ‘‘—,’’ (Mr. Rigby, M.Y.S.A.), 7. De Quincey Cup.—Ten boats sailed for the De Quincey Cup under totally different conditions from last year, when the race was more of a drifting match than anything else. This year a strong wind blew from the N.E., giving a beat and a run, and, during the squalls, attained half a gale. Most yachts carried 2nd and some 3rd suits. A rare fight developed between “* Gloria,’’ ‘** Trigonia,’’ ‘* March Wind,” ‘‘ Coquette ’’ and ‘* L’Hirondelle,’’ the result being in the balance until the last heat, when it was found that ‘* Coquette ’’ and *‘ L’Hirondelle ”’ were level on points and number of weather boards, but the former having taken the windward board when the two met was adjudged the winner. Scores: ‘* Marina ’’ (S. Stone), 18; ** Ballerina ’’ (O. Steinberger), 18; ‘* Gloria’? (A. W. Littlejohn), 31; ** Alva’? (J. Vincent Hill), 81; ‘* L’Hirondelle ”’ (R. Harris), 32; ‘‘Trigonia’’ (H. Wake), 31; ‘‘March Wind ”’ (R. Rigby), 29; ** Lally ’’ (L. Hawkes), 9; **_1* (_. Morrison), 10; ‘* Coquette ’’ (R. G. Barton), 32. Dacia Cup.—Eleven boats, representing six clubs, took part in this time-honoured Easter Cup race, but, unfortunately, conditions were far from ideal, as we had every kind of wind. First a light breeze, then a strong wind, then for a change a total calm, and throughout hail, snow and rain alternated with fog and bright sunshine. Of the race itself little can be said, as it was a case of patience and skill as the wind veered greatly. Unfortunately, conditions prevented sailing the re-sails, and points were split, but throughout the same six boats were to the fore. Afterwards everyone repaired to the Tulip, where a high tea was provided by the M.Y.S.A., and greatly appreciated by all. Scores: ‘** Coquette ”’ (R. G. Barton, M.Y.S.A.), 31; ‘‘ Gloria’? (A. W. Littlejohn, M.Y.S.A.), 30; Mr. McDonald (Clapham), . 30; Mr. Cheveralls (Clapham), 294; Mr. Borkett (Eastbourne), 24; Mr. Tansley (Hove), 23; Mr. Whitmore (Eastbourne), 223; Mr. Andrews (Highgate), 224; Mr. Hodges (Forest Gate), 185; Mr. Rudenberg (S. Western), 17. Challenge Match—M.Y.S.A. v. S. Western M.Y.C. —The youngest Metropolitan Club challenged the M.Y.S.A. to an 8-heat match. ‘‘ Alice,’ the S. The Western boat, was opposed by ‘‘ Coquette.’”” match was stopped after the sixth round, as ‘* Coquette ’’ was then in an invincible position. Jermyn Vincent Hill Cup.—For a change the wind was from the South giving a reach both ways. Ten boats—seven 18-ftrs. and three 6-m.—took part. Mr. MODELS Chapple’s ** Briton,’’ ably sailed by Mr. W. G. Barton for her owner, who was indisposed, finished 2 points ahead of the fleet. Scores: Mr. Bergne 22, Mr. Froment 20, Dr. Beevor 16, Mr. Ambrose 18, Mr. Bydawell 14, Mr. Rigby 10, Mr. Vincent Hill 18, Mr. A. W. Littlejohn 20, Mr. Morrison 6, Mr. Chapple 24. The first three of the from the London M.Y.C., and the from the M.Y.S.A. Club Secretaries are requested next Open Race is the M.Y.S.A. above sailed 6-m. remainder 18-ftrs. to note that the Diamond Jubilee Cup, on July 4 at 3 p.m., and 5 at 10 a.m. BRIDLINGTON M.Y. & P.B.C. A club was formed at Bridlington this year, and caters for both model yachts and powerboats. The chairman is Mr. R. U. Brown, Northcliff, Marlborough Terrace, Bridlington. INTERNATIONAL MODEL YACHT RACES We hear that France will be represented again by M. Boussy, who has a powerful new boat. This boat promises well and should give a good account of herself. “BOATS!” (See page 71) APPENDIX Definitions of Model Yachtical Terms for Beginners and Quitters. Forward—one end. Aft—t’other end. Block—a pulley. Blockhead—a skipper. Dope—coating for sails, etc.; also a mate. Skipper’s wife—the forgotten woman, a model yacht widow. Mate—a jackass, a stooge, a low fellow of the baser sort. Designer—a copy-cat, a pirate. Club—a cluster of nuts. Constitution—frigate. Commodore—sounds big but don’t mean much. Vice-Commodore—less than the above. Rear-Commodore-—the forgotten man. Secretary—a sucker. Treasurer—the clubtight-wad. Officer of the Day—the voice of experience—sees all, hears all, does nothing. Umpire—a dumbbell—sees nothing, knows nothing. Starter—not a Bendix, a timid soul, a procrastinator. Scorer—an expert on figures (see Model). Model—a swell dame. Gye or Guy—a model’s big weakness. Spinnaker—a windbag, a joke (see Chairman of R. Comm.). Chairman of the Regatta Committee—see Spinnaker. Races—friendly (more or less) competition. Final Scores—a comedy of errors. Prizes—the junk collector’s dream. MODELS 75 i a ‘ a i MARINE N examination of only a few club programmes result favoured Saltcoats with 133 points as against number of races projected, conscious as serves, a much closer result than obtained at the last aN for the season rather surprises us by the large we were already of the multiplicity of important events, which are now so very numerous that it is 2 matter of extreme difficulty to avoid clashes, and, m fact, sometimes impossible. Our Diary shows seven Saturday occasions on which there are two mportant events, and one with three, all of which we would like to attend. Two club programmes before us as we write, consist in the one case of forty-five races and in the other no less than sixtyeight, including, of course, some week-night fixtures. Two clubs only, 113 races! This is an illustration of the utter impossibility of our personal attendance at all the events, even of really outstanding importance. In these circumstances, we would once again appeal to club secretaries to send us particulars of their more important races when we do not happen to be present. All of such will receive full consideration for the purpose of this page, within the limits imposed by considerations of space and the Editorial coloured pencil. The address is: A. McDougall, 67, Muiryfauld Drive, Glasgow, E.1. Furthermore, if important local results are ‘phoned to us (178 Bridgeton) on Saturday evenings between the hours of 10 p.m. and midnight, we may be able to utilise them for local Press contributions each week. Note: We do not promise to be always available at these hours, we may have retired to bed sometimes—perhaps. Unfortunately, the expected visit from some of our Welsh friends to Saltcoats at Easter did not materialise, much to our disappointment. And now we hear that responsibility for this non-appearance is impartially disclaimed by everyone generally and placed on the shoulders each of the other party. Ah, well! ‘twas ever thus. While our visitors would have received a warm welcome had they turned up, we are afraid they would also have found it pretty wintry otherwise. It was intensely cold. . good excuse for something counteractive—but who wants an excuse for that? Saltcoats opened their season on April 4 with a Club Regatta for all classes. It was notable for the fact that the greatest measure of success was secured by juniors, who gained first, second and fifth places. Result: —‘* Glance ’’ (A. Smith), 31; ‘* Elf’’ (M. Dickie), 29; ‘* Anna II ’’ (M. Miller) and ‘* K ’’ (W. Kidd) (and no “*‘ kid,’’ either!), 25; and *‘ Optimist ”’ {owner not stated), 23 points. The Club Race, on May 2, with a very light breeze, resulted :— “Yvonne ”’ (J. Blair), 35; *‘ Mairi ’’ (J. Hunter), 30; and *‘ Jewel ’’ (T. Robinson), 30 points. Kilmarnock received a team comprising 6- and 12metres from Saltcoats on April 25, and a very enjoyable afternoon ensued, in no wise hampered by the satisfying tea which was the contribution of the Kilmarnock ladies to the hospitality of the day. Five heats were sailed under a fresh S.W. wind, and the 123 returned meeting of scores: —For by Kilmarnock. these rivals. Kilmarnock, If our Principal *‘ Ace ’’ (G. recollection individual Roxburgh), 20; “‘Jean’’ (R. Roxburgh), 18; ‘*Gen’’ (G. Curdie), 17 points. For Saltcoats, ‘* Jewel’? (T. Robinson) came in with 21 points, and no less than four others each returned 15 points. On April 28 we had a variation of ordinary procedure, when a special Cinema exhibition was presented by the Scottish Association. The British Elimination Trials and International Races, 1935, were admirably screened with a running commentary by the Scottish Secretary and Mr. C. F. Arthur, and the latter gentleman also presented a series of purely Scottish race scenes and other interesting subjects. These included some of the ‘“* Queen Mary ”’ going down the Clyde and returning to anchorage after trials. Rather exceptional, we should think, in the latter was a white line forward on the hull, well up from the waterline, which was the camera’s representation of foam resulting from the high speed attained and still adhering to the hull of the vessel although she was throttled down to slow speed when the photographs were taken. A large attendance thoroughly appreciated the entertainment, which ran for two hours. The Association Piper, Mr. I. McPherson, rendered selections at intervals. Why not take the Pipes (capital ‘* P,’*’ Mr. Printer) to Fleetwood and/or Gosport, Mac? If we can’t beat the Englishmen we might frighten them. Kamerad! Floral tributes respectfully declined.* The Scottish Association officials conducted an Open Regatta for the 12-metre class at the request of the Queen’s Park Club on April 25, when twentyfour competitors were forward, notwithstanding the pre-occupation of several district clubs with important club races. The wind conditions were variable and tricky, but quite a good afternoon was spent. Five heats, giving a possible score of 25 points, were sailed, and ‘* Glenmoor ’’ (R. Thomson) returned an unbeaten card for the premier prize. ‘‘Echo’’ (J. Barron) and ‘‘ Ailsa’’ (M. McKinley) secured the second and third prizes, with scores of 20 and 19 points respectively. The success of the event was somewhat marred by the action of one club, which, dissatisfied by a decision against one of their number, withdrew all its boats without . authority. Such conduct is simply childish and we refuse to condone the gross violation of rule and absence of sporting spirit. The matter will, therefore, require to be officially dealt with. The Victoria Club staged a very successful Open Regatta for 6-metres on May 2, when a fleet of thirty-three models, representing seven clubs, came *We take it you refer to the ‘‘ Flowers of the Forest ’’?—Editor, M.M. MARINE 76 under the Commodore’s orders. Opening with a very light and awkward reaching wind in brilliant sunshine and something of a heat wave (for Glasgow, that is), the prospect was not too promising at first, but fortunately the breeze freshened and held fairly good until the end. From a spectacular point of view it was an exposition of model yachting at its best, as at times the waters were covered from end to end with craft crossing and recrossing each other in the dancing sunbeams. Apart from this, the racing held considerable interest, as all the more notable examples of the class were competing. Included was ‘* Nike ’’ (Donaldson Bros., West of Scotland), an exact scale model by McGruer’s, of the same owners’ prototype and the latest addition to the fleet. She is a bonny boat, built, of course, on true yacht lines, and from what we saw of her performance is destined to take her place among the leaders. She sailed extremely well and had a clean sheet up to her last board, when something went wrong with her trim and she went badly off her If her course, suffering defeat in consequence. prototype, which has since been launched, fulfils the same promise, the 6-metre class on the Clyde will be hotter than ever this season. Her owners were present and, we understand, expressed gratification with the result of the test. Three heats, with reaching points, gave a possible score of 12, and when the cards were called over three competitors each returned full points. The consequent final provided a great climax to the event and resulted in ‘*‘ Violet’? (A. W. K. Rodrick, West of Scotland), ‘* Rainbow ’’ (W. Bowman, Dennistoun) and ‘‘ Pearl’? (H. Morris, West of Scotland), taking the three prizes in that order. Given favourable weather conditions we anticipate some great sport with the ‘‘ wee sixes,’’ some of which are not so ‘* wee ”’ either, this year. There are quite a number of new productions, showing merit comparable with the best of the existing fleet, and prospects of keen and close struggles for supremacy are bright. A commentator, on the Saltcoats’ examples, says they will be a hard team to beat, and as our opinion is that this will be the case all round, there is plenty of scope for really thrilling contests in existence. We were pleasantly dreaming in indolent comfort when a peremptory demand came from our Editor for this month’s matter ‘‘ at an early date,’’ or sooner. Shocked out of our usual inertia, we have had to sit up to the ‘‘ wee sma’ ‘oors’’ to get it away. [Thanks very much!—Ep., MaRINE MODELS.] Therefore, inasmuch, and so forth, any want of cohesion, together with all and any faults of commission and omission, are hereby conferred upon ‘* His Nibs ‘’—and don’t you forget it. Wot a life! THE SCOTTISH COMMODORE. MODELS M.Y.A. NOTES oe nl Regatta, Birmingham, May 31— une |. Fifteen entries have been received for this race, so a good event is expected. The O.O.D. is Mr. C. E. Lemon, of the Birmingham M.Y.C., who will be glad to hear from any gentleman who will be able to assist either as scorer or umpire, or any other capacity. All such offers of assistance should be sent to him at 33, Jaffray Road, Erdington, Birmingham. Manchester 10-Rater Regatta. This event takes place on June 1, at Platt Fields, Rusholme, at 10.30 p.m. The O.O.D. is Mr. E. J. Steven. All entries to be sent to the Hon. Racing Secretary, Mr. O. Steinberger, 142, Queen’s Road, Peckham, London, 14 days before the date of the race. Gosport Regatta, 1936. The 0.0.D., Mr. C. E. Lemon, whose address is given above, will be glad to hear from Model Yachtsmen who intend to be present and are willing to act as officials during the regatta. A considerable sum of money will be required to defray the regatta expenses, and it will be necessary to raise a fund for this purpose. Donations may be sent to Mr. J. E. Cooper, Hon. Treasurer, M.Y.A., 26, Warren Road, Wanstead, Essex. The Dennistoun Guest Fund. This is a special effort to provide hospitality and entertainment for our Foreign Guests during the regatta, and is distinct from the above. Donations to this Fund should be sent to Mr. I AF ne 90, Church Road, Barnes, London, Date of Entry, Selection Trials and British A-class Championship. Skippers and owners of all entrants for the Selec- tion Trials must be of British Nationality. must be British designed and built. All boats Entrance fee 10/- must accompany all entries, which should be sent to Mr. O. Steinberger, 142, Queen’s Road, Peckham, London, S.E., not later than June 29, 1936. No entries can be accepted after this date. Entries are limited to three boats per club. Each entry must be sent through the Hon. Secretary of the Affiliated Club of which the owner is a member. Description of Competitor’s racing flag to be sent with entry. W. J. E. PIKE, Acting Hon. Secretary. MARINE MODELS AMERICAN EASTERN DIVISION OF THE M.Y.R.A. OF AMERICA THE EASTERN ELIMINATION RACES, A-CLASS Philadelphia, April 25 and 26 ATURDAY morning broke with a subdued haze but a fair breeze which promised to clear the sky and gain speed as the day advanced. Eighteen models were at the starting line at 9.30, waiting room to make a last try-out before Mr. K. Baumgarten, of the Washington M.Y.C., who was 0.0.D., called the skippers and mates together for final instructions. At 10 o’clock sharp the first pair were on their way, a snappy 15-mile wind making the models step ng with spinnakers zooming. Pair after pair were gotten under way and, though several fouls occurred during the two days, they were remarkably few considering the number of entries. There were a number of new boats turned loose, 77 NOTES but Saturday, from Mr. Black’s statement, was much like conditions at Gosport. The water was so lumpy that I was inclined to believe the bottom of the lake was covered with rivets. The models had tough going, but only one of the competitors put on storm sails, changing back to normal sails at the noon recess. On Sunday, after lunch, there were intermittent showers and the water slopped over the walk even though it was some 14in. below the level of the walk. Unfortunately, because of the great number of entries, there was time only for one round. Even at that, the resails were still being carried on at 8 p.m. Sunday. It had been planned to carry over the six high boats to Monday, deleting all scores and selecting the three high boats on that day, but the O.0.D. felt that the wins were so cleanly made by the three high boats that they had undoubtedly won the right to go to Detroit, and since the judges and skippers involved were agreeable, Monday’s racing was called off. The winner received a beautiful silver cup donated by the Philadelphia Record, and the runner-up received a fine silver cup donated by a Philadelphia merchant. among them John Black’s ‘‘ Bostonia VI,’’ of the Scoring at the close of Sunday night’s racing was as follows; possible high 85 : — American representative abroad, had a fine new boat, as did-J. Patrick, of the Washington M.Y.C., who incidentally was sailing his first model, which was a masterpiece of workmanship and was sailed with fine skill. John Black, Marblehead M.Y.C., 67; Charles Farley, Boston M.Y.C. 60; Wm. Bithell, Boston M.Y.C., 57; Gordon Curry, Mill Pond M.Y.C., 55; Wm. Stout, Philadelphia M.Y.C., 55; Louis Greely, Washington M.Y.C., 51; Ed. Phillips, Mill Pond M.Y.C., 48; Arvid Anderson, Staten Island M.Y.C., 38; James Patrick, Washington M.Y.C., 52; Charles Logan, Staten Island M.Y.C., 33; Daniel Beaton, Red Bank M.Y.C., 33; Harry Allen, Deeper Hudson M.Y.C., 35; C. O. Brook, Deeper Hudson M.Y.C., 29; Wray Lawrence, Mill Pond M.Y.C., 40; Robt. Dunnebacker, Prospect Park M.Y.C., 36; Kenneth Grunewald, Mill Pond M.Y.C., 294; Robt. Snow, South Jersey M.Y.C., 28; Arthur Millward, Clove Lake M.Y.C., 184. Marblehead (Mass.) M.Y.C. Wm. Bithell, last year’s Gordon Curry and his father sailed the old ‘‘Polka Dot,’’ well known through its designer and builder, E. A. Bull, of Prospect Park M.Y.C. But to my mind, the outstanding boat was Black’s “ Bostonia VI.’’ It appears to me to be radically different from the ‘‘Bostonias’’ of other years. Much fuller and cleaner lines. That she was all that Mr. Black hoped for was proven by the many boards he took in the two days of racing. Here was a boat, untried, not tuned up to pitch, taking heat after heat. I suggested to Mr. Black that she did not look as good as ‘* Bostonia V “’ so far as speed possibilities were concerned, but he stated that in the few days he had been able to try her out she had proven to be a better boat than any of her pre- decessors. Doubtless she proved herself a fast and able craft under the uncanny handling of her skipper and the perfect co-operation of her mate, Mr. Daniel Manning, of the Marblehead M.Y.C. From 11 a.m. on Saturday until 2 p.m. on Sunday, the ** Bostonia VI ’’ had an unbroken string of wins to her credit. Every skipper in this hard-fought event was on his mettle. Each had an eye on Gosport, and worked hard to pull down scores and build hi#own chances for the privilege of representing the East in the National event in June at Detroit, Michigan. Several of these races, both in the leeward and windward heats, were thrilling in the extreme. From start to finish line it was no man’s race, and either man’s race until the finish line was crossed. Conditions were ideal except for a short hour on Sunday, when the breeze died down to a bare 2 miles, I was happy to see one old face among the spec- tators who was, I believe, our first representative in England, Mr. Joseph Weaver, of Brooklyn, N.Y. Two guests came to see the event from Los Angeles, California, ‘nearly 3,000 miles away. But to return to the forthcoming event abroad, there can be no doubt that if John Black wins the National event, and it seems very likely he will, the International contenders will have a serious threat from America; in my sincere and unbiassed opinion, an even more serious threat than last year’s winner, whom I imagine was not considered a danger until it was too late to hold him down. I believe 1 am giving the dimensions correctly, as far as I know them, in *‘ Bostonia VI,’’ L.O.A. 78in., B.W.L. 14in., Dr. 10.78in., Disp. 48.5 lb., S.A. 1,750. C. O. BROOK. 78 MARINE WITH THe POWER BOAT MODELS Sunday’s racing brought out two of our veteran members, Mr. Sharp and Mr. Ford, the former celebrating his return by winning the 600 yards race. The first race for the James Cup, which has been in the Club for 10 years as a challenge cup, was won outright by Mr. Walker’s boat *‘ Nipalong,’’ at a speed of 34.5 m.p.h., an increase of 5 m.p.h. on previous best performance. I understand some of the improvement was due to fitting stronger valve springs. WEST LONDON MODEL POWER BOAT CLUB The Club held the second of their season’s events on Sunday morning, May 3, which took the form of a Nomination Event, and resulted in a good morning’s sport. It was particularly pleasing to note the good entry, and it was decided to put the course into the wind. This may have been responsible for one or two of the boats veering off the course a bit, but on the whole the boats behaved very well. The final result was:—lIst place, W. F. MacClelland, whose difference in nominated and actual time was only one second—a really first-class performance; 2nd place, J. E. Smith, with a new destroyer. This particular event was her first time out, so that all credit goes to Mr. Smith for his performance. In his case, he was 22.4 per cent. out on his nominated and actual time. . H. LAMBERT, Hon. Sec. SOUTH LONDON E. & P.B.C. Our first regatta of the season, held at Brockwell Park, Herne Hill, owing to shortage of time, took place on two consecutive Sundays. The second The next event, a steering competition, brought out quite a large entry, showing a renewed interest in this type of boat. As shown in the full results, both Mr. Vanner’s boats figure in the prize list, his second boat being run by another member. The last event was also open to 15 c.c. boats on handicap, but only one of this class, Mr. Buckly’ s two-stroke, completed the course. The winner’s boat (30 c.c.) suffered from over-oiling in the first few laps, which affected the average speed; this was, however, fairly high. Thus encouraged, Mr. Sharp had another run. The boat got away with great speed on a slack line, gave a sudden snatch, which threatened to break the line, and covered three laps just short of 40 m.p.h. Unfortunately, the jerk on the line shifted the tripod, and, in the interest of safety, the boat was stopped. After this, members adjourned to the enclosure for the prizes which were presented by our vice-president, Mr. Vanner. The Nomination race for Messrs. E. Gray & Son’s prize will take place on June 7. We would remind members that Thursday evening running begins again, but arrangements should be made on the previous Sunday. Enquiries re membership should be ‘addressed to Mr. J. Turner, 24, Royal Road, Kennington, S.E. Photo: L. ]. brench ** NINA II,’’ A PROMISING NEW 30 C.C. HYDROPLANE. (Messrs. M. F. Hill and N. E. Hodge, Victoria M.S.C.) ee ms m.p.h. 600 Yards—Mr. F. N. Sharp’s S.6, 34 m.p.h.; Mr. Parris’ S.9, 29.25 m.p.h.; Mr. Sharvel l’s S.30, 27.75 m.p.h. Steering—Mr. Vanner’s ‘‘ Leda,”’ 11 points; Mr. Tozer’s ** All Alone ”’ (for Mr. Vanner ), 9 points. E. A. WALKER, Asst. Sec. M.P.B.A. REGATTA AT VICTORIA PARK The above regatta, held on May 3, was favoured with excellent weather, but, unfortu nately, there were only two visiting clubs—the South London, which was represented by a strong conting ent, and the Swindon. However, the regatta was very successful, and thoroughly enjoyed by all concerned. As far as the speed events were concern ed, most ef the home club’s fliers were not yet out after winter overhauls, and Mr. Clifford’s smart boat ~ Crackers “’ was left to uphold the prestig e of the V.M.S.C., but she put up a very good performance at about 39 m.p.h., which was the best speed of the day. The regatta was mainly remarkable for the speed put up by Mr. L. J. French’s little 15 c.c. boat. Although rather temperamental and inclined to be 2 trifle fractious, she gave spectators a taste of her quality by lapping at over 30 m.p.h. This is the first time that any of the ‘‘ babies ’’ have done anything like this speed in public, and augurs a considerable speeding up before the season is out. Results: Nomination Race (Course to be covered at nearest to nominated time), Ist ** Leda IV ”’ (E. Vanner, S. London E.M.B.C.), 2nd ‘‘Silver Jubilee’ {]. Vines, V.M.S.C.). Steering Competition, 1st ** Lilric ’’ launch (—. Daniel, V.M.S.C.) 15, 2nd ** Silver Jubilee ’’ (J. Vines, V.M.S.C.) 11 (won on re-run), 3rd ** Nippy “’ (L. Johnson, V.MLS.C .) 11. 500 Yards Speed and Nomination Race, 30 c.c., “* Crackers ’’ (S. H. Clifford, V.M.S.C.) 26.6 secs. 15 ¢c:, TM Little Star ** (L..J.. French, S. -Eeaden E.M.B.C.). Nomination, ‘‘Nipalong’’ (E. A. Walker, S. London E.M.B.C.). HARTLEPOOLS SAILING AND STEAM N.Y.C. The Club opened its season on May 2 when the Mayor of West Hartlepool inspected the fleet, which consisted of about 40 yachts and powerboats of various types. In his speech His Worship stressed the import- ance of such a club to a seafaring town, as it fostered the love of ships and the sea in the junior members. A big effort is being made this season to extend the model yacht section, and races are to be included in the club’s programme. The Mayor then had a match with one of the Committee, Mr. Booth, with motor and steamdriven models. The results of the competitions were : — Steam.—Ist, equal, ‘‘ Emmie’’ (G. Lovett) and ‘* Silver Star ’’ (C. Loe), 70 points; 2nd, equal, “* Polly ’’ (A. W. Ayres) and ‘* Shotton ’’ (M. Bolton), 60; 3rd, ** Lily ”’ (J. J. Brown), 55. Petrol.—Winner, ‘‘ Roy ”’ (J. Thompson). The Hon. Secretary is Mr. J. J. Brown, 126, Alma Street, West Hartlepool. Hon Secretaries of Powerboat Clubs are invited to send us their news regularly for publication in this column.—EpiTor, M.M. Photo: L. J. French S. HUBBARD WITH HIS NEW 15 C.C. HYDROP LANE, WHICH IS AN ADDITION TO THE SOUTH LONDON CLUB’S ALREADY LARGE TEAM OF THIS CLASS ae Mr. igaed S.9, 29.25 m.p.h.; Mr. Tebbitt ’s S., Ce Seeiieetin. cui, iets! Results :— 900 Yards—Mr. E. A. Walker’s S.59, 34.5 m.p.h.; MODELS i le MARINE Dh IE ee MARINE 80 MODELS Letters intended for publication must be written on one side of paper only and bear the signatures of writers (not necessarily for publication). Letters should not exceed 300 words in length, if possible. The Editor does not undertake to publish all letters received, nor does he necessarily agree with opinions expressed by Correspondents. MODEL OF H.M.S. **‘ NELSON ” Dear Mr. Editor,—Would you please allow me a little space in MARINE MODELS to ask the assistance from some unknown readers. I have commenced on a working model of H.M.S. ** Nelson ’’ or H.M.S. ‘* Rodney ’’ (same class of warship), and have prepared a few above the waterline drawings from photos, etc., to make a model about 3ft. 61n. long. What I really require is her shape below the waterline, and I should welcome any information that would help me and be of interest. The hull will be of metal construction with a steam plant to drive two screws at a representative speed. Although four propellers will be fitted, two are going to be dummies. So, if any MARINE MODELS reader should care to ee with me I shall be very pleased to reply. Thanking you, Mr. Editor, and wishing MARINE MODELS more and every success. Yours obediently, 7, Paget Terrace, Plumstead, R. W. HARBOTILES. certificate. This is only common sense, and consonant with the practice of yachtsmen and the L.Y.R.U. Any British yacht club is entitled to back a challenger even if the owner thereof is a member of a dozen yacht clubs. I am aware that the S.M.Y.A. has a rule which limits entries in championship events under its control to yachts from the sailing water of the club represented. But that rule does not apply to M.Y.A. events; and probably not to classes which have contracted out of the S.M.Y.A. rules by adopting the M.Y.A. rules. It is better to get rid of restrictive rules which tend to prevent rather than to promote model yachting. If the Scottish Commodore carries out his suggested disqualification of any yacht on the grounds stated by him, he will be acting ultra vires and he will incur a grave responsibility. Any club affiliated to the M.Y.A. has an absolute right to enter a yacht belonging to one of its members, and any attempt by outsiders to question that right is intrusive. Yours truly, JOHN A. STEWART. London, S.E.18. RUNNING POWERBOAT REGATTAS Dear Sir,—I have read your article on organising powerboat regattas and agree with every word of it, especially the running of boats according to their respective speeds. I would suggest an amendment re time limit, and that is if a man experiences a spot of bother which cannot be rectified within the time, instead of losing his chance altogether (which seems rather drastic, as he may have come a long distance), is for him to come up again after the other boats have run. Should he fail that time, he will, at any rate, have had a fair opportunity. Wishing your paper every success. Yours sincerely, E. A. WALKER. 30, Strathblaine Road, Clapham Junction, S.W. M.Y.A. REGATTA ENTRIES Sir,—In the second paragraph of ‘* Our Scottish Page ’’ the Scottish Commodore rather needlessly raises a controversial point which is really ‘* outwith ”’ his jurisdiction. Surely, if model yachting is a rational sport, any affiilated club can endorse one or more entries up to the limit laid down for the event, provided that the owner of the yacht is a member of the club and that the yacht holds a valid LIEUT.-COL. F. MOFFITT’S MAST STEP With reference to the mast step invented by Lieut.-Col. F. Moffitt, as illustrated in our April number, we have received for inspection the mast step of Mr. R. O. L. Lovell’s 10-rater. Mr. Lovell, who is the Hon. Secretary of the Lymington and District Model and Engineering Society, tells us that he has used this in his boats for four years. It is almost identical with Col. Moffitt’s, the only differences being that the spiral screw has four threads to the inch, and the traveller is square instead of being a ball. This has been found to be very rigid and does not require locking with a set-screw. DEEPER HUDSON M.Y.C. The Club elections resulted as follows: Commodore, Herman Graffunder; Vice-Commodore, Selby Summers; Rear-Commodore, Kay Sorensen; Fleet Captain, Jake Uhl; Assistant Fleet Captain, Harry Brook; Steward, John Geiss; Recording Secretary, Charles Heisler, Snr.; Corresponding Secretary, C. O. Brook; Treasurer, Selby Summers, who is also Chairman of the Racing Committee, 1936. C. O. Brook was made Hon. Commodore for all time, as he was the originator of the Club, and was Commodore for five years.