Marine Models: Volume 9, Number 6 – September 1936

§ -_ Ste -Ss—— INCO RPORATING Vol. IX, No. 6. THE MODEL Published on the Seventh of each Month YACHTSMAN September, 1936 EDITORIAL v ‘HE present issue of MARINE MOopeELs contains a full account of the British A-class Championship and the International Races at Gosport and Hamburg. Both are interesting and instructive. To the unthinking it might not occur that the most important aspect of international racing is its political significance in the promotion of international goodwill. For some it is not altogether an easy matter to win gracefully, but it is infinitely harder ta lose cheerfully. This is especially so in an international contest where competitors may be easily carried away by over-anxiety to do well. Thus it is infinitely more important for national representatives to be good sportsmen than superlative model yachtsmen. In this connection a word of appreciation must be recorded for Mons. H. Boussy and Herr Hans Siemsen. In the case of M. Boussy, there was a good yacht and a good skipper, who had spared neither time nor expense in his preparations. Yet inadequate facilities for sailing, coupled with inauspicious weather, robbed him of the chance to get his yacht in tune before coming to Gosport. For the few days before the regatta, M. Boussy rose at dawn and went out with his boat. Throughout the day he sailed and worked on her until darkness fell. His perseverance was rewarded when he got “ Altair” really going on the second day of the regatta, and had not lack of wind cur- tailed racing he might well have finished second instead of third. Throughout he showed a cheery optimism, taking wins and losses with a good humour that was irresistible. Herr Hans Siemsen was in different case, however, as his model was obviously outclassed, and to add to this he was dogged by bad luck that robbed him of more points than he gained. Yet he showed himself as a splendid sportsman, sailing on smiling and trying to gain points. He never once complained of bad luck, but showed obvious enjoyment of the racing and appreciation of any success that came his way. The crowd, quick to recognise a good sportsman, applauded his wins vociferously, and was overjoyed when at length Herr Siemsen managed to take a few points from “ Lady Nell.” One little incident in connection with the actual racing may be worth recording. The British skipper, by misjudgment, put his yacht off into the American boat, being immediately and properly disqualified. At the top of the lake he was joined by his second son who was acting as mate. Said Jones pére, “ Did you see what happened to me?” Replied Jones fils, “Yes, served you right!” Remarked Jones pere, “And that’s the way these lads talk to their old man! ” In accordance with the arrangement with the Norsk Modelseilforening, next year’s 146 MARINE International races may be held in Norway. This will provide a problem for the Council of the M.Y.A. in order to pick a suitable boat. We suggest that the first step will be to obtain from the Norwegian Meteorological Department records of wind forces for the last two or three years applying to the district where the new lake is situated, and also to ascertain whether the lake is fresh or salt water, and what its surroundings are like. If, as we anticipate, it is a fresh-water lake, and not subject to very hard winds, it might be advisable to consider the possibility of holding the British A-class Championship on an inland lake. So far only the seaside lakes of Gosport and Fleetwood have been used for these races. Undoubtedly this is to the advantage of clubs sailing on salt-water lakes, as models tuned up on fresh water sail on a shorter waterline when transferred to salt. We have more than once suggested that this should be met by the inclusion of a clause in the rules for a compensating weight to be removed from boats when sailing on fresh water, and added when sailing on salt. This would cause models to sail as measured under all conditions. Another point to be considered is whether by always sailing the A-class Championship on seaside lakes, we are not deliberately encouraging a heavy weather type, and, if so, is this in the interests of the sport? During the Gosport Regatta a matter of great interest to all model yachtsmen throughout the world was raised. In 1927 the International Model Yacht Racing Association was formed. It adopted the Y.M. 6-m. class as the International Model A-class, and the Model Yachting Association’s Sailing Rules as the _ International Model Sailing Rules. The members were Belgium, France, Germany, Latvia, Norway, U.S.A., and Britain. The International Cup (presented by the proprietors of the Yachting Monthly) was placed under the control of the I.M.Y.R.A., although it was actually the property of the British M.Y.A. After some years it became increasingly difficult for the Secretary of the I.M.Y.R.A. to get any replies from secretaries of the various national bodies. This was in some cases due to inattention on the part of secretaries, and to some extent to political and financial troubles on the Continent. MODELS Ultimately, the then Secretary reported to the M.Y.A. that he was unable to carry on. Accordingly the M.Y.A. decided in future to treat the I.M.Y.R.A. as a non-existent body. Later the donors of the Y.M. Cup were asked to authorise an entirely new Deed of Gift. By this the control of the Cup was vested in a new Permanent Committee (all British). At the meeting of International Delegates before this year’s races, a strong desire was expressed that the I.M.Y.R.A. be revived, but without any financial liability to countries concerned, each of which shall be responsible for the translation and printing of rules in its own language. Further, the American representatives, backed by the German, expressed a desire for the adoption of the Marblehead 50-800 Class as the International B-class. We trust that it will be found possible to get the I.M.Y.R.A. going once more. It is obvious that if our sport is to become worldwide it must have a properly constituted International Authority in which all nations have equal power. Further, this body must control rating and racing rules for international competitions. | What each country does in internal competitions for its own nationals is its own affair, but all inter- national matters should be internationally controlled. This appears logical but in practice there are certain difficulties. Model yachtsmen have usually neither time nor funds for very extensive travelling, and to send a team abroad to compete in an international regatta is usually as much as national bodies can afford, so that I.M.Y.R.A. meetings are unavoidably comIt frebined with international regattas. quently happens that the men sent to sail are not the same as would have been selected as national delegates to a meeting of the I.M.Y.R.A., and consequently they have no proper instructions. | No doubt this can be overcome by proper forethought on the part of national authorities and with the goodwill of secretaries who must give prompt response to the I.M.Y.R.A. secretary. We hope in due course to receive an official report from the Secretary of the International Meeting, but in the meantime we tender our good wishes to all those who are trying to get the I.M.Y.R.A. once more into working order. Sl ee a Es pe ; Lamy ck yea he | lL \ | 7% Bh i gEs2 D HEA BLE MAR S CLAS 50-800 “POCAHONTAS” = =oe sy Desianen W.J. DANIELS. aa oe Lines reproduced a quarter of full-size. id a SUPPLEMENT TO VoL. IX, No. 6. _——— ee oe SAIL AREA. JiB i” Sa MAIN 395 x 10-5= 208 54-75% 21:0 = 575 733 be 3 LBs. n (4x Ling i>] KEEL c LEAD al- DisPLACEMENT Lean cm _—— iS Sy | Full-size Blue Prints obtainable from MarINE MODELS Offices, price 20s. post free. To face page 146. SUPPLEMENT TO VoL. IX, No. 6. CARGO LIGHTER OR OIL BARGE- To face page 147. 2 LL) TZ ef = SSS = | — E —7 ————_ fr a f ee 6 5 \ oe | | ee ee ee ee 7 LARD – Se 4 3] | ql | 2 BOLLaRD | Room \ | TCH BOLLARD HAND WINDLASS / Y f | MARINE MODELS 147 A MODEL CARGO LIGHTER OR OIL BARGE By ATLANTIC UGS are deservedly popular among builders of working prototype models. In spite of this one never sees one of the sturdy little vessels run under working conditions. | Usually they are run without tow as if they were on passage, yet their real business 1s towage. Just occasionally as a “ stunt’ a model tug may be used to give a pluck to a loaded rowing boat, and we have also seen a model tug tow a model liner. But as, owing to difference in scale, the tug was at least two-thirds of the size of the liner, the effect produced was absurd rather than realistic. The present article and accompanying plans are published in the hope that model tug-owners may be induced to build a scale tow, and thus give their sturdy little ships an appropriate job of work to do instead of running them perpetually idling. The plans shown are those of an oil barge based on the design of an actual vessel—the original was a 250-ton barge with a length of 110ft., and a beam of 13ft. She would be used for carrying crude oil, for oiling ships and similar purposes. Her size and form would make her suitable for use in open roadsteads and river estuaries, or even for coastal towage. She is flat bottomed with internal keel, the stem and sternpost being as shown in the plans. The lines are reproduced here on a scale of 1/12in.=1ft., so they can easily be scaled up to any appropriate size. panionway with scuttle over it. The stovepipe will be seen on the starboard side. No side ports are fitted to the ship, but it would not be amiss to fit a skylight over the crew’s quarters. The rails shown extend round the ship and would be fitted when the barge is used for open-water work. None would be fitted for sheltered waters. The iron steering wheel actuates the rudder through gearing on the. rudder head. The hull and decks of this barge would be steel and all fittings iron or steel. Any brass fittings are entirely out of place on a craft of this nature and everything should be painted. As the bargee is fond of bright colours this gives the modeller a chance to make a cheerful show. The hull should be black or dark grey, as also the decks. The tank coamings could be yellow, brown, red or green; the The comtank tops brown, red or grey. panion could be yellow or brown; wheel, bollards, etc., green or red. The inside of the bulwarks forward and aft could be white, yellow, light blue, or even pink. This design should be a very useful one to the modeller as it is highly adaptable. The size can be varied for barges of different ton- nage, and in the smaller sizes a tiller could be substituted for the wheel, and the anchor davit and windlass omitted. In order to build this design as a cargo lighter, all that is necessary is to make the side decks narrower by moving the coam- On the fore-deck is fitted a hand windlass of simple pattern with two handles. There is also an anchor davit, while the anchor itself is unstocked and stowed on chocks on the starboard side. There is a chainlead in the starboard bulwark near the anchor davit. The chain locker is in the fore peak, and the cable passes down into it through a chainpipe near the windlass. The forepeak itself acts as a ings outwards and substituting either hatch covers or even open hatches for the tank tops. It would probably be correct to make a single large hold but this would depend on the size of the lighter subject to the purpose she is Amidships between the tanks is the pumproom with a heavy oil pumping engine. Access to this is obtained by a hatch with lights. The afterpeak contains accommodation for the crew of two men—skipper and engineman—and is reached through a com- loaded waterline, and, as it would mean add- store for spare warps, etc. intended for. In any case the pump-room would be eliminated unless she is either an oil barge, water boat or similarly used for liquid cargoes. The design shows the vessel on her proper ing extra ballast to the model, there is no object in making the hull very light, as even with very little ballast she would be perfectly stable as there is practically no tophamper. The modeller could, therefore, build her \ a | ! a 148 MARINE MODELS iH bread-and-butter fashion and the inside could practically be left in the steps. If a metal hull is built, inside lead ballast must be added. A very realistic coal lighter could be made by leaving the hatches open and putting a piece of wood across just below them. Varnish this thickly, and sprinkle with coal dust and a few small pieces of coal. These will stick nicely on the wet varnish. If you are making a coal lighter, remember the deckwork will not be too spick and span. By making the rudder stiff, or even a fixture, in the pintles, straight steering can be assured, and suitable watercord used to simulate the coir tow-rope. With a little adaptation aft these lines could be used for a model of an oil-engine driven barge. Practically the only alterations needed would be to the rudder and the sternpost, where the propeller opening would have to be provided. The exhaust of this type of barge is usually turned up a short funnel, so a steam plant could easily be used. The engine being aft, the crew’s quarters would be forward. Either a shelter for the steersman, or a wheelhouse could also be provided, but be careful not to over-elaborate this, and follow a prototype vessel. If the model were made into that of a slightly more elaborate vessel, a single mast forward with a cargo derrick could be fitted. A boat would probably be carried and at sea this might be lashed on top of the cargo hatch, being hoisted out on the derrick as required. This derrick might, on occasion, also act as a boom for a loose-footed leg-o’mutton sail set to steady the ship in a beam wind, and she might even carry a staysail as well. If used, these sails would be tanned almost black. If rigged this way, the heights of the foredeck and poop might be increased somewhat, and a single large hatch fitted amidships. The engineroom aft could have a big fiddley over it, which would provide ventilation for the engineroom. The crew of a Diesel-engined coastal barge is three or four men—skipper, mate, engineer and cook. A still larger barge, say, 300-400 tons, might have a more elaborate structure aft, but the hull lines aft would require further adaptation though forward would remain much the same. When loaded these barges float at the waterline given on the plans, but enginedriven barges, when running light, often have their forefoot out of the water. The modeller, however, is advised not to run his model in this trim, as she will sheer wildly. Although the writer has indicated how these lines can be modified to produce various types and sizes of engine-driven barges, the main object of their publication is to enable owners of steam tugs to build dumb barges for towing purposes. Often tugs have quite a string of barges in tow. In smooth water these are frequently towed in pairs lashed abreast, and a tow might be four barges lashed in two pairs, six in three pairs, or even eight in four pairs. In open water one, two or three barges would be sufficient, and they would be towed astern of each other, and not in pairs. One advantage of towing in pairs on a river is that it reduces the length of tow, particularly when entering docks, turning athwart the stream, or otherwise manceuvring. OUR NEW 50-800 DESIGN TA expressed desires of the M.Y.R.A. of America and the Deutsche Seglerbund, as voiced by their representatives at Gosport last month, to adopt the Marblehead 50-800 class as the International B-class, must arouse considerable interest in these models both in Britain and overseas. Undoubtedly many model yachtsmen prefer a comparatively small, light and inexpensive boat to a very simple rating formula which all can understand, to larger, heavier boats and more complicated formule. This rule gives very considerable liberty to the designer, and in the design of ** Pocahontas,”’ reproduced as a supplement to this number of MARINE MopbELs, the talented British designer, Mr. W. J. Daniels, has given us a most shapely little yacht, which should be capable of holding her own with other boats of the class. The design is one in which sailing length will be gained very rapidly and at speed she should use Moreover, as she heeled nearly her full length. she would rapidly increase in stability, and should At low speeds in have good sail-carrying power. light winds, she would present a small wetted surface, and be very easily driven. This combination of qualities should make her a very good allweather boat. : In appearance she is a typical Daniels design, suave and finished, showing a characteristic section and profile. The sailplan is moderate and efficient, but she would carry a higher plan if desired. She is beautifully balanced, and should handle remarkably easily. : The lines are reproduced one-fourth of full-size, but full-sized brown-line prints can be obtained from the MARINE MopELs offices for 20s. post free. This model was designed specially for readers of this Magazine, and boats built to it have been most satisfactory. MARINE MODELS 149 PETROL ENGINE and HYDROPLANE TOPICS By J. B. INNOCENT (Continued from page 127.) Readers will congratulate Messrs. Innocent Bros. on their fine achievement with their famous model hydroplane “ Betty,” which on August 23 broke all World’s Records by travelling 47 m.p.h. on a 600-yards course—EpIToR, MARINE MopELs. «i ate season that is now completing has seen a definite advance in the speed of our hydroplanes. This improvement has been by no means confined to the acknowledged leaders in the game, but the speeds of those boats taking second and third places in the regattas has often been disappointingly low. If one enquires of the owners of these craft, it usually comes out that the boat has travelled considerably faster but is unable to produce its best on demand. In addition to this failing in our races, the past season has seen an undue number of complete failures and of boats limping home as if they were cruising instead of racing. The cure for these three types of failure is almost invariably to be found in the improvement of the detail work and auxiliary components of the plant, and rarely in the engine itself. That it is possible for the engine to vary is, of course, admitted, but as there are only three points which need watching, this should not occur. The three points referred to are the tappet clearances, the amount of oil in the engine, and the gas-retaining joints connected with the head. The home of trouble is in the bits that supply the gas to be burnt and the sparks to start it burning, and it is strange to note how often these all-important bits and pieces show workmanship that is really poor when compared with that in the engine itself. In fact it often looks as if the builder has rushed these items through anyhow, in order to see his motor turning over under its own power. Some time back I advocated the use of commercial contact breaker arms, and [| still consider that this is the logical way to avoid unnecessary trouble, but this is not the be-all and end-all of getting sparks. In the mounting of the arm, attention must be paid to the question of spring tension, which should be as near as possible to that intended by the makers and certainly not less. The back plate that carries the arm together with the fixed point is an all-important matter, for if it is not sufficiently rigid it will tend to flex when the cam tries to open the points, and ignition will become erratic. Inaccuracy of operation can sometimes be traced to the pin on which the arm works, due either to excessive tightness of the bearing or the reverse, or to the pin being poorly fitted in the back-plate. Insulation of the fixed point ought really to be done with mica, but ebonite is an efficient substitute, whereas vulcanised fibre is nearly useless, owing to moisture absorption, and should be avoided. It is an unfortunate fact that the action of the contact breaker cam tends to retard the spark-setting, and very often succeeds in doing so. To avoid this a definite lock should be provided so that things cannot shift. If a dashpot is used to advance the spark after the boat has gone away, this trouble is completely avoided. Personally, I have never had trouble with either the H.T. or L.T. leads, but it is by no means unknown. Usually it is the H.T. that gives trouble by failing to insulate the sparks when it is damp so that they never reach the plug. It is a sound idea to encase the normal H.T. lead in a rubber tube, from the coil to within an inch or so of the plug, and to sheath the coil itself in rubber so that water cannot reach it. When leakage is taking place through dampness it is often impossible to see the spark jump anywhere because no actual spark occurs as the film of water is capable of carrying the current. It is the effect of water that accounts very often for the spark deteriorating to an extent sufficient to cause slowing of the motor and misfiring without actually causing stoppage, whereas it is the battery that is usually blamed. Leakage is rarely experienced on the L.T. side, but if unduly fine wire is used or any of the joints, including the switch, are bad, sufficient resistance can be set up in the circuit to drop volts which should be dropped across the coil, and the sparks are therefore poor. ay —— rere es —e Soaps SSS 1 i ‘ 150 MARINE As water can assist the flow of the H.T. current away from its appointed path so can it prevent the correct flow and stoppage of the L.T. if it finds its way onto the contact breaker. Water cannot carry a lot of current so the contact becomes poor and if it is present in sufficient quantity it will bridge the gap and permit leakage through the coil, when no current should be flowing. Another unfortunate effect of water is that it assists a kind of oxide deposit to form on tungsten points, which results in inferior sparks even when the points look all right. Oil on the points is another source of annoyance, for it is a good insulator, and also gets burnt to carbon by any sparking which occurs at the break. Should it be found impossible to keep the contact breaker spindle oil-tight, trouble can be avoided by fitting a thrower disc and mask so that the leakage is caught and kept from causing trouble. Trouble is the gas department is, | am afraid, very often due to bad adjustment as well as workmanship and design. Flooding of the carburettor is certainly less prevalent, but is by no means unknown. If an engine does not vibrate unduly, any flooding which occurs is almost certainly due to an inaccuracy in the float chamber, probably in the needle. If the needle is not made in one piece it should be made of bits that fit together correctly before soldering so that the cone cannot possibly be lop-sided to the stem, and remember that the cone angle needs to be fairly acute, that is to say, not more than 45 degrees. The pressure under which the petrol is fed should be kept as constant as possible, and is very delicate if top-feed to the float chamber is used. As I have already pointed out, excessive pressure can cause a bottom-feed needle to lock, but, provided the float is attached to the needle, so that they move together in both directions, it is unlikely to occur. Starvation of petrol is by no means unknown, and small pipes and filters should be avoided. The flow from the feed-pipe should be quite full and free, and if it is not, a larger pipe should be fitted, or the obstruction removed. Air locking of the feed-line can be avoided by ensuring that the pipe has no downward bends in it between the tank outlet and the carburetter. If the flow is good with the boat stationary, yet starvation is experienced with the boat running, the possi- MODELS bility of centrifugal action in the tank and float chamber should be investigated. Choked jets are rather rare now that filters are practically universal, but when making a variable jet it is as well to keep an eye on this point. An ordinary plain jet for a 30 c.c. engine has an extremely small hole in it, and when this is replaced by an anular ring formed by a larger hole with a taper needle in it the width of the ring becomes minute. It is therefore quite easy to get a section of the ring jet blocked off by a piece of matter sufficiently small to pass through the plain jet. The possibility of trouble cannot be completely avoided, but it can be reduced by keeping the size of the hole as small as will still permit of some variation by the needle. Whilst on the subject of variable jets, I should like to emphasise the fact that, once the motor has been persuaded to run, the jet should only be adjusted on running test against the watch, and should not be varied to start up. Once the optimum setting has been found it should only be varied according to atmospheric conditions, or to suit a change of propeller. If a carburetter is used that is devoid of compensation, it will be necessary to use a larger jet setting to keep the motor running with the boat stationary and the strangler open, than is required when moving. Some attempt should therefore be made to obtain sufficient compensation to keep the motor running when loaded down with the carburetter set for full speed. If automatic compensation is unobtainable, a dashpot fitted to the strangler or to a barrel throttle will solve the problem by providing mechanical compensation instead. The heaviest load appears to occur as the boat begins to move, as any cavitation which was taking place with the boat standing usually ceases, and the propeller gets hold of the water completely. Failure at this point is by no means uncommon, it is usually due to the load and petrol starvation caused by the acceleration of the boat. This type of starvation can be cured by placing the float chamber in front of the jet, which also ensures obtaining a somewhat rich mixture, which is what is wanted when an engine is accelerating violently. It is still practically universal for boats to be started up on the bank and the engine speed kept down until the boat is got into the water. This treatment is by no means help- MARINE ful to a motor, for if the engine speed is controlled by a strangler, as is usual, the rich mixture will tend to deposit petrol in the engine. This results in the oil being washed from the cylinder walls, and in actual dilution of the oil in the crankcase in many cases. Another effect is that petrol is deposited on the plug, which is not yet hot enough to handle it. If the strangler is replaced with a throttle, matters are improved, as the excess of petrol is avoided, but the increased suction in the cylinder will tend to suck oil past the rings and the plug suffers accordingly. This last difficulty can be avoided, as a rule, by opening the throttle sufficiently to permit the motor to run at a fair speed. Pilot jets do not help at all, and are certainly not worth the trouble of making for a racing engine. Such jets are only usable at low r.p.m. and negligible power output, and as these are the conditions that cause oiling up, they should be avoided as much as possible when handling a racing engine. Certainly the riding of hulls is much improved, and I am rather pleased to note that this is largely due to people ensuring that the section of the hull which meets the water first is the widest. Another reason for this im- provement is certainly due to more accurate hull shapes and the maintenance of this initial accuracy by the use of thicker coverings for the planing areas. Bouncing has been cut down by a genera l reduction in plane angles, but it is as well to remember that if your motor is only capable of propelling a boat at 30 miles an hour, planes which would be too steep at 40 may well be used. If the hull is designed for too high a speed there is considerable likelihood of it being a trifle slow at its running speed, owing to excessive drag. I am not advocating the use of really steep planes for they make a boat generally unmanageable, but pointing out that it is quite easy to go too far in the opposite direction. There is a point of design with low angle planes that has not been receiving sufficient attention. It is essential with fine angles to curve the plane upwards fairly early, for if this is not done there is excessive area offered to the water. This failing is accentuated if the back plane tends to lift off the water before the front, for in these circumstances the front plane can be deprived of all angle of attack so that the recovery is sluggish and sometimes completely non-existent. MODELS 151 It has been my experience with “ Betty ” that the faster we go the more the back plane tries to lift without the front. Shifting weight about is impossible as everything is as far aft as we like it to be from other considerations and the difficulty has been overcome by progressively increasing the amount of underdrive by the propeller. If a hull tends to run on one side, even though it is true, two possible causes should be investigated. They are the effects of torque reaction from the propeller and centri- fugal action due to the turning of the boat. Torque reaction must always be present to some extent, but if a small high-speed pro- peller is used it is of no great moment, and, in any case, does not vary in line with the speed. This force should be balanced out by moving weight about inside the hull. The second cause is more common now that speeds are so high. It is brought about by the line anchorage point not being in line with the lateral centre of gravity when the boat is in motion. The cure is either to raise or to lower the line-plate according to whether the inner or outer chine tends to lift until the hull stays flat, even when bounced clear off the water. Of course if the boat bounces sufficiently to bring the top of the propeller clear of the water you won’t cure the result by moving the line-plate. Porpoising, 1.e., regular but uneven lifting of the hull is usually due to excessive lift on one or both planes caused either by angle or area. If it is really bad the only cure is a new hull, but more moderate cases can often be dealt with by attention to the fore and aft location of weight. A boat is always more prone to this trouble if the weight is concentrated in one mass, so an effort should be made to spread it out. The idea is still prevalent amongst theorists that the fore-and-aft centre of gravity should come midway between the two supporting surfaces. In practice, however, it is almost invariably found that the best place is much nearer the front plane than the back, and in the case of one boat I used to handle it was necessary to get it nearly two inches for- ward of the step before stability was obtained. When writing about the obtaining of good sparks earlier in this article I said nothing about sparking coils, but as the excellence of (Continued at foot of page 152.) MARINE MODELS (Continued from page 124.) i% HE engine whichI illustrate this month was designed by Mr. E. Godfrey, of the Victoria M.S.C., for his tug “Joan.” Although an expert model builder, on this occasion Mr. Godfrey required a simple, reliable engine that could be quickly, easily and inexpensively built, and in consequence this design is most suitable for the beginner to try his hand on. This is not a commercially-produced engine, and so sets of castings are not available, but this should not present any real difficulty If the as only two castings are essential. instructions given are followed, the necessary patterns can easily be made up and any foundry will do the rest for a very small sum. The engine in question is a double-acting, single-cylinder slide-valve engine, 15/16in. bore by 3in. stroke. “Joan” is rather a hefty model, and this engine would handle a boat up to 5ft. overall comfortably. For the benefit PETROL ENGINE AND HYDROPLANE TOPICS (Continued from page 151.) one particular coil has recently been brought to my notice I ought to mention it. The coil in question is the armature unit of the Villiers flywheel magneto. Its ability to produce really good sparks on the current from a 4-volt accumulator is remarkable, and as neither the current consumption nor the weight is unduly high, it is an attractive propositicn. Being a good coil, it is by no means cheap, but sound, second-hand ones can often be obtained from the people who specialise There is one in used motor-cycle spares. drawback to contend with connected with the attachment of the necessary cables, and par- of regular readers of this Magazine, I may mention that the boiler, published in the June issue of MARINE MODELS, would be quite suitable to steam this engine in a boat of this size. For smaller craft the sizes would have to be reduced proportionately. As will be seen from the drawing, the main frame of the engine comprises the bedplate, pedestal and steam-chest all in one. The main bearings are also comprised as they form part of the pedestal. The crankshaft is of the overhung type, and so is the cylinder. The overall height is low and the centre of gravity carefully kept down. Some purists may consider that this engine could be improved in design. Whilst in one way I must agree that this is so, it cannot be denied that these refinements could only be effected by sacrificing the extreme simplicity which forms the keynote of the design. As, moreover, this engine functions most ticularly so with the high-tension side. The H.T. connection has to be made to an exposed piece of metal, and this should be done by soldering a piece of H.T. cable to it, which has already been tinned. There is some chance of damaging the coil if it is made too hot, but this can be avoided by using a hot, clean iron whereby the surface of the metal can be brought up to solder-heat without heating it After soldering, the joint right through. should be encased in Chatterton’s compound. Encasing this coil with a rubber tube, as suggested earlier, will remove any possibility of trouble. Next month I am due to start on the really accurate machining of complicated engines, and anticipate publishing more than one article on this matter. (To be continued.) MARINE efficiently and does all that can be expected of it, the designer is to be congratulated on effecting his ends by such simple means. In making this engine, only a minimum of simple lathe-work is involved, and almost all silver soldering can be avoided. The first step is to make wood patterns for the main frame and cylinder. For the benefit of those who have not yet tried their hands at this, I may explain that metal is cast in a sand mould, which is always made up in two halves. In order to make the pattern easy to withdraw from the sand without disturbing the sand itself, the pattern must be made with sufficient draw. The term “ draw” requires a little explanation, though once one has grasped the idea it is simplicity itself. Let me try to make this clear. Suppose one wishes to have a casting made of a rightangled bracket. Now if one makes up the pattern with the internal angle as a sharp right angle, it will be impossible to withdraw it from the sand. If, however, the corner is rounded off the pattern can be withdrawn. So in making up the pattern for the frame, the internal corners against the webs will have to be rounded off and external flange (rim or MODELS 153 whatever you like to call it) nicely tapered away. Draw 1s therefore really taper to allow the pattern to be withdrawn from the sand easily. One additional benefit from leaving a little radius on corners is the additional strength this gives to the casting. All metal shrinks as it cools off, and a little extra must be allowed in the pattern to cover this and machining. Shrinkage in gunmetal castings amounts to about icin. per foot, and yxin. must be allowed on each face for machining. The wood pattern for casting the frame can be built up quite easily. The web can be cut of {in. wood, ignoring the opening for the eccentric. The base which forms the bedplate of the engine can be cut of xin. wood, and the edges thinned down to about tin., thus giving the necessary draw. The straight side of the pillar can be made of in. wood, and the edges slightly tapered off. The curved side presents a little more difficulty, but can be made of three-ply. This curved side can be about szin. thick, and is about 3in. wide, but broadens out to about 3in. in the way of the hole for the valve rod. If this does not bend readily it can be heat-bent to shape. Photo: “JOAN ”’ (E. Godfrey, Victoria M.S.C.) L. J. French. 154 MARINE To bend this, it is not necessary to expose the wood to great heat. It can be bent over an electric soldering iron or anything similar. The bosses at the ends for the shaft housing can be pieces of dowel rod, and where this passes across the web the dowel can be halved and thinned. The steam-chest can be put on top of the column as a solid block of wood. The whole is pinned and glued together. When the glue 1s set, the internal angles can be given a nice radius with plastic wood. Finally, cut the web away to form the opening for the eccentric. The wood pattern for the cylinder had better be made of hardwood, as it will have to be turned up in the lathe. This pattern will be made in two parts—the cylinder and the steam face. The latter has its face carved out to fit the cylinder, to which it is pinned and glued. Now, as previously mentioned, the mould is made in two parts, and the moulder uses a core in order to get the bore through the casting. The pattern for the cylinder is therefore made solid and an extra bit of wood is left These extra bits are turned on each end. down to the size of the cylinder bore (less allowance for finishing) and are known as the “core prints.” When the sand is moulded to the pattern, these leave ledges in the moulds on which the moulder places the core. A drawing is given, which shows the cylinder pattern with the core prints. The core prints should be about 3in. long. The reason the core prints are made undersize is to get an undersized hole and thus permit the bore to be finished to the desired size. For a bore of 15/16in. the core can be #in. In order to get the casting smooth, it is very essential to glasspaper the wood to a high finish, but this is not sufficient in itself as the al cal! LL ~ PATTERN FOR CYLINDER CASTING MODELS sand is damp and the moisture will cause the grain in the wood to rise unless it is protected. The pattern should therefore be painted, or, better still, varnished. The modeller will, no doubt, take the patterns to the foundry himself, when he can explain which is the core print, but it is an additional precaution to paint the core print a different colour, say, red, to avoid any misunderstanding. The frame and cylinder will be cast in hard gunmetal. On receiving the castings from the foundry, the builder can start by cleaning up the frame casting. Start by filing the base dead flat. Take care in doing this to get this absolutely square with the column. For the benefit of new readers of my articles, I would impress the importance of using a surface-plate for this job. Now a surfaceplate is an expensive item, and a piece of plate-glass forms a cheap and perfect substitute. In order to save trouble, it is important that the remaining operations of finishing the frame be carried out in proper order. If the casting has twisted or distorted, it may have to be bent straight. File the edges of the bedplate up square. Next place the casting on the face-plate, and, with the scribing block, mark the horizontal lines for the centres for drilling the main-shaft bearing. The casting is now placed in the lathe. This can either be held to the face-plate with dogs, or, if the worker does not possess these, he can sweat the casting firmly onto a piece of steel plate, about vsin. thick or thereabouts. Holes can be drilled through this plate, and hefty bolts used to secure it to the face-plate. Scribe in the vertical lines for the centres of the main-shaft bearing. Centre up on the top boss of the casting, and support on the back centre. Face off the top of boss to the exact overall height and turn up the outside. Next face off the outside top of the steam-chest to the correct height. Without removing from the lathe, file the two side faces of the steamIf the pattern chest approximately square. has been made amply full at this point, there will still be plenty of metal left when we come to square these faces up exactly, but they have to be filed down approximately first in order to give us a starting point to get the four sides square. MARINE On the sides scribe vertical lines for the faces of the front and back of the steamchest, and file down exactly. When this has been done, lines can be scribed on the front and back, and the sides finished off exactly. File the bottom of the steam-chest square also. By the way, I have spoken throughout this description of vertical and horizontal lines. I have done this to avoid confusion, as the casting starts upright on the face-plate, and it then goes sideways in the lathe, so I have not changed the description, but by vertical and horizontal I imply throughout vertical and horizontal when the engine is standing upright in its normal position. Drill the hole tapping size for the valve spindle packing gland. Then run a smaller drill down for the valve spindle, and, finally, a smaller drill still for the tail-end of the spindle. The tail-end of the spindle, by the way, is the core size of the thread on the spindle itself. Before removing the casting from the lathe, the vertical lines for the steam-chest orifice should be scribed. In case the beginner is in doubt how to scribe these parts, I may mention that it is done with the scribing block, using the bedplate of the lathe, or any other suitable surface. Failing this, it will probably be possible to place the plate-glass sheet in a convenient position on the bedplate. When a line has been scribed on one side of the casting, the scribing block can be transferred to the other side and its opposite number put in. If a half-turn is given to the work the lines can be duplicated, so that each face is completely marked out and there is no question of the lines being exactly spaced out from the centreline. In order to gauge the exact half-turn the centres of the main shaft can be used, and it will facilitate this if a little gauge is made up to show the dead-centre height. This need be nothing more elaborate than a wire nail with the point bent over at right angles and sharpened. By this means the outer faces of the steamchest block are lined up and squared exactly. Whilst it would not be of major importance if the cylinder were a little offset one way or the other, it is of vital importance for all the bits to work dead square with the shaftline. The orifice for the steam-chest has to be made. The best way to do this Js to drill a row of holes all the way round as closely MODELS 155 spaced as possible. To be ideal these should just impinge on each other so that after drilling the block of metal practically falls out. A drilling machine is a great help for this job, but, failing this, the worker should use his lathe, supporting the work with a pad on the back centre. The small pieces of metal between the holes should be cut through with a jeweller’s saw. On no account attempt to chisel the metal out as this will distort the steam-chest all ways. Finally, file the hole out clean. In holding the work in the vyce, care must be taken not to distort the steamchest by using too much pressure. Now for the main-shaft bearings. Put one of the marked centres for the bearing on the back centre of the lathe and drill out the other end. The casting can be steadied with the slide rest. Gunmetal is nasty stuff to drill, and the cutting edges of a twist drill (if one is used) should be ground back like those of a straight-fluted drill. Be careful at the moment when the drill is just breaking through. After drilling, the hole is reamered out to exact size. Drill oil-holes in each half of the bearing, and the holes for the holding-down bolts of the base. Also make the opening for the rod actuating the valve. The cylinder can now be dealt with. File one end reasonably flat, and, using this as a base, clamp the casting to an angle-plate mounted on the face-plate of the lathe. Face off the port face and remount on the angleplate. Bore the cylinder, giving the bore a glass finish, but be sure that you are boring it out parallel. Remove from the chuck and put in a piece of spare metal. Turn this down until the cylinder can be pushed onto it so that it will act as a sort of mandril. The metal should be turned down reasonably smooth so that it will not mar the surface of the bore. Face up one end of the cylinder and turn the edge down. Reverse the cylinder and do the other end. Drill out tapping size for the exhaust pipe and follow this up with a din. drill, as shown in the diagram of the section behind the port face. Mark out the port face for the ports. The slots for the ports can be cut with a little rotary milling cutter. The steam passages can be drilled out. There are two holes to each steam port, and care should be taken not to overshoot the mark and go through 156 MARINE MODELS < A stop put on the into the exhaust port. drill will obviate this possibility. If the bore of the cylinder has been turned out with light cuts and a well-honed tool, this will only need polishing with French paper wrapped round a piece of wood. The wood can be held in the chuck and turned down, so that when the paper is put round it fits the cylinder. The cylinder is held in hand during polishing. A very little polishing should produce a good surface. The cylinder covers can be either castings or turned up from a piece of brass rod. There is nothing much to note about these except to draw attention to the long spigot on the lower one to take the circular crosshead guide, which is screwed onto it. The piston can likewise be either a casting, or turned up from a piece of brass rod. The advantage of having castings for these is that gunmetal rod of this size is not so easy to get, and, by having castings, these parts can all be Brass will serve, but gunmetal gunmetal. wears better. The piston has a groove round it for the packing, which is shown in solid black on the drawing. The piston should be a good fit in the cylinder, but perfectly free. The ideal is for the piston to work even without any packing. Before making the piston-rod and crosshead, the crosshead guide should be made. The guide either can be made from a piece of really stout gauge tube, or turned from the solid, or, alternatively, cored stick metal can be used. The latter is obtainable in gunmetal or phosphor-bronze, and is used for making up bearing bushes. bs é, i i ' The tube is cut away, as shown on the illustrations of the engine, leaving just the bearing surfaces for the crosshead. The upper end of the guide can either be screwed onto the spigot on the cylinder cover, or can be made a good fit for it, and fixed by means of three grub-screws, equally spaced round it, It and between the cylinder cover bolts. makes a better job to screw the guide on, but this is by no means easy for the beginner. The piston rod on Mr. Godfrey’s original engine is in one with the crosshead, as shown in the drawing. This is best made of rustless steel, and if the worker has any difficulty in getting a suitable piece of material, it can be made up in two parts with the piston rod screwed into the crosshead. In fact, by doing it this way a considerable amount of time could be saved. The connecting rod can be turned out of a piece of bronze. The crankpin, crankweb and main-shaft call for no comment. The flywheel is secured with a grub-screw, as shown, and can be fitted with two driving pins, or any other suitable form of connection. The eccentric strap must be made up before the eccentric itself. Cut this from a piece of bronze, I4in. x lin. x tin. Cut this across for the halving of the strap, sweat together, and bore to size with a 9/16in. hole. CYLINDER ASSEMBLY, SHOWING CROSSHEAD GUIDE, ETC. The eccentric has a collar at the side to carry the grub-screw that secures it to the main-shaft. | When the correct setting has been found, a dimple can be put in the mainshaft for the grub-screw. The eccentric has two flanges to keep the strap tracking, so the eccentric must be turned from a piece of mild steel of sufficient diameter to allow for these. Start by facing up one end and cut off sufficient length just to allow for facing up the end of the collar. Mount the steel on a piece of steel-plate by sweating, and use this to hold it on the face-plate. Turn down the drum of the eccentric with its flanges, using the strap as a gauge for the size. Now the work has to be set over for the collar It will be seen that the valve in the drawing is shown slightly away from the port face. Actually the valve can move forward on its spindle and the pressure of steam behind it keeps it hard up against the port face. The valve spindle is threaded and has a nut. This nut is a square one with the face toward the port face filed away, as shown in the drawing. The nut should be a good fit in the slot. This, of course, serves to adjust the valve. A few words as to the relation of the valve and the ports may help the beginner to get things right. The exhaust port is wider than the steam ports and the bars between the ports themselves, must be a shade wider than the steam ports. The valve must be square to the ports so as to shut off right across the port at once. The exhaust cavity in the face of the valve should equal the distance between the lower edge of the upper steam port and the upper edge of the bottom steam port. The actual face of the valve should be equal to the distance between their outer edges, plus a small lap above and below, not exceeding about a third of the width of the steam ports. The amount of lap given to the valve is in direct relation to the travel of the valve, which, in turn, is governed by the amount of offset of the eccentric. The amount of travel is twice the port opening, plus twice the lap. THE COMPLETE ‘* GODFREY ’’ ENGINE The only other part of the engine that calls for any particular explanation is the slide- valve itselt, It will be seen from the draw- ing that the setting of this is varied by means of a nut on the valve spindle. The slide-valve is made from a little block of gunmetal or bronze. Start by making the square hole in the face. This can be bored in the lathe first and the corners chiselled out. It is then shaped and the slots cut, and, finally, the steam face is finished off. This can be Now if the valve opened when the piston was at top dead-centre (T.D.C.), and closed at bottom dead-centre (B.D.C.), steam would be admitted to the cylinder throughout the stroke. As once the piston has covered about two-thirds of its downward travel the steam exerts very little push, this would be extremely wasteful. The valve is therefore not made to open for the full length of the stroke, but is given a certain amount of “lap.” Similarly, if the steam starts to enter only when the piston is starting to move downward, the full punch of the steam is delivered too late. To get full benefit from the steam the valve is therefore opened before the piston reaches T.D.C. This is known as “ lead.” The amount of lead to give an engine of this sort can be judged in the following way. (Continued at foot of page 158.) 8 Cage done holding the valve in the hand, but care should be taken to keep the valve dead-flat during the operation. errene 157 “ and hole for the main-shaft. The distance this has to be set off centre is sin. so as to give a travel of xsin. (i.e., twice port opening, plus lap). Set the point of the tool to touch the drum lightly, and use this as a point to measure from. Pull the work over until a piece of szin. material will just go between the tool and the work. This will give the exact position for the centre of the main-shaft. The hole can now be made, and the collar finished off. MODELS ee MARINE F te MARINE 158 MODELS THE BRIG “ WILLIAM YOUNG 7 A FAST-SAILING BRIG OF THE EARLY 19th CENTURY By G. W. MuNRO A S on previous occasions for the Special September Number I have tried to give as interesting an item as possible on some particular ship for the modeller to build or keep for reference. This year I have been lucky enough to get, with the help of one of our readers, the plans of the “William Young,” a brig built in Leith in the 1820's. She was designed by Peter Hedderwick and the design appeared in his book, **A Treatise on Marine Architecture, in 1830.” Unfortunately, he does not give the sail plan, but in the course of his remarks on rigging, etc., he gives the necessary proportions for such a brig. It may be possible in the near future to feature this brig with these rigging and sail plan proportions incor- porated. In the meantime, however, the reader may rest assured that the vessel was built exactly The deck plan as shown on my drawing. THE ENGINE ROOM (Continued from page 157.) When the engine is under steam, it should easily be possible to turn it over to start. This should not be confused with the condensation that is bound to occur when steam is first turned into a cold engine. This test should be made with a moderate steam pressure, and you should just feel the steam before the engine gets over T.D.C. This, of course, applies equally to top and bottom. If one is right and the other isn’t, then your valve is not evenly set on the spindle. A whole volume could be written on the subject of valves, but it will be sufficient for the moment if the builder grasps the general principles. | The case of a moderate-speed engine differs considerably from a high-speed engine, where the only criterion is perform- ance. In an engine re a prototype modelis. great speed is not required, but economy Economy of steam means that results can be got with a smaller boiler and lamp, and, further, less heat is needed. does not show the finer details, but I feel sure that the reader will easily interpret the position of the beams, etc., into the size and shape of the hatches, companionways, and so on. The position of the capstan will readily be noticed in the way section, No. 14. I shall now give the specification of the hull. The tonnage is 303 88/94. Length of Keel, from the after side of the stern post to the fore part, 84ft. 6in.; fore rake of the Stem, 10ft. 5in.; Length for Tonnage, 94ft. 11lin.; Length on the main deck, from the rabbet of the hoods at the hawse holes to the after-side of the stern post at the deck, 97ft.; Length overall, from the after-side of the taffrail to the fore part of the figurehead, 115ft. 7in.; breadth of frame, 26ft. 7in.; Breadth for Tonnage, 27ft. lin.; Depth of Hold, from the under-side of the main deck to the ceiling plank next to the limber boards, 18ft. 7in.; Height of Wing transom, from the upper edge of the keel, 15ft. 7in. For the benefit of those who may find milling the ports a bit ambitious, I would mention as a simple alternative that instead of milling out slots for these, holes can be drilled. While this is not quite as satisfactory a job, I know of at least one engine very similar to the one described that has run satisfactorily for years, which had its steam ports merely drilled. The cylinder lagging and displacement lubricator, shown in the photographs, require no explanation. On the whole, the builder will find this engine simple to build and very reliable and satisfactory in use for the purpose it is designed for. If he wants a super-speed engine, to run from a flash boiler, I gave an engine for this purpose some years ago in this Magazine. Next month I hope to give particulars of a very interesting boat. There are so often little hints and tips one can pick up from the other fellow’s boat, and one is never too old or wise to learn something. (To be continued.) SECTION BEHIND PORT FACE SHOWING SAG WN PASSAGE \ Y II TA EXHAUST SUPPLEMENT TO VoL. IX, No. 6 THE ‘“ GODFREY ” ENGINE Full-size re y rol y) Dy YY, Y, Wi WING STEAMCHEST & ECCENTRIC VALVE ROD To face page 158 SUPPLEMENT TO VoL. [X, No. 6 - 25-5 ‘ | ; | BE | | [— : f Re Me pe wi L i = a Db Ps Me ; one a a 1 i| eo : nel20 i 22 1; 18 L ae er aa 16 14 ee ee ee ee ee eee TA SR ao ofc tebe | a 2 ee ee te ee led ee et 10 L 9 a 8 | 7 | ee Coe! (ee c6 &§ 4 3 2 = | SHEER +%'w apa B68 PLAN DECK PLAN THE BRIG “WILLIAM YOUNG” Drawn by G. W. Munro To face page 159 ee -b - --4---- er- See Article, page 158 | C Dd | CC yt __| pt 1 } Se + + ——- 21 | 3 H ‘ H 4 | \ | (ee fn | ae Se) ia a ee ee 5] fl ray == an | | - S '} i Se a 4 ae Ne ao — PES coder | i ee ee an Sa aml 17H ° i f | + eee: ’ <== / te \ ‘| ‘ /, ee nee#444 | Sf rf -Ft t 4 i —— BODY | PLAN Hs SE AS vt er x ~ a ‘ ‘ hod { + pel 4 s In . XY \\ a \ J ty Nb ' N yf! \ A S == Wy lp Moy + N *‘ ty MIN 1 i “4 t ~ | £ 3 \ pe ~ J < ~o A | i ~ \ \ ~ aes eS S\ A| a. | I Se ae 4 ST | Be) | | woe Page iy m | | ‘ Re ~~ pal | sat PS | wn ~ | || DIMENSIONS LenctH oF Kee, B4er Bn. Fore-rake oF STEM, | Ort. 5IN LENGTH FOR TONNAGE, O4rr I lin LENGTH ON Main-pECck, 97Ft =O LENGTH OVER ALL, 1 Set 7IN BreaoTH oF FRAME, 26rr = 7iN BreaptH FoR TONNAGE, 27Ft LIN Derpty or Hot, IBer 7iN, Heicut of Winc TRANSOM asove KeeL, ISetr Zin. TONNAGE, 30354 Apron and Stomach Piece (British oak) to be sided the same as the stem and moulded to come fair with the inside planking, fastened to the stem at every 20in. with lin. diameter bolts. Stern Post (British oak) to be in one piece from the keel to the top. To be moulded at the top, 12in.; moulded at the keel, 23in.; sided, 114in. Inner Post (best British oak) to reach from the keel to the wing transom. All the Dead woods to be of oak, of sufficient length to cover the scarph of the after keel, and height for stepping the cant timbers. Berth and space of floors, 13in. Floor Timbers (oak), sided, 12in.; moulded at the keel, 13in.; moulded at the sir mark, 104in. First Futtocks (oak), sided, 11in.; moulded to answer the size of the floor at the sir mark, and to be regularly tapered from that upwards, to the proper size at the main gunwale, 5in. The timbers to be tapered the siding way, from the bilge upwards, from the breadth’ of the first futtock to the size given at the main gunwale, 9in. No shifting of timbers to be less than 4ft. 6in. The Floors to be bolted with 14in. diameter copper bolts. The Frames. Every other floor to be framed, and the frame timbers to be bolted together with two lin. diameter bolts on each side of the joint. Knight-head Timbers (British oak) to be 10in, square at the head. There are to be two hawse pieces on each side, 14in. in same manner. No floor or first futtock head to be moulded thinner than 4 of their proper thickness; and all the short timbers to be scarphed to the heads of the second futtock; the said scarphs to be in length, Ift. 6in. No chocks must be required higher than the heads of the first futtocks. The points of the scarphs are to be I4in. in thickness, and fastened with two bolts 3in. diameter. The whole of the timber above the first futtock head, fore and aft, generally of British oak, with the exception of the second futtocks, which may be of white Hamburg oak amidships. The timber should be all properly squared, and free from sap, having no less at any place than 3 of the proper breadth of the timber clear of every defect. The Transoms are to be of British oak. The Wing transom is to be 124in., and moulded as strong as the midship floors. The berth and space of the transoms are to be the same as the floors. All the transoms, with the exception of the wing transom, are to be 94in. sided, and moulded as strong as the midship floors. They are all to be bolted with. copper bolts, passing through all, and to be clenched on the after-side of the stern post, the wing transom to have two bolts, lin. diameter. The Heel Knee (British oak), to be of a proper size, to have four |4in. diameter bolts through the stern post. Wing transom to be secured at the ends to the side of the vessel by fore and aft knees, either of wood or iron, as may be found most convenient for the accommodation of the cabin. Quarter Timbers are to be in two pieces, 104in. moulded, and sided square at the foot; 94in. moulded and sided at the arch board; 8in. moulded and sided at the main gunwale; 7in. moulded and sided at the taffrail. The scarphs are to be 2ft. 6in. in length, and secured with six copper bolts, 3in. diameter. The Quarter Timbers are to be secured to the ends of the wing transom, with upright ed Main Stem (British oak) to be sided, 12in.; moulded, 14in. It is to be in two pieces, and the scarphs to be 3ft. 6in. in length, secured with six jin. diameter copper bolts. The foot of the main stem is to be boxed into the keel, 3in. below the rabbet (as shown in the plan), and fastened by five 3in. diameter copper - bolts. All the floor-heads and heels of the second futtocks are to be properly fixed with crosschocks, 3ft. in length. The points of the chocks are to be let in I4in. into the floorheads and second futtocks, and all the joints of the different timbers which compose the frame of the vessel are to be done in the ee copper bolt every two feet, the bolts to be din. diameter. breadth, and moulded the same thickness as the knight-heads. ee False Keel (English elm), to be 5in. deep, and to be bolted to the main keel with a 159 Be Now here are the Scantlings: Main keel (Scotch beech or English elm), sided, 12in.; to be moulded throughout the length at 14in., and to be in not more than three pieces. The length of the scarphs to be 5ft. Each scarph to be tabled and bolted with eight copper bolts, Zin. diameter. MODELS carte, MARINE MARINE 160 knees at each end, and to be bolted down to the transom with four Zin. diameter bolts. Bolts of the same size are to be driven through the upright arm. They are to have a piece of good timber fitted down to the top of the wing transom between the ends of the upright knees, and against the heel of the timbers in the counter, and the piece to be well bolted down to the transom, through the stern post and heel of the stern or counter timbers; also a false transom or beam fitted along the inside of the counter timbers, as high as can be got for the stern post, with notching a small portion out of each, and the beam to be secured at the ends to the sides of the vessel by diagonal knees, either of wood or iron, as found most convenient, and the knees well bolted through the side and stern timbers; also all the ends of the bottom plank, which comes into the counter, bolted through the transom mentioned; likewise a strong bolt through the stern post, which, with all the others, must be clenched. Cant Timbers. Every other timber abaft the aftermost floor to be stopped 2in. into the dead-wood, and secured with two bolts in each, lin. diameter, the bolts passing through both timbers and dead-wood. Every other cant timber, abaft the aftermast and before the foremost square frame, to be formed into a regular cant frame. The Fashion Timber is to be in one piece, 8in., sided and moulded as large as required. The Stern Timbers are to be 8in., sided at the counter, 7in. at the top, and 9in., moulded at the counter, and 7in. at the top. OUTSIDE PLANK Bottom Plank. All the bottom plank is midships, up to the Danzig oak thick stuff © under the wales is to be 3in. thick. Hoodings are to be the same thickness. Garboard strake is to be 34in. thick. Bilge planks are to be 4in. thick, and have five on each side. Thick strakes under the wales are to have two planks each side. The Wales are to be of Danzig oak, 5in. thick, and five strakes each side. The Black Strakes are to have three planks of English oak. They are to be 4in. thick next to the wales, 4in. next but one to the wales, and the third is to be 3in. thick. The Top Sides are to be 3in. thick. There are to be two Painted or Sheer strakes, 8in. broad, including the mouldings, and 4in. thick. The Sheer Strakes are to be hook scarphed, 3ft. 6in. in length. MODELS Shifting of Butts. All the outside planking to have no less than 5ft. shift of butts, and three strakes of plank between each—except on the bow or buttock, where they may be occasionally contracted to 4ft., but three strakes must be continued. The Outside Plank of the poop is to be lin. thick. The Inside to be the same. MAIN DECK BEAMS, ETC. The Main Deck Beams are to be of English oak, and eight in number for the midshi beams. They are to be 104in. sided, and 10in. moulded at the middle. The others to diminish according to their length and situation, and the whole to be double kneed as far as can be managed. The Main Deck Plank is not to exceed 9in. in breadth, and is to be 3in. thick. The Hatch Coamings are to be Qin. above the deck, and 6in. thick. The Main Rail is to be of American elm, Jin. broad and 44in. thick. OUTBOARD WORK. Main Channels (oak) are to be 16ft. long and 4in. thick at the inner adge, tapering to 3in. at the outer edge. They are to be bolted with seven lin. bolts to the side. Fore Channels are to be the same as the main, and all are to be lft. 6in. in breadth. They are to be supported with four iron knees. * * * * The foregoing is a fairly complete specification of the brig, but I have naturally omitted the very small details inside the hull, which would be more or less impossible to include on the model. Perhaps some reader has the history of this little vessel among his notes, and it would be interesting to ascertain the actual colouring of the top sides. My personal belief is that she was the usual black with white strakes, and possibly painted ports, as they are not shown pierced on the plan. Presumably she had a normal tiller as she seems rather small to have fitted a wheel. MARINE HOW TO MAKE STEAMER MODELS MODEL 161 SHIP AND FITTINGS By A. P. ISARD, A.M.I.Mech.E. (Concluded from page 118.) article should be fitted with a stovepipe, which should be carried from the stove to the galley or deckhouse roof, where there is a hole for it to go through. It should only project above deck or roof level by a few inches. A galley funnel, as described in MARINE MODELS, on page 171 for October, 1933, must now be made and fixed to the deck over the slightly projecting stove-pipe. _ Perhaps a few cooking utensils fixed to the galley stove top would add to the general appearance, but here the writer will leave the reader to use his own imagination, but do not forget the “frypan,” for every ship has a frypan—called a frying pan ashore. Quite a large number of these fittings already described may be adapted for real practical use, especially if the model is driven electrically or uses electricity for other purposes. For instance, the revolving chair, the smoking-room table, or the catch of the galley stove oven door could be used as hidden electrical switches for the control of miniature lighting from batteries; or even for operating the main propelling motors themselves. Figure 141 illustrates a type of folding-up washbasin or compactum largely used in staterooms and cabins of small craft. These should be carved from solid hardwood and carefully french-polished. A small mirror is fitted, as shown, the wood being recessed, and the glass ground to size and pushed in tightly. Small objects such as a little tumbler and water jug will give the reader some practice in glass-blowing, and they can be secured to the top shelf with a spot of glue. Bent pieces of wire pushed into small holes, for representation of hinges, locker knobs, and so forth, are only a matter of a few minutes’ work. Ship’s bedsteads are the same as ordinary bedsteads, whether of metal or wood, with the exception that they are always fitted with lee-rails, sometimes double or single, to suit their purposes. A ship’s berth is always fitted with a leerail, as shown in Fig. 142. It is made from the same plank that forms the side of the berth and serves to prevent the sleeper from rolling out of berth or bed. Highly frenchpolish this lee-rail. Bedding, cushions, carpets and mats must be left to the reader’s own inventiveness; but coloured tape, ribbon, muslin, etc., can be secretly acquired from your sister’s work-box. Plush or thin velvet secured by glue makes good locker cushions. Flags are extremely difficult things to make if it is desired that they should droop realistically, as most material, even thin silk, is much too stiff to give the miniature flag a real and natural appearance. The colourings and markings can be done by making small stencils or impression stamps, or they may be hand-painted, but the great point is to use the very thinnest of silk and dye, not paint, as paint will only make the flag stiff, and it will stick out in an awkward and most unreal Way. The use of dyes requires a considerable amount of practice and great patience will be required to produce a flag whose colours are not only correct but do not run into each other. Most model flags are completely out of scale, the smallest being much too big. It is therefore impossible to make them up by sewing or sticking various little pieces of different coloured ribbon together. Again the back of the flag, if a flag has a back, must present the same definite colouring as its opposite side, and only dye can do this. The writer has made flags for his models but he does not recommend them unless they are really well made and to scale. In the case of waterline or non-working glass case models the problem is somewhat different as a flag may be easily made from thin metal painted and crinkled quite realistically. If flags must be used, then use the correct ——— ike galley stove described in the last 162 MARINE MODELS ones, as nothing is worse than a model wearing the wrong flag and at the wrong staff. By the term flag we include all bunting. There are plenty of books upon flags and their uses, and a visit to the local Public Library will furnish all that will be wanted Here are a few brief upon the subject. a Cid ie4 : : — notes [DSSS The Royal Standard is the personal flag of the British Sovereign and is not a Flag but ATRESR NSIS I SS a Banner. eee The Union Jack is the British National Flag. The Ensign is a marine flag of three colours —(1) The White Ensign, worn by the British Navy, a white flag with the red cross of St. George and the Union Jack in the upper canton. This flag is also worn by the Royal Soe te Sa Bre ser! Co ER RC I Yacht Squadron. The Blue Ensign (2), worn by the Naval Reserve and certain yacht clubs, a blue flag with the Union Jack in the first quarter. The Red Ensign (3) worn by the British Mercantile Marine, a red flag with the Union Jack in the first quarter. All yacht clubs have their own designs and their flags are usually burgees. FIG.U4I. The International Signal Code consists of some 27 flags, rectangular and triangular, particulars of which can be obtained almost any- where. In addition to all these there are, of course, house flags of the different steamship lines, and the model maker must make himself acquainted with those that are applicable to his craft. And now the long day’s work is ended and this series of articles started on page 158 of the September of 1933 in MARINE MODELS has come to an end—like all good things. The tea-bell has sounded and we wipe our hands with oily waste and, glancing at the long rows of little ship fittings on our work bench, we lock up the workshop, and so to tea and a pipe. Far away the same thing is happening—a of tired raucous steam siren blows, hundreds and oil-stained men debauch into a mean side-street from grim and grimy engineshops and are lost in a thin drizzle of dirty rain and riverside fog as they hurry away to supper and bed. And down on the river alongside the open end of the main engine erection shops lies the vague shape of a gaunt empty hull, fresh with her red-lead priming coat, and up the gang-plank the night watchman P = = = ee ee OE ee aS Se SS te es ete eh — SS ee : 2 SE eS Oe FIGI42. _ comes with lantern a-swing; once aboard, he turns and leans over her hard, iron bulwarks accurately squirting tobacco juice overside into the fast ebbing oily turgid tideway. “Guid nicht, Jock,” he turns at the erection gaffer’s words and says, “ Ah, bey ye, ye winna ha’ herr ingines aboard the morn.” ‘Ah dinna ken aboot thart, bu’ Ah’m thinking of ther Glasgee RRangerrs nex’ Sa’urday ar Queen’s Parrk.” (The End.) N.B.—The author hopes to republish these articles in book form in a concise manner at a not far distant date. MARINE MODELS 163 THE OLYMPIC MODEL YACHTING REGATTA INTERNATIONAL RACES AT HAMBURG, AUGUST 16th to 20th By Lt.-CoL_. W. C. HOLDEN | N response to an Segler Verband invitation by the Deutscher (Modelisegel-Abteilung), the M.Y.A. early this year decided to send a team to represent Great Britain at the International Regatta for Model Yachts, to be held at Hamburg on the termination of the Olympic Games in Berlin. The team originally selected was Lieut.-Colonel W. C. Holden (Captain) and Mr. W. J. Daniels as skippers, together with Mr. A. J. Child and Mr. R. Jurd as mates. Owing to illness, Mr. Jurd’s place was taken at the last moment by Mr. J. Smith, of Gosport. Marblehead Races for both Avcaas and 50-800 Class yachts were scheduled, and a maximum of two yachts of each class per country was invited to be entered. The yachts taken by the British contingent were Lieut.-Colonel Holden’ s ** Naiad’’ and Lieut.-Colonel Dennistoun’s ** Fusilier "’ in the A-class, and Mr. Pragnell’s ** Vectis ”’ in the Marblehead Class. America was represented by Mr. Bithell’s ‘* Blue Chip,”’ recently seen at Gosport, and, in the Marblehead Class, by Mr. John Black’s ‘* Cheerioh.’’ Germany was represented by two yachts in each class—one of the A-class being ‘*‘Germania’’ which, skippered by Herr Hans Siemsen, also took part in the Y.M. Cup Competition this year. All the German craft were fitted with the Vane steering gear, and the remainder with the better-known Braine gear. Denmark sent Mr. Eric Thomsen with a Marblehead yacht. The Racing Water The British team arrived on August 13, and was accommodated under the most comfortable arrangements with theother visitors at an hotel in the centre of Hamburg. Early on the 14th the teams were taken by launch to the pond to commence their practice. Naturally, there was much speculation as to the nature of the racing water to be used, and THE HAMBURG BANQUET Front Row (starting at second on left): J. Smith (Gosport), Herr Wark, Herr Berringer, Col. Holden, John Black (U.S.A.), Fraulein Hanna Meyer, W. J Daniels, A. Mansfield (U.S.A.), Herr White. W. Bithell (U.S.A.), Herr Siemsen and A. J. Child will also be seen in back rows. 164 MARINE there is no doubt that everyone was delighted to find what magnificent arrangements had been made by the local authorities to make the regatta a success. The construction of the pond merits a more detailed description, since there may be other parts of the world, where it may be copied. Hamburg is built on the alluvial soil of the Elbe. Piles, both wood and concrete, are used as a base for the construction of everything—buildings, wharves, piers, bridges, etc.—in the port. Some seven miles south-east from the centre of the city there is a backwater of the river, which is used to store the wood for piles and where “* pens ”’ are formed in which reserves of piles are kept afloat to be used as required further downstream. Largely due to the initiative of Herr Beringer and Herr Siemsen, together with the financial assistance of the D.S.V., the local authorities were persuaded to construct a suitable pond for the regatta in the middle of this backwater. This was done by marking out a’ rect- angle 300 metres by 80 metres, with piles some 15 metres apart, and then enclosing the water with floating pontoons made of logs and moored to the piles. Over the pontoons was laid a suitable roadway of planks. At one end of the ‘‘ pond ’”’ a large pontoon, such as are used to form floating landing stages in this country, on which suitable erectiohs existed for use as a boathouse, luncheon room, offices, etc., was moored. The result was, from nearly all points of view, an ideal pond. The backwater chosen was free of wind obstructions, and a tidal stream was evident for very short periods, but did not in any way prejudice the racing. One of the prettiest effects noticeable in this type of pond was that occasionally a long, gentle swell would be set up by a passing tug, which resulted in the most realistic behaviour on the part of the models. It made them look more than ever like the stately J-class yachts in the open sea. The greater sides of the pond lay approximately in a North and South direction, and it was hoped, with the prevailing winds, that racing would be in the form of a beat and a run. On the 14th, however, a fresh Westerly wind was blowing, and nearly all the competitors spent the On Saturday, 15, anticyclonic day at practice. conditions commenced to develop and there was a dead calm all day. Little practice could be carried out. The light, variable winds associated with the anticyclone persisted throughout the regatta, and it was not until the final board was over and the boats were being packed up that the breeze returned. The Racing Sunday, August 16 The regatta began at 10.30 a.m. Owing to the non-arrival of the Danish Marblehead boat, due to difficulties with the Customs, it was decided to confine the day’s racing to the A-class, two rounds of which were completed. The mean direction of the wind was S.S.E., but it varied from S. to E. during the day. To begin with, its strength was 5-6 m.p.h., but by 4.30 p.m. it had died down to a calm, and a third round could not be attempted. Sailing was very tricky in the circumstances, varying in one direction from a beat to a reach, and the German boats found difficulties with their Vane gears. ** Naiad ’’ had a comfortable lead over all her opponents at the end of the day, ‘* Fusilier ’’ being second, nine points behind. Mr. Bithell seemed MODELS unable to get ‘* Blue Chip ”’ going in circumstances which were distinctly in her favour. Monday, August 17 Racing started at 10.10 a.m. with the third round of A-class. The wind was about 4 m.p.h. at the start, but it increased slightly during the day. Its direction was S.S.E., but still necessitating eased sheets to avoid coming up under the weather bank. ** Fusilier "’ was beautifully sailed during the round, and dropped only three points. ‘‘ Naiad ’’ had a poor round, losing many boards by getting up too far to the weather shore. The German boats did better, the Vane gear proving effective in paying them off out of the calms which lay on the weather side of the pond. At the end of the round—the only one sailed by A-class that day—** Naiad ’’ was still in the lead, but ‘** Fusilier *’ was close on her heels with only one point less. Lunch was then taken, and in the afternoon Rounds | and 2 of the Marblehead Class were sailed, the wind remaining light and South-easterly. From the outset it was obvious that Mr. Black’s ‘‘Cheerioh’’ was the most dangerous model in this class. She lost two weather boards in these two rounds, which were to be the only defeats she was to sustain during the whole regatta. The two German boats did well, picking up 13 points each, the Vane gear appearing to be more satisfactory on these two German models than in the case of their A-class boats. The British boat ‘* Vectis ’’ was lifeless in the prevailing conditions. As she was a conversion from another class, her displacement appeared far too great for the sail area permitted by the rules. She would probably have been dangerous if there had been a blow. The Danish boat, which had practically no tuning up at the lake before the race owing to its late arrival, failed to score a point. Tuesday, August 18 No racing was scheduled for this day, and the teams were taken to Kiel to watch the races of the full-sized craft—this being ‘‘ Kiel Week.”’ Wednesday, August 19 Racing did not begin until midday, as the morning was spent in an official visit to the Burgermeister of Hamburg at the Rathaus. There was merely the slightest breath of wind from the West and North when the 3rd Round of the Marblehead started at 12 o’clock. The round took some time to sail, and it was not possible to start the 4th Round of the A-class until 3.40 p.m. The wind came in very slight zephyrs from all directions during this round and eventually died completely an hour later, with the round incompleted. This was unfortunate, as the Burgermeister himself, together with other port officials of Hamburg, paid a visit to the pond in the afternoon. Thursday, August 20 The unfinished 4th Round of the A-class was begun at 9.30 a.m. with the wind of 5 m.p.h. from W.S.W. The round was completed, putting ‘‘ Fusilier’? in the lead with a total of 53 points—a margin of five points over ‘* Naiad.’’ “* Blue Chip ” scored 17 points in this round, having found her form in the very light conditions. The 4th and final round of the Marblehead Class followed, in which ‘* Cheerioh ’’ again scored a possible, teaving her the winner with a margin of 27 points over her nearest rival, Herr Beringa’s ‘* Sagitta.’’ ‘‘ Cheerioh ’’ was magnificently handled by Mr. John Black. MARINE MODELS After lunch the 5th and final round of the A-class was sailed. The wind was light, but increased slightly before the end of the round, in which ** Fusilier ’’ scored a possible, leaving her the undisputed winner of the A-class regatta. ‘* Naiad’’ began to improve in this round, in which the bulk of It would be ungenerous not to refer in an account of the regatta to the great reception given to the visiting teams and to the kindness shown to them on all sides throughout their stay. The entertainment of the teams was carefully arranged. On Saturday, 15, a dinner in honour of the visitors was given by Altona-Oevelgonne Sailing Club (S.V.A.Oe.) at the Elbeschloss Brauerei, overlooking the Elbe. It was an extremely cordial gathering. Herr Kurt von Broock, the Commodore, presided. Herr Kruger, well known to British Model yachtsmen, was also present. the points scored was shared by the two British boats. The final scores are given in the tables published with this report. Organisation The officer of the day throughout the regatta was Herr Kurt von Broock, president of the AltonaOevelgonne Sailing Club (S.V.A.Oe.). He was ably assisted by an enthusiastic band of helpers drawn On Tuesday, August 18, the teams journeyed to Kiel by car, and spent an enjoyable day in a German Naval motor-launch, following the races. The teams were entertained to tea at the Kaiserliche Yacht Club by Oberstlieutenant Kewisch— President of the Deutscher Segler Verband, and the from the S.V.A.Oe., the Niederelbe Sailing Club (S.V.N.), and the Blankeneser Sailing Club. Not the least enthusiastic and helpful was a lady member of the S.V.A.Oe.—Fraulein Meyer—who, besides being an umpire, acted as a retriever in a skiff for boats that had collided. Herr Kurt von Broock and his assistants are to be congratulated on the success of the whole regatta. The arrangements for everything were magnificent; nothing had been, forgotten. Arrangements for the transport, pond, accommodation, lunches, and even medical assistance when required, could Duke and Duchess von Holstein. On Wednesday, August 19, a tour of docks and waterways of Hamburg, by launch, was made, which culminated in an official reception at the Rathaus by Burgermeister Krogmann. In the evening, August 20, the prizes were presented at a dinner at Wietzels Hotel, the headquarters of the Niederelbe Sailing Club (S.V.N.), which brought a most enjoyable week to a successful not have been bettered, and it is known that the greatest credit is due to Herr Beringer and Herr Siemsen for the tireless way in which they organised everything. 165 conclusion. The teams left with memories of hospitality and The members of the visiting teams good sportsmanship which will never be forgotten. were deeply grateful to them. SCORE SHEET FOR HAMBURG INTERNATIONAL REGATTA “A” CLASS. Yacht - . Owner and Skipper le Country Round 112131415 1 “‘ Fusilier”’ Lt.-Col. Ian Dennistoun, | W. J. Daniels... | Gt. Britain | 15 | 8 | 17] 2 “‘ Naiad”’ Lt.-Col. W. C. Holden, | W. C. Holden 3 “Blue Chip”... | W. Bithell 4 “Germania” . . 5 ‘* Niederelbe’’... | “‘ Segler Vereinigung M.V.O. A. J. Child D.S.O., M.C. J. Smith W. Bithell J. Black | Dr. Albrecht Niederelbe ”” 13] Total 20} 73 Gt. Britain | 17| 15] 9} 7/13] 61 US:A, 12 [6 | 17 || 70] Ss ace || TI] C. A. Beringer | Germany...| 7| 7] 8| 7] 7 | 36 H. F. Wark ... | Germany...| 0/ 8/|10] 6| 3] 27 —. Meyer W. Cordts 50-800 MARBLEHEAD CLASS. Yacht Owner 1 ‘* Cheerioh”’ John Black 2 “ Sagitta”’ —. Gollatz 3 * Quick Jr.” Bruno Stehr 4 “Vectis” —. Pragnell 5 “ Henning” Eric Thomsen .. Skipper and mate John Black Round Country 3 | 4 Total 74 C. A. Beringer ... | Germany ... | 13 | 13 | 11 | 10} 47 Bruno Stehr Germany ...| 8| 9/ 8] 38 W. J. Daniels Gt. Britain... | 7]12] 6] 10] 36 4] 2 6 —. Meyer —. Stehr A. J. Child Eric Thomsen —. Svarrer ... | Denmark ... | 17] 2] 17 | 20 | 20] W. Bithell U.S.Au 1.{ ...| 13} 0} O} Hi ‘ 166 MARINE THE FARNBOROUGH M.P.B.A. WORLD SPEED HE M.P.B.A. Farnborough Regatta, on August 23, can be described as epoch-making, since no less than three World Speed Records were broken—broken not by a mere fraction but by miles an hour. For many years Mr. A. H. Clifford’s flash steamer ** Chatterbox III ’’ held the record as the fastest model boat ever built. Gradually the petrolengined 30 c.c. boat has approached the 43.6 m.p.h. established by ‘‘ Chatterbox ’’ ten years ago. ‘* Betty,’’ Messrs. Innocent Bros.’ speedy little boat, only a few weeks ago broke the 30 c.c. record with a speed of over 43 m.p.h. On August 23 a new propeller, made by Mr. A. Rowe, was tried, and for the 500 yards Speed Race she was opened all out. She went off at a phenomenal speed and covered two laps at a timed speed of over 50 m.p.h. During this she ran pretty steadily, though showing a slight tendency to lift her inner chine. The pace was too furious to last and she failed to stay the distance and rece — ~ stopped with engine trouble. Messrs. Innocent were unable to get her going in time to take their second run in the race, which went to Mr. A. Rowe, whose boat covered the distance at a speed of 37.33 m.p.h. Mr. Sharvell and Mr. Parris tied for second place with a speed of 31.96 m.p.h. On the re-run Mr. Parris secured second place with 33.2 m.p.h. Later Mr. Rowe made an attempt on the mile record, and ** Rumba ”’ covered 18 laps (1,800 yards) at 37 m.p.h., which constitutes a World Record for the mile distance. In the 15 c.c. MODELS race over 300 yards Mr. L. J. RECORDS BROKEN French’s *‘ Little Star’’ failed to find her form and the race was won by Mr. E. Westbury’s ‘* Golly 46 at 27.64 m.p.h., Mr. Ripper being second at 33. 78 m.p.h. and Mr. French third at 22.48 m.p.h. Mr. French decided to go out for the tans record and put up a really fine performance of 31 m.p.h. This set up a World Record for the 15 c.c. class over 300 yards. ** Betty ’’ was then put on the line to give her a chance of creating a world record. She ran beautifully and clocked six laps at an average speed of 47 m.p.h., thus shattering the record so long held by ‘* Chatterbox,’’ and, finally, establishing the supremacy of petrol over steam. This speed of 47 m.p.h. is a World Record. The special prize in the 30 c.c. event for the boat making the nearest speed to 30 m.p.h. went to Mr. Clark. The Towing Competition is always a speciality of the Farnborough Regatta. In this the competitor himself embarks on an aeroplane float, which is used as a punt by the local club, and is towed round a fixed mark by his model. Tradition has it that the prize for this event must be a monstrous marrow. On this occasion the Farnborough Marrow was carried off by our esteemed contributor, Mr. J. Vines, second place being taken by Mr. Curtis. A Steering Competition was also included in the programme, and resulted: Ist, G. E. Hillman (W. London) 10; 2nd, J. Vines (Victoria). The racing was witnessed by a large and enthusiastic crowd. Photo: AN AMERICAN FLIER, REGATTA Washington Times. ‘* KATHLEEN II’? (CLASS A), C. Zimmer, Washington, D.C, MARINE THE MODEL MODELS YACHTING GOSPORT 167 ASSOCIATION’S REGATTA THE BRITISH ‘A’? CLASS CHAMPIONSHIP By W. J. E. PIKE T HERE were originally 28 boats entered for this event, but, unfortunately, ‘‘ Herald '’ (O. H. Gosnell) had to be scratched. This left 27 boats to face the starters, and, the races being sailed on the tournament system, left one bye each heat. Monday, July 27.—The Mayor of Gosport, Councillor G. Ford, welcomed the competitors to the town, and, assisted by Mrs. Ford, started the first pairs at 10 a.m. The day was bright and sunny, and the wind, although a little fluky at first, later blew steadily from the S.W., and then got round to S. The sailing was, generally speaking, excellent, the majority of the skippers having got their craft in excellent trim. The quality of the sailing, or handling, has greatly improved of recent years, and, owing to the better-balanced and more scientific designs, improved sail plans and much better gear, some really good work is now quite the usual thing. who, in 1911, wrote of the first M.Y.R.A. I may well venture to compare the sailing days with that of these later days, and I As one regatta, of those consider that the handling of the models has greatly improved. During this day there were several close, exciting finishes, for instance, one when ‘*‘Shannon’’ and *‘ Caprice '’ ran down to the lee finishing line almost ‘* neck and neck,’’ as the sporting papers describe it. When they were almost on the line ‘** Caprice '’ managed to pick up a lively puff of wind and drew across the line only just ahead of her opponent. In a later round that old timer ** Cresset,’"” when sailing against “‘ Iris,’’ only managed to cross the line inches ahead of her. The sailing was very close all day, although there were several resails during the morning. After the luncheon interval the wind slackened, and finally veered round to S.E., thus changing the weather-end of the lake. By the end of the day seven boards had been sailed, and the resails disposed of. The leading boats then were: ‘‘ Cresset,’’ ‘* Fantasy ’’’ and ‘*Busilier,"” with 25 points each; ‘‘Quest’’ 24 points; ** Naiad,’’ *‘ Lady Nell ’’ and ‘* Aktis ’’ with 23 points each, and “ Iris ’’ 22 points. The scores of the remaining boats will be found in the score sheet published with this. Tuesday, July 28.—The day started badly so far as the weather was concerned, the wind being South veering round to S.W., with rain squalls. The sailing also varied considerably, and great care in trimming and retrimming was necessary. Two boards were sailed during the morning, and *‘Scotch Lassie ’’ managed to get the possible number of points. After lunch the weather cleared, and a nice whole-sail breeze from S.E. sprang up, and it was then found possible for a well-trimmed boat to make the course to windward without tacking. It was noticeable, however, that some of the skippers, in their anxiety to sail the course, hauled their sheets in too much, and, although their craft pointed well, they did not get through the water as they would have done with slightly eased sheets, During the day there were many exciting finishes, particularly one towards the close of the day. We have all heard of winning by a “* short head,” but the model yachtsman’s latest way of scoring points is to win ‘* by a spinnaker boom.”’ i Photo: ** CRESSET ** C, N. Forge. ‘‘Naiad’’ and ‘‘Actinia’’ were both approaching the line, and both boats came ashore before reaching the line, but close to it, and both retrimmed. ‘* Naiad ’’ fell off and approached the line but did not quite cross it, and started to sail along the line. ** Actinia ’’ was just about to sail over the line when ‘* Naiad ’’ just managed to get some part of her hull over the line and so scored the points. The wind had been dropping in strength during the day until it had dwindled down to such an 168 MARINE MODELS extent that it was found impossible to sail off the last resails. Fifteen complete boards had been sailed, and the result so far was that ‘* Cresset ’’ and ‘* Fantasy ”’ had each scored 56 points, ‘* Fusilier ’’ 53, ** Lady Nell ’’ 49, *‘ Hesperos ’’ 48, ‘‘ Iris ’’ 46, ‘* White Heather ’’ 45, and ‘* Naiad ’’ 44. Wednesday, July 29.—Sailing started at 9.45 a.m., after the resails left over from Tuesday had been disposed of. The wind had now shifted to N.W., after having been S.E. all the previous day. During the morning’s racing there were several interesting finishes between the various pairs—for instance, one between *“* White Heather ’’ and ‘‘ Comet,’’ and another between ** Naiad ’’ and ** Lady Nell.’’ ** Fantasy ’’ and *‘ Cresset,’’ the two leading boats, had a very exciting run, which ‘“ Fantasy ’’ only won by a Marrow margin. Towards midday the wind freshened, and the leading boats then were ‘‘ Fantasy ’’ 71, ‘* Fusilier ’’ 70, ‘* Cresset *’ 65, ‘* Lady Nell ’’ 62, ‘‘ Naiad ’’ 61 and ‘* Quest ’’ 59. Occasional rain squalls had added to the discomfort and the difficulty of sailing, and in the end the rain had beaten the wind down so much that the sailing had almost deteriorated into a drifting match. The direction of the wind had allowed of almost a reach both ways, and cannot be said to have called for any display of any special sailing skill on the part of the skippers. The only really exciting incident was when Mr. P. Buchan, the skipper of ‘* Scotch Lassie,’’ managed to fall into the pond. At the end of the day ‘“* Fantasy ’’ and ‘“‘ Fusilier ’’ were Photo: C, N. Forge. “* WHITE HEATHER VI” in a leading position, the one having 80 points and the other 78, and one resail between the pair. The resail provided the only other bright spot on a dull day, and was only won by “‘ Fantasy "’ by half a boat’s length. The other scores are shown on the sheet. Thursday, July 30.—A disappointing day. At the start of the racing the wind was N.W. and very light in strength, so that only two complete boards could be sailed during the forenoon. ‘* Cresset ”’ took 5 points from ‘* Fusilier ’’ after a very close contest both to windward and leeward. ‘* Fantasy ” also made a good showing, and managed to get a few more points. ‘* Lady Nell ’’ had also managed to do well, her skipper’s excellent handling and prio of local conditions standing her in good stead. After lunch things took a turn for the better, the wind got round to W. and freshened considerably, and really good sailing resulted. ‘* Lady Nell ’’ and ‘‘ Fantasy ’’ had a tussle together on one of the windward boards, which ‘* Lady Nell ”’ finally won. ‘* Caprice ’’ had the experience of winning one board by almost the length of the lake, her opponent having found a freakish patch of wind, and being still sailing close to the lee line while ‘* Caprice ’’ was crossing the winning line to weather. Twenty-eight complete boards had now Photo: C. N. Forge. ** FANTASY ’’ SAILS THROUGH ‘‘ QUEST’S ”’ LEE been sailed, each board having sailed every other one, and the final eight were: ‘* Fantasy ’’ 94, ** Lady Nell ’’ 94, ** Cresset ’’ 89, ‘* Quest ”” 89, ‘* White Heather ’’ 80, ‘* Iris ’’ 79, ‘*‘ Hesperos ”’ Ge +e 169 MODELS << ee MARINE lowing day. At the end of the first round the scores were: ‘‘ Fantasy ’’ 114, ‘* Quest ’’ 112, ‘* Fusilier ”’ 111, ‘‘ Lady Nell ’’ 107; ‘‘ Hesperos ’’ 107, ** Cresset ’’ 101, ‘‘ White Heather ’’ 95 and “‘ Iris ’’ 87. Saturday, August 1.—The day opened with a North-Westerly wind. It looked as though ‘* Fantasy ’’ would secure the honours, as she had shown a fine speed and good weatherly qualities all through the regatta, but, unfortunately, while being carried back to the boathouse on the previous evening, her owner had the ill-luck to catch a backstay on a notice board that projected over the opening in the enclosure, and carried away the mast step. This accident caused the boat to be slightly out of trim, and, although Mr. Nash used every endeavour, the boat did not recover her original good form. Meanwhile the racing had developed into a close fight between ‘‘ Lady Nell ”’ and ‘* Quest.’ ‘‘ Fusilier ’’ also had rather bad luck on several occasions. As the round drew to a close, it was difficult to tell at first who would be the winner. ‘‘Lady Nell’’ had scored 135 points, and ‘* Quest ’’ 131, but the latter had two resails to leeward. If *‘ Quest ’’ won both these she would tie with ‘* Lady Nell,’’ but as it happened she lost one of them, which made her final score 133 as against ‘‘ Lady Nell’s *’ 135; ** Lady Nell ’’ there- wae me, Photo: C, Forge. N. ** HESPEROS ”’ 78. These boats were to sail two rounds, one on each of the following days, and their total scores determine which boat should have the privilege of being the challenger for the International Cup this year. rt ee This was the first time this country has been in the position of challenger. ——— AN ep Friday, July 31.—‘‘ Hey, ho! the wind and the tain,’”’ as Shakespeare, or whoever wrote those plays, remarks. The wind blew from the W. with occasional suspicion of a Southerly direction, and it rained ‘‘ some,’’ as Mr. Black might say. Second suits and oilskins were the rig of the day. It was clearly a day when the old-fashioned square sail would have been useful, particularly if it had been possible to set it in the old way along the luff of the foresail. The spinnaker may be an excellent sail in light to medium breezes, but the balloon variety set by some seemed to have a depressing It was the effect instead of a lifting one. ‘** Gosregulation the to approach nearest port weather ’”’ we had had, and, naturally, the heavier boats found the conditions to their liking, and managed to collect a point or two. ‘* Hesperos,”” one of the heavy displacement boats, showed very good form during the morning’s five boards, and only lost four points. ‘‘Quest”’ also did well, and ‘‘ Fantasy '’ also did some very fine windward work, but did not do so well on the runs. . ; During the afternoon the heavy breeze still continued, and the heavier boats still did well until the completion of the first round at 4.30 p.m. Owing to the number of resails it was decided that the second round should be sailed on the fol- Photo: C. N. Forge. RE AF ee one OLT a Name and Club. Ownet. Designer. Scores. Builder. M.| “ Actinia,” Scottish A Class Club Capt. F. E. Inglis “Water Wagtail,” Bradford A. Arnold ““ Hesperos,”” Gosport R. Jurd “* Lady Nell,” Gosport A. Jones “ Acacia,” Gosport W. G. Baker “ Fusilier,” Dennistoun ... Lt.-Col. I. Dennistoun ... | W. J. Daniels Eng. Ad. A. Turner | H. K. Corby 20 | 19 | 10 | J. Alexander & Sons | J. Alexander & Sons | 16 | 26] 8 | Eng. Ad. A. Turner | R. Jurd 21 | 27 | 15 | W. H. Davey A. Jones 23 | 21 | 30 | ... | W. G. Baker W. G. Baker 4/14] 22 | W. J. Daniels ** Naiad,” Y.M. 6-m. O.A. “ Fantasy,” Y.M. 6-m. O.A. J. Easton . ws | J. A. Green . Lt.-Col. W. C. Holden ... | Eng. Ad. A. Toric G. Howard Nash | J. A. Green Posn. T. | F. | S. | Total 13 | —}|—J| 62 15 | —|—J| 65 15 | 29 | 17 | 124] 5th 20 | 13 | 28 | 135 | 1st 13 | —}|—] 53 25 | 28 | 25 | 13 | 20 | 18 | 129 | (Skipper : W. J. Daniels) “Rose Martie,” Salford Park T. | W.| {| 9} 7] 9] 5) —]—] Lt.-Col. W. C. Holden| 23 | 21 | 27 | 6 | —|—QJ| 30 77 ** Cresset,”’ Cardiff Len Smart G. Howard Nash ... | G. Howard Nash ... | 25 | 31 | 27 | 11 | 20 | 17 | 131 | Eng. Ad. A. Turner | Len Smart 25 | 31) 14] 19 | 12} 11} 112] ** Racer,” Surbiton Com. Barraclough “Shannon I,” Portsmouth Eng. Ad. A. Turner | A. Jurd H. G. Pyne H. G. Pyne “ Caprice,” Portsmouth ... H. G. Pyne 15 | 21 | 17} R. Lance R. Lance A. Jones 17 | 20 | 17 | 13 | —| N. A. Bagley J. A. Green * Aktis,” Surbiton Eng. Ad. A. Turner * Annie,” Paisley * Anglian,” Bristol (Skipper: F. Cresdeny, “Lady Winifred,” Barrow “Edna,” Salford Park F. W. Douglas .. Eng. Ad. A. Tener W. Douglas, Sen, 8| 17/12} 9|—|]—J| 11} —]—J| —]| 6th 64 67 13} 5}15] 8|—]|—J 41 8|12; 0} —J|—y] 33 Eng. Ad. A. Turner | A. Jurd David Leggat 23 | 12/10} 7} —}]—J| Eng. Ad. A. Turner | David Leggat 52 18 | 15} Maj. D. J. Handford —]—J]| 65 W. J. Daniels W. J. Daniels 10 | 18 | 16 | 12 | —|—J| 56 9 | 23) 3rd 46 13} es: || Je Ag Green 4th (Skipper : Lucas). ““ Comet,” Birkenhead J. H. Jones J. G. Feltwell “ Iris,” Birkenhead J. H. Jones 17 | 16 | 24] 11 J. Pemberton | —| —] 68 J. G. Feltwell Kk. Jones 22 | 24) 16} 8] 13] 100] 17) 8th (Skipper : K. Jones). “ Quest,” Birkenhead .. W. H. Jones J. G. Feltwell “ Jubilee,” Stanley Park ... J. Crellin J. Pollitt 24 | 25 | 22 | 18 | 23 | 21 | 133 | R. Lance J. Pollitt 12 | 10 | 12 | 10 | —|— | ““ White Heather VI,” Flestwoad J. H. Catterall. . | J. Alexander & Sons | J. Alexander & Sons | 15 | 30 | 17 | 18 | 15 | 15 | 110 | 7th (Skipper: J. Alexander). “Vanity,” Fleetwood “ Fiend,” Fleetwood ; E. G. Wade L. K. Corrooin “* Da Shetland Lass,” Scottish A Class Club A. Johnston “* Scotch Lassie,’’ Aberdeen Peter Buchan Eng. Ad. A. rine ... E. G. Wade 11-} 10 | 22 | 22 | —| | J. Alexander & Sons | J. Alexander & Sons | 16 | 25] W. J. Daniels J. Alexander W. J. Daniels P. Buchan ... 5] —] 15 | 18] 16] 4}—j|—] 5|—]|—J 51 15} 8|—|—J] 59 20| 16} 2nd 44 65 53 ANIXYVW oes STHAGOW | 2nd, ** Quest ’’ 133; 3rd, ** Fantasy *’ 131; 4th, ** Fusilier ’’ 129; 5th, ‘* Hesperos’’ 124; 6th, ** Cresset ’’ 112; 7th, ‘‘ White Heather VI’’ 110; 8th, ‘‘ Iris ’’ 100. Other scores are given on the published score sheet. * * In conclusion, just a few remarks on the rule and the boats. 50—50 type. SS 7 I think, however, that the rule calls for a more easily driven type of hull. One of the old warriors, ‘‘ Cresset,’” proved to be capable of holding her own against some of the more modern craft. Readers will remember the fine showing made by this ** old timer ’’ at some of the earlier regattas, and how, on one occasion, she only lost the British Championship by one point. When the rule was translated from the full size to the model, the translators over- looked the fact that the model would have a lesser proportionate displacement than the big fellow, or else they thought of this fact, and desired to give the model power to carry its ** scale’ sail area, which it could not do on its scale displacement, so ‘‘Cresset’s’’ lines have been published in MARINE MODELS, and those who have seen the plans will remember her thick fin keel. ‘‘ Cresset’s’’ keel has been ‘‘ slimmed,’’ and her sailing has undoubtedly improved. But there is evidence to show that some of the designers have seen the error of their ways, and have determined to go in for a more easily-driven hull of a lighter displacement and sail spread. As a contrast to the heavy type it is interesting to note such a model as ** Fusilier,’’ an excellent example of professional work. Her designer, Mr. Photo: ** LADY NELL ” C, N. Forge. er First as to the rule. I think it is time that the Committee responsible for the custody of the Cup, etc., paid some attention to the rule and removed the present farcical situation of sailing for a Cup given for the Y.M. rule with models that do not class under the rule. they increased the displacement factor from +.5 to +1, and, aided and abetted by Gosport weather, have been responsible for what is known as the ee * 171 SS fore secured the honour of being the first British challenger for the International Cup. The final scores were:—Ilst, ‘‘ Lady Nell ’’ 135; MODELS = MARINE 172 MARINE MODELS W. J. Daniels, has, to my mind, made a decided advance in the design of A-class models. Instead of going to the extreme possible L.W.L. length and displacement he has chosen a comparatively’ short L.W.L. and a lighter displacement. On a moderate displacement it is possible to draw out the ends more and to obtain more overall length. Mr. Daniels has produced a very clean-running craft, and it is remarkable how easily and sweetly she seems to slip through the water. Even when hard driven, she does not seem to throw any stern wave, and at the same time has excellent weatherly qualities. ** Fantasy,’’ designed and built by her owner, Mr. J. Howard-Nash, is another outstanding boat. She is a really good bit of work. Hull, sails and most of her fittings are the work of her owner, and it is to be regretted that the accident to her mast put her out of trim, or she might well have gained first place. As it is, she finished third, with only four points between her and the winner. ‘* Fantasy ’’ has a planked hull of mahogany, and there were also some very good examples of planking in some of the boats from the North of England. In this case the planking was of pine or spruce, with a hardwood strake included. One boat had this strake fitted somewhere about the bilge instead of as usual, as a sheer strake. Some wit aptly described these craft as ** Mandoline boats.’’ Another noticeable point on one or two of the models was the provision of two extra hatches at the fore- and after-ends of the deck, affording access to lifting handles. Metal masts seem to be increasing in popularity, but, although they are light and strong, they re- quire more attention given to details of rigging and fittings. So far these masts only taper in one direction, and the diameter of the mast at any given point is, of course, that decided upon by the maker of the tube, whereas with a hollow wooden mast you can make the dimensions of the spar to suit end of oval or other section if necessary, while the taper can be where required. Then there is the difficulty of attaching the rigging and the sail to a metal spar. With regard to rigging, the majority of skippers seem to pin their faith to twisted wire with soldered eyes instead of a more effective solid wire, giving a lessened weight and wind resistance. ‘* Lady Nell,’’ for instance, used phosphor-bronze wire shrouds, and, while this metal is good, it has to be of a larger diameter than a stainless steel wire would need to be. Most of these metal masts do not appear to be properly stayed. A mast should be rigid under strain and not allowed to bend into an elegant curve in two directions. Users of these masts should paya little attention to the methods adopted by some of the big craft. A somewhat similar, but less elaborate, system would be most useful on an A-class model. With a metal mast the preventer stays should be of wire. Cord will stretch enough to allow the mast to bend, and only the excellent metal prevents a total collapse. ; With one exception the Braine gear was in use, the exception being on “* Scotch Lassie,’’ which carried a variant of the old tiller and rubber centring line idea, but worked by a single running sheet. Photo: C, N. Forse. ** FUSILIER ”’ _ Sails, their shape and cut, are always a most interesting topic, and nearly all the competing models had been well served by the sailmakers. I cannot say that I altogether like the method of imitating the cloths of a sail by rows of coloured stitching, to say nothing of the extra weight and wind friction. On a scale model of the glass case variety, yes—but these boats are for sailing. With regard to social events, I will content myself by saying that the usual Smoking Concert and Dinner were held. A more notable event, from a model yachting point of view, was a conference on Wednesday evening, July 29, when most of the competitors and officials were present, and some very interesting discussions took place, and some veny useful opinions were voiced. The prizes for the British Empire A-class Championship were distributed by the Mayoress, Mrs. Ford, at the dinner held at the Clarence Hall, on Saturday, August 1. There were two special prizes—one for the 9th boat, and one for the boat which did best to leeward. Both these prizes went to ‘* Naiad ” (Lt.-Colonel W. C. Holden). Finally, I wish to express on behalf of the Association its thanks to those who, by acting as officials, did so much to contribute to the success of the regatta, and particularly to those members of the Gosport M.Y.C. who rendered so much valuable assistance. MARINE THE MODELS INTERNATIONAL bres: RACES AUGUST 6 To 8, 1936 By THE EDITOR HE contestants in the International Races of _ 1936 were Norway, France, Germany, United States and the British Empire. event was won by Norway, and, in Last year’s consequence, the races should have been held in that country, but as there is as yet no lake suitable for inter- national races in Norway, it was arranged to hold the races in Great Britain, with the proviso that should Britain win the 1936 event, that of 1937 should be held in Norway. The international competitors were a formidable lot of boats, and only one of the skippers was with- out previous experience of international competi- tions. Before giving an account of the racing a short description of the boats would not be amiss, especially as they showed considerable diversity of type. The Norwegian boat ‘* Prinz Charming II’ is the 1935 winner, whose lines appeared in this Magazine in June, 1935. She is a full-keel model with a heavily-raked sternpost. She is a very sweet lined yacht, that one would expect to be at her best in light to moderate winds. She is fitted with a Vane steering gear, as described in our issue of October, 1935. She was designed, built and sailed by her owner, Mr. Sam. O. Berge, who had the assistance of his countryman, Mr. Ploan, as mate. Her ordinary working sails were of XL cloth, beautifully cut by her owner, and in light weather she substituted a silk mainsail for the ordinary first mainsail with great success. Her big silk spinnaker (** Mae West ’’) was about the largest we have ever seen on an A-class model. The French yacht ‘* Altair’ is a new boat designed and built by her owner, M. H. Boussy (Paris M.Y.C.). She is a moderately powerful craft, decidedly pretty and very clean through the water. She was completed about a couple of months before the regatta, but, owing to light fluky winds on his home water, M. Boussy had no real opportunity to tune her up before he came to Gosport. During the days previous to the races he worked early and late on his boat, and effected a truly remarkable improvement, and on the second day of the International Races he really got ‘‘ Altair ’’ going, as will be seen by the score sheet. We fancy, however, that her sailplan can be modified with advantage. M. Boussy spent his early days in sail, but left the sea when he was no longer able to get a berth in sail. He is a skilful model sailer with the windsense that all sailormen develop. He was mated by Mr. G. Milford-Cottam, of the Y.M. 6-m. O.A., Surbiton. ‘* Altair '’ is fin-and-skeg and fitted with a conventional Braine gear. She had a beautiful suit of Drown sails. The German model ‘‘ Germania’ is a pretty boat, but her hull is far too solidly built, and she only has about 25 or 30 1b. of lead on a total displacement of 53 1b. In consequence, she is very tender and unable to carry sail. Her gear was also decidedly heavy. In very light winds she at times showed remarkable speed. She is a full-keeler and fitted with Vane steering. This, in her case, worked very badly and lost her many points she would otherwise have picked up. She was skippered by Herr Hans Siemsen, and mated by Mr. G. H. Catterall, of Fleetwood. America was represented by ‘* Blue Chip,’’ built by her owner, Mr. W. G. Bithell (Boston M.Y.C.). She is a very handsome, boat, and showed tremendous speed through the water, particularly in light airs. Her ends are perhaps a trifle drawn out, and the diagonals must be almost straight at these points. She is a fin-and-skeg model fitted with the usual Braine steering gear. Mr. Bithell had as his mate our old friend John Black, of Boston NLY.C, ** Lady Nell,”’ the British boat, was built by her owner, Mr. A. Jones, from the designs of Mr. W. H. Davey, of Birmingham, and bears a very strong Photo: ** PRINZ CHARMING II,’’ C, N. Forge. NORWAY (To windward of her is *‘ GERMANIA ”’) resemblance to ‘* Dawn,’’ but is possibly rather longer on the waterline. She is an extremely pretty boat, at her best in moderate weather. Before the racing started, we expected her to have considerable trouble with both “‘ Blue Chip ’’ and ‘** Prinz Charming ’’ if the weather fell light. Both of these boats seemed quite as fast or a shade faster 174 MARINE under these conditions, but as a matter of fact the Norwegian model gave ‘* Lady Nell ’’ little trouble off the wind owing to the better courses made by the British boat. She, however, lost many beats to ‘‘ Prinz Charming,’’ boards to ** Blue Chip.’’ and quite a few leeward ‘* Lady Nell’ is a fin- and-skeg boat with the usual Braine gear. Mr. Jones was mated by his second son. She was using Drown sails, which sat perfectly. With the exception of ‘‘ Lady Nell,’’ all the international competitors were planked boats. The principal dimensions of the international competitors are appended : — BRITISH EMPIRE “Lapy NELL’’: Owned by A. Jones, Gosport M.Y.C. Designed by W. H. Davey. Built by A. Jones. L.O.A., 77.75in. L.W.L., 48.75in. S.A., 1,796 sq. in. Fin-and-Skeg. L.W.L. Beam, 14.12in. Draught, 11.38in. Displacement, 50 |b. Braine Steering. NORWAY ** PRINZ CHARMING II '’: Owned by S. O. Berge, Norsk Modelseilforening. Designed by S. O. Berge. Built by S. O. Berge. L.O.A., 79.0in. L.W.L., 50.10in. S.A., 1,795 sq. in. Full Keel. L.W.L. Beam, 13.95in. Draught, 11.2in. Displacement, 49.68 lb. Vane Steering. FRANCE * ALTAIR ’’: Owned by H. Boussy, Paris Model Yacht Club. Designed by H. Boussy. Built by H. Boussy. L.O.A., 76.25in. L.W.L., 48.11in. S.A., 1,719 sq. in. L.W.L. Beam, 13.75in. Draught, 10.95in. Displacement, 44.6 lb. Fin-and-Skeg. UNITED Braine Steering. STATES OF AMERICA ** BLUE CHIP ’’: Owned by W. G. Bithell, Boston M.Y.C. Designed by H. E. Richardson. Built by W. G. Bithell. L.O.A., 74.87in. L.W.L., 48.72in. S.A., 1,787.27 sq. in. Fin-and-Skeg. L.W.L. Beam, 13.56in. Draught, 11.35in. Displacement, 43 Ib. Braine Steering. GERMANY ** GERMANIA "’: Owned by Hans Siemsen, Club S.V.A.O. Designed by J. Meyer. Built by J. Meyer. L.O.A., 78.25in. L.W.L., 52.35in. S.A., 1,674 sq. in. Full Keel. L.W.L. Beam, 14.2in. Draught, 11.5in. Displacement, 53 Ib. Vane Steering. It will be seen that the boats showed considerable diversity of type and promised an interesting contest. The International Committee had decided to sail three complete rounds per day, and as the start on the first day could not be made before 10.30 a.m., owing to the formal opening of the event by the Mayor of Gosport, Councillor George Ford, J.P., it was decided that on the first day one round should be sailed before lunch and two rounds in the afternoon. On the other days two rounds were scheduled for the forenoon and one for the afternoon. MODELS Thursday, August 6. — When competitors assembled at the starting line, the sky was overcast and rain threatened, but there was a fresh S.W. wind, giving a run and a beat, and scoring was set at 2 and 3. After the Mayor had welcomed the competitors, he started the first pair down the lake. These were ‘* Lady Nell ’’ and ‘* Prinz Charming.” Making an excellent course, the British boat won easily. ** Altair ’’ and ‘* Blue Chip ’’ followed, and, after a great race, the latter netted the points. mania ’’ took her bye this heat. ‘‘ Ger- On the beat back ‘* Prinz Charming,’’ with her Vane gear in operation, seemed too pinched, and ** Lady Nell ’’ sailed a good full, footed far faster, and won easily. In the second heat ‘* Prinz Charming ’’ beat ** Altair ’’ down wind, and ‘* Germania ”’ lost to ** Lady Nell.’’ ‘* Blue Chip ’’ was the bye. On the beat back ‘* Prinz Charming ’’ was again pinched, and lost to ‘* Altair.’ ‘* Lady Nell ” won easily from ‘* Germania.’’ In the third heat ‘‘ Blue Chip ’’ met ‘* Lady Nell.””. The American yacht got away nicely and made a good course down the leeward side of the lake, while her opponent screwed up under the weather bank. When in a commanding position, ** Blue Chip "’ broached in a heavy slam, and ‘‘Lady Nell ’’ got over the line first. ** Prinz Charming ’’ then met ‘* Germania.’’ Both boats are fitted with Vane steering and neither sailed a good course. In running before a smart wind the vanes seemed powerless to hold the boats, and both broached continually. The Norwegian boat took the points. On the beat ‘* Lady Nell ’’ won a nice race by about four yards, and Norway again took the points. ‘* Altair ’’ was the bye in this round. In the fourth heat both ‘* Blue Chip” and ** Prinz Charming ”’ broached soon after the start, and they fouled. On being restarted they again fouled. The resail was eventually won by the U.S. Both the German and French boats managed to keep away and fetched the leeward shore. After retrimming the French boat sailed a good course, and won easily. ‘‘ Lady Nell ’’ was the bye. On the beat back ‘* Prinz Charming ’’ sailed the best windward board she had so far and took the points from her American rival. ‘* Altair’? won easily from ‘* Germania.’’ In the fifth heat the British yacht won the run comfortably against ‘‘ Altair.” ‘* Germania’ met ** Blue Chip,’”’ and, getting away in good style, obtained a long lead. Both boats fetched the weather shore with the American yacht far astern, but after retrim something went wrong with the Vane steering of the German, and she turned a circle, while ‘‘ Blue Chip ’’ sailed through to win. On the beat ‘‘Altair’’ gave ‘‘Lady Nell’? a good tussle, but the British yacht eventually won. ‘‘ Germania ’’ again lost to the American. The bye in this heat was ‘* Prinz Charming.”’ This concluded the round, and the luncheon adjournment was then announced. At this stage scores were: ‘* Lady Nell ’’ 20, ‘‘ Blue Chip ” 12, “Prinz Charming II’? 10, ‘* Altair’ 8, ‘* Germania *’ 0. When competitors assembled in the afternoon for the second round, the wind had backed slightly, MODELS scores at the end of the first day: Photo: C, N. Forge. ‘* ALTAIR,’’ FRANCE making it possible to lie through the lake in one leg. It had also much freshened and was now blowing really hard. Most of the boats had been over-canvassed during the forenoon in first suits, and now ‘Lady Nell’’ and “* Altair ’’ sported their second suits. ‘* Germania ”’ started in second suit, but soon changed down to third. Only ** Prinz Charming ’’ and ‘ Blue Chip ’’ hung onto their first suits, and both would have done better with considerably less sail. In the first run the Norwegian boat set a huge spinnaker, but was overpowered and lost easily to. ** Lady Nell.”’ The beat between these two boats produced the first evidence we had seen in favour of the Vane gear. With this in operation the Norwegian yacht sailed one of the finest windward boards we have ever seen, and easily beat ** Lady Nell.’"” These were the first points the latter dropped during the match. ‘* Lady Nell ”’ 46, ‘* Prinz Charming II ’’ 40, ‘* Blue Chip ’’ 37, ** Altair ’’ 25, ‘* Germania ”’ 2. Friday August 7.—During the night the wind changed to N.N.W., and was fairly light. All yachts were, of course, under full sail, and during the first few heats the American and Norwegian yachts sported Genoa jibs. The perseverance of the French skipper in tuning his boat now began to reap its reward, and she was soon going as well as any of her rivals. In the first weather board of the fourth round ‘** Blue Chip ’’ missed guying and sailed right across, letting ‘* Altair ’’ win easily. Shortly after the wind veered to due N., giving a reach each way. In the fourth heat ‘* Germania ’’ scored again at the expense of ** Altair.’” In her run against ‘‘ Blue Chip ’’ the Vane gear once again robbed ‘‘ Germania "’ of the victory. The German boat was now showing far better form and was within an inch or two of winning several leeward boards. In the third heat ‘* Germania '’ made an excellent run and beat the Norwegian boat handsomely, thus securing her first points. The British boat scored steadily and made 15 points during the round, followed by ‘‘ Altair ’”’ and ** Blue Chip ’. with 12, ‘* Prinz Charming II”’ 8, and ‘*‘ Germania ’’ 3, making the scores: ‘* Lady Nell ’’ 61, ‘* Blue Chip ”’ 49, ‘‘Prinz Charming’’ 58, ** Altair ’’ 49, ‘* Germania ”’ 5. The wind increased until it was blowing about 35 m.p.h., and during this round heavy rain com- In the fifth round the wind was abeam and lightened considerably. During the round ‘* Germania ”’ , ee ee a et ee uncomfortable ah matters very Pe made eR which for competitors, officials and spectators alike. During the second round ‘* Blue Chip *’ was top scorer with 15, followed by ‘‘ Prinz Charming ”’ and ‘‘ Lady Nell’’ with 12, ‘ Altair’’ 9, and “‘ Germania ’’ 2. This made the scores: ‘* Lady Nell ’’ 32, ‘* Blue Chip ’’ 27, ‘Prinz Charming” 22, ** Altair ’’ 17, *‘ Germania ’’ 2. At the start of the third round the wind was very heavy, but after the rain ceased it gradually fell away. ‘* Lady Nell ’’ changed up into first suit. ** Altair ’’ and ‘* Germania ’’ continued in second, and though “* Altair '’ seemed under-canvassed at this point the German boat still had as much as she could carry. In the third heat to windward Mr. Jones put his boat off into the American boat, and was disqualified. The collision carried away ‘* Blue Chip’s ” shroud, but her skipper apparently did not notice this as he put his boat off, with the result that her mast snapped off in the deck plate. Owing to this he removed his boat from the lake to effect repairs. This caused rather a curious position, as it produced a situation not covered by the Sailing Rules. Generally speaking, boats are not permitted to be removed from the water during a board, but as the American boat had been disabled through the error of an opponent, the O.O.D. rightly decided to order a resail, and as the British boat was disqualified she was not permitted to participate in this, so the American boat had to sail over the course by herself in order to gain the points. The feature of the afternoon was the remarkable windward work of the Norwegian, which won almost all her windward boards. On the other hand, the Vane gear was most unconvincing down wind, and bad steering lost her most of her leeward boards. Scoring during the third round was: ‘* Prinz Charming II ’’ 18, ** Lady Nell ’’ 14, ** Blue Chip ”’ 10, ** Altair ’’ 8, ‘* Germania ’’ 0, making the total ee menced, 175 Es MARINE 176 took 3 points ** Lady Nell.’’ MARINE from Norway and France, 2 from The scoring during this round was: ‘ Lady Nell ’’ 15, ** Altair ’’ 12, ‘* Blue Chip ’’ and “* Prinz Charming ’’ 10, ‘‘ Germania ’’ 3. This made the positions: ** Lady Nell ’’ 76, ‘‘ Blue Chip ” 59, “* Prinz Charming ’’ 58, ‘ Altair’? 49, ‘* Germania "’ 8. At the start of the sixth round the wind was a light Northerly, giving a reach each way. After about half an hour it freshened and then gradually lightened again. During the round, in fact in the middle of boards, the wind varied considerably in direction and swung from N.N.W. to N.N.E., and back again. ‘“* Prinz Charming ’’ , set her silk mainsail in the light wind. This round provided a real test of the ability of skippers, and ‘* Altair,’’ most excellently handled, proved a real danger to all her competitors. The run between ‘* Germania "’ and ‘‘Lady Nell” was one of the most exciting boards of the afternoon, and the British boat won by a bare 6 inches. At the finish of the round the scoring had been: Altair’? 15, ‘* Lady Nell *’ 13, ‘* Blue Chip,” and *‘ Prinz Charming ”’ 11, ‘* Germania ’’ 0. Thus scores at the end of the day were: ‘* Lady Nell ” 89, ** Blue Chip ’’ 70, ‘* Prinz Charming "’ 69, ** Altair ’’ 64, ‘* Germania ”’ 8. Saturday, August 8.—During the whole of the forenoon an absolutely flat calm prevailed, and it was impossible to get a start until after lunch. By MODELS this time a light Southerly had sprung up, giving very tricky conditions. In the run of the first heat of the seventh round “Lady Nell’’ beat ‘* Prinz “ Altair ’’ beat ‘* Blue Chip.” Charming,’’ and ‘‘ Germania’ was a bye. On the beat back ‘‘ Prinz Charming ”’ revenged herself on ‘* Lady Nell,’’ but ‘* Altair ’’ once more had the upper hand of ‘* Blue Chip.” In the second heat ‘‘ Germania ’’ avenged her 6 inches defeat of the previous day by beating ‘“ Lady Nell ’’ by a similar margin down wind. * Altair,” sailing excellently, beat ‘‘ Prinz Charming.’’ ** Blue Chip ’’ took her bye. On the windward board ‘‘ Lady Nell ’’ beat “ Germania.’’ ‘* Altair’? and ‘* Prinz Charming ’” fouled, but the French boat won the resail. In the leeward board of the third heat ‘* LadyNell easily beat ‘‘ Blue Chip.” The American skipper seemed unable to get his boat going, and lost board after board, only managing to secure 2 points during the whole round. The Norwegian boat was disqualified, and ‘‘ Germania ’’ took the points. ‘* Altair ’’ was the bye in this heat. On the beat *‘ Lady Nell’ won easily from ‘** Blue Chip,”’ and ‘ Prinz Charming” beat ** Germania.”’ In the fourth heat the wind backed to East, and then veered to the South’ard again. ‘‘ Germania,”’ which was going better, gave ‘ Altair a tight race to windward, but Photo: ““ BLUE CHIP ’? TO LEEWARD OF “* ALTAIR.” C. lost. N. ‘‘ Prinz Forge. Charming ”’ took the points from ‘‘ Blue Chip,’ while ‘‘ Lady Nell ’’ was the bye. On the return journey “* Altair’? again beat “* Germania,’’ while ‘* Prinz Charming ”’ once more beat ‘* Blue Chip.’’ In the fifth and last heat of the round, Mr. Jones tried a spinnaker, but was obliged to take it off hurriedly half-way down the lake. Nevertheless, he was able to beat ** Altair,’’ which for once in a way sailed a bad course. ‘* Blue Chip ”’ secured her only points of the round at the expense of “*Germania.”’ ‘‘ Altair ’’ again lost on the beat to ‘Lady Nell,’’ but ‘‘ Germania ’’ comfortably trounced *‘ Blue Chip.’’ ‘* Prinz Charming ’’ was the bye. The scoring for the round was: ‘‘ Lady Nell ’’ 15, ‘* Prinz Charming ’’ 14, ‘‘ Altair ’’ 12, ‘* Germania ’’ 7, ‘* Blue Chip ’’ 2, making the totals: ** Lady Nell ’’ 104, ‘* Prinz Charming II’ 83, ** Altair ’’ 76, ‘* Blue Chip ’’ 72, ‘‘ Germania ’’ 15. As there was hardly any wind and it was then nearly 6 o'clock, it was decided to abandon the other two rounds and declare the result on the seven rounds that had been completed. It was a MODELS 177 LE Te A eS LL eee MARINE pity this was so, as the second. third and fourth boats were then engaged in a terrific battle for second place, and, while it was practically impossible for Norway to work into first place, the next three boats might well have changed their order. The 0.0.D. was Mr. C. E. Lemon, of Birmingham, who had the assistance of Mr. Hills (Paris M.Y.C.), Mr. W. H. Mansfield (of Putnam, Conn.), Mr. W. J. E. Pike (Hon. Secretary, M.Y.A.), Mr. W. M. Carpenter (Birkenhead), Mr. J. Marsden (Fleetwood), Mr. P. Paterson (Cardiff), Mr. W. J. Edwards (Birkenhead), Mr. A. Read (Gosport), Mr. A. J. Hugo (M.Y.A.), and Mr. H. Rowe (Gosport). The Wing-and-Wing Cup for the fastest run down the lake was won by ‘“‘ Blue Chip,’’ with a time of 2 min. 5 sec., the next best time being made by “ Altair ’’’ with 2 min. 8 sec. After the racing prizes were presented by Mrs. C. N. Forge, wife of the Chairman of the Model Yachting Association. national Cup, ‘‘ Lady The winners were: InterNell’’ (A. Jones, Gosport M.Y.C., Britain); 2nd prize, ‘* Prinz Charming II ” (Sam. O. Berge, Norway); 3rd prize, ‘‘ Altair ’’ (H. Boussy, Paris M.Y.C., France). oan | i ] } Se FE # i ** GERMANIA ’’—HER OPPONENT IS ‘* LADY NELL.”’ N. Forge. ee Photo: C. 178 MARINE MODELS SCORE SHEET FOR INTERNATIONAL. RACES. Country. Thursday Yacht. Rounds... | 1 Germany “* Blue Chip ” “* Germania ” sof 12 || ‘15: | 10 OF Zl 0 4/5 46 40 25 7 2 Saturday Total | 2 | 3 British Empire | ‘‘ Lady Nell” --» | 20} 12/14) Norway . | “ Prinz Charming II’ 10 | 12} 18] France “Altair” ve | 8) 9} Bl) U.S.A. Friday Total | 15/15/13] 8 | 10] 11] | 12)12) 15] | 12/10} 3} 3] Total 1]6 111! 0 7 89 69 64 70 8 9 |15|% | 4 | 14 = z<3 | 12} » g° 5 2) 8 7] 8 | sas] 2 |e 104 83 76 72 15 Nore.—Norway won greatest number of windward boards = 21 British Empire won greatest number of runs In thanking Mrs. Forge for presenting the prizes, the Mayor said how glad he was to see the repre- sentatives of these great nations meeting in friendly rivalry. He commiserated with Herr Hans Siemsen on the poor showing made by ‘* Germania,’’ but assured him that by his great good-sportsmanship, by the cheery way he had taken his defeat and borne the bad luck that had dogged his boat, he had won something far more valuable than the International Cup—in the esteem and friendship of his competitors and the spectators. His Worship added that it would appear that where Geneva had failed to bring about the security and peace of the world, the sports grounds of the Olympiad, and the model yacht lakes of Gosport and other places might well accomplish this great end. In concluding this report the writer hopes that he may be pardoned for imposing a few personal impressions. In the early years of the present series of international contests, the British boats had matters much their own way. In this year’s contest three of the foreign competitors were most formidable. The fourth boat was of good design but spoiled in the building, and her gear was not up to the standard required for these races. Two of the boats were full-keelers, fitted with Vane steering. On the Norwegian boat this functioned remarkably well to windward but down wind was not powerful enough to hold the boat in heavy winds, and in light winds seemed too sensitive, continually sawing the helm about and causing the boat to swerve wildly, yawing all over the pond. In saying the Vane gear functioned well to windward, we feel that this should be qualified by adding that it is at its best when the boat can just lay her course or only requires to make a short tack to fetch the winning line. When the wind is a dead muzzler, the gear causes the boat to make such short tacks as it throws her about almost immediately, and she fails to make offing. If the pond can be sailed leg-and-leg, and the Vane is pushed over each time, it is quite efficient. Our own feeling is that the Vane is more likely to lose points than gain them as a general rule, unless it can be combined with a Braine gear, so that it can be put into action just when it is likely to be beneficial. It is certainly more difficult to handle than the Braine gear, and requires an artist to get good results from it in pond sailing. = 20 THE “ALLAN FORBES” TROPHY It was considered inadvisable to sail this race on the appointed day, because of the possibility of the boats being damaged at sea, and their chance of sailing in the International Championships interfered with. Arrangements were therefore made for the event to be sailed off the Haslar sea-wall on Sunday afternoon, August 9. There were five entries, each Nation of the International being represented, as follows : — British Empire: ‘‘Actinia ’’ (Lt.-Colonel Holden). France: ** Altair ’’ (H. Boussy). Germany: ‘* Germania ’’ (Hans. Siemsen). Norway: ‘‘ Prinz Charming II ’’ (S. O. Berge). U.S.A.: ‘* Blue Chip ’’ (W. G. Bithell). When the boats put out to sea the wind was very light, and a strong tide was running. For the first race a triangular course was set, each boat being timed in as she crossed the starting line, and kept under observation until timed in as she crossed the winning line. Those responsible for this duty on board the launch were: British Empire, Mr. J. Black; France, Mr. W. H. Mansfield; Germany, Mr. W. M. Carpenter; Norway, Capt. F. E. Inglis; U.S.A., Mr. J. H. Catterall. The skippers followed their yachts in skiffs, assistance with the rowing being allowed. Each time contact between the skipper and his yacht was made, 10 seconds were added to his time for the course. Mr. C. E. Lemon acted as starter, and Mr. W. M. Carpenter as time-keeper. At the start it did not appear that progress could be made against the tide, but with a freshening breeze four boats were able to complete the course. Times: Norway, 48 min. 5 sec.; U.S.A., 1 hr. 7 min. 10 sec.; Great Britain, 1 hr. 13 min. 50 sec.; France, 1 hr. 16 min. 36 sec.; Germany did not finish. The course for the second race was set to provide a beat to windward and a run home; with a freshen- ing breeze, some capital sailing was witnessed. Times: Norway, 13 min. 44 sec.; U.S.A, 13 min. 10 sec.; Great Britain, 15 min. 35 sec. Neither France nor Germany finished. The trophy and the first prize were awarded to Norway, and the second prize to the U.S.A. The presentation of the prizes took place at the India Arms Hotel, the recipients signifying their pleasure upon receiving them. C. E. LEMON. MARINE MODELS 179 THE DEEPER HUDSON M.Y.C. REGATTA August 7 to 9 By C. O. BROOK N OT being a professional scribe, the reader is asked not to mistake this report as overenthusiasm of a _ correspondent, but to believe that it is an unbiased sketch of what has been acclaimed unanimously as the greatest regatta ever witnessed in model yachting. I will attempt to describe this event from Friday, August 7, until closing time on August 9. The members of the Deeper Hudson M.Y.C., after months of preparation, were still labouring intensely on the final touches of the event: pre- paring the banquet and dance hall; decorating with coloured crépe and bunting, silk and satin, pictures and framed articles of interest to the model yachtsman. Skippers and their friends began to arrive at the lake as early as 6 a.m. Friday, and continued to arrive all day and night until even as late as Sunday morning. It seemed as though all those interested in the sport were determined to be present no matter how they came. Mr. E. L. Cheney, resident of the M.Y.R.A.A., had been invited repeatedly, but since he was vacationing in Winter Park, Florida, 1,500 miles away, we were sceptical of his being with us. But not being intimidated by such a long journey, Mr. and Mrs. Cheney left Florida Wednesday, August 5, and ‘THE REGATTA BANQUET: The Commodore’s arrived at the lake, Saturday at 4 p.m. I believe this is the longest trip made by an individual to attend an event of this particular kind. Members of the auxiliary of this club remained at the lake all Friday night to place the visitors in the homes of friends as soon as they arrived. One of the outstanding attractions of the event was the manner in which the auxiliary arranged the tables for the banquet. Since our flag is a white field with single green chevron, the tables were arranged in the shape of the burgee. All tables on the outer edge were arranged in an elongated triangle, completely decorated in snowy white. Two great tables set at an angle to form the chevron, and seating 50 people, were completely decorated in Nile green. Viewed from any angle, but especially from the rostrum of the hall, there before the eye was an enormous burgee, 50ft. at the hoist by more than 100ft. to the point, with the chevron as clearly showing as though a great flag lay spread upon the floor. At the head table (the hoist) were seated the Commodores of the visiting clubs, the officials of the sport and the town supervisor. Flitting about the tables like so many attractive butterflies were 20 beautiful little girls who volunteered as waitresses. Each was dressed in the colours of the Deeper Table. From left of photograph—éth, President Cheney; 7th, Commodore Graffunder; 8th, President Stout. 180 MARINE Hudson M.Y.C.—green and white caps, white aprons, trimmed with green, each apron with a green pocket and the club flag worked on it. These girls were from 12 to 16 years old, their happy pink faces flashing smiles about the tables as they served the delightfully prepared food. The aprons and caps were made by our Commodore’s daughter, Arlene Graffunder, a 16-year-old High School student. At the head table were President E. L. Cheney, of the M.Y.R.A.A., and President H. J. Stout, of the Eastern Division of the M.Y.R.A.A., seated on each side of Commodore H. Graffunder. Ranged on each side of the table were the Supervision, Mr. L. Berninger, and the visiting Commodores—24 people in all. Before each Commodore’s plate was a miniature mast, with spreaders, stays and flag halyard, with each club’s burgee, made of celluloid, at the masthead. The mast was set on a bellbracket, with a tiny bell suspended below, the whole being mounted on a spruce or mahogany base, 4in. square, with a tiny brass mallet set in a hole of the base. These decorations were only 14in. high, and were presented to each club as a token of our happiness in their visit. At one of the tables was Mr. Francis Herreshoft and Joe Weaver, frankly amazed at such a display of pageantry. On all sides were happy faces, laughter, complimentary remarks. There were a oe bevy of beautifully-gowned women just as eagerly discussing boats as their male escorts. For two hours the banquet progressed merrily. A brief address of welcome was made by Mr. Berninger, followed by an address by Presidents Cheney and Stout. Surely those clubs and skippers who failed to take part will know, after talking with any one of the guests on their arrival home, that they missed a rare event. Since the dance that followed the banquet was held in the same place, it was a revelation to see MODELS how efficiently the club members cleared the tables and chairs. Within 15 minutes after the banquet was over, the orchestra was seated on the rostrum and the dance was under way. Through the generosity of Mr. Tex Foster, a skipper from the Long Island M.Y.C., the guests were treated to one of the finest exhibitions of fancy roping ever witnessed. Mr. Foster is a real Texan, being born near Amirilla, Texas, and having followed rodeo work and vaudeville for more than 20 years. Having suffered many injuries in bronco busting and steer roping, Mr. Foster gave up the show business and opened a little model yacht fitting shop on Long Island. His performance was met with a continued burst of applause. But to get back to the regatta proper. There were 85 models within the roped enclosure. There can be no gainsaying that this display of boats was something to make even the most unemotional spirit thrill. Saturday morning was clear, but a very light air caused scarcely a ripple on the water. At 8 o'clock, almost to the minute, the first heat of 7 boats hit the starting line. Even at that early hour there were several hundred people watching the event besides the 200 guests, whose cars were lined along the bank of the lake. The Paramount News and Fox Film were on the job covering the event. Nothing of importance took place during the first day’s racing. We had planned on running through 22 heats the first day, and 22 the second day, making 44 races, plus the finals for the two days. Over this 1,600ft. course, given even a moderate breeze, this would not have been too difficult, but in the light airs prevailing throughout the day, we were unable to go beyond the 14th heat, in addition to two resailed races—the 4th and 7th—which were resailed because no boat finished within the 25minute time limit established. A FEW OF THE VISITING COMMODORES WITH THEIR 50-800 YACHTS MODELS 181 In any heat, where one or more boat finished within the time limit, the race was considered run, but where no boat finished within that time, the race was resailed. It was a revelation to see the co-operation of the not conducive of future visits, and we of the club spared no efforts to make the event interesting for skipper, guest and spectator. But there can be no doubt that to see 85 models sailing at one time is a sight long to be remembered. entrants; it was more than a Men such as Mr. Weaver, Mr. Herreshoff, Mr. Cheney, and many other old-timers in the sport, made the statement frequently that they had never seen a regatta so colourful, so well handled, so free from complaints as this regatta, nor so many entries. I might add at this time that the aim of this club has ever been keenly to build up the sport by showing the guests and spectators alike that model yachting is one branch of sport in which everyone can take an active part, not just rooting from the sidelines, but by social contact based purely on sincere friendship. We plan for months ahead of time for our annual regatta, striving to make the entire event such as will bring the same entries, with many new ones each year. During this year we have planned since the first of January, and tried to be sure that nothing would be lacking. There was an amplifying system, which for two days announced each race and every interesting phase of that race. The moment we received news of the results in England of the International A-class race, the public had it over the amplifiers. Each event scheduled for the rest of the season was announced frequently; names of publishers who printed anything of interest to the sport were given constant publicity; there was no thought of remuneration; simply a desire to keep the modelman acquainted with anything of interest to him. revelation to find that at the close of the racing on Sunday evening there had not been a solitary protest; not a single dissenting voice for any phase of the event. Mr. Joe Weaver, of the Central Park M.Y.C., an internationally-known model yachtsman, had the distinction of attaining the goal of every skipper, a perfect score. His uncanny adjustments, his ekilful handling of the model, were indeed a pleasure to witness. There was no easy victory in his achievement, as each of his adversaries was a skipper of real merit. It was not a walk-away, but a matter of good skippers being beaten by a better skipper. On Sunday morning, just a few moments later than the time set for starting, the 15th heat was gotten under way. A breeze had sprung up during the night that held throughout the Sunday racing. In several heats the race was run in less than nine minutes by the Ist, 2nd and 3rd boats, and it was a simple matter to complete three rounds of sailing in addition to two final heats and two “ freak ”’ heats, one of which was composed of all skippers named ‘* Anderson,’’ of whom there were nine entered, and a ladies’ free-for-all race, in which 85 models were started from the line simultaneously. It would be difficult to tell, even with photos, what a fine sight this made. The race in itself was of little moment; the only feature of it being that a Regatta Committee flag was placed on the shore at one side of the lake; every lady guest made the adjustment she felt correct for this single board, and the boat coming closest to the flag was awarded a trophy. This race was staged only because the Racing Committee recognised the fact that to spend two days at a regatta with nothing to do but look on, is The Popular Mechanics Magazine gave us a beautiful silver trophy, different from anything offered before: a silver ring, more than a foot in diameter, with a silver eagle on the top, and a handsome golden sloop sailing through the ring; the base was of bakelite with a silver band for the winner’s name. Unselfishly, they did not call this the ‘‘ Popular Mechanics Trophy,’’ but incor- START OF THE FINAL RACE—JOE WEAVER IN FOREGROUND a MARINE MARINE 182 MODELS porated with that, the Deeper Hudson M.Y.C. Skiff Sailing Trophy. I mention this because it is indicative of the attitude of the general public, if they are sincerely approached. And none can be aware of the truly fine friendships that are born at these affairs unless they take actual part in them. It means hard work on everyone’s part, but work for which we feel well repaid when we find so many fine friends about us. Following are the results of the races for Ist, 2nd and 3rd places only, since it would require a great deal of space to list the scores individually, and would not, perhaps, be interesting to the public, while being embarrassing to those who came in from 4th to 7th place. For 33 heats, exclusive of the finals, they are as follows :— Race 5.—lIst, C. Logan, Staten Island; 2nd, A. Anderson, Snr., Red Bank (6); 3rd, G. Denstrup, Staten Island. Race 6.—Ist, Ben. Chapman, Lynn (2); 2nd, Frank Donnenbacher, Prospect Park (8); 3rd, L. Beaton, Red Bank. Race 7.—lst, H. Peterson, Jnr., Red Bank; 2nd, Jack Lord, South Jersey; 3rd, L. Sythoff, Long Island. Race 8.—lst, W. Rayburn, Staten Island; 2nd, D. Beaton, Jnr., Red Bank; 3rd, J. Dymek, Worcester. Race 9.—lst, Al. Mattson, Marblehead (3); 2nd, H. Kolb, Snr., Staten Island; 3rd, T. Morrison, Red Bank. Race 10.—Ist, H. Kolb, Jnr., Staten Island; 2nd, H. Freudenhal, Worcester; 3rd, Ed. Johnson, Long Firsts. Joe Weaver, Central Park M.Y.C., 3. A. S. Anderson, Red Bank M.Y.C., 3. A. Anderson, Staten Island M.Y.C., 3. Island. Race 11.—lIst, J. G. Anderson, Red Bank; 2nd, F. S. Anderson, Red Bank; 3rd, L. Stock, Jnr., C. Sweet, Marblehead, 2. Race 1.—1st, A. S. Anderson, Red Bank, N.J. (5); 2nd, Wm. Stout, Philadelphia (7); 3rd, A. Kolb, Staten Island. Race 2.—Ist, Joe Weaver, Central Park (1); 2nd, Fred Howard, Lynn (9); 3rd, Tex Foster, Long Island. Race 3.—Ist, Arvid Anderson, Staten Island (4); 2nd, Arthur Millward, Clove Lake; 3rd (only two finished in allowed time). Race 4.—Ist, Carrol Sweet, Marblehead; 2nd, Arthur Sellar, Staten Island; 3rd, A. P. Frech, South Jersey. Syracuse. Race 12.-—Ist, R. Mallicre, Worcester; 2nd, A. Kolb, Staten Island; 3rd, D. Beaton, Jnr., Red Bank. Race 13.—lst, Wm. Stout, Philadelphia; 2nd, H. Kolb, Jnr., Staten Island; 3rd, J. Holingsworth, South Jersey. Race 14.—lst, L. Mattson, Marblehead; 2nd, L. Beaton, Red Bank; 3rd, J. G. Anderson, Red Bank. Race 15.—Ist, Arvid Anderson, Staten Island; 2nd, Fred Howard, Lynn; 3rd, H. Peterson, Jnr., Red Bank. VICE-COMMODORE SELBY SUMMERS PRESENTS THE ‘‘ POPULAR MECHANICS " TROPHY (Ist PRIZE) TO JOE WEAVER Gosport friends will be pleased to see that Joe has not lost the pipe which he always smoked when sailing Race 18.—lst, Joe Weaver, Central Park; 2nd, Logan, Staten Island; 3rd, Chas. Heisler, D.H.M.Y.C. Race 19.—lIst, B. Anderson, Red Bank; 2nd, T. Morrisson, Fair Haven; 3rd, C. O. Brook, D.H.M.Y.C. Race 20.—Ist, B. Chapman, Lynn; 2nd, W. Rayburn, Staten Island; 3rd, R. P. Dezendorf, Warinanco. Race 21.—Ist, A. S. Anderson, Red Bank; 2nd, H. Graffunder, D.H.M.Y.C.; 3rd, A. E. Jones, Worcester. Race 22.—Ist, A. Millward, Clove Lake; 2nd, V. Hanner, D.H.M.Y.C.; 3rd, H. Kolb, Island. Snr., Staten Race 23.—lst, A. Anderson, Snr., Red Bank; 2nd, Frank Donnenbacher, Prospect Park; 3rd, D. Harriman, Long Island. Race 24.—lst, Arvid Anderson, Staten Race 25.—Ist, Fred Howard, Lynn; 2nd, H. Dans- trup, Staten Island; 3rd, C. Logan, Staten Island. Race 26.—lst, Ben Chapman, Lynn; 2nd, J. G. Red Bank; 3rd, Ed. Johnson, Long at one time; this would mean that instead of the three races which each skipper had in the two days of the recent regatta, they will be able to have as many as 12 races, which will be sufficient to satisfy the most eager devotee. The Popular Mechanics Trophy, by the Deed of Gift, will be sailed for each year at this club. C. O. BROOK. MODEL YACHT RACING ASSOCIATION OF AMERICA MARBLEHEAD 50-800 CLASS Race 27.—lst, C. Sweet, Marblehead; 2nd, A. Millward, Clove Lake; 3rd, Tex Foster, Long Island. The Executive Committee of the M.Y.R.A.A. has from time to time made supplementary rules concerning the 50-800 Class, and a memorandum Race 28.—Ist, A. Mattson, Marblehead; 2nd, F. S. Anderson, Red Bank; 3rd, B. Anderson, Red Bank. tional rules: — Race 29.—Ist, A. Sellars, Staten Island; 2nd, C. O. Brook, D.H.M.Y.C.; 3rd, B. Drake, Long Island. Race 30.—lst, J. Rader, Staten Island; 2nd, Wm. Stout, Philadelphia; 3rd, W. Dymek, Warinanco. Race 31.—lst, L. Beaton, Red Bank; 2nd, H. Peterson, Jnr., Red Bank; 3rd, L. Franklin, Worcester. Race 32.—Ist, A. S. Anderson, Red Bank; 2nd, P. Latak, Worcester; 3rd, L. Stock, Jnr., Syracuse. Race 33.—lst, J. Weaver, Central Park; 2nd, T. Morrison, Red Bank; 3rd, Jack Lord, Long Island. In the finals, those five entries who had 300 possible sailed for place and prizes from Ist to 5th. The result of this race was:— Ist, Joe Weaver, Central Park M.Y.C. 2nd, Ben Chapman, Lynn M.Y.C. 3rd, Al. Mattson, Marblehead M.Y.C. 4th, Arvid Anderson, Staten Island M.Y.C. 5th, Andy Anderson, Jnr., Red Bank M.Y.C, In the race for placing from 6th to 9th place for prizes were men with an average above 279.7, and were:— Ist, Andy Anderson, Snr., Red Bank M.Y.C. 2nd, Bill Stout, Philadelphia M.Y.C. 3rd, Frank Donnenbacher, Prospect Park M.Y.C. 4th, Fred Howard, Lynn M.Y.C. Two special trophies were awarded to the club with the greatest aggregate number of miles to its credit by taking the distance from its sailing ground to ours, and multiplying this amount TEN It is the hope of the Deeper Hudson M.Y.C. that our sailing grounds shall always be the annual gathering point for all clubs, no matter what part of the world they may be from. We are already laying tentative plans for a much larger gathering in August of 1937, so that more boats can be handled at one time. A system is being evolved which may permit of 15 or more boats competing Island; 2nd, G. Bett, Long Island; 3rd, F. Mann, Worcester. Anderson, Island. Winter Park, Florida. ca C. was won by the Long Island M.Y.C. with a total mileage of more than 5,600, while the last-named prize was easily won by President E. L. Cheney, who made the trip of more than 1,500 miles from Lae Race 17.—Ist, Frank Donnenbacher, Prospect Park; 2nd, Tex Foster, Long Island; 3rd, Jack Lord, South Jersey. by the number of people making up its party; and one prize for the individual making the longest trip to take part in the event. The first mentioned ER Race 16.—Ist, A. Anderson, Snr., Red Bank; 2nd, F. S. Anderson, Red Bank; 3rd, Vie Hannah, 2D.ALM.Y.C, 183 MODELS has just been issued containing the following addi(1) Battens shall be spaced at regular intervals, and not exceed 4in. in length. (2) Roach of sails not to exceed 2in. (3) No wire or other stiffening shall be put in head of sails. (4) Headboards not to exceed jin. across bottom. (5) Spinnakers allowed. (6) Spinnaker poles not to exceed 12in. in length, measured from centre of mast to outer end of pole. (7) Mainsails to be measured as follows: (a) Luff, measured from top of boom at after-side of mast (or from tack-cringle if below the boom) to the bottom of headboard; (b) Diagonal, measured from the top of boom at outer edge of sail to the nearest point at after-side of mast. CHARLES H. FARLEY, Secretary. Se SES MARINE MARINE MODELS + mm Nsoe WITH THE POWER BOAT 2 cae A ——+ Fe - a et be FLEETWOOD M.P.B. REGATTA This was held on August 9, and timed to com- mence at 2 p.m., but as there was a miserable drizzle it was thought best to wait until the weather cleared. It was found possible to make a start about half an hour later. The entry constituted a record for the Fleetwood water and consisted of :— Altrincham Club—** Rene’? (Mr. Tomkinson), ** Tubby ’’ (Mr. Waterton), ‘* Spitfire ’’’ (Barrow Bros.), ‘* Two Freds’’ (F. W. Westmoreland), ** Margaret ’’ (Mr. Bodell), ‘* Mrs. Frequently ’’ (H. Wraith), ‘‘ Satellite II ’’ (D. Innes). Rochdale Club—** Sprite ’’ (J. Scotson), ‘‘Jubilee’’ (D. Woolfenden), ‘** Mitzi ’’ (T. Brooks). Bournville Club—‘* Nobby ’’ (B. Cotterill). Chesterfield—** jul Ll A ¢ P. Orme). Fleetwood M.Y. & P.B.C. = Linnet ”’" (G. Wilson), *‘ Spook ’’ (C. Booth), ‘* Wizard’’ (J. Scar- nell), ‘* Citus ’’ (A. Wilson), ‘* Tell boight ill ’’ (R. Eaves), ‘‘W.E. IV ’’ (W.. Eaves), ‘* Samuel ’’ (W. H. Meageen), ‘*‘ Wasp ’’ (G. Wilson), ‘* Electronic ’’ (W. Roskell). All of these were of the 30 c.c. class with the exception of the 15 c.c. boats ‘* Mrs. Frequently,’’ ** Satellite II,’’ ‘* Mitzi,’’ ‘* Wasp,’’ and the prototype model ** Electronic.”’ The first event was a combined speed race over 600 yards for the 30 c.c. boats for the ‘* Booth ”’ Cup, over 300 yards for the 15 c.c. and Endurance Test for the largest number of laps. In this a Ladies’ Nomination Prize was given for the nearest estimate of the time taken by the winner of the ** Booth ’’ Cup. Messrs. J. S. Scotson, of Rochdale, and Mr. J. Barraclough, of Barrow-in-Furness, officiated as time- keepers. “*Citus ’’ then ran and, after a good start, made 12 laps. ** Nobby ’’ was next and got away nicely, but stopped after four laps. ‘* W.E. IV ”’ then took the line and, after three hectic laps, splashed the plug and stopped. “Two Freds ’’ tried again and made a record endurance run of 56 laps before it stopped. This distance of nearly 34 miles is quite a journey for a boat of this size. ** Rene ’’ was then put on the line and, after a very fast start, dived soon after passing the starting line, and retired with a split cylinder. ‘‘ Samuel ” was tried again and made 24 laps. ‘* Wizard” stopped after eight laps. ‘* It’ll-be-right ’’ also made eight laps. ‘‘ W.E. IV,’’ after three and a Hl Ae be ces a= a 184 ; The first boat away was ** Two Freds,’’ which did 64 laps. Next came ‘* Wizard,’’ which got away in fine style, but Seep after four laps. ‘* W.E. IV” took the line, and after a good start stopped at one and a half laps. ‘* Rene’’ was then put to the test, and after a hectic one and a half laps threw up a cloud of spray which shorted the plug. ‘* Sprite ’’ took a turn, but after passing the starting line stopped at 4+ lap. ‘* Tubby "’ then tried and, after a poor start, stopped at two laps. ‘* Samuel ’’ next did eight and a half laps at a moderate speed. Then came ‘‘ Nobby,’’ which, after doing 124 laps at a moderate speed, was accidentally stopped. ‘* Jill I’? was then put on the line and got away at a moderate speed and completed 39 laps. ‘** Rene’’ was tried again but stripped the prop before passing the starting line. half very fast laps, stopped owing to ignition trouble. ** Spook ’’ took fire on starting, but was soon put out. ‘* Linnet ’’ then sang a tune for nine and a half moderate laps. ‘** Jubilee ’* * stop ed after two and a half very fast laps. ‘‘ Spoo tried again and, after 10 very fast laps, over. then turned This was the winning run in the 600 yards race. ** Citus ’’ tried again, but stopped after three laps The timekeepers at this stage reported a tie for the third place between Messrs. Meageen and Scarnell (** Samuel ’’ and ‘* Wizard ’’), and on the rerun Mr. Scarnell won with 57 seconds against 63 seconds. In the 15 c.c. ‘Satellite’? and ‘‘Mrs. Frequently”’ were the only boats to make a score. The Steering Competition attracted ‘* Satellite,’’ ‘* Mrs. Frequently,’’ and ‘*‘ Electronic,’’ the two latter making a tie of nine points each, while the former failed to score on the first run and, after trying again, her owner retired, owing to trouble with his boat. On a re-run being taken, ‘‘ Electronic ’’ made three points against one for *‘ Mrs. Frequently.’’ The results were as follows :— 30 c.c., 600 yards ‘* Booth ’’ Cup—lst, ** Spook,”’ 49 2/5 sec.; 2nd, ‘* Jubilee,’"” 502/5 sec.; 3rd, “* Wizard,”’ 51 4/5 sec. 15 c.c., 300 yards—lIst only, ‘‘Satellite II,’’ 31 1/5 sec. Ladies’ Nomination Prize for nearest estimate of 600 yards winner—Mlss Price, of Bradford (visitor to Fleetwood), who estimated 49 3/5 sec. Endurance Cup for largest number of laps—Ist, ‘** Two Freds,’’ 56 laps; 2nd, ‘* jill I,’’ 39 laps. Steering Competition for the Livesey Cup— ** Electronic,’’ 3, 3, 3=9; ‘* Mrs. Frequently,’’ 5, 3, 1=& = Satellite II,’ 0. Upon sailing-off for Cup: ‘‘ Electronic,’’ 3; ‘* Mrs. Frequently,’’ 1. Totals: Ist, ‘* Electronic,’’ 12 points; 2nd, ‘* Mrs. Frequently,’’ 10. After such a miserable commencement, the afternoon turned out to be fine and calm, and everyone agreed that it had been the most enjoyable day’s sport they had ever had. We should, through your valuable paper, like to express our sincere thanks and appreciation to our visiting competitors, and officials who travelled such distances to carry out the proceedings, which resulted in this event being the best and most suc- cessfulin the history of the Fleetwood Model Yacht and Powerboat Club. WILLIAM ROSKELL, Hon. Secretary. NORTH OF ENGLAND BARROW M.Y.C. The outstanding event during the past month was the 10-rater race for the ‘‘ Captain Fisher ”’ Cup. This was sailed on July 25, in conditions that demanded storm suits, the wind being very strong from South-West. The first two or three rounds were even, but after this ‘‘ Flossie,’’ ‘‘ Cissie ’’ and ‘Fram ’’ began to draw away, and a tussle for leadership ensued. ** Flossie,’’ which was sailing exceedingly well and seemed a likely winner, was unfortunate to carry away her sheets, and, although hasty repairs were carried out, she never regained her previous form. ‘‘ Cissie’’ took advantage of this mishap and took the lead, the final placings being: Ist, ‘* Cissie ’? (Alec Walker); 2nd, ‘‘Flossie”’ (J. Rome); 3rd, ‘*‘ Fram ’’ (F. Watts). The second session of point races is nearing completion, and some ciose results are expected. In the A-class, ‘* Seven Sisters ’’ (W. Whitelock) has taken the lead, very deservedly, for she is sailing well at present, followed by ‘‘ Lady Anne ’’ (W. Douglas). The 10-raters are having their usual interesting race, the competition in this class being very keen— ** Cissie,’’ ‘* Fram,’’ ‘‘ Flossie ’’ and ‘‘ Nan *’ making a struggle for the first three places. On August 23 the club travels to complete its first fixture with the Fleetwood M.Y.C., and entertains the Windermere Club on September 6. We have yet to race the Morecambe Club, both home and away, so that altogether a glorious wind-up to the season is expected, the ‘‘ Margaret McBrayne ”’ trophy race for all classes.on August 29 completing the club’s ‘* big ’’ home events for the 1936 season. F..W. D. SCARBOROUGH vy. E. HULL M.Y.C. On July 18 the E. Hull M.Y.C. sent a team of six 10-raters to sail for the Scarborough Challenge Shield. The visitors found themselves faced by conditions which favoured the home team, accustomed to the strong South-Westerlies that are so common during the winter months, but rare on the sheltered water at East Hull Park. The course, however, was not a difficult one. The match started at 3 p.m. and it was very soon clear that for once the skill and experience of East Hull yachtsmen were to be tested to the uttermost. From the first round Scarborough began to hit hard. Hull seemed to be sailing a shade low on the beat but Scarborough knew their own water and found the range without difficulty. They were sailing, too, accurately and making few mistakes. The scoring mounted in the favour of the home team, and, in spite of quick work and the game spirit of the visitors, the result never looked like being much in doubt. Even the redoubtable ‘‘ Bluenose ’’ went MODELS down to the defenders, and it was perhaps fitting that she received the roughest handling from her sister sharpie, ‘‘ Humbria’’ (Mr. Bolder). This boat, launched last year and tuned to a hair during the year, topped the fleet with a fine score of 24. After the match the Scarborough ladies served a generous tea. This was followed by an interesting little ceremony, when the shield was handed for the first time to Scarborough by one of the veterans of the sport. This was Mr. Charles Grant, of Scarborough, who, forty years ago, went to Hull to sail for the East Coast Challenge Shield, and returned victorious from a close contest with the picked men of six other clubs. The Hull Captain, replying to Mr. Grant, made just the sporting and appreciative speech which was to have been expected from the Hull men, whose reputation stands very high in East Yorkshire. Congratulating the winners on this, their first victory, he added that Hull were firmly determined to take their revenge in due course; and, if they do, by their good sailing and sound judgment, no Scarborough man will grudge it to them. After the race the successful ‘‘ Humbria ’’ and the shield were exhibited in the town, and proved a source of great interest to visitors. Scores were: — Scarborough: ‘*‘ Humbria’’ (E. R. Bolder) 24, “Ivy ’’ (T. Vitty) 23, ** Albion ’’ (W. M. Bolder) 22, ‘* Valkyrie’ (A. E. Smith) 19, ‘* Spring ’? (T. Brunt) 19. ‘‘ Defiance ’’ (E. Bolder) 15. Total 122. E. Hull: ‘* Elite II’’ (J. Fulstone) 14, ‘* Bluenose ’” (Mr. Swift) 13, ‘* Surprise ’’ (C. Goodwin) 11, ‘* Mary ”’ (F. Pearce) 9, ‘* Lilian ’’ (R. Uney) 7, ** Margaret *’ (Mr. Hale) 4. Total 58. ROCHDALE S.M. & E.E. On July 26, under ideal weather conditions, the Society held its third annual regatta for racing yachts at Syke Ponds. The wind was fairly strong, but most boats were able to sail with first suit of sails. The wind was blowing in a South-Easterly direction and this resulted in a very tricky course, due to the houses on each side of the pond causing eddy currents and whirlwinds. Skipper Trueman was O.0.D., and Messrs. R. Leach, J. H. Lewis, J. E. Nuthall and A. Hawkard kindly acted as judges for the various events. These consisted of races up and down the pond for the 36in. boats, followed by the 10-raters. There were also races across the pond for youngsters and these were followed by a race for boats constructed by junior entrants. It will therefore be seen that the endeavour of the club is to encourage the younger element in the town in the pursuit of a clean, instructive and healthy hobby. Finally, to round off proceedings, a handicap race was organised for all 36in., 40in., 6-m. and 10-rater boats. The smaller boats were started first, TT EE I EN INI IE AT ETL A NO LOL. eC MARINE 186 MARINE followed by larger ones with two 10-raters starting from scratch. But as there were eight boats all running up the narrow pond at the same time there were several collisions which meant resails. Much praise is due to the way in which young competitors pitted their wits and skill against the more experienced members in the large classes. The “TT. E. Kershaw " Cup for the race of ‘own constructed’’ boats was won by L. Moore- howe K. Turner being second. Other results were:— 10-rater boats—1, E. Butterworth; 2, K. Dawson. 36in.—1, A. Spencer; 2, L. Moorehouse. Child’s class—T. Brophy. Massed handicap event—l, E. Butterworth; 2, K. Dawson. K. DAWSON. BRADFORD M.Y.C. Many of our racing members being away on holiday, we have had no racing at Larkfield this month. The erection of the 3ft. landing stage is now completed for the length of one side and the two ends, and the other side and the extension to the boathouse will shortly be commenced. On the completion of this work we shall be in possession of one of the best model yacht waters in the country, and trust it will be the means of attracting an increased number of visiting friends from other clubs. Our own membership is steadily increasing, and several new and newly-acquired boats are on the way. J. P. CLAPHAM. SOUTH COAST LITTLEHAMPTON M.Y.C. For many years Littlehampton has advertised model yachting as one of the attractions of the town, yet all it possesses is a small round pond suitable for children’s toy boats, and even that is not always kept filled. In spite of this there is a strong local club sailing 36in. Restricted models, and members of this complain bitterly that their representations to the local authorities for an up-to-date sailing water have so far been ignored. For a Town Council to advertise model yachting as an attraction to visitors when there is no lake worthy of the name is highly misleading and really reprehensible. We suggest that the members of the local model . yacht club organise a visit to Eastbourne or Gosport on the occasion of an important race on one of those waters, and invite the Mayor and Council of Littlehampton to accompany them so that they will know what a model yacht lake really is, and what our sport means, and how attractive it is to visitors. Our attention has been attracted to this matter by the fact that local racing has been seriously interfered with, as the subjoined reports will show, and further that considerable correspondence has appeared in the local Press in which visitors bitterly MODELS complain that they have been brought to Littlehampton under false pretences. In spite of difficulties the Littlehampton Club manages to carry on and keep the flag flying. On August 2 visitors from the Guildford, Eastbourne, Littlehampton and Metropolitan Clubs competed for the ‘* Leader ’’ Cup. Owing to bad weather the start was postponed from 11 a.m. until 2 p.m. Some of the competitors then decided not to start as they had no storm suits. The water was not too bad, but there was plenty of wind and rain when a start was made. The two leading yachts tied, so a board to windward was sailed to decide the result. Both are members of the local club. The scores were: Ist, ‘* Valeta’’ (J. Robinson) 43 points; 2nd, ‘*‘ Seaspray ’’ (A. Kelly) 43; 3rd, ‘* Tamarisk ’’ (J. Roach) 33; ‘* Joyce ’’ (W. Warring) 31; ‘* Marina ’’ (Mrs. Kelly) 31; ** Ahoy "’ (W. Alexandra) 253; ‘‘Jose’’ (J. Johnson) 23; ‘* Tmshi ’’ (—. Prior, G.M.Y.C.) 18; ‘* Cynthia ’”’ (—. Hague, E.M.Y.C.) 174; ‘*‘ Challenger ’’ (H. Alexandra) G.M.Y.C.) 2. 11; ‘* Dinah ’’ (—. Shackleton, The local members invited the visiting model yachtsmen to stay and race on the following day. They accepted, but when it came to racing it was found that the pond contained only 9in. of water, so the visitors were obliged to go home disappointed. The first of the Children’s races organised by the local club took place on August 6. These are run during August and September, and points are awarded in each series that count towards trophies that are distributed at the end of the season. The first series had to be cancelled owing to the state of the water. The classes catered for range from 15in. to 36in. The race officers were Commander Rivett, Messrs. J. Weeks, A. Kelly and J. Roach. RYDE M.Y.C. (ISLE OF WIGHT) The ‘‘ Town "’ Cup (presented by the Mayor and Corporation of Ryde) was sailed for by the 50-800 Marblehead class, on Thursday, August 13. In spite of the many other attractions, there was a large attendance of onlookers, which speaks well for the growth in interest in the sport. The summer still continued with a fair South-Westerly breeze. The Mayor (Major A. Dennis) who had kindly consented to start the race, was welcomed by the Commodore (Coun. F. A. Saunders). His Worship expressed his satisfaction both at being able to attend and also at the large amount of enthusiasm aroused in the sport of model yachting, and that he would be pleased to help forward the interests of the club. There were 17 entries and only one failed to come to the starting line. Very constant times were made by the models, and very close finishes resulted. The Ist Prize Cup was won by ‘* Rose'’ (F. Scovell); 2nd Prize,** Gladys ’’ (E. Scovell); 3rd Prize, ‘* Raihnod ’’ (G. L. Matthew). It may be of interest to note that** Rose ’’ and ‘* Gladys ’’ are to the lines of ** Wampum II,”’ pubMODELS. lished in MARINE The results of the juniors’ race for their Cup and medals are: Ist Cup, ** Strut ’’ (Miss Nancye Kerridge); 2nd Prize, ‘* Mazeppa’’ (A. S. Tuffin); 3rd Prize, John Turtle. A. KERRIDGE, Hon. Sec. Capt. B. H. Goodhart, M.C., was O.0.D., and Messrs. H. Weld (Lymington) and G. Christie (Southampton) were the official scorers. The weather conditions were good, the wind giv- ing an excellent beat and a run. R. O, L. LOVELL. SOUTHAMPTON v. LYMINGTON The Southampton M.Y.C. entertained the Lymington and District Club in a friendly inter-club race on the Common lake, Southampton, on Sunday, July 26, and a fine sporting event resulted in Lymington scoring a handsome win by 29 points. The racing was witnessed by about 200 specta- 187 Final Scores : — Southampton: ** Weetamoo”’ (A. J. Crespin), 31 points; *‘ Pam ’’ (W. J. Barrett), 30; ‘* Jean ’’ (G. Hayward), 15; ** May "’ (G. Hampton), 10; ‘‘Jenny”’ (C. Tarrent), 10; ** Mary ”’ (E. J. Gay), 9; ** Raven ”’ (S. Dolman), 3. Total, 108. Lymington: ‘‘ Red Dawn ”’ (D. May), 28 points; ‘* Black Pete '’ (R. Wigmore), 23; ** Valdero ’’ (Miss D. Mair), 21; ‘* Erin ’’ (G. Pelfrey), 21; ‘‘ Daphne ” (R. Lovell), 17; ‘* Red Cloud’’ (F. Mair), 14; ** Georgette "’ (Capt. Sullivan), 13. Total, 137. The O.0.D. was Mr. G. Christie, and the Starter Mr. F. Crespin. THE SOCIAL SIDE OF MODEL YACHTING HE magnificent welcome given to the M.Y.A. Team at Hamburg, and the generous hospitality of the Deeper Hudson M.Y.C. to their visitors, as recorded in the account of their regatta reported in this issue of MARINE MODELS, make one pause to consider whether sufficient was done to entertain our foreign guests at Gosport. The Gosport Regatta was in two sections—the first week devoted to our own A-class Championship, then four days gap, followed by the International Races. The only entertainments during this period were the Smoking Concert and Dinner, but both were held during the week of the British Championship. When this was arranged, the reason was advanced that many of the unsuccessful competitors in the British Championship would have departed before the International Races. We can see the full force of this argument and of the advantage of entertaining our own people, particularly those who come from a distance, but surely it is more important to entertain our guests from overseas? One hesitates to criticise the M.Y.A. and those responsible for the Regatta arrangements, tors. There was a good fresh wind blowing when racing commenced with the course set giving a good run and a beat to windward. as one knows they have done their best to make a success of the regatta. Yet this is a matter that should be remedied at the next International Regatta held in Britain. each club raced one complete heat over the course, Gosport Regattas a refreshment tent was provided After the main event the two highest scorers from i.e., twice the length of the lake without stopping, Crespin, and these were ‘‘ Weetamoo”’ (A. Southampton), and ‘‘Red Dawn”’ (D. May, Lymington), and after an exciting race *“‘Red Dawn”’ crossed the line first. Both of these yachts are MARINE MODELS designs. ** Weetamoo ’’ is from the “ Stella ’’ design, and **Red Dawn ”’ from the ‘* Evadne.”’ After the racing the Lymington team and friends were entertained to tea, and at the conclusion of this important part of the day’s proceedings Capt. H. E. Sullivan, D.S.O., of Lymington, kindly offered to present a silver cup for these events between the two clubs, with this season’s racing to count as the first yearly competition. The offer was gratefully accepted by the two clubs, who rendered a hearty vote of thanks to the donor. This season’s matches are two to one in Southampton’s favour, they having won the two previous events at Lymington. There are two more races this season, one at Lymington, on August 23, and at Southampton, on September 6. —— LYMINGTON AND DISTRICT M. & M.E.S. The Model Yacht Section of the Lymington and District Model and Engineering Society arranged an open yacht racing programme for 10-rater class. Fourteen boats were entered—seven from Lymington, six from Southampton, and one from Poole. The Poole Model Yacht Club had entered six boats, but owing to illness and other unforeseen circumstances only one boat was sent. Three bronze medals, each bearing the Lymington Borough coat of arms, were awarded, the winners being: Ist, ‘* Jenny '’ (C. Tarrant, Southampton), 50 points; 2nd, ** Valdero’’ (Miss D. Mair, Lymington, sailed by Capt. H. E. Sullivan, D.S.O.), 45; 3rd, ‘‘ Red Dawn "’ (D. May, Lymington), 45. ** Vaidero ’’ secured second place after a resail. Other placings were: ‘* Spray Il’’ (H. Vear, Southampton), 41; ‘‘ Daphne’ (R. O. L. Lovell, Lymington), 37; ‘* Red Cloud "’ (H. Welch, Lymington), 33; ** The Rat ’’ (F. Robinson, Poole), *‘ Erin ’’ (G. Pelfrey, Lymington), and ‘* Georgette ’’ (G. Pirrie, Lymington) 30 each; ‘‘Diana’’ (R. McGregor), and ‘ Black Pete ’’ (R. Wigmore, Lymington), 29 each; ‘* Sonia ’’ (G. Hampton, Southampton), 28; “* Sheila "’ (D. James, Southampton), 21; ‘*‘ Mary ”’ (J. Gay, Southampton), 16. MODELS Here is another and similar grouse. At previous where, for a modest sum, one could procure a cup of tea or cold drink. This year the Gosport M.Y.C. provided tea for a select few in their new club- house. We appreciate that the resources of the club and the size of its clubhouse did not permit them to extend this hospitality to all and sundry. Yet we ourselves (and other model yachtsmen with whom we talked) regretted the old tea-tent, and would have been very glad to have been able to buy a cup of tea, but duty and interest kept us at the lakeside just so long as sailing was continued. Competitors and officials could quench their thirst, If we but reporters and spectators could not! dashed to the nearest café it meant missing some of the sailing, and never be it said that we shirked our job for the sake of a cup of tea. aa MARINE 188 MARINE S EVERAL of our ing anxious canonisation is more or less ribald constituents have been makenquiries as to when our likely to take place, with some comment at the same time, and our managing owner makes the caustic remark, ‘* Well, you are a pretty poor specimen anyway, but would make a sight worse Saint ’’! The blank adjective is imported, but, although not uttered, we knew instinctively that it was thought. Our progress, nevertheless, is sufficiently rapid. From an ‘‘ outsider ’’ to ‘‘ reverence ’’ is a step in the right direction anyway, in contradistinction to some of the other pungent epithets bestowed upon us from time to time during the past few years, too many to state the exact number. But, stay. Perhaps the one hag just as much substance as the others. And so our vanity gets another shock and falls in ruins at our feet. Seriously, however, to anyone who knows our esteemed friend Mr. J. A. Stewart, his reference to sea-lawyering and rule-mongering, in the issue for August, is most amusing. Anyhow, it won’t do. Any trouble, past or prospective, is due to the attempted inclusion of an unauthorised practice here, and not to the quite sensible rule in force, designed to avoid undesirable *‘ wangles ’’ causing consequent damage to all sense of sportsmanship. The Kemp Shield race at Saltcoats on July 18 was mis-favoured by the most miserable conditions possible to imagine. Intermittent rain and an entire absence of wind made it impossible to attempt racing. So, after hanging about until five o’clock, it was agreed to proceed to have tea, and, as no improvement was perceptible while that was in progress, it was decided to postpone the event entirely Rain was then falling with heavy for a week. consistency, but on return to the pond-side it was discovered that a breeze had come up, and rather than hang the race over, a start was made pronto, and the tournament completed in the fast time of 13 hours. But, raining really hard all the time. We all finished looking like ‘* drookit craws.’’ The pleasure accompanying model yachting? Ach! Notwithstanding the uncomfortable downpour the racing was keen and close, as the eight 6-m. models competing were the leading examples of their class, and were handled by expert skippers. Finally, the issue depended upon the result of a resail board between ‘* Violet’? (A. W. K. Rodrick, West of Scotland) and ‘* Tern”? (R. Neill, Kilmarnock). This went in favour of ** Violet,’’ which secured the trophy and the first prize for the third time in succession, with 28 points, and has now won the event on every occasion it has been staged. ‘* Tern ’’ had 26 points for second prize, and ‘*Bee’’ (R. McMillan, Paisley) occupied third place with a score of 20. Provost Kennedy presented the trophy and prizes with his usual urbanity, and we all departed, after a medicinal dose—wet, yes, but quite happy- MODELS The Scottish A-class club race for the Lilian Cup, the premier A-class race in Scotland prior to the institution of a Scottish championship for the class, brought out an entry of 10 competitors at Saltcoats on August 1. At the start the weather conditions were again entirely unsatisfactory, only fitful, light and variable airs prevailing, altogether unsuited to these heavy craft. At the same time it was remarkable to see the ‘* ghosting *’ qualities possessed by some of them. Then an adjournment took place, necessitated by a dead calm for a time, but, finally, a good strong breeze arose, almost too heavy for full suits to be comfortable, bringing the craft along at a great pace, and providing a fine finish— spectacular and exciting. The leading models had a grand tussle, culminating in ‘*‘ Coryphene ”’ (H. Morris, Scottish A-class Club), and ‘‘ Endeavour ’’ (H. Kerr, Saltcoats), returning cards of 31 points each. ‘* Endeavour ’’ won the deciding board and secured the Cup for Saltcoats, this being the second success by the local club in this event. Other good returns were made by ‘* Luss ’’ (D. Bonnar), 26, ‘* Cunie ’’ (H. Buchanan) 25, and ‘* Gleneagle ’’ (J. Taylor) 24. The Scottish Championship for the A-class brought out the meagre entry of six only, and as one of these had to withdraw owing to circumstances upon which we do not desire to comment, the issue lay between five competitors. Altogether an inadequate display for a championship, and showing how slowly the class is developing here. It is questionable whether such an entry justifies A double running a special ‘‘ championship.’’ tournament was sailed through and resulted in ** Scotian ’’ (I. McPherson, A-class Club), with 244 points, ‘‘Lady Jean’’ (M. F. Thompson, Paisley) 24, and ‘‘Scotch Lassie’? (P. Buchan, Fraserburgh) 214, being returned as the first three. August 15 found us at Saltcoats once more. It has been all Saltcoats lately, and some of the local men are asking when we are going to take a house there. This is evidence of the popularity of the venue, although conditions have been so persistently Of bad there during this topsy-turvy summer. course they would have been as bad, or worse, elsewhere. On this occasion the ‘* Robertson ’’ Cup was in competition, and the Wes! of Scotl.id Club had an entry from eight clubs, with 13 of the 6-m. models coming to the line. It was no more fortu- nate than the other important races recently in the matter of weather. In fact, the officials had the experience, unique in model yachting history, of completing the race in complete darkness when the final heat ended at 10.15 p.m., and they were no longer able to read their records. Extremely light airs had delayed the start and then made progress irritatingly slow, so the persistence exhibited by all concerned in continuing under the circumstances bears witness to the enthusiasm inherent in the sport. Furthermore, the effect of the vromenade MARINE lights reflected on the white sails, with the dark background of night and the seemingly black, calm water, produced an attractive silhouette which was exceedingly pleasing, comparable to a fine example of Eastern lacquer-work brought to life. We were pleased to welcome the Fleetwood representative, Mr. J. H. Catterall, with the Messrs. Alexander and Mrs. Alexander, and sorry they were not accompanied by more English friends, although under the circumstances possibly they would not have derived as much pleasure as we should desire from the visit, if they had been present. The race itself, considering the conditions, was not altogether unsatisfactory and was marked by some fine spinnaker runs in the course of the afternoon, notably by ** Glenesk,’’ which retained the Cup for Mr. Catterall and Fleetwood with 49 points, ‘‘ Violet ’’ (A. W. K. Rodrick, West of Scotland) second with 46 points, and ** Jewel ’’ (F. Robinson, Saltcoats) third with 384 points. ‘*‘ Charmee ”’ (C. F. Arthur, West of Scotland) also made some effective use of 189 the spinnaker, but did not quite get the flags, and her score of 30 does not flatter her performance. The protracted proceedings necessitated our rushing away to ensure catching a train in time to get us home that night, which was imperative, and we hope our English friends will acquit us of any intentional discourtesy in the somewhat unceremonious nature of our departure. In the course of an interesting conversation we heard with pleasure that the Greenock Club is having a quietly successful season. It is a long time since we were at Cowdenknowes, and we are delighted to learn that the club is still carrying on satisfactorily. May we be allowed to express congratulations to Mr. A. Jones and ‘* Lady Nell ’’ on their success in the British Empire and World Championship races, and our best wishes for a similar success to attend the British representatives at the Olympic events at Hamburg. THE SCOTTISH COMMODORE. BRITISH CHAMPIONS — FIVE MODELS Photo: Since the inauguration of the skippers have won this honour. present C. series of British A-class Championships in N. Forge. 1923 only six Those shown above are (left to right): Lt.-Col. W. C. Holden (1935), R. Jurd (1927), W. J. Daniels (1923, ’24, ’25, ’29, '30, ’33, '34), Captain F. W. Lazell (1926), A. Jones (1928, '32, '36). The missing skipper is T. Willey (1931). 190 MARINE MODELS _ Letters intended for publication must be written on one side of paper only and bear the signatures of writers (not necessarily for publication). Letters should not exceed 300 words in length, if possible. The Editor does not undertake to publish all letters received, nor does he necessarily agree with opinions expressed by Correspondents. HOLDING OF NATIONAL ON CHAMPIONSHIPS SUNDAYS Dear Sir,—With further reference to the letter of Mr. Spendlove re above, I have now received replies from 16 clubs who were asked whether their absence from the National 10-rater Championship, 1936, could be attributed to the event being sailed on the Sunday. In no single instance is this found to be the case. There are 37 clubs included in the Fixture List of the M.Y.A. owning 10-raters. One club, Cardiff, states it has no 10-raters—this, with the deduction of Bedford, leaves 35 clubs to consider. Fifteen clubs entered for the event; 16 clubs absent for reasons other than objection to Sunday sailing; three clubs absent in 1936, but have sailed on the Sunday in a previous similar event, not written to, as reason of absence known; one Derby. This is not an individual matter in the general sense—it is for the club to decide if an entry is to be made, and therefore the facts enumerated pretty clearly disclose the number prevented from sailing in the recent championship. Apparently both Mr. Spendlove and Messrs. Alexander do not object to sailing on the Sunday, provided it is not a National Championship. The case with myself is quite the reverse: I approve the National Championship, but strongly object to Club and Inter-Club matches being sailed on Sunday. The reason of my approval is just this. At least an entry of 20 boats was expected for the National, 1936, and spreading the event over the week-end was justified. Had the M.Y.A. authority accepted our suggestion bearing upon this phase, we should have obtained a larger entry than even 20 boats; this would have further been the case had not the conditions laid down cancelled out the possibility of boats built during the winter being sailed. Again, when my Committee was considering the financial state we knew there was a possibility of greater economy being necessary, and it looked as if funds would not be so plentiful for 1936. By sailing on Sunday we were cutting down the cost of entertaining. We do not want this event to be available only to the model yachtsman of means, but must consider the pieceworker who has to lose his pay for every moment he is not working, and who is likely to get into the bad books of the foreman if he asks for time off. The servant of, say, an Educational Authority does not know what loss of pay means. Cut out sailing the National on the Sunday and you rob a very worthy fellow from participation. The information I have collected is being prepared for submission to the Council of the M.Y.A. for the future guidance of those concerned, _as, after all, it is their affair, and with it will go suggestions likely to make the National 10-rater what we want it to be. May I add the date fixed was not altered—what Mr. Spendlove saw was a confusion of dates appearing in MARINE MODELS. The hand of death took away a guiding hand, and those left to carry on did what they could to keep things going. In my report of the National 10-rater Champtonship I omitted to say how grateful I was for the support I received from so many who did duty as officials. The photos shown were supplied by Mr. S. J. Marston, of the City of Birmingham Club. Yours faithfully, C. E. LEMON. AGAINST SUNDAY CHAMPIONSHIPS Sir,—In the matter of sailing National Championships on Sundays, may I be allowed to point out that the form of questionnaire Mr. Lemon proposes to send out to clubs is entirely beside the point and In every club (except those whose inconclusive. regular club fixtures are confined to Sundays) there will be some who object to Sunday sailing, and some who do not. It therefore becomes possible for clubs to find representatives who have no objection to Sunday sailing, but debars any strict Sabbatarian from representing his club in National Championships. i am a strict Sabbatarian, but the Editor of MarINE MObELS quite rightly bars religious discussions in these columns. I have one of the best 10-raters in my club, and possibly might be deemed Yet I am _ debarred a worthy representative. though my club can find 10-rater owners who have no objections to Sunday sailing. Is this fair? Or will Mr. Lernon’s questionnaire be in any way conclusive evidence? I venture to think to the contrary. We are told 10-rater owners cannot afford to lose time from work. In other words the pockets of some are to be safeguarded at the expense of the religion of others. Is that a policy for the M.Y.A. to follow? If club events are sailed on Sundays, everyone can compete or not as his conscience dictates, but let our National events be held on week-days so that they are indeed open to all. Yours faithfully, SABBATARIAN.