Marine Models: Volume 9, Number 4 – July 1936

In /\ becxt) TECHNICAL ) SS amatlst aaa —_, aa = ° INCORPORATING Vol. IX, No. 4. THE MODEL Published on the Seventh of each Month cS YACHTSMAN July, 1936 a model yachtsmen or powerboat men, and properly organised regattas are the best advertisement and recruiting agency for our sport. Moreover, clubs should make a point of sending reports of regattas to their local Press as well as to MaRINE MopEts. The more publicity our sport has, the more facilities are we likely to get. It is an utter impossibility for local papers (or even MARINE MODELs) to send reporters to races, but provided the reports are sent in proper form for publication this defect can be remedied by clubs themselves, and probably the club secretary is more capable of putting together a report of a marine event than some cub reporter whose forte is reporting cases in the local police court. In our Correspondence Columns is a letter from Mr. T. Spenlove, Hon. Secretary of the Derby M.Y.C., complaining that the 10-rater Championship dates included a Sunday. We do not permit either religious or political discussions in our columns, but we have printed this letter. Mr. Spenlove’s point is not so much whether it is right or wrong to sail on Sundays, as that the holding of a National Championship on a Sunday is bad since it forces those who think Sunday racing wrong either to go against their convictions on this score or else to abstain from a race that should be open to all. This is a different point altogether, and one worthy of consideration, as otherwise offence may be given. _ VERY model yachtsman and powerboat man will note with interest the increasing tendency of local authorities to provide facilities for our sport, and that its value as an addition to the amenities of cities and towns is becoming more widely recognised. It is also very pleasant to note that the number of international competitions is increasing, and the races at Hamburg cannot fail to give a great impetus to the sport on the Continent. We congratulate the Model Yachting Association on its decision to send a team of two A-class and one 50-800, with two skippers and their mates, to these important races. The lucky ones selected will have a splendid time in Germany, as, in addition to the races, they will be taken to the Olympic Games and various places of interest. International Model Yacht Races have been held in this country, America and Scandinavia, but we think this is the only international event that has taken place in Germany, and we imagine it will receive great publicity in the Press generally. This is most important, as the general public has to be educated and made model-yacht minded. One point which the organisers of regattas should bear in mind is to make these as attractive as possible to spectators. We often hear that competitors have had a good time, but the onlookers are every bit as important as the competitors, since these are potential eS EDITORIAL 82 MARINE MODELS A MODEL OF THE ‘‘ QUEEN MARY” By Eric W. Foster, F.I.M.T. | nae model is 6ft. in length to a scale of .07in. to the foot, and has been constructed in every detail by hand. The hull is made of western cedar, kiln dried, and this proved excellent wood with which to work without being heavy. It is made on the ‘bread and butter” principle, with {in. planks glued and screwed. As the ship 1s designed to run by electricity, the depth below the waterline is slightly exaggerated to take the weight of two large Exide batteries. These batteries (type 3 EK 5A, capacity 13 A.H.) are fitted through the keel plank and made to rest on an din. steel plate, which is fitted snug to the ship, almost from end to end; the weight of this plate is 8lb. and makes the model extremely stable afloat. The superstructure was not completed until all the machinery for propulsion had been fitted, and completely satisfactory results obtained after experimenting under full working conditions in the water. By this means the approximate waterline was determined. It was then only necessary to add slight trimming ballast after the ship was finished to bring her to the correct waterline. The model is driven by a 12-volt motor, taken out of a Klaxonette horn; these little motors are beautifully made, are light, rev. at approximately 3,500, and use very little current. The drive is taken through a double- reduction gearbox of 4 to 1, made from ordinary Meccano gears, to four prop. shafts, turning in opposite directions. These gears are mounted on steel bushes at each end and formed by ordinary steel bolts, having first been drilled and then bolted through the side plates, with lock nuts on the back. The gearbox is made of sheet brass and partially filled with thick car engine oil; incidentally, the gearbox seems to retain its oil very successfully. The four propellers are coupled to the spindles from the gearbox by 3in. lengths of speedometer cable with couplings at each end. The propellers, which are 4-bladed and have been chromium-plated, were made by shaping the blades first and soldering into special slots cut into the streamline bosses, the bosses having been previously screwed and soldered to the ends of the prop. shafts. The prop. shafts pass through a packing gland at their ends, the thrust being taken by the nut which forms part of the gland, and which in turn is locked by a nut behind. The stern tubes are of copper, and made to appear as though they grow out of the stern by the use of plastic wood on sheet brass fitted between the stern tubes and the hull. The rudder is made to click into various positions by means of a spring and pawl dropping into the teeth of a gear wheel on the rudder spindle. Before the superstructure was commenced, Photo: J. Reade, Bournemouth MODEL OF ‘‘ QUEEN MARY,’’ BUILT BY ERIC W. FOSTER MARINE MODELS 83 Photo: J. Reade, Bournemouth THE MODEL OF THE ‘‘ QUEEN MARY’? UNDER WAY a template of the curve from bow to stern was made and used to get the correct curve on all deck sections. The centre section is made in one piece and is detachable, so that easy access can be had to all internal working parts of the model. All deckings are made of very thin 3-ply over correct formers for cambers and curves, the final finishing being obtained by painting and lining (to give the effect of deck planking) with pen in Indian ink, spraying with clear varnish, and rubbing down to a semi-matt finish; all painting was done in this way, except the white, which is ordinary Dulux. The deckhouses, funnels, ventilators, staircases, etc., are made with .006 copper foil. The funnels are just rolled round, overlapped and soldered at the joints; these joints are quite invisible, as they have been carefully made and filed down afterwards; copper wire is wrapped round and soldered in the correct positions to form the black ribs; brass wire is soldered round the inside and outside of the top to give it strength and keep its oval shape. The sirens are turned from brass wire, polished and lacquered. The steam pipes, little ladders, etc., are made of copper wire. Each rung of the ladders has been soldered into position, although the ladders are only din. wide. All the box-shaped ventilators were built up with 006 foil, the openings being covered with gauze and having chamfered edges formed by soldering copper wire on to the gauze; these, after being chromium-plated, look quite effective. All railings are made of tinned steel wire, the lower rails being of .007 tinned steel wire. All rails are soldered to the stanchions. The curved structures forming the bridge are of .006 foil with copper wire soldered along the top edge to form the handrails. All windows are of a special material (made of celluloid) finished to give the effect of reflecting water, cut out, and glued into position. The windows of the promenade deck at the sides are plain celluloid to allow the electric lights to show through from’ behind. The whole ship may be illuminated at night, the current being supplied by one of the two Exide batteries used. Very small pea lamps are used in the forward mast lamp and behind the port and starboard lamps, also in places where space does not permit using bigger bulbs. The lamp in the forward mast is completely concealed in the “crow’s nest,” a small hole being drilled in front to allow the light to shine through, and the bottom left open so that the light will floodlight the forward decks. The boat davits are cut out of sheet brass with a fretsaw, and soldered on to bearers, which are cut with a guillotine from sheet brass. The lifeboats are each carved from the solid in mahogany, the keels being fitted afterwards by thin sheet brass let into saw cuts, as also are the rudders. The little propellers on each lifeboat are made from thin sheet brass soldered to a stem and silverplated. The thin brown edges round each boat are of paper cut into strips and glued on. The boat winches were built up of wood, the pulley wheels on each being punched out of sheet fibre. The cargo winches on the forward deck were made in the same way, except that the pulleys were turned out of ebonite rod. 84 MARINE The name “Queen Mary” is formed by stamping the name in gold in the smallest type on an ordinary ticket embossing machine, picking the letters out of the card carefully, and sticking into position on the model; the word “ Liverpool” on the stern was written by hand and in gold leaf, as suitable small type could not be obtained. ee, ge ten geen. SESS TE a The whole ship lights up, and a brass band plays a popular march tune whilst travelling across the water. This is most impressive, particularly when intermittent blasts from the sirens are heard. These effects are arranged by means of a modified gramophone motor; by removing the spring, altering the position of the spindles, and utilising a 12-volt motor similar to the one used for propulsion. The siren effect is obtained by using a modified ! aH | buzzer car horn, and a sweep contact on the tone arm of the gramophone passing across copper wire at correct intervals. Behind the rear funnels are three buttons made to appear like ventilators, and these control the power, light and sound effects. The switches used are of the type which function one way only, so that the switch is pressed down both to switch on and then off. All rope bollards, capstans, etc., are made mainly of ebonite. The anchors were cut with a fretsaw from sheet brass, and built up by soldering the sections together. The anchor recesses were made of .006 copper foil built up into the correct box-like shape, with copper wire soldered round the edges to give it stiffness and finish. These box-shape recesses were then glued into very carefully cut holes in the ship. The masts are of spruce, and the wires running up to the forward lamp in the “ crow’s nest ’’ were let into a slot cut in the mast, and buried by means of plastic wood. The rigging is mostly of .007 tinned steel wire, which does not stretch, and retains its taut appearance, each rung of the ratlines on the forward mast is soldered on. The accessories include a glass case, made without any beading round the edges, but bolted with clips on the corners; a special dustproof box in which to put the model when in transit, and which is padded throughout with Sorbo rubber; and a special undercarriage on which the box can rest, and be either towed behind a car or pushed by hand. The time taken in constructing this model of the “Queen Mary ” was just over a year during spare time. MODELS ANOTHER INTERESTING MARBLE- HEAD CLASS MODEL T HE 50-800-class, like other classes to simple rules, lends itself to interesting experiment on the part of the designer. The L.O.A. limitation, however, inevitably causes designers to club the ends of the boats if they wish to get the utmost out of the rule. On the other hand it certainly checks enterprise in the form of excessive length and ensures the owners getting portable boats. ** Boots,’’ the clever boat illustrated on the opposite page, was designed by C. O. Liljegren, of Wollaston, Mass., the well-known American naval architect, and embodies many novel and original features. Her dimensions are: L.O.A. 50in., L.W.L. 47.5in., Beam 10.lin., Displacement 20.5 lb., S.A. 800 sq. in. She is beautifully built, by her owner, with a double skin. The inner diagonal skin is jin. balsa, and the outside skin of ;)gin. Philippine mahogany. The deck is 3/64in. three-ply spruce. She has an Alexalite mast and XL sails. As will be seen, she has a balanced rudder, actuated by Vane steering gear. The latter is made of Duralumin, except for the vane itself, which is 3/64in. three-ply spruce. The keel is of bronze filled with lead, and is detachable. The topsides are finished natural mahogany and the bottom is emerald green. Altogether she is a fine job of building on which F. J. Clark, Oshkosh, Wis., is to be congratulated. The stern is cut off into a short, rounded transom counter, and the bow is likewise clubbed into a rounded stem. The hull has very clean lines, and really gives the effect of a longer boat than her 50in. overall. We are informed by the owner that she steers perfectly with her Vane gear. The wishbone booms to jib and mainsail are worthy of notice, and her owner reports her to be fast and handy. We shall look forward to hearing more of this interesting little boat. Photograph of ‘‘ Primrose,’’ a beautiful little schooner, designed by Mr. C. O. Liljegren, appears on page 96. LETTER TO CLUB RACE SECRETARIES Sir,—I would like to appeal to above and the Editor of MARINE MODELS to tell. us in their reports who is the designer of winning boats in their club races. This will give readers an idea which designs are most successful in competitions, and help them in deciding what kind of a boat their new ones should be. Yours truly, FRANK C. HIRST, Commodore, Bradford M.Y.C. FOR SALE A. CLASS RACING YACHT ‘‘ GLENMORRISSON ” (now named ‘ Dorothy ’’). Designed and built by Daniels, 1935. Winner of Glenham Cup, Gosnell Trophy, and fourth in International Trials—other prizes. Re-fitted and painted. Three new suits of sails. General condition as new. Owner unable to sail. £20. No offers.—Barton, 65, Effra Court, Brixton Hill, London, S.W.2. MARINE AN INTERESTING CLASS MODELS 50-800 MARBLEHEAD MODEL ** BOOTS ” Designed by C. O. Liljegren, Wollast on, Mass. Built by her owner, F. J. Clark, Oshkos h, Wis. Full description appears on Opposit e page. a 85 86 . MARINE MODELS HOW TO MAKE MODEL SHIP AND STEAMER FITTINGS bade = ane oomp agit = ues By A. P. IsARD, A.M.I.Mech.E. (Continued from page 65.) HE following descriptions of various internal fittings are offered as suggestions and must not be taken as actually accurate, although they are generally representative, and to be found aboard a large number of different craft. Fig. 132 illustrates a common form of ship’s clock; the same type of body is equally suitable for a barometer or an imposing row of pressure gauges, as often seen on the control platform of a steam paddler. These are all bulkhead fittings. Turn up from a piece of brass rod to the shape shown, and draw out neatly on good white paper a clock, barometer or pressure gauge face, carefully lining in with first-class Indian ink. Cut it out to fit the recess in the body. Then go to the bookcase and turn up Vol. VI of Marine Mope ts for September, 1933, page 158, where will be found full instructions on how to make the glasses for port-lights. Make your clock, barometer or whatnot face in precisely the same way, but make sure it is a good push fit. The fixing spike at the back of the case can either be screwed or soldered in, but it is easier and less trouble to turn it off when in the lathe. If the spike is made separately, fix it before the paper face and glass are fitted. Chairs for different purposes, such as dining saloon, lounge, writing and smoking room, etc., can be very well made from ivorine, which can be got coloured in sticks or sheets. This is easily worked and can be cut with a sharp knife, and the material is attractive and gives a nice finish. Little pieces of teak and boxwood glued and pinned together may give a more satisfying appearance in some cases, and as there will probably be plenty of such material in the scrap box, the question of getting special material will thus be avoided. Fig. 133 shows a revolving chair suitable for dining saloons and writing rooms. Turn up the centre column from hardwood and make up the little chair from odd pieces of the same wood. If the model is very small it can be carved from the solid, exercising great care and using a very keen knife. Here is a chance to make a few little special chisels from silver steel, which must be carefully hardened and tempered. The seat can be made to revolve in large models by merely sinking a pin with a large flat head well down into the seat, and filling in with a good plastic wood over its head and dressing off flush. The stalk of the pin should then be pushed down into a hole the size of the pin, drilled in the top of the column. The pin itself should be as long as possible. Finish off with first-class thin varnish all over. The chair can be fixed to the deck by a small screw running upwards from the underside, or a double-ended spike may be used, first running one end up into the centre of the column and then pressing the whole chair down into its place. If desired, a proper swivel joint may be made between chair and column by means of a small circular metal disc (shown in the sketch by a heavy line just under the seat). A pin must be screwed tightly into this disc and be long enough to go practically right through the column, where it should be fixed by a nut screwed on sufficiently tightly to allow the plate to revolve. The plate itself should be secured to the underside of the chair seat with three small screws equally spaced near its periphery. In this case two holding-down screws must be run from the underside of the deck into the foot of the column diametrically opposite each other. Fig. 134 shows an example of a lounge or smoking-room chair. Although this can be carved from solid hardwood, the design lends itself to material like ivorine. Note that the seat is not horizontal, but inclines a little backwards, as does the curved back. Chairs of this sort are often covered with hide all over, and the material must be chosen to suit this finish as nearly as possible. They can be fixed in position by means of a waterproof glue or tiny brass pins, such as may be obtained from a draper’s. Small deck-chairs are not to be recommended aboard working models, unless they are secured in place, as otherwise they are a nuisance. This applies to any loose fitting, and it should be added that the writer has an objection to any accessory or fitting on a MARINE © MODELS 87 Figi3s FIGI33 FIG 134% The bracket should be made up from brass scrap with the aid of the soldering-iron, and the whole lamp finished off by very high polishing and lacquering. reret. The brackets may be filed up from brass sheet and afterwards bent to the shape shown. Holes must be drilled through their ends for a light brass rod, which can either fit tightly or be secured by a touch of solder. The net itself may be brass gauze, neatly soldered into position, or mosquito netting lashed to the brass rod by cotton thread, the whole being dipped in suitable dye. Small brass plates are soldered to the brackets, and pierced with a couple of fine holes for fixing. Alternatively, the brackets may be mounted upon a small backboard, making the whole into a unit. (To be continued.) eee Fig. 136 represents a common form of netrack for light articles. These are found in many deckhouses on cabin cruisers, where the interiors are visible. Se lamps should be fitted, and Fig. 135 illustrates one of the oldest and commonest types. This is typically marine, and has the additional advantage of being easily made. It is hardly necessary to fit these lamps with gimble brackets, but to be correct they should be mounted in this way. There would be no difficulty in doing this if the modeller were so minded, only the work would be a bit finicky. Turn up the lamp from brass rod, and obtain either oval or round, clear or frosted, beads. Turn a short spike just enough to enter the hole in the bead, and when ready to fix, press bead home with a spot of plaster of Paris. we working model that is not fixed permanently in place. However, if deck-chairs are a desideratum, make them out of brass wire, filing it to a rectangular section and making use of our old friend the soldering-iron. Paint these a light brown to imitate wood (real ones are usually beech), and use the finest coloured silk for the seating. Good ribbon is admirable, if flexible enough. Alternatively, the seat can be thin shim brass soldered to the frame and painted in gaudy colours, complete with the ship’s name, or her owner’s, marked thereon. Apart from electric light fittings for cabins, saloons and alleyways, emergency candle or oil MARINE 88 MODELS coe gt = | (Continued from page 63.) 9 Re propellers of a boat are practically the equivalent of the driving wheels The gears of a pedal of a vehicle. cycle are measured by the number of inches that the machine advances for one revolution of the driving cranks. The pitch of a propeller is rated by the distance the boat would advance for one revolution of the screw if there were no such thing as slip. A propeller has to be suited to the engine and boat just as the gear used on a car or cycle has to be suited to its work, and a pro- peller of the wrong size can either overload or underload the engine. While the pitch is rated as if the propeller was working in solid material like a screw driven into a piece of wood, it actually works on the principle of drawing water from ahead and projecting it astern. In fact, the propeller is really a sort of pump, and though pitch is rated in this way, all it really means is the angle of the blades. The water drawn from ahead of the vessel is known as the “ feed stream,” and the water projected astern as the “‘ jet.” In a sailing yacht the wind rushing past the sails creates a vacuum behind the canvas, which draws the boat forward. This drag is more powerful than the push on the face of diameter, and the velocity in turn depends on the suction of the propeller plus the increase due to the forward motion of the vessel herself. Now if the jet pumps water astern faster than the feed stream supplies it, a total or partial vacuum is produced and the propeller loses contact with solid water. This condition is known as “cavitation,” and this often produces bad steering effects owing partly to un- even grip on the water, and partly to lack of water flowing round the rudder. Owing to the greater radius the tips of the blades travel faster through the water than points nearer the hub. If all parts of the pro- peller were moving through the water at equal speed, the blades would have to be even pitch throughout, so as to accelerate the jet evenly. But not only are the tips travelling faster but the wake has to be taken into account. Owing to skin friction and the suction of the hull itself as it moves through the water, the vessel drags water along with it. The amount of wake varies with the speed, and also the distance from the hull. In a single-screw vessel, with the propeller behind the sternpost, the wake is greatest at the hub, so the pitch should be least near the hub and gradually increase towards the tips of does the most work. the blades. Obviously this will give greater efficiency than a true screw with an even almost analogous, as the suck of the propeller on the feed stream draws the vessel forward contact with water that has not been churned the sail, so surprisingly the lee-side of the sails Conditions in a screw-driven vessel are even more than the jet pushes her. Hence the fore-side of the propeller does more work than its after face, and in consequence the contour of the forward faces of the blades is more important than that of the after faces. The volume of water in the feed stream is governed by its velocity even more than its pitch. The forward edge of the blade comes into up and set in motion, and, therefore, is more efficient than the rest of the blade. This is the same as aeroplane wings and sails, of which the leading edge is the most efficient part. Thus a narrow-bladed propeller of larger diameter is more efficient than a widerbladed one of smaller diameter having the MARINE MODELS 89 same pitch and area. Very narrow blades are not practical, however, as it would be necessary to make them over-thick in order to get In order to obtain the pitch the propeller is laid on a suitable flat surface, the pitch is on this page. The point P is the position where the pitch is taken. AC is the actual width of the blade, and CB a vertical line dropped from the edge of the blade to the flat surface on which the propeller rests. AB is the width the necessary strength and about .25 to | a reasonable proportion. The efficiency of a propeller is affected by the number of blades, but the difference is small. Two-bladed propellers are seldom used except for special purposes, and three is the usual for normal conditions. Four is the maximum that has been found practical, and is used when the diameter has to be kept small in proportion to the power of the engine, or because of the rate of revolutions. For efficiency the thickness of blades should be reduced as much as can be without impairing the strength. being measured as in the diagram reproduced of the propeller projected onto the flat surface. It will be obvious that when the propeller turns the distance represented by AB, the advance is equal to BC. Therefore the proportion that the distance BC bears to the pitch will be the same as the distance AB bears to the circumference of a circle taken through P. Since water gives under pressure, the propeller naturally slips more or less. If it functioned without slip, the excessive friction would impair its efficiency far more than a It has been found that a slip of between 20 and 25 per cent. gives the best results. It should be noted that it is not always possible to use the propeller that would give the maximum possible efficiency since this may be of a size that is too big for the screw opening in the A-bracket or give insufficient clearance to the hull. Propellers should be as far aft as possible and as deep as possible, in order to avoid breaking the surface and avoid the wake of the hull. The immersion should be at least equal to the radius of the propeller. The consideration of propeller position is, however, governed by the desirability of getting the METHOD OF MEASURING THE PITCH OF A Be certain amount of slip. oO} E, — PROPELLER | C oy AZ4_1-—HB The circumference of a circle through P is shaftline as near horizontal as possible, and also the necessity of keeping the blades above the heel of the vessel for protection in case of equal to the diameter at this point multiplied The factors which measure the efficiency of a propeller are the number of blades, diameter, blade width and area, pitch, number of r.p.m. at which it is driven, and amount of slip. In addition the blade section has an appreciable effect, as shown above. Amongst model powerboat men there seems to be some confusion as to the proper method of measuring the pitch of any given propeller. The method given here is the one usually employed for full-scale props. As the efficiency of the propeller is not the same for the full length of the blade, the point chosen for measurement should be at twothirds of the diameter, which is actually about the most efficient part. diameter of the propeller at P is 34in., which multiplied by #? gives us I lin. as the circumference. AB is 1.3in. and BC is .8in., so the pitch will be .8 x 11 + 1.3 = 6.77in. grounding. by x. The formula can be stated : — Pitch : BC: : circumference : AB. Let us take an instance of this. The In actual fact the diagram was drawn twice the size shown, and the pitch calculated as above. The calculation was made after the diagram was drawn, and until it was calculated I had no knowledge of the exact pitch. It might prove necessary to contrive something for the surface plate in order to hold the propeller securely during measurement, but if the boss projects a piece of wood with a hole could be used. Care must be taken that the propeller does not shift during measurement, ec) 90 MARINE Before leaving the subject of propellers | might again refer to the relation of the feed stream to the jet. The feed stream is partly due to the suction of the propeller and partly to the forward motion of the boat. If a boat is held stationary with the propeller turning, the feed stream is insufficient, and cavitation occurs. Likewise if a propeller suitable to a fast boat is put on a slow boat, the hull form will not permit the boat to move forward sufficiently fast, and cavitation is set up. Hence it follows that fast boats require a higher pitch than slow boats. To the expert this is no doubt trite, but one often sees this fault. | have heard the theory advanced that this reasoning might be carried a step further, and that when the ideal propeller is attained the volume of the feed stream will exactly balance MODELS Rigging falls outside the province of the engineer, yet, on occasion, | have made comments on this subject. The stays supporting the mast on either side are known as the “shrouds.” The stay from the bow to the foremast is known as the “ forestay,” but where there are two, these are respectively the forestay and “ fore-topmast-stay.”” Stays from the mast, leading aft, are “ backstays.” The stays to the funnel are known as “ funnel guys.” The wires supporting the ends of the derricks are the “derrick lifts,” while the derrick guys” prevent the derrick swinging about. the volume of the jet. Whilst one can measure a propeller accu- rately, it is almost impossible to measure the effects or know in advance exactly what propeller will suit any given boat and engine. At the same time one should be able to narrow the choice to certain limits, after which it becomes a matter for experiment. Turning from the subject of propellers to tn eet 2 + quite another matter. It always seems to me that it is wrong in prototype models to have safety valves that blow off inside the boat, and that the steam from these should be trapped and turned into the funnel instead. If the steam escapes into the boat, it condenses and r, quite an easy fills the bilges It is, howeveunatel y, none of matter to avoid this. Unfort the commercially-made safety valves are suitable, so I will describe a simple safety valve I have used myself. This valve is simply a variety of the ordinary spring-loaded pop valve, with an outer casing into which the steam escapes. From the outer casing a pipe leads into the funnel and so disposes of the steam neatly. It will be seen from the diagram that the valve spindle projects through the upper knurled (or milled) nut. The seating has a square shoulder and there is a good steam passage once the valve has lifted. The upper milled nut should be so arranged that when it is screwed right home the spring is in maximum tension according to the loading required. As the steam pressure is largely dispersed the outer casing need not be heavy gauge material. The escape pipe shown in the diagram is on the small side, and might, with advantage, be considerably bigger. SAFETY VALVE FOR USE BELOW DECKS On some vessels the rigging is “ rattled down,” which, of course, means that it has ratlines across the shrouds for the crew to go aloft. The ratlines are 14 to 15 inches apart, and should be evenly spaced. The bottom ratline comes just above the rail. Wire rigging on ships came into use about 1880, but earlier vessels—whether sail or steam—had rope. All rope rigging and earlier wire rigging was set up by means of deadeyes and lanyards. In such case the upper deadeyes were arranged to come in a neat horizontal row just above the level of the rail. Just above the deadeyes was the sheerpole, which was usually a round iron rod, neatly served to the shrouds, and taking the place of the bottom ratline. In MARINE some steamers these rods were used all the way up in place of ratlines. My reason for commenting on rigging is that I have seen so many fine models spoiled in appearance by poor rigging. White cotton cord is entirely out of place. The proper thing to use is stranded wire. On the full-sized vessel this is galvanised, but stainless will be found excellent for models. The bottom end of a shroud should be turned round a thimble and served with thin copper wire or binding wire, as previously explained. The whole is sweated together, and the serving painted black to represent the tarring which is put over a served splice. A thimble, by the way, is an eyelet of a pear shape—pointed one end and round the other. A round eyelet is a cringle, and can be made of an ordinary paper eyelet of brass or rustless white metal. These can be cut and bent to the shape of a thimble if desired. If the rigging has to be rattled down, this is best done off the boat. Measure on the boat and get the shrouds to length, so that all the lower ends come level. Then take a piece of spare wood and lay the shrouds out In position using tacks to hold them taut. On the wood mark the position for the sheerpole. Now scale the distance up for 14in., and draw lines on the wood at this interval parallel to the sheerpole. The ratlines are made of wire thinner than the shrouds, across which they MODELS OF can be fixed with a spot of solder at each crossing. The whole batch of shrouds is taken off the board and put in position on the vessel. In a modern vessel the shrouds, etc., are set up by means of rigging screws (or turnbuckles). These are threaded right and left hand so that they tighten on turning the body. They are tricky little things to make and expensive to buy. A neatly set-up lanyard of twine does not make a bad substitute, and looks quite shipshape. If rigging has to be let go in order to remove parts of the deck to get at the machinery, the ends can be secured by means of spring hooks, which will ensure the rigging keeping taut. In prototype models the great thing is to give the model the appearance of the original vessel. Fittings suitable to a tramp may be out of place in a liner and vice-versa. Hence the modeller should lose no opportunity of examining and, if possible, going aboard similar vessels. Photographs are also most valuable, and provide useful data. The very advanced modeller will probably reproduce almost all the deck details of his prototype, but the less advanced can be well satisfied if he has the main features, and his model produces the effect of the original vessel as she steams across the pond. (To be continued.) Photo: L. J. French ‘“ NINA II’ (MESSRS. M. F. HILL & N. E. HODGES, VICTORIA M.S.C.) AT SPEED Baal 92 MARINE MODELS PETROL ENGINE and HYDROPLANE TOPICS By J. B. INNOCENT (Continued from page 56.) — + te aa) ee 4 ° ‘ Se en roeir rae was Usa oe a=re . ul ar HE introduction of the 15 c.c. class racing hydroplane, not so long back, caused a good deal of head-shaking amongst some of the older powerboat people. Not a few expressed it as their opinion that a 15 cc. engine would not make enough power to keep a line tight. Since then we have seen that these ideas were quite wrong, though the average performance of the little motors is still rather disappointing. Last week I saw these same ideas completely finished off and sunk for all time; for one of our people, with a liking for minute motors, offered the line, and a 60-pounder at that, to a boat with an engine of only 5$.c.c. At the first attempt the boat got away all wrong, and decided to investigate the bottom, but when it was sent off again it calmly proceeded to lap at over 12 miles an hour, despite severe cavitation. Actually the maximum speed appeared to be about 16, at which point the thick skeg deprived the propeller of its water, and the boat slowed right down until the propeller got hold again. This boat 1s a plain scow with rather steep inclinations to the planes, about one in 11 and one in 16. The motor fitted to it is a two-stroke with air-cooling, overhung crankpin and rotary crankcase admission valve. Carburation is effected without the use of a float chamber, but the spark coil is fed from a normal-sized 4-volt accumulator. The next job to tackle in our 15 c.c. engine is the crankcase covers. Turn the plain cover first to an easy push fit in the housing, and clean it up on the outside. Then chuck the main bearing housing, so that the bearing boss is as true as you can get it, rough it out and drill a gin. hole, where the bush is to go. Finish the turning to the drawing, using paraffin, and speed to get the finish with nice, sharp tools, and bore out the bush hole to The bush shown in the drawing 1s tin. rather long, and has no flange on the inside face, so I preferred to recess the face for a flange about 3/64in. wide and to make the bush in two halves, leaving about 4in. space in the bearing, i.e., each bush was made +}in. long. The bushes should be turned from phosphor-bronze, preferably of the cast variety, and sized so that they just start in the housing for the outside, and so that a 2in. reamer will enter but not pass through the bore. Press the bushes home in the vyce, and note that no great pressure is required if they are the right size. Do not forget that the bushes will be marked by the vyce jaws unless smooth packing is interposed. Now ream out the bushes to size. Should you have turned either of the covers too small there is no need to consider buying a new casting, unless the error is considerable, for its size can be increased bya little judicious knurling. Use a plain, straight-toothed knurl, mounted on the end of a piece of fairly stiff steel, say 3in., which should be shouldered down to a running fit, and fitted with a shallow-headed retaining screw. The liner now has to be shrunk in place in the jacket, and this will be easier if the covers are slipped into the crank-chamber and wired round to keep them there. Warm the jacket over a gas ring, taking your time and keeping the temperature even throughout the casting. Provided the flame is kept away from actua: contact the possibility of melting the aluminium is remote, but if the casting is heated unduly, an oxide film will form. Don’t offer the liner to the hole until you are fairly confident that the casting is hot enough, as, if it once nips the iron it will be next to impossible to get the liner free. The reduced section of the liner should be offered first, and when sufficient heat is reached this will enter with considerable clearance, but do not keep trying it in, as you want the liner cold. Having decided that your heat is right, drop the liner home; it will rest on the shoulders of the covers and cannot go too far if these are in place. Do not try to hurry the cooling by quenching, but leave it to cool in the air. The head can now be turned to the drawing and the carcase is complete. On the underside of the head is a piece to fit the deflector side of the piston head, and this had better be left until it can be correctly fitted to the piston. In making a connecting rod of the type fitted to this motor, no great care need be taken. The position of the big and little end MARINE are marked out and drilled undersize by lathe or drilling machine, and reamed. Next the centre section is reduced in thickness by mounting the blank in the four-jawed chuck, and the ends are shaped by turning with the rod mounted on a mandrel. The drilling of the bearings will not have produced an accurate job unless quite unnecessary precautions have been taken, so the rod must be trued up. Fortunately, this is easy. Slip a length of silver steel of the requisite size in each end, and set the rod until the bars are parallel, as checked with calipers, and in the same plane, as checked by eye or surface-plate. The only thing to watch is that one of the bars is not bent and giving false readings, so do not do the setting with the same bar you use for checking. The crankshaft can be made in a variety of ways: built up and hard-soldered, built up by screwing and riveting, or cut from the solid. Probably building up out of three pieces and brazing would be the easiest method, and if you use it there are one or two points to bear in mind. The mainshaft should be roughed out between centres and left oversize, and should be made a tight fit for the joint, which must be pegged. Then the big-end pin should also be left oversize so that it can be turned true with the mainshaft. For my own part, I_preferred to cut from the solid, and by this means was able to use a piece of high tensile steel without fear of upsetting the heat treatment. I removed most of the surplus metal with a hacksaw, so that I was in much the same position for machining as I should have been had I brazed up the bits. The machining of the mainshaft is a straightforward piece of centre turning, but the big- end pin is rather awkward, unless you have a Keats’ angle-plate. If you have not got one of these useful gadgets, you will have to fit another arm at the other end of the shaft. Mark out and centre drill with considerable care, and fit a piece of packing, a push fit, between the crank web and back arm. The big-end should be drilled to lighten it and assist in balancing the motor. The flywheel is straightforward turning, except for the taper-hole. This hole should be drilled to the smallest diameter, and then bored with the stiffest tool that will pass through. The actual fit is obtained by making chalk marks on the shaft taper, pushing the shaft in the wheel and twisting it; where they touch the chalk will be rubbed out, and the top slide is altered accordingly. MODELS 93 Before the piston is turned the barrel should be lapped out. For this you want a piece of brass tube about two-thirds the length of the bore, and about one-eighth larger in diameter. Split the tube lengthwise, and cut away enough metal from the split to permit the tube to enter the bore. Fit a wooden handle to the tube, inside the leading edge, and file down the screws flush. For this job the lap will have to revolve, so chuck it by the handle . For cutting material use knife-powder, flour, emery or fine valve-grinding paste with par- affin, and mind where it gets to, as it does not improve lathe slides. Hold the barrel in your hand, and move it backwards and forwards along the lap, letting the lap project for about one-third of its length at each end. Should it be necessary to enlarge one end of the cylinder, let the lap spend more time at the small end, but keep the cylinder moving backwards and forwards to some extent, and finish’ off on the whole length of the bore. By this method it is possible to get a bore at least as accurate as a ground cylinder, and of better finish. Having completed the lapping, wash off with paraffin, and if there is any doubt that all the lapping medium has been tre- moved, soak the barrel in paraffin, and then warm it up so that it sweats, and wash off again. (To be continued.) AMERICAN M.P.B. ASSOCIATION E are informed by Mr. Edward E, Thorp, WV Hon. Secretary of the American M.P.B.A. (4, East 53rd Street, New York) that this Association was formed in July, 1935. The 30 c.c. and 15 c.c. classes have been adopted and the same running rules as in this country. By a mutual agreement with the M.P.B.A. (Britain) the two asso- ciations recognise each other’s records. The present membership comprises most of the clubs interested in the sport in the U.S. and Canada, besides many isolated boat owners. We hope to publish a report of the first National Regatta, which is being held at Washington, D.C. It is early to say what speeds will be attained, but these should be high if the performances of **Wasp”’ (photograph of which appears elsewhere in this issue) is any criterion. The ** Gar Wood ’’ Cup raced for by members of the Detroit M.Y.C. is held under the auspices of the M.Y.R.A. of America, but the main interests of that Association are, of course, in sailing yachts. MARINE MODELS THE NEW MODEL YACHT By YARDSTICK Y this time most of this season’s new boats have been launched, and by no means All of them have yet fulfilled their owners’ confident hopes. The old hand is not discouraged at this, particularly if he has built to a new and untried design, but systematically proceeds to tune up. The novice, however, may find this a difficult task since he hardly knows how to diagnose faults or what to do to improve results. Yet provided the hull is reasonably well balanced, a boat should not be condemned because she does not give of her best straight away. Many consistently successful boats were at first considered as almost hopeless. In tuning up, the first point to check is that the yacht is floating to her designed L.W.L., and is not down by the head or stern. If she is by the head or stern, a small piece of lead should be put inside aft or forward, as the case may be, in order to correct this. In tuning up, only one alteration should be made at a time as, otherwise, the skipper will be unable to observe the effect of each change. In tuning up, windward work should receive the first attention. If the yacht is performing well to windward, she will sail with the two booms at the same angle and keep pointing right on the edge of the wind. She should then sail not more than 4 points (45°) off the true wind. This may require some explanation to the novice. When a boat is sailing to windward, the wind apparently comes from more forward owing to the yacht’s own motion. Thus, if she is sailing 4 points off the true wind she may appear by her burgee to be sailing 3 points (333°) or even closer to the “apparent”’ wind, as shown by her burgee. If the wind frees, the boat should point up, and if it heads, pay off. As in practice the wind constantly varies slightly, the boat should therefore be lively and follow the wind, sailing easily and steadily while maintaining her angle to its direction. Now if the yacht is inclined to head up too much she will require her headsail hauled in tight and the mainsail eased off to prevent her going into irons, so that the skipper will either stun her with an iron-hard jib or keep her sailing points off the wind. The cure is to move the mast forward until the point 1s reached when she sails perfectly with the booms at the same angle. On the other hand the yacht may refuse to point, so that she has to be sailed with the jib right out of her and the mainsail iron-hard. Under this trim she probably gets in irons as the jib is so far off and fails to box her head off when required. The cure for this is to move the mast aft. Do not make violent alterations, but alter the position gradually, watching the effect of each move. It is possible that in an extreme case the proportions of jib and mainsail may require variation, but a little experiment will soon determine this. If a yacht does not point well in spite of the mast being apparently in the correct position, it is possible that moving the mast forward and giving increased rake may produce the desired result. On the other hand, excessive rake may make a yacht fidgety and difficult to handle. In the writer’s opinion a steep leading edge to the skeg is not good, as it tends to produce steering effects that vary with the speed of the model, and it should be nearly parallel to the waterline. On the other hand, pressure seems to develop in the after lee garboard, and a good opening is desirable. The length of the base of the sailplan should be in direct relation to the length of the lateral plane. A short-based sailplan is suitable over a short lateral plane and viceversa. Both of these are matters of design, but the skipper should not start by blaming the designer because the yacht does not sail perfectly at the first attempt. Most designers of repute turn out properly-balanced hulls, as this is mainly a matter of care in design. The profile and position of the keel and area of the rudder cannot be calculated in the same way, so the designer relies on experience, but as every design differs, it is inevitable that occasionally adjustments prove desirable. The novice builder is also prone to blame the designer for his own mistakes. Unless the design has been properly carried out, it is quite possible that modifications introduced by the builder (whether intentionally or otherwise) may altogether upset the scheme on which put on the full weight of lead, and thus 95 tack. This ensures a slightly tight mainsheet on the off-shore tack, even when the guy is stretched to its full extent. This is, t the boat below her marks, or else cut the however, of more use when a plain rubber possible to lighten such a hull, although it employed. A frequent cause of failure to guy is when a and make the boat tender. Usually it is means considerable work, but it is worth while, as it makes all the difference to performance. It is an entirely different matter if the hull is hopelessly bilateral (the two sides being unlike), or the keel twisted, and usually the best thing to do is to build a new hull altogether. If the skipper suspects his boat of being uneven, and she performs differently on the guy is being used than when a rudder guy is the boom rises and permits the leach to wind so that the backed sail does not draw to its full extent. This is more usual with a plain rubber guy than a rudder guy, but can be cured by the kicking strap and, if required, altering the point of attachment of the guy to the deck. Once the windward work is satisfactory, it two tacks, or shows a persistent tendency to turn in one direction, the first thing to check is usually a fairly simple matter to get the boat to perform well off wind. It must, how- steering gear is inoperative. If this is correct, and no apparent reason can be seen, lower the sails and put the boat afloat. Give a gentle push and see what happens. If the skeg is ing down wind more difficult than closehauled work. This is due less to the boat than the skipper, and the reason is, of course, that once the windward trim is found it is a simple is that the rudder is dead central when the bent, or the keel out of plumb, it is a matter of considerable difficulty to put matters to rights, but it can be done by chocking the boat upside down and levelling her up with a spirit level. A plumb bob and line is then used to get the keel right. Having ascertained the position of the mast for the first suit of sails, the second and third suits have to be balanced. The mast position for these should be the same as for the big suit, and any adjustment required must be made on the proportions of jib and mainsail. Never tune up while racing, as you will not have the necessary time to make careful adjustments. Also you will delay proceedings and be a source of irritation to your fellowcompetitors and the officials alike. If your boat is fitted with Vane gear, you will, no doubt, use this for guying as well as when sailing to windward. But if you use the Braine gear, you will keep the rudder amidships when sailing to windward, and rely on a guy for short tacking. In the latter case, it will be found that a rudder guy is desirable with modern, high, narrow sailplans. If double tension slides are used, the action of the guy can be controlled to a nicety to prevent too violent action. In using the guy a three-eyed jib horse is of great assistance. The sheet is hooked in the leeward eye, on the off-shore tack, so that the sheet is rather slacker on this tack than on the on-shore one. If a threeeyed main horse is also fitted, the sheet is hooked in the weather eye on the off-shore ever, be admitted that many skippers find sail- matter to repeat it by means of the calibra- tions on the booms, while leeward boards re- quire judgment. If a boat has been bought from a good builder or even second-hand from another owner, the buyer is usually told what her best windward trim is, and so matters are made easy for him in this respect. Moreover, in every club most old hands are ready to help the novice. The first point to check in tuning up for running and reaching is that the rudder is really free, yet without wobble on the pintle. If the lines are unhooked, it should swing across by its own weight. If the Braine gear is fitted see that the lines render freely through the pulleys. Then check up on the centring line. The length of rubber forward and aft of the loop in the quadrant tail should be the same and the hole in the loop sufficiently big to permit the rubber itself to render without sticking. Do not use a bridle for the steering lines, but make them separate all the way, as with a bridle if the boom rises in a strong wind the pull may equalise itself on the bridle with the result that the pull on the windward line is negatived, and the yacht gets no helm. The steering blocks should be almost under the point of attachment to the boom, and not too far apart, yet far enough to ensure the pull coming on one line at a time. For an A-class boat the distance is about 34in. to 4in. The point of attachment to the boom is also a matter of importance. The usual position is ttetetreretetennes the boat is planned. For instance, builders often make hulls too heavy. Either they MODELS Rr MARINE q e nee | MARINE from a half to three-fifths of the length of the boom from its forward end. By moving it forward the pull can be increased but the tendency of the spar to rise when reaching is increased also. By moving it aft the tendency of the boom to rise is decreased, but the pull is also decreased. The object of the Braine gear is to use as light a tension on the centring line as possible, and as little leverage, and the skipper should experiment with his trims until he finds the best adjustments. Using the Vane gear, the length of the operating arm will have to be determined by experiment, but once this is found it should eh. ge == be carefully noted. oath ee eee Ee Gee & s EES tee ns oo 96 One important point in getting a new boat into trim is to stretch the sails carefully. Choose days when the wind is not too heavy, and try to keep the sails dry during stretching. Just take the weight on halliards and outhauls, but do not strain the sails out. As they stretch take up the slack, but no more. If the sails get wet, slack up all halliards and outhauls at once. After sailing, also slack up generously. Adjust the jacklines so that these do not strain the sail. Lack of care will ruin a suit of sails, and ill-fitting sails will make all the difference to a boat’s performance. Some boats like their rigging tighter than MODELS others, and the skipper will have to experiment until he finds what suits his particular yacht. One point to watch is the staying of the mast. If this is bending all shapes, the sails will not fit and their centres will also be altered. Besides this, there is the risk of losing a mast in a blow if it is not suitably stayed. A certain amount of flow is desirable in a sail, particularly off the wind in light weather, but with modern high sailplans the difficulty is to keep the sail sufficiently flat, particularly to windward, as it has a tendency to rise when the leach winds round and the upper part of the sail fails to do its work. The kicking strap attends to this to a certain extent, but the mainsheet and its lead is most important in this respect. Some of the older generation of model yachtsmen used to say that it took at least a season to get a boat going properly, and, unless the skipper is a determined pot-hunter, this process of gradual improvement should provide much interesting work and experience. The skipper must not, however, expect to do everything at once, and is advised to make one alteration at a time and observe the effect carefully before making another. If he is a novice, particularly, he will gain much useful knowledge, and gradually find his handling improving as he gains knowledge of his boat. : : ** PRIMROSE ”’ A beautiful little Schooner, designed by C. O. Liljegren, Wollas- ton, Mass. This design would mzke a very pretty model. MARINE SHELL MODELS o7 PLATING By G. W. Munro OME of our readers in the North have asked for an article and diagrams on the shell plating of a steel ship. This is a detail that I have had down on a mental list of items for the future for our ship modellers for some time past, but time at my disposal has prevented me from dealing with it when writing up an article on some particular design. However, as the request has just come in, there is no time like the present. It is impossible to include diag rams with the present number, but if the reade r will carefully read the preliminary rules, etc., contained in this short article, and get the fundamental ideas well ingrained, it will be possible to illustrate a very typical example next month. In the first place, it will be unde rstood that the shell plating described here will apply equally to all types of ships, whether sail- or power-driven. When a ship is being built, it is usual for a half-model to be prepared and placed on a base board. The model is faired up and painted white before any lines are drawn in. So far as our readers are concerned, the working or exhibition model will take the place of the half-model and the finished prototype ship. It is also usual to prepare a plan of the shell plating. This is known as the “ Shell Expansion,” and shows all the plati ng as if it were taken from the ship and spread out flat on a board. If the modeller has a plan or set of lines of his model it would be as well for him to do one of these shell expan sion plans from the lines of the ship. The idea looks very complicated, but it will not take long to pick up. In the first place, the keel must be drawn in horizontally across the drawing paper and the sec- tion spacing marked along its length. Actually, every frame space should be drawn in along the keel, We next draw in the actual lengths of the sections perpendicular to the keel. These lengths are taken from the body plan and represent the girth at the particu lar section—not the length of the section, as seen in the profile or sheer plan. When all the frames or sections have been drawn in, showing their full length, the deckline must be put in. This will be hogged to a greater or lesser degree, according to the type of ship which is being modelled. The waterlines are the next to be run in. They, like the deck, are spotted from the body plan, and will be hogged in the regio n of the midship section. The full length of the waterlines must be shown so that the stern will appear to have a considerable rake aft, and the stem a certain amount forward. The design will now look as if the keel has, for some reason, shrunk very badly. Any plated superstructure, such as the poop and fo’c’sle, together with the bulw arks, must be drawn in above the deck line. I should mention that only the sections in the middle body will be really perpendicular, and those towards the ends will lean towards the stem or stern respectively, according to how full the water- lines are. We now have the actual super ficial area of the hull shown in the flat and can cal- culate the area of wetted surfa ce and other details, The next move is to study Lloyd s’ Rules, or those of some other classification society, to see what is required for the stren gth of the plating. I cannot tabulate them in full, but a few details, taken at random, will enabl e the reader to interpolate and get very near the required breadths, etc. For Full Scantling Vessels: L x D—800 (first longitudinal number). The breadth of the flat keel plate and garboard strak e will be 35in. Further examples are as follo ws: 1,100, 36in.; 1,450, 37in.; 7,300, 46in.; 1,300, 50in.; 26,700, 62in. The breadth of the sheerstrake and that of the strake below is governed by the second longitudinal number (L x (B+D)). A few examples will show this: 1,500, 40in.; 2,500, 41in.; 3,500, 41in.; 4,000, 42in.: 5,000, 43in.; 12,000, 46in., and so on up to 60,000, >4in. These plates must have two rows of rivets, and the width of the seam must be allowed for and deducted from these given breadths in the plating. It varies with the size of rivet, and if a 3in. rivet is used the lap will be 6in. First draw in the sheerstrake below the bulwarks, and make it full width. The strake below will have 6in. deducted from its top edge and 6in. from the lower edge. I am taking it for granted that the platin g to be represented is of the “ in and out ” type. The third strake will be put in at its full width, and so on, until you get below the waterl ine. a MARINE Next, start with the flat keel. Half its width will be on each side of the ship. When it is a sailing ship with a bar keel, the inner edge is fitted on the side of the keel and bent up at the top to take the form of the deadrise. When there is a bar keel the keelplate then becomes the garboard strake as well. The rest of the plates to the turn of the bilge are known as the bottom shell plating. It will now become obvious from the shell expansion plan that there is a wider space unplated in the middle of the ship than towards the ends. In fact, there will be room for several breadths of plating to be inserted in the middle body. Perhaps the easiest method of starting on the problem will be to take the midship section on the body plan and arrange the plating breadths as conveniently as possible as a foundation. These are then transferred to the shell expansion and continued in a fore and aft direction, gradually tapering until each is very nearly half its original breadth at the midship section. A single plate of full width then takes the place of the two narrow ones, and continues onto the stem or stern, tapering in its turn as it goes. Care must be taken that the transition from two plates to one must be a reasonable distance from the next above or below. It is quite a common practice to have the highest butt stop towards the middle body and work downward and forward. There is a greater tapering in the fore body than in the after body, as the overhang and reverse curves will take up the breadth of the plating. Actually, the plates widen out a bit as they near the sternpost. There is an alternative method of reducing the width of the plates towards the ends. This is known as a stealer or chopper, and the idea is to taper the one strake until it is fairly narrow and then widen the next plate below to take the place of the plate above. This method is used when the single plate replacing the two narrow ones would be too wide, or that the butt strap inside would cause foul riveting. In marking out the shell plating full consideration must be taken into account for the position of all internal fixtures, such as decks, flats, floors, etc. Of course it is impossible to get plates sufficiently long to go in one piece from stern to stern. A butt strap is riveted on the inside, between two frames, but I do not think that { need mention any details about that here, as the finished job is very smooth from the out- MODELS side and cannot be seen clearly on some ships, especially if the paint is somewhat thick. The bulwarks must be treated next. They are to be riveted inside the sheerstrake, which extends Ilin. above the moulded line of the deck. They are made from a single breadth of plate, and are supported at 5ft. intervals by stanchions to the deck. The actual height of the bulwark rail will vary with the class of ship from 3ft. 6in. to 5ft. When there is a poop or fo’c’sle, the moulded height from deck to deck will be 7ft. 6in. Ina large ship this height is increased to 8ft. or more in the bridge space. (To be continued.) MARINE MODELLING AS A HOBBY A MAN without a hobby is like a dog without a tail—-an unnatural, unhappy creature. Nevertheless, in order to get the maximum amount of benefit from a hobby, it must be taken seriously. Yet here again one must approach the matter from the right aspect. For instance, the model yachtsman, whose object is the winning of prizes, gets no benefit from his hobby. The object of model yacht racing is to have the amusement of pitting one’s boat and skill against the other fellow’s, the score-sheet is a matter of minor importance. If one has the fastest boat in the club with a poor lot of opponents, it is merely boring, and there is neither fun nor glory in winning. The real fun is to be sailing a boat no better than one’s opponent, and snatch the board by quicker judgment or a better trim. In model shipbuilding the real joy is the perfect model, and those who are not sure of their skill should select a simpler prototype rather than a very difficult one. For instance, a perfect model of a canal barge is a more creditable piece of work than an inferior model of a battleship or a great liner. One should always remember that our models will live after us and try to make them a perfect record for coming generations. The writer once remarked to a tailor that his own coat was no advertisement. ‘‘ Ah, sir,”’ replied the tailor, ‘‘ my advertisement is my customers’ suits—I cannot see to fit my own back! ”’ And what has this to do with marine modelling? Nothing, except that a perfect model is the best advertisement for our hobby. MARINE THE NATIONAL MODELS 10o-RATER _ 99 CHAMPIONSHIP By C. E. LEmon \3 pe sailing of this even t at Witton Lakes will € remembered for the Whitsuntide Holi day, which provided the most inclement weather for a century. The conditions for the holid ay ‘experienced in Birming ham were no exception to those prevailing throughout the country. We can truly say that we had every sort of weather, except snow. In this, the sailing of the cham pionship was a real test, for, be it remembered, a yachtsman—model or other wise —can find no satisfaction in a perfect summer Wind we must have, and wind we got, in ever-changin day. strength. g directions and varying degrees of Further, it will be remember ed as the first of the M.Y.A. events to be saile d under the new rules. Alderman R. R. Gelli ng, J.P., Chairman of the City Council Parks Departme nt, was to welcome the competitor s and to start the racin g at 3 o’clo ck, Saturday afternoon, May 30. He was Present, and with him was E. S. White, Esq., General Manager and Secretary of the Parks Department. There was Present also the Lord Mayor of the City of Birming- eeeid have responded. oats. We hoped for at least 20 The discussions which succe eded the lunch on Sunday and Monday, which were most courteously taken part in, revealed a very strong conviction that the number of boats, Particularly new boats, had been adversely affected by the altered conditions of entry for 1936. To have a boat registered three months in advance of the date of entry, which was a month before the event, throws the owner back into the time of winter when many clubs were not functioning, and bars the owner with a new boat from entering. A resolution calling for rever sion to the conditions of 1935 was passed without demur . It is only just to those who came forward after the sad death of Mr. A. Little john to record appreciation of the work they have done. They took up the task at a point where the line of progress had suffered a break, and in Mr. J. Vincent Hill ham, Alderman S. J. Grey, J.P. Alderman Gelling, who is the President of the City of Birmingham M.Y.C., invit ed all present to observe a few moments’ silence to the memory of the late Hon. Secretary of the M.Y. A., Mr. A. Littlejohn. The Lord Mayor joined with Alderman Gelling in the welcome extended to the visitors to Witton Lakes, and he undertook to start the racing. The presence of such a busy gentleman as the Lord Mayor of England’s secon d city at this event, calls for comment. He came, not in his offici al capacity, but as a private individual interested in the buildi ng, and to witness the handl ing of the models under racing conditions. He told us that he was born by the side of the sea, as was Alderman Gell- ing. In him, as in many of that company present, lives an affection for the sea, ships and sailors, which gives expression throu gh and explains our association with model yachti ng. Fifteen clubs had entered their one best boat. At the start 13 boats reported. The absentees were: Glasson Dock and South Londo n. This was an advance upon the 1935 Championsh ip, but it should have been larger. We welcomed for the first time a boat from the West of England, Bristol being represented by *“ Witch,’’ skipper and owner Major D. G. Handford. We missed the East Coast repres entative of last year, and can only say to Hull, may we see you in 1937, Apart from the East Coast the meetin g was truly representative, more even than the loca- tions of the clubs imply, for in one connection or another we had the active Participation of Scotland, Ireland, Wales and England. We can surely say: ** It was a National gathering,”’ A difficult situation is presented when an O.0.D. attempts to write up such an event, stage by stage. I purpose, therefore, to address myself to certain phases of the meeting with a view to the future. First, and in regard to the number of clubs entered. It was reasonably expected that a greater number we have one who is determined, with others, to make Photo: C. E. Lemon ** NELL ”’ Winner of 1935 and 1936 Championships, owned by Mr. R. Ashcroft, Llandudno. now MARINE 100 MODELS this Annual Championship increasingly successful year by year. He dared to compare our entry with the British Empire A-class Championships of 1935. It was interesting to notice that we had on a one-best-boatper-club basis 15 entries and 13 starters. The A-class upon a three-boat-per-club basis mustered in 1935 30 boats from 15 clubs, with the added attraction of a prolonged holiday. The racing started with a good breeze from the N.E., scoring being 3 and 2. These conditions were reversed on Sunday morning, with wind from N.W., and before Monday ended the racing wind blew from W. and S.W. The last heat was sailed under storm-suit conditions in one direction, and the return board in a flat calm. ’’ was declared the winner a second year “* Nell ’’ in succession, with ‘* Zephyr ’’ second, ** Gloria third, and ‘* Venture ’’ fourth. ‘* Sine Metu ’’ was fifth, and won Mr. Cooper’s special prize. Designers of these boats were: ** Nell,”” A. ; “ Gloria,” Simonsen; ‘‘ Zephyr,’’ W. J. Daniels while A. W. Littlejohn; ‘‘ Venture,’’ E. G. Wade, design. ‘Sine Metu’”’ is from the ‘ Stella’ The prizes for skippers and mates were provided by the City of Birmingham Model Yacht Club, and were distributed by Mrs. S. P, Drury. the Regatta the winner, * Nell ’’ (designed 36 35 ** Solness,’’ J. H. Jones, Birkenhead ‘*Rhythm,’’ H. Langston, South Manchester… “« Shikari,’’ 1. H. Robertson, Clapham … 32 ‘* Witch,’’? Major D. G. Handford, Bristol ‘“* Whimbrel,”” F. C. Hirst, Huddersfield ‘Cintra Quin,’’ H. Atkinson, Bradford “‘ Swallow,’’ A. Ashcroft, Llandudno … 33 25 24 23 21 17 14 ee ee | 42 6 Lost Both Ways. Gh Sa ae wal po col roel a gp i pat ot eg to tin 45 43 ‘* Sine Metu,’’ J. Lapsley, Nottingham … “*Cunior,’”’ T. A. Divers, City of Birmingham == 8 Points. DD Club. Both Ways. RW Skipper. Nell,” J. Pemberton, Stanley Park Zephyr,”’ J. H. Arlotte, Hove and Brighton… Gloria,”” A. W. Littlejohn, M.Y.S.A. Venture,”” E. G. Wade, Fleetwood … Won Won Lee. sc ge GA aw OF SEG SEER Boat. NWWUhtUANYRHSL ** “* “* ‘““ Won’ Wind. 6 © SCORE ANALYSIS. SP the late owner of ‘ Nell.”’ ‘** SOLNESS ”’ (J. H. Jones, Birkenhead). Designed by W. Simonsen eee by Mr. W. Simonsen, was sold Photo: C. E. Lemon See After Mr. A. Ashcroft, by W. Simonsen), was purchased by10-rater , designed Llandudno. ‘“‘ Solness,’’ the latest to Mr. ]. Pemberton, MARINE MODELS 101 LN ASS Makys breaka ets NORTH OF ENGLAND BARROW M.LY.C. The first quarter of the season’s programme has now been completed and has been very satisfactory from all points of view. Performances have been well up to standard, showing that skippers in all classes are benefiting by experience in previous years, This is particularly true in the case of the ‘‘A”’ class, where this year’s performances are much ahead of last year’s. A good turnout has been possible every Saturday, whilst racing has also been carried on on Wednesday and Thursday nights. The weather, also, has been fairly good on the whole, only one evening fixture having to be cancelled (very good for Barrow weather!), and the wind has at no time been so light as to cause postponement of racing; in fact, fresh breezes have been the rule, so far. Both 10-rater and ‘‘A’’ classes have finished their first tournament session, and the final placings were :-——10-rater Class: ‘*‘ Fram’ pts.; ** Flossie ’’ (J. Rome), 34; (F. Watts), 38 ‘ Cissie’’ (A. Walker), 24; ‘* Joan ’’ (R. Ashburne), 20; ‘* Nan ” (J. Walker), 18; ‘* Honeymoon ”’ (B. Charnley), 16. “A” Class: ‘* Lady Winifred ’’ (F. W. Douglas), 65 pts.; ** Lady Anne ’’ (W. Douglas), 45; ‘* Trilby ” (R. Johnson), 36; ‘* Pastime ’’ (J. J. Rowe), 34; ** Seven Sisters ’’ (W. Whitelock), 28; ‘‘ Doreen ” (A. Walker) and ** Star ’’ (J. Collins), 26; ‘* Helen ”’ (R. Walker), 20. The Diamond Jubilee Cup was sailed for on June 13, and a fleet of 18 boats came to the starting line at 2.30 p.m. The wind, after heavy rain all morning, was only light and eventually dropped whilst the first heat was being sailed. Fortunately, about half an hour later, it freshened and a steady but light N.W. breeze enabled the race to be completed. The race, being for all classes, was run in three heats of six, the first two in each going into the final. The winner and second boats were ‘‘A’’ class, but a strong challenge being put up by ‘‘ Gypsy,” a 10- rater. Result of Final: —Ist, ‘* Lady Winifred ” (F. W. Douglas), *‘A’’ class; 2nd, ‘* Doreen ’* (A. Walker), ““A’’ class; 3rd, ‘* Gypsy ’’ (G. Harper), 10-rater; 4th, *‘ Lady Anne’? (W. Douglas), ‘A’’ class; ** Joan ’’ (R. Ashburne), 10-rater, and ‘‘ Pastime ”’ (J. J. Rowe), ‘‘A”’ class. The Cup was presented to this year’s winner by Mr. R. Ashburne, who was last year’s holder. Mr. J. J. Strong, Captain, was O.0.D. New boats have been to the fore this season. Two new 10-raters have headed the class in the point races—‘‘ Fram ’’ and ‘‘ Flossie,’’ and have also proved worthy competitors in the handicap races. ‘* Doreen ’’ and **‘ Lady Anne ”’ in the ‘‘A”’ class are both doing well, both having been placed in nearly all handicap races; ‘‘ Lady Anne”’ also having finished second in the tournament. Sister ship to ‘*‘ Lady Anne,’’ ‘* Lady Winifred,’’ whilst not being an entirely new boat, was considerably altered underwater last winter. She is also a Turner design, with a displacement of 59 lb., and is sailing remarkably well this year. Arrangements are well under way for an ‘‘A” class match between the Morecambe, Windermere and Barrow clubs. This will be sailed on the Barrow water this year, but it is proposed to change the venue each year, so that each club stages the race in turn. On July 5 we journey to Lake Windermere to race the Windermere Club and make our annual effort at open water sailing. We were successful in winning one race there last year, the remainder having to be cancelled because of the torrential rain. This year, however, whilst not wanting to be pessimistic, we will be careful to see that we do NOT leave our oilskins and rubbers at Barrow! F. Web; BLACKBURN AND DISTRICT M.Y. & P.B.C. The club is still forging ahead despite the innumerable difficulties presented by the very per- sistent growth of weeds and rushes. The enthusiasm in the sport of model yacht and powerboating is amply shown by the willingness of the members in giving much time and energy to the hard work which presents itself week by week; however, much sport is expected in the near future, dependent upon a motor weed cutter made by the members. Two friendly matches have been sailed to date on their own water. Although the club is mainly composed of a few local pioneers, a large increase in membership is expected when more suitable sailing facilities are at their disposal. The 36in. restricted class is mostly in evidence at present, but a movement is on foot to encourage and increase the interest in powerboating, for which the water is admirably suited, and the Secretary, Mr. E. Haworth, 59, Langham Road, Blackburn, would be pleased to hear from anyone in the locality interested in this branch of the sport. The club’s latest acquisition is a boat house of sufficient size to accommodate a large number of boats and be of use for meetings during the summer season, JOHN LISTER. BRADFORD M.Y.C. In spite of the fact that many of our members were away at the Birmingham 10-rater regatta, a very keenly-contested ‘*‘ Open’ race for 36in. restricted yachts attracted seven entries on May 31 at ‘* Larkfield,”” Rawdon, near Leeds. Four of these were from Lancashire clubs. The wind, up to lunch time (the end of the second heat) was very light and fluky, but settled down to a steady wholesail breeze during the remaining five heats, giving a beat and a run. The three prize-winners were: Ist, ‘* Tess ”’ (J. H. Catterall, Bury), 20 points out of a possible 102 MARINE Ray oie vin eh a Ema age =~ 30; 2nd, ** Red Rose “’ (H. Short, Bradford), 19; 3rd, ** Prelude ’’ (H. Dugdale, Morecambe), 17. The other competitors were ‘* Amero’’ (J. D. Hoyle, Bury), ‘* Margaret ’’ (S. Hopper, Bury), ** Larkfield ’’ (Eric Roberts, Bradford), and ** Refa ”’ (F. E. Asquith, Bradford). The officials were Gerald Whittaker and J. P. Clapham, the prizes being handed to the winners by Mrs. Wilfred Roberts. The race for the ** Renshaw ’’ 36in. Restricted Yacht Cup, held at Marsden Reservoir, June 14, was visited by three racing members and their supporters, and brought back the Cup, the winner being ** White Owl ’’ (Geoffery Kitchen). ** White Owl ”’ is an old boat reconditioned by the present owner. Full particulars of the race will be found under the Huddersfield Club News. J. P. CLAPHAM. S. G. STEVENS (Hon. Secretary). HUDDERSFIELD MODEL YACHT CLUB On June 14 the *‘ Henshaw ’’ Open Cup Race for the 36in. M.Y.A. Restricted class was sailed, and twelve competitors from the Bradford, Bury, Fleetwood, and Huddersfield Clubs took part. There was a strong westerly wind, which gave a beat and a run, but was nevertheless a handicap for some of the yachts which had not 3rd and 4th suits of sails. The race was sailed under M.Y.A. rules, on the tournament principle, which made a total of 132 individual races over the 500 yards course on Red Brook Reservoir. Thanks to the strong wind, and excellent handling of the yachts, the whole race was finished in eight hours, which is a contrast to some open races recently held, particularly taking into account the size of the water, and bad weather conditions. Great credit was due to the winner—Mr. Kitchen, of the Bradford Club—who had his yacht practically given to him as scrap! He refitted the boat, and won 21 of his 22 races, making 53 points out of a possible 55. . Henshaw Cup, ‘*‘ White Owl ”’ (G. Kitchen, Bradford M.Y.C.), 53 points; 2nd Prize, ‘* Dot’? (W. Alexander, Fleetwood M.Y.C.), 50; 3rd Prize, ** Tess ’’ (J. Catterall, Fleetwood M.Y.C.), 45. Other Scores as follows :— ‘* Margaret ’’ (S. Hopper, Bury M.Y.C.), 3 4 pts.; ‘* Brisker’? (H. Atkinson, Bradford M.Y.C.), ), 28 ‘* Marion ’”’ (T. S. Shepherd, Bury M.Y.C.), ) 28 **June ’’ (H. Procter, Huddersfield S.M.E.), 22 ** White Nymph ”’ (J. Tolson, Huddersfiel d aia 19; ‘* Red Rose ’’ (—. Shortt, Bradford M.Y.C.), ‘*Ameroy’”’ (J. D. Hoyle, Bury M.Y.C.), 13 “* Speedwell ’’ (C. Wright, Huddersfield S.M.E.), 12 ‘Joan ’’ (W. Tearle, Huddersfield S.M.E.), 7. ** White Owl ”’ is from the lines of ‘* Eudora.”’ ‘“*Dot ’’ and ‘* Tess’’ are Alexander boats, ~ . . oF ale ete ime peter lll ~ . y a ’ ima only sharpie, designed, built and sailed by Mr. Atkinson. The 0.0.D. was Mr. Frank C. Hirst; Judge, Mr. ida Dewhirst, and Starter, Mr. A. Nutter, of Burney. The Cup and prizes were presented by Mrs. H. Atkinson. F. C.. Hf. EAST HULL v. SCARBOROUGH M.Y.C. These Clubs met at East Park, Hull, in their annual gala match for the Carmichael Challenge Cup, with teams of six boats each. The weather was glorious, with a moderate East wind, which was abeam. The race was attended by many spectators, including many ladies. Results were: Hull, ‘* Evelyn’ (J. Smith), 22 points; ‘* Lilian ’’ (R. Uney), 16; ‘* Bluenose ’’ (G. Swift), 15; ** Margaret ’’ (G. Hale), 14; ‘* Elite II ’’ PLATT M.Y.C. (MANCHESTER) An inter-club match was sailed on May 16 between the Platt and Bury M.Y. Clubs at Platt Fields. The wind was blowing half a gale at the start and racing was very keen up to half-time. After the tea interval the wind fell away considerably and Platt ran out the winners by 19 points after a strenuous afternoon’s sport. pa MODELS . , . , MarInE MOopELs design, and “ Frisker ’’ was the (F. Pearce), 14; ** Cresta’? (M. Wallace), 12. Total, 94 points. Scarborough, ‘* Humbria ’’ (G. Bolder), 14; ** Halcyon’? (W. Bolder), 12; ‘* Spring ’’ (J. Brunt), 10; ‘* Valkyrie ’’ (A. Smith), 8; ‘* June ’’ (R. Smith), 4; ‘* Defiance ’’ (A. Horsley), 2. Total, 50 points. After a good tea the prizes were gracefully presented by Mrs. R. Uney. J. Cock, Hon. Sec., E. Hull M.Y.C. SCARBOROUGH v. EAST HULL M.Y.C. The return match between Scarborough and East Hull M.Y.C. was held in Hull on June 20. Conditions were baffling, for the start was from a windless bottleneck at one end of the pond, and when the yachts emerged from this they found a fair wind down the lee bank and a triangle, screened by trees on the weather side, in which faint airs were moving, apparently, from all points of the compass at once. This made it necessary to keep well down on the lee side, but only too often the yachts refused to follow this wise course, and did strange evolutions in the doldrums. On the return board it was not always possible to keep in the wind owing to the steepness of the course, so that some erratic travelling resulted. As one cynic was heard to say at the pondside: *‘ Why don’t they toss for it with dice and save valuable time? ”’ However, there was keen racing that tested the skill of the men to the utmost. Scarborough led off well and gave their opponents plenty to do for the first few rounds. At the end of the second round they were within two points of the redoubtable home club. At the end of the third round E. Bolder was leading, with his beautiful sharpie ‘* Humbria.’’ But conditions deteriorated, and very soon they were wishing that they were fighting on their own open water at home. Nevertheless, they hung on, and some lovely straight runs were made by ‘* Humbria’’ and ‘‘ Spring’’ (Mr. Brunt). These did not suffice, however, to save the day, and the skill and experience of Hull began to tell in these difficult conditions. Eventually Hull finished comfortable holders of the ** Carmichael ” Cup by 94 to 50. The victory was well deserved, and the sportsmanship on both sides was never- failing. Afterwards, ‘* Lilian ’’ and ‘* Bluenose * sailed off for second place, and the shellbacks retired MARINE 2 enjoy the hospitality of the Hull Club. Scores were :— Hull—* Evelyn ”’ (Mr. Smith), 22; ** Lilian ’? (Mr. Uney), 16; ‘* Bluenose ”’ (Mr. Swift), 16; ‘* Mar- garet “’ (Mr. Hale), 14; ‘* Elite 4; “‘ Cresta’? (Mr. Wallace), 12. II ’’ (Mr. Pearce), Total, 94. Scarborough—** Humbria “’ (G. Bolder), 14; ‘* Defiance “’ (W. Bolder), 12; ‘* Spring ’’ (J. Brunt), 10; “ Valkyrie ’’ (A. E. Smith), 8; ‘* June ’’ (R. Smith), 4; ** Halcyon ” (A. E. Horsley), 2. Total, 50. MIDLAND MODELS NEWS BEDFORD M.Y.C. I regret to inform you that the above Club has been disbanded, owing to the fact that we have no facilities now for the storage of our boats near the pondside, and also that, during the summer months, when the sport can be enjoyed, our water is choked up with weeds. It is hoped that, ere long, a boathouse may be forthcoming, and that the local authorities will do something to remedy the trouble regarding the weeds; such being the case, I have no doubt that the Club will be re-formed. R. L. WHITWoRTH (Hon. Sec.). SOUTH BOURNVILLE M.Y. & P.B.C. very successful two-day Whitsuntide Regatta was held on Whit-Saturday and Monday, May 30 and June 1. Although the weather was very showery, particularly on the Saturday afternoon, the annual competition for 6-metre yachts, for the ‘* H. Hackett Championship Cup,” was carried through without a hitch on the first day, and some excellent racing was enjoyed by the skippers and mates of the 12 competing boats. The Cup was won by a young member, Duncan White, whose ‘‘ Optimist ’’ registered 40 points. FF. J. Broscomb’s ‘‘ Mist ’’ was second with 35, and D. Jenkins’s ‘* Wanda ”’ third with 33. Mr. E. E. Wakeman was O.O.D. On Whit-Monday morning, with the Commodore, Mr. W. H. Davey as O.0.D., the annual competition for the *‘ A. J. Turner Rose Bowl,’’ for 36in. L.O.A. yachts, was sailed off, eight boats being entered. There was a good westerly breeze early on, but the wind became more fickle and changed direction as the morning wore on, and competitors had some enjoyable sport. The trophy went to Mr. F, J. Broscomb, who scored 23 points with ‘‘ Ariel,’’ C. Rastall’s *‘ Alpha ’’ being second with 20. The afternoon was devoted to a powerboat regatta, which attracted 40 entries from all parts of the country. A report of this appears elsewhere in this number of MARINE MopELs. Throughout the meeting loudspeakers were used to control the crowd and make announcements. This is an excellent idea, and worth imitation for all important regattas. COAST THE EASTBOURNE ‘‘A’”’ CLASS CUP This event took place on May 31 and June 1 last, on the Eastbourne M.Y. Club’s water. There were ten entries only, three intending competit ors having dropped out. The scores were as follows: Ist, ** Fusilier ’’ (Col. I. Dennistoun, Dennisto un M.Y.C.), 37 pts.: 2nd, ‘* Lady Edith ” (J. Smith, Eastbourne M.Y.C.), 31; 3rd, * Osprey”? (W. Filley, Eastbourne M.Y.C.), 26. ‘‘ Fusilier ’ was skippered by Mr. W. J. Daniels. Other scores were: ‘‘ Vi’’ (F. Bockell, Eastbourne M.Y.C.), 25; ‘* Fantasy ” (G. HowardNash, Y.M.6-m.0.A.), 23; ‘* White Heather ”’ (Col. Sparrow, Eastbourne M.Y.C.), 22; * Nestling *’ H. S. Payne, Eastbourne M.Y.C.), 19; ‘* Lancer ” (H. Pelling, Eastbourne M.Y.C.), 16; ‘* Hilda ”’ (G. Veness, Eastbourne M.Y.C.), 15; ‘* Uloma ” (GC; Whitmore, Eastbourne M.Y.C.), 11. The Officer of the Day was Mr. W. J. E. Pike. Starters and Scorers, Messrs. Hubbard and Woods. W. J. E. PIKE. GOSPORT M.Y.C. A definite stage in the development of the Club was marked by the ceremonial opening of the new pavilion adjoining the Club House in Walpole Park on Whit-Monday. This addition to the amenities of the Club was made possible by a generous donation of £100 by Major Lennox Rodney, a Vice-President, coupled with the voluntary services of several members. The pavilion, which provides a room with a floor space A 103 of 20ft. by 20ft., and a covered veranda facing the model yacht lake, will give the Club an excellent meeting place, and a proper means of entertaining visiting model yachtsmen, particularly during the international event. It was designed by the Club Hon. Secretary, Mr. H. G. Baker, who, with Mr. Peter Jackson, built the structure, assisted by Messrs. W. Smith, F. Wood- ford, A. Shell and J. Whittaker. Furnishing and decorating on attractivelines have been made possible by gifts from Mrs. Baker, Messrs. F. R. Snook, J. Read, W. Shell, W. J. Lance, H. G. Phillips and R. Jurd. THE CEREMONY The Commodore of the Club, Mr. G. W. T. Williams, who presided at the opening ceremony, referred to the generosity of Major Rodney in providing a pavilion which would be their home in the future, to the energy and versatility of the Hon. Secretary, and to the fact that Mr. Jackson was the Steward of the pavilion. Mrs. Rodney opened the door of the pavilion, and was presented with a bouquet by Mrs. H. G. Chapman, who also gave a buttonhole to Major Rodney. The Mayor, Councillor G. Ford, in his capacity as President of the Club, thanked Mrs. Rodney, and spoke of the pavilion as being a great asset. Admiral Turner seconded, and Mrs. Rodney, in responding, expressed the hope that the pavilion would be as useful as it was ornamental. Sixteen ‘‘A’’ class entered for the subscription race that followed, and two of them tied for first place, so a board to windward was sailed to decide 4% \\ Y 104 MARINE the issue. Scores: ‘‘ Lady Nell ’’ (A. Jones), 40; ** Hesperus ’’ (R. Jurd), 40; ‘* Actis’’ (Admiral Turner), 35; ‘* Ruth ’’ (—._Sweet), 32; ‘* Caprice ’’ (R. Lance), 30; ‘* Vision’? (A. Jackson), 26; ** Z’moya “’ (Lt.-Cdr. Behenna), 24; ‘* Veronica ”’ (J. Fair), ** Effie’ (—. Godsell) and ‘** Danae ’’ (—. Baskerville), 18; ‘* Ryecliffe ’’ (A. Cains), ‘* Florida ”’ (W. Fair) and ‘* Joan ’’ (R. Cresdee), 13; ‘* Vigilant “’ (—. Munster) and ‘* Raider’? (—. Bond), 12; **Jasmine’’ (—. Hartley), 11. O.0.D., Mr. W. J. T. Williams. Starter, W. Shell. Scorer, W. Day. H. G. Pyne and J. Read, Umpires. HASTINGS AND ST. LEONARDS M.Y.C. The Hospitals Carnival Week, held annually at this popular seaside resort, has grown to proportions of national interest. We are therefore interested to learn that the Hastings Model Yacht Club has decided to hold a very ambitious *‘ Exhibition of Models ’’ in connection with the Carnival, which takes place this year ne Saturday, er August 29, to Saturday, Septem- 5. Various companies have given their assurance of collaboration, notably Cunard-White Star, P. & O., Southern Railway, Imperial Airways, etc., besides numerous local firms. Further offers of exhibits are invited, as there remain several stand vacancies, and will be welcomed from industries, manufacturers, and similar undertakings, club and association secretaries, etc. No charge for stands will be made, and all proceeds and benefits (other than publicity) will accrue to the Hastings Hospitals. Offers should be addressed to: Capt. E. K. Cormody, General Secretary, Hastings and St. Leonards Voluntary Hospitals Carnival Association, 27a, White Rock, Hastings; Mr. Stanley G. Adie, Commodore, Hastings and St. Leonards Model Yacht Club, 21, Ormerod Avenue, Hollington, St. Leonards-onSea; Mr. W. J. Balcombe, Hon. Secretary, Hastings and St. Leonards Model Yacht Club, 57, St. Mary’s Road, Hastings; Mr. T. Brigland, Powerboat Secre- tary, Hastings and St. Leonards Model Yacht Club, 31, St. George’s Road, Hastings—from whom further particulars may be obtained. It should be pointed out that there will be Water- craft, Locomotive, Aircraft, General Interest, Juvenile Sections of the Exhibition. HERNE BAY and M.Y.C. The club again organised the Watercraft Section of the Exhibition, held in the Grand Pier Pavilion, Herne Bay. his was open from June 4 to 6. Included among the exhibits was a fine collection of models of lifeboats and life-saving gear, loaned by the R.N.L.I. Captain Water loaned an interesting little collection of models of coasting vessels of types rapidly disappearing from our ports. Mr. zi Cooper was responsible for a large collection of his well-known paintings of ships. In addition to the marine section, large sections were devoted to model aeroplanes, locomotives, etc. The exhibition was well attended, and evoked much interest locally. MODELS LITTLEHAMPTON M.Y.C. The Littlehampton Urban Council is planning to lay out a new pleasure park at Mewsbrook, in which will be a fine lake 850ft. by 170ft. Although it was originally intended to put about 30 rowboats on the lake, the Chairman of the Council, the Rev. J. C. Flood, is strongly in favour of permitting model yachtsmen to use the water. At present the model yachtsmen have only a very small pond, and this is entirely surrounded by Butlin’s Amusement Park. There is a strong local club, but owing to the size of the water no class bigger than the 36in. can be used. If the scheme at Mewsbrook comes off, a bigger class will no doubt be adopted. It is felt locally that a model yacht lake of a decent size would be a very great addition to the amenities of the town and a great attraction to visitors. The new lake would, of course, be suitable for really important events, and it is to be hoped that the scheme matures. The Senior Section of the Club has inaugurated a most interesting scheme. A flag bearing the initials of the Club and a cock is flown by the winning boat in their flag races until the succeeding race, when it is passed on to the winner of that race. Only one flag race has been held so far this season, and Mr. J. Roach’s yacht is now flying the flag. The Club has a new trophy in the Arcade Cup, the holder for the year being decided by two races. The first races have been held and Mr. Roach is the first holder. Scores of the race were: ‘‘ Tamarisk ” (J. Roach), 25; ‘* Marina’? (Mrs. Kelly), 23; ** Valeta ’’ (J. Robinson), 21; ‘* Joyce’? (W. Warring), 18; ** Seaspray “’ (A. Kelly), 17; ** Ahoy ’’ (W. Alexander) and “** Josie ’’ (J. Johnston), 16. J. R. LYMINGTON AND DISTRICT M. & E.S. For the first time since their inception, the G. C. Paine Memorial Cup for individual racing, and the Clieveden Cup for inter-club competition for model yachts, were staged at Salterns Lake, Lymington, on Whit-Monday. There were 20 entries for the Paine Memorial Cup. In this contest three yachts tied for the honours with 32 points each from a maximum 36 points. A feature was the splendid sailing of ** Daphne,”’ belonging to Mr. R. O. L. Lovell, the Lymington hon. secretary. This craft, a new model of the Sharpie type, and built by her owner, experienced her first test, and although racing with fittings still incomplete, performed well. She lost the resail for the cup by the narrowest of margins to ** Freaky,’ of Poole. The Lymington Club was successful in winning the Clieveden Cup by three points from Poole, who had held the trophy continuously since 1928. Weather conditions were excellent, there being a south-west and westerly wind which was of great advantage. . It is customary for these two trophies to be competed for at Poole, but owing to the bad condition of the lake there, the invitation of the Lymington Club to stage the races at Salterns was accepted, the whole arrangements being made by the Council Committee under the supervision of Mr. R. O. L. Lovell, the enthusiastic secretary. Officials were: Starter, Capt. B. H. Goodhart, M.C.; Scorers, Messrs. Bunn (Southampton), H. Weld, and G. P. Mair. Results : — Paine Memorial Cup for individual racing, possible points 36: 1 (equal), ‘* Freaky ‘’ (M. Searles, Poole), ‘* Daphne ”’ (R. O. L. Lovell, Lymington), ‘‘Jubilee’’ (owned by W. S. Read, sailed by J. Allen, Poole), 32 pts.; 4 (equal), ‘‘ Red Dawn ”’ (D. May, Lymington), ‘‘ Weetamoo “’ (A. J. Crespin, Southampton), ** Junetty ’’ (B. Shutter, Poole), ** Jenny ”’ (C. Tarrant, Southampton), 24; 8, ‘‘ Elba’? (G. Waits, Poole), 22; 9 (equal), ‘* Rat ’’ (F. Robinson, Poole), ** Valdero ’’ (Miss Diana Mair, Lymington), 20; 11 (equal), ** Georgette ’’ (owned by G. Pirie, sailed by Capt. H. E. Sulivan, Lymington), ‘* Pam ’’ (W. Barrett, Southampton), 18; 13 (equal), ‘‘ Fream ”’ (A. E. Crespin, Southampton), ‘* Babs “’ (—. Crespin, Senr., Southampton), ‘‘ Jean’ (G. Hayward, Southampton), 14; 16, ‘* Black Pete ’’ (owned by A. Jones, sailed by R. Wigmore, Lymington), 10; 17 (equal), ‘* Phyllis’? (T. Gillard, Poole), ‘* Red Cloud ’’ (owned by D. May, sailed by C. Bran, Lymington), 8; 9 (equal), ‘* Spray’ (H. Vear, Be eamptan), **The Jean’’ (R. Welch, Lymington), In the resail by the first three tied yachts, “Freaky ’’ won the cup in an exciting race from ** Daphne,’’ ‘‘ Jubilee ’’ being last. Results of the inter-club race for the Clieveden Cup were :— 1, Lymington—** Daphne ”’ (R. O. L. Lovell), 14 points; ‘‘Red Dawn ”’ (D. May), 14; ‘* Georgette ”’ (owned by G. Pirie, sailed by Capt. H. E. Sulivan), 16; total, 44. 2, Poole—‘’ Freaky *’ (M. Searles), 16; ‘‘ Jubilee *’ {owned by W. S. Read, sailed by J. Allen), 15; ‘*Rat’’ (F. Robinson), 10; total, 41. 3, Southampton—*‘ Jenny ’’ (C. Tarrant), 13; ** Weetamoo ”’ (A. J. Crespin), 6; ‘* Pam “’ (W. Barrett), 4; total, 23. Miss Diana Mair, owner of ‘* Valdero’’ and a member of the Lymington Club, presented the cups. MODELS INTERNATIONAL MODEL YACHT RACES AT HAMBURGH August 16 to 20, 1936 The Model Yachting Association is sending two A-class and one 50-800 Marblehead class models to these races, accompanied by two skipper s and their mates. As there was no opportunity to hold Selection Races to determine the boats and skipper s to go to Hamburg, Associated Clubs were invited to send in nominations for consideration by the Council. A very good selection of names was received including our skippers who have won the British A-class Championship in previous years. A very full meeting of the Council discusse d the matter and the following team was selected to represent Britain : — A-class—‘* Naiad ” 6-m.0.A., Surbiton), (Col. and W. C. Holden, ‘‘ Fusileer ”’ (Col. Y.M. Ian Dennistoun, D.S.O., M.V.O., Dennistoun M.Y.C., skippered by W. J. Daniels). 50-800 Marblehead class—‘‘ Vectis ”’ (H. Pragnell, Ryde M.Y.C., Isle of Wight, skippered by W. J. Daniels). Col. Holden was appointed Captain of the British Team and M.Y.A. representative. Mr. A. J. Child has been selected as ‘* Naiad’s’’ mate, and it is probable that Mr. R. Jurd will act in that capacity to Mr. Daniels. The party is likely to be away about fourteen days altogether, and the estimated cost, including fares and hotel accommodation, will amount to about £35. As it will be necessary to form a small fund to get the money together, the Hon. Treasurer of the Association will be glad to receive any donations for this purpose, which should be sent to him addressed: Mr. J. E. Cooper, 26, Warren Road, Wanstead, Essex. W. J. E. PIKE. RYDE M.Y.C. (ISLE OF WIGHT) During May a series of Practice Races was held, under, at times, very unfortunate weather conditions. The results are as follows:—May 7: Marblehead Class, W. Hodgkinson; 36in. Restricted Class, G. L. Matthews and Jack Paul; Q Class, F. Searle. May 14: Marblehead Class, E. Scovell; 36in. Restricted Class, G. L. Matthews; Q Class, W. Arnold. May 21: Marblehead Class, F. Scovell; 36in. Restricted Class, G. L. Matthews; Q Class, W. Arnold. May 28: Marblehead Class, F. Scovell; 36in. Restricted Class, G. L. Matthews; Q Class, F. Searle and W. Arnold. A 36in. model has been presented for competition by the Junior Section. On June I1 a Course Sailing Competition was held. The course was about 800ft., rounding two buoys and finishing between posts. About twenty models competed and five completed the course: G. H. Matthews, F. Scovell, E. Bennett, W. Arnold and a junior—L,. Lawrence. eal oh The Club cordially invites visitors to join in the racing during the summer months on Sunday mornings. The race for the ‘* Town Cup,’’ to be sailed for by the Marblehead Class, is also open to visitors; the date will be towards the end of July. Particulars can be ascertained from the Hon. Secretary, Arthur Kerridge, 56, Park Road, ei Ls 105 GOSPORT REGATTA The Model Yachting Association’s Regatta being held at Gosport this year comprises the British A-class Championship and International A-class World Championship. For the last few years this race has been held at Fleetwood, but in accordance with its policy of not tying the Championship races to any particular water, the Association has again brought the event South this year. The British Championship Races are being held from July 27 to August | inclusive, and the World Championship from August 6 to 8 inclusive. The intervening days between the two races will be available for the international entrants for tuning-up purposes. Entries for the British Championship are limited to three boats per club, and though the list will be closed by the time these lines appear in print, it is expected that a good fleet will face the starter. There are a number of very fast new boats, and those who journey to Gosport to watch the racing will have plenty of excitement before the week is out. Norway won last year’s International event, and here again we can expect to see good sport. a MARINE MARINE E are most appreciative of the manifest WV interest in our ‘* Page ’’ evinced by our _ friend Mr. J. A. Stewart, and are humbly grateful for his anxious solicitude on our behalf. But, with unwonted impetuosity (or is it characteristic shrewdness?) he raises points which are entirely his own in his letter published in our June issue, bearing no tangible relationship to our remarks. It was, and is, not suggested that we intend to be so foolish as to interfere with matters concerning the M.Y.A. This does not debar us from criticising, in an entirely friendly spirit, anything that our experience suggests is open to such We have no apologies to make and criticism. reiterate what we have previously written on the subject of dual registration, to use the most convenient term. We believe it to be against the wish of an overwhelming majority of the Scottish clubs and our personal opinion is certainly in accordance therewith. In Scotland it has given rise to abuses, and it is at present leading to intrigue and being made the handmaiden of jealous personal animosities that should not exist. There is no case for us to answer in Mr. Stewart’s letter, except to say that obviously it is not practicable for models to follow all the practices of prototype yachtsmen. Neither is it incumbent upon us to do so. What we have to do, to the best of our ability, is to uphold the rules made for mutual protection and guidance by the body we have the honour to serve, even irrespective of our own ideas at times, and this we purpose doing so long as we have the support It is their and confidence of our constituents. wishes we have to consider and their welfare as a whole is our duty and privilege to uphold, and no amount of irresponsible ‘‘ intrusion ’’ on the part of any individual is going to deter us. We spent quite the most enjoyable afternoon we have had for some time at Port Bannatyne on June 13, when a team of seven 6-m. class were taken down by the West of Scotland Club to try conclusions with the local club on the open waters of the bay. Favoured with ideal conditions, bright sunshine and a comparatively calm sea, with a steady, light breeze, and the glorious panorama of the Cowal hills framing the whole entrancing prospect, it was an event that will live long in our memory. The more so as we were able to loll back in the Commodore’s barge and enjoy all the vista of sun, sea, air and unrivalled scenic beauty, in carefree indolence with no responsibility. While the West of Scotland suffered a complete eclipse, scoring only four points against 24 for Port Bannatyne, all the visitors, in nowise daunted by their severe defeat, enthusiastically registered their determination to repeat the visit at the first available opportunity, and delighted satisfaction at the clean sport they had enjoyed. A course was laid from the Commodore’s barge, anchored off Malcolm’s boatyard, to a buoy well up towards Ardmeleisch point, thence to MODELS a second mark opposite Ettricdale House, and home to Commodore, approximately one mile. The craft had a broad reach to the first mark, a close reach to the second, and a broad reach to the line, and four complete rounds were sailed. The first boat home in the second round was timed at 15 minutes, and in the subsequent heats, 18 minutes and 14 minutes were recorded. The first heat was not timed but seemed even faster. This gives some indication of the capabilities of the competitors. It also explains to some extent the showing of the Glasgow men, unaccustomed to handling their craft from small boats. In fact, a number of the party carried back souvenirs in the shape of blistered hands. The Scottish A-class Club continue their roving activities with zest, as the following synopsis of their recent engagements will bear witness. At Dennistoun on May 9 a good Easterly breeze provided keen races for the seven A-class models competing, and resulted in another winning flag for Mr. I. McPherson, with the son of his father, Master D. McPherson, following in the footsteps of the dear old Dad, with ‘* Norna,’’ bagging second prize. Keeping it all in the family! This race witnessed the first appearance of a new Ac-class boat in ‘* Alba,’’ T. Barclay, which gave an encouraging account of herself for an untried craft and promises to come well into the picture when properly tuned up. At the same waters on May 16 a flat calm was experienced at starting time, but half an hour later gave way to a good Easterly breeze and enabled the six competitors present to complete the full tournament. The card then showed ‘* Scotian ”’ and ‘* Norna’’ with equal points, and the final again resulted in the triumph of age over youth and innocence. You will notice we do not attach anything about innocence to the winner. Never mind, sonny, you will outsail him yet. The new model ‘* Alba ’’ was third. Commodore Morris conveyed the thanks of his club to Dennistoun members for the courtesy extended in the use of their waters, as also to the Alexandra Club for the same privilege the previous Saturday. On June 6 Saltcoats were ‘* At home ”’ to the A-class men for an inter-club match. Weather conditions were of typical Saltcoats brand, a good hard blow, and under these circumstances it was somewhat surprising that the visitors registered 119 points against 57 for the local club. D. Leggatt, of Paisley, brought out his new production ‘* Annie,’’ which soon gave evidence of her merit in the stiff wind, and finally recorded 28 points, taking the leading position. ‘* Gleneagles ’’ (J. Taylor, Saltcoats), but sailing as one of the ‘‘A’’ club team, returned 26, and ** Scotian ’’ (I. McPherson), 25. The highest points for Saltcoats were obtained by ‘‘ Nolag’’ (H. Miller), 17. Provost Kennedy started the first few boards. Kilmarnock received a visit from Dennistoun on MARINE May 9, and suffered a 10-points defeat, not a very heavy margin. The afternoon provided good sport and both hosts and visitors experienced gratification at the pleasant contest they had enjoyed. Elder Park Open Regatta for 12-m. on May 23 brought 36 entries under orders and the pond presented a very animated appearance while the race was in progress. Four heats were sailed under a freshening N.E. wind, and premier honour went to the well-known Victoria model ** Jeanette ”’ (J. Cun- ningham), with a card of 18 points of the possible 20. *‘Jane’’ (W. Livingstone, Senr.) was second with 15, and W. Livingstone, Junr., with ‘* Spanker,”’ was a close third to his father with 14. Five competitors came in with 13 points, and the consequent finals resulted in ‘* Ant’? (M. McMillan, Queen’s Park) taking fourth prize. Mrs. Black, wife of the Elder Park Commodore, gracefully presented the prizes to the respective winners. Thirty-two sixes assembled at Queen’s Park on May 30 at the invitation of the Queen’s Park Club. Normally subject to most tricky sailing conditions, owing to the contour of the surroundings, this pond excelled itself on this occasion and set very difficult problems of trimming to the competing skippers. In consequence, an element of luck rendered the best more than oo. ma gave ae STON La and usual chances to the less experienced. Three heats were sailed and resulted in two full cards of 15 points. Final gave first prize to ‘* Suttie ’’ (L. McLean, Scottish A-class Club), and second to ‘* Catherine ‘’ (A. Logan, Queen’s Park), ‘* Jean ”’ (P. Spence, Victoria), took third prize with 13 points. Three competitors with i2 points each sailed off for fourth prize, which went to ‘* Sphinx ”’ (J. Barron, Queen’s Park). President McMenemy thanked the officials and visitors for their services and attendance in a happy speech on behalf of the Queen’s Park Club at the close of the proceedings. The West of Scotland Club carried through the McAndrew Cup race for 6-m. on May 23 and 235, and ‘** Clutha”’ (J. A. Stewart) registered 28 points of the 36 possible to prove a meritorious winner of a hard-fought contest. ‘‘ Charmee ”’ (J. A. Arthur) was second with 24, followed by ‘* Violet ”’ (A. W. K. Rodrick), *‘ Pearl ’’ (H. Morris), and ** Invicta’? (G. W. Munro). Racing for the Calcutta Cup for 12-m. on June 6, produced very keen boards, and the fresh Westerly breeze proved a severe test of the boats under full suits. A close reach and run with the wind veering at times to a deadender, made for fast work, and the full tournament of seven heats was completed in the space of 2: hours. Quick work. Full points were 28, and ial a nugatory, 107 ia efforts of experts MODELS Photo: ]. A. Stewart ** ETTA ’’—A-CLASS, PAISLEY M.Y.C. 108 + – ‘ : ‘ >i. ene _ eT wilds of Scotland, the best of them, that is, of course. [All Smiths are best, there are no others.— Ep., M.M.] at — Dennistoun Club 6-m. race on June 13, for prizes presented by Lt.-Col. I. Dennistoun, brought 10 competitors to the line. A good breeze prevailed, and the full nine heats were sailed with some very exciting and close races in all of them. The winners were: ‘‘Anona’”’ (Mr. Kerr), ‘‘ Lenable ’’ (Mr. Clark), and ‘* Rainbow ’’ (Mr. Bowman), in that 4 order. The Dennistoun Club is following with much pride and pleased interest the fortunes of Col. Dennistoun’s A-class ‘* Fusilier,’”” now sailing under its burgee. Would it be too much to say the members have hopes that the International Cup will come this way? A sort of reflected glory. How those ‘* Flowers of the Forest ’’ have wilted, Mr. Editor. Waes us, a’ wede away. The West of Scotland Club have been presented with a Silver Cup by Lewis’s Royal Polytechnic Stores for utilisation as a perpetual challenge trophy. The race open to all clubs affiliated to the M.Y.A. or the S.M.Y.A., will take place this season at Victoria Park, Whiteinch, Glasgow, with 6-m. class models, and entries limited on the Nyria Cup system. Consequently it will be a thing of the past when this matter appears. There are, however, novel conditions to which we would like to refer briefly. [Briefly? so we should think.—Ep., M.M.] ably be for team races. Having nearly exhausted our space we refrain from further comment, further than to say we shall follow this experiment with great interest. Good night! THE SCOTTISH COMMODORE, rman soto ete AMERICAN MODEL SPEEDBOAT repe – oR AN ** WASP ”’ Owned and built by E. L. Luke, doing 37.8 m.p.h. laps, averaging 36.1 m.p.h. We understand the Cup race is to be run for 6-m., A-class and 1!2-m. in successive years, in itself an innovation. Furthermore an entirely original proviso is that ** Any club wishing to challenge the winning club may do so after a period of one month from the date of each annual regatta.’’ Follow certain conditions governing any such challenge and limiting the period for such challenges to September 30 in each year. It is not made clear, but we have suggested that such club challenges should inevit- hereto es ** Ellora ’’ (A. E. Campbell, winner of the National Championship, 1935) only failed in a single board, and returned 26 points to take the Cup and first prize. ‘* Melody ’’ (A. W. K. Rodrick) took second prize with 26 points, and ‘* Sybil ’’ (R. L. Rodrick) secured third prize. The annual contest for the Inter-Shire trophy, open to clubs in Renfrew, Dumbarton and Ayr shires, each with a 6-m. and 12-m. class model, took place at Gourock on June 13, and comprised seven entries=14 models. Wind was light at start of the race but gradually increased in force until it was a steady S.W. breeze, and enabled the programme to be completed in 24 hours’ actual sailing. Course was set with a beat to windward and run home. Clydebank, with 42 points, proved the winning team, with Saltcoats 34, Paisley 33 and Gourock 33, following up. An interlude for tea in nowise mitigated the success of the event. Prior to the start a new Shire flag, presented by Wm. Hutchison, Esq., of Paisley, was broken out by Mrs. Wm. Smith, of Gourock, and another Gourock lady, Mrs. J. R. Smith, graciously handed over the prizes. So you see the ubiquitous Smiths penetrate even to the MODELS + gente iia ® Stresses mation St er i tes i MARINE Photo: Washington Herald This boat ran 38 consecutive The engine is a 30 c.c. 4-stroke with coil ignition. MARINE MODELS 7. WITHTHE 109 G.S. Wild: Ocean-going Steam Tug, ‘* Edward VIII.”’ W. Reed: Light Cruiser, C-class. 8. 9. H. Hood: Steam Yacht, ‘* White Lady.” Particulars of other Club boats under construction. 10. G. D. Smith: Steam Trawler. 11. G. D. Smith: Motor Coaster. 12. H. Hood: Steam Yacht. 13. F. Mankin: Ocean-going Steam Tug. 14. J. & B. Keenan: Fast, General Cargo Carrier. The aim of the Marine Section of the Society is POWER B OAT to construct realistic prototype working models, and CLUB HARTLEPOOL AND MODEL MODEL POWERBOAT ENGINEERING SOCIETY This progressive club, which was formed in August, 1933, opened their season under ideal weather conditions on Whit-Monday with a successful regatta of prototype model powerboats, on their home waters, the Ward Jackson Park Lake, West Hartlepool. The results of the steering competition were :— 1. H. Kerridge: Steam Coaster (Engines aft), ‘‘East Coast,’’ 60 points. 2. H. Herbert: Ocean-going Steam Tug, ** Joan,’ 30 points. 3. F. Taylor: Cargo Liner, ‘* Northern Prince,’’ 25 points. 4. H. Herbert: Steam Harbour Tug, ‘* Windsor,” 25 points. Particulars of other Club boats 1n the regatta. F, Swinson: Baltic Timber Carrier, ** Fredrikstad.’’ 6. F. Swinson: Steam River Tug. , and the S.T. ** Joan “’ is fitted with triple expansion engines and condensing plant. The ‘* Northern Prince “’ is also fitted with condensing plant, and it is hoped to fit it in several of the other boats before the close of the season. The average length of the boats is about 6ft., and they are mostly constructed of tinplate strakes, as in full-scale practice. Considerable research has been made on the subject of plating, but information is difficult to obtain, though the members have been fortunate in obtaining several half-models, which have been of great assistance. Assistance is willingly given to new members. Hon. Secretary: R. B. White, 10, Clifton Avenue, West Hartlepool. Hon. Treasurer: H. Herbert, 32, Windsor Street, West Hartlepool. Chairman: G. D. Smith, 4, Wilton Avenue, West Hartlepool. SOME MEMBERS OF THE WEST HARTLEPOOL M.P.B.C. & M.E.S. AT THE WHIT-MONDAY REGATTA ON THE WARD JACKSON PARK LAKE, WEST HARTLEPOOL ie ae eG a RE WEST it now boasts some very fine models, as may be seen from the accompanying photograph. It is hoped to supply accounts of some of the boats at a future date. The majority of the boats have been fitted with compound marine engines, independent pumps, return-tube boilers, fittings, and thrust block, ete., 110 MARINE SWINDON M.P.B.C. The M.P.B.A. Regatta at Swindon on May 24 was remarkably well attended both by competitors and spectators, and provided a fine day’s outing. The first event was a 70 yards steering competition. The wind was variable and upset the calculations of some skippers. There were 13 competitors, representing five clubs, and the winner was found in Mr. J. Vines, with his ‘* Silver Jubilee.’’ A picture of her scoring a bull in this event will be found elsewhere in this issue of MARINE MODELS. Scores were: Ist, J. Vines, Victoria, 11 points; 2nd, J. Baxter, Junr., Swindon, 6 points. The second event was the 500 yards round-thepole race. Owing to the contour of the bottom of the lake, it is necessary to use a rather longer line than is usual at other places, so that the lap is really 10 or 15 yards over the actual 100 yards. This should be remembered in considering the times in relation to those made elsewhere. Two flash steamers entered this event, but one of them suffered from engine trouble and did not start, and the other dived on her second lap when travelling at a tremendous speed. The winners were: Ist, Ns Bulrush Vii” _G. D. Noble, Bristol), 36 secs.; 2nd, ‘*‘ Rumba’’ (W. Row, Victoria), 37.8 secs. Both of these two owners have been dogged by bad luck for a long time, and it was pleasant to see them shake the hoodoo off, and gain well-deserved prizes. This event also brought 13 entries. We heard a rumour that the two owners of the flash steamers had a dispute as to which of them was the thirteenth! The third event was 100 yards straight race, open to the B and C classes. In the former,** Silver ’’ (J. Vines, Victoria) was first in 24.4 secs., Jubilee with ‘* Leda III ’’ (E. Vanner, S. London) secondin 29.2 secs. The C-class was won by ** Neptune ”’ (H. Gardiner, Southampton). MODELS The final event of the day was a 300 yards roundthe-pole race for the 15 c.c. ** Little Star ’’ (L. J. French), which has been performing very well recently, failed to start. Result: ‘ Tornado 1 (A. Martin, Southampton), 32.8 secs.; 2nd, ‘‘——’’ (L. Kent, Swindon), 35.8 secs. The winner is a flash steamer fitted with a single-cylinder engine of her owner’s own design. Prizes were presented by the President Swindon Club, Mr. H. C. Ludgate. of the SOUTH LONDON E. & P.B. CLUB The race for Messrs. E. Gray & Sons’ Nomination prize was run for on June 7, at Brockwell Park, Herne Hill. The starting was late, due to a continuous downpour of rain, which, however, did not prevent a good attendance. We tried out a new rule of two minutes’ time allowance, referred to in MARINE MODELS for May, which was an entire success, the programme actually finishing before schedule. The winner of the Nomination event has one of the most reliable boats in the club, having recently done three miles non-stop. The engine, built from a Standard set castings, is a 4-stroke of 30 c.c. Other good runs were put up by Messrs. Pinder and Westbury, the latter’s engine being recently fitted with an inclined head. The final event, for straight-running craft, was won by Mr. Vanner. The prizes were distributed by Mr. French, whose signature is often seen below the photos in this Magazine. Full results: Nomination, 600 yards—Mr. Harring- ton, actual time 542/5 secs.; nom. time 52 secs. Speed, 600 yards, 30 c.c.—Mr. Pinder, 34 m.p.h.; Mr. Walker, 28.5; Mr. Washington, 25.5. 15 c.c.— Mr. Westbury, 22.73. Straight, 75 yards—Mr. Photo: L. J. French MR. ROE’S HYDROPLANE HOLDS THE ATTENTION OF A CROWD OF SPECTATORS AT SWINDON REGATTA MARINE For those readers who are interested in these regattas, the following dates should be noted: — West London (Kensington Gardens), July 5. International (Victoria Park), July 12. South London (Brockwell Park), July 26. Fleetwood, August 9. Farnborough (The Reservoir), August 23. Grand Regatta (Victoria Park), September 27. E. A. WALKER, Asst. Sec. THE WEST LONDON MODEL POWERBOAT CLUB The Club’s Annual Regatta was held on Sunday, June 14, on the home waters, Round Pond, Kensington Gardens, W.8, and was one of the most successful in the history of the club. The weather was kind, and the entries a record, in addition to which the sport was watched by some hundreds of spectators, who lined the pondside, in some cases four deep. The first event was run off at 11.30, and, except for the luncheon interval, things were kept going until six in the evening. Results :— Nomination Mr. H. Ash. Event—Ist, Steering Event—Ilst, W. T. Parry. Mr. J. E. Smith; 2nd, Mr. G. Hillman; 2nd, Mr. Valkyria Cup—Mr. C, Burrows. Round the Pond Race—Fastest time and lst in Handicap, Mr. G. Hillman; 2nd, Mr. W. T. Parry. Jenkins Trophy—Mr. G. Hillman. The Wyndham Cup—This event was postponed. The ** Jenkins Trophy ’’ was competed for for the first time, being presented by the Club’s Vice-President as a perpetual trophy, for the member scoring the highest number of points on annual regatta days. Councillor R. C. D. Jenkins, L.C.C., the donor, personally presented the Cup to the winner at the end of the day, and in a short speech intimated that a replica of the Cup would be presented each year. Secretary: F, H. Earl’s Court, S.W.5. Lambert, 60, Hogarth Road, BOURNVILLE M.Y. & P.B.C. The club held an Open Whitsun Regatta. A report of the model yacht racing during this will be found in our News of the Little Ships Column. The afternoon of Whit-Monday was devoted to a Power Boat Regatta, which made a wide appeal, no fewer than 40 boats being entered from all parts of the country. In the steering competition Mr. J. Vines (Victoria Club) was first with 16 points, Mr. Thomas (Swindon P.B.C.) second (12 points), Mr. Hood (Swindon P.B.C.) third (11 points), and Mr. Bicknell (Bournville M.Y. & P.B.C.) fourth with 9 points. A 500 yards competition for 30 c.c. hydroplanes saw an excellent performance by ‘‘ Betty,’’ owned by Messrs. Innocent Bros. (London). ** Betty ’’ completed the course in 27.6 seconds, at an average speed of 37.2 m.p.h., and on a sixth lap attained a speed of 39.33 m.p.h. The next per- formance was returned by ** Yumyum,’’ owned by Mr. K. Tryhorn, of the Bournville Club, the boat MODELS 111 doing 28.5 m.p.h., time being 36.8 secs. Messrs. Hill and Hodge (Stoke M.P.B.C.) were third, their ** Bonzo 22 ’’ returning 25.7 m.p.h. in 39.75 secs. In the 300 yards event for 15 c.c. boats, ‘* A 23 ”’ (Mr. D. Innes, Altrincham) was first with the excellent record of 25.85 m.p.h. in 23.9 secs., and “S11” (Mr. E. Westbury, London) was second with 21.2 m.p.h. (28.7 secs.). ** Jildi, Junr.,’” owned by Captain Bowden, of the Bournville Club, came third, but his boat has done much better than the 15.73 m.p.h. in the 39.3 secs. returned on this occasion. Altogether a most enjoyable power boat meeting, and one ably carried through by the O.0.D., Mr. W. Rastall, and his enthusiastic band of stewards. It was a great pleasure to the Bournville Club to welcome such a large number of power boat enthusiasts—the visitors numbered over 120—and to know that the arrangements were appreciated by all. ‘* COASTER.”’ ROCHDALE S.M. & E.E. A regatta was held on July 24 for speedboats on the Syke Ponds. The weather was glorious, and competitors came from places as far apart as Altrincham, Bolton, Fleetwood, Stoke-on-Trent and London, until 24 were ready for the competition, with about 1,000 spectators all eager for the start. The chief attraction was the event of the Harold Sutcliffe Challenge Cup to be held by the competitor who covered five laps of the circular course in the fastest time with a 30 c.c. boat. The ultimate winner was D. Woolfenden, of Rochdale, who averaged 25.78 miles per hour. Second came T. W. Westmorland, of Altrincham. Other events were for the 15 c.c. boats (three laps each), the first and second being D. Innes and H. Wraith, both of Altrincham; and in the steering competition the winner was Mr. Vanner, of London, and the second F. L. Davies, of Altrincham. The officials for the day were the Rev. T. W. Taylor (president of the club), J. H. Lewis (chairman), T. Trueman (commodore), A. Hawkard (hon. treasurer), K. Dawson (hon. secretary). They were ably assisted by other members of the club, including J. E, Nuthall and E. Chadwick (official timekeepers). Due to the large number of entries it was impossible to include the racing yacht events, but these will be held on July 20. Endeavours are being made to get the sailing sec- tion on a sound basis and there are already a number of boats in existence and building to recognised classes. The sailing section is under the care of the Commodore, Mr. J. Truman, 22, Longfield Road, Rochdale. Mr. Truman was many years a member of Goole M.Y.C., and also of the Platt M.Y.C. (Manchester). ee 4 112 MARINE MODELS Letters intended for publication must be written on one side of paper only and bear the signatures of writers (not necessarily for publication). Letters should not exceed 300 words in length, if possible. The Editor does not undertake to publish all letters received, nor does he necessarily agree with opinions expressed by Correspondents. NATIONAL 10-RATER CHAMPIONSHIP, 1936 Dear Sir,—Now that the tumult and the shouting is done, and the skippers and their mates have gone, may I crave a space in your columns to lodge my earnest protest against the manner championship has been arranged? in which Sorry to take up so much of your space, but I feel very keenly about this Sunday sport. Yours faithfully, T. SPENDLOVE, this Hon. Sec., Derby M.Y.C. In the first place, when the M.Y.A. Fixtures for TM a 1936 were published, I noticed that this event had been fixed for May 30 and June 1. My club at our annual meeting decided that we would send a boat to compete and fixed up races to decide the best one to send. We had practically fixed up, when we saw in MarRINE MOpELs that an extra day had been put in, namely, Sunday, May 31. I wrote to Mr. Pike, Acting Hon. Sec., M.Y.A., drawing his attention to the announcement in MARINE MOoDELs, and received from him, on March 14, a letter stating definitely the dates for the event in question were Saturday, May 30, and Monday, June 1. Afterwards I heard a rumour that three days were to be given for the race, and on April 14 I received the printed form and letter from Mr. Jermyn Hill that the race would be for three days—on Saturday, Sunday and Monday. Please note that this notice was sent out on April 14, when it was too late to write and protest through your columns, and also note, that nothing seems to have been done by the Council with the protest I sent to the Hon. Secretary. Now, Sir, the point I wish to bring out is this: when I wrote to our late Secretary, Mr. Littlejohn, about the National Championships being held on a Sunday, he said it was too late to do anything then, as the M.Y.A. fixtures had been made and clubs had arranged theirs to suit, so would I please write next time before the fixture meeting. This I did, and last year there was no Sunday racing in the Championship. This year the Sunday was omitted, but afterwards put in (I understand at the suggestion of the Birmingham Club). Now, if the fixture could not be altered when Sunday was included, why RATING RULES AND CLASSES Sir,—In his inquiry into the relative popularity of the 10-rater, 6-m., and A-class models, ** Yardstick “’ has left out the time dimension. The 10-rater has been an accepted class for five times the life of the 6-m. Relatively speaking, the 6-m. has just been born, while the A-class has grown up, and the 10rater is a hale and hearty oldest inhabitant. Taking time and account, and not forgetting that there is now more building to the 6-m. class than was the case a few years ago, the popularity of this class is surprising. Handicapped as it may be by a rather complicated rating rule, the convenient size of the model, its suitability for the average pond, its style and action and resemblance to the well-known racing yacht, have made it the success it undoubtedly is. The A-class models require open and deep waters before they can show their paces to advantage. Time and again on an inland and rather sheltered water, I have seen a good 6m. sail away from a namely A-class model. Perhaps the A-class has wandered too far in the direction of length, weight and power. Certainly for some ponds that I know of a lighter and more lively craft is required, though the heavy- weights would no doubt Gosport weather conditions. continue to win under I am, etc., ELLWAND. [Our contributor ‘* Yardstick,’’ in his article in our June number, included a survey of the 12-m., 36in. Restricted, 30in. Restricted, and Marblehead 50-800 classes, as well as those referred to by ** Ellwand.’’—Epb., M.M.] could it be altered when Sunday was not included? The same reasoning surely holds. My argument is the same now as before, that National Championships should not be held on Sundays. Club races are different—that is a matter for the members concerned, but to compel everyone who wishes to sail in Champjonships to do so on Sundays is not right. : I know there are many arguments to be brought forward which cannot possibly be entered into through a monthly paper, but I would like this principle to be upheld, that the dates for National Cham- pionships shall not include Sunday as one of the days of sailing. MODEL SAILING CRAFT By W. J. DANIELS and H. B. TUCKER. Profusely Illustrated with 7 Complete Designs, 163 Diagrams and numerous Photographs. Price 25/-, postage 9d. The Best Textbook for Model Yachtsmen. ORDER YOUR COPY FROM: Marine Models Publications, Ltd., 52, Fetter Lane, London, E.C.4