Marine Models: Volume 9, Number 5 – August 1936

INCORPORATING THE MODEL YACHTSMAN Vol. IX, No. Published on the Seventh of each Month 5. August, 1936 revolutionary invention of all times was the mariner’s compass, since this made navigation possible. Until the properties of lodestone were discovered, a ship was steered by the sun or stars, when out of sight of land. The first primitive compass was a piece of lodestone set on a cork disc floatingin a bowl of oil, and even to-day similar compasses are still used in fishing boats in certain parts of the world. The four cardinal points are North, East, South, West, and between these come N.E., S.E., S.W. and N.W. This gives us the eight main points. It should be noted that N. and S. take precedence of E. and W., and one always speaks of N.W. and S.E., and never of W.N. and E.S. These eight divisions of the compass card are again divided. To name these intermediate points, the secondary points are qualified by the nearest cardinal points. Thus we have N.E.,. E.N.E., E.S.E., S.S.E,, 5S.S.W., W.S.W., W.N.W., and N.N.W. This again was found not near enough, so these 16 divisions were again divided, and these minor points were named by their relation to the eight major points. This gives us N. by E., N.E. by N., pete by a ae Be oby S., SE. by E., . by S. by W.. S.W. by Be Wbe S. by E., W. by S., W. by N., N.W. by W., N.W. by N., and N. by W. Thus, in all, the compass has 32 points. Starting from N. and boxing the compass through E., the points are : — N., N. by E., N.N.E., N.E. by N., N.E., N.E. by E., E.N.E., E. by N., E., E. by S., E.S.E., S.E. by E., S.E., S.E. by S., SSE, S. by E., S., S. by W., S.S.W., S.W. by S., S.W., S.W. by W., W.S.W., W. by S., W., W. by N., W.N.W., N.W. by W., N.W., N.W. by N., N.N.W., N. by W. When it comes to divisions smaller than a point, 42 —_ + points are used, as N.4 W., N.E.4 E., The een eee ea revolutionary, but probably the most eer ee ee ee eee E often speak of an invention as being a ee a Wy A AE pees 25: THE MARINER’S COMPASS 114 MARINE MODELS With more modern methods of navigation, different methods of marking the compass card have come into vogue, though points are still used on all smaller vessels. Instead of Westerly deviation, according to how much the North point of the magnetic compass is to the right or left of the true North. Having the true course, Easterly Variation is, therefore, applied to the left to find the magnetic course, and Westerly deviation to the right. The compass needle is subject to local magnetic and electrical influences. In all ships errors are introduced by the masses of iron and steel with which the compass is surrounded. This form of error is known as the “deviation ” of the compass. Deviation, how- of gyro-compasses on ships, the full circle (360°) is used, starting at North and proceeding clockwise. Thus a course of 90° means due East, 135° S.E., 180° due S., etc. tion of the vessel’s head. Deviation can be minimised and stabilised by placing magnets round the compass in various positions. Certain binnacles are fitted with two iron balls, one each side, and these have their part in correcting the compass. Compass correcting (or adjusting) is a specialised business, and points degrees are used. The full circle is 360°. From N. to E. is 90°, and courses or bearings are given in degrees starting from N. and S. Examples of this are N.73 E., N.52 W., S.30 E., S.81 W., etc. The cardinal points of E. and W. are not given as N.90 E. or S.90 W., but as E. and W. Again, it is more usual to speak of N.E., S.E., S.W., and N.W. than N.45 E., etc. With aerial navigation and the introduction Some compass cards are marked in points only, some in points and degrees, and some in all three ways. As a point is 1/32 part of a full circle it, of course, equals 114°, Though, nowadays, courses and bearings are usually worked in degrees, wind is almost invariably spoken of in points. In an ordinary cheap compass, such as one finds hung on many watch-chains, the card is hung on a pintle, and the least oscillation sets it gyrating wildly, so this type is useless for nautical work. Marine compasses are what is known as “spirit compasses,” the bowl being filled with spirit which damps down the effects of the motion of the vessel. Inside the bowl of the compass is a line which indicates the direction of the ship’s head. This is known as the “ lubber line,’”” and when it 1s opposite the required compass point the ship is on her course. On a ship the compass is mounted in a stand known as a binnacle (of which more anon) and is arranged so that it can be illuminated at night. Now the compass needle points at the magnetic North not at the true North. The magnetic pole is some distance from the North Pole, and the difference in direction shown by the compass will vary with the ship’s position on the globe. The true North is indicated by the lines of longitude on a Mercator’s chart, and the true course is the angle made by the course with the lines of longitude. The magnetic course is the course that should be steered by compass provided the compass has no error of its own. The difference between the true course and the magnetic course is known as the “ variation.” Variation is stated in degrees of Easterly or ever, is not constant but varies with the direc- every port has its compass adjusters. In addi- tion to the two balls referred to, the lower part of the binnacle contains a number of magnets, which are adjusted and moved to give the desired result. When compasses are to be adjusted, ships moor to certain buoys in known positions and bearings are taken on known objects ashore. During this process the ship is “swung” with her head in various directions. It is impossible to eliminate deviation altogether, so the adjuster prepares a list of the errors on each of the com- pass points. This list is known as a “ Deviation Card.” —In practice, ships’ navigators constantly check the deviation by taking azimuth observations in case of any alteration. Deviation is stated in degrees of Easterly and Westerly deviation in a similar fashion to variation. Having the magnetic course, the correction for Easterly deviation is applied to the left and Westerly to the right. The sum of the variation and deviation given is the total error. If the compass course is known and it is desired to find the true course, Easterly variation and deviation are applied to the right and Westerly to the left. To give a single instance: true course N.38 W., variation 11 E., deviation 4 W., gives magnetic course N.49 W. and compass course N.45 W., and, vice versa, compass course N.W. (N.45 W.), deviation 4 W., deviation 11 E., gives magnetic course N.49 W. and true course N.38 W. The gyro-compass used on large modern vessels eliminates compass errors. In the MARINE latest vessels this is carried a stage further by the use of an auto-pilot. Once a vessel is steadied on her course by the quartermaster, and the auto-pilot thrown into gear, she is automatically steered until the course is again altered. This is effected by highly sensitive apparatus. Immediately the ship yaws in the slightest, the helm is actuated and the ship brought back to her correct course. So admirably does this apparatus function that it keeps the ship closer to her course than the most expert quartermaster can do, and on long runs saves many miles. A somewhat similar device has been in- vented for aeroplanes. Thus from the primitive piece of lodestone on the cork disc has science progressed, and simplified the navigator’s task. Yet to whom does the most honour belong—to the inventor of the latest autogyro pilot or that forgotten genius who made the first mariner’s compass? THE UNION JACK HE Union Jack in the bows of a Navy boat T under way denotes that an Admiral of the Fleet is aboard. The real name of this flag is the ** Union Flag,’’ but by common practice it is referred to as the ‘‘ Union Jack ’’ or even the “ Jack.’’ The jackstaff is the flagstaff in a ship’s bows, on which the Union Flag is hoisted. With a white border the Union Jack becomes the Pilot Jack, and is the signal for a Pilot. THE UNIVERSAL CODE MODELS Lis LIFEBOATS FOR MODEL LINERS T HE lifeboats for a model liner can be made in a number of ways. The most usual is to carve each of these separately of wood. As this may entail a great deal of repetition work, other methods are worthy of consideration. One method is to make them in two halves pressed out of light gauge copper foil and soldering the two halves together along the backbone. Another method which is worth trying is as follows: Carve out a wood former to the required shape, but allow, say, 4in. extra height along the top of the boat. Make a deep cut all round for the sheerline of the boat. Next make a groove along the former to take the backbone—ste m, keel and sternpost, which are made in one of copper or brass wire. The boats themselves are made of Papier maché with a wire backbone. Cut up some suitable strips of paper, and, having first covere d the former with tissue paper of paper on. go right to avoid sticking, put the first layer Some of the strips in this layer should round the former, and they are pushed right down to the bottom of the groove where the backbone goes. The first layer can go round the boat from gunwale to gunwale and the second longitudinally. The first layer is gummed just at the overlaps, and the second all over. After two or three layers put the backbone in place. Put the next layer round the boat outsid e the keel, and the next alongside the keel but round stem and stern- post. Build up until you have about as thick as a cigarette carton or a shade thicker. Give the out- side a light rub with fine glasspaper. Then with a sharp knife, using the cut in the former as a guide, trim the gunwales. The boat can now be removed ensures uniformity. Once the former is made it is from the former. It will not yet be very stiff but will soon stiffen up as it is painted. Thwarts and fittings are made of light wood and fixed in place. This method makes nice, light lifeboat s and N making models of clippers and other ships, really very little trouble. These lifeboats are suitable for either showcase or working models. the ship’s code numbers. If they do this, they should be sure to get the flags correct, as these have been changed during recent years. BENT MAST RIGS for MODEL YACH TS | modellers often like to add a touch of colour by hoisting MODEL OF “ QUEEN MARY ”? E are informed that the photograph Mr. W Eric W. Foster’s model of the ‘* ofQueen Mary ’’ afloat was not taken by Mr. J. Reade, but by a friend of Mr. Foster, who is an amateur photographer. The amateur photographer is to be congratulated on a picture that would be a credit to any professional. OUR SEPTEMBER SPECIAL NUMBER S usual, our September issue be a Special A Number. In addition to awill special account of Gosport Regatta by Mr. W. J. E. Pike, Acting Hon. Secretary of the Model Yachting Asso- ciation, special articles will be included for every section of our readers. The price of this Special Number will be Is. 6d. Subscribers, of course, receive this issue without extra charge. A subseription form is included in the Advertisement Columns. ROM the technica point of view the bent mast F tig has much tol comme nd it, but in practice difficulties arise. To windward it is excel- lent, both in theory and practice, but off the wind it is by no means good. We ourselves published bent mast rigs to two of our designs—the 10-rater ‘‘Evadne’’ and the Marblehead 50-800 ‘‘ Iris.’’ proved that down wind a Careful experiment sail set on a bent mast loses its shape, and steering gears worked off the boom (such as the Braine) function badly. We substituted a Bermuda rig on a straight mast on each of these boats with very satisfactory results. Our experiments were confirmed by those of Mr. Juzo Cobayashi, of the M.Y.S.A., Kensington, but he did better than we did, as he finally fitted a twopiece mast with swivel joint. To windward this locked with a pin so that the effect of the bent mast was obtained. Off the wind the pin was withdrawn permitting the bent upper part of the mast to swing round freely and follow the sail like the yard on a gunter. This arrangement was found to function most admirably and can be recommended to those who wish to try a bent mast rig. 116 MARINE MODELS HOW TO MAKE MODEL SHIP STEAMER FITTINGS AND By A. P. ISARD, A.M.I.Mech.E. (Continued from page 87.) ONTINUING with our examination of o internal fittings, all cabin doors, gang- ways, etc., should be arranged in the open, or at least partly open position, so that the interiors are visible to some extent from the outside, thus allowing glimpses of these fittings. Remember, when modelling such craft as cabin motor cruisers, that a quantity of chromium-plating may be used to-day. The material known as “ German silver” readily lends itself to this purpose, as it is easy to work and largely non-oxidisable, thus retaining its colour and polish almost indefinitely. Tables are to be found in all craft, and Fig. 137 illustrates a type often to be found in smoking-rooms. Being circular, they can be turned up in one setting in the lathe and polished before being removed from the chuck. This fitting lends itself to being highly polished before being taken from the lathe; otherwise the finish should be bright varnish. As the article is small, trouble might be experienced in turning it up from hard wood, but ivorine with the colour of teak might be used. Fig. 138 shows a dummy flap or folding table, largely used for cabins of all sorts, and more especially where space is restricted, as in the cabin of a small motor cruiser. The drawing very clearly shows how it should be made up, the two end pieces, forming the legs, must be cut out together accurately, while the centre-piece may be carved with a sharp knife from the solid, the two flaps cut out, and the little pieces pinned, or screwed and glued together into their respective places. The finish should be bright varnish all over. In a real table of this kind the centre part is really a box in the bottom of which a heavy lead weight is located. Bolts, to act as pivots, are inserted through each end piece, as shown in the sketch, thus allowing the table to swing to the movement of the ship. A light false bottom is dropped on top of the weight, and the space above it used as a receptacle for stowing away such articles as table linen and cutlery, and so on, and even whisky bottles have been known to be stowed there. The meticulous model maker should most certainly provide his craft with a correct little swinging and folding table, but the centre box, carrying the balance weight, might be carved from the solid, together with the top, and a brass rod pushed right through the two sides, to form the pivot for it to swing upon. If nicely swung, a thin slip of lead, neatly and invisibly fixed to the outside or underside, aon supply enough weight to operate the taDle. Teak should be used for the whole table, but if this is not to hand in the scrap-box, then any hard, nicely-grained, dale ostociees wood would be quite suitable, or, alternaaveys ivorine could be used for the whole job. The complete table must be nicely polished or thinly bright varnished. In this connection it might be as well to remark here that a number of fittings on models, which have been varnished, are completely spoilt by the varnish being put on with a knife and fork. Put on a very thin coat and practically rub it all off again with a piece of well-worn, very fine glasspaper, such as No. 00. Then give a final thin coat of varnish, or, better still, french polish the whole thing. Placed nonchalantly somewhere on the centre portion of the table top a small ashtray of real marine vintage should be visible, for the skipper to knock out the ashes from his pipe. An ashtray of a typical marine type is shown in Fig. 139. This special shape ts supposed to prevent the ash from being blown out all over the interior of the cabin. It is quite simple to make: merely chuck an odd piece of brass of suitable size and diameter, and turn it up to shape. Drill a small hole in its centre and turn out the interior. Finish by highly polishing all over before removal from the lathe chuck. The correct metal for this ashtray is copper, but brass is considerably easier to work, and brass ashtrays are sometimes seen. MARINE MODELS ae < ——~— Ae = eee yey i oF — ~ eS =e ee Sal < ae lh — Je $4) H) i AN "7 = —I= * 2 7. SUS = tn Pan St Sak aS \ aC ee A a = o_O SS a = SL 117 7 ware \ 4M) h ( it) Se MD 7 re “any. Un FIG.138. FIG.137 Fig ©) 134, gL nl erect a Alternatively, the centre hole may be drilled right through and the small dummy champagne cork made with a long stalk so that it projects through the bottom into a little hole previously made in the table top for the purpose. Fix with a spot of waterproof glue as before. (Continued at foot of page 118.) SMM waterproof glue. Saloon stoves or fireplaces are often very much like ordinary house fireplaces, but they are only to be found aboard big luxury liners. As there is little or no difference from ordinary hotel or club fittings, they need not be discussed here. For heating the fo’c’sle a round, slow-combustion stove is generally used, very similar to what is commonly known as the “ tortoise.” The same sort of stove would do very well for heating the crew’s quarters in any craft such as a model sailing barge. It can be easily turned up from hardwood, and painted dead black. Its stovepipe may also be of wood, and painted in the same way. Galley stoves are essentially different from kitchen ranges in use ashore. Fig. 140 is quite reece A small piece of hardwood of dark colour should now be shaped similar to a champagne cork, being careful to make the stalk a tight push fit into the little central hole; push this little plug firmly into place. It is provided for the skipper to knock out the ash from his pipe without damaging the precious bowl. After parting off the finished ashtray from the material held in the chuck of the lathe, roughen the base by scratching with a file in order to give a good grip when sticking it into position on the table top with a spot of en FIG. 140. MARINE ii A 44 aes a) THE MODELS FLIPVANE By ARTHUR M. BRYDON OR some years | have been turning the F problem of vane-steering over in my mind, and have evolved an idea that may have some advantages over other gears. Unfortunately, I am not in a position to make one at present as my lathe and tools are in Toronto, but when I return there in November I hope to start work on the “ Flipvane.” This gear is an attempt to simplify the adjustment of the vane, particularly for open- I do not like friction and water sailing. springs, and in this gear have eliminated them. The vane is mounted on a universal joint which enables it to be easily lifted clear of a backstay or other obstruction, and in changing from an after to a forward position it can be quickly “ flipped ” over without the necessity of turning the whole thing round in a horizontal arc. The bearing with the needle points is, of course, difficult to make, but anyone with ordinary skill and a lathe can make it. The lower needle would be adjusted and set with the binding nut and fine adjustment made from above. The vane can be removed by pulling the pin. The rim of the disc has cuts in it into which the frame of the vane falls and stays by its own weight, but perhaps HOW TO MAKE MODEL SHIP AND STEAMER FITTINGS (Continued from page 117.) suitable for deck galleys such as are found aboard tugs, drifters and the like. With the galley door partly open they may easily be seen and their inclusion will add to the general appearance of the model. Make them up by carving from solid hardwood, using German silver to represent the bright steel parts. If better models are desired, to scale, then make them from thin brass or copper sheeting, using the soldering-iron to fix the hinges, oven-catches, fire-bars, etc. Do not forget to make a nice job of the small, low safety-rail which runs around the stove top. This is essentially nautical, and is to prevent pots and pans from sliding off and emptying their contents over the flat feet of the ship’s cook in foul weather. This rail must be steel-colour and highly polished. (To be concluded.) might be improved by using fine saw cuts and fixing a small blade to the under-side of the vane frame to fit these. This would permit of more positions of the vane and give finer adjustments. Some kind of stop or pin might be suggested to make the adjustment easily repeated when once ascertained. Since the vane can be easily lifted over any obstruction this pin would not be in the way. Another feature in the vane is the open part. This is not necessary, but it seems to me that the part of the surface next the bearing is of little use since the leverage is more effective farther out, so a little weight may be saved by forming the vane as shown. Possibly even more of the web might be omitted than I have shown. I am making no claims for this design since the only way to find out its good or bad points is by actual use. I only pass on the idea in the hope that some enthusiast will be persuaded to make one. I shall be glad to correspond with anyone interested, and will appreciate any suggestions for improving the design. I know at least two men—one in Canada and one in England—who are thinking of making a start on a “ Flipvane.” [Mr. A. M. Brydon’s present address 1s 146, Belmont Circular Road, Port of Spain, Trinidad, B.W.I. Mr. Brydon has lent us his original tracing of the ‘ Flipvane,” and instructed us that anyone wanting a blue print can be supplied for cost price, 2s., post free. —EpiTor, M.M.] THE VANE STEERING GEAR T would be of considerable interest and of great | value if Club Secretaries in sending in reports would mention which winners use the Vane gear, and also when it is used on a full-keeler. We are often asked whether the gear is being used successfully, and we feel that this information would be more helpful to readers than reports of tea-fights following races, though we have no doubt the latter are most welcome to all who participate. We have been asked for an article on the con- struction and use of the Vane gear. An excellent article by Mr. Sam. O. Berge, 1935 International Champion, with plans of the gear, appeared in our October, 1935, issue, and we recommend enquirers to get a copy of this. ee srs S = MODELS \ \ \ \ \ \ ~ DECK PLATE= VA IN NE FORWARD POSITION. \. X \ QY . \ \ FF \ r fe \ SXTRENME- MOVEMENT PRFILP FOR £&§ ss (il SEC TION: THE ‘i LATE ZLELAW TON: etheneiia FLIPVANE, A VARIATION OF THE VANE STEERING GEAR INVENTED BY ARTHUR M. BRYDON (See article on opposite page.) —_ \ a ah legate rena gape enemetencaetae eich \ =v 1 meres = / \ / 119 Fa Te, MARINE MARINE 120 MODELS 3 e - ae Se 2 ai (Continued from page 91. ) | tion work, and I must admit that I have windage, but this depends on profile and also on the amount of lateral area in the under- The first essential is a straight-running boat, and this depends entirely on getting the two sides of the boat alike. In a wooden hull this is obtainable by careful building on the breadand-butter system or use of templates. In a metal hull it depends on the former being Straight running is, however, dependent on the section and distribution of displacement as well as the profile. The sweeter a boat is, the more likely she is to run straight and true. Granted a boat runs straight, there are outside influences, such as wind, to consider, but the amount to be allowed for this is entirely a matter of judgment. Knowledge of one’s boat is an important factor in this respect, as some boats are more sensitive to wind than AM often asked about steering competi- panes ear Scat had my share of success in these events. true. Even if the hull is true, steering can easily be upset by the position of the rudder in relation to the propeller. | Generally speaking, single-screw boats hold their course better than twin-screw. The reason of this is that even a slight heel affects the relative power exerted by the screws,and even when a compensating device is fitted, its action is usually hardly fine enough for the nicety required in aiming at a distant mark. This means that the screw and rudder are both on the centre line, and so the rudder is acting in the slipstream (or jet) thrown by the propeller. Now if the shaftline is roughly central as regards height, there will be an equal amount of rudder area above and below the shaft. This will prevent steering effects from uneven distribution of the slip stream. Length of keel is an undoubted asset, but even this is not so important as smooth, even running. The great thing is for the boat to run inherently straight. If the boat has some kink which gives her a tendency to turn one way, it has to be overcome by giving helm. This means two warring forces, and is all very well so long as they can be kept exactly balanced, but one or other is sure to gain the upper hand and away sheers the boat from her designed course. Stability is also important as this prevents the boat being affected by the torque. Exces- sive tophamper causes steering effects from water body. others. Windage allowance is more a matter Trees or of direction than helm degree. other obstructions often cause variation of direction and force of the wind. On a strange water, only close observation will help the skipper. | Much may be learned from the ripples or waves taken in conjunction with Constant the surroundings to windward. practice will gradually bring the facility to When your boat judge what is required. swerves from her course, try to reason out why she has done so. Thus knowledge will be attained. While I am on the subject of steering com- petitions, I trust the clubs will not take amiss a few words on the subject of targets. It is essential that the targets are easily distinguishable to a man who is stooping to aim his boat. Again the targets should not be too rigid. It is impossible for the stopper to catch a boat until she has passed the targets, and too rigid a target may cause serious damage to a finelyfinished prototype boat if she hits it. One last point is that the targets should not be too close to the bank, as otherwise it does not give the stopper a chance to do his job before the boat crashes into the side, and lack of space also hampers him in turning the boats round to send them back. MARINE MODELS 121 Photos: TWO VIEWS OF LIGHT CRUISER MODEL BUILT BY MR. E. GODFREY, L. J. French VICTORIA M.S.C. : rere 122 MARINE ele iw ii, et 4 Cae Navy ships are popular subjects with proto- type model builders, but present many difficulties. Authentic plans of modern types are unobtainable, and rightly so. Certain particulars are available, however, and from these and personal observation, many models are built. Possibly due to the difficulty of obtaining plans, many models fail to give the correct appearance of the prototype. One of the most successful models of this type is the light cruiser illustrated. Her owner and builder is Mr. E. Godfrey, a veteran member of the Victoria Model Steamboat Club. Having previously been a member of the old Wimbledon M.P.B.C., Mr. Godfrey joined the Victoria in 1914. He has two models—a cruiser and a tug. Both of these are noteworthy, and I hope to have something to say about the latter on a future occasion. The hull of the cruiser was originally built in 1918 as a monitor, and was then 5ft. 6in. overall. In 1922 her owner decided to entirely rebuild her, and she was altered in type and lengthened to 7ft. lin. overall, being remodelled as a light cruiser. In type she is after H.M.S. “ Conquest.” Various photographs and, in particular, Ships of the Royal Navy, by Oscar Parkes, supplied the necessary if si diek ee _ atellep gor details. This model was inspected by His late Majesty King George V at the Agricultural Hall on the occasion of the Marine and Small Craft Exhibition in November, 1922. The hull is built of 20-gauge brass sheet. The plates were annealed and beaten to shape. The hull is not soldered but riveted with soft copper rivets szin. on a jin. pitch, the seams being caulked with red lead. The hull was built on a skeleton mould on which she was shaped and temporarily held together with small bolts and nuts. During riveting, the dummy used for holding-up was held between the builder’s knees, in order to avoid distorting the plates, as would have been likely to have occurred had the dummy been held in a vyce. The rivet-holes were countersunk on the outside, so that the surface is flush and the heads do not show. It may be mentioned that one of the secrets of making a hull in this way is to cut the rivets short, so that they do not,fhave to be beaten excessively, as this is liable to distort the plates. There is a shelf of 4in. angle brass fitted inside the hull, which serves to support the deck. The deck is ;%in. sycamore, lined 1 The superIndian ink for the planking. MODELS structure is of sycamore, painted in the correct fashion. The bridge is mounted on latticework made of 20-gauge sheet, bent up to form din. angle iron. The bridge carries the usual binnacle, telegraphs and steering wheel. The standard compass is on the upper bridge. The steering wheel is brass and was made up by first turning the boss and rim. The spokes were turned up with a special form tool, made by the builder for the purpose, and are screwed into both rim and boss. The fire control station in the foretop mounted on the tripod lower mast is made of sheet metal with eight sections soldered on to form the panels. The masts are wood, and the legs of the tripod fit into sockets on deck. Of the.three funnels the middle one is the business one, and the others dummies. The funnels were made of -j/;in. brass tube, turned down to leave the rims and bands. Funnel guys are fitted. The four 6in. guns, comprising the main armament, traverse and elevate, as do the two anti-aircraft guns. | Torpedo tubes are also fitted. The guns are turned up from aluminium rod with a form tool. The portholes are turned from brass rod, and those on the superstructure are left open to ventilate the interior of the craft. Proper ventilators are also fitted on various parts of the deck. The rail stanchions were turned up with a form tool from 5/32in. brass rod, and are screwed into the deck. The controls are very neatly arranged on deck, so that it is unnecessary to lift the deck during running. The after part of the deck lifts off to give access to the machinery and steering gear. The latter is of a very neat pattern. A tiller is fitted athwartships carrying an eye with a threaded hole. Through this passes a threaded rod with a disc knob at the forward end. The helm is operated by turning the disc on the end of the rod. The plant consists of a twin-cylinder engine driving twin screws. The engine is off-set, driving direct onto the starboard screw. A gearwheel is mounted on the shaft and meshed directly onto the driving pinion of the port shaft. The two pinions are, of course, the same size, and by this means only two gearwheels are necessary. Steam is supplied by a Smithies-type boiler fired by a fixed blowlamp. The boiler can MARINE MODELS 123 either be fed from overside or from a feed similar type which is based on that used by valve with trapped exhaust, and arrangements are made so that the exhaust steam, when she blows off, is used to operate a bilge ejector of normal type. For priming the blowlamp, a small tank is fitted, to contain methylated spirit, and a special burner-heater is fitted. This is made of asbestos string, twisted onto a wire fork. The auxiliary machinery comprises a hand feed-pump, a steam feed-pump, an enginedriven feed-pump, and an oil pump. Of these the steam feed-pump can be used either as a feed-pump or a bilge pump. The engine is of the vertical slide-valve fore, not describe this engine at length, but water tank. The boiler is fitted with a safety Mr. Godfrey in his steam tug. I will, there- content myself with mentioning a few salient features. The cylinders are mounted on six tin. steel columns, which also support the slide bars. The bedplate is cut from din. sheet gunmetal and is sufficiently large to carry the auxiliary machinery as well as the main engines. The disc crankshaft is built up, screwed and brazed. A centre bearing is fitted as well as the two outside bearings. Gunmetal connecting rods are fitted with split big ends. The cylinders are lagged with asbestos and planished steel. The inlet ports are sin. x 3in., and the exhaust fin. x gin. The main steam valve is a plug cock with a packed gland on top type with cylinders lin. bore by 3in. stroke. The steam chests are at the forward- and after-ends of the engine respectively. The entire engine is gunmetal except the piston rods, valve rods and crankshaft. The pistons are packed, In my next article I am going to give the plans, particulars and method of making a single-cylinder engine of an almost exactly te es an Sal Fae to avoid leakage. The advantage of this is that the steam can be shut off quickly from deck. Most of the packing glands on this engine are tightened with a C-spanner. The hand feed-pump is of standard pattern Z Photo: L. ANOTHER VIEW OF MR. E. GODFREY’S LIGHT CRUISER MODEL J. French 124 qein. x 15in. MARINE The steam feed-pump is of a 7. a he ee very unusual type, and I hope to describe this at a later date. The engine-driven feed-pump is in. x 3in., geared three to one. This is made of gunmetal, and is of the outside gland type tightening with a C-spanner. The oil pump is ;%;in. x din. stroke, geared 65 to 1, which gives almost too much oil. It will be noted that the list of auxiliary machinery includes three water feed-pumps of various kinds. In order to avoid the necessity of having three separate feed-pipes into the boiler with separate clack valves, a junction head is fitted. To prevent any possibility of the water being forced back into the idle pumps instead of into the boiler, each of the three inlet pipes into the junction head is fitted with a non-return ball valve. Thus, the only outlet for the incoming water is the single feed-pipe which leads to the boiler. This is fitted with the usual clack valve. The boiler fittings include stear=gattge and water gauge, as well as the safety valve and clack valve referred to. The water gauge is din. gauge white-lined glass, and, as the fittings are equally generous in size, this gives an accurate reading. The propellers are made from bronze castings, and are three-bladed Admiralty pattern, 341n. diameter. MODELS One great point about all Mr. Godfrey’s work is that by careful planning ahead, difficulties are avoided and everything is done in the simplest fashion possible to obtain the result. This is an example that should be followed as so many builders make unnecessary difficulties for themselves by lack of forethought. In addition to the light cruiser illustrated, Mr. Godfrey has the tug which I referred to earlier in this article. I hope to illustrate and describe this model on a future occasion. Her plant forms the basis of the simple engine which forms the subject of my next article. Whilst I am on the subject of tugs, I might mention that as the result of a conversation [ had with the Editor of MarInE MopgELs on the subject of model tugs, it has been decided to include the design of a cargo lighter in the September issue of the Magazine. This will give model tug owners an opportunity to build a proper scale model tow and give their little vessels a real job of work to do instead of forever running them idling or on passage. I have seen these plans and they are decidedly worth while. An article will accompany the plans and explain how the design can be adapted to serve various purposes if desired. (To be continued.) MR. E. GODFREY WITH HIS MODEL CRUISER MARINE MODELS 125 PETROL ENGINE and HYDROPLANE TOPICS By J. B. INNOCENT (Continued from page 93.) | DO not think I need tell you that the International Regatta was held on July 12, for we have never had the amount of attention from the daily Press and newsreel people that we got this year. Unfortunately, M. Suzor was unable to attend, and this in itself is a record, for he has attended all the previous Internationals, and won more often than not. Rankine also was out of luck, for he had damaged his motor the week before, and his boat again showed its dislike for the Victoria Park lake by diving on its second run. For our part, “ Betty’ behaved amazingly well, for she has been sadly neglected of late, and the regaining of the record was more than we had hoped for. In general, the standard of running was by no means clever, and particularly so in the International race. The Speed Championship was much closer, for Clifford’s ‘‘ Crackers” really behaved, and “Oigh Alba” gave some indication of her real capabilities. In the matter of club success the Victoria Club again took the lead with two firsts, one second, and one third. By the time this is published I hope we shall have met Rankine again, for we intend taking “‘ Betty ” to Glasgow on August 8, and we do not expect to be allowed to have it all our own way. The Miniature Speed Championship was practically ruined by the roughness of the water. Mr. French eventually won, but only got round by reducing his speed. At his first attempt he apparently gave the motor the lot, for “ Little Star” really got a move on, only to find the conditions too bad to stay on top. This failure to complete the course was most unfortunate, for I have a good idea that another iccord would have been broken, and by a considerable margin. The fifteen I am describing must now proceed. We have been through all the major machining except the piston, and, as this is a very important point in a two-stroke, it must Photo: F. N. Sharp MR. PARRISS (SOUTH LONDON) STARTS ‘‘ WASP ” ee We iy OB Dk Pee ye ere eels ae, a, a ay ee oll 126 MARINE be handled with considerable care. First chuck the casting by the lug on the crown, and set it up to the inside and gudgeon bosses. If it cannot be held true enough, file the lug until it can. Rough turn the casting, leaving a sixteenth or so all over, and then lay it aside for a day or two to let any strains ease out. Set it up again, as before, and turn it down parallel until it is just completely free in the cylinder, and with as good a finish as you can obtain straight from the tool. No finishing with emery or a file is permissible this time, and you must rely on a really sharp tool with a well-rounded end, much speed and plenty of paraffin. The piston now fits cold, but would seize when hot, as the top then tends to expand considerably. It is, therefore, necessary to taper the top half of the piston, not counting the deflector, by a further three or four thou. The top slide is set over and a cut which starts a little above the gudgeon bosses is taken towards the head. Check the increased clearance obtained with calipers and feelers, and correct the taper setting of the slide, if necessary, but the clearance at the top is not of great importance, and an extra thou. will do no harm. Next scribe a line round the piston at the height of the gudgeon centres and, working from this, turn off the bottom of the skirt to length, and then reduce the diameter of the top of the piston a further three or four thou. to relieve the sides of the deflector, but leaving the piston to size for a length of 1 1/32in., which is the length of our stroke. There remains the ring groove to cut at this setting, and this is done with a short parting tool, narrower than the ring and having considerable side clearance. Take the first cut in at the centre position of the groove so that each side can be cleaned up with the tool cutting on one corner only, and then finish the slot so that the ring is just free and cut deep enough to permit the ring to go definitely below the surface. Set up a piece of straight rectangular bar in the tool post so that it will lie alongside the piston, and set one gudgeon boss centre level with it, then rotate the lathe just half a turn and verify that the other gudgeon centre now registers with the bar. If things are right, scribe a line down the piston, using the bar as a guide at each setting, and, if not, average out the error as much as possible. The casting may now be removed from the chuck and held in the vyce by the chucking MODELS lug, and the deflector filed up. Before this can be carried far the depth and position of the cored hole should be carefully checked to obviate any chance of falling through the crown. Do not rely on the drawing for the shape of the deflector, for if you check the casting you will find the exhaust side must come back nearly level for a third of its width and then drop down in a curve. Actually this gives a better shape to the deflector than is shown in the drawing. Of course, the top of the piston cannot be finished until the lug is removed, and then it becomes very difficult to hold for filing. I found it easier to clean up the top on the emery wheel, but it does not improve the wheel, as aluminium sticks to it. Set up the angle plate again so that the line scribed on it is dead below the centre and so that the plate is below the centre by the height of the gudgeon centres from the bottom of the piston skirt. Clamp the piston down to the plate with the two vertical lines marked on it registering with the line on the angle plate and proceed, very carefully, to drill through the bosses. The casting will show a tendency to shift on the plate, so the drilling must not be hurried; start with a small drill and open out until a boring bar can be entered. Bore out until a ;;in. reamer will start, and ream the hole when the piston is finished, except for the peg to stop the ring rotating. The gudgeon may be made one-sixteenth longer than shown in the drawing, and the end pads should be nearly the full diameter of the pin. If high-tensile steel is used an eighth hole may be drilled right through the pin, but if you use silver steel the hole should be about a thirty-second smaller. In any case I do not advise you to try hardening this pin. The contact breaker must now be made to the drawing, and the back-end of the main bearing housing turned down to suit. A glass rod is used to operate the breaker, and this can be obtained from the inside of an old electric lamp. The fitting of the engine is straightforward work, and scarcely calls for comment. The head should be ground into the barrel to ensure gas-tightness, and the transfer port cover must be handled carefully for the same reason. A trial assembly should now be made to get the port positions. This engine is put together by first assembling the piston and connecting rod and inserting them from the MARINE top of the barrel, and then the main shaft and housing are fitted, engaging the big-end at the same time. With the engine together the height from the top of the barrel to the piston at the exhaust and transfer port positions can be obtained and transferred to the outside of the casting. This is, of course, the position of the lower edge of the ports and is the same distance from the top of the cylinder as the top edge of the inlet port. Mark out the actual port positions, and take the motor to pieces again. Enter a sin. drill in the centre of the exhaust port lug, and a fin. drill in the inlet so that the shoulders are just below the surface, and then drill two holes from these through into the cylinder at the height of the port, directing the drill so that the holes run apart to leave a port bridge. These small holes should be drilled with a drill well under the size of the ports in case the drill tries to wander. The ports are now opened up with needle files to the required dimensions. The transfer port is drilled in a similar manner and the passage cleaned out as much as possible, not forgetting to open it to the crankcase. MODELS 127 When the ports are completed the edges should be carefully inspected for burrs, which must be removed and the bits can then be given a bath in petrol before assembly. This washing in petrol is the only way to get an engine clean enough to assemble, and I do not recommend the use of paraffin as a substitute. As things are put together they should be oiled with a good engine oil, such as Essolube or Castrol X.L., but only provided they can- not be oiled after assembly. Thus the mainshaft will be oiled before, but the big-end after it is put together. In fact, putting a motor up dry is the only way to get it together really clean, and is the method used when assembling racing motor cycle engines. Next month is our special September issue, and I propose to devote my space in this to general observations in handling boats, faults to look for in the running of hulls and engines, and to general matters of interest. | also hope to start, in this issue, a series of articles on the methods of building a motor on really elaborate lines. (To be continued.) Photo: G. P. Smith, West Hartlepool SOME OF THE WEST HARTLEPOOL M.P.B.C, & M.E.S. FLEET AT ANCH OR ON THE WARD JACKSON PARK LAKE, WEST HARTL EPOOL 128 MODEL MODELS WITH PRACTICAL USES ep: on Sor A MARINE HE ordinary starting gun used by Yacht il Clubs is by no means ornamental, and det Penal a oe er © ang hee ‘ looks like an overgrown toy. For those who want something better, Mr. A. P. Isard, A.M.I.M.E. (who is well known to readers of MARINE MOopELs) has produced his Saluting and Signalling Cannon. Externally the cannon is a perfect reproduction in miniature of a 56-pounder lower-deck, muzzle-loading gun of Nelson’s days, made in gunmetal and mounted on teak loading carriage, fitted with wheels and rings for running-out ropes. The gun is turned up from the solid. Internal mechanism is fitted, embodying modern breech loading with safety catch and ejector, but so cleverly is this concealed that the gun remains externally true to the prototype. These guns are officially proved and tested with an overcharge, and fire Standard No. 10 cartridges. The report is louder than with the ordinary starting gun firing a similar cartridge. Smaller size cartridges can also be used by means of an adapter. The gun is fired with a lanyard from the old-time touch-hole. It is supplied, packed in teak presentation case, with full accessories, comprising cleaning rod, jag, wool mop, oil bottle, firing lanyard, tampion, etc., and the case also has a special compartment to take a standard box of 25 No. 10 cartridges. It is particularly suitable for yacht clubs and yacht owners, as it is very handsome and highly practical. The price is £30 complete with accessories in the teak presentation case described, or £25 without the case. Sets of castings can also be obtained for £5 5s. In comparison with the ordinary starting cannon, the price may seem very high, but there is no comparison between the two guns. One is merely an instrument to make a noise, the other an ornamental and beautiful object. Also if the loudness of the report is a criterion of efficiency, it is even better for practical purposes. Mr. Isard is to be congratulated on the production of this beautifully finished model cannon. Further particulars can be obtained from him, at 20, Goldsmid Road, Tunbridge. MARINE MODELS 129 SHELL PLATING By G. W. Munro one small matter which ing a diagram of the shell plating design ed on the body plan. The lines I have used are those of the ‘ Orient,” which was descri bed in these pages recently. The L+(B+D) gives a width of plating of 43in. All seams | ous article on shell plating, and _per- haps it would be as well to deal with it here. From about 1912, I think, Lloyd’s Register made several fundamental changes in their Rules, and the current edition is quite different from that of, say, 1909-10. For those who are interested in sailing ships this is rather an important point, as we have not built any square riggers since that date, and the great majority of those left were built prior to that date. So far as the present article is concerned the difference is quite important, and the rule for finding the width of the sheerstrake and that below should read L +(B + D), similar to that for finding the width of the garboard strake. As an alternative to the shell expansion described in the article last month, I am giv- — eae nents an is should have mentioned in the previ- must be double riveted with a lap of 54in. The maximum breadth of plating permi tted on a ship of these dimensions is 54in., but the 43in. will not be exceeded except towards the ends where there is a chopper, stealer or other type of plate to reduce the width in the strake. After working out the plating on the body plan shown in this article, I compared it with several photographs I have of the “ Orient,” and it was very pleasing to note the great similarity between the two. Of course , one cannot be certain of the exact positio n at which one plate replaces two, but as this is well down towards the bilges, it is hardly ies noticeable. r > > ae = Z weg – ee = aa LAs —= = = ae = = el i Ls 2 s e rea a = = > > = H ~ – — aN —— ~ | ~ yy, = | ae = [= = 4 ss —. ~ Soc == TM~ 4 ~— BS => > LWL \ N — – Zz aN -~ os Zs = SS as aS – N a Pa oa Lwe Ff oS _ in a — 4 . _—_ = 8 ea “~ ~ = Fle = A A ~~ ~ ef, od 2x “ ae WV ZA ~ S Ls SSS ~ > > ee + 2 WZ, 1 NX SS \ > *S wrest reset myae Smt = \ aN eae Tt ae Seoe – PP a 16 X ‘ BODY PLAN OF SHIP “ ORIENT,” SHOWING | PLATING Se eaten oP Ae HERE re eee (Continued from page 98.) MARINE MODELS KNUCKLE 4 ox Pd ¢ as . be) sas 4 =x .+} . 3 2 x RA iz. = ¢) a DIAGRAM SHOWING DEVELOPMENT OF PLATING ROUND THE KNUCKLE OF THE COUNTER The heavy lines on the plating represent the sighting edge looking down, the fine line that of the sighting edge looking up, and the dotted line the landing edge under the outer plating. Where the chopper or stealer plate is used a small slip or liner will have to be put in at the junction of the three plates. I have also included a small sketch of the development or expansion of the knuckle at the counter. As this is more or less a conic section, it will be obvious that straight parallel-sided plates will not bend, even if fired, to the required shape of the counter. The plating must be developed, and so [ghall give as simple an explanation as possible. The line of the knuckle in plan and elevation is given on the design drawings, as also the slope of the stern a’d’. The stern plating is usually a cylindrical surface with the generators of the cylinder parallel to the middle line. Therefore, square up the intersections of the buttocks with the knuckle as b,c to the sheer at b’c’, and draw b’e’, c’f’ parallel to the slope line a’d’ and equal to it. This enables the sheer line of the rail to be drawn in, and points as d’e’, and f’ are squared down to the middle line and the corresponding buttocks at d, e, and f, giving the plan of the rail def. Then we have to unwrap the surface of the stern to obtain its shape, and the shape being cylindrical a true development is possible. (Continued at foot of opposite page.) MARINE MODELS 131 THE SIX-METRES CHAMPIONSHIP CUP On the six shields on the plinth : — 1925 ** Francesca V’’ Paymr. R.N., Solent M.Y.C. 1931 ** Uranus,’’ J. 1932 ** Fredith,’’ Paddy Lefluffy, Bradford M.Y.C. 1933 ** Edith,’ W. Harrison, Bradford M.Y.C. 1934 ‘* Jean,’’ Robt. Watt, Victoria M.Y.C. 1935 ** Clutha,’’ J. M.Y.C. M.Y.C. W. F. Behenna, Livingston, West of Scotland A. Stewart, Scottish A-class This year’s 6-m. Championship is being held on the model yachting lake at Saltcoats on September 5. Racing starts at 10.30 a.m. and a good entry is anticipated. The O.0.D. will be Mr. H. Morris. The 6-m. class is the most popular class in Scotland to-day, and, after that old favourite, the 10rater, the most numerous class in the United Kingdom. We hear that a great number of new boats have been built since last year. The popularity of this class is, we believe, not due to the I.Y.R.U. rule or the fact that the class has a prototype so much as its portability. Large enough to give excellent sport, the size and weight render it most suitable for inter-club sailing. We understand that some interest is being shown in Canada in the 6-m. class, especially where cir- cumstances do not favour the development of a heavy class. big, SHELL PLATING (Continued from page Photo: John A. Stewart SIX METRE CHAMPIONSHIP CUP This colossal specimen of the silversmith’s craft stands 204in. high from base to knob on cover, and another 3in. when set on its plinth. The inscription on one side of the bowl reads :— Swansea Bay an Bristol Channel Yacht Club Regatta 15 Metre Race First (arms of Swansea) Prize Harbour Trust Presented by the Swansea Harbour Trustees Won b Sir Charles Allom’s ** ISTRIA ”’ 18th June, 1913 and on the other side of the Cup: — Istria Cup M.Y.A. 6 Metre Championship Presented by Sir Charles Allom 1922 130.) Draw a’h’k’ perpendicular to a’d’ cutting the buttocks in h’,k’. What we want, to unwrap the stern, is to find the true length round the stern from a’ to h’,k’, etc. Set off from, say, aa’ on the various buttocks distances equal to a’h’, a’k, obtaining spots as H and K, and draw a curve through aHK. Then girth round this curve and we obtain the true length round the stern in a plane perpendicular to a’d’. The expanded buttocks BE, etc., are drawn as shown parallel to a’d’; a’H’, for instance, equalling the girth aH. Points as e’ and f’ are projected to E and F, and points as b’ and c’ to Band C. The curves FEd’ and CBa’ will then determine the true shape of the stern from which the plating may be ordered. (To be continued.) 132 MARINE LONDON & DISTRICT THE LONDON COUNTY COUNCIL BOYS’ M.Y.C. There are four interesting models belonging to this club now on exhibition at the Poplar Ship’ Museum (Lending Library) in the Old High Street. The building is situated next door to the L.C.C. School of Navigation, and the boats have attracted considerable interest amongst Poplar boys of all ages. There are three schooners and a small Dutch craft (tjalk), which was modelled at the Island of Markeo in the Zuyder Zee by the Secretary, who took his son there during a recent vacation. Mr. G. Colman Green has been actively engaged on the educational side of model yachting for the last 32 years, but has been a model yacht enthusiast for 50 years next April—or even longer. He is a keen supporter of the Model Yachting Association, and has been a reader of MARINE MODELS from the first publication, and a frequent contributor. He has organised many clubs, but now finds plenty of scope within the London C.C. Schools, in which he occasionally addresses classes upon the subject of building and sailing. Mr. George Lansbury, P.C., and many other wellknown people have supported him in his efforts, but he is anxious to find someone in the L.C.C. service to relieve him somewhat in the matter of organising, especially in schools in the West End of London and South of the Thames. LONDON M.Y. LEAGUE The third round of the series of races for the ‘** Stanton ’’ Cup, which should have been sailed at Highgate on June 27, had to be abandoned owing to lack of wind. It was ultimately decided to cancel the 3rd round at Highgate, which means that the ws oo “* Cup races will consist of four rounds only. The two concluding rounds and the race for the L.M.Y. League Championship will be sailed at Clapham on September 5, 12 and 19, respectively; A. M.Y.S.A. J. F. (KENSINGTON) Jubilee Cup, June 7.—Eleven competitors, representing five clubs, were greeted by a whole-sail Westerly breeze, which gives a beat and a run, and is the truest and best wind for the Round Pond. At the end of the first afternoon ‘* Trigonia ’’ was on top, followed by ‘“* Gloria ”’ and ‘* Coquette ’*’ 7 points behind. On resumption next day, such wind as there was came from the opposite direction, and scoring was reversed. During the first heat ‘‘ Trigonia ’’ lost 3 points, MODELS which were the only points she lost throughout the race. As the day wore on conditions improved, but the skill of the skippers was well tested, as the wind veered back to the original Westerly. Mr. Warman must be congratulated on his fine recovery after only scoring 12 on the first day. Result :— Ist, ‘* Trigonia ’’ (H. Wake), 47; 2nd, ‘* Gloria ”’ (A. W. Littlejohn), 33; 3rd, ** Alice ’’ (—. Warman, S.W.M.Y.C.), 32; ‘‘ L’Hirondelle ’’ (R. Harris), 27; ‘* Ballerina ’’ (O. Steinberger), 254; ‘* Limbo II’’ (R. Harris, H.M.Y.C.), 24; ‘‘ Coquette ’’ (R. Barton), 224; ‘* Marina’’ (S. Stone, M.Y.S.A.), 21; ** March Winds ”’ (M. Rigby), 204; ** Valkyrie ’’ (A. McDonald, C.M.Y.C.), and *‘ Kismet ’’ (R. Yorston, F.G.M.Y.C.), S.W.M.Y.C.) 10; ‘* Centurfion’’ (—. Smith, retired. The Cup and prizes were presented at a high tea after the event. Kensington-Hove Cup, June 14.—The M.Y.S.A. entertained the Hove and Brighton M.Y.C. for this annual event. Each team consisted of seven boats. The’ wind was West, but shifty and variable in strength. Good sport was seen, but the home team drew ahead with every heat, and ran out winners by 61 points. Although the M.Y.S.A. won, the highest scorer was Mr. Brooks, of Hove, with ** Roselyn.”’ ‘‘ Trigonia’’ was the highest scorer on the home side, and her owner, Mr. H. Wake, took the Cup on behalf of the winning team. Scores were: M.Y.S.A.—‘‘ Trigonia ’’ (H. Wake), 30; *‘ Coquette ’’ (R. Barton), 25; ** Ballerina ’’ (O. Steinberger), 23; ‘‘ March Winds ’’ (—. Rigby), 21; ** Gloria ’’ (A. W. Littlejohn), 19; ‘* Alva ’’ (J. Vincent Hill), 18; ‘* Cresta ’’ (P. Bydawell), 17. Total 153. Hove—*‘ Roselyn ’’ (A. Brooks), 31; ‘* Silvia II’’ (R. Hacking), ‘* Zephyr ’’ (M. Arlotte), 16; ‘** Firebrand ’’ (F. Tansley), 10; *‘ Merrymaid ”’ (—. Fry), 8; *‘ Divine Lady ’’ (Lt.-Col. Keyworth), 4; ** Cynthia *’ (A. Jennings), 2. Total 92. Diamond Jubilee Cup.—To commemorate the 60th Anniversary of the Club, Mr. W. J. Merrifield presented the Club with a beautiful Silver Cup. This year’s race attracted 12 entries, of which five were from outside clubs. During the two days’ racing the wind was again from a Westerly direction, and fresh at times. At the end of the first day ‘*L’Hirondelle ’’ led ‘‘ Ballerina ’’ by 7 points, and she in turn was closely followed by ‘‘ Gloria,’’ ** Alva,” ‘* Coquette,’’ and ‘‘ Trigonia.’’ During the second day the wind freed a little. ‘‘ L’Hirondelle ’’ held her lead until the ninth heat, when she lost some points. This gave ‘‘ Gloria’ and ‘‘ Trigonia “’ the chance to pull up on her, and the latter eventually won by | point. The competitors included two gentlemen from Birmingham, and it is hoped that although unsuccessful on this occasion, they will revisit Kensington and have another try to lift the Cup. Scores: Ist, ‘* Trigonia’’ (H. Wake), 42; 2nd, ‘* L’Hirondelle ’’ (R. Harris), 41; 3rd, ‘* Gloria ”’ Boalt Riss, ee MARINE (A. W. Littlejohn), 41; ‘‘ Ballerina ‘’ (O. Steinberger), 33; ** Coquette ’’ (R. Barton), 33; ‘‘ Alva ”’ (J. Vincent Hill), 26; ** Sandrova ’’ (C. E. Lemon, Birmingham), 25; ‘* Nemesis ’’ (—. Sutherland, S.W.M.Y.C.), 22; ‘‘Anne’’ (—. Hooper, C.M.Y.C.), 22; ** Belveron ’’ (W. C. Morrison), 18; ‘‘ Valerie ”’ (Dr. Ratcliffe, Birmingham, skippered by T. Divers), 14; ** Norman “’ (H. Luker, S.W.M.Y.C.), 13. Phoemx Cup.—A record entry of 23 boats composed of 10-raters, 6-m. and 18-ftrs., took part in this round-the-pond race. Racing was marred by showers, which made things uncomfortable for all concerned, as, once started, racing had to go on continuously for two hours. The wind was a fresh Westerly, and the boats had each to touch in turn at the four ports situated at the four cardinal points of the compass, sailing always in the same direction. A great contest developed between Messrs. Wake, Rigby and Stone, of the home club, and Mr. Rudenburg, of the South-Western Club, who, although a young skipper, and unused to the Round Pond, sailed his boat like a veteran. I believe he had rather a bad foul, which made him miss touching two ports, and may have made the difference between winning and losing, but as Messrs. Rigby, Stone and Shailer, as also the winner, likewise had fouls, it is impossible to tell. The result was :— Mr. Wake, 6-m., 32; Messrs. Stone, Rigby and Shailer (C.M.Y.C.), 10-raters, 30; Mr. Rodenburg (C.M.Y.C.), 10-rater, 27; Mr. Froment (L.M.Y.C.), 6-m., 25; Mr. Chandler (C.M.Y.C.), 10-rater, 24; Mr. Warman (S.W.M.Y.C.), 10-rater, and Mr. J. Vincent Hill, 18-ftr., 22; Mr. Fitzgerald (C.M.Y.C.), 10-rater, 20; Mr. Bergne (L.M.Y.C.), 6-m., Mr. Sutherland (C.M.Y.C.), 10-raters, and Mr. Etherington (C.M.Y.C.), 18; Mr. Adams, 10-rater, 16; Mr. Morrissen, 10-rater, 15; Mr. Wise (S.W.M.Y.C.), 10rater, 11; Mr. Hawkins, 10-rater, 7; Mr. Davidson, 10-rater, 6; Mr. Sutherland (S.W.M.Y.C.), Mr. Giles (S.W.M.Y.C.), Mr. Hatfield (C.M.Y.C.), and Mr. Luker (S.W.M.Y.C.), no return. One of the last four boats sank and interfered with Mr. Adams, whose boat remained foul of the sunken craft for the greater part of the race. M.Y.S.A. v. Guildford.—The Guildford Club were entertained to a friendly race with 36in. Restricted class models. Scores: (G.M.Y.C.), (G.M.Y.C.), A. 23; 18; W. Littlejohn, 26; —. Heald J. Bydawell and —. Sparrow —. Shackleton (G.M.Y.C.), 16; —. Prior (G.M.Y.C.), 12; —. (G.M.Y.C.), 10; W. Morrison, 9; (G.M.Y.C.), 8; B. Hawkes, 7. MODELS 133 Year, a dinner will be held late in the year. Anyone interested can obtain particulars from the Hon. Secretary, as soon as these are available. Lo THE NATIONAL 36in. RESTRICTED CLASS CHAMPIONSHIP The 36in. Restricted class is a very interesting one, for, provided your boat comes within the restrictions of 36in. L.O.A., 9in. beam, Ilin. depth, and not over 12 ib. in weight, you may have what type of hull you please and what sail spread your boat can manage to carry. Nothing could be simpler, except, perchance, a sail area class, but yet the boats so far produced under the rule are of a wholesome type and sail well. Indeed several men who usually sail A-class models commented very favourably on the way the little things went to windward, when they sailed for the Championship Cup on the Rock Pond, Surbiton, on July 19. There were 20 competitors out of an entry of 21, and, in order to get the event over in one day, it had to be sailed in three fleets, the first two boats in each fleet afterwards sailing a six-boat match. The fleet sailing lasted from 11 a.m. until 5 p.m., and, after tea, the following six boats sailed in the final: ‘‘ Pest ’’ (R. Wright, Fleetwood M.Y.C.), ** Nerenuf ’’ (A. Wright, Fleetwood M.Y.C.), ‘*Valeta’’ (J. Robinson, Littlehampton M.Y.C.), ** Nuala ’’ Miss McLaughlin, Brighton & Hove M.Y.C.), ‘* Diana ’’ (F. Jennings, Brighton & Hove M.Y.C.). The result was: Ist, ‘‘ Pest ’’; 2nd, ‘ Nerenuf ’’; 3rd, *‘ Lady Ann ”’; 4th, ** Nuala.’’ The competitors were entertained to tea by the Y.M.6-m.O. Association. Thanks are due to those gentlemen who so kindly assisted the O.0.D. by acting as umpires and starter, Messrs. Pragnell and Jones, and also a gentleman from the South-Western M.Y.C., whose name I regret I did not obtain, but who, when he reads this, will see I have not for- gotten him. There is just one final point. The size of the registration numbers on the sails of the class is not nearly large enough to be easily distinguishable at the other side of the pond. There was only just time to present the Cup and get packed up when the park closed, at 9 p.m. W. J. E. PIKE, O.0.D. Chittleburgh —. Pallott M.Y.S.A. v. South-Western M.Y.C.—A friendly team race was held between these clubs. Until the sixth heat scoring was very even, and it was only when the wind changed to West that the home team forged ahead to win by 28 points. Scores: M.Y.S.A.—’* Gloria ’’ (A. W. Littlejohn), 26; ‘* L’Hirondelle ’’ (R. Harris), 22; ‘* Trigonia “’ (H. Wake), 20; ‘* Cresta ’’ (P. Bydawell) and **Alva’’ (J. Vincent Hill), 18; ‘* Madcap ’’ (F. Adams), 16; “* Coquette ’’ (I. R. Barton), 14; *‘ Belveron ’’ (W. Morrison), 8. Total 142. S.W.M.Y.C.—‘‘Nemesis”’ (—. Sutherland), 22; ‘‘ Norman ’’ (H. Luker), 16; ** Alice ‘’ (—. Warman), 18; ‘* Pegasus *’ (—. Giles), and ** Silver Spray ’’ (—. Cheverall), 14; ‘* Lady Sheila ’’ (-—. Wise), 8. Total 114. : In connection with the Club’s Diamond Jubilee NORTH OF ENGLAND BARROW M.Y.C. So far, so good! That is the unanimous opinion of the members of the Barrow M.Y.C. at the completion of the first half of the season’s programme. Interest has been well maintained throughout the racing, and racing on the whole has been closely contested. July 5 and 6 was a busy week-end for the mem- bers of the A-class. On the Saturday the Founder’s Trophy was raced for, and it was not until 10 p.m., 134 MARINE when dusk was gathering, that the O.0.D., Mr. J. J. Strong, called a halt. The opening stages were sailed in a light Southerly wind, which gave a reach either way. ‘* Pastime ’’ and ‘* Seven Sisters ’’ apparently revelled in the light conditions, but just when a victory for the light weather boats seemed apparent, the wind dropped right away, and a halt was called for tea. Fortunately, during this interval a breeze sprang up, which continued to freshen, and, though still keeping to the South’ard, greatly improved matters. The heavy boats now came to the fore, and the deciding round was the final one, when ‘‘ Lady Anne ”’ and ** Lady Winifred ’’ met, only 2 points separating the boats. The honours went to the latter boat, which finished first with her sister ship second. The close nature of the racing is indicated by the fact that three boats—‘’ Seven Sisters,’’ ** Pastime ‘”’ and *‘* Trilby ’’—tied for third place. Ideal weather conditions prevailed when the A- class members journeyed to Bowness-on-Windermere for the open-water match with the local club. In direct contrast to last year, a very fresh breeze was blowing, which caused a heavy swell on the lake. Strong squalls coming down from the mountains were inclined to make conditions rather too boisterous at times, but, in spite of this, some excellent performances were witnessed. A three-mile triangular course was sailed, three boats from each club competing in each heat, of which there were BE ohana ht ale eet! a CT crea ~ = ete: two. In the first heat the Barrow boats made a strong challenge on the first leg, which was to windward, *“Lady Anne “’ and “ Trilby ’’ rounding the buoy soon after the local boat, which had taken the lead. It was on the run home that the local skippers excelled and, with their advantage of knowledge of local conditions, went ahead to take first and second places, Barrow getting third and fourth. The superiority of the Barrow boats to windward was again evident in the second heat, when ‘* Lady Winifred,’’ *‘ Pastime ’’ and ‘* Lady Anne ’’ made the running to the turn. Unfortunately, ‘‘ Pastime “’ carried away her mast here, and both ** Lady Winifred *’ and ‘‘ Lady Anne ’’ got off the course, and could not be caught by their attendant. skiffs. In spite of this, ‘‘ Lady Winifred ‘’ finished second, and ‘‘ Pastime ’’ third, the latter having staged a marvellous recovery with a hastily repaired mast. The final scores were: Windermere, 23 points; Barrow, 19 points, and though beaten, the visitors were far from disgraced, and keenly await the return match at Barrow. A start on the second session of point races has also been made. Racing is keen, especially in the 10-rater class, where “‘ Flossie,’’ ‘* Cissie’ and **’Nan ’’ are doing well. In the A-class, ‘* Seven Sisters’’ at present leads, followed by ‘‘Lady Anne.’’ The race for Capt. Fisher’s Cup for 10-raters will be reported in a future issue of this Magazine. F. W. D. BLACKBURN AND DISTRICT M.Y. & P.B.C. The Blackburn Club enjoyed a good afternoon’s sport on their own water with Bury Club as visitors on June 27th. A friendly race with 36in. class boats was arranged, resulting in a win for Blackburn, as follows : — MODELS Blackburn—F. J. Gabbutt 26, E. Appleton 23, M. Crossley 20, J. Lister 19, E. Haworth 19. Bury—J. S. Sheppard 21, S. Hopper 16, J. D. Hoyle 8, H. Salisbury 4, J. Fitton 2. J. Lister, Asst. Sec. BRADFORD M.Y.C. The running of the race for the ‘Sydney Carter’’ Cup, at Larkfield Tarn, Rawdon, near Leeds, origi- nally presented for the ‘‘ fastest ’’ yacht, was again modified to suit the four classes. The following handicapping was issued by the Race Secretaries on the completion of the first heat of the tournament: A-class, scratch—6-m., beat, 1 min. 30 secs., run, 1 min. 40 secs.; 10-rater, beat, 1 min. 20 secs., run, 1 min. 30 secs.; 36in., beat, 2 min. 40 secs., run, 2 min. 50 secs. The winner, ‘‘ Frisker,’’ 36in. (Mrs. H. Atkinson), scored 19 points, whilst the next three were ** Greta,”’ 6-m. (B. E. Garbutt), 16 points; ‘‘Raven,” 10-rater (Geoffrey Kitchen), 15 points, and ‘* White Heather,’’ A-class (A. Nutter), 10 points. ** Frisker ’’ was designed and built by H. Atkinson, and is a sharpie. The race for the ‘* Vernon Dawson ” 6-m. Cup resulted in a win for ‘‘ Blue Bird ’’ (Geoffrey Kitchen), with 27 points and two resails out of a possible 45, having beaten ‘‘ Challenge ’’ (E. North) on a resail. The other competitors were: ‘* Destiny ” (J. Whitaker), ‘‘ Pennine ’’ (S. Brayshaw), ‘‘ Red Admiral *’ (Mrs. G. Snow), ‘* Olicana’’ (H. S. Haigh), ‘‘ Kathleen *’ (A. Arnold), ‘* Plover ”’ (F. C. Hirst), and ** Maid of Lorne ”’ (S. S. Crossley). The wind was light and variable. The O.0.D. was H, Atkinson, assisted by A. Nutter, and the Cup handed over by Mrs. Geo. Snow. ‘* Blue Bird ’’ was designed by Admiral Turner. The landing stage is now completed for a distance of one-third of one side of the dam, and the plans have been passed for the extension to the boathouse. J. P. CLAPHAM. HUDDERSFIELD MODEL YACHT CLUB We wish to correct an error in the report on the Henshaw Cup Race, of June 14, as below: The winner, ‘* White Owl,”’ is from the lines of ‘* Eudora,’’ MARINE MOopets design. The second and third boats, ‘* Dot ’’ and ** Tess,’’ are Alexander boats, to their own design. The original report was published as sent us. FLEETWOOD M.Y. & P.B.C. On July 11 the first rounds of the ‘* George Leech ”’ trophy took place. This is a very fine silver trophy given by the family of the late Mr. George Leech, a member who took a great deal of interest in the club since its formation, and the family have presented this magnificent Cup for competition, for A-class boats, belonging to the Fleetwood Club. Fourteen boats competed, and the scores up to date are given below. A strong W.N.W. wind was blowing the whole time, which reached a speed of 30 m.p.h. at times, several boats sufferi damage, broken masts and smashed gear, whi delayed the sailing of the resails till later in the MARINE competition. Many exciting and close finishes were the order of the day, and considering the state of the weather the sailing was generally good. ‘* White Heather VI “’ (J. H. Catterall), 27 points; ‘“ Yvonne ”’ (F. Price), 25; ‘* Lady Evelyn ” (E. H. Mart), 24; ‘* Vanity ’’ (E. G. Wade), 21; ‘* Nell ” (W. Hornby) 20; ‘* Capri ’’ (B. Fenn), 16; ‘* Fiend ” (L. Corrooin), 15; ‘‘ Lucia ’ (A. Stewart), 12; ** Jancilla ’’ (J. Ingham), 9; ‘‘ Embassy ’’ (R. G. Bailey), 8; ‘‘ White Heather II ’’ (P. J. Corlett), 6; ‘* White Heather I “’ (J. Gorman), 6; ‘* Avis ‘’ (D. J. Bowen), 6; ‘* Marion “’ (J. Anyon), 5 The race will be continued on July 25, and the three boats for Gosport will leave the following morning together with the competitors for the 36in. Restricted class Championship at Surbiton, making a total of about fifteen. Jos. MARSDEN. MODELS 135 phire ’’ (E. W. Builder, City of Birmingham), 18; “ Day Dream ”’ (K. Law, City of Birmingham), 14. There were resails to be sailed and the points in these cases were divided between the boats concerned, C. E. LEMON. SOUTH GOSPORT COAST M.Y.C. The club held the annual A-class race for the ** Nyria ’’ Cup on June 27, and the Mayor (Coun. G. Ford, J.P.) started the first pair of 12 entries in a very light and fluky wind, which tried the experience of the skippers. The competitors and their MIDLAND CITY OF friends took tea together at the Swiss Café, and the Mayoress (Mrs. Ford) presented the Cup and other awards. The Commodore, Mr. W. J. T. Williams, who presided, NEWS BiRMINGHAM welcomed the visitors, M.Y.Cc. McDonald Trophy Contest, 1936.—To those responsible for the staging of this event was the pleasure of knowing that the Lord Mayor of the City of Birmingham had consented to be present and to start the racing. On Saturday afternoon, June 27, Alderman R. R. Gelling, J.P., received the Lord Mayor at Witton Lakes, and presided at the opening ceremony. Silence was observed to the memory of our first President, Councillor G. F. McDonald, the donor of the McDonald Trophy, who, during the year which has passed, has, after a long illness, been taken from us. Mr. W. H. Davey took charge of the racing as O.0.D. When the Lord Mayor started the first pair, the wind was from the S.E. and light; unfortunately conditions did not greatly improve, since we would have liked the Lord Mayor to have seen the boats under better racing conditions, as he remained with us the greater part of the afternoon. The points were three and two, a beat and a run. Throughout the contest the wind could not be relied upon. Sailing was difficult, as the S.E. wind is the most unsatisfactory to contend with on this water. This was so much in evidence that after the second board of the 10th heat, many having to be resailed, it was decided to stop the racing and to award the prizes to skippers and mates upon the points then scored, and to withhold the trophy. Alderman Gelling presented the prizes. The winning boat, owned by Dr. Ratcliffe (“* Valerie ’’) was designed by Mr. W. H. Davey, and built by Messrs. Alexander. Scores: ** Valerie ’’ (Dr. Ratcliffe, Bournville), 37 points; ‘‘ Marina “’ (T. A. Divers, City of Birmingham), 30; ‘* Sandrova ’’ (C. E. Lemon, City of Birmingham), 29; ** Regina ‘’ (R. Ingram, Salford Park), 29; ** Solness “’ (J. Pemberton, Stanley Park), 28; ““Auderny”’ (R. Andrew, Llandudno), 27; ‘‘Cunior’’ (J. H. Cunningham, City of Birmingham), 263; “* Sine Metu “’ (J. Lapsley, Nottingham), 26; ‘‘Opal”’ (S. P. & J. Drury, City of Birmingham), 23; ‘‘Eagle’’ (S. J. Marsden, City of Birmingham), 213; ‘‘Beatrice ’’ (H. F. H. Bach, City of Birmingham), 21; ** Estella ’’ (Major Handford, Bristol), 20; ‘* Sam- and Mr. H. Nash, of the Y.M.6-m.O.A., responded. Other speakers were the Mayor, and Mr. W. Arberry, of Portsmouth. The officials were: Mr. W. Arberry, officer of the day; Mr. W. Shell, starter; Mr. W. Day, scorer; Messrs. J. Read and W. J. Williams, umpires. The results were as follows: Ist, ‘‘ Lady Nell ”’ (A. Jones, Gosport), 43 points; 2nd, ‘* Fusileer *’ (Col. Ian Dennistoun, Dennistoun, skippered by W. J. Daniels) and ‘* Azalea ’’ (F. Churcher, Gosport), 36; 4th, ‘‘ Fantasy ’’ (G. Howard Nash, Y.M.6-m.O.A., Surbiton), 32; ‘‘ Caprice ’’ (Reg. Lance, Gosport), 304; ‘* Hesperus ’’ (R. Jurd, Gosport), 30; ** Ruth “’ (L. Sweet) and ** Vision ’’ (A. Jackson), 283; ‘‘ Acacia’? (H. G. Baker), 28; ** Actinia ’’ (Capt. F. R. Ingles), 224; ‘‘ Aktis ”’ (Adml. A. Turner), 10; ‘* Shannon’? (H. G. Pyne), 5. H, G…B; RYDE M.Y.C. (ISLE OF WIGHT) The club held the race for the ‘* Colonel Rhodes ”’ Cup, open to the Marblehead class, on June 25. Thirteen models were entered (just over half the number registered in the club), but owing to failing wind the race had to be postponed till September 10. More suitable conditions prevailed on July 9, when the ‘‘Q”’ handicap class sailed for the Commodore’s Cup, a steady wind, unfortunately, accompanied with heavy showers. Eleven models were entered, and a full course—three boards each way of 600ft.—was sailed. The winning model, owned by T. H. Thorne, and skippered by G. L. Matthews, made excellent times, and thoroughly deserved the success. Second prize was gained by D. Wyles, and third prize by the Hon. Treasurer, F. Searle. The race for the ** Town ’’ Cup, presented by the Borough of Ryde, will be held on August 13. This is open to the 50-800 Marblehead class, and visitors who have models in this class are especially invited to compete. Visitors are also cordially invited to join in the club’s sport on Sunday mornings during the season. Please communicate with the Hon. Sec., A. Kerridge, 56, Park Road, Ryde. ate 136 MARINE E deeply regret to record the death, on July 8, of yet another veteran of the sport, in the person of ‘* Bob ’’ Watt, of the Victoria Club, aged 70. We do not remember a time during our connection with model yachting when ‘‘ Bob ” was not actively engaged in designing, building and sailing, up to about a couple of years ago, and he was a regular attendant at the various races until quite recently, although not actually participating. Many models that were the product of his hands are scattered throughout the Glasgow district, and farther afield, still giving a good account of themselves. We understand his model experience went back to 1895. In his earlier years he sailed the seven seas when sailors were sailors and not merely seamen. His adventures during this period were many and exciting, although, as is usual with men of his stamp, he seldom dwelt on them, and it was only by accident that one was vouchsafed a glimpse of wild ways in wild days afloat, of storm and tempest, and hardships almost incredible. We will miss him terribly and our sincere sympathy goes out to his widow and family. | Spume of wind and weather, Leaven of storm and calm, Ebb and flow of waters, Sunshine and cloud and balm. Sprouting joy of Springtide, Weary days of war, And then we gain the harbour— With peace for evermore. The open regatta for the 6-m. class, promoted by the Fairfield Club on June 13, was notable for the fact that our popular Vice-Commodore, Col. J. Wylie, of Perth, was in command, and—well, we wish to spare his blushes—(Oh, yes, some of us can still blush, whiles) and will therefore simply say that we were told ‘it was conducted as a race should be ’’! Unfortunately, the day was far from ideal, a bad wind with some very heavy rain rendering the conditions somewhat uncomfortable for the 24 competitors present. The result gave ‘* Fairfield ’’ (A. Robertson, Fairfield), ‘‘ Ant ’’ (M. McMillan, Queens Park), and *‘ Amy ’? (M. McArthur, Fairfield), the first three prizes in that order. On June 20 we hied us away to Clydebank with the expectation of witnessing an open race for the ‘* twelves,’’ only to find on arrival that it had been called off. Fie, fie, Clydebank, our second abortive voyage to the town this season. However, we took the car (tramcar) and retraced our steps to Whiteinch, where we found the West of Scotland Club race for the ** Ailsa ’’ Cup in progress, with seven 12-m. class in competition. A brisk breeze enabled this race to be sailed out, and the interest persisted to the very last board, as it was found on completion of the tournament that the destination of the trophy was dependent upon a resail board to MODELS windward, and this board was won by a matter of three inches only. J. McKinnon returned a card of 25 points with ‘‘ Hinba,’’ to take the trophy. ** Ellora ’’ (A. E. Campbell) had 24 points for second prize and ‘** Thelma ’’ (G. W. Munro), with 22, was third. A match between the A-class boats ‘‘Norna’’ (I. McPherson) and ‘ Edith’’ (P. J. McGregor) which was run coincidently, resulted in favour of the former. A week later, June 27, the Victoria Club 12-m. open regatta brought out a fleet of 21. Unfortu- nately, the quiet weather then prevailing, while thronging the park with spectators, made serious racing something of an illusion. The very light and fickle breeze freshened, however, while the third, and final, heat was in progress and allowed a lively finish. Fifteen points were possible and P. McNaughton’s extraordinary old boat ‘‘ Rose ’’ (Victoria) showed her heels to her rivals and collected 12 points and first prize. ‘‘ Rena’’ (J. Gameron, Clydebank) and ‘* Hinba ’”’ (J. McKinnon, West of Scotland) returned cards of ten points, and the sailoff went in favour of ** Rena,’’ which received second prize, leaving the third prize to ‘* Hinba.’’ The response to the invitation for the ‘* Lewis’s ”’ Cup race, 6-m., by the West of Scotland Club, was extremely disappointing, only three clubs presenting an entry. We believe this to be due to a ridiculous idea that has been put into circulation subterraneously for some misbegotten reason, to the effect that the Cup should have been dealt with in a mysteriously occult fashion for the exclusive benefit of some minority which had no part in obtaining the trophy. As it is, the West have thrown it open in the widest possible sense, and, notwithstanding the initial want of enthusiasm, we still predict that eventually it will attract the interest it deserves and become one of our premier trophies in Scotland. The good sense of the clubs will soon see the fallacy of the carping criticism that has been indulged in. Notwithstanding the paucity of entries, the race itself was an undoubted success. A medium breeze, giving reaching conditions, made the course a very tricky one to negotiate successfully, as the wind varied constantly in weight and direction. Conse- quently each individual board carried its own problems of trim. The nine competitors sailed the full tournament in about 34 hours, fast work under the circumstances. Two boats tied for first place with 24 points and the ensuing final went in favour of ** Violet ’’ (A. W. K. Rodrick, West of Scotland). ‘“*Charmee”’ (Jj. A. Arthur, skippered by H. Wright) on behalf of the Port Bannatyne Club, took the handsome second prize, which was also generously provided by Lewis’s Royal Polytechnic Stores. Third in order of merit,’’ ‘‘Anona’’ (H. Kerr, Dennistoun), with 22 points, had every appearance of providing the winner until half-way through the eighth heat, but fell away and failed in her last three boards. We had the pleasure of presenting the prizes, and MARINE took advantage of the occasion to thank Messrs. Lewis’s for their support and expres s appreciation of their interest. At Alexandra Park on July 11 the Dennistoun Club carried through the race for the “ Golfhill ”’ Shield, another 6-m. trophy, which carries with it three substantial cash prizes for the clubs repre- sented by tions. the models occupying the leading posi- Again, for some reason or other , difficult to specify, the entry was inade quate for the importance of the race, only nine clubs Participating. On the other hand, the competitor s represented the pick of their class and, consequently, the racing was exceptionally keen. At the start, and for some time erwards, were a present, considerable but a number sudden sharp of spectators shower good, with beating conditions, but rather unstable, and eventually swinging right round, although scoring values were uncha nged, while latterly a calm period supervened necess itating an adjournAs Previously stated, the racing was very keen and close, and one dead-heat was recorded. The full tournament compl eted gave “Violet? (A. W. K. Rodri ck, West of Scotland) the trophy for the second year in succession with 33 points. This model, in addition to holding the Golfhill for both occasions on which it has been up or competition, is also Scottish Champion for 1934 and 1935, and holder of the Kemp shield since its inception in 1934, together with numerous club and open event prizes. ** Anona” (H. Kerr, Dennis- toun), with 28, was a good second, and ‘‘Ace’’ (M. McArthur, Fairfield) secured the third prize with 25 points. The officer in charg e was Mr. J. D. C. Gibson, Secretary of the promo ting club, and Commodore Clark presented the trophy and prizes. Greenock sailed a friendly inter-club match with the A-class men, on July 4, when teams of six fought it out. A fresh S.W. breez e afforded good sport, although the Home club failed to hold their oppo- nents and finished with a difference of it refers. 26 points against them, their total being 77 with the visitors scoring 103 points. First prize went to ‘‘ Luss ”’ (D. Bonner, A-class Club), retur ning 26 points. For Greenock; ** Vanda ”’ (J. Watt) was leader with 18. Leggatt’s new A-boat was recently displayed in the wind ow of a prominent local concern, fully dressed with spinnaker set, and all the sails drawing. How was it done> No prizes are offered for solution, correct or otherwise. We had a report of an interclub match at Perth, between the East Fife club and the Home team, but unfortunately have mislaid the details. And we put them away so carefully, too! However, the main item of interest is that our East Fife friends put up a ‘‘ The second and final race for the Mac- Andrew Cup took place on July 4. There was a nice sailing breeze and the little yachts covered the course in very good time. A neth the fleet of 5 (we think) 6-m. class models and, although the result favoured Perth, the visitors put up a good fight and were not flattered by the outIt is refreshing to hear that the Fife men come. have turned to the metre boats, although no doubt their ‘* Fifies *? have provided them with plenty of fun in the past. We are glad to hear of their welfare after a long interval and hope to see them taking a more prominent place in future. Here is a report of a race which has just reached us, but without identification of the club to which close finish took place between Jackie Alexander’s ‘ Marjor ie ’’ and KenMcKay’s ‘ Grizel,”’ former crossing the line a second or two in front. The Cup winner was ‘* Jean “’ (W. Loch) 21 points, and “ Britannia ”’ (W. McAuslan) with 20 points, was a good second. We rather suspect right? this is Port Bannatyne. Are we As the holiday season is now in full swing, we are in anticipation of seeing some of our Southern friends in Scotland soon. Haste ye here, THE SCOTTISH COMMODORE. AN EFFICIENT PORTAB LE STAND FOR MODEL YACHTS E have ed a sampl a_highlyW efficient receiv portable stand fore of model yachts made by Mr. A. C. Davison. This is of steel tube, hinged, and packs flat; when erected it is absolutely firm and rigid. The side arms are shaped to cradle the boat, and covered with rubber tube. The heel of the keel rests in a specially-shaped rest. When erected, the whole is firmly held together with bolts and wing nuts. It can be adjusted to suit the beam of the model, so one stand can be used for several boats in turn, We had hopedto illustrate this stand with a drawing, but a line drawing hardly shows its possibilities. It is thoroughly practical and to be recommended, especially for travelling, being efficient, strong and readily portable. We understand Mr. Davison can supply a limited numbe r of these stands at 5s. each in the 10-rater size, and 7s. 6d. each in the A-class. His address is: Mr. A. C. Davis on, 81b, Bayham Street, London, N.W.] 1. A HIGHLY COMMENDABLE Altogether a very pleasant infor mal afternoon was spent. By the way, D. 137 damped their ardour, and, indeed, that of the contestants also for a time. The wind conditions were fairly ment for half an hour. MODELS EXAMPLE EVERAL of the powerboat clubs have lately em- S ployed amplifiers to make announcements to the spectators. This is an example that might well be followed by all model yacht and powerboat clubs for important events. Those who organise regattas should realise that in addition to being enjoyable events for the competitors, these races are the best advertisement for our sport, and it is, therefo re, the duty of organisers to obtain all possible publicity, and to make things attractive for spectators. Nothing is more annoying than trying to follow a game one does not understand, and the use of amplifiers and loud-speakers would enable race officials to report progress for spectators. For instance, in races such as the British Championship and International, two or three mikes installed at suitable points—say, one at the start, one half-way down the lake, and one at the finish— could be used to make events more interesting, not only to the general lay public but to the cognoscenti. 138 MARINE THE MODEL POWERBOAT ASSOCIATION’S INTERNATIONAL REGATTA WORLD SPEED RECORD cE London, E., on July 11, was not favoured HE Association’s regatta, held at Victoria Park, as regards weather, yet speeds were remarkably high, and once again the 30 c. c. record was shattered by Messrs. Innocent Bros.’ ‘* Betty.’’ The programme comprised three events for speedboats, the first of which was the International race for the 30 c.c. class over a circular course of 500 yards. Unfortunately, M. Suzor, the French champion, was prevented from attending owing to the strikes in Paris, and this to a certain extent robbed the meeting of its international aspect though Scotland had a doughty representative in ‘* Oigh Alba i When proceedings opened at 11.30 a.m., there was a very strong S.W. wind blowing right down the lake, and at the leeward end, where the pole was placed, there was a considerable sea, and conditions seemed all against very fast times being re- corded. The first few boats started poorly, and nothing special occurred until Mr. Pinder (S. London) put his new boat on the line. This was not merely her first regatta but her maiden trip, and she showed herself as fast and clean running. She was followed by Mr. Clifford’s ‘* Crackers,’’ which started well and, running beautifully, covered one lap at a very high speed. She then had the to strike some obstruction and _ nose- AGAIN BROKEN Mr. Sharp made a fine run with ** Tiz,’’ and was followed by Mr. Perkins, of Wicksteed, whose boat stopped on the last lap, after showing a nice turn of speed. Mr. Porter, of Farnborough, whose boat is also named‘* Crackers,’’ put up a nice steady run, followed by Mr. Brightwell (Wicksteed), whose boat slowed considerably towards the end. ‘* Bonzo’’ (Messrs. Hodge and Hill, Victoria) put up a very good run, covering the distance in 30.20 secs. Then came * Betty’s’’’ run. Although bouncing a little on account of the popple on the water, her speed seemed terrific. The first lap was covered at a moderate pace, but the speed on her second was terrific, and she finished without a falter. A wonderful performance. clocking 23.67 secs., a speed of 43.21 m.p.h., and beating all previous records for the class. This speed almost equals the record of ‘* Chatterbox,’’ Mr. Clifford’s renowned flash steamer. Mr. Williams, of Bournville, put up a nice steady run, but after ‘* Betty’s’’ meteoric display this looked somewhat tame. ‘* Oigh Alba II ’’ followed, but was running badly and seemed to have lost her form… *‘ Bulrush VI ’’ (Mr. Noble, Bristol) made a steady run and was followed by ‘* Wasp ’’ (Mr. Parris, S. London), which made a very fast run in 29.67 secs. ‘* Spook’? (Mr. Booth, Fleetwood) bP dana EB. misfortune dived. MODELS Photo: L. J. French ** BETTY ”’ (Messrs. Innocent Bros., Victoria M.S.C.) ESTABLISHES RECORD SPEED OF 43.21 M.P.H. MARINE plugged steadily ound the course emitting clouds of blue smoke. ‘ Rene II,’’ of Altrincham, failed. In the second runs, * Bulrush’’ improved on her first attempt, and ‘* Tiz’’ also did very well. Mr. Clifford’s ‘* Crackers; after her immer- sion, was not in her best form, but nevertheless covered the course in 31.66 secs., a speed of nearly 324 m.p.h., but this was not good enough to put her into the prize list. In her second run, “Oigh Alba’ started at terrific speed, but did not seem stable, and it came as no great surprise when her tail went up and her nose went down. The results were: Ist, ‘* Betty ‘’ (Messrs. Innocent Bros., Victoria), 23.67 secs. (43.21 m.p.h.); 2nd, ** Wasp ”’ (Mr. Parris, S. London), 29.68 secs.; 3rd, ‘* Bonzo ’’ (Messrs. Hodge and Hill, Victoria), 30.20 secs. The luncheon interval followed, during which ““ Rumba “’ (Mr. Rowe, Farnborough) made a practice run at nearly 36 m.p.h. This is mentioned as Mr. Rowe was unable to get his boat to start in the 300 yards, and had he reproduced this speed, would have figured in the prize list. The next event was the Miniature Speed Championship for the 15 c.c. and flash steamers up to 7 1b. weight, over a 300 yards course round the pole. Mr. Martin’s little steamer, ‘* Tornado II,’’ was the first to run. This is an interesting little boat with a hull that is almost a small replica of ‘* Oigh Alba.’’ Her run came to a finish owing to Jamp failure after about a round. “* Jildi Junior II’’ was started but, owing to failure of her shaft coupling, stopped before reaching the half-lap starting mark. Mr. Kirswell (Bristol) ran steadily, but at no great speed. Mr. Kent. of Swindon, made a nice run. ** Golly ‘’ (Mr. E. Westbury, S. London) picked MODELS 139 up a piece of paper on her propeller, which spoiled what would have been a good run. S.29 made a nice steady little run. ‘* Mrs. Frequently ’’ (Altrincham) got round, but was slowed by a leaf on her propeller. During her run the rain started, and continued for a couple of hours;in fact, up to almost the finish of the running. After ** Satellite,”’ of Reading, had failed, Mr. L. J. French brought his *‘ Little Star ’’ to the line. She started at a tremendous pace, but the wind was blowing extremely hard in a squall, and the seas proved too much for her. She must have been doing 30 m.p.h. when she capsized. ** Jildi Junior *’ (Capt. Bowden, Bournville) then made a good run. This is a remarkable hull, the turtle deck being made of canvas on struts like a model aeroplane wing. Mr. Kent then put up another good run and was followed by ‘* Ann,”’ of Reading, which ran steadily but not spectacularly. ** Little Star ’’ then took her second run, but was not let out fully. She made a good run, covering the course in 26 secs. dead. ‘‘ Golly ’’ then made another nice run, as did Mr. Innes, of Altrincham. Result: Ist, ‘* Little Star ’’ (Mr. L. J. French, S. London), 26 secs. (23.43 m.p.h.); 2nd, ‘‘ Tornado II “’ (Mr. Martin, Southampton), 26.58 secs.; 3rd, (Mr. Kent, Swindon), 27.8 secs. The final event was the 300 yards Speed Championship open to all boats up to 50 c.c., and flash steamers not exceeding 16 lb. in weight. By this time the rain was pouring down steadily, and as the leeward end of the pond was filled with floating debris, the pole was moved to the other end, where conditions were better. One effect of the heavy rain was to kill the wind, and so the water was smooth. The world record holder, ‘* Betty,”’ started off at Photo: L. fe French ** MYRA ”’ (Mr. Evans, Cardiff), ONE OF THE FLASH STEAMERS IN THE SPEED CHAMPIONSHIP 140 MARINE MODELS an even higher pace than before, but on her second lap struck a piece of floating debris. OUR She gave a dangerous wobble, and was thrown entirely out of her stride for a second or two, but picked up and finished strongly. If she had not hit this obstruction she would, undoubtedly, have equalled or bettered her previous performance. As it was, her time of 15.11 secs. was the best in this competition. O the model yachtsman only—the summer, when he can use his boat, and the winter when he overhauls her or builds a new one. During the summer our space is largely taken up with club news and racing reports, but during the winter we have more space to devote to technical matters. eae secs. As the first was 34 m.p.h. and the second 293 m.p.h., and neither was nearly good enough We cater for three distinct sections of marine modelling—model yachting, model powerboating and ship modelling. Now each of these has its special features and needs. Moreover, each section is subdivided, and in model yachting there are five or six different racing classes, besides the cruising fraternity. It, therefore, is a matter of considerable difficulty to please everyone, novice and expert alike. Yet there are certain aspects which are common to more than one section, and just a few which for a place, it can be imagined that times were very fast. ‘‘ Oigh Alba II ’’ followed with 18.96 secs. (Mr. Mr. Evans, of Cardiff, started his flash steamer, but she dived. ** Oigh Alba “’ then gave her best display of the day, covering the course in 16.52 secs. (about 36 m.p.h.), and was followed by ‘* Crackers’? (Mr. Clifford, Victoria). This is one of the sweetest running hulls we have ever seen, and in spite of her high speed, she always seems as stable as a rock. Her time of 15.5 secs. (nearly 40 m.p.h.) was good enough to gain her second place. Result: Ist, ‘* Betty ’’ (Messrs. Innocent Bros., Victoria), 15.11 secs. (40.61 m.p.h.); 2nd, ‘*Crackers’’ ‘ (Mr. Clifford, Victoria), 15.56 secs.; 3rd, *‘Oigh Alba II’? (Mr. Rankin, Glasgow), 16.52 secs. The Association is to be congratulated on the great progress made lately. No less than 24 clubs are now affiliated to it, and it is growing rapidly. PROGRAMME or model powerboat : if man the year is divided into two seasons ** Bonzo ’’ then made a nice run in 18.2 secs., followed by Mr. Williams, of Bournville, with 20.82 ** Wasp ’’ (Mr. Parris) and ‘* Nipalong ’’ Walker, S. London) both made nice runs. WINTER are common to almost all marine modellers. For this reason an article addressed to one section may hold something of real interest to another group of readers. As an instance fittings like rigging screws are common to model yachts, model steamers and ships, and with slight variations methods such as bread-and-butter building apply equally to every kind of marine model. During the winter we hope to publish general articles for all readers of MARINE MODELS, as well as articles addressed specially to the various sections. Arrangements are now being made to this end, and we hope to announce these in due course. _ Photo: . L. J. French MR. MARTIN (SOUTHAMPTON) WITH HIS FLASH STEAMER ‘‘ TORNADO,” 2ND IN CLASS NOTE THE NARROW STERN WHICH IS BECOMING POPULAR **C’’ CHAMPIONSHIP. LATELY MARINE WITH THE POWER BOAT MODELS 141 This was won by Mr. E. A. Walker (South London), Mr. H. Maycock (Wicksteed) being second. Mr. L. J. French (South London) kindly took over the microphone of the public address amplifiers, and announced the events with diplomatic hints and descriptions of the various boats to the interested spectators. This was one excellent special feature among many, which made a real grand and successful day. The organisation of the regatta was excellent. Incidentally it is fully anticipated that Mr. French will receive a tempting offer from the B.B.C. to broadcast on *‘ How English should be Spoken.”’ WICKSTEED M.Y. & P.B.C. Speeds up to nearly 40 miles per hour were attained at the annual powerboat regatta held by the club on Wicksteed Park lake, Kettering, on June 28. Among clubs represented were: Victoria Model Steamboat Ciub, South London Experimental Powerboat Club, Bournville Model Powerboat Club, Glasgow Model Speedboat Club, and Altrincham Model Speedboat Club competed in the rally. The two principal events of the afternoon were the 1,000 yards race for the Cup presented by Mr. C. Newman Loake, of Kettering, and the 500 yards race for the ‘‘ Alan Timpson ’’ trophy. The former event resulted in a narrow victory for Mr. H. R. Perkins, chairman of the Wicksteed Club, whose boat averaged 33.36 miles per hour, over Mr. E. D. Rankine, of Glasgow, whose boat’s speed was 33.2 miles per hour. Tea was taken in the Wicksteed canteen—this is always a very happy feature of this regatta and does much to make the grand time that visitors so freely express they have when visiting Wicksteed regatta —and the prizes were presented by Muss Hilda Wicksteed. The second prizes for the 500 and 1,000 yards races were silver ashtrays, decorated with the monogram of the Wicksteed Club. Others who spoke during tea were Mr. H. R. Per- kins, chairman of the Wicksteed Club, who introduced Miss Wicksteed and Mr. Westbury, secretary of the Model Speedboat Association, who thanked the Wicksteed Club on behalf of the visitors for their hospitality, and congratulated Mr. L. S. Axe and Mr. F. A. Robinson on their excellent managing and organising of the regatta. The club was fortunate in having two such capable secretaries. 0.0.D., R. L. Whitworth, Esq. W. Brightwell and C. Mandeville. This was the first occasion on which this trophy has been won by a member of the Wicksteed Club. Timekeepers, S. AXE. In the 500 yards race for the ‘* Alan Timpson “’ trophy, won last year by the Innocent Bros. (Victoria), Mr. Rankine’s boat struck brilliant form, registering a speed of 37.87 miles per hour, while Mr. Perkins’ boat came second with a speed of 33.97 miles per hour. Unlike most of them, the engine of Mr. Rankine’s boat is a two-stroke, and More is expected to possibilities of this boat. be heard concerning the Two extra events were added to this year’s regatta programme, and proved very popular, particularly with the extremely large crowd of spectators who witnessed the regatta. There were a steering competition and the nomination race. The former was won by Mr. G. E. Hillman (West London), 8 points, with Mr. J. Vines (Victoria), 3 points, second, after a dead-heat. In the nomination race competitors were asked to estimate the time in which their boat would cover the course, the winning boat being the one whose performance came nearest to estimate. Photo: F. N. Sharp Mr. Edgar Westbury, Hon. Secretary of the M.P.B.A., with his 15 c.c. engined hydroplane * Golly. Mr. Westbury is a member of the South London Club, where there is quite a large flotilla of these little boats. ale – (ich. a most likely on account of its previous immersion. Nie At a second attempt the same boat did three and a half laps at a speed which would almost certainly have given it victory, when the engine stopped, prayere er eee et ater te oe water cooled. A remarkable performance in this race was given by the boat of Mr. W. Brightwell, of the Wicksteed Club. His boat started off at a pace which observers put at over 40 miles per hour, but, unfortunately, after doing one lap at this great speed, was caught in the wash from the waders of the starting officials, and was upset and sunk. MARINE MODELS AMERICAN NEWS—SAIL & POWER MODEL YACHT RACING ASSOCIATION OF AMERICA The annual meeting of the Model Yacht Racing Association of America was held in Detroit, Michi- gan, June 28, 1936. The following officers were elected: E. L. Cheney, President; Herbert F. Kolb, Vice-President; C. H. Farley, Secretary; John Black, Treasurer; K. Baumgarten, Eastern Representative; R. A. Adams, Mid-Western Representative. The Secretary reported that seven new clubs had joined during 1936, and that applications from two others had been received. Thirty-seven clubs are already enrolled, and as many others are organised outside the Association. Membership lists are in- ** Mildred II’? (W. J. Palmer, Chicago M.Y.C.) ** Mizpah “’ (E. L. Cheney, Saugatuck M.Y.C.) ** Glenshee ’’ (J. McKinney, Ogden a M.Y.C.) ** Alice ’’ (Fritz Lippold, Chicago M.Y.C.) ** Bertha ”’ (Ed. Phillips, Trelawney M.Y.C.) ** Mar Vey II”’ (Harry Miller, Detroit Yacht Club) ** Lack II ’’ (Chas. Hands, Columbia M.Y.C.) ** Adventure ’’ (W. J. Comstock, Grand Traverse) ** Stag IV’ er Palmer, Chicago M.Y.C.) ** Rene II ’’ (Joe Mack, Tre-Pol-Pen M.Y.C.) creasing as well as registrations. The Treasurer reported the largest cash balance in the history of the organisation. It was voted to hold the U.S. National Championships much earlier than usual, on May 6, 7, 8, 1937, at Boston, and the Marblehead 50-800 class National Championships at Chicago on June 25, 26, 27, 1937. A handsome sterling trophy was posted as a National Championship trophy for Marblehead 50800 class, donated by Harry K. Noues, of Boston. A second and more pretentious trophy was offered by Model Craftsman for the same class. It is hoped that the latter will stimulate interest in the smaller class abroad, and the M.Y.R.A.A. will invite entries from all countries who are members of the International Racing Association. It was voted that Canadian clubs be eligible to compete in all events sponsored by the M.R.Y.A.A., excepting those connected with the National Cham- pionships. The new M.Y.A. Sailing Rules were officially adopted. It was voted that the Vane gear be prohibited in events sponsored by the Association beginning January 1, 1937. Yachts now equipped with Vane gear must show a valid certificate stating said yacht has beet measured with Vane on board. John Black was appointed delegate to the tangata! M.R.A. and to the Olympic invitation races in Hamburg. Mr. W. G. Bithell again won the U.S. Championship and will represent the U.S. C. H. FARLEY, MID-WEST A-CLASS ELIMINATION RACES These were held at Detroit, Michigan, U.S.A. Scores were :— Points M.Y.C.) 65 M.Y.C.) 64 ** Commanche ’’ (Don Steinbrecker, Detroit ** Lochinvar’’ (Bob Buckley, St. Louis M.Y.C.) ** Rene III ’’ (Warren Lee, Tre-Pol-Pen M.Y.C.) ** Detroiter ’’ (Geo. Steinbrecker, Detroit M.Y.C.) ** Coquette ’’ (Tom Malloy, Chicago M.Y.C.) ** Mohawk ”’ (Geo. Barron, Ogden Park M.Y.C.) ‘* Maen ”’ (L. E. Troeger, Chicago M.Y.C.) 44 35 34 32 31 27 15 14 THE NATIONAL CHALLENGER RACES— DETROIT, MICHIGAN June 29 opened up in a mood to upset the ‘‘dope’’ of this *‘ expert,’’ by letting down a light rain with very little breeze. Contestants were instructed by Bob Adams, of the Ogden Park M.Y.C. The little breeze that came along started from the South’ard, but slid to South by West, giving the skippers a good beat and a run. Races started at 10.30 a.m. with ‘* Blue Chip,’” of Boston (Wm. Bithell), taking ‘* Commanche,’’ of Detroit (Steinbrecker), both ways. ** Lochinvar,’” of St. Louis, and ** Westward,’’ of Detroit, split the points in favour of the Detroit boat. ** Bostonia VI”’ was taken for a ‘‘ ride ’’ by ‘* Sherazade *’ for both boards, In most of the morning races each pair split points, with no out- standing performance by any of the boats. * Bostonia ’’ was a disappointment to her veteran skipper, John Black, in that she was unable to find herself in the light airs, proving that sheis a heavy weather boat, though this writer is surprised after her performance in the Eastern trials, where she proved up in every point of sailing andin any wind. In the afternoon the wind was ** spotty ’’ and came in flukes, making the afternoon wins a matter of luck more than skill on the part of the skippers. Racing was finally called off, when all contestants found themselves stranded at the starting line. Both Boston boats were high-point winners for the day: ‘* Sherazade,’’ 31 points; ‘* Blue Chip,’ 30; ** Commanche,”’ 22; ** Lochinvar,’’ 19; ‘* West- Secretary, M.Y.R.A.A. ‘* Westward V’’ (Archie Anoll, Cadalac 46 46 61 52 51 50 46 46 ward V,”’ 17; ‘* Bostonia VI,’’ 8. Tuesday, June 30, came up with light rain from the North-East by North. Racing started with little promise of any real tests of the boats, and there seemed even less chance of making a worthwhile selection for our Challenger to Gosport, where heavy winds are the general condition. Later in the fore- noon, however, the wind picked up and the second round was finished in short order. All resails were completed, which delayed progress of the races, but were necessitated by the fluky winds of the earlier heats. os Sherazade ’’’ found considerable difficultyin the soft ‘‘ spots’’ and dropped points quite rapidly. ‘* Blue Chip,”’ “* Commanche,’ ’ and‘* Lochinvar sailed well and came forward; ‘‘Westward’’ dropped behind slightly, while *‘ Bostonia VI’’ had stepped forward by lunch time. MARINE Many of the races were won only by the closest margins, ‘** Bostonia VI ’’ losing to ** Lochinvar ”’ in one race by less than 6 inches. By 3 p.m. a strong wind picked up and made the water extremely lumpy. and, while the wind did not exceed 18 miles an hour, better tests of models were possible, and Black’s model was able to take 41 points as against 8 for Monday. The wind slacked to eight miles by the end of the day. Standing at close of Tuesday’s racing: ‘‘ Commanclie,’’ 78; ‘* Blue Chip,’’ 77; ‘* Lochinvar,’’ 65; “Sherazade’’ 63; ‘‘Bostonia,’’ 49; ‘*Westward,”’ 43. Wednesday, July 1, opened with clear skies and a steady North-East breeze; later in the morning the wind increased, putting the skippers into a better mood, but the light weather boats had a decided advantage with the smooth water and moderate wind. At times the boards were so close as to cause considerable excitement among the many spectators. Spinnaker runs were regularly made without a stop from start to finish. As it had been decided to hold but six rounds, the event was over at noon and the prizes awarded. MODELS team to the International A-class Championship races, and I know our foreign friends will be happy to welcome them. May they bring the Cup to America —but—may the best man win. The total scores for the three days of racing follow :— Points ** Blue Chip ’’ (Bithell, Boston M.Y.C.) 98 ‘** Commanche “’ (Don Steinbrecker, Detroit) M.Y.G.)>-93 ** Lochinvar ’’ (Bob Buckley, St. Louis M.Y.C.) 82 ** Shenwazade *’ (Chas. Farley, Boston M.Y.C.) 75 ‘* Bostonia VI’’ (John Black, Marblehead M.Y.C.) 54 ** Westward V’’ (Archie Anoll, Cadalac M.Y.C.) 48 C. O. BROOK. Secretary, Eastern Division of the M.Y.R.A.A. 912, Broadway, Rensselaer, N.Y. AMERICAN These prizes were the gift of the Detroit News. Wm. Bithell was awarded the National Championship Cup and a replica for his permanent possession. All entries were given a silver plaque as a memento of the event. Wm. Bithell will represent the United States at Gosport, England, with John Black as mate. After the International races, Bithell and Black will sail for Hamburg, Germany, and sail before the officials of the Olympic Games, where Black’s wellknown 50-800 class model, ‘‘ Cheerio,’’ with Bithell as mate, will try to convince those officials that model yachting is a real sport and no child’s play. ** Blue Chip ”’ (Bithell, skipper; Black, mate) will also sail at Hamburg. Mr. Black will represent the United States at the meeting of the M.Y.A. The well-wishes of every man in the sport, both here and abroad, will, I’m sure, go with Bithell and Black—two keen, clean sportsmen. This is the first time America has sent a two-man 143 On July 4 and 5 a meet was held at Detroit, Mich. New York, Cleveland, Hamilton (Ont.), Toronto (Ont.), Milwaukee and Toledo were represented. The 4th was wet and no speeds worth mentioning were made. On the 5th P. E. Frazer made 32.9 m.p.h. with a new B-class boat, weighing 104 lb., and L. Beauchamp made 29 m.p.h. with a 74 |b. boat with a commercial engine | 1/6in. bore x 11/8in. stroke. The steamers made well up to and over 30 m.p.h., but seemed to have persistent bad luck, as everyone failed to finish. The Secretary of the Association is Mr. Edward E. Thorp, 4, East 53rd Street, New York City. Photo: “BLACK M.P.B.A. On July 21 the Association held its first meet of the 1936 season. In A-class, H. D. Brailsford made 25.6 m.p.h. with *‘ Ladybug,’’ a steam job. In B-class, E. L. Luke, of Washington, made 35.7 m.p.h., with his 104 lb. ‘* Wasp,’’ and ‘* Mrs. Frequently ’’ (Scholl Bros., N.Y.) made 30.6 m.p.h. In C-class, ** Atom 2nd “’ (A. Kimmel, N.Y.) made 21 m.p.h. HAWK *’—A-CLASS—THEO. Washington SCHOLL, WASHINGTON, D.C. Times 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. HOLDING CHAMPIONSHIPS ON SUNDAYS Dear Sir,—May we compliment you on your Editorial remarks regarding the holding of National Championships on Sunday. It is indeed just this. Sailed on a Sunday it is not open to all, This is certainly not right, and it is to be hoped that the M.Y.A. will not again agree to anything so unfair. Surely where Sundays intervene between appointed racing days and visiting yachtsmen from a distance want something more exciting than merely ** tuning up,’’ they can arrange—or the Home Club can arrange—a race for them independent of the National fixture. Yours faithfully, p-p. J. ALEXANDER & SONS, J. Alexander. Dear Sir,—Mr. Spendlove’s letter and your notice of the subject of the sailing of the National 10-rater Championship on the ** Sunday,’’ appearing in the July issue of MARINE MODELS, calls for a reply. It is not impossible to ascertain how many entries were kept away from the meeting because of Sunday sailing. At the moment, only one is known, that of Derby. That the information shall be obtained I have sent an enquiry, asking from all 10-rater clubs not represented to let me know whether their absence can be attributed to any objection to sailing the event on the ** Sunday.’’ Time has not allowed all replies to reach me so that I can deal with the matter as it deserves in the August issue. With your permission | will answer in detail all the aspects of the subject raised by your correspondent in the September number of MARINE MOoDpDELs. Yours faithfully, C. E. LEMON, Hon. Secretary, City of Birmingham M.Y.C., O.0.D. National 10-rater Championship, 1936. 33, Jaffray Road, Erdington, Birmingham. [We remind any readers who wish to write us on the above subject that discussion of religious and political matters is strictly barred from the columns of MarINE Moves. The above letters simply endorse our contention that the holding of National Championships on Sundays debars those who hold strict Sabbatarian views. Nor does it appear to affect the case how many or how few are thus prevented from participation.—EbiTor, M.M.] MODEL YACHT CLUB BURGEES Dear Sir,—I wish to extend my sincere thanks to the Editor of MARINE MoDELs, and the many club secretaries and members who have been so kind in sending me copies of the various club flags that I asked for in the March (1936) issue of this fine Magazine. To date I have three from the Scandinavias, 45 from England, eight from Scotland and one from Ireland. The panel is completed as far as I have the flags, though I have left room for many more, at the suggestion of one of the writers. It makes a most attractive decoration, and the interest has been keener than I anticipated. I feel that I have reason to be pleased with the panels, but more pleased with the fine spirit of co-operation and the many fine letters I have received from abroad, which I prize very highly. I hope I shall be able to get many more of these flags, and will, if the Editor of MARINE MODELS thinks it will interest the readers, have a photo- graph made of them for publication. Yours sincerely, C. O. BROOK. Corresponding Secretary, Deeper Hudson M.Y.C., 912, Broadway, Rensselaer, N.Y., U.S.A. [We should be glad to have the photograph re- ferred to, as we think readers would be interested. ] —EpitTor, M.M. S.M.Y.A. CHAMPIONSHIP ENTRIES Sir,—I am indebted to our revered Scottish Commodore for his frank admission that the restrictive rule peculiar to the S.M.Y.A. and unknown to the M.Y.A., ‘* has given rise to abuses, and is at present leading to intrigue and being made the hand- maiden of jealous, personal animosities that should not exist.’ It may not have occurred to the Scottish Commodore that the rule which has given rise to so much iniquity must be very bad, and it ought to be scrapped forthwith. Apart from the offspring of marine chefs, who have made sea-lawyering and rule-mongering a hobby, the desire of the Scottish clubs is to get on with model yachting with the minimum of interference from marine politicians. Yours truly, JOHN A. STEWART. gi